WO1991010058A1 - Idle and off-idle operation of a two-stroke fuel-injected multi-cylinder internal combustion engine - Google Patents
Idle and off-idle operation of a two-stroke fuel-injected multi-cylinder internal combustion engine Download PDFInfo
- Publication number
- WO1991010058A1 WO1991010058A1 PCT/EP1990/002259 EP9002259W WO9110058A1 WO 1991010058 A1 WO1991010058 A1 WO 1991010058A1 EP 9002259 W EP9002259 W EP 9002259W WO 9110058 A1 WO9110058 A1 WO 9110058A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- cylinder
- engine
- idle
- fuel
- inject
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
Definitions
- each injector When running at idle, an internal combustion engine is only lightly loaded and therefore ingests fuel at a rate that is small in comparison to rates that are required at higher speeds and loads.
- fuel is introduced into the engine cylinders by means of an individual electronically controlled fuel injector for each cylinder, each injector is required to operate over a rather extensive range of opening and closing times.
- each injector In order to operate the engine at high speeds and loads, it is vital that each injector have the ability to flow fuel at a certain flow rate; yet at idle, a much lower flow rate is used. Stated another way, such an injector is required to have a relatively large dynamic range. Where a particular injector is designed for a specific maximum flow rate, it may be difficult for such an injector to accurately inject fuel at the low end of the required range. This difficulty is amplified in a two-stroke engine.
- a further consideration related to a two-stroke engine involves the matter of scavenging.
- the inherent nature of the design of a two-stroke engine leaves a significant amount of residual combustion products in a combustion chamber as the chamber is being prepared for the immediately succeeding combustion event.
- the presence of such residual products influences the nature of the combustion process, and when a two-stroke engine is used as the powerplant of an automotive vehicle, factors such as fuel economy and exhaust emissions are affected.
- a known means of improving scavenge efficiency and increasing the quantity of fuel injected per cycle is to retard the spark timing.
- the present invention relates to means and methodology for improving the operation of a 5multi-cylinder fuel-injected two-stroke internal combustion engine at idle and off-idle.
- the invention involves the deliberate skipping of injection cycles in particular patterns which serve to create modest, but nonetheless meaningful, improvements in operating l oefficiency and exhaust emissions without causing any noticeable degradation in the quality of the engine's operation at idle.
- the pattern is such that over a certain number of engine crankshaft revolutions the interruptions of fuel injection into each individual
- Fig. 1 is a chart portraying a fuel injection pattern of operation for a six-cylinder, two-stroke engine.
- Fig. 2 is a flow diagram of a micro-computer routine illustrating off-idle operation.
- Fig. 3 is a chart portraying another fuel injection pattern of operation for a six-cylinder, two-stroke engine.
- Q Fig. 4 is a chart portraying a fuel injection pattern of operation for a four-cylinder, two-stroke engine.
- Fig. 5 is a chart portraying another fuel injection pattern of operation for a four-cylinder, two-stroke engine. DESCRIPTION OF THE•PREFERRED EMBODIMENT
- Fig. 1 presents a fuel injection pattern for a six-cylinder, fuel-injected, two-stroke engine operating at idle.
- the order in which the cylinders are sequentially injected when the engine is running at non-idle is: cylinder #1, cylinder #2, cylinder #3, cylinder #4, cylinder #5, cylinder #6.
- This sequential pattern of injection is altered at engine idle by the 0selective skipping of injections according to the pattern portrayed.
- the letter I designates the occurrence of injection by operation of the corresponding injector, while the letter S denotes the skipping of an injection by the non-operation of the corresponding injector.
- the abscissa represents the engine cylinders, and the ordinate, the crankshaft revolutions.
- the sequence of Fig. 1 comprises the repeating pattern: skip, inject, inject, skip, inject.
- the pattern repeats, beginning with the skipping of cylinder #6 during crankshaft revolution #1 and ending with the injection of cylinder #4 during crankshaft revolution #2.
