JPS6036719A - Stratified-mixture supplied engine - Google Patents
Stratified-mixture supplied engineInfo
- Publication number
- JPS6036719A JPS6036719A JP14527483A JP14527483A JPS6036719A JP S6036719 A JPS6036719 A JP S6036719A JP 14527483 A JP14527483 A JP 14527483A JP 14527483 A JP14527483 A JP 14527483A JP S6036719 A JPS6036719 A JP S6036719A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- combustion
- stratified
- intake air
- 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.)
- Granted
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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
-
- 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
- F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
-
- 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
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
-
- 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
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
-
- 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
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
- F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- 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、層状給気エンジンに関するものである。[Detailed description of the invention] (Industrial application field) BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stratified air charge engine.
（従来技術）
従来Ｊ：す、■ンジンの燃費性、■ミッション性を改善
する目的から、負荷に応じて燃焼室に供給する燃料のう
ち着火に必要な燃ｒ１だけを着火装置の近傍に偏在させ
て、この部分のみの空燃比を濃くして着火性を向上した
層状燃焼を行うようにして、全体として希薄燃焼が実現
できる層状給気エンジンが、例えば特開昭４９−６２８
０７号、特開昭４９−１２８１０９号に見られるように
公知である。(Prior technology) Conventional J: For the purpose of improving engine fuel efficiency and mission performance, only the fuel r1 necessary for ignition out of the fuel supplied to the combustion chamber according to the load is unevenly distributed near the ignition device. A stratified air charge engine that achieves lean combustion as a whole by enriching the air-fuel ratio only in this part to perform stratified combustion with improved ignitability has been proposed, for example, in Japanese Patent Laid-Open No. 49-628.
No. 07 and Japanese Unexamined Patent Publication No. 49-128109.
上記層状給気エンジンにおいては、着火装置まわりに供
給する着火用燃料は負荷に関係なく一定とし、この着火
用燃料の供給と同時に負荷に応じた量の分散燃料を供給
するようにしているものであり、低負荷時には着火装置
まわりに偏在した燃料の比率が大きく層状燃焼を行う一
方、高負荷時においては分散して供給される燃料の比率
が多くイｔって均一燃焼を行うことになる。In the above-mentioned stratified air supply engine, the ignition fuel supplied around the ignition device is constant regardless of the load, and at the same time the ignition fuel is supplied, distributed fuel is supplied in an amount corresponding to the load. At low loads, the proportion of fuel unevenly distributed around the ignition device is large, resulting in stratified combustion, while at high loads, the proportion of fuel distributed and supplied is large, resulting in uniform combustion.
しかして、上記のように負荷の上昇に応じて層状燃焼か
ら均一燃焼への移行を行う際に、温度上昇、高地移動に
よる大気圧低下、過給による圧力上ｖ７等の原因ににっ
て空気密度が変化した場合には、燃料供給品が同じであ
っても空気過剰率（空燃比）が変動Ｊる。空気過剰率が
小さいく濃い）状態で層状燃焼を行うこと（よ空気利用
率の低下に伴うス干−りの発生があり、また、空気過剰
率が大ぎい（薄い）状態で均一燃焼を行うことは、着火
性の低Ｆに伴う出力不足を〈ｉ−起するものであり、上
記層状燃焼から均一燃焼への移行を負荷のみに対応して
設定しているど、上記のＪ：うな外気条イ′１等に対応
づることができず、スモーク発生等の不具合を生じる恐
れがある。However, when transitioning from stratified combustion to uniform combustion in response to an increase in load, as mentioned above, air leakage occurs due to factors such as a rise in temperature, a drop in atmospheric pressure due to movement to high altitudes, and an increase in pressure due to supercharging. If the density changes, the excess air ratio (air-fuel ratio) will vary even if the fuel supply remains the same. Performing stratified combustion when the excess air ratio is small and dense (there is a risk of soot drying due to a decrease in air utilization), and performing uniform combustion when the excess air ratio is large (thin). This causes a lack of output due to low ignitability, and the transition from stratified combustion to uniform combustion is set only according to the load. It is not possible to deal with the problems such as rows A'1, etc., and there is a risk that problems such as smoke generation may occur.
（発明の目的）
そこで、本発明は上記事情に鑑み、低負荷時では着火装
置のまわりに燃料を偏在して供給した層状燃焼を行うと
ともに、高負荷域では燃焼室全体に燃料を分散して供給
した均一燃焼を行うＪ、うにして、良好な層状燃焼ど均
一燃焼を１５ノるとともに、層状燃焼から均一燃焼への
切換えを適止な時期に行うようにｌノだ層状給気−ｒン
ジンをｌｉｄ但りることを［１的どりるものである。(Object of the Invention) Therefore, in view of the above circumstances, the present invention performs stratified combustion in which fuel is unevenly distributed and supplied around the ignition device in low load conditions, and in high load regions, fuel is distributed throughout the combustion chamber. The supplied air is supplied in a stratified manner for 15 minutes to achieve uniform combustion, such as good stratified combustion, and to switch from stratified combustion to uniform combustion at an appropriate time. The first thing to do is to turn the engine lid on.
（発明の構成）
本発明の層状給気エンジンは、燃焼？ｆ内の着火装置ま
わりに燃ＩＩを供給り−る燃料供給手段と、吸気密度を
検出ηる吸気密１α検出手段とを備え、少なくとも（Ｉ
ｔ ＊Ｔｈ荷時に（ユ燃料供給手段から着火Ｈ向のまわ
りに偏在して燃料を供給し着火Ｊることにより層状燃焼
を行う一方、高角荷時に（３１燃焼室内に分散して燃ｒ
１を供給し着火することににり均一燃焼を行うようにし
たものであって、吸気密度検出手段の信号を受けた制（
（１１手段ＧＥＬ、吸気密度が低下したときには層状燃
焼から均一燃焼への切換点を低負荷側に移行Ｊるどと−
ｂに、吸気密度が上昇したとぎには層状燃焼から均一燃
焼への切換点を高０荷側に移行り−るようにしたことを
特徴どり゛るものである。(Structure of the Invention) The stratified air charge engine of the present invention is a combustion engine? It is equipped with a fuel supply means for supplying fuel II around the ignition device in f, and an intake air tightness 1α detection means for detecting the intake air density, and at least (I
At the time of t*Th load (U), stratified combustion is performed by supplying fuel unevenly distributed around the ignition H direction from the fuel supply means and igniting, while at high angle loading (31), the fuel is dispersed in the combustion chamber.
