JP2006022818A - V-type two cylinder engine - Google Patents

V-type two cylinder engine Download PDF

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JP2006022818A
JP2006022818A JP2005290324A JP2005290324A JP2006022818A JP 2006022818 A JP2006022818 A JP 2006022818A JP 2005290324 A JP2005290324 A JP 2005290324A JP 2005290324 A JP2005290324 A JP 2005290324A JP 2006022818 A JP2006022818 A JP 2006022818A
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fuel
intake
type
cylinder engine
throttle body
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JP4220510B2 (en
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Michio Hirano
道生 平野
Takemi Inoue
武美 井上
Tetsuaki Shirai
哲秋 白井
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Kawasaki Heavy Industries Ltd
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    • 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
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a V-type two cylinder engine capable of uniformizing the distribution of a mixture to cylinders and reducing the size of the arranged structure of a fuel injection device. <P>SOLUTION: A first intake passage 11a and a second intake passage 11b supplying sucked air, independently of each other, a V-space between both cylinders 2 and 3 of the V-type two cylinder engine. The engine comprises a throttle body 4 having two intake passages 4 and 4b forming a part of the first and second intake passages 11a and 11b and an intake manifold 5 interposed between the throttle body 4 and the intake ports 2a and 3a of the both cylinders 2 and 3 and having fuel injectors 6 and 7 fitted to the cylinders 2 and 3. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、主として産業用機械、農業機械等に用いられる汎用Ｖ形２気筒エンジンに関し、特に、気筒間のＶ形空間を有効利用して、この空間内に燃料噴射器および配管等を集約して配置し、コンパクトな配置構成としたＶ形２気筒エンジンに関する。 The present invention mainly industrial machines relates universal V-shaped 2-cylinder engines used in agricultural machinery, in particular, by effectively utilizing the V-shaped space between the cylinders, aggregate fuel injector Contact and piping in this space The present invention relates to a V-type 2-cylinder engine having a compact arrangement configuration.

農業用機械や小型発電機などに用いられる汎用ガソリンエンジンでは、一般に、燃料供給装置として吸気系に気化器が使用されている。しかしながら、加速減速時のエンジンの応答性、昨今の排出ガス規制対策、さらに一様な混合気の分配等を考慮した場合、気化器よりも、ガソリンを吸気管内に直接噴射する燃料噴射装置（特に電子制御式燃料噴射システム）が有利であると考えられる。このような背景から、コンパクト化に有利なＶ形２気筒エンジンにおいても、現在では、前記燃料噴射装置が採用されつつある。   In general-purpose gasoline engines used for agricultural machinery, small generators, and the like, a carburetor is generally used in the intake system as a fuel supply device. However, in consideration of engine responsiveness during acceleration and deceleration, recent exhaust emission control measures, and even distribution of air-fuel mixture, a fuel injection device that injects gasoline directly into the intake pipe rather than a carburetor (particularly An electronically controlled fuel injection system) is considered advantageous. Against this background, even in a V-type two-cylinder engine that is advantageous for downsizing, the fuel injection device is currently being adopted.

汎用Ｖ形２気筒エンジンに前記燃料噴射装置を設けたものとして、省スペース化のために、１噴射弁にして、両気筒に混合気を分配したものがある。しかしながら、２気筒エンジンでは、各気筒の吸気タイミングが不均等なために、１噴射弁にすると、各気筒に分配される混合気の量や空燃比に差が生じたり、噴射弁から吸気ポートまでに遠くなるために燃料の霧化状態が良くない。   As a general-purpose V-type two-cylinder engine provided with the fuel injection device, there is one in which an air-fuel mixture is distributed to both cylinders by using one injection valve in order to save space. However, in a two-cylinder engine, since the intake timing of each cylinder is uneven, if one injection valve is used, a difference occurs in the amount of air-fuel mixture distributed to each cylinder and the air-fuel ratio, or from the injection valve to the intake port The fuel atomization state is not good because it is far away.

そこで、各気筒への混合気分配を均等にするため、各気筒ごとに一つずつ燃料噴射弁を配置すると（特許文献１参照）、前記各気筒への混合気の均等分配という点では一定の効果があるものの、２つの燃料噴射弁、これら２つの燃料噴射弁に燃料を分配するための燃料分配管、さらに２つの燃料噴射弁に分配供給される燃料の圧力を調整するために必要な燃料圧調整器（燃料圧レギュレータ）等の各部品を配置するために、大きな配置スペースが必要となる。また、気化器型から燃料噴射型への仕様変更が容易でない。
特開２０００−１４５５９６号 Therefore, in order to equalize the air-fuel mixture distribution to each cylinder, if one fuel injection valve is arranged for each cylinder (see Patent Document 1), the air-fuel mixture distribution to each cylinder is constant. Although effective, two fuel injection valves, fuel distribution pipes for distributing fuel to these two fuel injection valves, and fuel required for adjusting the pressure of fuel distributed and supplied to the two fuel injection valves In order to arrange each component such as a pressure regulator (fuel pressure regulator), a large arrangement space is required. Moreover, it is not easy to change the specification from the carburetor type to the fuel injection type.
JP 2000-145596 A

本発明は、このような事情に鑑みてなされたもので、気化器型からの仕様変更が容易で、かつ燃料の霧化状態を良好にしたＶ形２気筒エンジンを提供することを目的とする。 The present invention has been made in view of such circumstances, and an object of the present invention is to provide a V-type two-cylinder engine in which the specification change from the carburetor type is easy and the fuel atomization state is good. .

