JPS59150935A - Fuel injecting apparatus for engine - Google Patents
Fuel injecting apparatus for engineInfo
- Publication number
- JPS59150935A JPS59150935A JP2444583A JP2444583A JPS59150935A JP S59150935 A JPS59150935 A JP S59150935A JP 2444583 A JP2444583 A JP 2444583A JP 2444583 A JP2444583 A JP 2444583A JP S59150935 A JPS59150935 A JP S59150935A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- fuel injection
- injection valve
- circuit
- engine
- 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
Classifications
-
- 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
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
Landscapes
- 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)
Abstract
Description
【発明の詳細な説明】 本発明はエンジンの燃料噴射装置に関するものである。[Detailed description of the invention] The present invention relates to a fuel injection device for an engine.
一般に燃料噴射装置は、吸気通路に燃料噴射弁を設け、
運転状態に応じて制御回路から出力されるパルス信号に
より燃料噴射弁の開弁時間を制御し、これによって燃料
噴射装置を制御している。この場合に、エンジンの全運
転域にわたって１個の燃料噴射弁により燃料噴射量を制
御するものでは、最大噴射量が高負荷運転状態での要求
量を満足するように、該燃料噴射弁の開口面積をある程
度大きくしておかなければならないため、軽負荷運転時
の燃料コントロールが難しいという問題がある。Generally, a fuel injection device is equipped with a fuel injection valve in the intake passage.
The opening time of the fuel injection valve is controlled by a pulse signal output from the control circuit according to the operating state, thereby controlling the fuel injection device. In this case, in the case where the fuel injection amount is controlled by one fuel injection valve over the entire operating range of the engine, the opening of the fuel injection valve is Since the area must be increased to a certain extent, there is a problem in that fuel control during light load operation is difficult.
この問題の対策として、特開昭５４−５３７１８号公報
にみられるように、エンジンの全運転域で燃料を噴射す
る第１燃料噴射弁（主燃料噴射弁）と、高負荷運転時に
燃料を噴射する第２燃料噴射弁（副燃料噴射弁）とを設
けることにより、高負荷運転時の要求燃料供給量を満足
するとともに、上記第１燃料噴射弁′の開口面積を比較
的小さくして軽負荷運転域での燃料コントロール精度を
高めるようにしたものが知られている。ところが、従来
のこの種の装置では、加速時の対策が充介に施されてい
なかった。つまり、絞り弁が急に開かれる加速時初期に
は、空気と燃料との重量差等に起因した燃料遅れにより
、−燃焼寮内の混合気が瞬間的に薄くなる傾向があり、
このため、加速時初期に燃料を補い、かつ、その燃料を
できるだけ速やかに燃焼苗に送ることが要求される。し
かし、前記公報にみられるように、単に吸入空気流量等
に応じて第１．第２各燃料噴射弁を制御するだけでは、
上記の要求を満足することができなかった。As a countermeasure to this problem, as seen in Japanese Patent Application Laid-Open No. 54-53718, a first fuel injection valve (main fuel injection valve) that injects fuel in the entire operating range of the engine, and a first fuel injection valve that injects fuel during high load operation are proposed. By providing a second fuel injector (auxiliary fuel injector), the required fuel supply amount during high-load operation can be satisfied, and the opening area of the first fuel injector can be made relatively small to facilitate light-load operation. Some devices are known that improve the accuracy of fuel control in the driving range. However, in conventional devices of this type, no measures were taken to deal with acceleration. In other words, at the beginning of acceleration when the throttle valve is suddenly opened, the air-fuel mixture in the combustion chamber tends to become thinner instantaneously due to fuel lag caused by the weight difference between air and fuel.
For this reason, it is required to supplement fuel at the beginning of acceleration and to send the fuel to the combustion seedlings as quickly as possible. However, as seen in the above publication, the first . Simply controlling each second fuel injector is not enough.
The above requirements could not be met.
本発明はこのような事情に鑑み、第１．第２燃料噴射弁
を備えたエンジンにおいて、加速時に燃料噴射量を補正
するとともに、この補正弁の燃料をアクセル操作に対し
て応答性良く燃焼室に供給することのできる燃料噴射装
置を提供するものである。In view of such circumstances, the present invention has the following features: To provide a fuel injection device capable of correcting the fuel injection amount during acceleration in an engine equipped with a second fuel injection valve, and supplying fuel from the correction valve to a combustion chamber with good response to accelerator operation. It is.