1 is supplied and ignited to achieve uniform combustion.
(11 means GEL, when the intake air density decreases, the switching point from stratified combustion to uniform combustion is shifted to the low load side.)
(b) When the intake air density increases, the switching point from stratified combustion to uniform combustion is shifted to the high zero load side.
− υ −
（発明の効果）
層状燃焼領域と均一燃焼領域との切換点を吸気密度に応
じて変史覆るようにしたことにより、温度、大気圧等の
外気条件の変動もしくは過給の有無に対応して上記切換
点が最適な時点に変動し、スモークもしくは出力低下の
発生しない時点で層状燃焼と均一燃焼との切換を正確に
行うことができる。− υ − (Effects of the invention) By changing the switching point between the stratified combustion region and the uniform combustion region according to the intake air density, the switching point between the stratified combustion region and the uniform combustion region is changed according to the intake air density, so that the switching point between the stratified combustion region and the uniform combustion region is changed according to the intake air density. Correspondingly, the switching point is varied to an optimum point, so that the switching between stratified combustion and uniform combustion can be carried out accurately at a point in time when smoke or power reduction does not occur.
よって、切換点以下の低角動域にＪ３いては、燃料供給
手段によって燃焼室内の着火装置まわりに偏在して燃料
を供給して層状燃焼を行い、希薄燃焼によって燃費性、
エミッション性を向」二する一方、切換点を越えた高負
荷運転域にｄ３いては、燃料供給手段によって燃料を分
散供給して均一燃焼を行い、スモークの発生を伴うこと
なく良好な高出力運転を確保することができる。Therefore, when J3 is in the low angular motion range below the switching point, the fuel supply means supplies fuel unevenly distributed around the ignition device in the combustion chamber to perform stratified combustion, which improves fuel efficiency and lean combustion.
While improving emissions performance, when in the high-load operating range beyond the switching point, the fuel supply means distributes the fuel to achieve uniform combustion, ensuring good high-output operation without smoke generation. can be ensured.
（実施例） 以下、図面により本発明の実施態様を詳細に説明する。(Example) Embodiments of the present invention will be described in detail below with reference to the drawings.
実施例１
４−
この実施例は第１図ないし第４図に示し、燃料供給手段
を、成層用の第１燃判供給手段ど分散用の第２燃料供給
手段とにより構成した例を示づ−もので°ある。Embodiment 1 4- This embodiment is shown in FIGS. 1 to 4, and shows an example in which the fuel supply means is composed of a first fuel supply means for stratification and a second fuel supply means for dispersion. -It's something.
第１図に示づエンジンにおいて、１はピストン２のに方
に形成された燃焼室、３は該燃焼室１に吸入空気を導入
する吸気通路、４は燃焼室１から排気ガスを導出する排
気通路、５は吸気弁、６は排気弁、７は排気通路４に介
装された触媒装置をそれぞれ示している。In the engine shown in FIG. 1, 1 is a combustion chamber formed on the side of a piston 2, 3 is an intake passage that introduces intake air into the combustion chamber 1, and 4 is an exhaust gas that leads out exhaust gas from the combustion chamber 1. 5 is an intake valve, 6 is an exhaust valve, and 7 is a catalyst device installed in the exhaust passage 4, respectively.
上記燃焼室１には、点火プラグにＪこる着火装置８が配
設されるとともに、この着火装置８のまわりに燃Ｆ１を
供給環る成層用燃＊’：＋噴ｑ・ｌノズル９が配設され
、この成層用撚ｒ１噴射ノズル９には燃料噴射ポンプ１
０が接続されて第１燃判供給手段１１が構成されている
。In the combustion chamber 1, an ignition device 8 is arranged around the ignition plug, and a stratified fuel nozzle 9 for supplying fuel F1 is arranged around the ignition device 8. A fuel injection pump 1 is installed in this stratification twist r1 injection nozzle 9.
0 is connected to constitute the first fuel test supply means 11.
一方、」−記吸気通路３には、燃焼室１内に燃ｒ１を分
散供給する分散用燃料噴射ノズル１２による第２燃判供
給手段１３が介装されている。さらに、この分散用燃料
噴ａｉｌノズル１２の下流には絞り弁１４が配設され、
この絞り弁１４にはその開閉作動を行うアクチュエータ
１５（アクセル操作には連動していない）が設けられて
いる。On the other hand, the intake passage 3 is provided with a second fuel supply means 13 that includes a dispersion fuel injection nozzle 12 that disperses and supplies the fuel r1 into the combustion chamber 1. Further, a throttle valve 14 is disposed downstream of this dispersion fuel injection ail nozzle 12,
This throttle valve 14 is provided with an actuator 15 (not linked to accelerator operation) that opens and closes the throttle valve.
上記吸気通路３の下流側部分は第２図に示すように、湾
曲形成されて吸入空気を燃焼室１の接線方向から導入し
、燃焼室１内にその周方向に沿ったスワールＳを生成す
るスワールポートに形成され、このスワールにより、第
１燃料供給手段１１の成層用燃ＩＦ！Ｉ噴射ノズル９か
ら構成される装置８にて着火された着火燃料を空気と十
分に混合させるとともに、火炎を燃焼室１全体に伝播さ
せて、噴射燃１１全体を十分に燃焼させるものである。As shown in FIG. 2, the downstream portion of the intake passage 3 is curved to introduce the intake air from the tangential direction of the combustion chamber 1 and generate a swirl S along the circumferential direction within the combustion chamber 1. is formed in the swirl port, and this swirl causes the stratification fuel IF of the first fuel supply means 11! The ignited fuel ignited by the device 8 composed of the I injection nozzle 9 is sufficiently mixed with air, and the flame is propagated throughout the combustion chamber 1, so that the entire injected fuel 11 is sufficiently combusted.
上記第１燃判供給手段１１の燃わ１噴躬ポンプ１０、第
２燃ｒ１供給手段１３の分散用燃料噴射ノズル１２およ
び絞り弁１７Ｉのアクチュエータ１５の作動は、制御手
段１６によって制御される。The operation of the fuel 1 injection pump 10 of the first fuel supply means 11, the dispersion fuel injection nozzle 12 of the second fuel r1 supply means 13, and the actuator 15 of the throttle valve 17I is controlled by the control means 16.
