WO2011086660A1 - 内燃機関の燃料噴射装置 - Google Patents
内燃機関の燃料噴射装置 Download PDFInfo
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- WO2011086660A1 WO2011086660A1 PCT/JP2010/050226 JP2010050226W WO2011086660A1 WO 2011086660 A1 WO2011086660 A1 WO 2011086660A1 JP 2010050226 W JP2010050226 W JP 2010050226W WO 2011086660 A1 WO2011086660 A1 WO 2011086660A1
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- fuel
- alcohol
- adsorbent
- combustion engine
- internal combustion
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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
- F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
- F02M43/04—Injectors peculiar thereto
Definitions
- the present invention relates to a fuel injection device for an internal combustion engine.
- FIG. 12 is a diagram showing the relationship between the distillation rate and temperature of E80 (80% ethanol mixed fuel), E20 (ethanol 20% mixed fuel), and E0 (gasoline 100%). Since gasoline is composed of multiple components and contains low boiling components, it has excellent vaporization characteristics even at low temperatures. On the other hand, since alcohol is a single component, its boiling point is determined and its boiling point is high (about 78 ° C. in the case of ethanol). For this reason, as can be seen from FIG. 12, a mixed fuel having a high alcohol concentration such as E80 has a drawback that it is extremely difficult to vaporize at a temperature lower than the boiling point of the alcohol. In the case of a mixed fuel having a relatively low alcohol concentration, such as E20, vaporization may be easier than in the case of 100% gasoline due to an azeotropic phenomenon.
- a fuel separation membrane is used to separate a mixed fuel into a gasoline component and an alcohol component, two fuel injectors are provided per cylinder, and the gasoline component is injected from one of the two fuel injectors, Discloses a fuel device that injects an alcohol component.
- a fuel separation membrane is provided inside the first fuel rail assembly that communicates with one fuel injector of each cylinder, and the alcohol component separated therefrom is communicated with the other fuel injector of each cylinder. It is sent to the rail assembly. According to this apparatus, only the gasoline component can be injected at the time of start-up, so that the above problem can be solved.
- fuel supply systems such as a fuel injector, a fuel rail assembly (delivery pipe), and a fuel passage are required for two systems, one for gasoline injection and one for alcohol injection. For this reason, the cost, weight, and mounting space of the fuel supply system are required almost twice as much, and there is a problem that a significant cost increase, fuel consumption deterioration due to weight increase, and mounting property deterioration are caused.
- Japanese Patent Application Laid-Open No. 2006-257907 discloses a mixed fuel separated into a gasoline component and an alcohol component by supplying moisture to a delivery pipe at the time of cold start, and the separated gasoline component is used as a fuel injector.
- An apparatus for dispensing is disclosed.
- the fuel supply system needs only one system.
- the passage from the delivery pipe to the fuel injector and the inside of the fuel injector have a volume of at least about 1 cc. Therefore, the mixed fuel existing in the volume before starting is injected as it is at starting.
- the mixed fuel with a high alcohol concentration is injected as it is during the first few cycles at the time of start-up, so that the problems of startability and HC emission to the atmosphere are sufficiently improved. It is not possible.
- the present invention has been made to solve the above-described problems, and immediately reduces the alcohol concentration of fuel injected from a fuel injector of an internal combustion engine using a mixed fuel of gasoline and alcohol when necessary.
- An object of the present invention is to provide a fuel injection device for an internal combustion engine that can be made to operate.
- a first invention is a fuel injection device for an internal combustion engine, A fuel injector having a tip formed with an internal space for storing fuel and an injection port for injecting fuel; An adsorbent that is installed in the internal space and can selectively adsorb alcohol components in a mixed fuel of gasoline and alcohol; It is characterized by providing.
- the second invention is the first invention, wherein
- the adsorbent has a characteristic that the alcohol adsorption amount decreases when the fuel pressure is low, and the alcohol adsorption amount increases when the fuel pressure is high.
- the third invention is the first or second invention, wherein A means for controlling adsorption of alcohol to the adsorbent and desorption of alcohol from the adsorbent by changing a fuel pressure in the internal space is provided.
- Means for lowering the alcohol concentration of the fuel injected from the fuel injector lower than the alcohol concentration of the fuel supplied to the fuel injector by causing the adsorbent to adsorb alcohol during a cold start of the internal combustion engine It is characterized by that.
- Determination means for determining success or failure of permission conditions permitting desorption of alcohol from the adsorbent based on the state of the internal combustion engine; When it is determined that the permission condition is not satisfied, the adsorbent is maintained in a state where alcohol is adsorbed. When it is determined that the permission condition is satisfied, alcohol is removed from the adsorbent.
- Desorption control means for separating, It is characterized by providing.
- the seventh invention is the sixth invention, wherein A fuel cutting means for performing a fuel cut of the internal combustion engine when a predetermined fuel cut condition is satisfied;
- the permission condition includes that the fuel cut is being executed.
- the eighth invention is the sixth invention, wherein
- the permission condition includes that the engine speed and the engine load are within a predetermined region.
- the ninth invention is the eighth invention, wherein
- the predetermined region is a region on a low rotation side and a high load side.
- the alcohol adsorption capacity of the adsorbent in a portion near the injection port is lower than the alcohol adsorption capacity of the adsorbent in a portion far from the injection port.
- the eleventh aspect of the invention is the tenth aspect of the invention,
- the amount of the adsorbent in a portion close to the injection port is smaller than the amount of the adsorbent in a portion far from the injection port.
- the twelfth invention is the tenth invention, in which The material of the adsorbent in a portion near the injection port has a lower alcohol adsorption capacity than the material of the adsorbent in a portion far from the injection port.
- the thirteenth aspect of the invention is any one of the first to twelfth aspects of the invention.
- the adsorbent is arranged in a cylindrical shape along an inner peripheral portion of a tip portion of the fuel injector.
- the alcohol concentration of the alcohol-mixed fuel can be reduced inside the tip portion of the fuel injector. For this reason, the alcohol concentration of the injected fuel can be immediately reduced when necessary (for example, during cold start). According to the first invention, the above-described effect can be obtained without providing a fuel injector dedicated to alcohol. Therefore, the fuel supply system can be simplified, and cost and weight can be reduced.
- the alcohol can be adsorbed on the adsorbent by increasing the fuel pressure, and the alcohol can be desorbed from the adsorbent by decreasing the fuel pressure.
- the adsorption of alcohol to the adsorbent and the desorption of alcohol from the adsorbent can be controlled quickly and reliably.