前記した目的を達成するために、本発明に係るＶ形２気筒エンジンは、
気筒ごとに独立した２つの吸気通路を有するＶ形２気筒エンジンであって、
スロットル弁を有するスロットルボディと、前記スロットルボディと両気筒の２つの吸気口との間に介装された吸気マニホールドとを備え、
前記スロットルボディに前記２つの吸気通路の一部を形成する第１および第２の上流側吸気通路が形成され、
前記吸気マニホールドに前記２つの吸気通路の一部を形成する第１および第２の下流側吸気通路が形成され、
前記第１の上流側吸気通路の下流側に一方の前記第１の下流側吸気通路が、前記第２の上流側吸気通路の下流側に前記第２の下流側吸気通路が、それぞれ接続され、
前記第１の下流側吸気通路の下流端が一方の前記吸気口に、前記第２の下流側吸気通路の下流端が他方の前記吸気口にそれぞれ接続され、
前記吸気口に燃料を噴射するように、前記吸気マニホールドに各気筒用の２つの燃料噴射器取り付けられている。 In order to achieve the above-described object, a V-type 2-cylinder engine according to the present invention includes:
A V-type two-cylinder engine having two intake passages independent for each cylinder,
A throttle body having a throttle valve, and an intake manifold interposed between the throttle body and two intake ports of both cylinders;
First and second upstream intake passages that form part of the two intake passages are formed in the throttle body,
First and second downstream intake passages that form part of the two intake passages are formed in the intake manifold,
One of the first downstream intake passages is connected to the downstream side of the first upstream intake passage, and the second downstream intake passage is connected to the downstream side of the second upstream intake passage.
The downstream end of the first downstream intake passage is connected to one of the intake ports, and the downstream end of the second downstream intake passage is connected to the other intake port, respectively.
Two fuel injectors for each cylinder are attached to the intake manifold so as to inject fuel into the intake port.

前記したＶ形２気筒エンジンによれば、前記スロットルボディと前記両気筒の吸気口との間に介装された吸気マニホールドに、各気筒ごとに設けられた燃料噴射器が取り付けられているから、一般的な気化器型のＶ形２気筒エンジンの気化器と気化器用のマニホールドを前記スロットルボディおよび吸気マニホールドで置き替えることにより、容易に燃料噴射型のＶ形２気筒エンジンとすることができる。したがって、ニーズに応じて直ちに気化器型から本発明の燃料噴射装置型へ仕様変更することができる。さらに、各気筒に１つずつ燃料噴射器を設けたから、燃料噴射器を対応する気筒を吸気口に近づけて配置できるので、前記燃料噴射器から燃料を前記吸気口に向けて噴射したとき、吸気口壁面への燃料の付着が少なくなる結果、霧化状態が良好になる。 According to the above-described V-type two-cylinder engine, the fuel injector provided for each cylinder is attached to the intake manifold interposed between the throttle body and the intake ports of the two cylinders. By replacing the carburetor and the carburetor manifold of a general carburetor type V-type two-cylinder engine with the throttle body and the intake manifold, a fuel injection type V-type two-cylinder engine can be easily obtained. Therefore, the specification can be changed immediately from the carburetor type to the fuel injection device type of the present invention according to needs. Further, since one fuel injector is provided for each cylinder, the corresponding cylinder can be disposed close to the intake port, so that when the fuel is injected from the fuel injector toward the intake port, As a result of less adhesion of fuel to the mouth wall surface, the atomization state is improved.

また、本発明の好ましい実施形態では、前記スロットルボディの前記第１および第２の上流側吸気通路がエンジンの回転軸心に沿った前後方向に設定されている。 In a preferred embodiment of the present invention, the first and second upstream intake passages of the throttle body are set in the front-rear direction along the rotational axis of the engine.

本発明の好ましい実施形態では、前記スロットルボディがエンジンの回転軸心に沿った前後方向から見て前記燃料噴射器と前記シリンダとの間に囲まれて配設されている。In a preferred embodiment of the present invention, the throttle body is disposed between the fuel injector and the cylinder as viewed from the front-rear direction along the rotational axis of the engine.

本発明の好ましい実施形態では、前記燃料噴射器よりもエンジンの回転軸心側に吸気マニホールドが配設されている。In a preferred embodiment of the present invention, an intake manifold is disposed closer to the rotational axis of the engine than the fuel injector.

本発明に係るＶ形２気筒エンジンによれば、前記スロットルボディと前記両気筒の吸気口との間に介装された吸気マニホールドに、各気筒ごとに設けられた燃料噴射器が取り付けられているから、一般的な気化器型のＶ形２気筒エンジンの気化器と気化器用のマニホールドを前記スロットルボディおよび吸気マニホールドで置き替えることにより、容易に燃料噴射型のＶ形２気筒エンジンとすることができる。したがって、ニーズに応じて直ちに気化器型から本発明の燃料噴射装置型へ仕様変更することができる。さらに、各気筒に１つずつ燃料噴射器を設けたから、燃料噴射器を対応する気筒を吸気口に近づけて配置できるので、前記燃料噴射器から燃料を前記吸気口に向けて噴射したとき、吸気口壁面への燃料の付着が少なくなる結果、霧化状態が良好になる。 According to the V-type two-cylinder engine according to the present invention, the fuel injector provided for each cylinder is attached to the intake manifold interposed between the throttle body and the intake ports of the two cylinders. Therefore, by replacing the carburetor of a general carburetor type V-type 2-cylinder engine and the manifold for the carburetor with the throttle body and the intake manifold, a fuel injection type V-type 2-cylinder engine can be easily obtained. it can. Therefore, the specification can be changed immediately from the carburetor type to the fuel injection device type of the present invention according to needs . Further, since one fuel injector is provided for each cylinder, the corresponding cylinder can be disposed close to the intake port, so that when the fuel is injected from the fuel injector toward the intake port, As a result of less adhesion of fuel to the mouth wall surface, the atomization state is improved.