上記制御手段１６は、エンジンの要求負荷を例えばアク
セルレンリーーにＪｋつて検出する負荷検出手段１７か
らの０荷信号、および吸気圧力センサ−１８ａど吸気温
度セン−ａ−１８ｂとにｊ：って吸気密度を検出する吸
気密度検出手段１８からの検出信号を受けるとともに、
エンジン回転センサー１９からのエンジン回転信号、水
温廿ン１ノー２０からの水温信号等を受け、成層用燃料
噴射ノズル９からの燃ｒ１噴射ωおよび燃料噴０１時期
、分散用燃！′＋１噴射ノズル１２からの燃料噴射量を
それぞれ制御するとどもに、絞り弁１４の閉作動時期を
制御づるものである。The control means 16 receives a zero-load signal from a load detection means 17 that detects the required load of the engine, for example, by applying an accelerator pedal, and an intake pressure sensor 18a or an intake air temperature sensor 18b. While receiving a detection signal from the intake air density detection means 18 that detects the intake air density,
In response to the engine rotation signal from the engine rotation sensor 19, the water temperature signal from the water temperature control 20, etc., the fuel r1 injection ω from the stratification fuel injection nozzle 9, the fuel injection timing 01, and the dispersion fuel! In addition to controlling the amount of fuel injected from the '+1 injection nozzle 12, the closing timing of the throttle valve 14 is also controlled.
上記制御手段１６による燃料供給量制御は、吸気密度検
出手段１８の出力信号を受けて層状燃焼と均一燃焼との
切換点を設定するとともに、負荷検出手段１７の信号を
受り、切換点以下の低・中負荷域にお番ノる常用運転域
では第２燃ｒ１供給手段１３による分散燃料の供給は停
止し、第１燃利供給手段１１にＪ：る成層燃料を供給し
て層状燃焼を行い、負荷の増加に応じてその供給間を増
加し、切換点を越えると成層燃料の供給量を減少させる
ものである。一方、第２燃Ｆ１供給手段１３による分散
燃１′！１は、上記切換点以上において供給を開始し、
第１燃わ１供給子段１１による成層燃料の減少７−
量を補うとともに、負荷の増加に応じて全供給量が増加
づ−るよう分散用燃料の供給量を増加して層状燃焼から
均一燃焼に移行するものである。その際、各噴射毎の噴
射量、噴射回数はエンジン回転数に対応して設定する。The control means 16 controls the amount of fuel supplied by setting the switching point between stratified combustion and uniform combustion in response to the output signal of the intake air density detection means 18, and also by setting the switching point between stratified combustion and uniform combustion in response to the output signal of the intake air density detection means 18. In the normal operation range, which covers the low and medium load ranges, the supply of distributed fuel by the second fuel supply means 13 is stopped, and stratified fuel is supplied to the first fuel supply means 11 to perform stratified combustion. The supply interval is increased as the load increases, and when the switching point is exceeded, the supply amount of stratified fuel is decreased. On the other hand, dispersed combustion 1' by the second fuel F1 supply means 13! 1 starts supplying at or above the switching point,
In addition to compensating for the decrease in stratified fuel by the first combustion 1 supply stage 11, the supply amount of dispersion fuel is increased so that the total supply amount increases in accordance with the increase in load, so that the stratified combustion becomes uniform. This transitions to combustion. At this time, the injection amount and number of injections for each injection are set in accordance with the engine rotation speed.
すなわち、エンジンの負荷に対応した第１燃判供給手段
１１、第２燃利供給手段１３による燃料供給量制御は、
第３図に示すように行う。この第３図は負荷の変動に対
する燃ｒ１供給愼Ｑの変動を空気過剰率λの変動ととも
に示すものであって、前記絞り弁１４は基本的に全開状
態で吸入空気量は一定であり、負荷の増加に対し燃料供
給量Ｑを増加して空気過剰率λを小さくし、すなわち空
燃比を濃くして出力制御を行うように設けられている。That is, the fuel supply amount control by the first fuel supply means 11 and the second fuel supply means 13 corresponding to the engine load is as follows.
This is done as shown in FIG. FIG. 3 shows the fluctuation of the fuel r1 supply pressure Q with respect to the fluctuation of the load, together with the fluctuation of the excess air ratio λ.The throttle valve 14 is basically fully open and the intake air amount is constant, In response to an increase in , the fuel supply amount Q is increased to reduce the excess air ratio λ, that is, the air-fuel ratio is enriched to perform output control.
燃料供給ｆｄＱにおいて、領域■の燃料を第１燃料供給
手段１１から供給し、領域■の燃料を第２燃利供給手段
１３から供給するものである。In the fuel supply fdQ, the fuel in the region (2) is supplied from the first fuel supply means 11, and the fuel in the region (2) is supplied from the second fuel supply means 13.
第１１供給手段１１による成層燃料の供給は吸気密度検
出手段１８の信号に対応して設定した切換点Ａ点の負荷
以下では負荷の増加に応じて増−〇−
大する一方、この切換点Ａ点を越えるど、第１燃料供給
手段１１からの燃料供給を減少し、Ｂ点を越えた高０荷
時には、成層用燃料噴射ノズル９のカーボンによる目詰
まり防止と加熱防止のために少量ｌ１７ｉ用を継続づ゛
る。The supply of stratified fuel by the eleventh supply means 11 increases in accordance with the increase in load below the load of the switching point A set in response to the signal of the intake air density detection means 18, while at this switching point A Once the point is exceeded, the fuel supply from the first fuel supply means 11 is reduced, and at the time of high zero load exceeding the point B, a small amount of l17i is used to prevent the stratification fuel injection nozzle 9 from clogging with carbon and to prevent heating. I will continue to do so.
一方、上記第２燃利供給手段１３による分散燃料の供給
はＡ点の切換点以」−で供給を開始し、これにり負荷が
増加すると第１燃ｒ１供給手段１１による成層燃料の供
給減少を補うどともに、全体として負荷の増加に対応し
て増加した燃料を供給するものである。On the other hand, the supply of distributed fuel by the second fuel supply means 13 starts at a point after the switching point A, and when the load increases, the supply of stratified fuel by the first fuel supply means 11 decreases. In addition to supplementing this, it also supplies increased fuel in response to the overall increase in load.