- the fourth aspect of the present invention when there is a request to reduce the alcohol concentration of the fuel injected from the fuel injector, it is possible to inject fuel with a reduced alcohol concentration immediately in response to the request.
- the alcohol concentration of the fuel injected from the fuel injector can be reduced when the internal combustion engine is cold started. For this reason, the amount of HC emission into the atmosphere can be reduced, and the startability can be improved.
- the alcohol when the state of the internal combustion engine is a state in which the alcohol adsorbed on the adsorbent should not be desorbed, the alcohol is prevented from desorbing and the internal combustion engine is desorbed from the alcohol.
- the alcohol can be desorbed after waiting for the state to be released.
- the alcohol can be desorbed by selecting an appropriate engine state that is unlikely to adversely affect the desorption of alcohol. For this reason, it is possible to reliably avoid the adverse effect of alcohol elimination.
- alcohol can be desorbed during execution of fuel cut. Thereby, it is possible to reliably suppress the occurrence of an air-fuel ratio control error due to alcohol desorption.
- alcohol can be desorbed when the engine speed and the engine load are within a predetermined range. Thereby, it is possible to reliably avoid the adverse effect of alcohol elimination.
- alcohol can be desorbed during the fuel cut when the engine speed and the engine load are within a predetermined region on the low rotation side and the high load side. Therefore, it is possible to reliably suppress the occurrence of an air-fuel ratio control error due to alcohol desorption.
- alcohol can be prevented from being desorbed when the fuel pressure in the portion close to the injection port is reduced during fuel injection. For this reason, the alcohol concentration of the injected fuel can be reliably reduced when necessary.
- the eleventh aspect during fuel injection, it is possible to suppress the detachment of alcohol when the fuel pressure in the portion near the injection port decreases. For this reason, the alcohol concentration of the injected fuel can be reliably reduced when necessary.
- the twelfth aspect during fuel injection, it is possible to suppress the detachment of alcohol when the fuel pressure in the portion near the injection port decreases. For this reason, the alcohol concentration of the injected fuel can be reliably reduced when necessary.
- an adsorbent having a sufficient capacity also in a small internal space at the tip of the fuel injector.
- Embodiment 1 of this invention It is a figure for demonstrating the system configuration
- FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention.
- the system of the present embodiment includes an internal combustion engine 10.
- the internal combustion engine 10 is used as a power source of a vehicle, for example.
- the internal combustion engine 10 of this embodiment shall be an in-line 4 cylinder type, the number of cylinders and cylinder arrangement
- positioning of an internal combustion engine in this invention are not specifically limited.
- FIG. 1 shows a cross section of one cylinder of the internal combustion engine 10.
- the internal combustion engine 10 can be operated with gasoline as fuel, and can also be operated with a fuel obtained by mixing alcohol such as ethanol or methanol and gasoline (hereinafter also referred to as “alcohol mixed fuel” or “mixed fuel”). It is a thing.
- the alcohol-mixed fuel can be used from a low concentration (for example, about several percent) to a high concentration (for example, 80% or more) of the alcohol component (ratio of the alcohol component).
- An intake passage 12 and an exhaust passage 14 are connected to the internal combustion engine 10.
- An air flow meter 16 that detects the amount of intake air is disposed in the intake passage 12.
- a throttle valve 18 is disposed downstream of the air flow meter 16. The opening degree of the throttle valve 18 is adjusted by the operation of the throttle motor 20.
- a throttle position sensor 22 for detecting the opening degree of the throttle valve 18 is disposed in the vicinity of the throttle valve 18.
- a catalyst 15 for purifying exhaust gas is installed in the exhaust passage 14.
- a fuel injector 26 for injecting fuel into the intake port 11 is disposed in each cylinder of the internal combustion engine 10.
- Each cylinder of the internal combustion engine 10 is further provided with an intake valve 28, a spark plug 30 and an exhaust valve 32.
- a crank angle sensor 38 capable of detecting a rotation angle (crank angle) of the crankshaft 36 is installed in the vicinity of the crankshaft 36 of the internal combustion engine 10.
- the crank angle sensor 38 can detect the crank angle and the engine speed of the internal combustion engine 10.
- the system of the present embodiment includes an accelerator position sensor 24 that detects the amount of depression of an accelerator pedal in a driver's seat of a vehicle on which the internal combustion engine 10 is mounted, a water temperature sensor 42 that detects a cooling water temperature of the internal combustion engine 10, and an internal combustion engine.
- a starter 44 having an electric motor that rotationally drives the crankshaft 36 when the engine 10 is started, a fuel pump 46, a fuel property sensor 48, and an ECU (Electronic Control Unit) 50 are provided.
- Various sensors and actuators including those described above are electrically connected to the ECU 50.
- FIG. 2 is a diagram schematically showing a fuel system for supplying fuel to the internal combustion engine 10.
- the system of this embodiment includes a fuel tank 52.
- the fuel tank 52 is connected to a delivery pipe 56 via a fuel supply passage 54.
- a fuel pump 46 for pressurizing the fuel is installed in the middle of the fuel supply passage 54.
- the installation location of the fuel pump 46 is not limited to this.
- the fuel pump 46 may be installed in the fuel tank 52.
- the fuel stored in the fuel tank 52 is pressurized by the fuel pump 46 and sent to the delivery pipe 56 through the fuel supply passage 54. Then, fuel is distributed to the fuel injectors 26 of the respective cylinders by the delivery pipe 56.
- the fuel pump 46 is configured such that the fuel pressure can be adjusted to a pressure commanded from the ECU 50 and sent to the delivery pipe 56. That is, in the system of the present embodiment, the fuel pressure inside the fuel injector 26 (that is, the fuel injection pressure) can be adjusted by the fuel pump 46.
- the alcohol concentration of the fuel supplied to the fuel injector 26, that is, the fuel stored in the fuel tank 52 depends on the alcohol concentration of the fuel selected by the user for refueling. Increase or decrease.
- the alcohol concentration of the fuel in the tank can be detected by the fuel property sensor 48 provided in the middle of the fuel supply passage 54.
- the fuel property sensor 48 for example, a sensor that detects the alcohol concentration by measuring the dielectric constant, refractive index, etc. of the fuel can be used.
- the installation position of the fuel property sensor 48 is not limited to the illustrated configuration.
- the fuel property sensor 48 may be installed in the fuel tank 52 or the delivery pipe 56.
- the method for detecting the alcohol concentration of the fuel in the tank is not limited to the method using the fuel property sensor 48.
