JPH0466720A - Cylinder inside injection type spark ignition engine - Google Patents
Cylinder inside injection type spark ignition engineInfo
- Publication number
- JPH0466720A JPH0466720A JP2179432A JP17943290A JPH0466720A JP H0466720 A JPH0466720 A JP H0466720A JP 2179432 A JP2179432 A JP 2179432A JP 17943290 A JP17943290 A JP 17943290A JP H0466720 A JPH0466720 A JP H0466720A
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- injection valve
- fuel
- injected
- cylinder head
- 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.)
- Pending
Links
- 238000002347 injection Methods 0.000 title claims abstract description 73
- 239000007924 injection Substances 0.000 title claims abstract description 73
- 239000000446 fuel Substances 0.000 claims abstract description 110
- 238000002485 combustion reaction Methods 0.000 claims abstract description 27
- 230000006835 compression Effects 0.000 claims abstract description 12
- 238000007906 compression Methods 0.000 claims abstract description 12
- 238000010586 diagram Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- 239000000203 mixture Substances 0.000 description 3
- 101150064138 MAP1 gene Proteins 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/26—Pistons having combustion chamber in piston head
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は筒内噴射式火花点火機関に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a direct injection spark ignition engine.
特開昭５９−２０６６１３号公報には、機関温度を検出
する温度センサを設け、機関温度が予約定められた温度
以上になるとシリンダヘッド内壁面に向けて燃料噴射弁
から燃料を噴射せしめて冷却するようにした内燃機関が
開示されている。JP-A-59-206613 discloses that a temperature sensor is provided to detect the engine temperature, and when the engine temperature exceeds a predetermined temperature, fuel is injected from a fuel injection valve toward the inner wall surface of the cylinder head to cool it down. An internal combustion engine is disclosed.
しかしながらこの内燃機関においては、燃料噴射量の少
ない低負荷運転時においてシリンダヘッド内壁面に向け
て燃料を噴射すると、燃料がシリンダ内全体に分散して
しまい着火が悪化するという問題がある。However, in this internal combustion engine, there is a problem that if fuel is injected toward the inner wall surface of the cylinder head during low-load operation with a small fuel injection amount, the fuel will be dispersed throughout the cylinder, resulting in poor ignition.
上記問題点を解決するため本発明によれば、ピストン頂
面に凹状燃焼室を形成し、上死点近傍で凹状燃焼室内に
臨む点火栓を設けると共に、凹状燃焼室内に指向する第
１の燃料噴射弁とシリンダヘッド内壁面に指向する第２
の燃料噴射弁を設け、低負荷運転時には圧縮行程におい
て第１の燃料噴射弁から凹状燃焼室内に向かって燃料を
噴射せしすると共に、高負荷運転時には吸気行程におい
て第２の燃料噴射弁からシリンダヘッド内壁面に向けて
燃料を噴射せしするようにしている。In order to solve the above problems, according to the present invention, a concave combustion chamber is formed on the top surface of the piston, an ignition plug is provided that faces into the concave combustion chamber near top dead center, and the first fuel is directed into the concave combustion chamber. The second valve is oriented toward the inner wall surface of the injection valve and cylinder head.
The first fuel injection valve injects fuel into the concave combustion chamber during the compression stroke during low-load operation, and the second fuel injection valve injects fuel into the cylinder during the intake stroke during high-load operation. The fuel is injected toward the inner wall surface of the head.
低負荷運転時には圧縮行程において第１の燃料噴射弁か
ら凹状燃焼室内に向かって燃料が噴射せしめられ、噴射
燃料がシリンダ内に分散することを防止することができ
る。During low load operation, fuel is injected from the first fuel injection valve into the concave combustion chamber during the compression stroke, making it possible to prevent the injected fuel from dispersing within the cylinder.
また、高負荷運転時には吸気行程において第２の燃料噴
射弁からシリンダヘッド内壁面に向けて燃料が噴射せし
められるたｔに、シリンダヘッド内壁面およびその近傍
が冷却せしめられると共に、噴射燃料はシリンダ内全体
に分散する。In addition, during high-load operation, during the intake stroke, fuel is injected from the second fuel injection valve toward the inner wall surface of the cylinder head, and the inner wall surface of the cylinder head and its vicinity are cooled, and the injected fuel is Distribute throughout.
