JP3116746B2 - Fuel supply device for internal combustion engine - Google Patents

Fuel supply device for internal combustion engine

Info

Publication number
JP3116746B2
JP3116746B2 JP06240185A JP24018594A JP3116746B2 JP 3116746 B2 JP3116746 B2 JP 3116746B2 JP 06240185 A JP06240185 A JP 06240185A JP 24018594 A JP24018594 A JP 24018594A JP 3116746 B2 JP3116746 B2 JP 3116746B2
Authority
JP
Japan
Prior art keywords
fuel
pressure
engine
delivery pipe
tank
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP06240185A
Other languages
Japanese (ja)
Other versions
JPH08100727A (en
Inventor
文昭 服部
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP06240185A priority Critical patent/JP3116746B2/en
Publication of JPH08100727A publication Critical patent/JPH08100727A/en
Application granted granted Critical
Publication of JP3116746B2 publication Critical patent/JP3116746B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Fuel-Injection Apparatus (AREA)

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【産業上の利用分野】本発明は内燃機関の燃料供給装置
に関し、特に、機関停止後に高温ソークし、再始動する
ときの機関の始動性が良い内燃機関の燃料供給装置に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply system for an internal combustion engine, and more particularly to a fuel supply system for an internal combustion engine having high startability when the engine is stopped at a high temperature and restarted.

【０００２】[0002]

【従来の技術】図５は従来技術の燃料供給装置の構成図
である。内燃機関の燃料供給装置は一般的に図５に示す
様な燃料リターン方式が使用されている。通常、自動車
のフロント部に機関部１０、リア部にタンク１が、それ
ぞれ設けられ、タンク１内にはガソリン等の燃料が貯蔵
されている。タンク１内の燃料は、逆止め弁付きの燃料
ポンプ２により吸入吐出され、供給通路１２、燃料を濾
過する燃料フィルタ３をを経由してデリバリパイプ４へ
送られる。デリバリパイプ４へ送られた燃料は、デリバ
リパイプ４に収められた燃料噴射弁５が制御装置（図示
せず）により開弁されたとき、機関の各気筒のインテー
クポート（図示せず）へ向かって噴射される。燃料噴射
弁５は、４気筒の機関には４つ、６気筒の機関には６つ
設けられる。プレッシャレギュレータ６は、デリバリパ
イプ４内に供給された燃料の圧力が設定圧以上になった
とき、開弁して余剰燃料を戻し通路７を経由してタンク
１へ戻す。なお、プレッシャレギュレータ６内の基準圧
力室は機関の吸気管（図示せず）に接続され、その基準
圧力室内に設けられたスプリング力と吸気管負圧とを加
減算した圧力でプレッシャレギュレータ６内のダイアフ
ラムを押し、吸気管負圧が０のとき、供給燃料の圧力が
スプリングの設定圧より高くなれば開弁して余剰燃料を
タンク１へ戻し、吸気管負圧が発生したときはその負圧
分だけダイアフラムを押す圧力は減り、供給燃料の圧力
はその負圧分だけ低くなり、吸気管正圧が発生したとき
はその正圧分だけダイアフラムを押す圧力は増え、供給
燃料の圧力はその正圧分だけ高くなり、供給燃料の圧力
と吸気管負圧との差圧は常に一定に保たれる。それゆ
え、燃料噴射弁５からの所定時間の燃料噴射量は、略一
定に保たれる。なお、燃料ポンプ２には吸入口にサクシ
ョンフィルタ１１が取り付けられ、濾過した燃料のみを
汲み上げている。2. Description of the Related Art FIG. 5 is a block diagram of a conventional fuel supply device. A fuel supply system for an internal combustion engine generally uses a fuel return system as shown in FIG. Normally, an engine unit 10 is provided at a front portion of a vehicle and a tank 1 is provided at a rear portion, and fuel such as gasoline is stored in the tank 1. The fuel in the tank 1 is sucked and discharged by a fuel pump 2 having a check valve, and sent to a delivery pipe 4 via a supply passage 12 and a fuel filter 3 for filtering the fuel. The fuel sent to the delivery pipe 4 goes to an intake port (not shown) of each cylinder of the engine when the fuel injection valve 5 contained in the delivery pipe 4 is opened by a control device (not shown). Is injected. Four fuel injection valves 5 are provided for a four-cylinder engine, and six fuel injection valves are provided for a six-cylinder engine. When the pressure of the fuel supplied into the delivery pipe 4 becomes equal to or higher than the set pressure, the pressure regulator 6 opens the valve and returns the excess fuel to the tank 1 via the return passage 7. A reference pressure chamber in the pressure regulator 6 is connected to an intake pipe (not shown) of the engine, and a pressure obtained by adding and subtracting a spring force provided in the reference pressure chamber and a negative pressure of the intake pipe is used. When the pressure of the supplied fuel becomes higher than the set pressure of the spring, the valve is opened and the excess fuel is returned to the tank 1. When the negative pressure of the intake pipe is generated, the negative pressure is generated when the negative pressure of the intake pipe is generated. The pressure that pushes the diaphragm decreases by that amount, the pressure of the supplied fuel decreases by that negative pressure, and when a positive pressure occurs in the intake pipe, the pressure that pushes the diaphragm increases by that positive pressure, and the pressure of the supplied fuel increases by that positive pressure. The pressure is increased by the pressure, and the pressure difference between the supply fuel pressure and the intake pipe negative pressure is always kept constant. Therefore, the fuel injection amount from the fuel injection valve 5 for a predetermined time is kept substantially constant. The fuel pump 2 is provided with a suction filter 11 at an inlet thereof, and pumps up only filtered fuel.

