JP4525441B2 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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JP4525441B2
JP4525441B2 JP2005123267A JP2005123267A JP4525441B2 JP 4525441 B2 JP4525441 B2 JP 4525441B2 JP 2005123267 A JP2005123267 A JP 2005123267A JP 2005123267 A JP2005123267 A JP 2005123267A JP 4525441 B2 JP4525441 B2 JP 4525441B2
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fuel
fuel injection
internal combustion
combustion engine
intake
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JP2006299945A (en
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規夫 稲見
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Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • 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
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

本発明は内燃機関に関し、特には吸気ポートに燃料を噴射する燃料噴射弁を設けた4サイクル内燃機関に関する。   The present invention relates to an internal combustion engine, and more particularly to a four-cycle internal combustion engine provided with a fuel injection valve that injects fuel into an intake port.

気筒内に直接燃料を噴射する直噴式の内燃機関が増えてきたとはいえ、多くの内燃機関では吸気ポートに設けられた燃料噴射弁から燃料を噴射するようにされている。
ここで、吸気弁が開弁している間に燃料を噴射する吸気同期噴射がおこなわれることが多い。この吸気同期噴射をおこなうと筒内での燃料気化潜熱を活用して吸気冷却がおこなわれ充填効率の向上とノック性の低下を得ることができる。 Although the number of direct-injection internal combustion engines that inject fuel directly into a cylinder has increased, many internal combustion engines inject fuel from a fuel injection valve provided in an intake port.
Here, intake synchronous injection is often performed in which fuel is injected while the intake valve is open. When this intake synchronous injection is performed, intake fuel cooling is performed by utilizing the latent heat of fuel vaporization in the cylinder, and it is possible to improve the charging efficiency and decrease the knocking property.

この利点を得るには短時間に燃料を噴射した方がよいことから燃料は短い噴射時間で噴射するようにしたものが多い。その結果、筒内での混合気形成に偏りが発生し、燃焼が悪化してしまう。そして、燃料供給量の制御は噴射時間（＝噴射弁開弁時間）で制御されるので、エンジン回転数が低い場合はバルブ開弁期間に対して短時間で燃料が噴射されることになり偏りが発生しやすい。   In order to obtain this advantage, it is better to inject the fuel in a short time, so that the fuel is often injected in a short injection time. As a result, the air-fuel mixture formation in the cylinder is biased and combustion is deteriorated. Since the fuel supply amount is controlled by the injection time (= injection valve opening time), when the engine speed is low, the fuel is injected in a short time with respect to the valve opening period. Is likely to occur.

本発明は上記問題に鑑み、燃焼の悪化を誘起せず、充填効率の向上と、ノック性の低下を実現できるように燃料噴射がおこなわれる内燃機関を提供することを目的とする。   In view of the above problems, an object of the present invention is to provide an internal combustion engine in which fuel injection is performed without inducing deterioration of combustion and realizing improvement in charging efficiency and reduction in knockability.

請求項１の発明によれば、4サイクル内燃機関であって、吸気ポートに取り付けた燃料噴射弁から吸気弁の開弁期間中にのみ燃料を噴射するものにおいて、
要求される量の燃料が、吸気弁の開弁期間の略全期間にわたって略均等に噴射されるようにされており、吸気ポートに複数の燃料噴射弁を設け、複数の燃料噴射弁から位相差を設けて燃料を噴射する、ようにした内燃機関が提供される。
このように構成される内燃機関では偏りなく燃料が噴射され燃焼がよい。 According to the invention of claim 1, in the four-cycle internal combustion engine, the fuel is injected only from the fuel injection valve attached to the intake port during the opening period of the intake valve.
The required amount of fuel is injected substantially evenly over substantially the entire intake valve opening period, and a plurality of fuel injection valves are provided in the intake port, and the phase difference from the plurality of fuel injection valves is provided. There is provided an internal combustion engine in which fuel is injected .
In the internal combustion engine configured as described above, fuel is injected and good combustion is achieved without any bias.

請求項２の発明によれば、請求項１の発明において、各燃料噴射弁から、複数回ずつ燃料を噴射する、ようにした内燃機関が提供される。 According to a second aspect of the present invention, there is provided the internal combustion engine according to the first aspect of the invention, wherein the fuel is injected from each fuel injection valve a plurality of times.

