JPS603477A - Fuel injector for internal-combustion engine - Google Patents
Fuel injector for internal-combustion engineInfo
- Publication number
- JPS603477A JPS603477A JP11146583A JP11146583A JPS603477A JP S603477 A JPS603477 A JP S603477A JP 11146583 A JP11146583 A JP 11146583A JP 11146583 A JP11146583 A JP 11146583A JP S603477 A JPS603477 A JP S603477A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- fuel injection
- throttle valve
- injection valve
- auxiliary
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
- F02M69/32—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an air by-pass around the air throttle valve or with an auxiliary air passage, e.g. with a variably controlled valve therein
- F02M69/325—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an air by-pass around the air throttle valve or with an auxiliary air passage, e.g. with a variably controlled valve therein with an auxiliary injection nozzle therein
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は、絞弁上流位置で４Ｑ中的に燃料噴射を行う
形式の内燃機関の燃料噴射装置の改良に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a fuel injection device for an internal combustion engine that performs fuel injection during 4Q at a position upstream of a throttle valve.
複数気筒をイｊする内燃機１）１の燃料噴射装置１′Ｌ
として、例えば第１図に示すように、吸気通路／の絞弁
２よりも上流位置に、該絞弁２に指向した１個あるいは
２個４９度の燃料噴射弁３を配設して・燃イ２Ｉ噴射を
集中的に行い、ここで形成される混合気を絞弁１下流側
て各気筒に分配するように格成したものがある（特開昭
５７−７３８５８号公Ｙ１λ等）。Internal combustion engine with multiple cylinders 1) 1 fuel injection device 1'L
For example, as shown in FIG. 1, one or two fuel injection valves 3 facing the throttle valve 2 at an angle of 49 degrees are disposed upstream of the throttle valve 2 in the intake passage. There is a system in which B2I injection is performed intensively and the air-fuel mixture formed here is distributed to each cylinder downstream of the throttle valve 1 (Japanese Patent Laid-Open Publication No. 57-73858 Y1λ, etc.).
これによれば、各気筒の吸気ボート部に夫々１個つつガ
イ〉科噴射弁を設けた形式の燃料噴射装ｆｉｌｌ°と比
軟して、４７９成が簡素で低コストとなり、他方気化器
による場合よりも空燃比の１ｉｒ１．ｌ １ノ！１．１
′１ｑ度の面で擦かにイＮ・りとなる、等の利点がある
。According to this, the 479 configuration is simple and low cost compared to a fuel injection system in which one injector is provided in the intake boat of each cylinder, and on the other hand, the 479 configuration is simple and low cost. If the air-fuel ratio is 1ir1. l 1 no! 1.1
It has the advantage of being slightly intensified on the 1q degree surface.
しかしながら、このように燃料噴射を集中的に行うよう
にした場合に、上記９７１．’１料噴射弁３としては、
高速高負荷時の要求燃料）ｉｔ 全十分にカバーできる
ように比較的大容量のものを用いる必要があり、それ故
アイドル運転時や低負荷時など燃料噴射量が少ない場合
の霧化が悪く、燃料が絞弁２等に液滴となって伺着し易
くなり、こｉＬに起因して燃費や機関の安定性の悪化を
招く問題があった。However, when fuel injection is performed intensively in this way, the above-mentioned 971. '1 As the fuel injection valve 3,
It is necessary to use a relatively large-capacity fuel injector to sufficiently cover the fuel required at high speeds and high loads, and therefore atomization is poor when the amount of fuel injected is small, such as during idling or low load. There is a problem in that the fuel tends to reach the throttle valve 2 etc. in the form of droplets, resulting in deterioration of fuel efficiency and engine stability due to this iL.
この発明は上ｈピのような従来の問題に鑑みてなされた
もので、燃料供給量の少ない低負荷時においても燃料の
霧化が十分に行えるようにして、従来のこの種燃料噴射
装置の問題となっていた低負荷時の燃費や機関安定性の
向上全図ることを目的とする。This invention was made in view of the conventional problems such as those mentioned above, and it enables sufficient fuel atomization even under low load conditions when the amount of fuel supplied is small. The aim is to improve fuel efficiency and engine stability at low loads, which had been a problem.