【０００３】上述の燃料供給装置は、機関停止直後に高
温ソークして再び機関を始動するとき、機関本体からの
熱を受けて燃料の温度が上昇し燃料が沸騰し、蒸気が発
生し、さらに基準圧力が負圧となるため燃料の圧力が低
くなり、機関の始動性が悪い。そこで、プレッシャレギ
ュレータ６内の基準圧力室を通常は吸気管に接続し、高
温ソーク時は大気に接続する三方電磁弁を設けた他の燃
料供給装置がある。この装置は、燃料温度または機関温
度に応じてプレッシャレギュレータ６内の基準圧力室内
のスプリングを押す圧力を三方電磁弁により吸気管負圧
または大気圧に切り換え、機関始動時に基準圧力室を大
気に接続することにより基準圧力室内の圧力を高めてプ
レッシャレギュレータ６を閉じ、供給燃料の圧力を高
め、その結果蒸気を潰して液化し、蒸気発生による燃料
噴射量の減少を抑えて機関の始動性を向上させたもので
ある。しかしながら、この燃料供給装置は、蒸気を確実
に潰すまで供給燃料の圧力を上昇することができず、機
関温度が高いと始動性が悪い。そこで、実開昭６３−１
７４５６８に開示された燃料供給装置は、図５に示す装
置におけるデリバリパイプ４とプレッシャレギュレータ
６の間に燃料の温度を検出する温度センサ（図示せず）
と燃料の流れを止める閉塞弁（図示せず）を設け、機関
始動時に温度センサの検出温度が所定温度以上のとき閉
塞弁の電磁弁を非励磁にして閉塞弁を閉じ、再始動直後
に燃料ポンプ２が作動して供給燃料の圧力を燃料ポンプ
２の締切圧力近くまで高め、蒸気を潰して機関の始動性
を向上させたものである。In the above-described fuel supply apparatus, when the engine is started again after high-temperature soaking immediately after the engine is stopped, the temperature of the fuel rises due to the heat from the engine body, the fuel boils, and steam is generated. Since the reference pressure is a negative pressure, the fuel pressure is low, and the starting performance of the engine is poor. Therefore, there is another fuel supply device provided with a three-way solenoid valve that normally connects the reference pressure chamber in the pressure regulator 6 to the intake pipe and connects to the atmosphere during high-temperature soaking. This device switches the pressure for pressing the spring in the reference pressure chamber in the pressure regulator 6 to the intake pipe negative pressure or the atmospheric pressure by a three-way solenoid valve according to the fuel temperature or the engine temperature, and connects the reference pressure chamber to the atmosphere when the engine is started. By doing so, the pressure in the reference pressure chamber is increased to close the pressure regulator 6, and the pressure of the supplied fuel is increased. As a result, the steam is crushed and liquefied, and the decrease in the fuel injection amount due to the generation of steam is suppressed to improve the startability of the engine. It was made. However, this fuel supply device cannot increase the pressure of the supplied fuel until the steam is surely crushed, and the startability is poor when the engine temperature is high. Therefore, 63-1
The fuel supply device disclosed in Japanese Patent No. 74568 is a temperature sensor (not shown) for detecting the temperature of fuel between the delivery pipe 4 and the pressure regulator 6 in the device shown in FIG.
And a closing valve (not shown) for stopping the flow of fuel. When the temperature detected by the temperature sensor is equal to or higher than a predetermined temperature at the time of starting the engine, the solenoid valve of the closing valve is de-energized, the closing valve is closed, and The pump 2 is operated to increase the pressure of the supplied fuel to near the cutoff pressure of the fuel pump 2, thereby crushing the steam and improving the startability of the engine.

【０００４】[0004]

【発明が解決しようとする課題】しかしながら、実開昭
６３−１７４５６８に開示された上述の従来技術による
燃料供給装置は、以下に記す種々の問題がある。第一
に、温度センサや閉塞弁、および閉塞弁を励磁する電磁
弁の駆動回路を要し装置が高価となる。第二に、閉塞弁
が閉から開へ移るとき、供給燃料の圧力が変動し、その
変動によりドライバビリティが悪化する。第三に、閉塞
弁が閉のとき、燃料ポンプの負荷が増え、ポンプの耐久
性や信頼性を損なう。第四に、機関停止後の高温ソーク
中では燃料ポンプが停止しているため、燃料圧力を上昇
させることができない。再始動後少しづつ圧力を上昇さ
せることができるが、再始動直後は圧力が低く蒸気は潰
れていないので機関の始動性は悪い。第五に、使用する
燃料性状に無関係に燃料圧力を上げて蒸気を潰すので不
揮発性の燃料に対しては燃料噴射過多となりリッチ失火
を引き起こす。However, the above-described prior art fuel supply apparatus disclosed in Japanese Utility Model Laid-Open Publication No. Sho 63-174568 has the following various problems. First, a temperature sensor, a closing valve, and a drive circuit for an electromagnetic valve for exciting the closing valve are required, and the apparatus becomes expensive. Second, when the closing valve moves from closed to open, the pressure of the supplied fuel fluctuates, and the fluctuation deteriorates drivability. Third, when the closing valve is closed, the load on the fuel pump increases, and the durability and reliability of the pump are impaired. Fourth, during a high temperature soak after the engine is stopped, the fuel pump is stopped, so that the fuel pressure cannot be increased. Although the pressure can be gradually increased after the restart, the startability of the engine is poor because the pressure is low immediately after the restart and the steam is not crushed. Fifth, regardless of the properties of the fuel to be used, the fuel pressure is increased to destroy the vapor, so that the non-volatile fuel becomes excessively fuel-injected, causing a rich misfire.