上記Ａ点の切換点は、その時点における空気過剰率λが
均一混合気でも着火可能な着火限界の空気過剰率λ以下
となるような値に設定され、また、Ｂ点の負荷は、その
時点における空気過剰率λが層状燃焼によっては空気利
用率が低下してスモークが発生し始める空気過剰率λ以
上となるような負荷状態に設定される。The above switching point at point A is set at a value such that the excess air ratio λ at that point is less than the excess air ratio λ which is the ignition limit at which even a homogeneous mixture can be ignited, and the load at point B is set at that point. The load condition is set such that the excess air ratio λ is equal to or higher than the excess air ratio λ at which the air utilization rate decreases and smoke starts to occur due to stratified combustion.
上記空気過剰率λの曲線は、吸気密度の変動に伴って変
化するものであり、例えば、吸気温度上昼時もしくは吸
気圧力低下時（高地移動時）において吸気密度が４Ｉｔ
下した時には、鎖線で示すように空気過剰率λが低１Ｚ
づるように変化し、上記Ａ点および８点はそれぞれ低０
荷側にＡ′点およびＢ一点に移行Ｊ−るものであって、
この変化した特性に対応するように、吸気圧ノノセンリ
−−１８８および吸気温度センサー１８ｂにＪ：る吸気
密度検出手段１８の信号に基づく吸気密度の検出に伴い
、吸気密度が低下したとぎには、上記のように切換点Ａ
および８点を八一点Ｊ３よびＦ３″点となるように低負
荷側に移行づ−るものであり、過給時で吸気密度が十４
したときには切換点Ａ点Ｊ３ Ｊ：び［３点を高負荷側
に移行する。The curve of the excess air ratio λ changes as the intake air density changes. For example, when the intake air temperature is high at noon or when the intake air pressure is low (when moving to high ground), the intake air density is 4 It.
When it is lowered, the excess air ratio λ is low 1Z as shown by the chain line.
The points A and 8 above are each low 0.
There is a transition to one point A' and one point B on the load side,
In order to correspond to this changed characteristic, when the intake air density decreases as the intake air density is detected based on the signal of the intake air density detection means 18 which is sent to the intake pressure sensor 188 and the intake air temperature sensor 18b, Switching point A as above
and 8 points are shifted to the low load side to become 81 points J3 and F3'' points, and the intake air density is 14 during supercharging.
When this happens, the switching point A point J3 J: and [3 points are shifted to the high load side.
よって、上記Ａ点以上においては、燃料は燃焼室１の着
火装置８まわりに偏在して供給される層状燃焼領域であ
り、８点１ス上が燃焼室１全体に燃料が分散して供給さ
れる均一燃焼領域で、Ａ −Ｆ３間が層状燃焼領域から
均一燃焼領域への移行領域である。Therefore, above point A, fuel is supplied unevenly around the ignition device 8 of the combustion chamber 1 in a stratified combustion region, and above point 8 is a stratified combustion region where fuel is distributed and supplied throughout the combustion chamber 1. The region between A and F3 is the transition region from the stratified combustion region to the uniform combustion region.
なお、第２燃判供給手段１３による分散燃１１の供給開
始時期（ま、第１燃利供給手段１１による成層燃料の供
給を減少さ１！る切操点Ａ点ど一致させることなく、こ
のＡ点近傍の相前後した０荷状態で供給を開始り−るよ
うにすれぼにい。It should be noted that the supply start timing of the dispersed fuel 11 by the second fuel supply means 13 (well, the supply of stratified fuel by the first fuel supply means 11 is reduced by 1!) without matching the cutting point A; The supply should be started so that the supply is started in the zero load state around point A.
また、第１燃１１供給手段１′１による成層燃料供給と
第２燃利供給手段１３による分散燃料供給の切換えは、
上記の如く徐々に減少、増大１ＪるＪ＝うにするほか、
切換貞Ａ点と［コ点との間ので１荷状態において、Ａン
・Ａ）的に切換えるようにしてもよい。Moreover, switching between stratified fuel supply by the first fuel supply means 1'1 and distributed fuel supply by the second fuel supply means 13 is as follows.
In addition to gradually decreasing and increasing 1J = sea urchin as described above,
It may be possible to switch between A and C points in a single load state.
次に、第４図は負荷変動に対し、第１燃利供給手段１１
による成層燃料の噴射時期（噴射開始時期）ど点火時期
を示すものであり、前記Ａ点の切換点以下の成層化を行
う領１或では、噴ｑ・１時期【ま圧縮上死点近傍の点火
時期Ｊ：り所定聞早い時期に設定され、噴射燃料が骨太
装置８まわりに有効に偏在した状態で着火を行う。上Ｈ
１ｊ Ａ点を越えて［３点の分散化を行う領域に移行づ
るのに従って、噴射時＋！ＩＪを進めて〒い時期に噴射
を行い、第１燃料供給手段１１から噴射された燃料の偏
在を小さくして燃焼室１仝体に分散さ１！るようにりる
。また、アイドル運転時のＪ：うな極低負荷時には燃料
噴０１時期および点火時期は若干進めて安定性を向上し
ている。なお、第４図では点火時１１１１は負荷変動に
対して略一定に設定しているが、これは負荷の増大に応
じて点火時ｉＶｌを進めるように変化さゼてもよい。Next, FIG. 4 shows that the first fuel supply means 11
This indicates the injection timing (injection start timing) and ignition timing of stratified fuel. Ignition timing J: is set at a predetermined early timing, and ignition is performed with the injected fuel effectively unevenly distributed around the main body device 8. Upper H
1j Beyond point A [+ at the time of injection as it moves to the area where three points are dispersed! By advancing the IJ and injecting at the desired timing, the uneven distribution of the fuel injected from the first fuel supply means 11 is reduced and the fuel is dispersed throughout the combustion chamber 1! Riruru. Also, during idling and extremely low load, the fuel injection timing and ignition timing are slightly advanced to improve stability. In FIG. 4, the ignition time 1111 is set to be substantially constant with respect to load fluctuations, but this may be changed so that the ignition time iVl advances as the load increases.