以下、本発明の一実施形態にかかるＶ形２気筒エンジンについて図１〜図５を参照しながら説明する。図１において、Ｖ形２気筒エンジン１は、産業用機械、農業機械等に用いられる汎用エンジンであって、クランク軸心ＣＴの回りに相異なる角度（例えば９０°）位置でＶ形に配置された気筒２，３と、これらの気筒２，３の間に形成されるＶ形空間（バンク空間）に配置されたスロットルボディ４（前端のフランジ部分のみ示されている）と、このスロットルボディ４と前記両気筒２，３の吸気口２ａ，３ａとの間に介装された吸気マニホールド５とを備えている。前記スロットルボディ４は、図３に示すように、前端フランジ面４ｅに取り付けられた吸気ダクト部材１５を介して、上方のエアクリーナＤに接続されている。エアクリーナＤの底部には、エアクリーナＤ内で浄化後の空気の温度を検出する吸気温度センサＡが設けられている。   Hereinafter, a V-type 2-cylinder engine according to an embodiment of the present invention will be described with reference to FIGS. In FIG. 1, a V-type two-cylinder engine 1 is a general-purpose engine used for industrial machines, agricultural machines, etc., and is arranged in a V-shape at different angles (for example, 90 °) around the crankshaft center CT. Cylinders 2 and 3, a throttle body 4 (only the front flange portion is shown) disposed in a V-shaped space (bank space) formed between the cylinders 2 and 3, and the throttle body 4 And an intake manifold 5 interposed between the intake ports 2a and 3a of the cylinders 2 and 3. As shown in FIG. 3, the throttle body 4 is connected to an upper air cleaner D via an intake duct member 15 attached to the front end flange surface 4e. An intake air temperature sensor A that detects the temperature of the purified air in the air cleaner D is provided at the bottom of the air cleaner D.

図１に示す各気筒２，３は、ピストンＰが摺動自在に嵌挿されたシリンダ本体２ｂ，３ｂとシリンダヘッド２ｃ，３ｃとを備えており、前記シリンダヘッド２ｃ，３ｃには、点火プラグ２ｄ，３ｄと吸気バルブ２ｅ，３ｅとが設けられ、前記ピストンＰの上下運動はコンロッドＲを介してクランクシャフトＫに回転運動として伝えられる。   Each cylinder 2 and 3 shown in FIG. 1 includes cylinder bodies 2b and 3b in which pistons P are slidably inserted and cylinder heads 2c and 3c. The cylinder heads 2c and 3c include spark plugs. 2d and 3d and intake valves 2e and 3e are provided, and the vertical movement of the piston P is transmitted to the crankshaft K through the connecting rod R as rotational movement.

また、前記各気筒２，３の間には、それぞれ燃料噴射器６，７が，先端ノズル１０ａ，１０ｂを斜め外側方下向きにして、傾斜して取り付けられている。これらの燃料噴射器６，７は、前記吸気マニホールド５の左右に等間隔に設けられた取付孔８ａ，８ｂに、リング状のゴムシール９ａ，９ｂを介して、その先端ノズル１０ａ，１０ｂ側が前記各気筒２，３の吸気口２ａ，３ａに向けられるようにして、それぞれ取り付けられている。 Further, between the cylinders 2 and 3, fuel injectors 6 and 7 are respectively attached to be inclined with the tip nozzles 10a and 10b facing obliquely outward and downward. These fuel injectors 6, 7 are attached to the mounting holes 8 a, 8 b provided at equal intervals on the left and right sides of the intake manifold 5 via ring-shaped rubber seals 9 a, 9 b, and the tip nozzles 10 a, 10 b side thereof The cylinders 2 and 3 are respectively attached so as to be directed to the intake ports 2a and 3a.

また、Ｖ形２気筒エンジン１には、各気筒２，３に気筒２，３ごとに独立して吸気を供給する２つの吸気通路１１ａ，１１ｂが形成されており、前記スロットルボディ４には、前記吸気通路１１ａおよび吸気通路１１ｂの一部である第１および第２の上流側吸気通路４ａ，４ｂが形成され、図３に示すように、それぞれ、その内部にスロットル弁４ｃを備えている。前記吸気マニホールド５には、吸気通路１１ａ，１１ｂの一部である第１および第２の下流側吸気通路５ａａ，５ｂｂが形成されている。吸気ダクト部材１５の内部にも前記吸気通路４ａ，４ｂに連通して吸気通路１１ａ，１１ｂの一部を形成する２つの吸気通路１５ａ，１５ｂが設けられている。 Further, the V-type two-cylinder engine 1 is formed with two intake passages 11a and 11b for supplying intake air to the cylinders 2 and 3 independently for each of the cylinders 2 and 3, and the throttle body 4 includes First and second upstream intake passages 4a and 4b, which are part of the intake passage 11a and the intake passage 11b, are formed, and each has a throttle valve 4c as shown in FIG. The intake manifold 5 is formed with first and second downstream intake passages 5aa and 5bb which are part of the intake passages 11a and 11b. Inside the intake duct member 15, two intake passages 15a and 15b that communicate with the intake passages 4a and 4b and form part of the intake passages 11a and 11b are also provided.