- occurrences of the pattern end with the injection of cylinder #3 during 5crankshaft revolution #3, with the injection of cylinder #2 during crankshaft revolution #4, with the injection of cylinder #1 during crankshaft revolution #5, and with the injection of cylinder #6 during crankshaft revolution #5.
- a skipped injection cycle would be noticeable at non-idle, deliberate skipping is permitted only at idle. Therefore, when the engine leaves idle, such 5 departure from idle must be detected and the fuel delivery to the individual injectors re-adjusted. Since the injectors are electronically controlled, typically by a digital micro-computer control, a suitable routine is embodied in the micro-computer, and an example of such a routine is presented in Fig. 2. Parameters indicative of departure from idle operation are monitored and use to revert the micro-computer control to non-idle operation. The illustrated routine monitors engine speed, throttle position, manifold absolute pressure, and airflow into the engine.
- Fig. 3 represents a pattern that is the 5inverse of that of Fig. 1, and hence represents 40% injector operation. According to this pattern, over a certain number of engine crankshaft revolutions the injections in each individual cylinder are caused to occur at non-consecutive two-stroke cycles, and the injections oin the sequence of injections from cylinder to cylinder are caused to occur non-consecutively. In this mode of operation suitable adjustments in fuel flow factor, and spark timing, are made in analogous manner to those previously described in connection with operation 5according to Fig. 1.
- Fig. 4 discloses an injector operating pattern for the idle operation of a four-cylinder, two-stroke engine.
- the designation I identifies an injection while the designation S denotes a skip.
- the cylinder injection Q order is cylinder #1, cylinder #2, cylinder #3, and cylinder #4.
- the repeated sequence is inject, skip, inject, inject, skip so that the crankshaft must rotate five times before the sequence during a single revolution is the same again.
- the adjustments to fuel flow factor, and spark timing, . are made in analogous manner to those described for the six-cylinder engine. As in the embodiment of Fig.
- Fig. 5 presents an operating pattern which is complementary to the pattern of Fig. 4. Over a certain number of engine crankshaft revolutions the injections in 5each individual cylinder are caused to occur at non-consecutive two-stroke cycles and the injections in the sequence of injection from cylinder to cylinder are caused to occur non-consecutively. As a result, there are never two consecutive injections, nor does any cylinder oexpedience injections on consecutive crankshaft revolutions.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
A multiple cylinder two-stroke fuel-injected internal combustion engine is operated at idle by interrupting the fuel injection stages in a predetermined pattern such that over a certain number of crankshaft revolutions a fewer number of injections occur than over the same number of revolutions at non-idle. The quantity of fuel injected per injection is increased relative to that required to operate the engine at idle without any injection interruptions. Spark timing is also advanced.
Description
IDLE AND OFF-IDLE•OPERATION OF A TWO-STROKE FUEL-INJECTED MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
BACKGROUND AND SUMMARY OF THE INVENTION
When running at idle, an internal combustion engine is only lightly loaded and therefore ingests fuel at a rate that is small in comparison to rates that are required at higher speeds and loads. When fuel is introduced into the engine cylinders by means of an individual electronically controlled fuel injector for each cylinder, each injector is required to operate over a rather extensive range of opening and closing times. In order to operate the engine at high speeds and loads, it is vital that each injector have the ability to flow fuel at a certain flow rate; yet at idle, a much lower flow rate is used. Stated another way, such an injector is required to have a relatively large dynamic range. Where a particular injector is designed for a specific maximum flow rate, it may be difficult for such an injector to accurately inject fuel at the low end of the required range. This difficulty is amplified in a two-stroke engine.
A further consideration related to a two-stroke engine involves the matter of scavenging. The inherent nature of the design of a two-stroke engine leaves a significant amount of residual combustion products in a combustion chamber as the chamber is being prepared for the immediately succeeding combustion event. The presence of such residual products influences the nature of the combustion process, and when a two-stroke engine is used as the powerplant of an automotive vehicle, factors such as fuel economy and exhaust emissions are affected. A known means of improving scavenge efficiency and
increasing the quantity of fuel injected per cycle is to retard the spark timing.