- the alcohol concentration of the fuel may be detected (estimated) from the learned value in the air-fuel ratio feedback control. That is, since the value of the theoretical air-fuel ratio is different between gasoline and alcohol, the value of the theoretical air-fuel ratio of the alcohol mixed fuel differs depending on the alcohol concentration. Therefore, the alcohol concentration of the fuel in the tank is detected (estimated) based on the value of the theoretical air-fuel ratio learned by feeding back a signal from an air-fuel ratio sensor (not shown) provided in the exhaust passage 14. Is possible.
- FIG. 3 is an enlarged cross-sectional view of the tip portion of the fuel injector 26 provided in the internal combustion engine 10 of the present embodiment.
- the fuel injector 26 has a tip 261.
- the tip 261 is formed with an injection port 262 for injecting fuel and an internal space 263 for storing the fuel (filled with fuel).
- a needle valve 264 as an injection valve is inserted into the internal space 263.
- the injection port 262 is opened and closed by this needle valve 264.
- a plunger 265 is integrally provided on the proximal end side of the needle valve 264.
- a solenoid coil 266 is installed around the plunger 265.
- the solenoid coil 266 When the solenoid coil 266 is energized, the plunger 265 is attracted by the solenoid coil 266, and the plunger 265 and the needle valve 264 move to the proximal end side, thereby opening the injection port 262. Thereby, the fuel in the internal space 263 is injected from the injection port 262. When the energization of the solenoid coil 266 is cut off, the plunger 265 and the needle valve 264 are returned to their original positions by the biasing force of a spring (not shown), the injection port 262 is closed, and the injection is stopped.
- the fuel pressure in the internal space 263 of the fuel injector 26 (hereinafter also simply referred to as “fuel pressure”) can be controlled from low pressure to high pressure by a command from the ECU 50 to the fuel pump 46 as described above.
- An adsorbent 58 is installed in the internal space 263 of the tip 261 of the fuel injector 26.
- the adsorbent 58 is disposed in a cylindrical shape along the inner periphery of the internal space 263. That is, the adsorbent 58 is disposed so as to surround the outer peripheral side of the needle valve 264.
- an adsorbent 58 having a property capable of selectively adsorbing an alcohol component in the alcohol mixed fuel is selected.
- a constituent material of such an adsorbent 58 a highly hydrophilic porous body having molecular-level pores capable of taking in alcohol molecules can be used, and typically, zeolite is preferably used.
- zeolites those having a strong polarity are particularly preferable.
- a highly polar zeolite it is possible to reliably select and adsorb strongly polar alcohol molecules from the fuel containing the gasoline component.
- the pore size and the like differ depending on the skeleton structure of the porous material used as the adsorbent 58 (for zeolite, A type, Y type, X type, etc.), it depends on the size of the target alcohol molecule.
- A-type zeolite can be used particularly preferably.
- the adsorbent 58 has a small amount of alcohol adsorbed on the adsorbent 58 (hereinafter referred to as “alcohol adsorbing amount”) when the surrounding fuel pressure is low, and an alcohol adsorbing amount becomes large when the fuel pressure is high. It has the characteristic. According to the present embodiment, the alcohol concentration of the fuel injected from the fuel injector 26 is controlled by controlling the amount of alcohol adsorbed on the adsorbent 58 using this characteristic, so that the fuel supplied to the fuel injector 26 (that is, the fuel concentration) It is possible to make it lower than the alcohol concentration of the fuel in the tank.
- the alcohol component in the mixed fuel in the internal space 263 is selectively adsorbed by the adsorbent 58. For this reason, the alcohol concentration of the mixed fuel in the internal space 263 increases and the gasoline concentration increases. Therefore, by injecting the fuel from the fuel injector 26 with the fuel pressure being increased, the alcohol concentration of the fuel injected from the fuel injector 26 can be made lower than the alcohol concentration of the fuel in the tank.
- the above-described function is used to control the alcohol concentration of the fuel injected from the fuel injector 26 to be lower than the alcohol concentration of the fuel in the tank. It was.
- the fuel having a lower alcohol concentration and higher gasoline concentration than the fuel in the tank (hereinafter referred to as “alcohol concentration-reducing fuel”). Can be injected from the fuel injector 26. For this reason, good startability with good fuel can be obtained, and the amount of HC emissions into the atmosphere can be sufficiently reduced.
- the alcohol concentration-reduced fuel can be generated in the internal space 263 located immediately before the injection port 262. Therefore, the alcohol concentration-reduced fuel can be injected from the initial injection at the start. it can.
- the alcohol concentration-reducing fuel is generated at a position on the front side of the fuel injector 26 (for example, the delivery pipe 56), at least until the fuel in the fuel injector 26 is replaced with the alcohol concentration-reducing fuel. The alcohol concentration-reducing fuel cannot be injected unless the fuel injection is repeated.
- the ability to inject alcohol concentration-reducing fuel from the initial injection at start-up is extremely effective for reducing HC emissions into the atmosphere for the following reasons.
- the catalyst 15 is not warmed by the exhaust gas and is not activated.
- the HC discharged from the internal combustion engine 10 is not purified by the catalyst 15 but is directly discharged into the atmosphere.
- exhaust gas begins to flow into the catalyst 15, the temperature of the catalyst 15 rises, and catalytic activity begins to be expressed, so HC begins to be purified by the catalyst 15.
- the amount of HC discharged from the internal combustion engine 10 is reduced within the first few cycles when the temperature of the catalyst 15 has not risen. It is extremely important to do this.
- the alcohol concentration-reducing fuel can be injected from the initial injection at the time of start-up, so that the amount of the alcohol component flowing into the exhaust passage 14 without being burned can be surely reduced. . For this reason, the amount of HC discharged into the atmosphere at the time of cold start can be reduced extremely effectively.
- the adsorbent 58 cannot adsorb alcohol any more. Therefore, after the internal combustion engine 10 is started, fuel injection from the fuel injector 26 is repeated, whereby the alcohol concentration of the injected fuel returns to the original concentration, that is, the alcohol concentration of the fuel in the tank. However, until then, the temperature of the catalyst 15 rises and the activity is expressed, and HC begins to be purified by the catalyst 15. Therefore, the discharge of HC into the atmosphere is sufficiently suppressed. Further, since the temperature of the internal combustion engine 10 rises until the alcohol concentration of the fuel injected from the fuel injector 26 returns to the original concentration, vaporization of the alcohol component is promoted. For this reason, the deterioration of the operational stability of the internal combustion engine 10 after starting can be sufficiently suppressed.
