JPS62298636A - Electronic control injector for two-cycle engine with at least one cylinder and method of controlling fuel injection in said engine - Google Patents

Electronic control injector for two-cycle engine with at least one cylinder and method of controlling fuel injection in said engine

Info

Publication number
JPS62298636A
JPS62298636A JP62091083A JP9108387A JPS62298636A JP S62298636 A JPS62298636 A JP S62298636A JP 62091083 A JP62091083 A JP 62091083A JP 9108387 A JP9108387 A JP 9108387A JP S62298636 A JPS62298636 A JP S62298636A
Authority
JP
Japan
Prior art keywords
fuel
cylinder
injection
stroke
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
Application number
JP62091083A
Other languages
Japanese (ja)
Inventor
ヘルマン・クライン
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of JPS62298636A publication Critical patent/JPS62298636A/en
Pending legal-status Critical Current

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
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F02B25/22—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18 by forming air cushion between charge and combustion residues
    • 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
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/04—Two-stroke combustion engines with electronic control
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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

(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

【発明の詳細な説明】 ３、発明の詳細な説明 ［産業上の利用分野］ 本発明は少なくとも１つの気筒を有する２サイクル機関
用゛心子制御噴射装置および同機■１において燃料噴射
を制御する方法に関する。Detailed Description of the Invention 3. Detailed Description of the Invention [Field of Industrial Application] The present invention provides a core control injection device for a two-stroke engine having at least one cylinder, and a method for controlling fuel injection in the same. Regarding.

［従来の技術］ ２サイクル機関に用いられる噴射装置は、いわゆる掃気
行程において機関駆動中発生する燃焼ガスを気筒ないし
燃焼室から掃気するのを改善するために用いられる。そ
のために必要な掃気量は同時に次の圧縮並びに燃焼行程
１こ対する充填にをともなっている。[Prior Art] Injectors used in two-stroke engines are used to improve the scavenging of combustion gases generated during engine operation from cylinders or combustion chambers during the so-called scavenging stroke. The amount of scavenging air required for this purpose simultaneously accompanies the charging for the next compression and combustion stroke.

このような従来の電子制御噴射装置、例えばドイツ特許
公開公報第３１０８６１０号に記載された装置では燃料
は制御信号発生器によって制御される″１Ｅ１Ｅ子燃料
噴射量置り２サイクル機関の各気筒のクランク室領域に
直接噴射されている。その場合燃料は流入する吸入空気
と混合される。吸入空気と燃料の混合気はクランク室に
おいて過給された後燃焼室に流入し、そこで掃気行程中
燃焼ガスを燃焼室から掃気する。In such a conventional electronically controlled injection device, for example, the device described in German Patent Publication No. 3108610, fuel is supplied to the crank of each cylinder of a two-stroke engine with a 1E1E child fuel injection amount controlled by a control signal generator. The fuel is injected directly into the combustion chamber region, where the fuel is mixed with the incoming intake air.The mixture of intake air and fuel is supercharged in the crankcase and then flows into the combustion chamber, where during the scavenging stroke the combustion gases are scavenge air from the combustion chamber.

またＳＡＥ報告書第７８０８１３７（１９７８）に記載
されたような従来の電子制御噴射装置では、燃料はオー
バーフロー通路あるいは気筒に噴射される。その場合、
燃料はオーバ−フロー空気量、すなわち新気と混合する
。いわゆる掃気行程中、この新気と燃料の混合気により
燃焼ガスが燃焼室から掃気される。In conventional electronically controlled injection systems, such as those described in SAE Report No. 7808137 (1978), fuel is injected into an overflow passage or into a cylinder. In that case,
The fuel mixes with the overflow air volume, ie fresh air. During the so-called scavenging stroke, this mixture of fresh air and fuel scavenges combustion gases from the combustion chamber.