スロットルボディ４の上部側には、燃料通路１２の噴射燃料導入部１２ａが設けられている。この噴射燃料導入部１２ａから燃料噴射器６，７（図１）へ燃料を供給する２つの燃料導入パイプ１３が、前記スロットルボディ４と吸気マニホールド５とに差し込まれて両者間に支持されている。燃料導入パイプ１３の支持手段は、図４に示すように、燃料導入パイプ１３の一端に設けた突起部１３ａを吸気マニホールド５に設けた位置決め孔５ａに係合させると共に、燃料導入パイプ１３の先端部分を、Ｏ−リング１２ｃを介して燃料導入部１２ａに設けた燃料導入パイプ取付孔１２ｂ内に差し込む。これにより、前記燃料導入パイプ１３は、前記スロットルボディ４と吸気マニホールド５との間に支持される。また、スロットルボディ４と吸気マニホールド５とは、図３に示す吸気マニホールド５のねじ孔１７にねじ込まれたボルト２１ｂにより固定される。   An injected fuel introduction portion 12 a of the fuel passage 12 is provided on the upper side of the throttle body 4. Two fuel introduction pipes 13 for supplying fuel from the injected fuel introduction portion 12a to the fuel injectors 6 and 7 (FIG. 1) are inserted into the throttle body 4 and the intake manifold 5 and supported between them. . As shown in FIG. 4, the support means for the fuel introduction pipe 13 engages a protrusion 13 a provided at one end of the fuel introduction pipe 13 with a positioning hole 5 a provided in the intake manifold 5, and at the tip of the fuel introduction pipe 13. The portion is inserted into a fuel introduction pipe attachment hole 12b provided in the fuel introduction portion 12a via an O-ring 12c. Accordingly, the fuel introduction pipe 13 is supported between the throttle body 4 and the intake manifold 5. The throttle body 4 and the intake manifold 5 are fixed by bolts 21b screwed into the screw holes 17 of the intake manifold 5 shown in FIG.

さらに、前記スロットルボディ４の上部には、スロットル弁４ｃ下流の吸気通路１１ａの吸気圧を取り出す図６の負圧取出通路１８が設けられており、この負圧取出通路１８の先端が圧力センサＣ（図７）に接続されて、一方の吸気通路１１ａ（吸気通路１１ｂでもよい）内の吸気圧を前記圧力センサＣで検出できるように構成されている。前記圧力センサＣは、図５に示すように、吸気マニホールド５の後部にブラケット１９を介して取り付けられている。この圧力センサＣで検出した圧力値は、検出信号として、燃料制御手段である図１のコンピュータ２０に送られ、このコンピュータ２０に予めプログラムされたマップにより、圧力値とエンジン回転数ｒｐｍとの関係から、各気筒２，３の燃料噴射器６，７の燃料噴射量が決定される。この燃料噴射量の決定に際し、前記吸気温度センサＡと、図３に示す冷却水通路２２に挿入された水温計Ｂでの検出データもコンピュータ２０に入力され、燃料の噴射量が補正される。   Further, a negative pressure extraction passage 18 of FIG. 6 for taking out the intake pressure of the intake passage 11a downstream of the throttle valve 4c is provided at the upper portion of the throttle body 4, and the tip of the negative pressure extraction passage 18 is a pressure sensor C. (FIG. 7) is connected so that the intake pressure in one intake passage 11a (or the intake passage 11b) can be detected by the pressure sensor C. As shown in FIG. 5, the pressure sensor C is attached to the rear portion of the intake manifold 5 via a bracket 19. The pressure value detected by the pressure sensor C is sent as a detection signal to the computer 20 of FIG. 1 which is a fuel control means, and the relationship between the pressure value and the engine rotational speed rpm is pre-programmed in the computer 20. Therefore, the fuel injection amounts of the fuel injectors 6 and 7 of the cylinders 2 and 3 are determined. In determining the fuel injection amount, detection data from the intake air temperature sensor A and the water temperature gauge B inserted in the cooling water passage 22 shown in FIG. 3 are also input to the computer 20 to correct the fuel injection amount.

一方、図１に示す前記燃料噴射器６，７は、その先端ノズル１０ａ，１０ｂ側が前記吸気マニホールド５の取付孔８ａ，８ｂにてゴムシール９ａ，９ｂを介して支持され、その基端側が、燃料噴射器６における場合を代表として説明すると、図４に示す燃料導入パイプ１３の燃料噴射器挿入用孔１３ｂ内に吸振用のダンバ６ａとＯ−リング６ｂとを介して挿入されることで、前記燃料導入パイプ１３と前記吸気マニホールド５とに差し込まれて、両者間でシールされた状態で支持される。なお、前記噴射燃料導入部１２ａは、望ましくはスロットルボディ４と一体形成されるが、噴射燃料導入部１２ａを別部材で構成し、これをスロットルボディ４に対してねじ止め等の取付手段で取付けた構成であってもよい。   On the other hand, the fuel injectors 6 and 7 shown in FIG. 1 are supported at the front end nozzles 10a and 10b side through the rubber seals 9a and 9b at the mounting holes 8a and 8b of the intake manifold 5, and the base end side is the fuel end. The case of the injector 6 will be described as a representative example. By inserting the damper 6a and the O-ring 6b into the fuel injector insertion hole 13b of the fuel introduction pipe 13 shown in FIG. It is inserted into the fuel introduction pipe 13 and the intake manifold 5 and is supported in a sealed state between them. The injected fuel introduction portion 12a is preferably formed integrally with the throttle body 4, but the injected fuel introduction portion 12a is formed as a separate member and is attached to the throttle body 4 by attachment means such as screwing. It may be a configuration.