【０００５】以上のことから、本発明は、前記第一から
第四の問題を解決し、温度センサや閉塞弁を使用せず、
機関停止後の高温ソーク後の機関再始動時に、デリバリ
パイプ内に蒸気を発生させず、機関の始動性の良い内燃
機関の燃料供給装置を提供することを主目的とする。[0005] From the above, the present invention solves the first to fourth problems, without using a temperature sensor or a closing valve,
A main object of the present invention is to provide a fuel supply device for an internal combustion engine that does not generate steam in a delivery pipe when the engine is restarted after a high-temperature soak after the engine is stopped and has good engine startability.

【０００６】本発明はまた、前記第五の問題を解決し、
使用する燃料性状に応じて蒸気を潰し、不揮発性の燃料
に対してもリッチ失火を生じない内燃機関の燃料供給装
置を提供することを他の目的とする。[0006] The present invention also solves the fifth problem,
It is another object of the present invention to provide a fuel supply device for an internal combustion engine that crushes steam according to the properties of the fuel to be used and does not cause a rich misfire even with a non-volatile fuel.

【０００７】[0007]

【課題を解決するための手段】前記主目的を達成する本
発明による内燃機関の燃料供給装置は、燃料を貯蔵する
タンク内に貯蔵された燃料を汲み上げる燃料ポンプと、
その燃料ポンプによって汲み上げられた燃料の圧力が所
定圧力以上になったときその燃料の一部をタンク内に戻
すプレッシャレギュレータと、を備え、その所定圧力と
なった燃料を供給通路を介して複数の燃料噴射弁を収容
するデリバリパイプへ供給し、複数の燃料噴射弁を順次
断続的に開弁して機関のインテークポートへ向けてデリ
バリパイプへ供給された燃料を噴射する内燃機関の燃料
供給装置において、デリバリパイプへ供給された燃料
が、タンクへ向けて前記供給通路内に逆流することを阻
止する逆止め弁を前記プレッシャレギュレータ（６）と
前記デリバリパイプ（４）との間に設けたことを特徴と
する。A fuel supply device for an internal combustion engine according to the present invention, which achieves the above-mentioned main object, comprises a fuel pump for pumping fuel stored in a tank for storing fuel,
A pressure regulator that returns a part of the fuel into the tank when the pressure of the fuel pumped by the fuel pump becomes equal to or higher than a predetermined pressure. A fuel supply device for an internal combustion engine that supplies fuel to a delivery pipe containing a fuel injection valve, sequentially opens a plurality of fuel injection valves intermittently, and injects fuel supplied to the delivery pipe toward an intake port of the engine. A check valve for preventing the fuel supplied to the delivery pipe from flowing back into the supply passage toward the tank with the pressure regulator (6);
It is characterized by being provided between the delivery pipe (4) .

【０００８】前記他の目的を達成する本発明による内燃
機関の燃料供給装置は、逆止め弁がタンク内に設けら
れ、かつ逆止め弁とデリバリパイプとの間のタンク内に
デリバリパイプへ供給される燃料を貯蔵する燃料補助貯
蔵室が設けられた、ことを特徴とする。According to another aspect of the present invention, there is provided a fuel supply device for an internal combustion engine, wherein a check valve is provided in a tank, and the check valve is supplied to the delivery pipe in the tank between the check valve and the delivery pipe. A fuel auxiliary storage chamber for storing the fuel.

【０００９】[0009]

【作用】本発明の内燃機関の燃料供給装置は、プレッシ
ャレギュレータとデリバリパイプとの間に、逆止め弁を
設けたことにより、機関停止後の高温ソーク中に、デリ
バリパイプ内の燃料が高温となって蒸気を発生するが、
所定体積のデリバリパイプから燃料タンクへ燃料が戻さ
れないため、膨張による圧力上昇で発生した蒸気を潰し
て最小限にすることができる。燃料圧力が高くなるので
燃料噴射が良好となり、機関の高温ソーク後の再始動性
が向上する。また、逆止め弁が閉じた後、燃料性状に応
じて、燃料が揮発性な程、デリバリパイプ内の燃料は蒸
発して燃料圧力が上がる。すなわち揮発性な燃料程発生
する蒸気が多いため燃料噴射量が少なくリーンとなりや
すいが、蒸気が多く発生した分デリバリパイプ内の燃料
圧力が上昇し、この上昇した圧力下で燃料噴射されるの
で、揮発性の度合いに係わらず良好に空燃比を制御で
き、ドライバビリティが良好となる。According to the fuel supply device for an internal combustion engine of the present invention, the check valve is provided between the pressure regulator and the delivery pipe, so that the fuel in the delivery pipe becomes high during the high temperature soak after the engine is stopped. To generate steam,
Since fuel is not returned from the delivery pipe of a predetermined volume to the fuel tank, the steam generated by the pressure increase due to expansion can be crushed and minimized. Since the fuel pressure is increased, fuel injection is improved, and the restartability of the engine after a high-temperature soak is improved. After the check valve is closed, the fuel in the delivery pipe evaporates and the fuel pressure increases as the fuel becomes more volatile depending on the fuel property. In other words, the more volatile fuel, the more steam is generated, the smaller the fuel injection amount is, and the more easily the fuel becomes lean.However, the amount of steam generated increases the fuel pressure in the delivery pipe, and fuel is injected under this increased pressure. The air-fuel ratio can be controlled well regardless of the degree of volatility, and the drivability is improved.