す碌わち、この発明に係る内燃機関の燃料噴射装置は、
吸気通路の絞弁上流位置に該絞弁に指向して設けられた
主燃料噴射弁と、一端が絞弁上流に開口し、かつ他端が
絞弁全閉位１打するいは絞弁下流位置に開口した補助吸
気通路と、この補助吸気通路に設けらオｔ１少くとも低
負荷時に１２〜動される副燃料噴射弁とを備えたもので
あって、低負荷時に上記副燃料噴射弁から供給された燃
料を絞弁全閉位置あるいは絞弁下流に吸い出さぜること
によって極めて良好な霧化が行えるようにしたものであ
る。Specifically, the fuel injection device for an internal combustion engine according to the present invention has the following features:
A main fuel injection valve is installed at a position upstream of the throttle valve in the intake passage and is oriented toward the throttle valve, with one end opening upstream of the throttle valve and the other end opening in the throttle valve fully closed position or downstream of the throttle valve. The auxiliary intake passage is provided with an auxiliary intake passage that opens at a position, and an auxiliary fuel injection valve that is provided in the auxiliary intake passage and that is operated at least when the load is low. Very good atomization can be achieved by sucking out the supplied fuel at the fully closed position of the throttle valve or downstream of the throttle valve.
以下、この発明の具体的な一実施例全図面に基づいて詳
Ｋ）口に説明する。Hereinafter, a specific embodiment of the present invention will be described in detail based on all the drawings.
第２図は、この発明に係る燃料噴射量［￥、金内試した
インジエクションボテイｌ／を示すもので、このインジ
エクションボテイ／ｌは、主燃料噴射ブＰ７．２金備え
た上半部／／ａと、絞弁／３ｆ５備えた下半７′ｊ１（
／／ｂとからなり、両者を断熱性ガスク′ント／弘を介
して一体化しであるとともに、上下方向に吸気ｙＩｌ）
ｉ３を有し、その下端部が同じく断ｉ楔性ガスケツ）／
＊全介して吸気マニホルドｎＫ接続され、かつ上端部が
エアクリーナ（図示略）に接続されるものである。上記
絞弁／３の上流に位置する上記主燃料噴射弁／コは、吸
気通路１５内に突出する形で何方から支持されておシ、
下端の噴口／、２ａか上記絞−ｆＰｔ３に指向している
。尚、この主燃料噴射弁１２は比較的大きな吐出容量を
有するものであって、通常１１１Ｉ！！］あるいは２個
程度設けられている。Fig. 2 shows the fuel injection amount [¥, the injection volume l/l tested by the main fuel injection valve P7.2 according to the present invention]. The upper half //a has a throttle valve /3f5 and the lower half 7'j1 has a throttle valve /3f5 (
//b, and both are integrated via a heat insulating gas cant/hiro, and the intake air is drawn in the vertical direction.
i3, the lower end of which is also a wedge-shaped gasket)/
*The whole body is connected to the intake manifold nK, and the upper end is connected to an air cleaner (not shown). The main fuel injection valve located upstream of the throttle valve /3 is supported from any direction so as to protrude into the intake passage 15;
The lower end nozzle /, 2a is directed towards the above-mentioned diaphragm -fPt3. Note that this main fuel injection valve 12 has a relatively large discharge capacity, usually 111I! ! ] Or about two are provided.
一方、インジエクンョンボデイｌ／の下半部／／ｂには
、一端／４ａが吸気通路１３の絞弁１３上流に開口し、
かつ他端／６ｂが絞弁１３全ｄ】位置に開口した補助吸
気通路／６が形成されており、かつこの補助吸気通路／
乙に比較的小さ々容量１の副燃料噴射弁／７が臨設され
ている。尚、 Ｉｇおよび／ｑは上記主燃料噴射弁１２
の燃料供給通路および燃料戻し通路、ノ。および２／は
上記副燃料噴射弁／７の燃料供給通路および燃料戻し通
路である。On the other hand, one end /4a of the lower half of the intake engine body l//b opens upstream of the throttle valve 13 of the intake passage 13,
In addition, an auxiliary intake passage /6 is formed whose other end /6b opens at the throttle valve 13d] position, and this auxiliary intake passage /6 is formed.