［発明が解決しようとする問題点コ このような従来の装置では、掃気量を正確に燃焼室の量
と合わせることはできないので、まだ燃焼していない燃
ネ４が排気口に達し、燃焼が遅れることにより不本意な
騒音が発生したり、あるいは燃焼ガスが気筒に残存し、
内燃機関の出力を減少させたり混合気の点火に障害とな
ったりするという問題点がある。[Problems to be solved by the invention] In such conventional devices, it is not possible to accurately match the amount of scavenged air with the amount in the combustion chamber, so the fuel 4 that has not yet been burned reaches the exhaust port, causing combustion to occur. A delay may cause unwanted noise or combustion gas may remain in the cylinder.
There are problems in that it reduces the output of the internal combustion engine and interferes with ignition of the air-fuel mixture.

従って末完り］は、このような問題点を解決し、未燃焼
の燃料成分が排気口に行くことがなく、同時に機関の出
力を高め、混合気の点火を良好ならしめる電子制御噴射
装置および燃料噴射を制御する方法を提供することを目
的とする。Therefore, the end result is an electronically controlled injection system that solves these problems, prevents unburned fuel components from going to the exhaust port, increases engine output, and improves the ignition of the air-fuel mixture. The purpose is to provide a method for controlling fuel injection.

ｃ問題点を解決するための手段］ 本発明はこのような問題点を解決するために、オーバー
フロー空気量への燃料噴射量を制御する制御装置により
回転数あるいは負荷、あるいはその両方に従ってオーバ
ーフロー空気量への燃料噴射を行なわす掃気行程を行な
う構成を採用した。Means for Solving Problem c] In order to solve such problems, the present invention uses a control device that controls the amount of fuel injected into the amount of overflow air to adjust the amount of overflow air according to the rotation speed, the load, or both. The design employs a scavenging stroke that injects fuel into the engine.

［作　用］ このような構成では未燃焼の燃ネ゛１成分は排気【１に
達せず、燃焼ガスを気筒の空間から掃気することにより
、２サイクル機関の燃焼行程を顕著に向上させると同時
に、機関の出力を増大させることができる。これは噴射
量はの制御装置によって行なうことができ、制御装置は
オーバーフロー空気量への燃料噴射を制御し、少なくと
も掃気行程中回転数あるいは負荷、あるいはその両方に
関係してそれぞれ気筒に設けられた噴射弁を制御するこ
とにより燃料の供給を遮断するように制御する。[Function] In such a configuration, the unburned fuel gas component does not reach the exhaust gas level, and by scavenging the combustion gas from the cylinder space, the combustion stroke of the two-stroke engine is significantly improved. , the output of the engine can be increased. This can be done by means of a control device for the injection quantity, which controls the fuel injection into the overflow air quantity and at least during the scavenging stroke is provided in each cylinder in relation to the rotational speed and/or the load. The fuel supply is controlled to be cut off by controlling the injection valve.

それにより特にアイドリンク並びに部分負荷領域におい
て炭化水素カスの放出並びに排気［コでの燃料成分の燃
焼がとれることにより発生する騒）？が顕著に減少する
と同時に機関の出力を増大させることができる。４サイ
クル機関の気筒遮断と異なり、掃気行程を燃料噴射を行
なうことな〈実施することにより（この場合、燃焼並び
に作業行程も行なわれない）、良好な着火可能な気筒充
填を得ることが可能になる。This results in the release of hydrocarbon scum and exhaust gas, especially in the idling and part-load ranges. can be significantly reduced while at the same time increasing the output of the engine. Unlike cylinder shutoff in a four-stroke engine, by performing the scavenging stroke without fuel injection (in this case, neither combustion nor working strokes are performed), it is possible to obtain a good cylinder charge that allows ignition. Become.