【００１０】本発明の内燃機関の燃料供給装置は、さら
に逆止め弁を、タンク内に設け、逆止め弁とデリバリパ
イプとの間のタンク内に燃料補助貯蔵室を設けたことに
より、すなわち機関から離れた所に逆止め弁と燃料補助
貯蔵室を設けたので、これらを機関近くに設けた場合と
比べて、機関の温度上昇による燃料の温度上昇は少な
く、それゆえ蒸気の発生も少なく、デリバリパイプ内の
燃料圧力の減衰が緩やかになり、燃料圧力の変動による
燃料噴射量の変動も少ないので、ドライバビリティが悪
化しない。また、燃料補助貯蔵室がタンク内に設けられ
るので、燃料が低温に保たれ、高温ソーク中の再始動後
に噴射系は早く冷却される。The fuel supply system for an internal combustion engine according to the present invention further comprises a check valve provided in the tank and a fuel auxiliary storage chamber provided in the tank between the check valve and the delivery pipe. Since the check valve and the auxiliary fuel storage chamber are provided at a location away from the engine, the temperature rise of the fuel due to the temperature rise of the engine is less than that of the case where these are installed near the engine, and therefore the generation of steam is also small, Since the fuel pressure in the delivery pipe is moderately attenuated, and the fuel injection amount fluctuates little due to the fuel pressure fluctuation, the drivability does not deteriorate. Further, since the fuel auxiliary storage chamber is provided in the tank, the fuel is kept at a low temperature, and the injection system is cooled quickly after the restart during the high-temperature soak.

【００１１】[0011]

【実施例】図１は本発明の第一実施例による燃料供給装
置の基本構成図である。本図において、図５と同一なも
のは同一参照番号で示す。本図に示す内燃機関の燃料供
給装置は燃料リターンレス方式であり、自動車のフロン
ト部に機関部１０、リア部にタンク１が、それぞれ設け
られ、タンク１内にはガソリン等の燃料が貯蔵されてい
る。タンク１内には逆止め弁付きの燃料ポンプ２、燃料
フィルタ３およびプレッシャレギュレータ６が設けら
れ、タンク１内の燃料は、燃料ポンプ２の吸入口に取り
付けられたサクションフィルタ１１で濾過されて燃料ポ
ンプ２により吸入吐出され、燃料フィルタ３によりさら
に濾過される。プレッシャレギュレータ６は、燃料ポン
プ２によりタンク１から吸入吐出され燃料フィルタ３に
より濾過された燃料の内、必要な燃料だけ供給通路１２
を経由して機関側へ供給し、不要な燃料をタンク１へ戻
すよう調節される。供給通路１２を経由して機関側へ送
られる濾過された燃料は、逆止め弁８を介してデリバリ
パイプ４へ送られる。デリバリパイプ４へ送られた燃料
は、デリバリパイプ４に収められた燃料噴射弁５が制御
装置（図示せず）により開弁されたとき、機関の各気筒
のインテークポート（図示せず）へ向かって噴射され
る。燃料噴射弁５は、４気筒の機関には４つ、６気筒の
機関には６つ設けられる。FIG. 1 is a basic configuration diagram of a fuel supply device according to a first embodiment of the present invention. In this figure, the same parts as those in FIG. 5 are indicated by the same reference numerals. The fuel supply device for an internal combustion engine shown in FIG. 1 is of a fuel returnless type. An engine unit 10 is provided at a front portion of a vehicle, and a tank 1 is provided at a rear portion. A fuel such as gasoline is stored in the tank 1. ing. A fuel pump 2 having a check valve, a fuel filter 3 and a pressure regulator 6 are provided in the tank 1. The fuel in the tank 1 is filtered by a suction filter 11 attached to an inlet of the fuel pump 2, and the fuel is filtered. It is sucked and discharged by the pump 2 and further filtered by the fuel filter 3. The pressure regulator 6 supplies only necessary fuel to the supply passage 12 out of the fuel sucked and discharged from the tank 1 by the fuel pump 2 and filtered by the fuel filter 3.
The fuel is supplied to the engine side via the controller and adjusted to return unnecessary fuel to the tank 1. The filtered fuel sent to the engine side via the supply passage 12 is sent to the delivery pipe 4 via the check valve 8. The fuel sent to the delivery pipe 4 goes to an intake port (not shown) of each cylinder of the engine when the fuel injection valve 5 contained in the delivery pipe 4 is opened by a control device (not shown). Is injected. Four fuel injection valves 5 are provided for a four-cylinder engine, and six fuel injection valves are provided for a six-cylinder engine.