Ｊ：た、制御手段１６による絞り弁１４の開閉制御は、
基本的には絞り弁１４を全開状態どしてノンスロットル
運転を行い、エンジン始動時には開度を小さくして吸入
空気間を減少し、空気過剰率を小さくし空燃比をリッチ
にするものであり、その他、水温センサー２０により検
出した水温が設定温度より低い冷機時もしくは触媒装置
７の温度が低いときに絞り弁１４の開度を小さくして吸
入空気ωを減少し早期に温度上昇を図るものであり、ま
た、燃料供給が停止されている減速時に触媒温度の（Ｉ
（下を防止するどともにエンジンブレーキ性能を向上す
るために、それぞれ絞り弁１４を閉じるように制御づ−
るものである。J: The opening/closing control of the throttle valve 14 by the control means 16 is as follows:
Basically, the throttle valve 14 is fully opened for non-throttle operation, and when the engine starts, the opening is reduced to reduce the intake air gap, reduce the excess air ratio, and make the air-fuel ratio rich. In addition, when the water temperature detected by the water temperature sensor 20 is lower than the set temperature or when the temperature of the catalyst device 7 is low, the opening degree of the throttle valve 14 is reduced to reduce the intake air ω and raise the temperature quickly. Also, during deceleration when fuel supply is stopped, the catalyst temperature (I
(In order to prevent the lowering and improve engine braking performance, each throttle valve 14 is controlled to close.
It is something that
１２−
よって、上記実施例の層状給気エンジンによれば、切換
点Ａ点以下の低・中負荷におｔＪる常用運転領域では、
層状燃焼を行っでＩ良好な着火性を得るどどもに、希薄
燃焼を可能どし−Ｃ燃費性、エミツシ三１ン牲を向上覆
ると同時に、この成層領域においては、絞り弁１４を閉
じることなく吸入空気ωを一定として、第１燃石供給手
段１１による燃料供給ωによって出力制御を行うように
したことにより、絞り弁１４の絞り作動に伴うボンピン
グロスを大幅に低減Ｊることができ、燃費性がより一層
向上する。12- Therefore, according to the stratified air charge engine of the above embodiment, in the normal operation region at low and medium loads below the switching point A,
In order to obtain good ignitability by performing stratified combustion, it is possible to perform lean combustion and improve fuel efficiency and emission efficiency.At the same time, in this stratified region, the throttle valve 14 is closed. By keeping the intake air ω constant and controlling the output based on the fuel supply ω from the first fuel stone supply means 11, it is possible to significantly reduce the pumping loss caused by the throttling operation of the throttle valve 14. Fuel efficiency is further improved.
また、上記切換点Ａ点を越えた高負荷運転域では層状燃
焼から均一燃焼に移行Ｌ］で空気利用率を増大してスモ
ークの発生を伴うことなく高出力運転を行うものであり
、全領域にａ３いて良好な運転＋（１能と、ボンピング
ロスの低減にＪ：る燃費性の改善が行える。In addition, in the high-load operation range beyond the above switching point A, the air utilization rate is increased by shifting from stratified combustion to uniform combustion, and high-output operation is performed without smoke generation. In A3, it is possible to improve fuel efficiency by improving driving performance and reducing pumping loss.
さらに、上記層状燃焼から均一燃焼への切換を吸気密度
検出手段１８の出力信号による吸気密度に応じて設定し
、垢１σ−１−冒時、大気圧低下時（高地移動時）等で
吸気密度が低下したときには、切換点は低負荷側に移行
する一方、過給時には反対に高負荷側に移行した時点で
その切換えを行うようにしたことにより、スモーク発生
および出力低下を伴うことなく適正な時期に良好な層状
燃焼と均一燃焼との切換えができる。Furthermore, the switching from stratified combustion to uniform combustion is set according to the intake air density determined by the output signal of the intake air density detection means 18, and the intake air density When the power level decreases, the switching point shifts to the low load side, while during supercharging, the switching point occurs when the load shifts to the high load side, thereby ensuring proper control without smoke generation or a drop in output. It is possible to switch between good stratified combustion and uniform combustion at the appropriate time.
なお、前記第２燃ｒ１供給手段１３は、分散用燃料噴射
ノズル１２による燃料噴射方式に代えて、気化器を使用
して吸気通路３に分散燃料を供給するようにしてもよく
、燃焼室１は副室を有する形式のものでもよい。Note that the second fuel r1 supply means 13 may supply dispersed fuel to the intake passage 3 using a carburetor instead of the fuel injection method using the dispersion fuel injection nozzle 12, may be of the type having a subchamber.
また、上記実施例では第２燃料供給手段１３の分散用燃
料噴射ノズル１２は吸気通路３の途中に介装するよう）
に（・ているが、この第２燃利供給手段１３の分散用燃
料噴射ノズル１２を第１燃料供給手段１１の成層用燃料
噴Ｑ＝Ｊノズル９と同様に燃焼室１内に開目するように
配設してもよく、その場合、この第２燃Ｆ１供給手段１
３により燃焼室１に直接供給する分散燃料の噴射時期は
、上記第１燃料供給手段１１による燃料噴射時ＩＩＩよ
り早く、吸気行程から圧縮行程初期の間に噴６４を完了
するように設定し、第２燃料供給手段１３による供給燃
Ｆ１が吸入空気との混合によって燃焼室１内に均一分散
するようにして、均一燃焼を得るものである。Furthermore, in the above embodiment, the dispersing fuel injection nozzle 12 of the second fuel supply means 13 is interposed in the middle of the intake passage 3).
However, the dispersion fuel injection nozzle 12 of the second fuel supply means 13 is opened into the combustion chamber 1 in the same way as the stratification fuel injection nozzle Q=J nozzle 9 of the first fuel supply means 11. In that case, this second fuel F1 supply means 1
3, the injection timing of the dispersed fuel directly supplied to the combustion chamber 1 is set earlier than the fuel injection time III by the first fuel supply means 11, and the injection 64 is completed between the intake stroke and the early stage of the compression stroke, Uniform combustion is achieved by uniformly dispersing the fuel F1 supplied by the second fuel supply means 13 within the combustion chamber 1 by mixing with intake air.
実施例２
この実施例は第５図４にいし第８図に示し、燃料供給手
段を吸気通路に設けた１つの燃料噴射ノズルにて構成し
た例である。Embodiment 2 This embodiment is shown in FIGS. 5 to 8, and is an example in which the fuel supply means is constituted by one fuel injection nozzle provided in the intake passage.