好ましい実施例によれば燃料は２サイクル機関のオーバ
ーフロー通路に噴射される。本発明の好丈しい実施例に
よれば、好ましくは本発明の噴射装置により気筒の噴射
弁は、単独あるいは燃料のない掃気行程と組み合せて燃
料噴射の行なわれる掃気行程の燃ネ４噴射が各掃気行程
の終了時に行なわれるように駆動される。それによりあ
る種のガス層が形成される。すなわち、燃焼ガスは掃気
行程の始めにおいては燃料のないオーバーフローする新
気によって押しのけられ、その後掃気行程の終了時噴射
弁によってオーバーフロー空気量に燃料が噴射される。According to a preferred embodiment, fuel is injected into the overflow passage of the two-stroke engine. According to an advantageous embodiment of the invention, preferably by means of the injection device according to the invention, the injection valves of the cylinders are arranged such that each of the four fuel injections of the scavenging stroke, in which the fuel injection is carried out either alone or in combination with a fuel-free scavenging stroke, It is driven to occur at the end of the scavenging stroke. A kind of gas layer is thereby formed. That is, the combustion gases are displaced by the overflowing fresh air without fuel at the beginning of the scavenging stroke, and then fuel is injected into the overflow air volume by the injection valve at the end of the scavenging stroke.

それにより燃焼室には点火可能な新気と燃料の混合気が
充填され実質上米燃焼の燃料が排気口に達することがな
くなる。As a result, the combustion chamber is filled with a mixture of fresh air and fuel that can be ignited, and virtually no fuel from rice combustion reaches the exhaust port.

［実施例］ 以下、図面に示す実施例に従い本発明の詳細な説明する
０図面には気筒を備えた２サイクルエンジンの本発明に
よる噴射装置の原理図が図示されている１図には燃焼室
４をとりまく気筒６１点火プラグ１０、ピストン１２並
びにクランク室１４に配置されたクランク軸１６を有す
る２サイクル機関２が図示されている。さらに、オーバ
ーフロー通路２０並びに排気通路２２が図示されている
。制御装置３０はオーバーフロー通路２０に配とされた
噴射弁３２と接続されている。ピストン１２の位置はセ
ンサ３４、本実施例ではクランク軸１６に配置されたセ
ンサ３４によって検出され、対応した信号が制御装２１
３ｏに入力される。[Example] Hereinafter, the present invention will be explained in detail according to the embodiment shown in the drawings.Drawing 0 shows a principle diagram of an injection device according to the invention for a two-stroke engine equipped with a cylinder.Fig. 1 shows a combustion chamber. A two-stroke engine 2 is shown having a cylinder 61 surrounding a cylinder 4, a spark plug 10, a piston 12 and a crankshaft 16 arranged in a crank chamber 14. Additionally, an overflow passage 20 as well as an exhaust passage 22 are illustrated. The control device 30 is connected to an injection valve 32 arranged in the overflow passage 20 . The position of the piston 12 is detected by a sensor 34, in this example arranged on the crankshaft 16, and a corresponding signal is sent to the control device 21.
3o is input.

このピストンの位置は上述したものに限定されず、任意
の方法により検出されるもので、制御装置３０にその信
号が入力される。The position of this piston is not limited to that described above, but may be detected by any method, and the signal thereof is input to the control device 30.

２サイクル機関２を作動すると、新気が吸入通路（図示
せず）を介してクランク室１４に流入し、そこで圧縮さ
れ、オーバーフロー通路２ｏを介して燃焼室４に達する
。その場合、新気は掃気行程中晶業行程で発生した燃焼
ガスを燃焼室６から掃気させる。この燃焼ガスは排気通
路２２を通って排出させる。When the two-stroke engine 2 is operated, fresh air flows into the crank chamber 14 through an intake passage (not shown), is compressed there, and reaches the combustion chamber 4 through an overflow passage 2o. In that case, the fresh air scavenges the combustion gas generated during the crystallization process from the combustion chamber 6 during the scavenging process. This combustion gas is exhausted through the exhaust passage 22.