【００１２】次にプレッシャレギュレータ６の弁の動作
について説明する。プレッシャレギュレータ６内の基準
圧力室はタンク内空気に接続され、その基準圧力室内に
設けられたスプリング力と空気圧とを加算した圧力でプ
レッシャレギュレータ６内のダイアフラムを押し、燃料
が機関部１０へ充填されているときは燃料の圧力がダイ
アフラムを押す圧力より低いのでプレッシャレギュレー
タは閉弁し、燃料の圧力がダイアフラムを押す圧力より
高くなれば開弁して燃料をタンクへ戻す。次に、逆止め
弁８の動作について説明する。逆止め弁８前の供給通路
１２へ供給される燃料の圧力（以下、弁前燃圧と記す）
が、逆止め弁８からデリバリパイプ４までに充填される
燃料の圧力（以下、弁後燃圧と記す）より大きいとき
は、逆止め弁８は開き、弁前燃圧が弁後燃圧より小さい
ときは閉じる。機関の停止に伴って燃料ポンプ２が停止
するためデリバリパイプ４内に燃料が供給されず、かつ
燃料噴射弁５から燃料が出て行かないため、デリバリパ
イプ４内の燃料が循環されずに閉じ込められる。また、
機関停止直後は高温となっている機関部１０から循環さ
れていないデリバリパイプ内の燃料へ加熱されるため、
燃料の温度が上昇する。その結果、燃料内に蒸気が発生
し、膨張して圧力が上昇し、逆止め弁８が閉じ、デリバ
リパイプ内の燃料はさらに膨張し、圧力が上昇し、発生
した蒸気が潰れる。それゆえ、機関再始動時は、弁後燃
圧はプレッシャレギュレータの設定圧力より高く、機関
の始動は良好になる。再始動後、燃料噴射されると弁後
燃圧は徐々に減衰しプレッシャレギュレータの設定圧力
になる。Next, the operation of the valve of the pressure regulator 6 will be described. The reference pressure chamber in the pressure regulator 6 is connected to the air in the tank, and presses the diaphragm in the pressure regulator 6 with a pressure obtained by adding the spring force and the air pressure provided in the reference pressure chamber, and the fuel is charged into the engine unit 10. When the fuel pressure is lower than the pressure for pressing the diaphragm, the pressure regulator is closed. When the fuel pressure is higher than the pressure for pressing the diaphragm, the pressure regulator is opened to return the fuel to the tank. Next, the operation of the check valve 8 will be described. Pressure of fuel supplied to the supply passage 12 in front of the check valve 8 (hereinafter referred to as valve front fuel pressure)
Is greater than the pressure of the fuel charged from the check valve 8 to the delivery pipe 4 (hereinafter referred to as post-valve fuel pressure), the check valve 8 opens, and if the pre-valve fuel pressure is smaller than the post-valve fuel pressure, close. Since the fuel pump 2 stops with the stop of the engine, no fuel is supplied into the delivery pipe 4 and no fuel flows out of the fuel injection valve 5, so that the fuel in the delivery pipe 4 is trapped without being circulated. Can be Also,
Immediately after the engine is stopped, the fuel is heated from the high temperature engine section 10 to the fuel in the delivery pipe that is not circulated.
The temperature of the fuel rises. As a result, steam is generated in the fuel and expands to increase the pressure, the check valve 8 closes, the fuel in the delivery pipe further expands, the pressure increases, and the generated steam is crushed. Therefore, when the engine is restarted, the post-valve fuel pressure is higher than the pressure set by the pressure regulator, and the engine starts well. After the restart, when fuel is injected, the post-valve fuel pressure gradually attenuates to the pressure set by the pressure regulator.

【００１３】また、高温ソーク時に逆止め弁８が閉じた
後、揮発性の燃料のときは、機関の温度上昇による蒸気
の発生が不揮発性の燃料と比べて多くなり、かつ弁後燃
圧も高くなり、すなわち燃料性状に応じて弁後燃圧が高
くなり、その圧力下で燃料噴射されるので、リッチ失火
にならず、ドライバビリティも良好になる。このリッチ
失火は、燃料性状に無関係に弁後燃圧が上げられると、
不揮発性燃料のとき蒸気が少ないので多量な燃料が噴射
されることになり、オーバーリッチとなって発生するも
のである。After the check valve 8 is closed during a high-temperature soak, when volatile fuel is used, the amount of steam generated due to an increase in the engine temperature is increased as compared with non-volatile fuel, and the post-valve fuel pressure is increased. That is, the post-valve fuel pressure increases according to the fuel properties, and fuel is injected under that pressure, so that rich misfire does not occur and drivability is improved. This rich misfire occurs when the post-valve fuel pressure increases regardless of the fuel properties.
In the case of a non-volatile fuel, a large amount of fuel is injected because of a small amount of steam, and the fuel becomes over-rich.