第５図および第６図に示すエンジンにおいて、２２は燃
焼室１の１次吸気ボート２３に開口した１次吸気通路、
２４は同じく２次吸気ボー１へ２５に開口した２次吸気
通路、２６は排気ボート２７に開口した１）１気通路、
２８は１次吸気弁、２９は２次吸気弁、３０はｉＪｌ気
弁、８は点火プラグによる着火装置をそれぞれ示してい
る。In the engine shown in FIGS. 5 and 6, 22 is a primary intake passage that opens into the primary intake boat 23 of the combustion chamber 1;
24 is a secondary intake passage 25 that opens to the secondary intake boat 1; 26 is a 1) 1 air passage that opens to the exhaust boat 27;
28 is a primary intake valve, 29 is a secondary intake valve, 30 is an iJl air valve, and 8 is an ignition device using a spark plug.
上記１次吸気通路２２の下流側部分は燃焼室１にスワー
ルを形成するスワールボートに設けられるとともに、上
流側は２次吸気通路２４と合流し、絞り弁１４による作
動で吸入空気量が規制され、１５−
上記２次吸気通路２４にはスワールコン］〜ロールバル
ブ３１が介装されている。The downstream portion of the primary intake passage 22 is provided in a swirl boat that forms a swirl in the combustion chamber 1, and the upstream side merges with the secondary intake passage 24, and the amount of intake air is regulated by the operation of the throttle valve 14. , 15- A swirl valve 31 is installed in the secondary intake passage 24.
また、上記１次吸気通路２２には、１次吸気弁２８が開
作動したときに、弁隙間から燃焼室１内の着火装置８近
傍に向けて燃料を噴射する燃料噴射ノズル３２が配設さ
れて燃料供給手段３３が構成されている。Further, a fuel injection nozzle 32 is disposed in the primary intake passage 22, which injects fuel from the valve gap toward the vicinity of the ignition device 8 in the combustion chamber 1 when the primary intake valve 28 is opened. A fuel supply means 33 is configured.
上記燃料供給手段３３おＪ：び絞り弁１４は、前例と同
様の制御手段（図示せず）によって、燃料噴射ノズル３
２からの燃ｒ１噴射石、噴射時期および絞り弁１４のＵ
樵が制御される。燃料供給手段３３は、負荷に応じて燃
料供給量を増加することによって出力制御を行い、その
噴射時期の制御によって層状燃焼と均一燃焼との切換え
を行い、この切換点は前例と同様に吸気密度検出手段１
８により検出している吸気密度に応じて設定し、吸気密
度低下時には低負荷側に移行し、吸気密度上界時には高
負荷側に移行するようにしている。The fuel supply means 33 and throttle valve 14 are controlled by the same control means (not shown) as in the previous example to control the fuel injection nozzle 3.
Fuel r1 injection stones from 2, injection timing and throttle valve 14 U
The woodcutter is controlled. The fuel supply means 33 performs output control by increasing the fuel supply amount according to the load, and switches between stratified combustion and uniform combustion by controlling the injection timing, and this switching point is determined by the intake air density as in the previous example. Detection means 1
The load is set according to the intake air density detected by 8, and when the intake air density decreases, the load is shifted to the low load side, and when the intake air density is at the upper limit, the load is shifted to the high load side.
すなわち、燃料噴射時期は、第７図に示すように行うも
のであって、Ｓは噴射開始時期を、Ｅは１６−
噴射路り時期をそれぞれ示している。実施例１の第３図
におけるＡ点に相当する切換点以下の成層領域における
燃料噴射時期は、吸気行程の終期において１次吸気通路
２２が閉じる直前の遅い時期に噴射して燃ｒ１が１次吸
気弁２８の開弁隙間から燃焼室１内に流入し、着火装置
８のまわりに偏在するように供給し、圧縮行程において
ピストン２が上昇したときにも、燃料を燃焼室１の上部
に偏在さけて層状燃焼を行うようにするものである。That is, the fuel injection timing is performed as shown in FIG. 7, where S indicates the injection start timing and E indicates the 16-injection timing. The fuel injection timing in the stratified region below the switching point corresponding to point A in FIG. The fuel flows into the combustion chamber 1 through the opening gap of the intake valve 28 and is supplied unevenly around the ignition device 8, and even when the piston 2 rises during the compression stroke, the fuel is unevenly distributed in the upper part of the combustion chamber 1. This is to avoid stratified combustion.
その際、燃料噴射終りを一定時期とし、噴射始めを早く
し、負荷の増大に応じて噴則昂を増加するＪζうにして
いる。At this time, the end of fuel injection is set at a fixed time, the start of injection is made earlier, and the injection control is increased according to the increase in load.
また、Δ点の切換点を越えると、噴射時期を大ぎく進角
１ノで早く」ノ、Ｂ点を越えた高負荷時には噴射路りを
一定にして、噴射始めを進角して負荷の増大に応じて噴
射量を増加するものであって、吸気行程初期からの燃料
供給により、燃焼室１内に流入した燃料は吸入空気の流
れにＪ：つて燃焼室１全体に分散し、均一燃焼を行うも
のであり、層状燃焼から均一燃焼への切換点は、前例と
同様に吸気密度検出手段１８の検出による吸気密度の大
小に応じて設定−リ−る。In addition, when the switching point of point Δ is exceeded, the injection timing is greatly advanced by 1 no. The injection amount is increased according to the increase in the amount of fuel, and by supplying fuel from the beginning of the intake stroke, the fuel that has flowed into the combustion chamber 1 is distributed throughout the combustion chamber 1 by the flow of intake air, resulting in uniform combustion. The switching point from stratified combustion to uniform combustion is set depending on the magnitude of the intake air density detected by the intake air density detection means 18, as in the previous example.