The present invention relates to means and methodology for improving the operation of a 5multi-cylinder fuel-injected two-stroke internal combustion engine at idle and off-idle. The invention involves the deliberate skipping of injection cycles in particular patterns which serve to create modest, but nonetheless meaningful, improvements in operating loefficiency and exhaust emissions without causing any noticeable degradation in the quality of the engine's operation at idle. Briefly, the pattern is such that over a certain number of engine crankshaft revolutions the interruptions of fuel injection into each individual
15cylinder are caused to occur at non-consecutive two-stroke cycles and the interruptions in the sequence of injection from cylinder to cylinder are caused to occur non-consecutively. Each interrupted injection results in the introduction of air alone into the associated cylinder
2o°n the immediately succeeding cycle whereby the residual combustion products are diluted by the charge of air. The scavenging that occurs after the interrupted fuel injection cycle therefore results in a cylinder that is much better purged of combustion products before the next
25combustion event that takes place in that cylinder. Accordingly, that combustion event will make more efficient use of the injected charge of fuel.
Since the idle load that is imposed on the engine requires a certain power output from the engine, the
30skipping of certain injection cycles at idle means that on the average each combustion event in each cylinder must produce a higher power output in comparison to the situation where injection cycles are not skipped. This higher power output is accomplished by causing each
injector to flow a correspondingly higher amount of fuel when the injection skipping pattern is in effect at idle. Two benefits result from the invention. One, it means that the lower limit of the fuel injectors' dynamic ranges 5does not have to be as low as in the case of non-skipping, and two, it means that the spark timing can be advanced over the value used for non-skip operation. Reducing the dynamic range requirement of a fuel injector is an advantage for obvious reasons, and the advancement of lOspark timing of course promotes better combustion efficiency and fuel economy.
The features of the invention that have been mentioned above, along with further ones, will be seen in the ensuing detailed description of a presently preferred 5embodiment of the invention. The description includes the best mode contemplated at the present time for the practice of the invention. As an aid to explaining the inventive principles, a drawing accompanies the disclosure. 0
BRIEF DESCRIPTION OF THE DRAWING
Fig. 1 is a chart portraying a fuel injection pattern of operation for a six-cylinder, two-stroke engine. 5 Fig. 2 is a flow diagram of a micro-computer routine illustrating off-idle operation.
Fig. 3 is a chart portraying another fuel injection pattern of operation for a six-cylinder, two-stroke engine. Q Fig. 4 is a chart portraying a fuel injection pattern of operation for a four-cylinder, two-stroke engine.
Fig. 5 is a chart portraying another fuel injection pattern of operation for a four-cylinder, two-stroke engine.
DESCRIPTION OF THE•PREFERRED EMBODIMENT
Fig. 1 presents a fuel injection pattern for a six-cylinder, fuel-injected, two-stroke engine operating at idle. The order in which the cylinders are sequentially injected when the engine is running at non-idle is: cylinder #1, cylinder #2, cylinder #3, cylinder #4, cylinder #5, cylinder #6. This sequential pattern of injection is altered at engine idle by the 0selective skipping of injections according to the pattern portrayed. The letter I designates the occurrence of injection by operation of the corresponding injector, while the letter S denotes the skipping of an injection by the non-operation of the corresponding injector. Thus, in 5Fig. 1, the abscissa represents the engine cylinders, and the ordinate, the crankshaft revolutions.