すなわち、本発明は、少なくとも軽負荷運転時に燃料を
噴射する第１燃料噴射弁と高負荷運転時に燃料を噴射す
る第２燃料噴射弁とを、吸気通路に吸気の流通方向に所
定間隔をもって取付ける一方、エンジンの加速時に上記
両燃料噴射弁のうち下流側、の燃料噴射弁を制御して燃
料補正を行う制御回路を設けたものである。That is, the present invention provides a method for installing at least a first fuel injection valve that injects fuel during light load operation and a second fuel injection valve that injects fuel during high load operation at a predetermined interval in the intake air flow direction in the intake passage. A control circuit is provided to perform fuel correction by controlling the downstream fuel injector of the two fuel injectors when the engine accelerates.
以下、本発明の実施例を図面によって説明する。Embodiments of the present invention will be described below with reference to the drawings.
第１図において、１はエンジン本体、２は吸気通路、３
は吸気通路２に設けられてアクセルペダル（図示せず）
に連動する絞り弁、４は吸気通路２の上流端側に接続さ
れたエアクリーナである。In Fig. 1, 1 is the engine body, 2 is the intake passage, and 3 is the engine body.
is an accelerator pedal (not shown) provided in the intake passage 2.
A throttle valve 4 is connected to the upstream end of the intake passage 2 and is an air cleaner.
絞り弁３より下流の吸気通路２には、少なくとも軽負荷
運転時に燃料を噴射する第１燃料噴射弁５と高負荷運転
時に燃料を噴射する第２燃料噴射弁６とが、吸気の流通
方向に所定間隔をもって配設されている。上記両燃料噴
射弁５．６のうちのいずれを上流側とし、いずれを下流
側とするかは本発明で限定しない。ただし、吸気流速が
遅い軽負荷運転時には、燃料が噴射されてから燃焼室に
達するまでの時間が増大することを防止して、負荷等の
変化に対する燃料供給の追随性を良くする意味で、燃料
噴射位置をエンジン本体１に比較的近くすることが好ま
しい。一方、吸気流速が速い高負荷運転時には、燃料噴
射位置がエンジン本体１に近すぎると、燃料が充分に微
粒化されないうちに燃焼室に達してしまうおそれがある
。このため、図に示す実施例では、第１燃料噴射弁５を
下流側、第２燃料噴躬弁６を上流側に配置している。In the intake passage 2 downstream of the throttle valve 3, at least a first fuel injection valve 5 that injects fuel during light load operation and a second fuel injection valve 6 that injects fuel during high load operation are arranged in the intake air flow direction. They are arranged at predetermined intervals. The present invention does not limit which of the two fuel injection valves 5.6 is the upstream side and which is the downstream side. However, during light load operation where the intake flow rate is slow, the fuel supply is used to prevent the time from the time the fuel is injected until it reaches the combustion chamber from increasing, and to improve the followability of the fuel supply to changes in load, etc. It is preferable that the injection position be relatively close to the engine body 1. On the other hand, during high-load operation with a high intake flow rate, if the fuel injection position is too close to the engine body 1, there is a risk that the fuel will reach the combustion chamber before being sufficiently atomized. Therefore, in the illustrated embodiment, the first fuel injection valve 5 is arranged on the downstream side, and the second fuel injection valve 6 is arranged on the upstream side.
１０は上記両燃料噴射弁５，６を制御する制御回路であ
って、絞り弁３より上流の吸気通路２に設けられたエア
フロメータ７からの吸入空気流量検出信号と、点火信号
発生部８において得られる点火信号と、絞り弁開度セン
サ９からの絞り弁開度検出信号とを受けている。そして
、これらの信号に基づき、両燃料噴射弁５，６の作動領
域、燃料噴！）ＩＩおよび噴射タイミングを制御すると
ともに、エンジンの加速時には、上記両燃料噴射弁５゜
６のうちで下流側に位置する第１燃料噴射弁５を制御し
て燃料供給量を補正するように、制御回路１０が構成さ
れている。Reference numeral 10 denotes a control circuit for controlling both the fuel injection valves 5 and 6, which receives an intake air flow rate detection signal from an air flow meter 7 provided in the intake passage 2 upstream of the throttle valve 3 and an ignition signal generator 8. The obtained ignition signal and the throttle valve opening detection signal from the throttle valve opening sensor 9 are received. Based on these signals, the operating range of both fuel injection valves 5 and 6, fuel injection! ) II and injection timing, and when the engine accelerates, the first fuel injection valve 5, which is located on the downstream side of the two fuel injection valves 5.6, is controlled to correct the fuel supply amount; A control circuit 10 is configured.