【００１４】図２は本発明の第二実施例による燃料供給
装置の基本構成図である。第二実施例の燃料供給装置
は、図１に示した第一実施例とは、逆止め弁８および燃
料補助貯蔵室９がタンク１内に設けられた点のみが異な
る。このような構成として逆止め弁８からデリバリパイ
プ４までの燃料収容容積を大きくし、一方ではデリバリ
パイプ４周辺の機関の温度上昇による蒸気の発生を減ら
し、他方では逆止め弁８が閉じた後に上昇した弁後燃圧
は、機関再始動して燃料噴射により緩やかに減衰し、そ
れゆえ急激な燃料圧力の変動によるドライバビリティの
悪化を生じない。また、燃料補助貯蔵室がタンク内に設
けられるので、燃料が低温に保たれ、高温ソーク中の再
始動後、噴射系を早く冷却できる。FIG. 2 is a basic configuration diagram of a fuel supply device according to a second embodiment of the present invention. The fuel supply device of the second embodiment differs from the first embodiment shown in FIG. 1 only in that a check valve 8 and an auxiliary fuel storage chamber 9 are provided in the tank 1. With such a configuration, the fuel storage volume from the check valve 8 to the delivery pipe 4 is increased, on the one hand, the generation of steam due to the temperature rise of the engine around the delivery pipe 4 is reduced, and on the other hand, after the check valve 8 is closed, The increased post-valve fuel pressure is gradually attenuated by the fuel injection after the engine is restarted, so that the drivability does not deteriorate due to a rapid change in the fuel pressure. Further, since the fuel auxiliary storage chamber is provided in the tank, the fuel is kept at a low temperature, and the injection system can be cooled quickly after restarting during the high-temperature soak.

【００１５】図３は高温ソーク後の燃料圧力の変化を示
す図である。本図において、横軸は時間、縦軸は燃料圧
力を示す。本図において、細い実線、太い実線、一点鎖
線、破線で示すのは、燃料供給装置の燃料圧力の時間変
化であり、順に、図５に示す従来技術の場合、第一実施
例で揮発性の高い燃料を使用した場合、第一実施例で揮
発性の低い燃料を使用した場合、第二実施例で揮発性の
高い燃料を使用した場合の燃料圧力の時間変化を示す。
なお、本図で言う燃料圧力とは、弁後燃圧、すなわちデ
リバリパイプ内の燃料圧力を意味する。以下に各場合に
ついて簡単に説明する。FIG. 3 is a diagram showing a change in fuel pressure after a high-temperature soak. In this figure, the horizontal axis represents time, and the vertical axis represents fuel pressure. In this figure, thin solid lines, thick solid lines, dashed lines, and broken lines show the time change of the fuel pressure of the fuel supply device, and in the case of the prior art shown in FIG. The time change of the fuel pressure when a high fuel is used, when a low volatile fuel is used in the first embodiment, and when a high volatile fuel is used in the second embodiment is shown.
It should be noted that the fuel pressure referred to in the drawing means the fuel pressure after the valve, that is, the fuel pressure in the delivery pipe. Hereinafter, each case will be briefly described.

【００１６】図５に示す従来技術の場合は、細い実線で
示すように、機関停止した時刻ｔ０では吸気管の負圧Ｐ
i である燃料の圧力は、時刻ｔ０から上昇し、時刻ｔ１
でプレッシャレギュレータの設定圧Ｐs となり、高温ソ
ーク中はその圧力Ｐs を保持し、時刻ｔ５で機関を始動
すると即座に吸気管の負圧Ｐi まで下降し、略その圧力
で一定となる。In the case of the prior art shown in FIG. 5, as indicated by a thin solid line, the negative pressure P
The pressure of the fuel i increases from time t0, and increases at time t1.
, The pressure Ps becomes the set pressure Ps of the pressure regulator. During the high-temperature soak, the pressure Ps is maintained. When the engine is started at time t5, the pressure immediately drops to the negative pressure Pi of the intake pipe and becomes substantially constant at that pressure.

【００１７】第一実施例で揮発性の高い燃料を使用した
場合は、太い実線で示すように、機関停止した時刻ｔ０
ではプレッシャレギュレータの設定圧Ｐs である燃料の
圧力は、時刻ｔ０から上昇し、時刻ｔ２で蒸気圧Ｐv1に
なり、高温ソーク中はその圧力Ｐv1を保持し、時刻ｔ５
で機関を始動すると徐々に減圧され時刻ｔ７にプレッシ
ャレギュレータの設定圧Ｐs まで下降し、略その圧力で
一定となる。When a highly volatile fuel is used in the first embodiment, the engine stops at time t0 as indicated by the thick solid line.
Then, the pressure of the fuel, which is the set pressure Ps of the pressure regulator, increases from time t0, reaches the vapor pressure Pv1 at time t2, and maintains the pressure Pv1 during the high-temperature soak, and at time t5
When the engine is started, the pressure is gradually reduced to fall to the set pressure Ps of the pressure regulator at time t7, and becomes substantially constant at that pressure.

