JPS59165862A - Single-point fuel injection device - Google Patents
Single-point fuel injection deviceInfo
- Publication number
- JPS59165862A JPS59165862A JP58038727A JP3872783A JPS59165862A JP S59165862 A JPS59165862 A JP S59165862A JP 58038727 A JP58038727 A JP 58038727A JP 3872783 A JP3872783 A JP 3872783A JP S59165862 A JPS59165862 A JP S59165862A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- fuel injection
- bypass passage
- passage
- injection device
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M3/00—Idling devices for carburettors
- F02M3/06—Increasing idling speed
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Means For Warming Up And Starting Carburetors (AREA)
Abstract
Description
【発明の詳細な説明】
〔発明の利用分野〕
本発明は自動車エンジン用単点燃料噴射装置に係シ、特
に、絞シ弁を迂回して上流と下流を連通ずるバイパス通
路を設けた単点燃料噴射装置に関するものである。[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a single-point fuel injection device for an automobile engine, and in particular, a single-point fuel injection device having a bypass passage that bypasses a throttle valve and communicates upstream and downstream. This invention relates to a fuel injection device.
第１図は特開昭５７−１６２５９号公報に見られるよう
な従来の単点燃料噴射装置の垂直断面図である。ベンチ
ュリチャンバ１とスロットルチャンバ１０とは断熱板５
を介して結合され、ベンチュリチャンバ１の吸気路には
燃料噴射弁４が、バイパス空気路２内には熱線式空気流
量計の検知累子３が夫々設置されている。また、スロッ
トルチャンバｌＯの吸気路には絞シ弁９が、バイパス通
路６内には空気制御弁７が夫々設置されている。FIG. 1 is a vertical cross-sectional view of a conventional single point fuel injection device as seen in Japanese Patent Application Laid-Open No. 57-16259. The venturi chamber 1 and the throttle chamber 10 are connected to a heat insulating plate 5.
A fuel injection valve 4 is installed in the intake path of the venturi chamber 1, and a detection element 3 of a hot wire air flow meter is installed in the bypass air path 2. Further, a throttle valve 9 is installed in the intake passage of the throttle chamber IO, and an air control valve 7 is installed in the bypass passage 6, respectively.
空気制御弁７はエンジンの暖機時に必要な空気量を補充
するもので、エンジンの運転状態（冷却水温度や回転数
及び吸気圧力等）を検知した信号によって開閉し、通常
運転時には閉止されている。The air control valve 7 replenishes the amount of air required when the engine is warmed up, and opens and closes in response to a signal that detects the engine operating status (cooling water temperature, rotation speed, intake pressure, etc.), and is closed during normal operation. There is.
この空気制御弁７を設置しているバイパス通路６の入口
８ａと出口８ｂは絞シ弁９が開閉する際の移動方向に沿
って開口しているので、破線で示すように絞シ弁９が開
いたときは、絞シ弁９の左端が入口８ａに接近する。Since the inlet 8a and outlet 8b of the bypass passage 6 in which the air control valve 7 is installed are open along the moving direction when the throttle valve 9 opens and closes, the throttle valve 9 is opened as shown by the broken line. When opened, the left end of the throttle valve 9 approaches the inlet 8a.
このような状態は暖機完了後のアイドル運転時に生じ、
燃料噴射弁４から噴射された燃料霧の一部が入口８ａか
らバイパス通路６内に入り込み空気制御弁７に溜るよう
になる。この溜った燃料がその弁部メオを変質させて開
閉動作を不円滑にすると共に、空気制御弁７の耐久性を
低下させていた。This condition occurs during idling operation after warming up,
A portion of the fuel mist injected from the fuel injection valve 4 enters the bypass passage 6 through the inlet 8a and accumulates in the air control valve 7. This accumulated fuel alters the quality of the valve part MEO, making the opening/closing operation unsmooth, and reducing the durability of the air control valve 7.
また、工／ジン再始動直後にその溜った燃料が供給され
るので混合気が濃化し、運転状態を混乱させていた。更
に次のような゛アイドル運転時の運転性悪化の原因とな
っていた。In addition, since the accumulated fuel was supplied immediately after engine/engine restart, the air-fuel mixture was enriched, causing confusion in the operating conditions. Furthermore, the following causes of deterioration in drivability during idling operation.