特にアイドリング並びに部分負荷領域では、燃焼ガスの
掃気は不充分である。従って燃焼室４にはなお燃焼ガス
が残存しており、燃焼室４に存在する混合気はしばしば
点火しないことが多くなる。それにより未燃焼の燃料が
２サイクル機関２の排気口に達し、そこで遅れて燃焼す
ることにより騒音が顕著になり、また炭化水素の放出が
大きくなり、また同時に機関の出力が減少する。Particularly in the idling and part-load ranges, scavenging of the combustion gases is insufficient. Therefore, combustion gas still remains in the combustion chamber 4, and the air-fuel mixture present in the combustion chamber 4 often does not ignite. As a result, unburned fuel reaches the exhaust port of the two-stroke engine 2, where it is combusted with a delay, resulting in noticeable noise, increased hydrocarbon emissions, and at the same time a reduction in engine power.

本発明による噴射装置並びに噴射方法ではオーバーフロ
ー通路２０に配置された噴射弁３２は制御装置によって
次のように制御される。すなわち特にアイドリング並び
に部分負荷領域においては１回の掃気行程あるいは前後
する何回もの掃気行程中燃料の噴射を行なわないように
制御される。In the injection device and injection method according to the present invention, the injection valve 32 disposed in the overflow passage 20 is controlled by the control device as follows. That is, especially in the idling and partial load ranges, fuel is controlled not to be injected during one scavenging stroke or several successive scavenging strokes.

それにより燃焼室４は完全に燃焼ガスがなくなる。続い
て燃料が噴射弁３２を介してオーバーフローする新気に
噴射された時、混合気の点火が確実に行なわれる。この
ようにして未燃焼の燃料が排気口２２に達し、そこで燃
焼するのを防出できる。それにより騒ｒｆの発生並びに
炭化水素の放出が顕著に減少すると同時に機関の出力を
増大することができる。As a result, the combustion chamber 4 is completely free of combustion gas. When fuel is subsequently injected into the overflowing fresh air via the injection valve 32, ignition of the air-fuel mixture is ensured. In this way, unburned fuel can be prevented from reaching the exhaust port 22 and being burned there. Thereby, the generation of RF noise as well as the emissions of hydrocarbons are significantly reduced, and at the same time the power of the engine can be increased.

４つあるいは６つの気筒を備えた２サイクル機関では制
御装置４３０は好ましくはアイドリングあるいは部分負
荷領域で単独の気筒６のみに燃料を送り、他の気筒の掃
気行程には燃料を供給しないように、気筒６の噴射弁３
２を制御する。これにより「単独気筒遮断」が行なわれ
る。In a two-stroke engine with four or six cylinders, the controller 430 preferably provides fuel to only a single cylinder 6 in the idle or part load region and not to the scavenge stroke of other cylinders. Injection valve 3 of cylinder 6
Control 2. This results in "single cylinder shutoff".

制御装置３０がピストン１２の位置に従って噴射弁３２
を制御する。そのためにピストンの位置は各ピストン１
２のクランク軸１６の近くに配置されたセンサ３４によ
って検出される。すなわちセンサ３４はクランク軸１６
の位置、従ってピストン位置を検出し、対応した信すを
制御装置３０に送る。制御装置３ｏはセンサ３４からの
信号を処理し、それに対応して噴射弁３２を制御する。The control device 30 controls the injection valve 32 according to the position of the piston 12.
control. Therefore, the position of the piston is 1 for each piston.
It is detected by a sensor 34 located near the crankshaft 16 of No. 2. That is, the sensor 34 is connected to the crankshaft 16
, and thus the piston position, and sends a corresponding signal to the control device 30. The control device 3o processes the signal from the sensor 34 and controls the injection valve 32 accordingly.

所定のクランク軸ないしピストン位誼によって各掃気行
程の始め並びに終了が定められる。A predetermined crankshaft or piston position defines the beginning and end of each scavenge stroke.