- FIG. 4 is a diagram showing the relationship between the fuel pressure and the amount of alcohol adsorbed by the adsorbent 58.
- the alcohol adsorption amount decreases when the fuel pressure is low, and the alcohol adsorption amount increases when the fuel pressure is high.
- the alcohol adsorption amount has hysteresis with respect to the history of the fuel pressure. That is, the change in the amount of alcohol adsorbed in the process of adsorbing the alcohol on the adsorbent 58 by increasing the fuel pressure from low pressure to high pressure is represented by the curve on the right side in FIG. 4, and the fuel pressure is decreased from high pressure to low pressure.
- the change in the amount of adsorbed alcohol in the process of desorbing alcohol from the adsorbent 58 is represented by the left curve in FIG.
- the ECU 50 changes the fuel pressure in the internal space 263 of the fuel injector 26 by switching the set pressure value of the fuel pump 46 between a low pressure and a high pressure, thereby controlling the adsorption of alcohol to the adsorbent 58 or the adsorption
- the desorption of alcohol from the material 58 can be controlled.
- the alcohol adsorption amount of the adsorbent 58 is saturated when the fuel pressure rises to P2 in FIG. For this reason, when adsorbing alcohol on the adsorbent 58, the fuel pressure is preferably set to P2 or higher. Thereby, the alcohol adsorption capacity of the adsorbent 58 can be fully extracted.
- alcohol can be adsorbed to the adsorbent 58 at a fuel pressure equal to or higher than P1 in FIG. For this reason, when adsorbing alcohol on the adsorbent 58, the fuel pressure may be increased to at least a value higher than P1.
- FIG. 5 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above-described functions. This routine is repeatedly executed every predetermined time when the internal combustion engine 10 is started.
- the cooling water temperature of the internal combustion engine 10 at the time of start detected by the water temperature sensor 42 is compared with the predetermined temperature A ° C. (step 100). In the present embodiment, it is determined that the engine is cold-started when the coolant temperature at the start is less than the predetermined temperature A ° C, and is determined to be warm-start when the coolant temperature at the start is equal to or higher than the predetermined temperature A ° C.
- injected fuel in order to reduce the alcohol concentration of the fuel injected from the fuel injector 26 (hereinafter referred to as “injected fuel”), a high fuel in which alcohol is adsorbed by the adsorbent 58.
- the pressure is set to the pressure (hereinafter referred to as “high fuel pressure”), and the start is executed.
- the start is executed by setting the fuel pressure to be low so that alcohol is not adsorbed by the adsorbent 58 (hereinafter referred to as “low fuel pressure”). That is, if it is determined in step 100 that the coolant temperature at the time of start-up is A ° C. or higher, low fuel pressure control is performed to set the fuel pump 46 to a low fuel pressure (step 102). Thus, in the case of a warm start, fuel injection at a low fuel pressure is executed from the beginning.
- the power consumption of the fuel pump 46 increases as the fuel pressure increases. According to the above control, the power consumption of the fuel pump 46 can be reduced because the fuel pressure is set to a low fuel pressure during a warm start that does not require a reduction in the alcohol concentration of the injected fuel.
- Step 104 it is next determined whether or not the start high fuel pressure completion flag XSFPH is 0.
- the initial value of the start high fuel pressure completion flag XSFPH is set to zero. Therefore, initially, the determination in step 104 is affirmed. If the determination in step 104 is affirmed, high fuel pressure control is performed to set the set pressure of the fuel pump 46 to a high fuel pressure (step 106).
- the alcohol can be adsorbed on the adsorbent 58, the alcohol concentration of the injected fuel can be made lower than the alcohol concentration of the fuel in the tank. For this reason, good startability can be obtained, and the amount of HC emissions into the atmosphere can be reliably reduced.
- the amount of alcohol adsorbed to the adsorbent 58 when the high fuel pressure control in step 106 is executed is calculated based on the fuel pressure by storing a map as shown in FIG. 4 in the ECU 50 in advance. be able to.
- the internal volume after alcohol adsorption is based on the alcohol adsorption amount, the alcohol concentration of the original fuel (that is, the alcohol concentration of the fuel in the tank), and the effective volume of the internal space 263.
- the alcohol concentration of the fuel in the space 263 (that is, the alcohol concentration of the injected fuel) can be calculated.
- the high fuel pressure control in step 106 it is desirable to correct the fuel injection amount based on the alcohol concentration of the injected fuel for the following reason.
- the theoretical air-fuel ratio of alcohol is smaller than that of gasoline.
- the stoichiometric air-fuel ratio of the mixed fuel decreases as the alcohol concentration increases. Therefore, in order to obtain an air-fuel mixture having a stoichiometric air-fuel ratio, correction for increasing the fuel injection amount (volume) is required for fuel with a higher alcohol concentration. This correction is normally performed based on the alcohol concentration of the fuel in the tank.
- this correction may be performed based on the alcohol concentration of the injected fuel calculated as described above.
- the fuel injection amount is corrected so as to increase as the alcohol concentration increases. This correction is normally performed based on the alcohol concentration of the fuel in the tank. When the high fuel pressure control in step 106 is executed, this correction may be performed based on the alcohol concentration of the injected fuel calculated as described above.
- step 108 it is next determined whether or not the elapsed time after the start has reached a predetermined time B (step 108).
- a predetermined time B even if the internal combustion engine 10 and the catalyst 15 are warmed up to some extent and alcohol is desorbed from the adsorbent 58, there is an adverse effect on the operation of the internal combustion engine 10 and the amount of HC emissions into the atmosphere.
- the time is set in advance so that it does not appear.
- step 110 the start high fuel pressure completion flag XSFPH is set to 1 (step 110).
- the determination at step 104 is negative at the next execution of this routine, and the routine proceeds to the low fuel pressure control at step 102.
- the high fuel pressure control is executed during the cold start, when the elapsed time after the start reaches the predetermined time B, the high fuel pressure control is terminated and switched to the low fuel pressure control.
- the alcohol adsorbed on the adsorbent 58 is desorbed as the fuel pressure decreases. Addition of the desorbed alcohol increases the alcohol concentration of the fuel in the internal space 263. Accordingly, the alcohol concentration of the injected fuel is temporarily higher than that of the fuel in the tank. Thereafter, the alcohol concentration of the injected fuel returns to the same alcohol concentration as the fuel in the tank.