The sequence of Fig. 1 comprises the repeating pattern: skip, inject, inject, skip, inject. Hence, after the injection of cylinder #5 during crankshaft revolution o#l, the pattern repeats, beginning with the skipping of cylinder #6 during crankshaft revolution #1 and ending with the injection of cylinder #4 during crankshaft revolution #2. In similar fashion, occurrences of the pattern end with the injection of cylinder #3 during 5crankshaft revolution #3, with the injection of cylinder #2 during crankshaft revolution #4, with the injection of cylinder #1 during crankshaft revolution #5, and with the injection of cylinder #6 during crankshaft revolution #5. As subsequently appears, the pattern that occurs during -crankshaft revolution #6 is identical to that occurring during crankshaft revolution #1, the pattern that occurs during crankshaft revolution #7 is identical to that occurring during crankshaft revolution #2, and so forth.
It is to be observed that over a certain number of engine crankshaft revolutions the interruptions in each individual cylinder are caused to occur at non-consecutive two-stroke cycles and the interruptions in the sequence of
5injection from cylinder to cylinder are caused to occur non-consecutively. In other words, as a function of time, there are never two consecutive interruptions, nor does any cylinder experience interruptions on consecutive crankshaft revolutions. The pattern produces an average 0injector operating rate of 60% as compared with the 100% rate that occurs at non-idle. To maintain the power necessary to operate the engine at idle, the amount of fuel injected per injection is increased over that which would otherwise be required. In this way each injector is 5not required to meter as low an amount of fuel as would otherwise be the case, and therefore can be more precise.
Because each combustion event must deliver more power output than would otherwise be the case, spark timing can be advanced to improve combustion efficiency. Thus, Qdefinite advantages accrue by utilization of the invention.
Because a skipped injection cycle would be noticeable at non-idle, deliberate skipping is permitted only at idle. Therefore, when the engine leaves idle, such 5departure from idle must be detected and the fuel delivery to the individual injectors re-adjusted. Since the injectors are electronically controlled, typically by a digital micro-computer control, a suitable routine is embodied in the micro-computer, and an example of such a routine is presented in Fig. 2. Parameters indicative of departure from idle operation are monitored and use to revert the micro-computer control to non-idle operation. The illustrated routine monitors engine speed, throttle position, manifold absolute pressure, and airflow into the
engine. Change in any one of these monitored parameters that is indicative of a change from idle to non-idle operation will revert the micro-computer to non-idle operation. From the standpoint of fuel injection, one of 5the importance consequences of such reversion is to remove the fuel flow adjustment factor that was instituted upon idle operation due to the reduced percentage of injector operations. There is of course a complementary routine that caused the fuel flow adjustment factor to be 0instituted upon detection of idle operation. Simultaneously, spark timing is adjusted.
It is possible that an engine could be operated at idle with less than the 60% injector operation represented by Fig. 1. Fig. 3 represents a pattern that is the 5inverse of that of Fig. 1, and hence represents 40% injector operation. According to this pattern, over a certain number of engine crankshaft revolutions the injections in each individual cylinder are caused to occur at non-consecutive two-stroke cycles, and the injections oin the sequence of injections from cylinder to cylinder are caused to occur non-consecutively. In this mode of operation suitable adjustments in fuel flow factor, and spark timing, are made in analogous manner to those previously described in connection with operation 5according to Fig. 1.
Fig. 4 discloses an injector operating pattern for the idle operation of a four-cylinder, two-stroke engine. The designation I identifies an injection while the designation S denotes a skip. The cylinder injection Qorder is cylinder #1, cylinder #2, cylinder #3, and cylinder #4. The repeated sequence is inject, skip, inject, inject, skip so that the crankshaft must rotate five times before the sequence during a single revolution is the same again. The adjustments to fuel flow factor,
and spark timing, .are made in analogous manner to those described for the six-cylinder engine. As in the embodiment of Fig. 1, over a certain number of engine crankshaft revolutions the interruptions in each 5individual cylinder are caused to occur at non-consecutive two-stroke cycles and the interruptions in the sequence of injection from cylinder to cylinder are caused to occur non-consecutively. In other words, as a function of time, there are never two consecutive interruptions, nor does 0any individual cylinder experience interruptions on consecutive crankshaft revolutions.