噴射弁３２の制御は掃気行程で燃料噴射が行なわれる時
、燃料噴射が掃気行程の終了時において行なわれ、それ
により燃焼室４に層となった混合気が得られるように制
御される。そのために制御装置３０は掃気行程の始めで
は噴射弁３２を閉じた状態にする。それによって何ら燃
料を含まないクランク室１４で圧縮された新気がオーバ
ーフロー通路２０を介して燃焼室４に流入し、燃焼ガス
を駆逐し、排気通路２２に押しやる。掃気行程の終了時
になって制御装置３０は噴射弁３２を開放し、燃料がオ
ーバーフロー空気量に噴射される。それにより燃料を含
んだ新気の層が燃焼室４に達する。この層となった混合
気により気筒は最適に点火可能な混合気で充填される。The injection valve 32 is controlled so that when fuel injection is performed in the scavenging stroke, the fuel injection is performed at the end of the scavenging stroke, thereby providing a stratified air-fuel mixture in the combustion chamber 4. For this purpose, the control device 30 closes the injection valve 32 at the beginning of the scavenging stroke. As a result, fresh air compressed in the crank chamber 14, which does not contain any fuel, flows into the combustion chamber 4 via the overflow passage 20, displacing combustion gas and forcing it into the exhaust passage 22. At the end of the scavenging stroke, the control device 30 opens the injection valve 32 and fuel is injected into the overflow air volume. As a result, a layer of fresh air containing fuel reaches the combustion chamber 4. This stratified mixture fills the cylinder with an optimally ignitable mixture.

本発明により２サイクル機関の燃焼室への充填が改善さ
れ、騒音の発生並びに炭化水素ガスの発生が減少すると
同時に機関の出力損失も減少させることが可能になる。The invention improves the charging of the combustion chamber of a two-stroke engine, making it possible to reduce noise production and hydrocarbon gas production, as well as to reduce engine power losses.

噴射装置の制御装置は末完Ｉすｌの範囲を逸脱すること
なく電子制御装置に設けられた点火制御回路内に組み込
みことができるのはもちろんである。It goes without saying that the control device for the injection device can be integrated into the ignition control circuit provided in the electronic control device without departing from the scope of the present invention.

［発明の効果］ 以上説明したように１本発明では回転数あるいは負荷に
従ってオーバーフロー空気量への燃料噴射を行なわない
掃気行程を設けるようにしているので、未燃焼の燃料成
分が排気口に達することがなく、騒音並びに有毒ガスの
発生を減少できると同時に、機関の出力を増大させるこ
とが可能になる。[Effects of the Invention] As explained above, in the present invention, a scavenging stroke is provided in which fuel is not injected into the overflow air amount according to the rotational speed or load, so that unburned fuel components do not reach the exhaust port. This makes it possible to reduce noise and the generation of toxic gases, and at the same time increase the output of the engine.

【図面の簡単な説明】[Brief explanation of the drawing]

図は本発明装置の原理的な構成を示す構成図である。 ２・・・２サイクル機関　４・・・燃焼室６・・・気筒
　　　　　　１０・・・点火プラグ１２・・・ピストン
　　　１４・・・クランク室１６・・・クランク軸 ２０・・・オーバーフロー通路The figure is a configuration diagram showing the basic configuration of the device of the present invention. 2... Two-cycle engine 4... Combustion chamber 6... Cylinder 10... Spark plug 12... Piston 14... Crank chamber 16... Crankshaft 20... Overflow passage

Claims (1)