第２図は第１図の装置の絞シ弁開度と投影通気面積との
関係を示す線図で、横軸は絞シ弁開度θｔｈを示し、縦
軸は投影通気面積ｓｂを示している。絞シ弁９の開度θ
ｔｈを増すと実線で示すようにｓｂは増加し、そのとき
の吸気量はｓｂに略比例して増加する。しかるに絞シ弁
開度θｊｈを変倶させて吸気量を実測するとアイドル運
転区間に相当するθ１〜θ２の開度においては、破線で
示すとと＜ｓｂが１時的に増加する現象が見られた。Fig. 2 is a diagram showing the relationship between the throttle valve opening and the projected ventilation area of the device shown in Fig. 1, where the horizontal axis shows the throttle valve opening θth, and the vertical axis shows the projected ventilation area sb. There is. Opening degree θ of throttle valve 9
When th increases, sb increases as shown by the solid line, and the intake air amount increases in approximately proportion to sb. However, when the intake air amount was actually measured by varying the throttle valve opening θjh, a phenomenon was observed in which <sb temporarily increased as shown by the broken line in the opening θ1 to θ2 corresponding to the idling operation section. Ta.
第１図において破線で示す絞り弁９の位置がアイドル運
転時の状態とすると、この時は絞り弁９の左端が入口８
ａに接近している。このような状態になると吸気が入口
８ａを廻シ込んた通シ易くなり、比較的多量の空気が吸
入されるものと推定される。したがってアイドル運転区
間において混合気は希薄化し運転性を悪化させることに
なる。If the position of the throttle valve 9 indicated by the broken line in FIG.
approaching a. It is presumed that in such a state, the intake air can easily pass through the inlet 8a, and a relatively large amount of air is inhaled. Therefore, the air-fuel mixture becomes diluted during the idling period, deteriorating drivability.
上記の欠点を防ぐために次のような試みもなされていた
。第３図は従来の他の単点燃料噴射装置の垂直断面図で
、第１図と同じ部分には同一符号を付しである。この場
合は空気制御弁７を設けているバイパス通路６を第１図
とは反対側に形成し、アイドル開度時の絞シ弁９の左端
と入口８ａとの距離を増して無関係としている。しかし
、このようにしても、出口８ｂに絞シ弁９の右端が接近
するので、第２図に破線で示すようにｓｂがアイドル運
転時に増加するという欠点を除くことはできない。The following attempts have been made to prevent the above drawbacks. FIG. 3 is a vertical cross-sectional view of another conventional single point fuel injection device, in which the same parts as in FIG. 1 are given the same reference numerals. In this case, the bypass passage 6 in which the air control valve 7 is provided is formed on the opposite side from that in FIG. 1, and the distance between the left end of the throttle valve 9 and the inlet 8a at the idle opening is increased to make them irrelevant. However, even with this arrangement, since the right end of the throttle valve 9 approaches the outlet 8b, it is impossible to eliminate the drawback that sb increases during idling operation, as shown by the broken line in FIG.
第４図は従来の更に他の単点燃料噴射装置のバイパス通
路入口における水平断面図である。この場合は絞シ弁９
を取シ付けた絞シ弁軸に近接してバイパス通路６を設け
、その人口８ａと出口８ｂを絞シ弁９の上流と下流に形
成している。このようにするとバイパス通路６内の燃料
の溜シや投影通路断面積ｓｂの異常な変化という従来の
欠点は解消される。FIG. 4 is a horizontal sectional view of yet another conventional single-point fuel injection device at the entrance of the bypass passage. In this case, the throttle valve 9
A bypass passage 6 is provided adjacent to the throttle valve shaft to which the throttle valve 9 is attached, and its passage 8a and outlet 8b are formed upstream and downstream of the throttle valve 9. By doing so, the conventional drawbacks such as abnormal changes in the fuel reservoir in the bypass passage 6 and the projected passage cross-sectional area sb can be eliminated.
しかるにこの単点燃料噴射装置には一点鎖線で示すよう
に分配の均一性を考慮して吸気管が接続されるのが通例
であるので、バイパス通路６を通る空気の流入が絞シ弁
軸の方向と平行となシ、始動・暖機時の燃料分配性を悪
化させ易い。したがって、燃費性や運転性を悪化させる
という欠点を生じていた。However, since it is customary to connect an intake pipe to this single-point fuel injection device in consideration of uniformity of distribution as shown by the dashed line, the inflow of air through the bypass passage 6 is caused by the flow of air into the throttle valve shaft. If parallel to the direction, fuel distribution during startup and warm-up is likely to deteriorate. Therefore, there has been a drawback that fuel efficiency and drivability are deteriorated.
本発明は上記従来技術の欠点を解消し、比較的簡単な改
良によって始動・暖機及びアイドル運転時の性能を向上
させることができる単点燃料噴射、装置を提供すること
番目的とする。SUMMARY OF THE INVENTION It is an object of the present invention to provide a single-point fuel injection system that overcomes the drawbacks of the prior art and can improve performance during startup, warm-up, and idling through relatively simple improvements.