第１図には内燃機関の縦断面図を示す。第１図を参照す
ると、１はシリンダブロック、２はシリンダヘッド、３
はシリンダブロック内を往復動するピストン、４はピス
トン３頂面に形成された凹状の燃焼室、５はピストン３
頂面とシリンダへラド２内壁面間に形成されるシリンダ
室、６は排気弁を夫々示す。点火栓７は、ピストン３が
上死点近傍において燃焼室４内に臨むようにシリンダヘ
ッド２に設けられている。第１の燃料噴射弁である高圧
燃料噴射弁８は斜め下方を指向してシリンダ室５の上部
に配置される。高圧燃料噴射弁８の燃料噴射方向および
燃料噴射時期は、噴射燃料が燃焼室４内を指向するよう
に決められている。この高圧燃料噴射弁８は山開弁の型
式である。第２の燃料噴射弁である低圧燃料噴射弁９は
斜約上方を指向してシリンダ室５の側部に配置される。FIG. 1 shows a longitudinal sectional view of an internal combustion engine. Referring to FIG. 1, 1 is a cylinder block, 2 is a cylinder head, and 3 is a cylinder block.
4 is a concave combustion chamber formed on the top surface of the piston 3; 5 is a piston 3 that reciprocates within the cylinder block;
A cylinder chamber 6 is formed between the top surface and the inner wall surface of the cylinder rad 2, and numeral 6 indicates an exhaust valve. The ignition plug 7 is provided in the cylinder head 2 so that the piston 3 faces into the combustion chamber 4 near top dead center. A high-pressure fuel injection valve 8, which is a first fuel injection valve, is arranged at the upper part of the cylinder chamber 5 so as to face obliquely downward. The fuel injection direction and fuel injection timing of the high-pressure fuel injection valve 8 are determined so that the injected fuel is directed into the combustion chamber 4 . This high-pressure fuel injection valve 8 is of a convex-opening type. A low-pressure fuel injection valve 9, which is a second fuel injection valve, is arranged on the side of the cylinder chamber 5, oriented obliquely upward.
低圧燃料噴射弁９は、噴射燃料がシリンダヘッド２内壁
面の下面に指向するように配置される。この低圧燃料噴
射弁は外聞弁の型式であるが、高圧燃料噴射弁８と同様
の型式のものであってもよい。The low-pressure fuel injection valve 9 is arranged so that the injected fuel is directed toward the lower surface of the inner wall surface of the cylinder head 2 . This low-pressure fuel injection valve is of the outer valve type, but may be of the same type as the high-pressure fuel injection valve 8.
第２図には燃料噴射弁８．９を制御するた約の制御ユニ
ットを示す。第２図を参照すると、電子制御ユニット２
０はディジタルコンビコータからなり、双方向性バス２
１によって相互に接続されたＲＯＭ （リードオンリメ
モリ）２２、ＲＡＭ （ランダムアクセスメモリ）２３
、ＣＰＵ（マイクロプロセッサ）２４、入力ポート２５
および出力ポート２６を具備する。機関回転数Ｎｅに比
例した出力パルスを発生する回転数センサ１０の出力パ
ルスは人力ボート２５に入力される。アクセルペダル（
図示せず）の開度θＡに応じた出力電圧を発生するアク
セル開度センサ１１の出力電圧はＡ／Ｄコンバータ２７
を介して人力ボート２５に人力される。一方、高圧燃料
噴射弁８および低圧燃料噴射弁９は対応する駆動回路２
８．２９を介して出力ポート２６に接続される。FIG. 2 shows the control unit for controlling the fuel injection valves 8.9. Referring to FIG. 2, electronic control unit 2
0 consists of a digital combicoater, bidirectional bus 2
ROM (read only memory) 22 and RAM (random access memory) 23 interconnected by 1
, CPU (microprocessor) 24, input port 25
and an output port 26. The output pulse of the rotation speed sensor 10, which generates an output pulse proportional to the engine rotation speed Ne, is input to the human-powered boat 25. Accelerator pedal(
The output voltage of the accelerator opening sensor 11, which generates an output voltage according to the opening degree θA (not shown), is transferred to the A/D converter 27.