図２に示すように、前記燃料噴射器６，７の間で、その若干上方には、前記燃料噴射器６，７へ供給される燃料の圧力を調整する共通の燃料圧調整器１４が装着されている。この燃料圧調整器１４は、図３に示すように、その前部（図３の右側）から延設した側管部１４ａを、スロットルボディ４に設けた燃料圧調整器取付孔４ｄにＯ−リング１４ｂを介して取り付けることにより、シールされた状態でスロットルボディ４に接続され、図示しないボルトによりスロットルボディ４に取り付けられている。   As shown in FIG. 2, a common fuel pressure regulator 14 for adjusting the pressure of the fuel supplied to the fuel injectors 6 and 7 is mounted slightly above the fuel injectors 6 and 7. Has been. As shown in FIG. 3, the fuel pressure adjuster 14 includes a side pipe portion 14 a extending from the front portion (the right side in FIG. 3) and a fuel pressure adjuster mounting hole 4 d provided in the throttle body 4. By being attached via the ring 14b, it is connected to the throttle body 4 in a sealed state, and is attached to the throttle body 4 with a bolt (not shown).

また、前記燃料圧調整器１４は、図５に示すように、平面視において、エンジンの回転軸心ＣＴに沿った前後方向における燃料噴射器６，７を挟んでその一方側（前側）に配置され、他方側（後側）には吸気通路１１ａ，１１ｂ内の圧力を検出する圧力センサＣが配置されている。なお、図示するように、燃料タンク（図示を省略）内の燃料は、スロットルボディ４内の燃料導入部１２ａに接続された燃料接続管１６に燃料配管を取り付けることにより、噴射燃料導入部１２ａを経て図３の燃料導入パイプ１３に導かれる。前記噴射燃料導入部１２ａ内に導かれた燃料は、実線矢印ａで示すように、燃料導入パイプ１３から燃料噴射器６，７（図２）に流れ、一方、余分な燃料は、点線矢印ｂで示すように、燃料圧調整器１４からリターン通路２８を通って燃料タンク側へリターンされるようになっている。このような配置とした場合、一般的な気化器型のＶ形２気筒エンジンの気化器と気化器用のマニホールドを、前記スロットルボディ４および吸気マニホールド５で置き替えることにより、容易に本発明の燃料噴射型のＶ形２気筒エンジンとすることができる。したがって、ニーズに応じて直ちに気化器型から本発明の燃料噴射装置型へ仕様変更することができる。   Further, as shown in FIG. 5, the fuel pressure adjuster 14 is arranged on one side (front side) of the fuel injectors 6 and 7 in the front-rear direction along the rotational axis CT of the engine in plan view. On the other side (rear side), a pressure sensor C for detecting the pressure in the intake passages 11a and 11b is arranged. As shown in the figure, the fuel in the fuel tank (not shown) is attached to the fuel connection pipe 16 connected to the fuel introduction section 12a in the throttle body 4 to thereby inject the injected fuel introduction section 12a. Then, the fuel is introduced into the fuel introduction pipe 13 shown in FIG. The fuel introduced into the injected fuel introduction portion 12a flows from the fuel introduction pipe 13 to the fuel injectors 6 and 7 (FIG. 2) as indicated by the solid arrow a, while the excess fuel is indicated by the dotted arrow b. As shown, the fuel pressure regulator 14 returns to the fuel tank side through the return passage 28. In such an arrangement, the fuel of the present invention can be easily obtained by replacing the carburetor and the carburetor manifold of a general carburetor type V-type two-cylinder engine with the throttle body 4 and the intake manifold 5. An injection type V-type two-cylinder engine can be obtained. Therefore, the specification can be changed immediately from the carburetor type to the fuel injection device type of the present invention according to needs.

上記構成のＶ形２気筒エンジンにおいて、吸気工程で図１に示す吸気バルブ２ｅ，３ｅが開き、ピストンＰが下降するにつれ、気筒６，７内の圧力が下がり、スロットルボディ４および吸気マニホールド５に形成された吸気通路１１ａ，１１ｂから空気が吸い込まれる。この際、吸い込まれる空気の吸気負圧は，圧力センサＣ（図５）によって高い精度で検出され、得られた検出値がエンジン回転数と共に、燃料制御手段であるコンピュータ２０に入力され、燃料の噴射量が決定される。この際、吸気温度センサＡおよび水温計Ｂ（図３）での検出データもコンピュータ２０に入力され、上記で決定された噴射量を補正する。そして、前記コンピュータ２０の指示に基づき、燃料噴射器６，７による噴射量が制御され、前記燃料噴射器６，７から制御された噴射量の燃料が前記吸気マニホールド５の吸気通路１１ａ，１１ｂ内に噴射され、最適な混合気として，気筒６，７内に均等に分配されて送り込まれる。   In the V-type two-cylinder engine having the above-described configuration, as the intake valves 2e and 3e shown in FIG. 1 are opened in the intake process and the piston P is lowered, the pressure in the cylinders 6 and 7 is reduced. Air is sucked from the formed intake passages 11a and 11b. At this time, the intake negative pressure of the sucked air is detected with high accuracy by the pressure sensor C (FIG. 5), and the obtained detection value is input to the computer 20 as the fuel control means together with the engine speed, The injection amount is determined. At this time, detection data from the intake air temperature sensor A and the water temperature gauge B (FIG. 3) are also input to the computer 20 to correct the injection amount determined above. Then, the injection amount by the fuel injectors 6, 7 is controlled based on the instruction of the computer 20, and the injection amount of fuel controlled from the fuel injectors 6, 7 is in the intake passages 11 a, 11 b of the intake manifold 5. Are injected into the cylinders 6 and 7 as an optimum air-fuel mixture.