A relatively small auxiliary fuel injection valve/7 with a capacity of 1 is temporarily installed in B. In addition, Ig and /q are the main fuel injection valves 12
fuel supply passage and fuel return passage, no. and 2/ are a fuel supply passage and a fuel return passage of the auxiliary fuel injection valve /7.
上記のような構成において％ ｊ：Ｉｇ＋Ｅ料供給は主
に絞弁／３上流の主燃料噴射弁／２によって行われ、Ｊ
：ｉｔし：副燃料噴射弁／７は、上記主燃料噴射弁／２
にょる「ｊ化が十分でかい領域つまりアイドル時を庁む
低負荷時に１屯動される。すなわち、アイドル時には絞
弁１３と吸気通路１５内壁とのイヴ１がな間隙をを気が
廿速近い速度で通過するので、上ｔｆｌ−：副燃８４−
＋噴射弁／７にて補助吸気通路１６内に供給された燃ネ
゛１は、その開口ｙ；ｇ ＃＋ｂから吸い出さり、かっ
この高速空気流によって極めて良好に；、３化きれる。In the above configuration, %j:Ig+E fuel supply is mainly performed by the main fuel injection valve/2 upstream of the throttle valve/3, and
:it: auxiliary fuel injector/7 is the above main fuel injector/2
In other words, at idle, the gap between the throttle valve 13 and the inner wall of the intake passage 15 is close to the air velocity. Since it passes at a speed, upper tfl-: secondary combustion 84-
The fuel 1 supplied into the auxiliary intake passage 16 by the injection valve /7 is sucked out from the opening y;
−１：た絞ブ「／３が僅かに開いた低負荷時においては
、上記補助吸気通路１６の開口端／６１）に比較的大き
な吸入負圧が作用し、同様に良好な霧化全確保できる。-1: At low load when the throttle valve "/3" is slightly open, a relatively large suction negative pressure acts on the opening end of the auxiliary intake passage 16 (/61), ensuring good atomization as well. can.
このとき上記主燃料噴射弁／、２は、その燃料噴射を完
全に停止するようにｔｌｉ制御しても良いか、一定の負
荷で燃料噴射を開始するときに所謂つなき゛の問題が生
じ易いので、常に一部の燃料を上記主燃料噴射弁／２゜
にて供給するようにしても良い。つまり上１己主燃料噴
射弁／コと副燃料噴射弁／７と”を一定負荷で切換えて
１弘動するようにｉｌｉ制御するか、あるいは両者を一
部負荷領域もしくは全負荷領域で同時に胎動じて夫々の
分担割合を負荷に応じて変化させるなど、種々の制御が
可能である。尚、夫々の燃料噴射はの総和か、幇にＤ「
期７）空燃比に応じてｔｌｉｌＪ仰されることは言うま
でも無い。At this time, the main fuel injector 2 may be subjected to TLI control so as to completely stop its fuel injection, since the problem of so-called disconnection is likely to occur when starting fuel injection under a constant load. A portion of the fuel may always be supplied through the main fuel injection valve/2°. In other words, either the main fuel injector (1) and the auxiliary fuel injector (7) can be switched at a constant load and controlled so that they move 1, or both can be moved at the same time in a partial or full load range. Various types of control are possible, such as changing the proportion of each fuel injection depending on the load.In addition, each fuel injection is the sum of the
Period 7) It goes without saying that tlilJ is determined depending on the air-fuel ratio.