請求項３の発明によれば、請求項１又は２の発明において、各気筒に複数の吸気ポートが取り付けられ、各吸気ポートにそれぞれ少なくとも１個の燃料噴射弁が取り付けられている、ようにされている内燃機関が提供される。 According to the invention of claim 3, in the invention of claim 1 or 2 , a plurality of intake ports are attached to each cylinder, and at least one fuel injection valve is attached to each intake port. An internal combustion engine is provided.

請求項４の発明によれば、請求項１から３の発明において、燃料噴射量の制御を燃料圧力の変さらによりおこなうようにした内燃機関が提供される。 According to a fourth aspect of the present invention, there is provided an internal combustion engine according to the first to third aspects of the invention, wherein the fuel injection amount is controlled by changing the fuel pressure.

本発明によれば燃料が吸気弁の開弁期間の略全域にわたって噴射され燃料の偏りが発生せず燃焼が悪化しない。   According to the present invention, fuel is injected over substantially the entire area of the intake valve opening period, so that no fuel deviation occurs and combustion does not deteriorate.

以下、添付の図面を参照して本発明の実施の形態を説明する。
図１は本発明の各実施の形態に共通のハード構成を概略的に示す図であって、本発明が適用されている内燃機関の１つの気筒を上方から見た場合を示している。
シリンダ１に対して第１吸気ポート１１と第２吸気ポート１２の２つの吸気ポート、および、第１排気ポート２１と第２排気ポート２２の２つの排気ポートが取り付けられている。 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a diagram schematically showing a hardware configuration common to each embodiment of the present invention, and shows a case where one cylinder of an internal combustion engine to which the present invention is applied is viewed from above.
Two intake ports, a first intake port 11 and a second intake port 12, and two exhaust ports, a first exhaust port 21 and a second exhaust port 22, are attached to the cylinder 1.

第１吸気ポート１１と第２吸気ポート１２には、それぞれ第１燃料噴射弁３１と第２燃料噴射弁３２が取り付けられている。第１燃料噴射弁３１と第２燃料噴射弁３２には燃料タンク３０から燃料ポンプ３３により燃料パイプ３４を通って燃料が供給される。この実施の形態では燃料ポンプ３３の吐出圧が可変とされている。   A first fuel injection valve 31 and a second fuel injection valve 32 are attached to the first intake port 11 and the second intake port 12, respectively. Fuel is supplied to the first fuel injection valve 31 and the second fuel injection valve 32 from the fuel tank 30 through the fuel pipe 34 by the fuel pump 33. In this embodiment, the discharge pressure of the fuel pump 33 is variable.

第１吸気ポート１１と第２吸気ポート１２からシリンダ１への入り口には、それぞれ、第１吸気弁１３と第２吸気弁１４が配設されており、第１吸気弁１３と第２吸気弁１４は同じタイミングで開閉される。
一方、シリンダ１から第１排気ポート２１と第２排気ポート２２への出口には、それぞれ、第１排気弁２３と第２排気弁２４が配設されている。第１排気弁２３と第２排気弁２４は同じタイミングで開閉される。 A first intake valve 13 and a second intake valve 14 are disposed at the inlets from the first intake port 11 and the second intake port 12 to the cylinder 1, respectively. The first intake valve 13 and the second intake valve 14 is opened and closed at the same timing.
On the other hand, the outlet from the cylinder 1 and the first exhaust port 21 to the second exhaust port 22, respectively, a first exhaust valve 23 and the second exhaust valves 24 are disposed. A first exhaust valve 23 and the second exhaust valves 24 are opened and closed at the same timing.

電子制御ユニット（以下ＥＣＵという）４０は入力ポート４１、出力ポート４２、ＲＡＭ４３、ＲＯＭ４４、ＣＰＵ４５等を共通のバス回路４６で結合したマイクロコンピュータから成り、回転数、負荷等の運転条件に応じて第１燃料噴射弁３１と第２燃料噴射弁３２から噴射される燃料噴射量と燃料噴射時期を制御する。ＥＣＵ４０はその他、例えば、点火時期の制御等を色々な制御をおこなうが本発明とは関係がないので説明はしない。   The electronic control unit (hereinafter referred to as ECU) 40 is composed of a microcomputer in which an input port 41, an output port 42, a RAM 43, a ROM 44, a CPU 45, and the like are connected by a common bus circuit 46. The fuel injection amount and the fuel injection timing injected from the first fuel injection valve 31 and the second fuel injection valve 32 are controlled. The ECU 40 performs various other controls such as ignition timing control, etc., but will not be described because it is not related to the present invention.

