JPH048847A - Fuel injection control device for two-cycle engine - Google Patents
Fuel injection control device for two-cycle engineInfo
- Publication number
- JPH048847A JPH048847A JP2110794A JP11079490A JPH048847A JP H048847 A JPH048847 A JP H048847A JP 2110794 A JP2110794 A JP 2110794A JP 11079490 A JP11079490 A JP 11079490A JP H048847 A JPH048847 A JP H048847A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- fuel injection
- ignition
- injection
- air
- 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.)
- Granted
Links
- 238000002347 injection Methods 0.000 title claims abstract description 91
- 239000007924 injection Substances 0.000 title claims abstract description 91
- 239000000446 fuel Substances 0.000 title claims abstract description 88
- 238000001514 detection method Methods 0.000 claims description 7
- 230000000979 retarding effect Effects 0.000 claims description 7
- 238000002485 combustion reaction Methods 0.000 abstract description 13
- 230000003111 delayed effect Effects 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 11
- 239000007789 gas Substances 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000009792 diffusion process Methods 0.000 description 2
- 230000035515 penetration Effects 0.000 description 2
- 239000007921 spray Substances 0.000 description 2
- 235000019013 Viburnum opulus Nutrition 0.000 description 1
- 244000071378 Viburnum opulus Species 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000002000 scavenging effect Effects 0.000 description 1
Classifications
-
- 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
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- 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
-
- 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
- F02B23/101—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 or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
Landscapes
- Combustion Methods Of Internal-Combustion Engines (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〕
本発明は燃料噴射装置を備えた２サイクルエンジンに関
し、特に点火プラグがホットポイントとなって生じるプ
レイグニツシヨン及び端ガスの発火によるノッキングを
燃料の噴射時期の補正によって防止できるようにした燃
料噴射制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a two-stroke engine equipped with a fuel injection device, and particularly to a two-stroke engine equipped with a fuel injection device. The present invention relates to a fuel injection control device that can prevent this by correcting the injection timing.
燃料を圧縮空気とともにシリンダ内に直接噴射する空気
燃料噴射装置を備えた２サイクルエンジンが最近注目さ
れている。この種のエンジンでは、例えば低速低負荷運
転域では、燃料を燃焼室の一部領域に雪塊状に供給し、
該燃料雪塊に点火する、いわゆる層状燃焼を行うように
している。そのため、点火プラグは、上記雪塊への点火
を確実にするためその電極部がシリンダ内に突出するよ
うに配置されるのが一般的である。Two-stroke engines equipped with air-fuel injection devices that inject fuel directly into cylinders together with compressed air have recently attracted attention. In this type of engine, for example, in a low speed and low load operating range, fuel is supplied to a part of the combustion chamber in the form of a snowball,
The fuel snow mass is ignited to perform so-called stratified combustion. Therefore, the spark plug is generally arranged so that its electrode portion protrudes into the cylinder to ensure ignition of the snowpack.
ところが上述のように点火プラグをシリンダ内に突出さ
せると、点火プラグの電極が運転中に高温になりがちで
あり、そのため電極部分がホットポイントとなってプレ
イグニツシヨンが生じ易いという問題がある。However, when the spark plug protrudes into the cylinder as described above, the electrode of the spark plug tends to become hot during operation, which causes the problem that the electrode becomes a hot point and preignition is likely to occur.
また噴射された燃料が燃焼室内に広く拡散された状態で
の燃焼、つまりいわゆる予混合燃焼が行われる運転領域
では、火花点火による火炎が燃焼室端部に位置する端ガ
スを断熱圧縮することとなる。そしてこのような端ガス
は、温度が所定値以上になると発火して一度に燃焼し、
この急激な燃焼により著しい圧力非平衡状態、いわゆる
ノッキングが発生する。In addition, in the operating region where the injected fuel is widely diffused in the combustion chamber, that is, in the operating range where so-called premix combustion occurs, the flame caused by spark ignition compresses the end gas located at the end of the combustion chamber adiabatically. Become. When the temperature of these end gases rises above a predetermined value, they ignite and burn all at once.