【特許請求の範囲】 １）気筒（６）に付設された噴射弁（３２）と、噴射弁
（３２）を制御する制御装置（３０）とを備えた、少な
くとも一つの気筒を有する２サイクル機関用電子制御噴
射装置において、前記制御装置（３０）によリオーバー
フロー空気量への燃料噴射量を制御し、回転数あるいは
負荷あるいはその両方に従って燃料供給を行なわない掃
気行程を可能にしたことを特徴とする少なくとも一つの
気筒を有する２サイクル機関用電子制御噴射装置。 ２）前記噴射弁（３２）は、気筒（６）のオーバーフロ
ー通路（２０）に燃料噴射が行なわれるように気筒（６
）に付設される、特許請求の範囲第１項に記載の電子制
御噴射装置。 ３）前記噴射弁（３２）は、気筒（６）の燃焼室（４）
に直接燃料噴射が行なわれるように気筒（６）に付設さ
れる特許請求の範囲第１項に記載の電子制御噴射装置。 ４）前記噴射弁（３２）は燃料噴射を行なう掃気行程時
燃料噴射が各掃気行程の終了時に行なわれるように制御
装置（３０）により制御される、特許請求の範囲第１項
、第２項又は第３項に記載の電子制御噴射装置。 ５）制御装置（３０）に関連して燃料噴射時点を定める
センサ（３４）が設けられ、このセンサは２サイクル機
関（２）のクランク軸（１６）の位置を検出し、気筒（
６）に設けられたピストン（１２）の動作位置を検出す
る、特許請求の範囲第１項〜第４項のいずれか１項に記
載の電子制御噴射装置。 ６）電子制御噴射装置を用い、少なくとも一つの気筒を
有する２サイクル機関の燃料噴射を制御する方法におい
て回転数あるいは負荷に従って掃気行程中オーバーフロ
ー空気量への燃料噴射を行なわないようにしたことを特
徴とする、少なくとも一つの気筒を有する２サイクル機
関の燃料噴射を制御する方法。 ７）燃料を気筒（６）のオーバーフロー通路（２０）に
噴射するようにした特許請求の範囲第６項に記載の方法
。 ８）燃料を気筒（６）の燃焼室（４）に直接噴射するよ
うにした特許請求の範囲第６項に記載の方法。 ９）掃気行程中燃料噴射を行なう場合、燃料を掃気行程
の終了時に噴射するようにした特許請求の範囲第６項、
第７項又は第８項に記載の方法。 １０）燃料噴射時点は、２サイクル機関（２）のクラン
ク軸の位置を検出し、かつ気筒（６）に設けられたピス
トン（１２）の動作位置を求め、それに対応した信号を
噴射装置の制御装置（３０）に入力させるセンサ（３４
）を用いて定められる、特許請求の範囲第６項〜第９項
のいずれか１項に記載の方法。[Claims] 1) A two-stroke engine having at least one cylinder, including an injection valve (32) attached to the cylinder (6) and a control device (30) that controls the injection valve (32). An electronically controlled injection device for use in the present invention, characterized in that the control device (30) controls the fuel injection amount to the reoverflow air amount to enable a scavenging stroke in which fuel is not supplied according to the rotation speed or the load or both. An electronically controlled injection system for a two-stroke engine having at least one cylinder. 2) The injection valve (32) is configured to inject fuel into the overflow passage (20) of the cylinder (6).
), the electronically controlled injection device according to claim 1. 3) The injection valve (32) is connected to the combustion chamber (4) of the cylinder (6).
The electronically controlled injection device according to claim 1, which is attached to the cylinder (6) so that direct fuel injection is performed at the cylinder (6). 4) The injection valve (32) is controlled by a control device (30) so that fuel injection during a scavenging stroke in which fuel injection is performed is performed at the end of each scavenging stroke. Or the electronically controlled injection device according to item 3. 5) Associated with the control device (30) is a sensor (34) for determining the fuel injection point, which sensor detects the position of the crankshaft (16) of the two-stroke engine (2) and detects the position of the crankshaft (16) of the two-stroke engine (2).
6) The electronically controlled injection device according to any one of claims 1 to 4, which detects the operating position of a piston (12) provided in the electronically controlled injection device. 6) A method for controlling fuel injection in a two-stroke engine having at least one cylinder using an electronically controlled injection device, characterized in that fuel injection is not performed into the overflow air amount during the scavenging stroke according to the rotation speed or load. A method for controlling fuel injection in a two-stroke engine having at least one cylinder. 7) A method according to claim 6, characterized in that the fuel is injected into the overflow passage (20) of the cylinder (6). 8) The method according to claim 6, wherein the fuel is directly injected into the combustion chamber (4) of the cylinder (6). 9) When fuel is injected during the scavenging stroke, the fuel is injected at the end of the scavenging stroke.
The method according to paragraph 7 or 8. 10) At the time of fuel injection, the position of the crankshaft of the two-stroke engine (2) is detected, the operating position of the piston (12) provided in the cylinder (6) is determined, and the corresponding signal is sent to control the injection device. A sensor (34) that inputs to the device (30)
), the method according to any one of claims 6 to 9.
JP62091083A 1986-06-12 1987-04-15 Electronic control injector for two-cycle engine with at least one cylinder and method of controlling fuel injection in said engine Pending JPS62298636A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863619794 DE3619794A1 (en) 1986-06-12 1986-06-12 Electronically controlled injection system for two-stroke engines having at least one cylinder and method for controlling the fuel injection in engines of this type
DE3619794.7 1986-06-12