ここで、各気筒２，３ごとにそれぞれ燃料噴射器６，７をＶ空間内に設けたので、混合気の分配を均等にすることが可能である。しかも前記燃料噴射器６，７のみならず、これに付随する燃料圧調整器１４をも前記Ｖ形空間内に集約した構成とし、しかも吸気通路１１ａ，１１ｂや燃料通路１２をスロットルボディ４や吸気マニホールド５内に一体的に形成することで、使用する配管類を必要最小限にとどめているので、全体としてコンパクト化が図れる。しかも燃料噴射器６，７および燃料導入パイプ１３をボルト締めでなく、差し込みによってスロットボディ４および吸気マニホールド５に取付けているから、取付性・組付性も向上する。   Here, since the fuel injectors 6 and 7 are provided in the V space for each of the cylinders 2 and 3, respectively, the distribution of the air-fuel mixture can be made uniform. Moreover, not only the fuel injectors 6 and 7 but also the fuel pressure regulator 14 associated therewith are integrated in the V-shaped space, and the intake passages 11a and 11b and the fuel passage 12 are connected to the throttle body 4 and the intake air. Since the pipes to be used are kept to a minimum by forming them integrally in the manifold 5, the overall size can be reduced. In addition, since the fuel injectors 6 and 7 and the fuel introduction pipe 13 are attached to the slot body 4 and the intake manifold 5 not by bolting but by insertion, attachment and assembly are also improved.

次に、図６および図７を参照しながら、吸気通路の負圧取出部の詳細について説明する。なお、図６〜図７は、特に前記負圧取出通路１８の構成を理解しやすくするために便宜上、燃料噴射器６，７および燃料圧調整器１４を省略したものを示している。 Next, details of the negative pressure extraction portion of the intake passage will be described with reference to FIGS. 6 and 7. FIGS. 6 to 7 show the fuel injectors 6 and 7 and the fuel pressure regulator 14 omitted for the sake of convenience, in particular, in order to facilitate understanding of the configuration of the negative pressure extraction passage 18.

図６において、前記負圧取出通路１８は、スロットルボディ４における吸気マニホールド５との合わせ面であるフランジ面４ｆに対して直交する方向に延びて形成されており、一端に、一方の吸気通路４ａ（１１ａ）に開口する負圧取出口１８ａを備え、他端はフランジ面４ｆに開口する図２の細長い溝１８ｃとなっている。この溝１８ｃの一端部は、図７に示すように、吸気マニホールド５に設けた連通路２３および接続パイプ２４を介して圧力センサＣに接続されている。また、図６に示すように、前負圧取出通路１８には、絞り部１８ｂが形成され、この絞り部１８ｂの通路面積は、前記負圧取出口１８ａの通路面積の約１/ ９以下の通路面積となるように設定する。前記絞り部１８ｂの通路面積が前記負圧取出口１８ａの通路面積の約１/ ９を越える通路面積である場合、実験によれば、圧力センサＣ（図７）で検出される負圧値が動圧の影響を受けて不安定となる場合がある。   In FIG. 6, the negative pressure extraction passage 18 is formed to extend in a direction orthogonal to the flange surface 4f that is a mating surface with the intake manifold 5 in the throttle body 4, and at one end, one intake passage 4a. (11a) is provided with a negative pressure outlet 18a, and the other end is an elongated groove 18c of FIG. As shown in FIG. 7, one end of the groove 18 c is connected to the pressure sensor C through a communication path 23 and a connection pipe 24 provided in the intake manifold 5. Further, as shown in FIG. 6, the front negative pressure extraction passage 18 is formed with a throttle portion 18b, and the passage area of the throttle portion 18b is about 1/9 or less of the passage area of the negative pressure outlet 18a. Set to be the passage area. When the passage area of the throttle portion 18b is a passage area exceeding about 1/9 of the passage area of the negative pressure outlet port 18a, the negative pressure value detected by the pressure sensor C (FIG. 7) is experimentally determined. May become unstable under the influence of dynamic pressure.

一方、図７の燃料圧調整器１４を制御するための制御用負圧の検出経路として、スロットルボディ４に、前記吸気通路１１ａ，１１ｂの圧力を燃料圧調整器１４に導入する圧力導入通路２５が形成されており、この圧力導入通路２５の一部分である先端部は、吸気マニホールド５におけるスロットルボディ４との合わせ面５ｆに位置している。この先端部は、図２に示すように、膨張室２５ａと、この膨張室２５ａと吸気通路４ａ，４ｂとを接続する導入孔２５ｂ，２５ｃを有している。前記導入孔２５ｂ，２５ｃの通路面積は膨張室２５ａの最大通路面積よりも小さくなるように設定されている。ここで、膨張室２５ａの通路面積とは、膨張室２５ａ内の空気の流れに直交する断面の面積である。なお、前記導入孔２５ｂ，２５ｃは、微小断面に形成されており、前記膨張室２５ａは望ましくは導入孔２５ｂ，２５ｃの５倍以上の通路面積を有する。   On the other hand, as a control negative pressure detection path for controlling the fuel pressure regulator 14 of FIG. 7, the pressure introduction passage 25 for introducing the pressure of the intake passages 11a and 11b into the fuel pressure regulator 14 into the throttle body 4. The tip portion which is a part of the pressure introduction passage 25 is located on the mating surface 5 f of the intake manifold 5 with the throttle body 4. As shown in FIG. 2, the tip has an expansion chamber 25a and introduction holes 25b and 25c that connect the expansion chamber 25a and the intake passages 4a and 4b. The passage areas of the introduction holes 25b and 25c are set to be smaller than the maximum passage area of the expansion chamber 25a. Here, the passage area of the expansion chamber 25a is an area of a cross section orthogonal to the air flow in the expansion chamber 25a. The introduction holes 25b and 25c are formed in a minute cross section, and the expansion chamber 25a desirably has a passage area more than five times that of the introduction holes 25b and 25c.