以下、各の実施の形態における燃料の噴射について説明するが、はじめに従来技術における燃料の噴射について説明する。図５に示すのが従来技術における燃料噴射であって、従来技術によれば第１、第２燃料噴射弁３１、３２から第１、第２吸気弁１３、１４の開弁期間の中央部分において同時に燃料が噴射され、燃料の偏りが発生しやすい。
なお、参考にクランク角が示されているが噴射期間（長さ）は時間で制御される。また、図の矢印の巾の大きさは燃料圧力を示している。 Hereinafter, the fuel injection in each embodiment will be described. First, the fuel injection in the prior art will be described. FIG. 5 shows the fuel injection in the prior art. According to the prior art, the first and second fuel injection valves 31 and 32 to the first and second intake valves 13 and 14 in the central portion of the valve opening period. At the same time, fuel is injected and fuel bias tends to occur.
Although the crank angle is shown for reference, the injection period (length) is controlled by time. Further, the width of the arrow in the figure indicates the fuel pressure.

図２は第１の実施の形態における燃料の噴射を説明する図であるが、比較のために、図５の場合と同じ運転条件、すなわち図５と同じ量の燃料を噴射する場合を示している。
図２に示されるように、第１燃料噴射弁３１から第１吸気弁１３の開弁期間の前半の略５０％の期間にわたって、第２燃料噴射弁３２から第２吸気弁１４の開弁期間の後半の略５０％の期間にわたって、燃料が噴射される。その結果、第１、第２吸気弁１３、１４の開弁期間の略全期間にわたって燃料が噴射され燃料の偏りが発生しにくい。矢印の巾は図５に比べると小さくされているが、燃料の噴射期間が長いので、同じ量の燃料が噴射されるようにするには燃料の圧力を下げる必要があるためである。なお、図５に示した場合と同様に噴射期間（長さ）は時間で制御される。 FIG. 2 is a diagram for explaining fuel injection in the first embodiment. For comparison, the same operating conditions as in FIG. 5, that is, the case where the same amount of fuel as in FIG. Yes.
As shown in FIG. 2, the valve opening period from the second fuel injection valve 32 to the second intake valve 14 is approximately 50% of the first half of the valve opening period from the first fuel injection valve 31 to the first intake valve 13. The fuel is injected over a period of approximately 50% in the latter half of the period. As a result, fuel is injected over substantially the entire opening period of the first and second intake valves 13 and 14, and the fuel is less likely to be biased. Although the width of the arrow is smaller than that in FIG. 5, the fuel injection period is long, so that it is necessary to lower the fuel pressure in order to inject the same amount of fuel. Note that the injection period (length) is controlled by time as in the case shown in FIG.

図３は、同様に、第２の実施の形態における燃料の噴射を説明する図である。
図３に示されるように、第１燃料噴射弁３１、３２から、それぞれ第１、第２吸気弁１３、１４の開弁期間の略１／６ずつ交互に燃料が噴射される。その結果、吸気弁１３、１４の開弁期間の略全期間にわたって燃料がより均等に噴射され、さらに、燃料の偏りが発生しにくい。各燃料噴射弁３１，３２からの噴射期間は図２の場合と同じであるので燃料圧力を示す矢印の巾は図２と同じとされている。なお、図５に示した場合と同様に噴射期間（長さ）は時間で制御される。 FIG. 3 is also a view for explaining fuel injection in the second embodiment.
As shown in FIG. 3, fuel is alternately injected from the first fuel injection valves 31 and 32 by approximately 1/6 of the valve opening periods of the first and second intake valves 13 and 14, respectively. As a result, the fuel is injected more evenly over substantially the entire opening period of the intake valves 13 and 14, and further, the fuel is less likely to be biased. The injection period from each of the fuel injection valves 31 and 32 is the same as in FIG. 2, so the width of the arrow indicating the fuel pressure is the same as in FIG. Note that the injection period (length) is controlled by time as in the case shown in FIG.