This rapid combustion causes a significant pressure imbalance state, so-called knocking.
本発明の目的は、上記プレイグニツシヨン、及びノッキ
ングを防止できるようにした２サイクルエンジンの燃料
噴射制御装置を提供する点にある。An object of the present invention is to provide a fuel injection control device for a two-stroke engine that can prevent the pre-ignition and knocking described above.
ｃ問題点を解決するための手段〕
本発明は、燃料をシリンダ内に直接噴射する燃料噴射装
置と、該噴射装置から噴射された燃料に点火する点火プ
ラグとを備えた２サイクルエンジンにおいて、上記燃料
の噴射時期及び噴射期間を制御する燃料噴射制御装置で
あって、プレイグニツシヨン又はノッキングの発生を検
出する検出手段と、該検出手段からの検出信号に基づい
て上記燃料噴射装置からの燃料の少なくとも噴射終了時
期を遅角させる噴射時期補正手段とを備えたことを特徴
としている。Means for Solving Problem c] The present invention provides a two-stroke engine equipped with a fuel injection device that directly injects fuel into a cylinder, and a spark plug that ignites the fuel injected from the injection device. A fuel injection control device that controls fuel injection timing and injection period, and includes a detection means for detecting the occurrence of preignition or knocking, and a control device for controlling fuel injection from the fuel injection device based on a detection signal from the detection means. The present invention is characterized in that it includes at least injection timing correction means for retarding the injection end timing.
ここで本発明において燃料の少なくとも噴射終了時期を
遅角させるとは、噴射開始時期及び終了時期の両方を、
つまり全体的に遅角させる場合、及び開始時期はそのま
まで終了時期のみを遅角させる場合の両方を含む趣旨で
ある。Here, in the present invention, retarding at least the injection end timing of fuel means that both the injection start timing and the end timing are delayed.
In other words, this includes both cases in which the entire timing is retarded and cases in which only the end timing is retarded while the start timing remains the same.
本発明に係る燃料噴射制御装置によれば、プレイグニツ
シヨン、ノッキング発生時には燃料の少なくとも噴射終
了時期を遅角させたので、シリンダ内圧が上昇してプレ
イグニツシヨンが生じやすい圧縮行程後期においても燃
料が噴射されることとなり、点火プラグが上記噴射され
た燃料によって冷却されて電極付近の温度上昇が抑制さ
れ、プレイグニツシヨンが発生し難くなる。According to the fuel injection control device according to the present invention, at least the end timing of fuel injection is retarded when preignition or knocking occurs, so even in the latter half of the compression stroke when the cylinder internal pressure increases and preignition is likely to occur, the fuel injection control device As a result, the spark plug is cooled by the injected fuel, suppressing a temperature rise near the electrode, and making it difficult for pre-ignition to occur.
また燃料の噴射終了時期を遅らせたので、シリンダ内圧
力が上昇した時点で燃料を噴射することとなる。従って
それだけシリンダ内圧力と燃料噴射圧力との差が小さく
なり、噴霧の貫通力が弱くなって燃料がシリンダ内にて
拡散しにくくなり、そのため端ガスの発生量が減少し、
その結果ノッキングが抑制される。Furthermore, since the fuel injection end timing is delayed, the fuel is injected when the cylinder pressure increases. Therefore, the difference between the cylinder internal pressure and the fuel injection pressure becomes smaller, and the penetration force of the spray becomes weaker, making it difficult for the fuel to diffuse inside the cylinder, and as a result, the amount of end gas generated decreases.
As a result, knocking is suppressed.