なお、２次吸気通路２／Ｉに介装されているスワールコ
ン１〜ロールバルブ３１は、前記切換点へから聞いて２
次吸気通路２４からイ）吸入空気を供給し、１次吸気通
路２２により供給される吸入空気のスワールの強さが過
大にｙ、已のを閉止し、燃焼速度の異常」７昇にもどづ
く燃焼騒音、ノッキングの発生を抑制するどともに、吸
気抵抗を軽減して吸気効率を向上するものである。Note that the swirl con 1 to roll valve 31 installed in the secondary intake passage 2/I are
A) Intake air is supplied from the secondary intake passage 24, and the strength of the swirl of the intake air supplied by the primary intake passage 22 is excessively closed, resulting in an abnormal combustion rate. This not only suppresses combustion noise and knocking, but also reduces intake resistance and improves intake efficiency.
この実施例における絞り弁１４の開度の制御は、第８図
に示すように行う。本例では成層領域における燃料の成
層化が、前例のものに比べＣ着火装置８まわりへの偏在
割合が少なくなって低下するため、絞り弁１４ ｔ、、
を吸入空気量を低減づ−るように絞る必要があるが、鎖
線で示す如き従来の気化器方式エンジンのように混合気
充填量で出力制御を行うものに比べて、その絞り開度は
小さく、ボンピングロスの低減が行、えるものである。The opening degree of the throttle valve 14 in this embodiment is controlled as shown in FIG. In this example, the stratification of the fuel in the stratification region is lowered by the fact that the uneven distribution of fuel around the C ignition device 8 is smaller than in the previous example, so the throttle valves 14 t,...
It is necessary to throttle the engine to reduce the amount of intake air, but the throttle opening is small compared to conventional carburetor engines, which control the output based on the amount of air-fuel mixture, as shown by the chain line. , it is possible to reduce the pumping loss.
また、エンジン冷機時には鎖線で示す如ぎ絞り弁開度と
してｆ慶＄Ｐｉｌ（’４を向」ニする。Further, when the engine is cold, the throttle valve opening degree is set to f('4) as shown by the chain line.
にって、この実施例において０、低負荷時には層状燃焼
に」、る希薄燃焼を行つ（燃費性、エミッション１１１
の向上を図る一方、高１１前時には均一燃焼にＪ：って
スモークの発生を伴うことなく高出力運転を行うことが
できる。Therefore, in this embodiment, lean combustion is performed (fuel efficiency, emissions 111
At the same time, before the high 11 level, high power operation can be performed without generating smoke due to uniform combustion.
また、層状燃焼と均一燃焼との切換えを吸気密度に応じ
て行うようにしたことににす、外気条イ！１、過給の有
無に対応して良好な層状燃焼と均一燃焼の切換えができ
る。In addition, we decided to switch between stratified combustion and uniform combustion according to the intake air density. 1. It is possible to switch between good stratified combustion and uniform combustion depending on the presence or absence of supercharging.
なａ３、この実施例における噴射時期の制御は、第７図
に示−１如く噴射終りを一定（基準）にして噴ｑ寸始め
を進角して負荷に応じて噴ＤＩ Ｍを増加するのに代え
て、噴射開始時期を一定（基準）にして噴用終りを口前
の変動に応じて進角Ｊるｊ；うにしてもＪζい。A3. In this embodiment, the injection timing is controlled by keeping the end of injection constant (reference) and advancing the beginning of the injection q dimension to increase the injection DI M according to the load, as shown in Fig. 7-1. Instead, it is also possible to keep the injection start timing constant (reference) and advance the end of injection according to the fluctuations before the mouth.
第１図４丁いし第４図は本発明の第１の実施例を示 ｌ
ノ 、
第１図は層状給気エンジンの概略構成図、１９−
第２図は燃焼室を模式的に示した平面図、第３図は負荷
に対する燃料供給量の制御を空気過剰率とともに示す特
性図、
第４図は負荷変動に対し第１燃料供給手段による成層燃
料の噴射時期と点火時期を示す特性図、第５図ないし第
８図は本発明の第２の実施例を示し、
第５図は層状吸気エンジンにおけるシリンダヘッドを一
部断面にして示す底面図、
第６図は第５図のＶｌ −Ｖｌ線に沿う断面図、第７図
は負荷に対する燃料噴射時期制御を示す特性図、
第８図は負荷に対する絞り弁の開度制御を示す特性図で
ある。
１・・・・・・燃焼室 ３・・・・・・吸気通路８・・
・・・・稲火装置
９・・・・・・成層用燃料噴射ノズル
１０・・・・・・燃料噴射ポンプ
１１・・・・・・第１燃利供給手段
１２・・・・・・分散用燃料噴射ノズル−２Ｏ＝
１３・・・・・・第２燃料供給手段
１６・・・・・・制御手段 １７・・・・・・負荷検出
手段１Ｂ・・・・・・吸気密度検出手段
３２・・・・・・燃料噴射ノズル
３３・・・・・・燃利供給手段
第５図
２９
８１ｅ屹
特開”、’７６０−３６７１９（８）
第 ７ 図
１指 −
□
貢荷−Figure 1-4 shows a first embodiment of the present invention.
Fig. 1 is a schematic configuration diagram of a stratified air supply engine, Fig. 19-2 is a plan view schematically showing a combustion chamber, and Fig. 3 is a characteristic showing control of fuel supply amount with respect to load along with excess air ratio. 4 is a characteristic diagram showing the injection timing and ignition timing of the stratified fuel by the first fuel supply means with respect to load fluctuations, and FIGS. 5 to 8 show a second embodiment of the present invention. The figure is a bottom view showing a partial cross-section of the cylinder head in a stratified intake engine, FIG. 6 is a cross-sectional view taken along the line Vl-Vl in FIG. 5, and FIG. 7 is a characteristic diagram showing fuel injection timing control with respect to load. FIG. 8 is a characteristic diagram showing throttle valve opening control with respect to load. 1... Combustion chamber 3... Intake passage 8...