The vehicle is powered by a human-powered boat 25 via the . On the other hand, the high pressure fuel injection valve 8 and the low pressure fuel injection valve 9 are connected to the corresponding drive circuit 2.
8.29 to the output port 26.
第３図には燃料噴射の制御パターンの第１の実施例を示
す。機関負荷が予め定められた負荷ＬＡより小さい低負
荷運転時においては圧縮行程後期に高圧燃料噴射弁８だ
けから燃料が噴射される。FIG. 3 shows a first embodiment of a fuel injection control pattern. During low-load operation when the engine load is smaller than the predetermined load LA, fuel is injected only from the high-pressure fuel injection valve 8 in the latter half of the compression stroke.
高圧燃料噴射弁８は燃焼室４内に向けて燃料を噴射する
ために、大部分の噴射燃料は燃焼室４内に存在し、シリ
ンダ室５内にはほとんど分散しない。Since the high-pressure fuel injection valve 8 injects fuel into the combustion chamber 4, most of the injected fuel exists within the combustion chamber 4 and is hardly dispersed into the cylinder chamber 5.
このため燃焼室４内に着火可能な混合気が形成され、燃
料噴射量の少ない低負荷運転時においても良好な着火を
得ることができ、ＨＣの増大を防止することができる。Therefore, an ignitable air-fuel mixture is formed in the combustion chamber 4, and good ignition can be obtained even during low-load operation with a small amount of fuel injection, and an increase in HC can be prevented.
一方、機関負荷が予め定められた負荷ＬＡより大きくな
ると吸気行程において低圧燃料噴射弁９だけから燃料が
噴射される。低圧燃料噴射弁９はシリンダヘッド２内壁
面の下面に向けて燃料を噴射する。このとき噴射燃料の
一部は点火プラグ７および排気弁６等のノック発生の原
因となる局所的高温部に付着し、こられの部分の熱を奪
って気化する。このた約これらの局所的高温部を冷却す
ることができる。従って耐ノツク性を向上せしめること
ができると共にプラグ寿命の延長も図ることができる。On the other hand, when the engine load becomes larger than the predetermined load LA, fuel is injected only from the low-pressure fuel injection valve 9 during the intake stroke. The low pressure fuel injection valve 9 injects fuel toward the lower surface of the inner wall surface of the cylinder head 2 . At this time, a portion of the injected fuel adheres to locally high temperature parts such as the ignition plug 7 and the exhaust valve 6 that cause knocking, absorbs heat from these parts, and vaporizes. This allows these locally high temperature areas to be cooled down. Therefore, the knock resistance can be improved and the life of the plug can be extended.
シリンダへラド２内壁面に向けて噴射された燃料はシリ
ンダ室５内全体に拡散する。The fuel injected into the cylinder toward the inner wall surface of the rad 2 diffuses throughout the cylinder chamber 5.
燃料噴射は吸気行程において実行されるたｔ着火までの
時間が比較的長（、このためシリンダ室５内全体に良好
な混合気が形成される。従ってシリンダ室５内の空気を
十分に利用して燃焼することができるため空気利用率を
高め高出力を得ることができる。なお、機関負荷ＬＡに
おける燃料噴射量ＱＡは、噴射燃料がシリンダ室５内全
体に拡散しても着火および火炎伝播可能な混合気を形成
し得る燃料噴射量である。Fuel injection is performed during the intake stroke, and the time until ignition is relatively long (for this reason, a good air-fuel mixture is formed throughout the cylinder chamber 5. Therefore, the air within the cylinder chamber 5 is fully utilized. Since the air utilization rate can be increased and high output can be obtained, the fuel injection amount QA at the engine load LA allows ignition and flame propagation even if the injected fuel is diffused throughout the cylinder chamber 5. This is the amount of fuel injected that can form an air-fuel mixture.
なお低負荷運転時においては燃焼による発生熱量が少な
いため、また主に燃焼室４内で燃焼が行なわれるために
シリンダへラド２内壁面の昇温は比較的小さくなる。こ
のたｔ１シリンダへラド２内壁面等を冷却する必要はな
い。Note that during low-load operation, since the amount of heat generated by combustion is small, and since combustion mainly takes place within the combustion chamber 4, the temperature rise on the inner wall surface of the cylinder Radius 2 is relatively small. In addition, there is no need to cool the inner wall surface of the rad 2 to the t1 cylinder.