上記のように、後間装置荷時の燃料霧化を向上させるこ
とによって、機関の安定度および燃費さらには希薄限界
の向上が図れる。第３図はフイドル時の燃料消費量と吸
入負圧との関係お上こＪ：各条件下での機関安定度金示
したｌ）￥作図であつ−〔，３体的には、アイドル回転
数と）ｊ、ｉ火時期勿−５Ｊユ（）′イドル回転数：
７００ ｒｐｍ 、点火時期：１２°ＢＴＤＣ）に保ち
ながらアイドル空燃比（すなわちす然ネ゛１７肖費量に
対応する）を変化させた時の吸入負圧ｋ ｒ＋１’ ６
ｔ＋１してプロット（○・・・従来、△・・・本実施例
）シ、カ一つ同時にその時の安定度６７価を各プロット
記号１」に記したものである。尚、この安定度は１〜７
の７段階評価とし、数字の大きい程安定ハ［が１−５い
ものであって、￥［Ｉ価「４」以」二が実用可能な範Ｉ
Ｊｔｌである。この第３図に明らかなように、点約で７
Ｊモす本実施例は、実線で示す従来のものに比り・りし
て、ｔＸ、：〉１料消費量の大幅な低減が可能でおり、
かつ安に度「４」以上の領域を拡大でき・る。筐た纂４
図は、同じくアイドル回転数ニア００ｒｐｍ、点火時期
：１２゜ＢＴＤＯの条件下で、（当量のすδ：；焼状ｋ
、（１を示す指標となる排気中の）Ｔ Ｏｇ％度と空ソ
′：：！、モ比との関係全売したものである。この第４
図に明らかなように、点線で示す本実施例は、実線で示
す従来のものに比較して理論空燃比近傍でのＨｅ濃度全
大幅に低減でき、かつこれよりも希薄な空・ｊＪζ；も
沈下においてもＨｅ儂度の急激な土丹が見られず、つま
り燃焼の安定度を希薄空燃比下においても良好に保つこ
とカニできる。As described above, by improving fuel atomization when the rear equipment is loaded, engine stability, fuel efficiency, and lean limit can be improved. Figure 3 shows the relationship between fuel consumption and suction negative pressure during idling. Number and )j, i fire timing course - 5Jyu()' idle rotation speed:
700 rpm, ignition timing: 12° BTDC) while changing the idle air-fuel ratio (i.e., corresponding to the 17% charge).
t+1 and plotted (○...conventional, △...this example), C, and F at the same time, and the stability 67 value at that time is written in each plot symbol 1. Furthermore, this stability is 1 to 7.
The higher the number, the more stable the item is from 1 to 5, and the higher the value, the more stable it is.
It is Jtl. As is clear from this Figure 3, the point is 7.
Compared to the conventional method shown by the solid line, this example enables a significant reduction in the amount of tX:〉1 charge consumption.
Moreover, it is possible to expand the area of degree ``4'' or higher at low cost. Boxed collection 4
The figure also shows (equivalent amount δ: ; sintered state k
, T Og% degree (in the exhaust gas which is an index indicating 1) and empty space'::! , the relationship with Mobi was completely sold. This fourth
As is clear from the figure, the present embodiment shown by the dotted line can significantly reduce the total He concentration near the stoichiometric air-fuel ratio compared to the conventional one shown by the solid line, and can also Even during subsidence, no sudden drop in He intensity is observed, which means that combustion stability can be maintained well even under lean air-fuel ratios.
次に第５図に示す実施例は、上記副燃料噴射弁／７が臨
設された補助吸気通路／６の下τＪｉｔ側開ロ’：：ｌ
ｉ／Ａｂ全、絞弁／３の下流位置に設けたものである。Next, in the embodiment shown in FIG.
All i/Abs are installed downstream of the throttle valve/3.
これは、アイドル時や低負荷時における絞弁１３下流の
発達した吸入負圧全利用して副燃料１ず（射弁／７から
の燃料を吸いｂ」すとともに、上記開口ｙ；ｇ／ｘｂで
負圧により急激に膨張拡散する空気によって燃料の霧化
全行うもので４５つて、この構成においても前述した実
施例と同様の効果奮奏することができる。This makes full use of the suction negative pressure developed downstream of the throttle valve 13 during idle or low load to suck fuel from the auxiliary fuel 1 (injection valve/7), and also to suck fuel from the opening y; g/xb. The atomization of the fuel is entirely performed by air that expands and diffuses rapidly due to negative pressure, and this configuration can also achieve the same effects as the above-mentioned embodiment.