【００１８】第一実施例で揮発性の低い燃料を使用した
場合は、一点鎖線で示すように、機関停止した時刻ｔ０
ではプレッシャレギュレータの設定圧Ｐs である燃料の
圧力は、時刻ｔ０から上昇し、時刻ｔ３で蒸気圧Ｐv2
（Ｐv2＜Ｐv1）になり、高温ソーク中はその圧力Ｐv2を
保持し、時刻ｔ５で機関を始動すると徐々に減圧され時
刻ｔ６にプレッシャレギュレータの設定圧Ｐs まで下降
し、略その圧力で一定となる。In the first embodiment, when a fuel having low volatility is used, as indicated by a dashed line, the engine is stopped at time t0.
Then, the pressure of the fuel, which is the set pressure Ps of the pressure regulator, increases from time t0, and at time t3, the vapor pressure Pv2
(Pv2 <Pv1), and the pressure Pv2 is maintained during the high-temperature soak. When the engine is started at time t5, the pressure is gradually reduced, and at time t6, falls to the pressure Ps of the pressure regulator, and becomes substantially constant at that pressure. .

【００１９】第二実施例で揮発性の高い燃料を使用した
場合は、破線で示すように、機関停止した時刻ｔ０では
プレッシャレギュレータの設定圧Ｐs である燃料の圧力
は、時刻ｔ０から上昇し、時刻ｔ４で蒸気圧Ｐv1にな
り、高温ソーク中はその圧力Ｐv1を保持し、時刻ｔ５で
機関を始動すると徐々に減圧され時刻ｔ８にプレッシャ
レギュレータの設定圧Ｐs まで下降し、略その圧力で一
定となる。When a highly volatile fuel is used in the second embodiment, as shown by the broken line, at time t0 when the engine is stopped, the pressure of the fuel, which is the set pressure Ps of the pressure regulator, increases from time t0, At time t4, the vapor pressure becomes Pv1, and during the high-temperature soak, the pressure Pv1 is maintained. When the engine is started at time t5, the pressure is gradually reduced, and at time t8, falls to the set pressure Ps of the pressure regulator. Become.

【００２０】図４は本発明に使用する逆止め弁の概略断
面図である。本図の中央に示す逆止め弁の左側はプレッ
シャレギュレータおよび燃料フィルタを介して燃料ポン
プ側へ接続され、右側はデリバリパイプ側へ接続され
る。逆止め弁は、燃料ポンプ側の燃料をデリバリパイプ
側へ流すが、デリバリパイプ側の燃料を燃料ポンプ側へ
流さない弁である。本図の右側に示す安全弁はデリバリ
パイプ側からの燃料の圧力上昇を抑え、逆止め弁や管の
破壊を防止する弁である。FIG. 4 is a schematic sectional view of a check valve used in the present invention. The left side of the check valve shown in the center of the figure is connected to the fuel pump side via the pressure regulator and the fuel filter, and the right side is connected to the delivery pipe side. The check valve is a valve that allows fuel on the fuel pump side to flow to the delivery pipe side but does not allow fuel on the delivery pipe side to flow to the fuel pump side. The safety valve shown on the right side of this drawing is a valve that suppresses a rise in fuel pressure from the delivery pipe side and prevents a check valve or pipe from being broken.

【００２１】[0021]

【発明の効果】以上説明したように、本発明の内燃機関
の燃料供給装置によれば、プレッシャレギュレータとデ
リバリパイプとの間に、逆止め弁を設けたことにより、
機関停止後の高温ソーク中に、デリバリパイプ内の燃料
が高温となり膨張して圧力が上がり、燃料が高温となっ
て発生した蒸気を潰し、燃料圧力が高くなるので燃料噴
射が良好になり、機関の高温ソーク後の再始動性が向上
する。また、逆止め弁が閉じた後、燃料性状に応じて、
揮発性な程燃料圧力が上がり、その圧力下で燃料噴射さ
れるので、リッチ失火にならず、ドライバビリティも良
好になる。As described above, according to the fuel supply system for an internal combustion engine of the present invention, the check valve is provided between the pressure regulator and the delivery pipe.
During the high temperature soak after the engine is stopped, the fuel in the delivery pipe becomes hot and expands and the pressure rises, the fuel becomes hot and the generated steam is crushed. Improves the restartability after high-temperature soak. Also, after the check valve closes, depending on the fuel properties,
As the fuel becomes more volatile, the fuel pressure rises, and fuel is injected under the pressure. Therefore, rich misfire does not occur and drivability is improved.

【００２２】本発明の他の内燃機関の燃料供給装置によ
れば、逆止め弁を、タンク内に設け、逆止め弁とデリバ
リパイプとの間のタンク内に燃料補助貯蔵室を設けたこ
とにより、これらが機関から離れた所に設けられたの
で、機関近くに設けられた場合と比べて、機関の温度上
昇による燃料の温度上昇は少なく、それゆえ蒸気の発生
も少なく、デリバリパイプ内の燃料圧力の減衰が緩やか
になり、燃料圧力の変動による燃料噴射量の変動も少な
いので、ドライバビリティが良好になる。また、燃料補
助貯蔵室がタンク内に設けられたので、燃料が低温に保
たれ、高温ソーク中の再始動後、噴射系を早く冷却でき
る。また、燃料配管の締結部における燃料漏れもタンク
内であるので許容される。According to another aspect of the present invention, the check valve is provided in the tank, and the auxiliary fuel storage chamber is provided in the tank between the check valve and the delivery pipe. However, since these are provided at a location away from the engine, the temperature rise of the fuel due to the temperature rise of the engine is less than that when the engine is provided near the engine, so that the generation of steam is less, and the fuel in the delivery pipe is Since the pressure attenuates slowly and the fuel injection amount fluctuates little due to the fuel pressure fluctuation, drivability is improved. Further, since the fuel auxiliary storage chamber is provided in the tank, the fuel is kept at a low temperature, and the injection system can be cooled quickly after the restart during the high-temperature soak. In addition, fuel leakage at the fastening portion of the fuel pipe is also allowed because it is inside the tank.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の第一実施例による燃料供給装置の基本
構成図である。FIG. 1 is a basic configuration diagram of a fuel supply device according to a first embodiment of the present invention.