第４図には本実施例の燃料噴射弁の制御を実行するため
のルーチンを示す。第４図を参照すると、まずステップ
３０において機関回転数Ｎｅおよびアクセル開度θＡが
読み込まれる。ステップ３１ではマツプ１（第５図）か
ら、ＮｅおよびθＡに基づいて要求燃料噴射量Ｑが算出
される。第５図を参照するとＱはθＡが増大するにつれ
て増大し、Ｎｅが４０００ｒｐｍ付近で最大値を有する
。ステップ３２では要求燃料噴射量Ｑが予め定められた
燃料噴射量ＱＡ以下か否か判定される。燃料噴射量ＱＡ
は第３図に示される予め定められた機関負荷ＬＡに対応
する燃料噴射量である。Ｑ≦ＱＡの場合には、ステップ
３３に進み圧縮行程後期の所定クランク角において高圧
燃料噴射弁８から燃料が噴射せしめられる。一方、Ｑ＞
ＱＡの場合にはステップ３４に進み吸気行程の所定クラ
ンク角において低圧燃料噴射弁９から燃料が噴射せしめ
られる。FIG. 4 shows a routine for controlling the fuel injection valve of this embodiment. Referring to FIG. 4, first, in step 30, the engine speed Ne and the accelerator opening degree θA are read. In step 31, the required fuel injection amount Q is calculated from map 1 (FIG. 5) based on Ne and θA. Referring to FIG. 5, Q increases as θA increases, and Ne has a maximum value near 4000 rpm. In step 32, it is determined whether the required fuel injection amount Q is less than or equal to a predetermined fuel injection amount QA. Fuel injection amount QA
is the fuel injection amount corresponding to the predetermined engine load LA shown in FIG. If Q≦QA, the process proceeds to step 33, where fuel is injected from the high-pressure fuel injection valve 8 at a predetermined crank angle in the latter half of the compression stroke. On the other hand, Q>
In the case of QA, the routine proceeds to step 34, where fuel is injected from the low pressure fuel injection valve 9 at a predetermined crank angle of the intake stroke.
第６図には燃料噴射の制御パターンの第２の実施例を示
す。機関負荷が負荷り、より小さい低負荷運転時におい
ては圧縮行程後期に高圧燃料噴射弁８だけから燃料が噴
射される。機関負荷が負荷Ｌｃより大きい高負荷運転時
においては吸気行程に低圧燃料噴射弁９だけから燃料が
噴射される。FIG. 6 shows a second embodiment of the fuel injection control pattern. During low engine load operation, fuel is injected only from the high pressure fuel injection valve 8 in the latter half of the compression stroke. During high-load operation where the engine load is greater than the load Lc, fuel is injected only from the low-pressure fuel injection valve 9 during the intake stroke.
機関負荷が負荷ＬＨより大きく負荷Ｌｃより小さい中負
荷運転時においては吸気行程に低圧燃料噴射弁９から燃
料を噴射すると共に圧縮行程後期に高圧燃料噴射弁８か
ら燃料を噴射する。すなわち中負荷運転時においては分
割噴射を実行し、負荷の増大に伴なって圧縮行程燃料噴
射量を減少せしめると共に吸気行程燃料噴射量を増大せ
しめる。During medium load operation where the engine load is greater than the load LH and less than the load Lc, fuel is injected from the low pressure fuel injection valve 9 during the intake stroke, and fuel is injected from the high pressure fuel injection valve 8 during the latter half of the compression stroke. That is, during medium load operation, split injection is performed, and as the load increases, the compression stroke fuel injection amount is decreased and the intake stroke fuel injection amount is increased.
このたｔ、本実施例によれば第１の実施例に対し中負荷
運転時における燃焼を改善することができる。In addition, according to this embodiment, combustion during medium load operation can be improved compared to the first embodiment.