以上の説明で明らかなよ゛うに、この発明に係る内燃機
関の燃料噴射装置においては、低置に時の燃料を副燃料
噴射弁にて供給することによって、その９．Ｌ、Ｕｓ科
の責化金良好なものとすることができ、従来の燃料唄射
装ｆ’２に比１１′文して、低負荷時の燃費や機関安定
性全向上せし１１）ることができる。As is clear from the above description, in the fuel injection device for an internal combustion engine according to the present invention, by supplying fuel to a low position through an auxiliary fuel injection valve, the fuel injection device according to 9. It is possible to improve the fuel efficiency of the L and US classes, and it completely improves fuel efficiency and engine stability at low loads compared to the conventional fuel gun f'2. be able to.
第１図は従来の燃料噴射装置の一例全売すｌ（：ｆｉ
＋ｆ＋ｉ図、第２図はこの発明の一実施例を示す断ｉｊ
ｊ図、第３図はアイドル時の灼科消Ｊｖ鼠およびｊ’ｂ
’ｔ ｌ’：Ｉ女戻要を示す特性図、ＤＩ’４４図はア
イドル時のＨＯ配ＩＷと空燃比との関係全売す特性図、
第５図はこの発明の異なる実施例を示す断面図である。
／／・・・インジエクションボテイ、／咥・・土燃料噴
射弁％／３・・・絞弁、／Ｊ・・・吸気通路、／６・・
・補助吸気通路、１７・・・副燃料噴射弁。
１Figure 1 shows an example of a conventional fuel injection system.
Figure +f+i and Figure 2 are cross-sectional views showing one embodiment of the present invention.
Figures j and 3 are the idle Jv Nezumi and j'b
't l': Characteristic diagram showing the need for I-female return, DI'44 diagram is a characteristic diagram showing the relationship between HO distribution IW and air-fuel ratio at idle,
FIG. 5 is a sectional view showing a different embodiment of the invention. //...injection body, /mouth...earth fuel injection valve%/3...throttle valve, /J...intake passage, /6...
- Auxiliary intake passage, 17...auxiliary fuel injection valve. 1
Claims (1)
して設けられた主燃料噴射弁と、一端が絞弁上流に開口
し、かつ他Δ１ｊが絞弁全閉位置あるいは絞弁下流位置
に開口した補助吸気通路と、この補助吸気通路に設けら
れ、少くとも低負荷時に１屈動される副慾料噴射弁とを
備えてなる内燃機関の燃料噴射装置。(1) Throttle tf'l of the intake passage The main fuel injection valve is provided in its original position facing the throttle valve, one end is open upstream of the throttle valve, and the other end Δ1j is the throttle valve fully closed position or the throttle valve. 1. A fuel injection device for an internal combustion engine, comprising an auxiliary intake passage that opens at a downstream position, and an auxiliary fuel injection valve that is provided in the auxiliary intake passage and is flexed once at least when the load is low.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11146583A JPS603477A (en) | 1983-06-21 | 1983-06-21 | Fuel injector for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11146583A JPS603477A (en) | 1983-06-21 | 1983-06-21 | Fuel injector for internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS603477A true JPS603477A (en) | 1985-01-09 |
Family
ID=14561927
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11146583A Pending JPS603477A (en) | 1983-06-21 | 1983-06-21 | Fuel injector for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS603477A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4694797A (en) * | 1985-10-23 | 1987-09-22 | Nissan Motor Company, Limited | Fuel supply system for internal combustion engine |
| US5156124A (en) * | 1990-03-15 | 1992-10-20 | Toyota Jidosha Kabushiki Kaisha | Fuel injection structure for an internal combustion engine |
-
1983
- 1983-06-21 JP JP11146583A patent/JPS603477A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4694797A (en) * | 1985-10-23 | 1987-09-22 | Nissan Motor Company, Limited | Fuel supply system for internal combustion engine |
| US5156124A (en) * | 1990-03-15 | 1992-10-20 | Toyota Jidosha Kabushiki Kaisha | Fuel injection structure for an internal combustion engine |
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