本発明の特徴とするところは、バイパス通路の絞シ弁上
流の入口と下流側の出口とを、絞シ弁を開いた時はその
回転端部よシ遠ざかる位置に設けて構成したことにある
。A feature of the present invention is that the inlet upstream of the throttle valve and the outlet downstream of the throttle valve in the bypass passage are arranged at positions that are far away from the rotating end of the throttle valve when it is opened. .
第５図は本発明の一実施例である単点燃料噴射装置の垂
直断面図で、第１図と同じ部分には同一符号を付しであ
る。この場合はバイパス通路６の入口８ａをベンチュリ
チャンバ１の下端のバイパス通路６の設置側とは反対側
に接続している。したがって、アイドル運転時の絞シ弁
９の位置と人口８ａとは全く無関係となシ、絞シ弁開度
と吸気量との関係を乱すことはない。即ち、第２図に破
線で示すような突出部を生じることはない。 ゛ま
た、燃料噴射弁４の噴射口の横方向に入口８ａが存在す
るようになるので、燃料霧がパイパス通路６内に浸入す
る恐れは解消され、空気制御弁７に燃料が溜ることもな
い。更に、バイパス通路６はベンチュリチャンバ１の周
囲を半周して断熱板５の上部に連通しているので、スロ
ットルチャンバ１０の熱をベンチュリチャンバ１に伝え
ることはない。このことはバイパス空気路２に設置した
検知素子３を含む吸気量測定系の測定誤差を減少させる
と共に、ベンチュリチャンバ１に設けられている燃料通
路の燃料蒸発によるベーパートラブルを防止するのに有
効である。なお、バイパス空気路２の出口とバイパス通
路６の入口８ａとは図の如く反対側に設けるのが好まし
い。FIG. 5 is a vertical cross-sectional view of a single point fuel injection device according to an embodiment of the present invention, in which the same parts as in FIG. 1 are given the same reference numerals. In this case, the inlet 8a of the bypass passage 6 is connected to the lower end of the venturi chamber 1 on the side opposite to the installation side of the bypass passage 6. Therefore, the position of the throttle valve 9 during idling operation is completely unrelated to the population 8a, and does not disturb the relationship between the throttle valve opening and the intake air amount. That is, no protrusion as shown by the broken line in FIG. 2 is generated.゛Also, since the inlet 8a is present in the lateral direction of the injection port of the fuel injection valve 4, the fear of fuel mist entering into the bypass passage 6 is eliminated, and fuel does not accumulate in the air control valve 7. . Furthermore, since the bypass passage 6 extends half way around the venturi chamber 1 and communicates with the upper part of the heat insulating plate 5, heat from the throttle chamber 10 is not transmitted to the venturi chamber 1. This is effective in reducing measurement errors in the intake air amount measurement system including the detection element 3 installed in the bypass air passage 2, and in preventing vapor troubles due to fuel evaporation in the fuel passage provided in the venturi chamber 1. be. Note that it is preferable that the outlet of the bypass air passage 2 and the inlet 8a of the bypass passage 6 be provided on opposite sides as shown in the figure.
本笑施例の単点燃料噴射装置は、始動暖機時に補給する
空気の通路であるバイパス通路の入口をベンチュリチャ
ンバの下端で出口側とは反対側に設けるという簡単な改
良によって、絞シ弁開弁による影響を解消してアイドル
運転時の絞シ弁開度と吸気量との関係を整え、始動暖機
時の混合気の濃化を防止することができる。また、吸入
空気量針の精度を確保し燃料通路のペーパーロック等の
トラブルを防止できる等の効果が得られる。The single-point fuel injection device of this embodiment was developed by a simple improvement in which the entrance of the bypass passage, which is a passage for supplying air during startup and warm-up, was provided at the lower end of the venturi chamber on the opposite side from the outlet side. It is possible to eliminate the influence of the valve opening, adjust the relationship between the throttle valve opening and the intake air amount during idling operation, and prevent the mixture from enriching during startup warm-up. Further, the accuracy of the intake air amount needle can be ensured and troubles such as paper locks in the fuel passage can be prevented.
本発明の単点燃料噴射装置は、バイパス通路の入口をベ
ンチュリチャンバの下部を半周した下端部に連通させる
という簡単な改良によって、エンジンの始動・暖機及び
アイドル運転時の性能を向上させることができるという
効果が得られる。The single-point fuel injection device of the present invention can improve performance during engine starting, warming up, and idling by simply improving the inlet of the bypass passage to communicate with the lower end half way around the lower part of the venturi chamber. You can get the effect that you can.
