JPS58204959A - Fuel feeding method for multicylinder internal-combustion engine - Google Patents
Fuel feeding method for multicylinder internal-combustion engineInfo
- Publication number
- JPS58204959A JPS58204959A JP57088503A JP8850382A JPS58204959A JP S58204959 A JPS58204959 A JP S58204959A JP 57088503 A JP57088503 A JP 57088503A JP 8850382 A JP8850382 A JP 8850382A JP S58204959 A JPS58204959 A JP S58204959A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- fuel
- intake
- fuel injection
- combustion
- 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
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
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (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】
本発明は自動中等の車輌に用いられる多気筒内燃機関の
燃料供給方法に係り、特に二吸気式多気筒内燃機関の燃
料噴射式の燃料供給方法に係る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel supply method for a multi-cylinder internal combustion engine used in a vehicle such as an automobile, and more particularly to a fuel injection type fuel supply method for a two-intake multi-cylinder internal combustion engine.
二吸気式多気筒内燃機関として、各気筒毎に一つの入口
端と燃焼室へ開口した二つの出口端とを有する吸気ボー
トを備えたものがあり、この多気筒内燃機関に於ては、
各気筒毎に設けられた燃料噴射弁により各気筒の前記吸
気ポートの一方の出口端へ向けてガソリンの如き流体燃
料を噴射供給されることにより、その出口端より濃混合
気を吸入し、他方の開口端からは空気のみを吸入し、こ
れにより成層燃焼が行われる。There is a two-intake multi-cylinder internal combustion engine that is equipped with an intake boat having one inlet end for each cylinder and two outlet ends opening into the combustion chamber.
By injecting and supplying fluid fuel such as gasoline toward one outlet end of the intake port of each cylinder by the fuel injection valve provided for each cylinder, a rich mixture is taken in from the outlet end, and the other Only air is sucked in through the open end of the combustion chamber, which causes stratified combustion.
現在使用されている多気筒内燃機関の燃料噴射供給方法
は、多くの場合、各気筒の作動サイクルの位相とは無関
係に各気筒に対し全て同時に燃料を噴射している。これ
は−斉噴射と云われ、この場合、吸気行程以外の作動行
程にある気筒の吸気ポートへ噴射された燃料は次に吸気
行程が始まるまで吸気ボート内に滞留する。このような
燃料噴射供給方法が上述の如き二吸気式多気筒内燃機関
に実施されると、吸気ボートの一方の出口端へ向けて燃
料が噴射されても、次に吸気行程が来るまで吸気ポート
内に滞留している間にその燃料が他方の出口端へ向けて
流れ、この他方の出口端からも燃焼室内に燃料が供給さ
れるようになり、この場合には際立った成層燃焼が行わ
れなくなり、成層燃焼効果が減少し、可燃空燃比の最大
値（り一ンリミット）が低下する。Currently used fuel injection supply methods for multi-cylinder internal combustion engines often inject fuel into all cylinders simultaneously, regardless of the phase of the operating cycle of each cylinder. This is called simultaneous injection, and in this case, fuel injected into the intake port of a cylinder in an operating stroke other than the intake stroke remains in the intake boat until the next intake stroke begins. When such a fuel injection supply method is implemented in a two-intake multi-cylinder internal combustion engine as described above, even if fuel is injected toward one outlet end of the intake boat, the intake port remains closed until the next intake stroke. While the fuel remains in the combustion chamber, the fuel flows toward the other outlet end, and fuel is also supplied into the combustion chamber from this other outlet end, resulting in pronounced stratified combustion. As a result, the stratified combustion effect decreases, and the maximum combustible air-fuel ratio (R1 limit) decreases.
本発明は上述の如き二吸気式の多気筒内燃機関に於て、
良好な成層燃焼が行われるように燃料を供給する燃料供
給方法を提供することを目的としている。The present invention is applied to a two-intake multi-cylinder internal combustion engine as described above.
It is an object of the present invention to provide a fuel supply method that supplies fuel so that good stratified charge combustion is performed.