以下、本発明の実施例を図について説明する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図ないし第５図は本発明の一実施例による空気燃料
噴射式２サイクルエンジンの空気燃料噴射制御装置を説
明するための図であり、第１図はその構成図、第２図は
噴射条件を示す噴射タイミング図、第３図は空気燃料噴
射式２サイクルエンジンの断面側面図、第４図はプレイ
グニツシヨン。1 to 5 are diagrams for explaining an air-fuel injection control device for an air-fuel injection type two-cycle engine according to an embodiment of the present invention, FIG. 1 is a configuration diagram thereof, and FIG. 2 is an injection An injection timing diagram showing the conditions, Fig. 3 is a cross-sectional side view of an air-fuel injection type two-stroke engine, and Fig. 4 is a pre-ignition diagram.
ノッキング状態を説明するためのクランク角−シリンダ
内圧力特性図、第５図は動作を説明するためのフローチ
ャート図である。A crank angle-cylinder pressure characteristic diagram for explaining the knocking state, and FIG. 5 is a flowchart diagram for explaining the operation.
図において、１は空気及び燃料をシリンダ内に直接噴射
するように構成された水冷式２サイクル並列３気筒エン
ジンであり、該エンジン１はクランクケース２上に、３
つのシリンダ３ａがクランク軸方向に並列に形成された
シリンダボディ３を搭載してボルト締め固定するととも
に、該シリンダボディ３上にシリンダヘッド４を締結ボ
ルト４ｂで固定した構造のものである。ここで上記締結
ボルト４ｂにはロードワンシャタイプの圧力センサ２３
が装着されており、これは後述の燃焼室１７の内の圧力
変動を検出する。In the figure, reference numeral 1 is a water-cooled two-stroke parallel three-cylinder engine configured to directly inject air and fuel into the cylinders.
Two cylinders 3a are mounted with cylinder bodies 3 formed in parallel in the crankshaft direction and fixed with bolts, and a cylinder head 4 is fixed onto the cylinder bodies 3 with fastening bolts 4b. Here, the fastening bolt 4b has a load one-shaft type pressure sensor 23.
is installed, which detects pressure fluctuations within the combustion chamber 17, which will be described later.
上記シリンダへ７ド４の下面の上記各シリンダ３ａに対
応する部分には、該シリンダ３ａ内に挿入されたピスト
ン５の上面に形成された凹部５ａとで燃焼室１７を構成
する燃焼凹部４ａが形成されており、該燃焼室１７内に
は点火プラグ１８の電極部１８ａが挿入されている。そ
して上記シリンダヘッド４の上面の各燃焼室１７の上方
部分には、それぞれ空気燃料噴射装置１９が装着されて
いる。該各空気燃料噴射装置１９は主として、上記シリ
ンダヘッド４に挿入固着された噴射ボディ２０と、該噴
射ボディ２０内に形成された空気室及び燃料室の噴射口
を弁体で開閉するバルブ機構２１と、上記噴射ボディ２
０の外壁の後側部分ムこ装着され、上記燃料室に燃料を
供給する燃料噴射弁２２とから構成されている。また、
１４ａは燃料供給用フューエルレール、１４ｂは圧縮空
気供給用エアレールである。上記バルブ機構２１が弁体
で噴射口を開いている間、空気室内の圧縮空気がシリン
ダ内に噴射されるとともに、燃料噴射弁２２からの燃料
がシリンダ内に噴射される。A combustion recess 4a that forms a combustion chamber 17 with a recess 5a formed on the upper surface of the piston 5 inserted into the cylinder 3a is provided in a portion of the lower surface of the cylinder 4 corresponding to each cylinder 3a. An electrode portion 18a of a spark plug 18 is inserted into the combustion chamber 17. An air-fuel injection device 19 is installed in the upper portion of each combustion chamber 17 on the upper surface of the cylinder head 4, respectively. Each air-fuel injection device 19 mainly includes an injection body 20 inserted and fixed into the cylinder head 4, and a valve mechanism 21 that opens and closes injection ports of an air chamber and a fuel chamber formed in the injection body 20 with a valve body. and the above injection body 2
The fuel injection valve 22 is mounted on the rear side of the outer wall of the fuel injection valve 22 and supplies fuel to the fuel chamber. Also,
14a is a fuel rail for supplying fuel, and 14b is an air rail for supplying compressed air. While the valve mechanism 21 opens the injection port with the valve body, compressed air in the air chamber is injected into the cylinder, and fuel from the fuel injection valve 22 is injected into the cylinder.