...Inari device 9...Stratified fuel injection nozzle 10...Fuel injection pump 11...First fuel supply means 12...Dispersion Fuel injection nozzle-2O = 13... Second fuel supply means 16... Control means 17... Load detection means 1B... Intake air density detection means 32 ...Fuel injection nozzle 33...Fuel supply means Fig. 5 29 81e 屹JP', '760-36719 (8) No. 7 Fig. 1 finger - □ Tribute -
Claims (1)
焼室内に配設された着火装置と、吸気密度を検出する吸
気密度検出手段とを備え、少なくとも低負荷時には燃料
供給手段から着火装置のまわりに偏在して燃料を供給し
着火することにより層状燃焼を行う一方、高負荷時には
燃焼室内に分散して燃料を供給し着火することにより均
一燃焼を行うようにした層状給気エンジンであって、上
記吸気密度検出手段の信号を受け、吸気密度が低下した
ときには層状燃焼から均一燃焼への切換点を低負荷側に
移行し、吸気密度が上昇したときには層状燃焼から均一
燃焼への切換点を高負荷側に移行する制御手段を設けた
ことを特徴とする層状給気エンジン。(1) Equipped with a fuel supply means for supplying fuel into the combustion chamber, an ignition device disposed within the combustion chamber, and an intake air density detection means for detecting intake air density, and at least at low load, the ignition device is controlled from the fuel supply means. It is a stratified air supply engine that performs stratified combustion by supplying fuel unevenly distributed around the combustion chamber and igniting it, while at high loads it performs uniform combustion by supplying and igniting fuel dispersed within the combustion chamber. , upon receiving the signal from the intake air density detection means, shifts the switching point from stratified combustion to uniform combustion to the low load side when the intake air density decreases, and shifts the switching point from stratified combustion to uniform combustion when the intake air density increases. A stratified air supply engine characterized by being provided with a control means for shifting to a high load side.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14527483A JPS6036719A (en) | 1983-08-09 | 1983-08-09 | Stratified-mixture supplied engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14527483A JPS6036719A (en) | 1983-08-09 | 1983-08-09 | Stratified-mixture supplied engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6036719A true JPS6036719A (en) | 1985-02-25 |
| JPH0512537B2 JPH0512537B2 (en) | 1993-02-18 |
Family
ID=15381342
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14527483A Granted JPS6036719A (en) | 1983-08-09 | 1983-08-09 | Stratified-mixture supplied engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6036719A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5063886A (en) * | 1989-09-18 | 1991-11-12 | Toyota Jidosha Kabushiki Kaisha | Two-stroke engine |
| US5078107A (en) * | 1990-03-30 | 1992-01-07 | Fuji Jukogyo Kabushiki Kaisha | Fuel injection control system for an internal combustion engine |
| FR2669377A1 (en) * | 1990-11-19 | 1992-05-22 | Peugeot | Internal combustion engine fuelled by two different injection modes |
| EP0849461A2 (en) * | 1996-12-19 | 1998-06-24 | Toyota Jidosha Kabushiki Kaisha | Combustion controller for internal combustion engines |
| WO1999000591A1 (en) * | 1997-06-27 | 1999-01-07 | Robert Bosch Gmbh | System for operating an internal combustion engine with direct injection, specially in a motor vehicle |
| EP0964143A2 (en) * | 1998-06-08 | 1999-12-15 | Ford Global Technologies, Inc. | Mode control system for direct injection spark ignition engines |
| US6101998A (en) * | 1996-08-05 | 2000-08-15 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Control apparatus for an in-cylinder injection spark-ignition internal combustion engine |
| GB2367384A (en) * | 2000-08-29 | 2002-04-03 | Ford Global Tech Inc | Engine mode control based on barometric pressure |
| FR2855848A1 (en) * | 2003-06-03 | 2004-12-10 | Siemens Ag | Otto engine operating speeds passage controlling method, involves adapting switching thresholds according to quality of combustion of air/fuel mixture and using value of thresholds to control switching process of speeds |
| EP1536119A1 (en) * | 2003-10-28 | 2005-06-01 | Nissan Motor Co., Ltd. | Direct fuel injection/spark ignition engine control device |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3233039B2 (en) * | 1996-08-28 | 2001-11-26 | 三菱自動車工業株式会社 | Control device for in-cylinder injection spark ignition internal combustion engine |
-
1983
- 1983-08-09 JP JP14527483A patent/JPS6036719A/en active Granted
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5063886A (en) * | 1989-09-18 | 1991-11-12 | Toyota Jidosha Kabushiki Kaisha | Two-stroke engine |
| US5078107A (en) * | 1990-03-30 | 1992-01-07 | Fuji Jukogyo Kabushiki Kaisha | Fuel injection control system for an internal combustion engine |
| FR2669377A1 (en) * | 1990-11-19 | 1992-05-22 | Peugeot | Internal combustion engine fuelled by two different injection modes |
| US6101998A (en) * | 1996-08-05 | 2000-08-15 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Control apparatus for an in-cylinder injection spark-ignition internal combustion engine |
| EP0849461A2 (en) * | 1996-12-19 | 1998-06-24 | Toyota Jidosha Kabushiki Kaisha | Combustion controller for internal combustion engines |
| EP0849461A3 (en) * | 1996-12-19 | 1999-11-10 | Toyota Jidosha Kabushiki Kaisha | Combustion controller for internal combustion engines |
| US6202624B1 (en) | 1997-06-27 | 2001-03-20 | Robert Bosch Gmbh | System for operating an internal combustion engine with direct injection, specially in a motor vehicle |
| WO1999000591A1 (en) * | 1997-06-27 | 1999-01-07 | Robert Bosch Gmbh | System for operating an internal combustion engine with direct injection, specially in a motor vehicle |
| EP0964143A2 (en) * | 1998-06-08 | 1999-12-15 | Ford Global Technologies, Inc. | Mode control system for direct injection spark ignition engines |
| EP0964143A3 (en) * | 1998-06-08 | 2001-12-12 | Ford Global Technologies, Inc. | Mode control system for direct injection spark ignition engines |
| GB2367384A (en) * | 2000-08-29 | 2002-04-03 | Ford Global Tech Inc | Engine mode control based on barometric pressure |
| GB2367384B (en) * | 2000-08-29 | 2004-10-06 | Ford Global Tech Inc | Engine mode control |
| FR2855848A1 (en) * | 2003-06-03 | 2004-12-10 | Siemens Ag | Otto engine operating speeds passage controlling method, involves adapting switching thresholds according to quality of combustion of air/fuel mixture and using value of thresholds to control switching process of speeds |
| EP1536119A1 (en) * | 2003-10-28 | 2005-06-01 | Nissan Motor Co., Ltd. | Direct fuel injection/spark ignition engine control device |
| US7024851B2 (en) | 2003-10-28 | 2006-04-11 | Nissan Motor Co., Ltd. | Direct fuel injection/spark ignition engine control device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0512537B2 (en) | 1993-02-18 |
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