- the alcohol adsorbing ability of the adsorbent 58 can be recovered. For this reason, the alcohol can be adsorbed to the adsorbent 58 in the same manner as described above when the cold start is performed next time.
- the following control may be performed. If the alcohol concentration in the fuel in the tank is sufficiently low from the beginning, it may not be necessary to adsorb the alcohol on the adsorbent 58 even during cold start. Therefore, at the time of starting, a determination is made to compare the alcohol concentration of the fuel in the tank with a predetermined threshold value. When the alcohol concentration of the fuel in the tank is lower than the threshold value and the cold starting is performed, high fuel pressure control is executed, When the alcohol concentration of the internal fuel is higher than the threshold value, the low fuel pressure control may be executed from the beginning regardless of whether it is a cold start or a warm start.
- control for lowering the alcohol concentration of the injected fuel to be lower than the alcohol concentration of the fuel in the tank by adsorbing the alcohol to the adsorbent 58 is performed when the internal combustion engine 10 is started. Then, you may make it perform such control during the driving
- the cold start of the internal combustion engine 10 corresponds to the “request” in the fourth invention.
- the ECU 50 executes the process of step 108
- the “determination means” in the sixth aspect of the invention executes the processes of steps 110, 104, 106, and 102 of the above.
- Each “detachment control means” is realized.
- Embodiment 2 FIG. Next, the second embodiment of the present invention will be described with reference to FIG. 6. The description will focus on the differences from the first embodiment described above, and the same matters will be simplified or described. Omitted.
- the ECU 50 executes fuel cut control for stopping fuel injection from the fuel injector 26 when a predetermined fuel cut condition is satisfied. For example, when the required load (required torque) for the internal combustion engine 10 is zero and the engine speed is equal to or higher than a predetermined speed, it is determined that the deceleration fuel cut condition is satisfied, and the deceleration fuel cut is executed.
- alcohol is adsorbed on the adsorbent 58 by first performing high fuel pressure control, and after the internal combustion engine 10 is warmed up, the low fuel pressure control is started. By switching to fuel pressure control, alcohol is desorbed from the adsorbent 58.
- the desorbed alcohol is mixed with the fuel in the internal space 263 of the fuel injector 26, so that the alcohol concentration of the injected fuel is temporarily higher than the alcohol concentration of the fuel in the tank. Get higher.
- the fuel injection amount required to obtain the stoichiometric air-fuel mixture varies depending on the alcohol concentration
- the alcohol concentration of the injected fuel is temporarily higher than the fuel in the tank. It is necessary to correct the fuel injection amount in accordance with the alcohol concentration of the injected fuel.
- the fuel pressure in the internal space 263 of the fuel injector 26 is controlled by the fuel pump 46.
- a delay in pressure propagation occurs. That is, the fuel pressure in the internal space 263 does not begin to decrease at the moment when switching from the high fuel pressure control to the low fuel pressure control. For this reason, it is difficult to accurately determine the timing at which alcohol actually begins to desorb from the adsorbent 58 and to appropriately determine from which combustion cycle the correction of the fuel injection amount should be started.
- the alcohol is desorbed from the adsorbent 58 by switching from the high fuel pressure control to the low fuel pressure control during the fuel cut. During the fuel cut, the fuel is not injected, so there is no possibility of causing an air-fuel ratio control error. If the high fuel pressure control is switched to the low fuel pressure control during the fuel cut, all the alcohol adsorbed on the adsorbent 58 can be desorbed during the fuel cut.
- the amount of alcohol adsorbed by the adsorbent 58 is grasped as described above, the increase in the alcohol concentration in the internal space 263 when all of the adsorbent 58 is desorbed can be easily calculated. For this reason, it is possible to accurately estimate the alcohol concentration of the injected fuel when the fuel injection is resumed after the fuel cut. Therefore, after returning from the fuel cut, the fuel injection amount can be accurately corrected, and the occurrence of an air-fuel ratio control error can be reliably prevented.
- FIG. 6 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above function.
- the same steps as those of the routine shown in FIG. 5 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
- the routine shown in FIG. 6 is the same as the routine shown in FIG. 5 except that step 112 is inserted between steps 108 and 110.
- step 112 it is determined whether or not the deceleration fuel cut of the internal combustion engine 10 is being executed. If it is determined in step 112 that the deceleration fuel cut has not been executed, the routine ends without performing the process of setting the start high fuel pressure completion flag XSFPH to 1 in step 110. For this reason, at the next execution of this routine, the determination at step 104 is affirmed, so the high fuel pressure control is continued. That is, the state where alcohol is adsorbed on the adsorbent 58 is maintained.
- step 112 processing for setting the start high fuel pressure completion flag XSFPH to 1 is executed (step 110). Therefore, at the next execution of this routine, the determination at step 104 is negative, so the high fuel pressure control is terminated and the control is switched to the low fuel pressure control at step 102. Thereby, alcohol desorbs from the adsorbent 58.
- the ECU 50 executes the processing of steps 108 and 112, so that the “determination means” in the sixth invention performs the processing of steps 110, 104, 106, and 102.
- the “desorption control means” in the sixth aspect of the present invention is realized.
- Embodiment 3 the third embodiment of the present invention will be described with reference to FIG. 7 to FIG. 9.
- the description will focus on the differences from the above-described embodiment, and the description of the same matters will be simplified. Or omit.
- the alcohol is desorbed from the adsorbent 58 during the fuel cut, thereby suppressing the occurrence of an air-fuel ratio control error due to the desorption of the alcohol.
- FIG. 7 is a diagram showing a region where alcohol desorption is permitted in the present embodiment by hatching.
- the fuel injection amount of the fuel injector 26 is controlled by the fuel injection time.
- the fuel injection amount per unit time increases as the fuel injection pressure increases.
- the fuel injection needs to be executed within a predetermined period of the combustion cycle. For this reason, the higher the engine speed, the shorter the time during which fuel can be injected.
- a region where both the engine speed and the engine load are high hereinafter referred to as “high rotation / high load region”
- a large amount of fuel must be injected within a short time. For this reason, it is necessary to increase the fuel injection pressure in the high rotation and high load region.
- the region above the curve kFPH in FIG. 7 corresponds to a high rotation / high load region in which the fuel injection pressure needs to be increased.
- a high fuel pressure is set in a region above the curve kFPH.
- the fuel injection can be sufficiently completed within the time limit without setting a high fuel pressure.
- a low fuel pressure is set in a region below the curve kFPH.
- the alcohol concentration of the injected fuel temporarily becomes higher than the alcohol concentration of the fuel in the tank.