この制ａ１１回路１０の具体例を第２図によって説明す
ると、この制御回路１０においては、先ず燃料噴射弁駆
動用の噴射パルスを発生させるため、点火信号発生部８
からの点火信号を受けてエンジン回転数を算出する回転
数検出回路１１と、噴射パルス発生回路１２とが設けら
れている。１ｊＩｌ）ｌパルス発生回路１２は、エア７
０メータ７から入力される吸入空気流量検出信号と回転
数検出回路１１から入力される回転数検出信号とに基づ
いて、エンジン１回転当りの吸入空気量に応じたパルス
幅を求め、点火信号に基づいて所定のタイミングで噴射
パルスを発生するようにしている。この噴射パルス発生
回路１２の出力側には、後述する加速補正回路１３を介
し、第１燃料噴射弁５の駆動回路１４が接続されており
、これによって第１燃料噴射弁５は軽負荷から高負荷に
わたる全運転域で作動されるようになっている。噴射パ
ルス発生回路１２の出力側にはさらに、噴射パルスを遮
断する状態と導通する状態とに切替えられる切替回路１
５を介し、第２燃料噴射弁６に対する駆動回路１６が設
けられている。A specific example of this control a11 circuit 10 will be explained with reference to FIG.
A rotation speed detection circuit 11 that receives an ignition signal from the engine and calculates the engine rotation speed, and an injection pulse generation circuit 12 are provided. 1jIl) The pulse generation circuit 12 is connected to the air 7
Based on the intake air flow rate detection signal input from the 0 meter 7 and the rotation speed detection signal input from the rotation speed detection circuit 11, a pulse width corresponding to the amount of intake air per engine revolution is determined, and the pulse width is determined as an ignition signal. Based on this, an injection pulse is generated at a predetermined timing. A drive circuit 14 for the first fuel injector 5 is connected to the output side of the injection pulse generation circuit 12 via an acceleration correction circuit 13, which will be described later. It is designed to operate over the entire operating range across loads. Further, on the output side of the injection pulse generation circuit 12, there is a switching circuit 1 that can switch between a state in which the injection pulse is cut off and a state in which the injection pulse is conducted.
A drive circuit 16 for the second fuel injection valve 6 is provided via the fuel injection valve 5 .
一方、第２燃料噴射弁６を作動させるべき運転領域を判
別するため、前記回転数検出回路１１からの回転数検出
信号を受けてエンジン回転数に応じた基準電圧を発生す
る基準電圧発生回路１８と、絞り弁開度センサ９からの
絞り弁開度検出信号を上記基準電圧と比較する比較回路
１９とで構成された運転領域判別回路１７が設けられて
いる。この判別回路１７は、較り弁開度が予めエンジン
回転数に対応づけて定められた基準値よりも大きくなっ
たとき、比較回路１９の出力側に燃料噴射状態の切替信
号が発生するようにしている。この比較回路１９の出力
により前記切替回路１５が制御されて、上記切替信号が
発生しないときには噴射パルスを遮断し、切替信号が発
生したとき噴射パルスを導通するようにしている。また
、上記比較回路１９の出力は噴射パルス発生回路１２に
も入力され、噴射パルス発生回路１２には、第２燃料噴
射弁６の作動時に総燃料供給量を調整するため、上記切
替信号に応じて噴射パルスのパルス幅を補正する回路が
組込まれている。On the other hand, in order to determine the operating range in which the second fuel injection valve 6 should be operated, a reference voltage generation circuit 18 receives a rotation speed detection signal from the rotation speed detection circuit 11 and generates a reference voltage according to the engine rotation speed. and a comparison circuit 19 that compares the throttle valve opening detection signal from the throttle valve opening sensor 9 with the reference voltage. This discrimination circuit 17 generates a fuel injection state switching signal on the output side of the comparison circuit 19 when the comparison valve opening becomes larger than a reference value predetermined in correspondence with the engine speed. ing. The switching circuit 15 is controlled by the output of the comparison circuit 19 to cut off the injection pulse when the switching signal is not generated, and to conduct the injection pulse when the switching signal is generated. The output of the comparison circuit 19 is also input to the injection pulse generation circuit 12, and the output of the comparison circuit 19 is inputted to the injection pulse generation circuit 12 according to the switching signal in order to adjust the total fuel supply amount when the second fuel injection valve 6 is operated. A circuit is built in to correct the pulse width of the injection pulse.