第１図は従来の単点燃料噴射装置の垂直断面図、第２図
は第１図の装置の絞シ弁開度と投影通気面積との関係を
示す線図、第３図は従来の他の単点燃料噴射装置の垂直
断面図、第４図は従来の更に他の単点燃料噴射装置のバ
イパス通路入口における水平〃テ面図、第５図は本発明
の一実施例である単点燃料噴射装置の垂直断面図である
。
ｌ・・・ベンチュリチャンバ、２・・・バイパス望気路
、３・・・検知素子、４・・・燃料噴射弁、５・・・断
熱板、６・・・バイパス通路、７・・・空気制御弁、８
ａ・・・入口、８ｂ・・・出口、９・・・絞シ弁、１０
川スロツトルチヤンバ。
第 １ （２）
Ｖｚ図
タ欠すグ閉／ＪＥ ６’ｌ臥
華 ３ 図
茅４図
茅Ｓ図
手続補正書（自発）
５８．４．３０
昭和 年 月 日
特許庁長官 若杉和夫殿
１、事件の表示 昭和５８年特許願第０３８７２７号
２、発明の名称 単一点燃料噴射装置３、補正をする
者
事件ぐの関係 特許出願人
住 所 茨城県勝田市大字高場２５２０番地名 称
（２４１） 自動車公害安全機器技術研究組合代表者
岡 部 前 生
４、代理人
居 所（〒３１７）茨城県日立市鹿島町−丁目１０番３
号茨相ビル
６、補正の内容
明細書の特許請求の範囲を下記の如く訂正する。
記
［１，吸気通路内の絞り弁上流に燃料噴射弁を逮２カニ
空気制ａ＝を上記絞り弁上流と下流側とを直接連通ずる
バイパス通路に設置した単点燃料噴射装置において、上
記バイパス通路の上記絞り弁上流の入口と下流側の出口
とを、上記絞り弁を開いた時はその回転端部より遠ざか
る位置に設けてなることを特徴とする単点燃料噴射装置
。
２、 上記バイパス通路が、その入口をベンチュリチャ
ンバの内面下端部に開口し、その出口は上記入口とは反
対側のスロットルチャンバ内面の上記絞り弁の下流で、
上記絞り弁が開いたときはその回転端部より遠ざかる場
所に開口した通路である特許請求の範囲第１項記載の単
点燃料噴射装置。
３、上記バイパス通路の入口が、上記ベンチュリチャン
バに設けたバイパス空気路の出口とは離れた位置に設け
た開口である特許請求の範囲第１項記載の単点燃料噴射
装置。Fig. 1 is a vertical sectional view of a conventional single point fuel injection device, Fig. 2 is a diagram showing the relationship between the throttle valve opening and the projected ventilation area of the device of Fig. 1, and Fig. 3 is a diagram of the conventional single point fuel injection device. FIG. 4 is a horizontal cross-sectional view of another conventional single-point fuel injection device at the inlet of a bypass passage, and FIG. 5 is a single-point fuel injection device according to an embodiment of the present invention. FIG. 3 is a vertical cross-sectional view of the fuel injection device. l... Venturi chamber, 2... Bypass desired air path, 3... Detection element, 4... Fuel injection valve, 5... Heat insulating plate, 6... Bypass passage, 7... Air control valve, 8
a... Inlet, 8b... Outlet, 9... Throttle valve, 10
River Slot Torchiyamba. No. 1 (2) Vz diagram missing tag/JE 6'l 3 Figure 4 Figure 4 S diagram procedure amendment (voluntary) 58.4.30 Showa year, month, day, Japan Patent Office Commissioner Kazuo Wakasugi 1, Indication of case: Patent Application No. 038727, filed in 1982, title of invention: Single-point fuel injection device 3, relationship between the person making the amendment and the case: Patent applicant address: 2520 Takaba, Katsuta City, Ibaraki Prefecture Name:
(241) Representative of Automotive Pollution Safety Equipment Technology Research Association Mae Okabe, 4th grade, agent address (317) 10-3 Kashima-cho, Hitachi City, Ibaraki Prefecture
No. Ibaraso Building 6, the scope of claims in the description of the amendment is amended as follows. [1. In a single-point fuel injection system in which the fuel injection valve is installed upstream of the throttle valve in the intake passage, the air control a= is installed in a bypass passage that directly communicates the upstream and downstream sides of the throttle valve. A single point fuel injection device characterized in that an inlet upstream of the throttle valve and an outlet downstream of the throttle valve of the passage are provided at positions that are farther away from a rotating end of the throttle valve when the throttle valve is opened. 2. The bypass passage has an inlet opening at the lower end of the inner surface of the venturi chamber, and an outlet thereof downstream of the throttle valve on the inner surface of the throttle chamber opposite to the inlet,
2. The single point fuel injection device according to claim 1, wherein the passage is opened at a location remote from the rotating end of the throttle valve when the throttle valve is opened. 3. The single point fuel injection device according to claim 1, wherein the inlet of the bypass passage is an opening provided at a position apart from the outlet of the bypass air passage provided in the venturi chamber.