上記各ピストン５はクランク軸６のクランクアーム６ａ
にコンロッド６ｂを介して連結されており、該クランク
アーム６ａはクランク室２ａ内に位置している。また各
クランク室２ａの背面側には外気導入用吸気口２ｂが形
成されている。該各吸気口２ｂにはこれを開閉するり一
ド弁７が配設されており、さらに吸気マニホールド８が
接続されている。Each piston 5 is connected to a crank arm 6a of a crankshaft 6.
The crank arm 6a is located within the crank chamber 2a. Further, an intake port 2b for introducing outside air is formed on the back side of each crank chamber 2a. Each intake port 2b is provided with a closed valve 7 for opening and closing the intake port 2b, and is further connected to an intake manifold 8.
また上記シリンダボディ３の上記各吸気口２ｂ上方部分
に形成された排気口３ｂには排気管１６の各分岐部が接
続されており、この排気管１６は１本に合流した後、下
方に屈曲され、車両後方に延びている。Further, each branch part of an exhaust pipe 16 is connected to the exhaust port 3b formed above each of the intake ports 2b of the cylinder body 3, and after the exhaust pipe 16 merges into one pipe, it is bent downward. and extends to the rear of the vehicle.
２４は上記バルブ機構２１．燃料噴射弁２２による空気
、燃料の噴射時期、噴射期間等、及びイグニッション装
置２５による点火タイミングを制御するＥＣＵである。24 is the valve mechanism 21. This is an ECU that controls the injection timing, injection period, etc. of air and fuel by the fuel injection valve 22, and the ignition timing by the ignition device 25.
該ＥＣＵ２５は上記締結ポル）４ｂに装着された圧力セ
ンサ２３からの圧力信号ａ及びアクセル開度、エンジン
回転速度、クランク角度等のエンジン運転状態を示す信
号すが入力され、圧縮空気の噴射時期、噴射期間を制御
する空気噴射制御信号Ａをバルブ機構２１に、燃料の噴
射時期、噴射期間を制御する燃料噴射制御信号Ｂを燃料
噴射弁２２にそれぞれ出力し、さらに点火タイミング制
御信号Ｃをイブニラシラン装置２５に出力する。The ECU 25 is inputted with a pressure signal a from a pressure sensor 23 attached to the above-mentioned fastening pole 4b and signals indicating engine operating conditions such as accelerator opening, engine rotation speed, crank angle, etc. An air injection control signal A that controls the injection period is output to the valve mechanism 21, a fuel injection control signal B that controls the fuel injection timing and injection period is output to the fuel injection valve 22, and an ignition timing control signal C is output to the ibnirasilane device. Output to 25.
ここで上記ＥＣＵ２４は、圧力センサ２３からの圧力波
形によってプレイグニツシヨン又はノッキングの発生を
判定する０例えばシリンダ内圧力ｐｌが上死点（ＴＤＣ
）から所定クランク角度θにて最大値に達する通常運転
状態（第４図ｉ８）参照）に対し、上記圧力ｐ２が上記
所定角度θ後に最大圧力に達し、その積数ＫＨｚの周波
数で圧力変動を示す場合（第４図山）参照）はノッキン
グと判定し、また圧力ｐ３が上死点付近で最大圧力に達
し、かつ通常の最大圧力より著しく高い場合（例えば低
負荷時３０ｋｇ／ｃｍ”、全負荷時７ Ｑ ｋｇ／ ｃ
ｓ” 、第４図（Ｃ１参照）はプレイグニツシヨンが発
生していると判定する。Here, the ECU 24 determines the occurrence of pre-ignition or knocking based on the pressure waveform from the pressure sensor 23.