さらに制御回路１０には、加速時にこれを判別（゛るた
めの加速判別回路２０が設けられている。Furthermore, the control circuit 10 is provided with an acceleration discrimination circuit 20 for discriminating the acceleration.
この加速判別回路２０は、絞り弁開度信号を受ける微分
回路２１と、□一定の基準電圧を発生させる基準電圧発
生回路２２と、微分回路２１の出力を上記基準電圧と比
較する比較回路２３とにより、絞り弁開度の増加率が設
定値以上となる加速時に、上記比較回路２３の出力側に
加速判別信号が発生するようにしている。そして、この
加速判別信号に基づき、加速時に、前記加速補正回路１
３によって燃料噴射量を増加させる方向に噴射パルスが
補正されるようにし、例えば、加速判別回路２０の出力
がタイマ２４を介して加速補正回路１３に送られて、加
速判別信号発生時点から一定時間だけ、噴射パルス幅が
増大されるようにしている。This acceleration determination circuit 20 includes a differentiation circuit 21 that receives a throttle valve opening signal, a reference voltage generation circuit 22 that generates a constant reference voltage, and a comparison circuit 23 that compares the output of the differentiation circuit 21 with the reference voltage. Accordingly, an acceleration determination signal is generated on the output side of the comparison circuit 23 during acceleration when the rate of increase in the throttle valve opening exceeds a set value. Based on this acceleration discrimination signal, the acceleration correction circuit 1
3, the injection pulse is corrected in the direction of increasing the fuel injection amount, and, for example, the output of the acceleration determination circuit 20 is sent to the acceleration correction circuit 13 via the timer 24, and the output of the acceleration determination circuit 20 is sent to the acceleration correction circuit 13 via the timer 24, so that the injection pulse is corrected in the direction of increasing the fuel injection amount. The injection pulse width is increased accordingly.
この燃料噴射装置によると、絞り弁開度が第３図（Ａ）
に示すように変化した場合、第１燃料噴躬弁５の駆動回
路１４に送られる噴射パルスと、第２燃料噴躬弁６の駆
動回路１６に送られる噴射パルスとは、それぞれ第３図
（Ｂ）と（Ｃ）とに示すようになる。According to this fuel injection system, the throttle valve opening is as shown in Figure 3 (A).
3, the injection pulse sent to the drive circuit 14 of the first fuel injection valve 5 and the injection pulse sent to the drive circuit 16 of the second fuel injection valve 6 are changed as shown in FIG. The results are as shown in B) and (C).
すなわち、絞り弁開度が設定値以下の軽負荷運転領域し
であって、かつ、加速時以外の通常運転時（第３図（Ａ
＞に符号Ｌ１で示す領域）には、前記噴射パルス発生回
路１２において発生する噴射パルス３１が第１燃料噴射
弁５の駆動回路１４にのみ送られる。この噴射パルス３
１は、点火信号に応じた所定のタイミングで発生し、エ
ンジン１回転当りの吸入空気量に応じたパルス幅を有し
、加速補正回路１３において補正されることなく駆動回
路１４に送られる。°これにより、上記の所定タイミン
グで噴射パルス３１のパルス幅に相当する時間だけ、第
１燃料噴射弁５から燃料が噴射され、エンジン１回転当
りの吸入空気量に応じて燃料噴！）ｊ量が制御される。In other words, the throttle valve opening is in the light load operation region below the set value, and during normal operation other than during acceleration (see Fig. 3 (A)).