- the higher the alcohol concentration of the injected fuel the more fuel injection amount is required. Therefore, when alcohol is desorbed from the adsorbent 58, it is necessary to temporarily correct the fuel injection time in the increasing direction.
- alcohol is to be desorbed from the adsorbent 58 in the high rotation and high load region, an increase in the required injection time associated with a decrease in fuel injection pressure (from high fuel pressure to low fuel pressure) and alcohol in the injected fuel There is a high possibility that the required injection time does not fall within the time limit due to the overlap with the increase in the required injection time accompanying the increase in concentration. Therefore, in this embodiment, alcohol is not desorbed from the adsorbent 58 when it is in the high rotation high load region above the curve kFPH in FIG.
- the injection amount for the same fuel injection pressure and fuel injection time can be increased.
- the minimum injection amount is increased, the minimum injection request in the low load region is made. Can't meet. For this reason, the solution of increasing the size of the fuel injector 26 is not appropriate.
- the lower limit value of the engine load that can sufficiently suppress the air-fuel ratio control error is set as kFPL from the above viewpoint.
- step 100 it is determined whether the start is a cold start or a warm start by comparing the cooling water temperature at the start with a predetermined temperature A ° C. (step 100 in FIG. 8). If it is determined in step 100 that the engine is warm starting, the high fuel pressure control for adsorbing the alcohol on the adsorbent 58 is not executed at the time of starting. Therefore, control for desorbing alcohol from the adsorbent 58 is also unnecessary. In this case, both the values of the flag XSFPL and the flag XFPLON are set to 1 (step 120).
- the initial values of the flag XSFPL and the flag XFPLON are both zero.
- the flag XSFPL When the flag XSFPL is set to 1, it indicates that alcohol desorption is requested. When 1 is set in the flag XFPLON, it is indicated that the elimination of alcohol has been completed.
- the values of the flag XSFPL and the flag XFPLON are both set to 1, it is determined that the adsorption and desorption of alcohol has been completed, and normal fuel pressure control is performed. I am trying to migrate to.
- the processing of the above step 120 is expediently performed so that the normal fuel pressure control is executed from the beginning when the high fuel pressure control for adsorbing the alcohol to the adsorbent 58 is not executed at the start.
- the values of the flag XSFPL and the flag XFPLON are set to 1.
- step 1202 If it is determined in step 100 that the engine is cold-started, it is next determined whether or not the value of the flag XSFPL is zero (step 122). If it is determined that the value of the flag XSFPL is zero, it is next determined whether or not the elapsed time after the start has reached a predetermined time B (step 124). When the elapsed time after the start reaches the predetermined time B, the internal combustion engine 10 and the catalyst 15 are warmed up to some extent, so even if alcohol is desorbed from the adsorbent 58, the internal combustion engine 10 It can be judged that there is no adverse effect in terms of operation and HC emissions into the atmosphere. For this reason, if it is determined in step 124 that the elapsed time after the start has reached the predetermined time B, the flag XSFPL indicating that the alcohol is required to be desorbed is set to 1 (step 126).
- step 130 of FIG. 9 the state of the flag XSFPL is determined.
- the value of the flag XSFPL is zero, it is recognized that the internal combustion engine 10 and the catalyst 15 are not sufficiently warmed up, and the alcohol should be adsorbed on the adsorbent 58. Therefore, in this case, the high fuel pressure control is executed in the entire operation region regardless of the engine speed NE and the engine load KL (step 132).
- step 130 if it is determined in step 130 that the value of the flag XSFPL is 1, the condition that alcohol can be desorbed is satisfied in terms of the warm-up state of the internal combustion engine 10 and the catalyst 15. I can judge. In this case, the current engine speed NE and engine load KL are then taken in (step 134). Subsequently, the state of the flag XFPRON is determined (step 136).
- step 136 the process for checking whether the operating state of the internal combustion engine 10 is within the range indicated by the oblique lines in FIG. 7 is as follows. Executed. First, it is then determined whether or not the engine load KL is higher than the lower limit value kFPL in FIG. 7 (step 138). In this step 138, when the engine load KL is equal to or lower than the lower limit value kFPL, it is determined that the alcohol should not be desorbed because the operation state of the internal combustion engine 10 is not within the range indicated by the hatched lines in FIG. it can. Therefore, in this case, high fuel pressure control is executed (step 132).
- step 140 If the engine load KL is higher than the lower limit value kFPL in step 138, then whether or not the current operating point determined by the engine speed NE and the engine load KL is below the curve kFPH in FIG. Is discriminated (step 140).
- the operating point determined by the engine speed NE and the engine load KL is within the range of the curve kFPH in FIG. 7, the operating state of the internal combustion engine 10 is in the range indicated by the oblique lines in FIG. Since it is not contained, it can be determined that the alcohol should not be eliminated. Therefore, in this case, high fuel pressure control is executed (step 132).
- step 142 it is next determined whether or not alcohol desorption is complete. If it is determined that alcohol desorption is not yet complete, low fuel pressure control is executed. (Step 144). Thereby, fuel pressure falls and alcohol desorbs from the adsorbent 58.
- step 142 whether or not alcohol desorption is completed can be determined based on whether or not sufficient time has passed. That is, the execution time of the low fuel pressure control is integrated, and when the integrated time exceeds a predetermined time, it can be determined that the desorption of alcohol is completed. If it is determined in step 142 that the alcohol has been eliminated, the value of the flag XFPRON is set to 1 (step 146). When the value of the flag XFPLON is set to 1, in the next and subsequent executions, the determination in step 136 is negative, and the processes in and after step 148 are executed. The processing after step 148 is normal fuel pressure control, as will be described below.
- the values of the flag XSFPL and the flag XFPLON are set to 1 from the beginning.
- the following normal fuel pressure control is executed from the beginning.
- step 148 the state of a high fuel pressure flag XFPH indicating whether high fuel pressure control is being executed is determined. If it is determined in step 148 that the value of the high fuel pressure flag XFPH is zero, that is, it is determined that the high fuel pressure control is not being executed, the current operating point determined by the engine speed NE and the engine load KL is next determined. Is above the curve kFPH in FIG. 7 (step 140). In this step 140, when the current operating point is above the curve kFPH in FIG. 7, it can be determined that it is in the high rotation high load region, so a high fuel pressure is required. Therefore, in this case, the value of the high fuel pressure flag XFPH is set to 1 (step 152), and high fuel pressure control is executed (step 132).
