JPH0217708B2 - - Google Patents
Info
- Publication number
- JPH0217708B2 JPH0217708B2 JP59023869A JP2386984A JPH0217708B2 JP H0217708 B2 JPH0217708 B2 JP H0217708B2 JP 59023869 A JP59023869 A JP 59023869A JP 2386984 A JP2386984 A JP 2386984A JP H0217708 B2 JPH0217708 B2 JP H0217708B2
- Authority
- JP
- Japan
- Prior art keywords
- fuel injection
- injection valve
- fuel
- intake
- load
- 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.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 85
- 238000002347 injection Methods 0.000 claims description 60
- 239000007924 injection Substances 0.000 claims description 60
- 230000004043 responsiveness Effects 0.000 description 9
- 238000000889 atomisation Methods 0.000 description 6
- 238000009834 vaporization Methods 0.000 description 6
- 230000008016 vaporization Effects 0.000 description 6
- 238000011144 upstream manufacturing Methods 0.000 description 5
- 239000000203 mixture Substances 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 238000007789 sealing Methods 0.000 description 2
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
Classifications
-
- 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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/10—Fuel supply; Introducing fuel to combustion space
-
- 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
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B2053/005—Wankel engines
-
- 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)
- Fuel-Injection Apparatus (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、複数の燃料噴射弁を各気筒の吸気通
路に設けた型式のロータリピストンエンジンの燃
料噴射装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel injection device for a rotary piston engine of the type in which a plurality of fuel injection valves are provided in the intake passage of each cylinder.
（従来技術）
この種の燃料噴射弁は、燃料を精度よく制御で
きることから多くのエンジンに使用されている。
しかしながら、高速・高負荷時の燃料流量を賄う
にたる容量の燃料噴射弁では、アイドリングや極
低負荷運転時等少量の燃料を供給する場合に、制
御の精度が悪化する問題があつた。(Prior Art) This type of fuel injection valve is used in many engines because it can control fuel accurately.
However, with a fuel injection valve having a capacity sufficient to cover the fuel flow rate at high speeds and high loads, there is a problem in that control accuracy deteriorates when a small amount of fuel is supplied during idling or extremely low load operation.
このため、１つの気筒に対し、低負荷用、高負
荷用の２つの燃料噴射弁を配設し、燃料制御の精
密化の向上を図つたエンジンの燃料制御装置が提
案されている（実公昭57−50536号公報参照）。 For this reason, an engine fuel control system has been proposed in which two fuel injection valves are provided for one cylinder, one for low load and one for high load, in order to improve the precision of fuel control. (See Publication No. 57-50536).
このものでは、低負荷用燃料噴射弁として流量
が少ないが制御精度の高いものを使用して応答性
を高め、高負荷用燃料噴射弁としては、容量の比
較的大きい噴射弁を用い高負荷運転時には両方の
燃料噴射弁を併用することにより、噴射量を確保
するようにしている。 This model uses a low-load fuel injection valve with a low flow rate but high control accuracy to improve responsiveness, and a high-load fuel injection valve with a relatively large capacity for high-load operation. Sometimes, both fuel injection valves are used together to ensure the injection amount.
これら燃料噴射弁は通常吸気マニホールドの壁
面に取り付けられており、低負荷用、高負荷用の
燃料噴射弁は吸気通路のほぼ同じ位置か、或い
は、低負荷用燃料噴射弁は応答性を重視して吸気
通路の下流側に、高負荷用燃料噴射弁は燃料の霧
化・気化を重視して吸気通路の上流側に夫々に配
置されている。 These fuel injection valves are usually installed on the wall of the intake manifold, and the low-load and high-load fuel injection valves are installed at almost the same position in the intake passage, or the low-load fuel injection valves are placed in the same position in the intake passage, or the low-load fuel injection valves are installed on the wall of the intake manifold. The high-load fuel injection valves are placed on the downstream side of the intake passage, and the high-load fuel injection valves are placed on the upstream side of the intake passage with emphasis on atomization and vaporization of the fuel.