), the pressure p2 reaches the maximum value after the predetermined angle θ, and the pressure fluctuates at a frequency of KHz. If the pressure p3 reaches the maximum pressure near the top dead center and is significantly higher than the normal maximum pressure (for example, 30 kg/cm" at low load, knocking is determined). At load 7 Q kg/c
s'' in FIG. 4 (see C1), it is determined that pre-ignition has occurred.
そしてＥＣＵ２４は噴射時期、及び点火時期の補正手段
としても機能するのもであり、プレイグニツシヨンが発
生している七判定した場合は、空気、燃料の噴射終了時
期が遅角するように制御信号Ａ、 Ｂを補正して出力す
る。この場合、例えば第２図に示すように、噴射条件Ｒ
１においてプレイグニツシヨンが発生した場合は、噴射
開始時期はそのままで噴射終了時期のみを遅角させる方
法（Ｒ２）、又は噴射開始時期及び終了時期の両方を遅
角させる方法（Ｒ３）の何れかが採用される。The ECU 24 also functions as a correction means for injection timing and ignition timing, and if it is determined that pre-ignition has occurred, it sends a control signal to retard the end timing of air and fuel injection. Correct and output A and B. In this case, for example, as shown in FIG.
If pre-ignition occurs in step 1, either a method of retarding only the injection end time while leaving the injection start time unchanged (R2), or a method of retarding both the injection start time and end time (R3). will be adopted.
また上記プレイゲニンシランの発生頻度が大きいはど遅
角量を大きく設定する。Furthermore, if the frequency of occurrence of the above-mentioned pregeninsilane is high, the retardation amount is set to be large.
またノッキングが発生していると判定した場合は、この
ノッキングの発生強度１発注額度が比較的小さい場合は
、点火タイミングが遅角するよう上記タイミング制御信
号Ｃのみを補正し、大きい場合は点火タイミングを遅角
させるとともに空気燃料の噴射終了時期が遅角するよう
上記制御信号ＡＢを補正する。なお、この場合も上述の
方法Ｒ２゜Ｒ３のいずれを採用しても良い。In addition, if it is determined that knocking has occurred, if the knocking occurrence intensity 1 order amount is relatively small, only the timing control signal C is corrected so that the ignition timing is retarded; if it is large, the ignition timing is The control signal AB is corrected so as to retard the air-fuel injection end timing. Note that in this case as well, any of the above-mentioned methods R2 and R3 may be employed.
次に本実施例の作用効果について第５図を参照しながら
説明する。Next, the effects of this embodiment will be explained with reference to FIG. 5.
圧力センサ２３からの圧力信号ａは増幅回路で増幅され
た後、バイパスフィルタでノイズ成分が除去され、ノッ
キングが発生しているか否かの判定がなされる（ステッ
プ５ｌ−３４）、ノッキングが発生していない場合は、
制御信号Ａ−Ｃがそのまま出力され、通常通りの点火タ
イミング、及び空気燃料噴射タイミングで運転される（
ステップＳ６）、一方、ノッキングが発生していると判
定された場合は、その発生強度、頻度に応じて、点火タ
イミングが遅角するように制御信号Ｃのみが補正されて
出力され、あるいはさらに空気燃料の噴射終了時期が遅
角されるように制御信号ＡＢが補正されて出力される（
ステップＳ５．Ｓ６）。After the pressure signal a from the pressure sensor 23 is amplified by an amplifier circuit, noise components are removed by a bypass filter, and it is determined whether or not knocking has occurred (step 5l-34). If not,
The control signals A-C are output as they are, and the engine is operated with the normal ignition timing and air-fuel injection timing (
On the other hand, if it is determined that knocking has occurred, only the control signal C is corrected and output so that the ignition timing is retarded, or the control signal The control signal AB is corrected and output so that the fuel injection end timing is retarded (
Step S5. S6).