第７図には第２の実施例を実行するためのルーチンを示
す。第７図を参照すると、ステップ３０および３１は第
４図におけるステップ３０および３１と同様である。ス
テップ４０において要求燃料噴射量Ｑが０３以上か否か
判定される。ＱＩｌは第６図に示される機関負荷り、に
対応する燃料噴射量である。FIG. 7 shows a routine for executing the second embodiment. Referring to FIG. 7, steps 30 and 31 are similar to steps 30 and 31 in FIG. In step 40, it is determined whether the required fuel injection amount Q is 03 or more. QIl is the fuel injection amount corresponding to the engine load shown in FIG.
Ｑ＜ＱＢの場合には、ステップ４１に進み圧縮行程後期
の所定クランク角において高圧燃料噴射弁８から燃料が
噴射せし必られる。一方、Ｑ≧Ｑ、の場合にはステップ
４２に進み要求燃料噴射量ＱがＱ。If Q<QB, the process proceeds to step 41, where fuel is required to be injected from the high-pressure fuel injection valve 8 at a predetermined crank angle in the latter half of the compression stroke. On the other hand, if Q≧Q, the process proceeds to step 42 and the required fuel injection amount Q is Q.
以下か否か判定される。Ｑｃは第６図に示される機関負
荷り。に対応する燃料噴射量である。Ｑ〉Ｑｃの場合に
は、ステップ４３に進み吸気行程の所定クランク角にお
いて低圧燃料噴射弁９から燃料が噴射せしめられる。Ｑ
≦Ｑｃの場合にはステップ４４に進み、吸気行程におい
て低圧燃料噴射弁９から燃料が噴射せしめられると共に
圧縮行程後期において高圧燃料噴射弁８から燃料が噴射
せしめられる。It is determined whether or not the value is less than or equal to the value. Qc is the engine load shown in Figure 6. is the fuel injection amount corresponding to If Q>Qc, the process proceeds to step 43, where fuel is injected from the low-pressure fuel injection valve 9 at a predetermined crank angle of the intake stroke. Q
If ≦Qc, the process proceeds to step 44, where fuel is injected from the low pressure fuel injection valve 9 in the intake stroke and fuel is injected from the high pressure fuel injection valve 8 in the latter half of the compression stroke.
低負荷運転時には噴射燃料がシリンダ内に分散すること
を防止することができるため良好な着火を確保できると
共にＨＣの増大を防止することができる。During low load operation, it is possible to prevent the injected fuel from dispersing within the cylinder, thereby ensuring good ignition and preventing an increase in HC.
一方、高負荷運転時にはシリンダヘッド内壁面およびそ
の近傍を冷却するために耐ノツク性を向上せしめること
ができると共に、噴射燃料がシリンダ内全体に分散する
ために空気利用率を向上せしめることができる。On the other hand, during high-load operation, the inner wall surface of the cylinder head and its vicinity can be cooled, thereby improving knock resistance, and since the injected fuel is dispersed throughout the cylinder, the air utilization rate can be improved.
第１図は内燃機関の縦断面図、第２図は制御ユニットを
示す図、第３図は第１の実施例の燃料噴射制御を示す線
図、第４図は第１の実施例を実行するためのフローチャ
ート、第５図はアクセル開度および機関回転数と要求燃
料噴射量の関係を示す線図、第６図は第２の実施例の燃
料噴射制御を示す線図、第７図は第２の実施例を実行す
るためのフローチャートである。
２・・・シリンダヘッド、 ３・・・ピストン、４・
・・燃焼室、
７・・・点火栓、
訃・・高圧燃料噴射弁、
９・・・低圧燃料噴射弁。Fig. 1 is a longitudinal cross-sectional view of the internal combustion engine, Fig. 2 is a diagram showing the control unit, Fig. 3 is a diagram showing fuel injection control of the first embodiment, and Fig. 4 is a diagram showing the execution of the first embodiment. 5 is a diagram showing the relationship between the accelerator opening degree and engine speed and the required fuel injection amount, FIG. 6 is a diagram showing the fuel injection control of the second embodiment, and FIG. 7 is a flowchart for executing the second embodiment. 2... Cylinder head, 3... Piston, 4...
... Combustion chamber, 7. Spark plug, 2.. High pressure fuel injection valve, 9.. Low pressure fuel injection valve.