かかる目的は、本発明によれば、各気筒毎に一つの入口
端と燃焼室へ開口した二つの出口端とを有する吸気ボー
トを備えた多気筒内燃機関の燃料供給方法にして、各気
筒毎に設けられた燃料噴射弁により各気筒の前記吸気ボ
ートの一方の出口端へ向けて燃料を噴射し、その燃料噴
射時期を当該気筒の吸気行程時としたことを特徴とする
燃料供給方法によって達成される。SUMMARY OF THE INVENTION According to the present invention, the present invention provides a fuel supply method for a multi-cylinder internal combustion engine having an intake boat having one inlet end for each cylinder and two outlet ends opening into the combustion chamber. Achieved by a fuel supply method characterized in that fuel is injected toward one outlet end of the intake boat of each cylinder by a fuel injection valve provided in the cylinder, and the fuel injection timing is set at the time of the intake stroke of the cylinder. be done.
本発明によれば、各気筒にその気筒の吸気行程時に燃料
噴射弁より燃料が前記一方の開口端へ向けて噴射される
ので、吸気ボートに於て燃料が滞留することがなく、こ
の燃料が他方の開口端へ流れることなく、前記一方の開
口−より燃焼室内へ１１
吸入され、これにより良好な成層燃焼が行われるように
なる。According to the present invention, fuel is injected from the fuel injection valve toward the one open end of each cylinder during the intake stroke of that cylinder, so that the fuel does not remain in the intake boat and the fuel is 11 is drawn into the combustion chamber through the one opening without flowing to the other opening end, thereby achieving good stratified charge combustion.
より良好な成層燃焼を行うためには、前記燃料噴射時期
は各気筒の吸気行程の後期であることが好ましい。吸気
行程の後期に燃料噴射が行われることにより、吸気行程
中に燃焼室内に流入した燃料が燃焼室内にて過剰に拡散
することが回避され、これによりより一層顕著な成層燃
焼が行われるようになる。In order to perform better stratified charge combustion, the fuel injection timing is preferably in the latter half of the intake stroke of each cylinder. By injecting fuel in the latter half of the intake stroke, the fuel that has flowed into the combustion chamber during the intake stroke is prevented from being excessively diffused within the combustion chamber, thereby allowing more pronounced stratified combustion to occur. Become.
以下に添付の図を参照して本発明を実施例について詳細
に説明する。The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings.
第１図は本発明による燃料供給方法を実施する燃料供給
装置を備えた多気筒内燃機関の一つの実施例を示す概略
構成図である。図に於て、１は多気筒内燃機関を示して
おり、該多気筒内燃機関はシリンダブロック２とシリン
ダヘッド３とを有している。シリンダブロック２はその
内部に形成された複数個（図に於てはその一つのみが示
されている）のシリンダボア〈気筒）内にピストン４を
受入れており、そのピストン４の上方に前記シリ１
ンダヘッドと共働して燃焼室５を郭定している。FIG. 1 is a schematic diagram showing one embodiment of a multi-cylinder internal combustion engine equipped with a fuel supply device that implements the fuel supply method according to the present invention. In the figure, numeral 1 indicates a multi-cylinder internal combustion engine, and the multi-cylinder internal combustion engine has a cylinder block 2 and a cylinder head 3. The cylinder block 2 receives a piston 4 in a plurality of cylinder bores (only one of which is shown in the figure) formed inside the cylinder block 2, and the cylinder block 2 is arranged above the piston 4. 1 It defines the combustion chamber 5 in cooperation with the engine head.