Fig. 5 presents an operating pattern which is complementary to the pattern of Fig. 4. Over a certain number of engine crankshaft revolutions the injections in 5each individual cylinder are caused to occur at non-consecutive two-stroke cycles and the injections in the sequence of injection from cylinder to cylinder are caused to occur non-consecutively. As a result, there are never two consecutive injections, nor does any cylinder oexpedience injections on consecutive crankshaft revolutions.
While a presently preferred embodiment of the invention has been disclosed, it must be appreciated that principles of the invention may be practiced in other 5equivalent embodiments.
Claims
1. In a multiple cylinder two-stroke fuel-injected internal combustion engine which operates at non-idle in a manner such that the fuel is injected into each cylinder during the fuel injection stage of consecutive two-stroke cycles of the cylinder, the method for operating the engine at idle which comprises interrupting the fuel injection stages of the cylinders from that which occurs at non-idle engine operation in such a pattern that over a certain number of engine crankshaft revolutions the interruptions in each individual cylinder are caused to 1occur at non-consecutive two-stroke cycles and the 2interruptions in the sequence of injection from cylinder to cylinder are caused to occur non-consecutively.
I 2. The method set forth in claim 1 wherein said
2engine is of the six-cylinder type, and the interruptions 3and injections occur in the following repeated sequence: 4interrupt, inject, inject, interrupt, inject.
1
3. The method set forth in claim 1 wherein said 2engine is of the four-cylinder type, and the interruptions 3 nd injections occur in the following repeated sequence: 4inject, interrupt, inject, inject, interrupt.
1 4. In a multiple cylinder two-stroke fuel-injected 2internal combustion engine which comprises means for 3causing operation at non-idle in a manner such that the 4fuel is injected into each cylinder during the fuel 5injection stage of consecutive two-stroke cycles of the 6cylinder, the means for operating the engine at idle which -comprises means for interrupting the fuel injection stages 9operation in such a pattern that over a certain number of 0engine crankshaft revolutions the interruptions in each 1individual cylinder are caused to occur at non-consecutive 2two-stroke cycles and the interruptions in the sequence of 3injection from cylinder to cylinder are caused to occur 4non-consecutively.
1 5. The means for operating the engine at idle as set
2forth in claim 4 wherein said engine is of the 3six-cylinder type, and the means for interrupting the fuel
4injection stages of the cylinders comprises means for 5causing the injections and interruptions to occur in the 6following repeated sequence: interrupt, inject, inject, 7interrupt, inject.
1 6. The means for operating the engine at idle as set
2forth in claim 4 wherein said engine is of the 3four-cylinder type, and the means for interrupting the fuel injection stages of the cylinders comprises means for 5causing the interruptions and injections to occur in the
6following repeated sequence: inject, interrupt, inject,
7inject, interrupt.
1 7. In a multiple cylinder two-stroke fuel-injected
2internal combustion engine which operates at non-idle in a 3manner such that the fuel is injected into each cylinder during the fuel injection stage of consecutive two-stroke cycles of the cylinder, the method for operating the
6engine at idle which comprises interrupting the fuel 7injection stages of the cylinders from that which occurs
8at non-idle engine operation in such a pattern that over a 9certain number of engine crankshaft revolutions the injections into each individual cylinder are caused to ioccur at non-consecutive two-stroke cycles and the injections in the .sequence of injection from cylinder to cylinder are caused to occur non-consecutively.
8. The method set forth in claim 7 wherein said engine is of the six-cylinder type, and the interruptions and injections occur in the following repeated sequence: inject, interrupt, interrupt, inject, interrupt.
9. The method set forth in claim 7 wherein said engine is of the four-cylinder type, and the interruptions and injections occur in the following repeated sequence: interrupt, inject, interrupt, interrupt, inject.