>), the injection pulse 31 generated in the injection pulse generation circuit 12 is sent only to the drive circuit 14 of the first fuel injection valve 5. This injection pulse 3
1 is generated at a predetermined timing according to the ignition signal, has a pulse width corresponding to the intake air amount per engine revolution, and is sent to the drive circuit 14 without being corrected by the acceleration correction circuit 13. ° As a result, fuel is injected from the first fuel injection valve 5 for a time corresponding to the pulse width of the injection pulse 31 at the above-mentioned predetermined timing, and the fuel is injected according to the intake air amount per engine revolution! )j quantity is controlled.
また、絞り弁開度が増加する加速時には前記加速判別回
路２０によりこれが判別され、その加速判別信号により
タイマ２４を介して加速補正回路１３が作動されること
により、噴射パルス幅よりも大きなパルス幅の噴射パル
ス３２が上記駆動回路１４に送られる。こうして、加速
初期に、第１燃料噴射弁５からの燃料噴射状態が増加す
るように補正される。Furthermore, during acceleration in which the throttle valve opening increases, this is determined by the acceleration discrimination circuit 20, and the acceleration correction circuit 13 is operated via the timer 24 based on the acceleration discrimination signal, so that the pulse width is larger than the injection pulse width. The injection pulse 32 is sent to the drive circuit 14. In this way, the state of fuel injection from the first fuel injection valve 5 is corrected to increase at the beginning of acceleration.
この場合、両燃料噴射弁５，６のうち、エンジン本体１
に近い第１燃料噴射弁５が補正されるため、燃焼室への
燃料供給量が速やかに行われ、加速操作に対する応答性
を良くすることができ、加速時初期の出力低下を確実に
防止することができる。In this case, of both fuel injection valves 5 and 6, engine main body 1
Since the first fuel injection valve 5 is corrected, the amount of fuel is quickly supplied to the combustion chamber, improving responsiveness to acceleration operations, and reliably preventing an initial drop in output during acceleration. be able to.
絞り弁開度が設定値以上となる高負荷運転領域Ｈでは、
前記運転領域判別回路１７からの切替信号によって切替
回路１５がパルス導通状態に切替えられることにより、
噴射パルス発生回路１２ｈ）ら第２燃料噴射弁６の駆動
回路１６にも第１燃料噴射弁５の駆動回路１４の噴射パ
ルス幅と同じパルス幅の噴射パルス３３′が送られる。In high load operation region H where the throttle valve opening is greater than the set value,
By switching the switching circuit 15 to the pulse conduction state by the switching signal from the operating region discrimination circuit 17,
An injection pulse 33' having the same pulse width as the injection pulse width of the drive circuit 14 of the first fuel injection valve 5 is also sent from the injection pulse generation circuit 12h) to the drive circuit 16 of the second fuel injection valve 6.
従って、両燃料噴射弁５，６が作動される。この場合に
、上記切替信号が上記噴射パルス発生回路１２にも送ら
れて噴射パルス３３．３３’ のパルス幅が調整される
ことにより、両燃料噴射弁５，６からの総燃料噴射量が
、高負荷運転領域Ｈでのエンジン１回転当りの吸入空気
量一応じた要求燃料供給量を満足するように制御される
。Therefore, both fuel injection valves 5 and 6 are activated. In this case, the switching signal is also sent to the injection pulse generation circuit 12 to adjust the pulse width of the injection pulses 33 and 33', so that the total fuel injection amount from both fuel injection valves 5 and 6 is Control is performed to satisfy the required fuel supply amount corresponding to the intake air amount per engine rotation in the high load operating region H.
なお、加速補正回路１３における加速補「手段−として
、上記実施例では、点火信号に応じた所定のタイミング
で発生する同期噴射パルス３２のパルス幅を補正するよ
うにしているが、これに代え、またはこれと併せて、第
３図（Ｂ）に２点鎖線で示すように、加速時点ｔから、
一定価数だけ非同期の燃料噴射パルス３４を発生するよ
うに、加速補正回路１３を構成しておいてもよい。この
ようにすると、加速操作に対する燃料補正の応答性が一
層高められる。In addition, in the above embodiment, as the acceleration correction means in the acceleration correction circuit 13, the pulse width of the synchronous injection pulse 32 generated at a predetermined timing according to the ignition signal is corrected, but instead of this, Or in conjunction with this, as shown by the two-dot chain line in FIG. 3(B), from the acceleration time t,
The acceleration correction circuit 13 may be configured to generate asynchronous fuel injection pulses 34 of a certain number of valences. In this way, the responsiveness of the fuel correction to the acceleration operation can be further improved.