Publications (1)

Publication Number Publication Date
JPS62298636A true JPS62298636A (en) 1987-12-25

Family

ID=6302871

Family Applications (1)

Application Number Title Priority Date Filing Date
JP62091083A Pending JPS62298636A (en) 1986-06-12 1987-04-15 Electronic control injector for two-cycle engine with at least one cylinder and method of controlling fuel injection in said engine

Country Status (3)

Country Link
JP (1) JPS62298636A (en)
KR (1) KR880000681A (en)
DE (1) DE3619794A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05222976A (en) * 1991-12-24 1993-08-31 Ind Technol Res Inst Interval type fuel injection method and device in two stroke engine
JP2006200532A (en) * 2005-01-18 2006-08-03 Andreas Stihl Ag & Co Kg Operating method for single cylinder two cycle engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3819196A1 (en) * 1988-06-07 1989-12-21 Glotur Trust Reg TWO-STROKE DOUBLE PISTON ENGINE
JPH10131800A (en) * 1996-10-30 1998-05-19 Kioritz Corp Control device for internal combustion engine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05222976A (en) * 1991-12-24 1993-08-31 Ind Technol Res Inst Interval type fuel injection method and device in two stroke engine
JP2006200532A (en) * 2005-01-18 2006-08-03 Andreas Stihl Ag & Co Kg Operating method for single cylinder two cycle engine
JP4658815B2 (en) * 2005-01-18 2011-03-23 アンドレアス シュティール アクチエンゲゼルシャフト ウント コンパニー コマンディートゲゼルシャフト Method of operating a single cylinder two cycle engine

Also Published As

Publication number Publication date
KR880000681A (en) 1988-03-28
DE3619794A1 (en) 1987-12-17

Similar Documents

Publication Publication Date Title
US6622690B2 (en) Direct injection type internal combustion engine and controlling method therefor
US5020504A (en) Fuel injection control system for a two-cycle engine
EP0943793A3 (en) Control for direct fuel injection spark ignition internal combustion engine
JPS5872614A (en) Ignition and combustion method of internal-combustion engine
JPH0232466B2 (en)
GB2221722A (en) Two-stroke engine fuel injection control
GB2221065A (en) Fuel injection control system for a two-stroke engine
GB2237416A (en) Idle speed control system for a two-stroke engine.
EP0249286A1 (en) Combustion engine
GB2222005A (en) Fuel injection control for a two-stroke engine
GB2217783A (en) Supercharged two-stroke fuel-injected engine
US5259344A (en) Intermittent fuel-injection method and device for two-stroke engine
US5027759A (en) Fuel injection and gasifying system for two-stroke engine
JPS62298636A (en) Electronic control injector for two-cycle engine with at least one cylinder and method of controlling fuel injection in said engine
JP3062576B2 (en) Two-stroke internal combustion engine
JPS56151213A (en) Spark ignition type internal combustion engine
JPS61167129A (en) 2-cycle internal-combustion engine
JP3006221B2 (en) Idling control system for in-cylinder injection internal combustion engine
JP3065093B2 (en) Fuel injection control device for two-cycle engine
JPS59158328A (en) Internal-combustion engine
JP2002349268A (en) Cylinder injection two-cycle gasoline engle with supercharger
JP2937503B2 (en) Air / fuel injection engine
JPH0571768B2 (en)
JPH05195787A (en) Fuel injection type two-cycle engine
JPS59158329A (en) Internal-combustion engine