10. In a multiple cylinder two-stroke fuel-injected internal combustion engine which comprises means for causing operation at non-idle in a manner such that the fuel is injected into each cylinder during the fuel injection stage of consecutive two-stroke cycles of the cylinder, the means for operating the engine at idle which comprises means for interrupting the fuel injection stages of the cylinders from that which occurs at non-idle engine operation in such a pattern that over a certain number of engine crankshaft revolutions the injections in each individual cylinder are caused to occur at non-consecutive two-stroke cycles and the injections in the sequence of injection from cylinder to cylinder are caused to occur non-consecutively.
11. The means for operating the engine at idle as set forth in claim 10 wherein said engine is of the six-cylinder type, and the means for interrupting the fuel injection stages of the cylinders comprises means for causing the injections and interruptions to occur in the following repeated sequence: inject, interrupt, interrupt, inject, interrupt. 1
12. The means for operating the engine at idle as
2set forth in claim 10 wherein said engine is of the 3four-cylinder type, and the means for interrupting the fuel injection stages of the cylinders comprises means for 5causing the interruptions and injections to occur in the 6following repeated sequence: interrupt, inject, interrupt, 7interrupt, inject.
1 13. In a multiple cylinder two-stroke fuel-injected
2internal combustion, means for operating the engine at
3idle which comprises means for interrupting the fuel 4injection stages in a predetermined pattern such that over 5a certain number of engine crankshaft revolutions a fewer 6number of injection stages occur than over the same number 7of engine crankshaft revolutions during non-idle 8operation, and means for increasing the quantity of fuel 9injected per injection stage relative to the quantity of 0 uel required per injection stage to secure idle operation 1without any injection interruptions.
1 14. Means as set forth in claim 13 including means 2for advancing the spark timing during idle operation in 3comparison to the spark timing that is appropriate for 4idle operation without any interruption of the injection stages.
1 15. In a multiple cylinder two-stroke fuel-injected 2internal combustion, the method of operating the engine at 3idle which comprises interrupting the fuel injection 4stages in a predetermined pattern such that over a certain 5number of engine crankshaft revolutions a fewer number of 6injection stages occur than over the same number of engine ηcrankshaft revolutions during non-idle operation, and 8increasing the quantity of fuel injected per injection stage relative to the quantity of fuel required per injection stage to secure idle operation without any injection interruptions.
16. The method as set forth in claim 15 including advancing the spark timing during idle operation in comparison to the spark timing that is appropriate for idle operation without any interruption of the injection stages.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1019920701585A KR920703986A (en) | 1990-01-05 | 1990-12-19 | No-load operation and load operation of a 2-stroke fuel injection multi-cylinder internal combustion engine |
JP50125590A JPH05502921A (en) | 1990-12-19 | 1990-12-19 | Idle and off-idle operation method of two-stroke fuel-injected multi-cylinder internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US46155790A | 1990-01-05 | 1990-01-05 | |
US461,557 | 1990-01-05 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1991010058A1 true WO1991010058A1 (en) | 1991-07-11 |
Family
ID=23833047
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP1990/002259 WO1991010058A1 (en) | 1990-01-05 | 1990-12-19 | Idle and off-idle operation of a two-stroke fuel-injected multi-cylinder internal combustion engine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0505419A1 (en) |
KR (1) | KR920703986A (en) |
AU (1) | AU6911491A (en) |
WO (1) | WO1991010058A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0751291A3 (en) * | 1995-05-31 | 1997-11-12 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine and method of providing same with fuel |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0069360A2 (en) * | 1981-07-06 | 1983-01-12 | Hitachi, Ltd. | Single point electronic fuel injection system and control method |