図４は、同様に、第３の実施の形態における燃料の噴射を説明する図である。
この第４の実施の形態では、第１、第２の実施の形態とは異なり燃料噴射期間を時間ではなくクランク角で制御している。図示されるように第１、第２燃料噴射弁３１、３２から、それぞれ第１、第２吸気弁１３、１４の開弁期間の略全期間にわたって燃料が噴射される。燃料がより均等に噴射され、さらに、燃料の偏りが発生しにくい。第１、第２の実施の形態に比べて燃料の噴射期間は２倍になっているので燃料圧力の大きさを示す矢印の巾は逆に１／２にされている。 FIG. 4 is also a diagram for explaining fuel injection in the third embodiment.
In the fourth embodiment, unlike the first and second embodiments, the fuel injection period is controlled not by time but by crank angle. As shown in the drawing, fuel is injected from the first and second fuel injection valves 31 and 32 over substantially the entire opening period of the first and second intake valves 13 and 14, respectively. The fuel is injected more evenly, and further, the fuel is less likely to be biased. Since the fuel injection period is doubled compared to the first and second embodiments, the width of the arrow indicating the magnitude of the fuel pressure is halved.

本発明は吸気ポートに燃料を噴射する４サイクル内燃機関に適用することができる。   The present invention can be applied to a four-cycle internal combustion engine that injects fuel into an intake port.

本発明の構成を概略的に示す図である。It is a figure which shows the structure of this invention roughly. 本発明の第１の実施の形態の燃料噴射を説明する図である。It is a figure explaining fuel injection of a 1st embodiment of the present invention. 本発明の第２の実施の形態の燃料噴射を説明する図である。It is a figure explaining the fuel injection of the 2nd Embodiment of this invention. 本発明の第３の実施の形態の燃料噴射を説明する図である。It is a figure explaining the fuel injection of the 3rd Embodiment of this invention. 従来技術における燃料噴射を説明する図である。It is a figure explaining the fuel injection in a prior art.

符号の説明Explanation of symbols

１１、１２ 第１、第２吸気ポート
１３、１４ 第１、第２吸気弁
２１、２２ 第１、第２排気ポート
２３、２４ 第１、第２排気弁
３１、３２ 第１、第２燃料噴射弁
４０ ＥＣＵ 11, 12 First and second intake ports 13, 14 First and second intake valves 21, 22 First and second exhaust ports 23 and 24 First and second exhaust valves 31, 32 First and second fuel injections Valve 40 ECU

Claims (4)

４サイクル内燃機関であって、吸気ポートに取り付けた燃料噴射弁から吸気弁の開弁期間中にのみ燃料を噴射するものにおいて、
要求される量の燃料が、吸気弁の開弁期間の略全期間にわたって略均等に噴射されるようにされており、
吸気ポートに複数の燃料噴射弁を設け、複数の燃料噴射弁から位相差を設けて燃料を噴射する、ことを特徴とする内燃機関。 In a four-cycle internal combustion engine that injects fuel only from the fuel injection valve attached to the intake port during the opening period of the intake valve,
The required amount of fuel is injected substantially evenly over substantially the entire intake valve opening period ,
An internal combustion engine having a plurality of fuel injection valves in an intake port, and injecting fuel with a phase difference from the plurality of fuel injection valves . 各燃料噴射弁から、複数回ずつ燃料を噴射する、ことを特徴とする請求項１に記載の内燃機関。 The internal combustion engine according to claim 1, wherein fuel is injected from each fuel injection valve a plurality of times . 各気筒に複数の吸気ポートが取り付けられ、各吸気ポートにそれぞれ少なくとも１個の燃料噴射弁が取り付けられている、ことを特徴とする請求項１又は２に記載の内燃機関。 The internal combustion engine according to claim 1 or 2 , wherein a plurality of intake ports are attached to each cylinder, and at least one fuel injection valve is attached to each intake port . 燃料噴射量の制御を燃料圧力の変さらによりおこなうことを特徴とする請求項１から３に記載の内燃機関。 4. The internal combustion engine according to claim 1, wherein the fuel injection amount is controlled by changing the fuel pressure .
JP2005123267A 2005-04-21 2005-04-21 Internal combustion engine Expired - Fee Related JP4525441B2 (en)

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