また上記増幅信号は、ローパスフィルタでノイズ成分が
除去された後、プレイグニツシヨンが発生しているか否
か判定され（ステップＳ７．Ｓ８）、発生していない場
合は通常通りの噴射タイミングで運転される（ステップ
５１０）、一方プレイグニッションが発生している場合
は、空気燃料の噴射終了時期が遅角するように制御信号
ＡＢが補正して出力され、該遅角状態で運転される（ス
テップ３９，３１０）。Further, after noise components are removed from the amplified signal by a low-pass filter, it is determined whether or not pre-ignition has occurred (steps S7 and S8). If no pre-ignition has occurred, the injection is operated at the normal injection timing. On the other hand, if pre-ignition has occurred, the control signal AB is corrected and output so that the air-fuel injection end timing is retarded, and the engine is operated in the retarded state (step 39). , 310).
このように本実施例では、プレイグニツシヨンが発生し
た場合は、空気燃料の噴射終了時期を遅角させたので、
点火プラグ１８の電極１８ａ部分が温度上昇し易い圧縮
行程後期においても燃料が噴射されることとなり、この
燃料によって電極１８ａを冷却して温度上昇を抑制でき
、プレイグニツシヨンの発生を抑制できる。ここで、上
記噴射終了時期のみを遅角させる方法（Ｒ２）を採用し
た場合は、噴射時間が延びて噴射量が増加するので、上
記冷却効果がより向上する。In this way, in this example, when pre-ignition occurs, the end timing of air-fuel injection is delayed.
Fuel is injected even in the latter half of the compression stroke when the temperature of the electrode 18a portion of the spark plug 18 tends to rise, and this fuel can cool the electrode 18a and suppress the temperature rise, thereby suppressing the occurrence of pre-ignition. Here, when the method (R2) of retarding only the injection end timing is adopted, the injection time is extended and the injection amount is increased, so that the cooling effect is further improved.
また、ノッキングが発生した場合は、その強度。Also, if knocking occurs, its intensity.
顧度に応じて空気燃料の噴射時期を遅角させたので、シ
リンダ内圧力が上昇した時点で燃料を噴射することとな
る。従ってそれだけシリンダ内圧力と燃料噴射圧力との
差が小さくなり、噴霧の貫通力が弱くなって燃料がシリ
ンダ内にて拡散しにくくなり、そのため端ガスの発注量
が減少し、その結果ノッキングが抑制される。また点火
時期はそのままで噴射時期のみを遅角させた場合は、空
気燃料が噴射されてから点火までの時間、つまり燃料の
拡散できる時間が短くなり、この点からも燃料の拡散が
抑制されて端ガスの発生量が減少し、その結果ノッキン
グが抑制される。さらにまた、燃料噴射時期を遅角させ
たので、シリンダ内の掃気流が減衰し、この点からも燃
料の拡散が抑制される。Since the injection timing of the air fuel is retarded depending on the situation, the fuel is injected when the cylinder pressure increases. Therefore, the difference between the cylinder internal pressure and the fuel injection pressure becomes smaller, and the penetration force of the spray becomes weaker, making it difficult for the fuel to diffuse inside the cylinder.As a result, the amount of end gas ordered decreases, and as a result, knocking is suppressed. be done. Furthermore, if only the injection timing is retarded while the ignition timing remains the same, the time from when the air-fuel is injected to the ignition, that is, the time during which the fuel can diffuse, will be shortened, and from this point of view as well, the diffusion of the fuel will be suppressed. The amount of end gas generated is reduced, and as a result, knocking is suppressed. Furthermore, since the fuel injection timing is retarded, the scavenging airflow within the cylinder is attenuated, and from this point of view as well, fuel diffusion is suppressed.