- step 148 If the value of the high fuel pressure flag XFPH is set to 1, the determination in step 148 is negative. If the determination in step 148 is negative, then the current operating point determined by the engine speed NE and the engine load KL is further below the line below the curve kFPH in FIG. 7 by a predetermined value ⁇ . Is determined (step 154). The reason for comparing with the value obtained by subtracting the predetermined value ⁇ is to prevent hunting by providing hysteresis. If it is determined in step 154 that the current operating point is in a range equal to or greater than the line below the curve kFPH in FIG. 7 by a predetermined value ⁇ , the operation in the high rotation and high load region continues. Is considered. In this case, the high fuel pressure control is continued by ending this execution as it is.
- step 154 determines whether the current operating point is further below the line that is lower than the curve kFPH in FIG. It is considered that the area has been moved to. In this case, since the high fuel pressure is unnecessary, the value of the high fuel pressure flag XFPH is set to zero (step 156), and the low fuel pressure control is executed (step 144).
- the time when the operating point enters the low-rotation and high-load region where the disadvantage associated with the alcohol desorption is unlikely to occur is selected.
- the alcohol can be eliminated. For this reason, it is possible to reliably avoid inconveniences associated with alcohol desorption, that is, occurrence of an air-fuel ratio control error or fuel injection time not within the limit.
- the shaded area in FIG. 7 corresponds to the “predetermined area” in the eighth invention.
- the sixth invention is realized by the ECU 50 executing the processing of the routines of FIGS. 8 and 9.
- Embodiment 4 FIG. Next, the fourth embodiment of the present invention will be described with reference to FIG. 10. The description will focus on the differences from the above-described embodiments, and the description of the same matters will be simplified or omitted. To do.
- FIG. 10 is an enlarged cross-sectional view showing the tip 261 of the fuel injector 26 in the present embodiment.
- the adsorbent 58 in the present embodiment has a relatively large thickness at a position far from the injection port 262 and a relatively small thickness at a position near the injection port 262. For this reason, the abundance (existence density) of the adsorbent 58 is relatively large at a position far from the injection port 262, and the abundance (existence density) of the adsorbent 58 is relatively small at a position close to the injection port 262.
- the alcohol adsorption capacity of the adsorbent 58 is relatively large at a position far from the injection port 262, and the alcohol adsorption capacity of the adsorbent 58 is relatively small at a position close to the injection port 262.
- Such a configuration has the following advantages.
- the alcohol adsorbing capacity of the adsorbent 58 is reduced at a position close to the injection port 262 as compared with a position far from the injection port 262, so The amount is small. For this reason, the amount of alcohol that is released when the pressure at the position close to the injection port 262 is reduced by opening the injection port 262 is small. Therefore, it can suppress reliably that the effect of reducing the alcohol concentration of injected fuel fades.
- Embodiment 5 FIG. Next, a fifth embodiment of the present invention will be described with reference to FIG. 11. The description will focus on the differences from the above-described embodiment, and the description of the same matters will be simplified or omitted. To do.
- FIG. 11 is an enlarged cross-sectional view of the tip 261 of the fuel injector 26 in the present embodiment.
- the adsorbent 58 in the present embodiment is arranged at a position far from the injection port 262 as compared with the adsorbent 58a arranged at a position relatively close to the injection port 262.
- an adsorbent 58b As the material of the adsorbent 58a, a material having a lower alcohol adsorption capacity (adsorption amount) than that of the adsorbent 58b is selected.
- the alcohol adsorption capacity of the adsorbent 58b arranged at a position far from the injection port 262 is relatively large, and the alcohol adsorption capacity of the adsorbent 58a arranged at a position close to the injection port 262 is relatively small.