Claims (1)
ジンの始動暖機時に開弁する空気制御弁を上記絞シ弁上
流と下流側とを直接連通するバイパス通路に設置した単
点燃料噴射装置において、上記バイパス通路の上記絞シ
弁上流の入口と下流側の出口とを、上記絞り弁を開いた
時はその回転端部よシ遠ざかる位置に設けてなることを
特徴とする単点燃料噴射装置。 ２、上記バイパス通路が、その入口をベンチュリチャン
バの内面下端部に開口し、その出口は上記入口とは反対
側のスロットルチャンバ円面の上記絞シ弁の下流で、上
記絞シ弁が開いたときはその回転端部よシ遠ざかる場所
に開口した通路である特許請求の範囲第１項記載の単点
燃料噴射装置。 ３、上記バイパス通路の入口が、上記ベンチュリチャン
バに設けたバイパス空気路の出口とは離れた位置に設け
た開口である特許請求の範囲第１項記載の単点燃料噴射
装置。[Scope of Claims] (1) A bypass in which a fuel injection valve is provided upstream of the throttle valve in the intake passage, and the air control valve, which opens when the engine is started and warmed up, is directly connected to the upstream and downstream sides of the throttle valve. In a single-point fuel injection device installed in a passage, an inlet upstream of the throttle valve and an outlet downstream of the throttle valve of the bypass passage are provided at positions that are farther away from a rotating end of the throttle valve when the throttle valve is opened. A single point fuel injection device characterized by: 2. The bypass passage has its inlet opened at the lower end of the inner surface of the venturi chamber, and its outlet is downstream of the throttle valve on the circular surface of the throttle chamber opposite to the inlet, and the throttle valve is opened. 2. The single point fuel injection device according to claim 1, wherein the passage is opened at a location remote from the rotating end. 3. The single point fuel injection device according to claim 1, wherein the inlet of the bypass passage is an opening provided at a position apart from the outlet of the bypass air passage provided in the venturi chamber.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58038727A JPS59165862A (en) | 1983-03-08 | 1983-03-08 | Single-point fuel injection device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58038727A JPS59165862A (en) | 1983-03-08 | 1983-03-08 | Single-point fuel injection device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59165862A true JPS59165862A (en) | 1984-09-19 |
| JPH039312B2 JPH039312B2 (en) | 1991-02-08 |
Family
ID=12533355
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58038727A Granted JPS59165862A (en) | 1983-03-08 | 1983-03-08 | Single-point fuel injection device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59165862A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59170465A (en) * | 1983-03-18 | 1984-09-26 | Hitachi Ltd | Fuel control device |
| JPS6041577U (en) * | 1983-08-30 | 1985-03-23 | 日本電子機器株式会社 | Internal combustion engine mixture supply system |
| JPS6079162A (en) * | 1983-10-07 | 1985-05-04 | Hitachi Ltd | Fuel injector |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5853851U (en) * | 1981-10-09 | 1983-04-12 | 株式会社日立製作所 | Fuel supply system for internal combustion engines |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5853851B2 (en) * | 1979-08-30 | 1983-12-01 | 日東紡音響エンジニアリング株式会社 | Sound transmission loss measurement experimental equipment |
-
1983
- 1983-03-08 JP JP58038727A patent/JPS59165862A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5853851U (en) * | 1981-10-09 | 1983-04-12 | 株式会社日立製作所 | Fuel supply system for internal combustion engines |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59170465A (en) * | 1983-03-18 | 1984-09-26 | Hitachi Ltd | Fuel control device |
| JPH0235151B2 (en) * | 1983-03-18 | 1990-08-08 | Hitachi Ltd | |
| JPS6041577U (en) * | 1983-08-30 | 1985-03-23 | 日本電子機器株式会社 | Internal combustion engine mixture supply system |
| JPS6079162A (en) * | 1983-10-07 | 1985-05-04 | Hitachi Ltd | Fuel injector |
| JPH0211734B2 (en) * | 1983-10-07 | 1990-03-15 | Hitachi Ltd |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH039312B2 (en) | 1991-02-08 |
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