なお上記実施例では、プレイグニツシヨン又はノッキン
グの何れが発生した場合にも燃料噴射終了時期を遅角さ
せるようにしたが、本発明では必ずしも両方の場合に遅
角させる必要はなく、例えばノッキングの場合は点火時
期だけで対応し、プレイグニツシヨンの場合のみ燃料噴
射終了時期の遅角で対応するようにすることもできる。In the above embodiment, the fuel injection end timing is retarded when either pre-ignition or knocking occurs, but in the present invention, it is not necessarily necessary to retard the timing in both cases. In this case, it is possible to respond only by adjusting the ignition timing, and in the case of pre-ignition, it can also be responded to by retarding the fuel injection end timing.
また上記実施例では、燃料を圧縮空気と共に噴射する場
合を説明したが、本発明は燃料のみを噴射するタイプの
エンジンにも勿論通用できる。Further, in the above embodiment, a case has been described in which fuel is injected together with compressed air, but the present invention is of course applicable to a type of engine in which only fuel is injected.
以上のように本発明に係る２サイクルエンジンの燃料噴
射制御装置によれば、プレイグニツシヨン又はノッキン
グの発生時に、燃料の少なくとも噴射終了時期を遅角さ
せるようにしたので、点火プラグがホットポイントとな
るのを防止してプレイグニツシヨンを抑制でき、また端
ガスの発生量を減少してノアキングを抑制できる効果が
ある。As described above, according to the fuel injection control device for a two-stroke engine according to the present invention, at least the end timing of fuel injection is retarded when pre-ignition or knocking occurs, so that the spark plug is connected to the hot point. This has the effect of preventing pre-ignition from occurring and suppressing noaking by reducing the amount of end gas generated.
第１図ないし第５図は本発明の一実施例による燃料噴射
制御装置を説明するための図であり、第１図はその構成
図、第２図はその燃料噴射タイミングを示す特性図、第
３図は２サイクルエンジンの断面側面図、第４図（ａｌ
、 （ｂｌ、 ｔｅｌはそれぞれクランク角−シリンダ
内圧力特性図、第５図はフローチ十−ト図である。
図において、１は２サイクルエンジン、３ａはシリンダ
、１８は点火プラグ、２２は燃料噴射弁（燃料噴射装置
）、２３は圧力センサ（圧力検出手段）、２４はＥＣＵ
（噴射時期補正手段）、ａは検出圧力信号である。
特許出願人 ヤマハ発動機株式会社
代理人 弁理士 下布 努
第１
図
第２図
第４
図
フル７用−
第３図
第 ５
図1 to 5 are diagrams for explaining a fuel injection control device according to an embodiment of the present invention, in which FIG. 1 is a configuration diagram thereof, FIG. 2 is a characteristic diagram showing its fuel injection timing, and FIG. Figure 3 is a cross-sectional side view of a two-stroke engine, Figure 4 (al
, (bl, tel are crank angle-cylinder pressure characteristic diagrams, respectively, and FIG. 5 is a flowchart diagram. In the figure, 1 is a two-stroke engine, 3a is a cylinder, 18 is a spark plug, and 22 is a fuel injection Valve (fuel injection device), 23 is a pressure sensor (pressure detection means), 24 is ECU
(injection timing correction means), a is a detected pressure signal. Patent Applicant Yamaha Motor Co., Ltd. Agent Patent Attorney Tsutomu Shimofu Figure 1 Figure 2 Figure 4 Figure Full 7 - Figure 3 Figure 5
Claims (1)
、該噴射装置から噴射された燃料に点火する点火プラグ
とを備えた２サイクルエンジンにおいて、上記燃料の噴
射時期及び噴射期間を制御する燃料噴射制御装置であっ
て、プレイグニッション又はノッキングの発生を検出す
る検出手段と、該検出手段からの検出信号に基づいて上
記燃料噴射装置からの燃料の少なくとも噴射終了時期を
遅角させる噴射時期補正手段とを備えたことを特徴とす
る２サイクルエンジンの燃料噴射制御装置。(1) In a two-stroke engine equipped with a fuel injection device that directly injects fuel into a cylinder and a spark plug that ignites the fuel injected from the injection device, the fuel that controls the injection timing and period of the fuel The injection control device includes a detection means for detecting the occurrence of pre-ignition or knocking, and an injection timing correction means for retarding at least the end timing of injection of fuel from the fuel injection device based on a detection signal from the detection means. A fuel injection control device for a two-stroke engine, comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2110794A JP2806507B2 (en) | 1990-04-25 | 1990-04-25 | Fuel injection control device for two-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2110794A JP2806507B2 (en) | 1990-04-25 | 1990-04-25 | Fuel injection control device for two-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH048847A true JPH048847A (en) | 1992-01-13 |