燃料噴射弁を吸気通路の下流側、例えば吸気マ
ニホールドの最も下流即ちシリンダヘツドとの接
続部の僅か上流に設置すれば、確かに応答性が向
上するように思えるが、吸気マニホールド内の吸
気通路の通路径は、通常、シリンダヘツド内の吸
気通路（吸気ポート）のそれより大きく設定され
ていることや、熱膨張差等のため、上記の接続部
に段差が生じて、折角、必要な量の燃料を精度よ
く噴射したとしてもこの段差部分に燃料が溜つて
応答性が阻害されるといつた問題がある。また、
吸気マニホールドには通常アルミ等の熱膨張率の
大きい金属が用いてあり、特にシリンダヘツドと
の接続部近傍では、激しい熱膨張・収縮が繰り返
されるため、燃料噴射弁の取付部のシールが早期
に損なわれ、シール性が悪化するといつた実際上
の問題がある。 If the fuel injection valve is installed on the downstream side of the intake passage, for example, the most downstream of the intake manifold, that is, slightly upstream of the connection with the cylinder head, it certainly seems that responsiveness will improve, but The diameter of the passage is usually set larger than that of the intake passage (intake port) in the cylinder head, and due to differences in thermal expansion, etc., there is a step at the above connection, so it is difficult to obtain the required amount. Even if fuel is accurately injected, there is a problem in that fuel accumulates in this stepped portion, impeding responsiveness. Also,
The intake manifold is usually made of a metal with a high coefficient of thermal expansion, such as aluminum, and the area where it connects to the cylinder head undergoes intense thermal expansion and contraction, which can lead to premature sealing of the fuel injection valve mounting area. There are practical problems such as damage and poor sealing properties.
（発明の目的）
本発明は、ロータリピストンエンジンの特性を
利用して複数の燃料噴射弁を夫々適所に配置する
ことにより、燃料の霧化・気化を確保しつつ燃料
制御の応答性の向上を図つたものである。(Objective of the Invention) The present invention utilizes the characteristics of a rotary piston engine to arrange a plurality of fuel injection valves at appropriate locations, thereby improving the responsiveness of fuel control while ensuring atomization and vaporization of fuel. It's a diagram.
（発明の構成）
一般に、ケーシング内をロータが遊星回転運動
するようになつたロータリピストンエンジンで
は、吸入行程と、爆発・燃焼行程とはケーシング
の別異の個所で行なわれ、吸入行程が行なわれる
個所は低温となることからコールドゾーンと呼ば
れ、爆発・燃焼行程が行なわれる個所は高温とな
ることからホツトゾーンと呼ばれている。(Structure of the Invention) Generally, in a rotary piston engine in which the rotor rotates planetarily within the casing, the suction stroke and the explosion/combustion stroke are performed in different parts of the casing, and the suction stroke is performed. The area where the explosion and combustion process takes place is called the hot zone because it is at a high temperature.
本発明は、かかるロータリピストンエンジンの
特性に着目し、少なくともエンジン低負荷時作動
する第１の燃料噴射弁とエンジンの高負荷時作動
する第２の燃料噴射弁とを配置するに際して、ケ
ーシングに設けた吸気ポートに臨ませて第１ある
いは第２の燃料噴射弁の一方をケーシングに取り
付ける、即ち、ケーシングのコールドゾーンとな
る吸気ポート部に取り付ける一方、他方の燃料噴
射弁を吸気マニホールド内の吸気通路に臨ませて
設けたことを特徴とするロータリピストンエンジ
ンの燃料噴射装置を提供するものである。 The present invention focuses on the characteristics of the rotary piston engine, and provides at least a first fuel injection valve that operates when the engine is under low load and a second fuel injection valve that operates when the engine is under high load. One of the first or second fuel injection valves is attached to the casing facing the intake port, that is, the other fuel injection valve is attached to the intake port part that is the cold zone of the casing, while the other fuel injection valve is attached to the intake passage in the intake manifold. The present invention provides a fuel injection device for a rotary piston engine, which is characterized in that it is installed facing the rotary piston engine.