図６の負圧取出通路１８および図７の膨張室２５ａは、いずれもスロットルボディ４と吸気マニホールド５との合わせ面であるフランジ面４ｆ，５ｆに対して直交する方向に形成されているので、その加工が容易となる。   The negative pressure take-out passage 18 in FIG. 6 and the expansion chamber 25a in FIG. 7 are both formed in a direction orthogonal to the flange surfaces 4f and 5f that are the mating surfaces of the throttle body 4 and the intake manifold 5. The processing becomes easy.

上記構成の負圧検出手段によれば、図７の圧力センサＣが検出するのは一つの吸気通路４ａ（１１ａ）からの負圧であって、複数の吸気通路からの負圧ではないので、負圧が平均化されることがなくなり、正確な負圧の検出が可能となる。したがって、負圧に基づく吸入空気量の検出精度がよくなり、この負圧に基づく、コンピュータ２０（図１）による燃料制御の精度も向上する。ここで、負圧を検出していない吸気通路１１ｂの吸入空気量は、負圧を検出する吸気通路１１ａの吸入空気量との比を予め求めておき、そのデータをコンピュータ２０に記憶させておくことにより、負圧を検出する吸気通路１１ａの負圧、つまり吸入空気量から容易に得られる。   According to the negative pressure detecting means having the above configuration, the pressure sensor C in FIG. 7 detects the negative pressure from one intake passage 4a (11a) and not the negative pressure from a plurality of intake passages. Negative pressure is not averaged, and accurate negative pressure can be detected. Therefore, the detection accuracy of the intake air amount based on the negative pressure is improved, and the accuracy of fuel control by the computer 20 (FIG. 1) based on the negative pressure is also improved. Here, the intake air amount of the intake passage 11b in which negative pressure is not detected is obtained in advance as a ratio with the intake air amount of the intake passage 11a in which negative pressure is detected, and the data is stored in the computer 20. Thus, it can be easily obtained from the negative pressure of the intake passage 11a for detecting the negative pressure, that is, the intake air amount.

また、図７の圧力センサＣについては、検出された負圧値が負圧取出通路１８に設けた絞り部１８ｂの存在によって圧力変動の波形が安定し、図８（Ａ）に示すように、ピーク値およびボトム値が明確になる。このため、所望の空燃比となるように、燃料噴射量を調整できる。この点、図８（Ｂ）に示すように、絞り部がない場合、動圧の影響により圧力変動が不安定で、ピーク値およびボトム値が不明確になって、所望の空燃比が得られなかった。   For the pressure sensor C in FIG. 7, the detected negative pressure value stabilizes the waveform of pressure fluctuation due to the presence of the throttle portion 18b provided in the negative pressure extraction passage 18, and as shown in FIG. Peak and bottom values are clear. For this reason, the fuel injection amount can be adjusted so that the desired air-fuel ratio is obtained. In this regard, as shown in FIG. 8B, when there is no throttle portion, the pressure fluctuation is unstable due to the influence of dynamic pressure, the peak value and the bottom value become unclear, and a desired air-fuel ratio can be obtained. There wasn't.

なお、本発明は自動二輪車のような車両用のエンジンにも適用できる。   The present invention can also be applied to a vehicle engine such as a motorcycle.

本発明の一実施形態に係るＶ形２気筒エンジンを示す正面断面図である。1 is a front sectional view showing a V-type two-cylinder engine according to an embodiment of the present invention. 同実施形態に係るＶ形２気筒エンジンの要部を示す正面図であり、スロットルボディ、燃料圧調整器、燃料導入パイプ等の配置を示す。It is a front view which shows the principal part of the V-type 2-cylinder engine which concerns on the embodiment, and shows arrangement | positioning of a throttle body, a fuel pressure regulator, a fuel introduction pipe, etc. 同実施形態に係るＶ形２気筒エンジンの要部縦断面図であり、吸気通路、燃料通路等を示す。FIG. 2 is a longitudinal sectional view of a main part of the V-type two-cylinder engine according to the embodiment, showing an intake passage, a fuel passage, and the like. 図１のIV―IV線断面図である。FIG. 4 is a sectional view taken along line IV-IV in FIG. 1. 同実施形態に係るＶ形２気筒エンジンの要部を示す平面図である。It is a top view which shows the principal part of the V-type 2-cylinder engine which concerns on the same embodiment. 図２のVI―VI線に沿って切断し、吸気マニホールドを付加した断面図である。FIG. 3 is a cross-sectional view taken along the line VI-VI in FIG. 2 with an intake manifold added. 図２のVII―VII線に沿って切断し、吸気マニホールドを付加した断面図である。FIG. 3 is a cross-sectional view taken along the line VII-VII in FIG. 2 with an intake manifold added. 負圧取出通路における絞り部の有無による圧力変動についての負圧値と時間との関係を示す図である。It is a figure which shows the relationship between the negative pressure value and time about the pressure fluctuation by the presence or absence of the throttle part in a negative pressure extraction channel | path.