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Abstract
Description
燃料を貯留する内部空間と燃料を噴射する噴射口とが形成された先端部を有する燃料インジェクタと、
前記内部空間に設置され、ガソリンとアルコールとの混合燃料中のアルコール成分を選択的に吸着可能な吸着材と、
を備えることを特徴とする。
前記吸着材は、燃料圧力が低いときにはアルコール吸着量が小さくなり、燃料圧力が高いときにはアルコール吸着量が大きくなる特性を有することを特徴とする。
前記内部空間の燃料圧力を変化させることにより、前記吸着材へのアルコールの吸着と前記吸着材からのアルコールの脱離とを制御する手段を備えることを特徴とする。
前記燃料インジェクタから噴射される燃料のアルコール濃度を、前記燃料インジェクタに供給された燃料のアルコール濃度よりも低くする要求の有無を判定する手段と、
前記要求があると判定された場合に、前記吸着材にアルコールを吸着させる手段と、
を備えることを特徴とする。
内燃機関の冷間始動時に、前記吸着材にアルコールを吸着させることにより、前記燃料インジェクタから噴射される燃料のアルコール濃度を、前記燃料インジェクタに供給された燃料のアルコール濃度よりも低くする手段を備えることを特徴とする。
内燃機関の状態に基づいて、前記吸着材からのアルコールの脱離を許可する許可条件の成否を判定する判定手段と、
前記許可条件が成立していないと判定された場合には前記吸着材にアルコールを吸着した状態を維持し、前記許可条件が成立していると判定された場合には前記吸着材からアルコールを脱離させる脱離制御手段と、
を備えることを特徴とする。
所定の燃料カット条件が成立した場合に前記内燃機関の燃料カットを実行する燃料カット手段を備え、
前記許可条件には、前記燃料カットが実行中であることが含まれることを特徴とする。
前記許可条件には、機関回転数および機関負荷が所定の領域内にあることが含まれることを特徴とする。
前記所定の領域は、低回転側かつ高負荷側の領域であることを特徴とする。
前記噴射口に近い部分の前記吸着材のアルコール吸着容量が、前記噴射口から遠い部分の前記吸着材のアルコール吸着容量と比べて、低くされていることを特徴とする。
前記噴射口に近い部分の前記吸着材の量が、前記噴射口から遠い部分の前記吸着材の量と比べて、少なくされていることを特徴とする。
前記噴射口に近い部分の前記吸着材の材質が、前記噴射口から遠い部分の前記吸着材の材質と比べて、アルコール吸着能力の低いものにされていることを特徴とする。
前記吸着材は、前記燃料インジェクタの先端部の内周部に沿って筒状に配置されていることを特徴とする。
図1は、本発明の実施の形態1のシステム構成を説明するための図である。図1に示すように、本実施形態のシステムは、内燃機関10を備えている。内燃機関10は、例えば車両の動力源として用いられる。本実施形態の内燃機関10は、直列4気筒型であるものとするが、本発明における内燃機関の気筒数および気筒配置は特に限定されるものではない。図1には、内燃機関10の一つの気筒の断面が示されている。
次に、図6を参照して、本発明の実施の形態2について説明するが、上述した実施の形態1との相違点を中心に説明し、同様の事項については、その説明を簡略化または省略する。
次に、図7乃至図9を参照して、本発明の実施の形態3について説明するが、上述した実施の形態との相違点を中心に説明し、同様の事項については、その説明を簡略化または省略する。
次に、図10を参照して、本発明の実施の形態4について説明するが、上述した実施の形態との相違点を中心に説明し、同様の事項については、その説明を簡略化または省略する。
次に、図11を参照して、本発明の実施の形態5について説明するが、上述した実施の形態との相違点を中心に説明し、同様の事項については、その説明を簡略化または省略する。
11 吸気ポート
12 吸気通路
14 排気通路
15 触媒
16 エアフローメータ
18 スロットル弁
24 アクセルポジションセンサ
26 燃料インジェクタ
261 先端部
262 噴射口
263 内部空間
264 ニードル弁
265 プランジャ
266 ソレノイドコイル
28 吸気弁
30 点火プラグ
32 排気弁
42 水温センサ
50 ECU
52 燃料タンク
54 燃料供給通路
56 デリバリパイプ
58 吸着材
Claims (13)
- 燃料を貯留する内部空間と燃料を噴射する噴射口とが形成された先端部を有する燃料インジェクタと、
前記内部空間に設置され、ガソリンとアルコールとの混合燃料中のアルコール成分を選択的に吸着可能な吸着材と、
を備えることを特徴とする内燃機関の燃料噴射装置。 - 前記吸着材は、燃料圧力が低いときにはアルコール吸着量が小さくなり、燃料圧力が高いときにはアルコール吸着量が大きくなる特性を有することを特徴とする請求項1記載の内燃機関の燃料噴射装置。
- 前記内部空間の燃料圧力を変化させることにより、前記吸着材へのアルコールの吸着と前記吸着材からのアルコールの脱離とを制御する手段を備えることを特徴とする請求項1または2記載の内燃機関の燃料噴射装置。
- 前記燃料インジェクタから噴射される燃料のアルコール濃度を、前記燃料インジェクタに供給された燃料のアルコール濃度よりも低くする要求の有無を判定する手段と、
前記要求があると判定された場合に、前記吸着材にアルコールを吸着させる手段と、
を備えることを特徴とする請求項1乃至3の何れか1項記載の内燃機関の燃料噴射装置。 - 内燃機関の冷間始動時に、前記吸着材にアルコールを吸着させることにより、前記燃料インジェクタから噴射される燃料のアルコール濃度を、前記燃料インジェクタに供給された燃料のアルコール濃度よりも低くする手段を備えることを特徴とする請求項1乃至4の何れか1項記載の内燃機関の燃料噴射装置。
- 内燃機関の状態に基づいて、前記吸着材からのアルコールの脱離を許可する許可条件の成否を判定する判定手段と、
前記許可条件が成立していないと判定された場合には前記吸着材にアルコールを吸着した状態を維持し、前記許可条件が成立していると判定された場合には前記吸着材からアルコールを脱離させる脱離制御手段と、
を備えることを特徴とする請求項1乃至5の何れか1項記載の内燃機関の燃料噴射装置。 - 所定の燃料カット条件が成立した場合に前記内燃機関の燃料カットを実行する燃料カット手段を備え、
前記許可条件には、前記燃料カットが実行中であることが含まれることを特徴とする請求項6記載の内燃機関の燃料噴射装置。 - 前記許可条件には、機関回転数および機関負荷が所定の領域内にあることが含まれることを特徴とする請求項6記載の内燃機関の燃料噴射装置。
- 前記所定の領域は、低回転側かつ高負荷側の領域であることを特徴とする請求項8記載の内燃機関の燃料噴射装置。
- 前記噴射口に近い部分の前記吸着材のアルコール吸着容量が、前記噴射口から遠い部分の前記吸着材のアルコール吸着容量と比べて、低くされていることを特徴とする請求項1乃至9の何れか1項記載の内燃機関の燃料噴射装置。
- 前記噴射口に近い部分の前記吸着材の量が、前記噴射口から遠い部分の前記吸着材の量と比べて、少なくされていることを特徴とする請求項10記載の内燃機関の燃料噴射装置。
- 前記噴射口に近い部分の前記吸着材の材質が、前記噴射口から遠い部分の前記吸着材の材質と比べて、アルコール吸着能力の低いものにされていることを特徴とする請求項10記載の内燃機関の燃料噴射装置。
- 前記吸着材は、前記燃料インジェクタの先端部の内周部に沿って筒状に配置されていることを特徴とする請求項1乃至12の何れか1項記載の内燃機関の燃料噴射装置。
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US13/508,274 US8578913B2 (en) | 2010-01-12 | 2010-01-12 | Fuel injection apparatus for internal combustion engine |
JP2011549799A JP5288005B2 (ja) | 2010-01-12 | 2010-01-12 | 内燃機関の燃料噴射装置 |
PCT/JP2010/050226 WO2011086660A1 (ja) | 2010-01-12 | 2010-01-12 | 内燃機関の燃料噴射装置 |
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- 2010-01-12 JP JP2011549799A patent/JP5288005B2/ja not_active Expired - Fee Related
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CN104053893A (zh) * | 2011-11-24 | 2014-09-17 | 大陆汽车有限公司 | 用于使得燃油输送系统工作的装置和方法及燃油输送系统 |
JP2015503051A (ja) * | 2011-11-24 | 2015-01-29 | コンチネンタル オートモーティヴ ゲゼルシャフト ミット ベシュレンクテル ハフツングContinental Automotive GmbH | 燃料フィードシステムを運転する装置及び方法並びに燃料フィードシステム |
CN104053893B (zh) * | 2011-11-24 | 2017-06-27 | 大陆汽车有限公司 | 用于使得燃油输送系统工作的装置和方法及燃油输送系统 |
Also Published As
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JP5288005B2 (ja) | 2013-09-11 |
US20120266843A1 (en) | 2012-10-25 |
US8578913B2 (en) | 2013-11-12 |
BR112012015963A2 (pt) | 2018-05-29 |
BR112012015963B1 (pt) | 2021-10-13 |
JPWO2011086660A1 (ja) | 2013-05-16 |
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