| JP2806507B2 JP2806507B2 (en) | 1998-09-30 |
Family
ID=14544807
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2110794A Expired - Fee Related JP2806507B2 (en) | 1990-04-25 | 1990-04-25 | Fuel injection control device for two-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2806507B2 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002339780A (en) * | 2001-05-16 | 2002-11-27 | Nissan Motor Co Ltd | Control device for cylinder direct-injection engine |
| US6550444B2 (en) * | 1998-03-09 | 2003-04-22 | Hitachi, Ltd. | Premixed-compression-ignition internal combustion engine and method of controlling the same |
| JP2006233778A (en) * | 2005-02-22 | 2006-09-07 | Nippon Soken Inc | Controller for internal combustion engine |
| JP2010281300A (en) * | 2009-06-08 | 2010-12-16 | Denso Corp | Control device of internal combustion engine |
| US8171912B2 (en) * | 2011-04-20 | 2012-05-08 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| JP2013185594A (en) * | 2012-03-06 | 2013-09-19 | Robert Bosch Gmbh | Method and device for discriminating preignition in otto engine |
| US8997723B2 (en) | 2012-06-29 | 2015-04-07 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9043122B2 (en) | 2012-06-29 | 2015-05-26 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9038596B2 (en) | 2011-12-02 | 2015-05-26 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9551288B2 (en) | 2012-06-29 | 2017-01-24 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| JP2018035709A (en) * | 2016-08-30 | 2018-03-08 | 株式会社Ｓｕｂａｒｕ | Engine control device |
-
1990
- 1990-04-25 JP JP2110794A patent/JP2806507B2/en not_active Expired - Fee Related
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6550444B2 (en) * | 1998-03-09 | 2003-04-22 | Hitachi, Ltd. | Premixed-compression-ignition internal combustion engine and method of controlling the same |
| JP2002339780A (en) * | 2001-05-16 | 2002-11-27 | Nissan Motor Co Ltd | Control device for cylinder direct-injection engine |
| JP2006233778A (en) * | 2005-02-22 | 2006-09-07 | Nippon Soken Inc | Controller for internal combustion engine |
| JP2010281300A (en) * | 2009-06-08 | 2010-12-16 | Denso Corp | Control device of internal combustion engine |
| US8171912B2 (en) * | 2011-04-20 | 2012-05-08 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US8439011B2 (en) | 2011-04-20 | 2013-05-14 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9644564B2 (en) | 2011-12-02 | 2017-05-09 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9803574B2 (en) | 2011-12-02 | 2017-10-31 | Ford General Technologies, LLC | Method and system for pre-ignition control |
| US9038596B2 (en) | 2011-12-02 | 2015-05-26 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| JP2013185594A (en) * | 2012-03-06 | 2013-09-19 | Robert Bosch Gmbh | Method and device for discriminating preignition in otto engine |
| US9043122B2 (en) | 2012-06-29 | 2015-05-26 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9528490B2 (en) | 2012-06-29 | 2016-12-27 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9551288B2 (en) | 2012-06-29 | 2017-01-24 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9181892B2 (en) | 2012-06-29 | 2015-11-10 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US9657671B2 (en) | 2012-06-29 | 2017-05-23 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| US8997723B2 (en) | 2012-06-29 | 2015-04-07 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| JP2018035709A (en) * | 2016-08-30 | 2018-03-08 | 株式会社Ｓｕｂａｒｕ | Engine control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2806507B2 (en) | 1998-09-30 |
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