シリンダヘッド３には、各気筒毎に一つの人口端６と燃
焼室５へ開口した二つの出口端７及び８とを有する吸気
ボート９と、排気ボート３０が形成されている。第２図
に良く示されている如く、吸気ボート９の開口端７は比
較的小さく、この間口端７と入口端６とはストレート通
路１０により接続され、これに対し開口端８は比較的大
きく、この開口端８と入口端６とはヘリカル通路１１に
より接続されている。開口端７は第一の吸気弁１２によ
り開閉され、また開口端８は第二の吸気弁１３により開
閉されるようになっている。排気ボート３０は排気弁３
１により開閉されるようになっている。The cylinder head 3 is formed with an intake boat 9 and an exhaust boat 30, each having one artificial end 6 for each cylinder and two outlet ends 7 and 8 opening into the combustion chamber 5. As clearly shown in FIG. 2, the open end 7 of the intake boat 9 is relatively small, and the frontage end 7 and the inlet end 6 are connected by a straight passage 10, whereas the open end 8 is relatively large. , this opening end 8 and the inlet end 6 are connected by a helical passage 11. The open end 7 is opened and closed by a first intake valve 12, and the open end 8 is opened and closed by a second intake valve 13. The exhaust boat 30 is the exhaust valve 3
1 to be opened and closed.
またシリンダヘッド３には点火プラグ２４が取付けられ
てあり、この点火プラグ２４の火花放電部は燃焼室５の
中央領域にある。Further, an ignition plug 24 is attached to the cylinder head 3, and the spark discharge portion of this ignition plug 24 is located in the central region of the combustion chamber 5.
吸気ボート９はその人口端６にて吸気マニホールド１４
に接続されている。吸気マニホールド１４はサージタン
ク１５と一体に形成され、このサージタンク１５にはエ
アクリーナ１６、エア７０メータ１７、スロットル弁１
９を備えたスロットルボデー２０を経て空気が供給され
るようになつ５−
ている。また、スロットルボデー２０のスロットル弁１
９より上流側とサージタンク１５とは途中にエアバルブ
２１を有するバイパス通路２２によって接続されている
。The intake boat 9 has an intake manifold 14 at its artificial end 6.
It is connected to the. The intake manifold 14 is formed integrally with a surge tank 15, and the surge tank 15 includes an air cleaner 16, an air 70 meter 17, and a throttle valve 1.
Air is supplied through a throttle body 20 with a 5-. Also, the throttle valve 1 of the throttle body 20
The upstream side of 9 and the surge tank 15 are connected by a bypass passage 22 having an air valve 21 in the middle.
多気筒内燃機関１は各気筒毎に燃料噴射弁２３を有して
おり、この燃料噴射弁２３は、第２図によく示されてい
る如く、吸気ボート９の開口端７へ向けてガソリンの如
き液体燃料を噴射するようになっている。The multi-cylinder internal combustion engine 1 has a fuel injection valve 23 for each cylinder, and this fuel injection valve 23 injects gasoline toward the open end 7 of the intake boat 9, as clearly shown in FIG. It is designed to inject liquid fuel such as
第３図は燃料噴射弁２３の開弁時間（燃料噴射量）及び
開弁時期（燃料噴射時期）を制御する燃料噴射制御装置
を示している。尚、第３図に於て、２３１〜２３４は各
気筒の燃料噴射弁を示しており、そのサフィックス数字
は気筒番号に対応している。燃料噴射制御装置はマイク
ロコンピュータ２５を含んでおり、このマイクロコンピ
ュータ２５はエア７０メータ１７により検出された吸入
空気量と回転数センサ２６により検出されたエンジン回
転数とに基き一行程当りの吸入空気量を算出し、それに
応じた燃料噴射量を決定し、また基準６一
信号発信器２７よりの気筒判別信号とクランク角センサ
２８により検出されたクランク角とに基いてどの気筒が
吸気行程にあるかを判定し、その判定結果に基き燃料噴
射信号（開弁信号）を各燃料噴射弁の駆動回路２９１〜
２９４の各々へ順次出力するようになっている。マイク
ロコンピュータ２５が各駆動回路２９１〜２９４に燃料
噴射信号を出力する時期はその各駆動回路に対応する燃
料噴射弁より燃料を噴射される気筒が吸気行程の後期に
あるときである。FIG. 3 shows a fuel injection control device that controls the valve opening time (fuel injection amount) and valve opening timing (fuel injection timing) of the fuel injection valve 23. In FIG. 3, 231 to 234 indicate the fuel injection valves of each cylinder, and the suffix numbers correspond to the cylinder numbers. The fuel injection control device includes a microcomputer 25, which controls the amount of intake air per stroke based on the intake air amount detected by the air 70 meter 17 and the engine rotation speed detected by the rotation speed sensor 26. It calculates the fuel injection amount and determines the fuel injection amount accordingly, and also determines which cylinder is in the intake stroke based on the cylinder discrimination signal from the reference 6-signal transmitter 27 and the crank angle detected by the crank angle sensor 28. Based on the determination result, the fuel injection signal (valve opening signal) is sent to the drive circuits 291 to 291 of each fuel injector.