【図２】本発明の第二実施例による燃料供給装置の基本
構成図である。FIG. 2 is a basic configuration diagram of a fuel supply device according to a second embodiment of the present invention.

【図３】高温ソーク後の燃料圧力の変化を示す図であ
る。FIG. 3 is a diagram showing a change in fuel pressure after a high-temperature soak;

【図４】本発明に使用する逆止め弁の概略断面図であ
る。FIG. 4 is a schematic sectional view of a check valve used in the present invention.

【図５】従来技術の燃料供給装置の構成図である。FIG. 5 is a configuration diagram of a conventional fuel supply device.

【符号の説明】[Explanation of symbols]

１…タンク ２…燃料ポンプ ３…燃料フィルタ ４…デリバリパイプ ５…燃料噴射弁 ６…プレッシャレギュレータ ７…戻し通路 ８…逆止め弁 ９…燃料補助貯蔵室 １０…機関部 DESCRIPTION OF SYMBOLS 1 ... Tank 2 ... Fuel pump 3 ... Fuel filter 4 ... Delivery pipe 5 ... Fuel injection valve 6 ... Pressure regulator 7 ... Return passage 8 ... Check valve 9 ... Fuel auxiliary storage room 10 ... Engine part

Claims (2)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】 燃料を貯蔵するタンク（１）内に貯蔵さ
れた燃料を汲み上げる燃料ポンプ（２）と、その燃料ポ
ンプ（２）によって汲み上げられた燃料の圧力が所定圧
力以上になったときその燃料の一部を前記タンク（１）
内に戻すプレッシャレギュレータ（６）と、を備え、前
記所定圧力となった燃料を供給通路（１２）を介して複
数の燃料噴射弁（５）を収容するデリバリパイプ（４）
へ供給し、前記複数の燃料噴射弁（５）を順次断続的に
開弁して機関のインテークポートへ向けて前記デリバリ
パイプ（４）へ供給された燃料を噴射する内燃機関の燃
料供給装置において、 前記デリバリパイプ（４）へ供給された燃料が、前記タ
ンク（１）へ向けて前記供給通路内に逆流することを阻
止する逆止め弁（８）を前記プレッシャレギュレータ
（６）と前記デリバリパイプ（４）との間に設けた、 ことを特徴とする内燃機関の燃料供給装置。1. A fuel pump (2) for pumping fuel stored in a tank (1) for storing fuel, and when the pressure of the fuel pumped by the fuel pump (2) becomes higher than a predetermined pressure, Part of the fuel in the tank (1)
And a pressure regulator (6) for returning the fuel at the predetermined pressure to a plurality of fuel injection valves (5) through a supply passage (12).
And a plurality of fuel injection valves (5) are sequentially and intermittently opened to inject fuel supplied to the delivery pipe (4) toward an intake port of the engine. the fuel supplied to the delivery pipe (4) is, the check valve (8) which prevents the flowing back into the supply passage toward the to the tank (1) pressure regulator
A fuel supply device for an internal combustion engine, which is provided between (6) and the delivery pipe (4) . 【請求項２】 前記逆止め弁（８）が、前記タンク
（１）内に設けられ、かつ前記逆止め弁（８）と前記デ
リバリパイプ（４）との間の前記タンク（１）内に前記
デリバリパイプ（４）へ供給される燃料を貯蔵する燃料
補助貯蔵室（９）が設けられた請求項１に記載の内燃機
関の燃料供給装置。2. The non-return valve (8) is provided in the tank (1) and in the tank (1) between the non-return valve (8) and the delivery pipe (4). The fuel supply device for an internal combustion engine according to claim 1, further comprising a fuel auxiliary storage chamber (9) for storing fuel supplied to the delivery pipe (4).
JP06240185A 1994-10-04 1994-10-04 Fuel supply device for internal combustion engine Expired - Fee Related JP3116746B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP06240185A JP3116746B2 (en) 1994-10-04 1994-10-04 Fuel supply device for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP06240185A JP3116746B2 (en) 1994-10-04 1994-10-04 Fuel supply device for internal combustion engine

Publications (2)

Publication Number Publication Date
JPH08100727A JPH08100727A (en) 1996-04-16
JP3116746B2 true JP3116746B2 (en) 2000-12-11

Family

ID=17055735

Family Applications (1)

Application Number Title Priority Date Filing Date
JP06240185A Expired - Fee Related JP3116746B2 (en) 1994-10-04 1994-10-04 Fuel supply device for internal combustion engine

Country Status (1)

Country Link
JP (1) JP3116746B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11241659A (en) * 1998-02-25 1999-09-07 Mitsubishi Electric Corp Fuel supply device
DE102004003113A1 (en) 2004-01-21 2005-08-11 Siemens Ag Device for controlling a pressure in a fuel supply line

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JPH08100727A (en) 1996-04-16

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