Claims (1)
記凹状燃焼室内に臨む点火栓を設けると共に、前記凹状
燃焼室内に指向する第１の燃料噴射弁とシリンダヘッド
内壁面に指向する第２の燃料噴射弁を設け、低負荷運転
時には圧縮行程において前記第１の燃料噴射弁から前記
凹状燃焼室内に向かって燃料を噴射せしめると共に、高
負荷運転時には吸気行程において前記第２の燃料噴射弁
から前記シリンダヘッド内壁面に向けて燃料を噴射せし
めるようにした筒内噴射式火花点火機関。A concave combustion chamber is formed on the top surface of the piston, an ignition plug is provided that faces into the concave combustion chamber near top dead center, and a first fuel injection valve is oriented into the concave combustion chamber and a first fuel injection valve is oriented toward the inner wall surface of the cylinder head. Two fuel injection valves are provided, and during low load operation, fuel is injected from the first fuel injection valve toward the concave combustion chamber in the compression stroke, and during high load operation, the second fuel injection valve is provided in the intake stroke. A direct injection spark ignition engine in which fuel is injected from the cylinder head toward the inner wall surface of the cylinder head.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2179432A JPH0466720A (en) | 1990-07-09 | 1990-07-09 | Cylinder inside injection type spark ignition engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2179432A JPH0466720A (en) | 1990-07-09 | 1990-07-09 | Cylinder inside injection type spark ignition engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0466720A true JPH0466720A (en) | 1992-03-03 |
Family
ID=16065762
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2179432A Pending JPH0466720A (en) | 1990-07-09 | 1990-07-09 | Cylinder inside injection type spark ignition engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0466720A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5605127A (en) * | 1994-05-27 | 1997-02-25 | Mitsubishi Jukogyo Kabushiki Kaisha | Cylinder cover for diesel engine |
| JP2015048825A (en) * | 2013-09-04 | 2015-03-16 | 三菱自動車工業株式会社 | Controller for engine |
-
1990
- 1990-07-09 JP JP2179432A patent/JPH0466720A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5605127A (en) * | 1994-05-27 | 1997-02-25 | Mitsubishi Jukogyo Kabushiki Kaisha | Cylinder cover for diesel engine |
| JP2015048825A (en) * | 2013-09-04 | 2015-03-16 | 三菱自動車工業株式会社 | Controller for engine |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7096853B2 (en) | Direct fuel injection/spark ignition engine control device | |
| US7051701B2 (en) | Direct fuel injection/spark ignition engine control device | |
| EP1515031B1 (en) | System and method for controlling spark-ignition internal combustion engine | |
| US6619242B2 (en) | Combustion control apparatus for engine | |
| US7104249B2 (en) | Direct fuel injection/spark ignition engine control device | |
| US6173690B1 (en) | In-cylinder direct-injection spark-ignition engine | |
| JPH04219445A (en) | Fuel injection control device for multicylinder internal combustion engine | |
| KR100309757B1 (en) | Combustion control device of lean burn internal combustion engine | |
| JP4054711B2 (en) | Variable valve engine | |
| JP2023020229A (en) | engine system | |
| JP4539171B2 (en) | Control device for internal combustion engine | |
| JP3893909B2 (en) | Control device for direct-injection spark-ignition internal combustion engine | |
| JP2009041540A (en) | Control device of gasoline engine | |
| JP2000073803A (en) | Cylinder injection gasoline engine | |
| JP4643967B2 (en) | In-cylinder direct injection spark ignition internal combustion engine controller | |
| JPS60230544A (en) | Fuel injector for engine | |
| JP4517516B2 (en) | 4-cycle engine for automobiles | |
| JP4151425B2 (en) | Control of internal combustion engine during compression ratio change period | |
| JPH0466720A (en) | Cylinder inside injection type spark ignition engine | |
| JPH04183951A (en) | Cylinder direct injection type spark ignition engine | |
| JPH04187841A (en) | Cylinder direct-injection of fuel type spark ignition engine | |
| JPH10317974A (en) | Direct injection type internal combustion engine | |
| JP3572372B2 (en) | Fuel injection control device for direct injection spark ignition engine | |
| JP2004316449A (en) | Direct injection spark ignition type internal combustion engine | |
| JP7523750B2 (en) | Engine System |