294 respectively. The timing at which the microcomputer 25 outputs the fuel injection signal to each drive circuit 291-294 is when the cylinder to which fuel is injected from the fuel injection valve corresponding to each drive circuit is in the latter half of the intake stroke.
上述の如く燃料噴射信号が出力されることにより、各燃
料噴射弁２３＋〜２３４は、第４図に示されている如く
、これに対応する気筒が吸気行程の後期である時に開口
端７へ向けて液体燃料を噴射する。この時には吸気弁１
２が開弁じているから、燃料噴射弁より噴射された液体
燃料は吸気ボート６内に滞留することな ＝ｌｌｌｌｌ
、ＩＩちに燃焼室５内に流入し、燃焼室５内の中央領域
に偏在するようになる。これにより燃焼室５の中央領域
には比較的濃い混合気が存在し、これより外周側へ向け
て次第に薄い混合気が層状に存在するようになり、点火
プラグ２４によって燃焼室５内の中央領域にある濃い混
合気の着火が行われ、この濃い混合気より燃焼が開始さ
れて成層燃焼が行われる。By outputting the fuel injection signal as described above, each fuel injection valve 23+ to 234 is directed toward the open end 7 when the corresponding cylinder is in the latter half of the intake stroke, as shown in FIG. to inject liquid fuel. At this time, intake valve 1
Since the valve 2 is open, the liquid fuel injected from the fuel injection valve does not stay in the intake boat 6 =llllll
, II immediately flows into the combustion chamber 5 and becomes unevenly distributed in the central region of the combustion chamber 5. As a result, a relatively rich air-fuel mixture exists in the central region of the combustion chamber 5, and a thin air-fuel mixture gradually exists in a layered manner toward the outer circumference. The rich air-fuel mixture is ignited, and combustion starts from this rich air-fuel mixture, resulting in stratified combustion.
以上に於ては本発明を特定の実施例について詳細に説明
したが、本発明はこれに限定されるものではなく本発明
の範囲内にて種々の実施例が可能であることは当巣者に
とって明らかであろう。Although the present invention has been described in detail with respect to specific embodiments above, it is understood by the present inventor that the present invention is not limited thereto and that various embodiments are possible within the scope of the present invention. It would be obvious for
第１図は本発明による燃料供給方法を実施する多気筒内
燃機関の一つの実施例を示す概略構成図、第２図は第１
図に示された多気筒内燃機関の一つの気筒に於ける吸、
排気ポートの位置関係を示す平面図、第３図は本発明に
よる燃料供給方法の実施に使用する燃料噴射制御装置の
一つの実施例を示すブロック線図、第４図は各気筒の行
程と燃料噴射時期とを示すグ、、５フである・
１・・・多気筒内燃機関、２・・・シリンダブロック。
３・・・シリンダヘッド、４・・・ピストン、５・・・
燃焼室１６・・・入口端、７．８・・・出口端、９・・
・吸気ボート。
１０・・・ストレート通路、１１・・・へりカル通路、
１２．１３・・・吸気弁、１４・・・吸気マニホールド
、１５・・・サージタンク、１６・・・エアクリーナ、
１７・・・エアフロメータ、１８・・・吸気チューブ、
１９・・・スロットル弁、２０・・・スロットルボデー
、２１・・・エアパルプ、２２・・・バイパス通路、２
３・・・燃料噴射弁、２４・・・点火プラグ、２５・・
・マイクロコンピュータ、２６・・・回転数センサ、２
７・・・基準信号発信器、２８・・・クランク角センサ
９２９１〜２９４・・・駆動回路、３０・・・排気ポー
ト、３１・・・排気弁。
特許出願人 トヨタ自動車工業株式会社代 理
人 弁理士 明 石 昌
毅９−FIG. 1 is a schematic configuration diagram showing one embodiment of a multi-cylinder internal combustion engine implementing the fuel supply method according to the present invention, and FIG.