上記燃料噴射弁５．６の位置関係としては、第２燃料噴
射弁６を下流側に設けてもよく、この場合、加速時に第
２燃料噴射弁６を作動させることによって燃料補正を行
うようにする。また、吸気通路を１次通路と２次通路と
に分けてこれら通路に別個に第１燃料噴射弁と第２燃料
噴射弁とを設けてもよく、この場合も、吸入空気流通方
向に両燃料噴射弁の位置をずらすとともに、エンジンの
加速時に、下流側すなわちエンジン本体に近い側の燃料
噴射弁を制御して燃料補正を行うようにする。Regarding the positional relationship of the fuel injection valves 5.6, the second fuel injection valve 6 may be provided on the downstream side, and in this case, fuel correction is performed by operating the second fuel injection valve 6 during acceleration. do. Further, the intake passage may be divided into a primary passage and a secondary passage, and a first fuel injection valve and a second fuel injection valve may be separately provided in these passages. In addition to shifting the position of the injection valve, when the engine accelerates, fuel correction is performed by controlling the fuel injection valve on the downstream side, that is, on the side closer to the engine body.
また、高負荷運転時には、第１燃料噴射弁５を停止させ
て第２燃料噴射弁６のみを作動させるようにしてもよく
、この場合、第２燃料噴射弁６に第１燃料噴射弁５より
開口面積の大きなものを用いればよい。Furthermore, during high-load operation, the first fuel injector 5 may be stopped and only the second fuel injector 6 may be operated. In this case, the second fuel injector 6 may be It is sufficient to use one with a large opening area.
以上のように、本発明は、第１．第２燃料噴射弁のうち
下流側の燃料噴射弁を制御して燃料補正を行うようにし
ているため、本来的に燃焼室内の混合気が薄（なる傾向
がある加速時に燃料が補われ、とくに加速操作に対して
応答性良く燃料補正が行われ、加速時の瞬間的な出力低
下を確実に防止することができるものである。As described above, the present invention has the following features: Since fuel correction is performed by controlling the downstream fuel injector of the second fuel injector, fuel is supplemented during acceleration when the air-fuel mixture in the combustion chamber inherently tends to be lean. Fuel correction is performed with good responsiveness to acceleration operations, and instantaneous drop in output during acceleration can be reliably prevented.
第１図は本発明装置の実施例を示す概略図、第２図は制
御回路を示すブロック図、第３図は絞り弁開度の変化と
各燃料噴射弁駆動回路に与えられる噴射パルスとの関係
を示す説明図である。
１・・・エンジン本体、２・・・吸気通路、５・・・第
１燃料噴射弁、６・・・第２燃料噴射弁、１０・・・制
御回路、１３・・・加速補正回路、２０・・・加速判別
回路。
特許出願人 東洋工業株式会社Fig. 1 is a schematic diagram showing an embodiment of the device of the present invention, Fig. 2 is a block diagram showing a control circuit, and Fig. 3 shows the relationship between changes in throttle valve opening and injection pulses given to each fuel injection valve drive circuit. It is an explanatory diagram showing a relationship. DESCRIPTION OF SYMBOLS 1... Engine body, 2... Intake passage, 5... First fuel injection valve, 6... Second fuel injection valve, 10... Control circuit, 13... Acceleration correction circuit, 20 ...Acceleration discrimination circuit. Patent applicant: Toyo Kogyo Co., Ltd.