符号の説明Explanation of symbols

１ Ｖ形２気筒エンジン
２，３ 気筒
４ スロットルボディ
４ａ，４ｂ 上流側吸気通路
４ｃ スロットル弁
４ｆ フランジ面
５ 吸気マニホールド
５ａａ，５ｂｂ 下流側吸気通路
５ｆ フランジ面
６，７ 燃料噴射器
１２ 燃料通路
１２ａ 噴射燃料導入部
１３ 燃料導入パイプ
１４ 燃料圧調整器
１５ 吸気ダクト部材
Ｃ 圧力センサ 1 V-type 2-cylinder engine 2, 3-cylinder 4 Throttle body
4a, 4b upstream side intake passage 4c throttle valve 4f flange surface 5 intake manifold
5aa, 5bb downstream side intake passage 5f Flange surface 6,7 Fuel injector 12 Fuel passage 12a Injection fuel introduction part 13 Fuel introduction pipe 14 Fuel pressure regulator 15 Intake duct member C Pressure sensor

Claims (7)

Ｖ形２気筒エンジンの両気筒間のＶ形空間に、各気筒ごとに設けられた燃料噴射器と、前記燃料噴射器へ供給される燃料の圧力を調整する共通の燃料圧調整器とが配置され、
吸気通路の一部を形成し、かつスロットル弁を有するスロットルボディに燃料通路の噴射燃料導入部が設けられ、
前記燃料通路の噴射燃料導入部に前記燃料圧調整器が装着されているＶ形２気筒エンジン。 A fuel injector provided for each cylinder and a common fuel pressure regulator for adjusting the pressure of fuel supplied to the fuel injector are disposed in a V-shaped space between both cylinders of the V-type two-cylinder engine. And
An injection fuel introduction part of the fuel passage is provided in a throttle body that forms a part of the intake passage and has a throttle valve,
A V-type two-cylinder engine in which the fuel pressure regulator is attached to an injected fuel introduction portion of the fuel passage. 請求項１において、
前記両気筒の燃料噴射器の間に前記燃料圧調整器が配置されているＶ形２気筒エンジン。 In claim 1,
A V-type two-cylinder engine in which the fuel pressure regulator is disposed between the fuel injectors of both cylinders. 請求項１または２において、
前記燃料通路の噴射燃料導入部は、前記スロットルボディに一体形成されているＶ形２気筒エンジン。 In claim 1 or 2,
The injected fuel introduction part of the fuel passage is a V-type two-cylinder engine formed integrally with the throttle body. 請求項１から３のいずれか１項において、
前記スロットルボディと前記両気筒の吸気口との間に、前記燃料噴射器が取り付けられた吸気マニホールドが介装されており、
前記燃料通路の導入部から燃料噴射器に燃料を供給する燃料導入パイプがスロットルボディと吸気マニホールドとに差し込まれて両者間に支持されているＶ形２気筒エンジン。 In any one of Claim 1 to 3,
An intake manifold to which the fuel injector is attached is interposed between the throttle body and the intake ports of both cylinders.
A V-type two-cylinder engine in which a fuel introduction pipe for supplying fuel from an introduction portion of the fuel passage to a fuel injector is inserted between a throttle body and an intake manifold. 請求項４において、
前記燃料噴射器が、前記燃料導入パイプと前記吸気マニホールドとに差し込まれて両者間で支持されているＶ形２気筒エンジン。 In claim 4,
A V-type 2-cylinder engine in which the fuel injector is inserted into the fuel introduction pipe and the intake manifold and supported between the two. 請求項１から５のいずれか１項において、
エンジンの回転軸心に沿った前後方向における前記燃料噴射器を挟んでその一方側に前記燃料圧調整器が、他方側に吸気通路の圧力を検出する圧力センサが、それぞれ配置されているＶ形２気筒エンジン。 In any one of Claim 1 to 5,
A V-shape in which the fuel pressure regulator is disposed on one side of the fuel injector in the front-rear direction along the rotational axis of the engine, and a pressure sensor for detecting the pressure of the intake passage is disposed on the other side. 2-cylinder engine. 請求項１から３のいずれか１項において、
エアクリーナの下流側に吸気導入用の吸気ダクト部材が接続され、
この吸気ダクト部材に前記スロットルボディが接続され、
前記スロットルボディと前記両気筒の吸気口との間に、前記燃料噴射器が取り付けられた吸気マニホールドが介装されているＶ形２気筒エンジン。 In any one of Claim 1 to 3,
An intake duct member for introducing intake air is connected to the downstream side of the air cleaner,
The throttle body is connected to the intake duct member,
A V-type 2-cylinder engine in which an intake manifold to which the fuel injector is attached is interposed between the throttle body and the intake ports of both cylinders.
JP2005290324A 2005-10-03 2005-10-03 V-type 2-cylinder engine Expired - Fee Related JP4220510B2 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007092745A (en) * 2005-08-31 2007-04-12 Honda Motor Co Ltd Intake structure of v-type internal combustion engine
JP2008280891A (en) * 2007-05-09 2008-11-20 Nikki Co Ltd Throttle device with built-in electronic control means
JP2013068209A (en) * 2011-09-26 2013-04-18 Honda Motor Co Ltd Intake control device of engine
US20140051215A1 (en) * 2008-05-23 2014-02-20 Hon Hai Precision Industry Co., Ltd. Method for making thin film transistor

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007092745A (en) * 2005-08-31 2007-04-12 Honda Motor Co Ltd Intake structure of v-type internal combustion engine
JP2008280891A (en) * 2007-05-09 2008-11-20 Nikki Co Ltd Throttle device with built-in electronic control means
US20140051215A1 (en) * 2008-05-23 2014-02-20 Hon Hai Precision Industry Co., Ltd. Method for making thin film transistor
US9153667B2 (en) * 2008-05-23 2015-10-06 Tsinghua University Method for making thin film transistor
JP2013068209A (en) * 2011-09-26 2013-04-18 Honda Motor Co Ltd Intake control device of engine

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