Suction in one cylinder of the multi-cylinder internal combustion engine shown in the figure,
FIG. 3 is a plan view showing the positional relationship of exhaust ports, FIG. 3 is a block diagram showing one embodiment of the fuel injection control device used to implement the fuel supply method according to the present invention, and FIG. 4 shows the stroke and fuel of each cylinder. 5 indicates the injection timing. 1...Multi-cylinder internal combustion engine, 2...Cylinder block. 3... Cylinder head, 4... Piston, 5...
Combustion chamber 16...inlet end, 7.8... outlet end, 9...
・Intake boat. 10... Straight passage, 11... Helical passage,
12.13... Intake valve, 14... Intake manifold, 15... Surge tank, 16... Air cleaner,
17... Air flow meter, 18... Intake tube,
19... Throttle valve, 20... Throttle body, 21... Air pulp, 22... Bypass passage, 2
3...Fuel injection valve, 24...Spark plug, 25...
・Microcomputer, 26... Rotation speed sensor, 2
7... Reference signal transmitter, 28... Crank angle sensors 9291-294... Drive circuit, 30... Exhaust port, 31... Exhaust valve. Patent applicant Toyota Motor Corporation Representative Patent attorney Masa Akashi
Tsuyoshi 9-
Claims (1)
端とを有する吸気ポートを備えた多気筒内燃機関の燃料
供給方法にして、各気筒毎に設けられた燃料噴射弁によ
り各気筒の前記吸気ボートの一方の出口端へ向けて燃料
を噴射し、その燃料噴射時期を当該気筒の吸気行程時と
したことを特徴とする燃料供給方法。A fuel supply method for a multi-cylinder internal combustion engine equipped with an intake port having one inlet end for each cylinder and two outlet ends opening into a combustion chamber, wherein each cylinder is provided with a fuel injection valve provided for each cylinder. A fuel supply method characterized in that fuel is injected toward one outlet end of the intake boat, and the fuel injection timing is set to the intake stroke of the cylinder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57088503A JPS58204959A (en) | 1982-05-25 | 1982-05-25 | Fuel feeding method for multicylinder internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57088503A JPS58204959A (en) | 1982-05-25 | 1982-05-25 | Fuel feeding method for multicylinder internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58204959A true JPS58204959A (en) | 1983-11-29 |
| JPH0131019B2 JPH0131019B2 (en) | 1989-06-22 |
Family
ID=13944623
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57088503A Granted JPS58204959A (en) | 1982-05-25 | 1982-05-25 | Fuel feeding method for multicylinder internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58204959A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08254137A (en) * | 1995-03-27 | 1996-10-01 | Mazda Motor Corp | Lean-burn engine for automobile |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53112308A (en) * | 1977-03-11 | 1978-09-30 | Mitsubishi Motors Corp | Internal combustion engine |
| JPS5484128A (en) * | 1977-12-19 | 1979-07-04 | Nissan Motor Co Ltd | Internal combustion engine with two intake passages |
| JPS56148636A (en) * | 1980-04-22 | 1981-11-18 | Toyota Motor Corp | Control method of fuel injection timing for internal combustion engine |
-
1982
- 1982-05-25 JP JP57088503A patent/JPS58204959A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53112308A (en) * | 1977-03-11 | 1978-09-30 | Mitsubishi Motors Corp | Internal combustion engine |
| JPS5484128A (en) * | 1977-12-19 | 1979-07-04 | Nissan Motor Co Ltd | Internal combustion engine with two intake passages |
| JPS56148636A (en) * | 1980-04-22 | 1981-11-18 | Toyota Motor Corp | Control method of fuel injection timing for internal combustion engine |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08254137A (en) * | 1995-03-27 | 1996-10-01 | Mazda Motor Corp | Lean-burn engine for automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0131019B2 (en) | 1989-06-22 |
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