Claims (1)
噴躬弁と高負荷運転時に燃料を噴射する第２燃料噴射弁
とを、吸気通路に吸気の流通方向に所定間隔をもって取
付ける一方、エンジンの加速時に上記両燃料噴射弁のう
ち下流側の燃料噴射弁を制御して燃料補正を行う制御回
路を設けたことを特徴とするエンジンの燃料噴射装置。1. At least a first fuel injection valve that injects fuel during light load operation and a second fuel injection valve that injects fuel during high load operation are installed in the intake passage at a predetermined interval in the intake air flow direction, and A fuel injection device for an engine, comprising a control circuit that controls the downstream fuel injection valve of the two fuel injection valves to perform fuel correction during acceleration.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2444583A JPS59150935A (en) | 1983-02-15 | 1983-02-15 | Fuel injecting apparatus for engine |
| US06/579,962 US4612904A (en) | 1983-02-15 | 1984-02-14 | Fuel injection system for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2444583A JPS59150935A (en) | 1983-02-15 | 1983-02-15 | Fuel injecting apparatus for engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59150935A true JPS59150935A (en) | 1984-08-29 |
Family
ID=12138339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2444583A Pending JPS59150935A (en) | 1983-02-15 | 1983-02-15 | Fuel injecting apparatus for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59150935A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62135637A (en) * | 1985-12-09 | 1987-06-18 | Mazda Motor Corp | Fuel injection device for engine |
| JPS63105253A (en) * | 1986-10-22 | 1988-05-10 | Mazda Motor Corp | Fuel supply device for engine |
| JPH02119656A (en) * | 1988-10-29 | 1990-05-07 | Mazda Motor Corp | Fuel supply device for engine |
| JP2016070162A (en) * | 2014-09-30 | 2016-05-09 | 日本サーモスタット株式会社 | Thermoelement |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5453718A (en) * | 1977-10-07 | 1979-04-27 | Nissan Motor Co Ltd | Internal combustion engine fuel supply system |
| JPH0319375A (en) * | 1989-06-16 | 1991-01-28 | Canon Inc | Manufacture of solar cell |
-
1983
- 1983-02-15 JP JP2444583A patent/JPS59150935A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5453718A (en) * | 1977-10-07 | 1979-04-27 | Nissan Motor Co Ltd | Internal combustion engine fuel supply system |
| JPH0319375A (en) * | 1989-06-16 | 1991-01-28 | Canon Inc | Manufacture of solar cell |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62135637A (en) * | 1985-12-09 | 1987-06-18 | Mazda Motor Corp | Fuel injection device for engine |
| JPS63105253A (en) * | 1986-10-22 | 1988-05-10 | Mazda Motor Corp | Fuel supply device for engine |
| JPH02119656A (en) * | 1988-10-29 | 1990-05-07 | Mazda Motor Corp | Fuel supply device for engine |
| JP2016070162A (en) * | 2014-09-30 | 2016-05-09 | 日本サーモスタット株式会社 | Thermoelement |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPH0363654B2 (en) | ||
| EP0072578B1 (en) | Air-to-fuel ratio control system for internal combustion engine | |
| SE522050C2 (en) | Control device for an internal combustion engine | |
| US4612904A (en) | Fuel injection system for internal combustion engines | |
| KR100645940B1 (en) | Direct injection engine controller | |
| JPS59150935A (en) | Fuel injecting apparatus for engine | |
| US4387687A (en) | Control apparatus for a fuel metering system in an internal combustion engine | |
| JPS63230933A (en) | Fuel switching method and device for dual fuel engine | |
| JPH0127260B2 (en) | ||
| JPS58220931A (en) | Electronic control system fuel injection device of internal-combustion engine | |
| JPS5898631A (en) | Fuel controlling device of engine | |
| JPH0577867B2 (en) | ||
| JPH0122909Y2 (en) | ||
| JPS61101634A (en) | Air-fuel ratio controlling method for internal-combustion engine | |
| JPS61123743A (en) | Electronic fuel injector | |
| JPS59147833A (en) | Fuel injection system for engine | |
| JPS5965525A (en) | Fuel injector for engine | |
| JPS59183048A (en) | Air-fuel ratio controlling method for internal-combustion engine | |
| JPS60219434A (en) | Fuel injection controlling device for engine | |
| JPS5929725A (en) | Intake device for engine | |
| JPH04287845A (en) | Internal combustion engine control device | |
| JPS5882044A (en) | Idling operation controlling apparatus for internal- combustion engine | |
| JPS6217318A (en) | Air intake device of engine | |
| JPH084566A (en) | Air-fuel ratio control device for internal combustion engine | |
| JPS59153935A (en) | Fuel injector for engine |