US4398520A (en) * | 1980-04-03 | 1983-08-16 | Robert Bosch Gmbh | Ignition and fuel injection system for multicylinder engines |
US4768474A (en) * | 1985-10-14 | 1988-09-06 | Sanshin Kogyo Kabushiki Kaisha | Two-cycle motor having a fuel injection system for marine propulsions |
-
1990
- 1990-12-19 KR KR1019920701585A patent/KR920703986A/en not_active Application Discontinuation
- 1990-12-19 EP EP91900805A patent/EP0505419A1/en not_active Withdrawn
- 1990-12-19 WO PCT/EP1990/002259 patent/WO1991010058A1/en not_active Application Discontinuation
- 1990-12-19 AU AU69114/91A patent/AU6911491A/en not_active Abandoned
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4398520A (en) * | 1980-04-03 | 1983-08-16 | Robert Bosch Gmbh | Ignition and fuel injection system for multicylinder engines |
EP0069360A2 (en) * | 1981-07-06 | 1983-01-12 | Hitachi, Ltd. | Single point electronic fuel injection system and control method |
US4768474A (en) * | 1985-10-14 | 1988-09-06 | Sanshin Kogyo Kabushiki Kaisha | Two-cycle motor having a fuel injection system for marine propulsions |
Non-Patent Citations (1)
Title |
---|
Patent Abstracts of Japan, vol. 9, no. 242 (M-417)(1965), 28 September 1985; & JP-A-6095154 (MAZDA K.K.) 28 May 1985 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0751291A3 (en) * | 1995-05-31 | 1997-11-12 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine and method of providing same with fuel |
Also Published As
Publication number | Publication date |
---|---|
EP0505419A1 (en) | 1992-09-30 |
AU6911491A (en) | 1991-07-24 |
KR920703986A (en) | 1992-12-18 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4991558A (en) | Idle and off-idle operation of a two-stroke fuel-injected multi-cylinder internal combustion engine | |
US5365908A (en) | Burning control system for engine | |
EP1318288A3 (en) | Fuel injection system for internal combustion engine | |
DE102008002619A1 (en) | Control device for a direct injection engine | |
GB2243462A (en) | I.C. engine control apparatus | |
GB1260304A (en) | Fuel injection systems for internal combustion engines | |
US20180238247A1 (en) | Internal Combustion Engine Having Dedicated EGR Cylinder(s) with Delayed Fuel Injection | |
US4367530A (en) | Control apparatus for an internal combustion engine | |
US6305363B1 (en) | Air-assisted fuel injector with ozone enrichment | |
DE102011015257A1 (en) | A method and system for enabling cylinder balancing at a low idle speed using a crankshaft speed sensor | |
JP4422677B2 (en) | In-cylinder injection internal combustion engine and fuel injection method | |
JP2003129923A (en) | Fuel injection device for gasoline cylinder direct injection internal combustion engine for optimum injection to intake pipe, and method for operating fuel injection device | |
DE102016212945B4 (en) | Method and device for controlling an internal combustion engine with an exhaust gas turbocharger | |
US4620519A (en) | Fuel injection system for internal combustion engine | |
WO1991010058A1 (en) | Idle and off-idle operation of a two-stroke fuel-injected multi-cylinder internal combustion engine | |
US4729362A (en) | Fuel injection control apparatus for multi-cylinder internal combustion engine | |
JP2794715B2 (en) | Fuel injection device for multi-cylinder two-cycle engine | |
GB2402233A (en) | A method for controlling pressure fluctuations in high pressure fuel injector supply lines | |
US6314939B1 (en) | Methods and apparatus for controlling engine operation | |
DE19517767C2 (en) | Fuel injection control system for an internal combustion engine | |
JPH05272373A (en) | Combustion device for internal combustion engine | |
JPS60224952A (en) | Jet period control method and apparatus of internal combustion engine | |
JP3131895B2 (en) | Control device for multi-cylinder internal combustion engine | |
JP2884875B2 (en) | Ignition timing control device for resuming fuel supply of internal combustion engine | |
JPH11287148A (en) | Fuel injector for internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): AU JP KR |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): AT BE CH DE DK ES FR GB GR IT LU NL SE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1991900805 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 1991900805 Country of ref document: EP |
|
WWW | Wipo information: withdrawn in national office |
Ref document number: 1991900805 Country of ref document: EP |