（発明の効果）
本発明によれば、一方の噴射弁をケーシングに
取り付けたことにより、吸気マニホールドとケー
シングとの接続部における燃料溜りを防止するこ
とができるとともに、他方の噴射弁は従来通り吸
気マニホールドに取り付けているため、燃料の霧
化・気化を確保しつつ燃料制御の応答性を向上す
ることができる。(Effects of the Invention) According to the present invention, by attaching one injection valve to the casing, it is possible to prevent fuel from accumulating at the connection between the intake manifold and the casing, and the other injection valve is attached to the intake manifold as usual. Since it is attached to the manifold, it is possible to improve the responsiveness of fuel control while ensuring fuel atomization and vaporization.
（実施例）
以下、本発明の実施例を添付の図面を参照して
詳細に説明する。(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
図面に示すように、ロータリピストンエンジン
Ｅは、トロコイド内周面１ａを有するロータハウ
ジング１と、その両側に配置する一対のサイドハ
ウジング２（図では片側のみ示されている）とか
らなるケーシング３と、トロコイド内周面１ａに
各頂辺を摺接させながら偏心軸４の廻りを遊星回
転運動するロータ５とを基本構成要素とし、ロー
タ５の遊星回転運動に応じて吸気ポート６から作
動室７に吸入した混合気を圧縮し、圧縮混合気を
点火プラグ８，８′により所定のタイミングで点
火させて、爆発燃焼させ、排気ガスを排気ポート
９から外部に排出する一連の行程を繰り返す。 As shown in the drawing, the rotary piston engine E includes a casing 3 consisting of a rotor housing 1 having a trochoidal inner circumferential surface 1a, and a pair of side housings 2 (only one side is shown in the drawing) disposed on both sides of the rotor housing 1. The basic component is a rotor 5 that rotates planetarily around an eccentric shaft 4 while sliding its top edge on the inner circumferential surface 1a of the trochoid. A series of steps are repeated in which the air-fuel mixture sucked in is compressed, the compressed air-fuel mixture is ignited at a predetermined timing by the spark plugs 8 and 8', the air-fuel mixture is explosively combusted, and the exhaust gas is discharged to the outside from the exhaust port 9.
このロータリピストンエンジンＥの吸気系は、
吸気マニホールド１０によつて基本的に構成さ
れ、吸気マニホールド１０によつて形成される吸
気通路１１の最上流にはエアクリーナ１２が、そ
の下流にはエアフロメータ１３が夫々設置されて
いる。この吸気通路１１は、エアフロメータ１３
の下流において、低負荷用吸気通路１４と高負荷
用吸気通路１５とに分岐され、これら低負荷用、
高負荷用吸気通路１４，１５の上流には、夫々ス
ロツトル弁１６，１７が介設されている。 The intake system of this rotary piston engine E is
The air cleaner 12 basically consists of an intake manifold 10, and an air cleaner 12 is installed at the most upstream side of an intake passage 11 formed by the intake manifold 10, and an air flow meter 13 is installed at the downstream side thereof. This intake passage 11 is connected to an air flow meter 13.
downstream, it is branched into a low-load intake passage 14 and a high-load intake passage 15, and these low-load intake passages,
Throttle valves 16 and 17 are provided upstream of the high-load intake passages 14 and 15, respectively.
上記低負荷用吸気通路１４は、サイドハウジン
グ２に設けたサイド吸気ポート１８に接続され、
高負荷用吸気通路１５はロータハウジング１に開
設されたペリフエラル吸気ポート（具体的に図示
せず）に接続されている。 The low-load intake passage 14 is connected to a side intake port 18 provided in the side housing 2,
The high-load intake passage 15 is connected to a peripheral intake port (not specifically shown) provided in the rotor housing 1.
そして、サイドハウジング２のサイド吸気ポー
ト１８が貫通する壁部２ａには、サイド吸気ポー
ト１８に斜め上方から達するねじ穴を設け、この
ねじ穴には、第１の燃料噴射弁としての低負荷用
（低流）燃料噴射弁１９の先端部を螺合固定し、
第１燃料噴射弁１９からサイド吸気ポート１８の
通路部分に燃料を噴射する。 The wall portion 2a of the side housing 2 through which the side intake port 18 passes is provided with a screw hole that reaches the side intake port 18 from diagonally above. (Low flow) The tip of the fuel injection valve 19 is screwed and fixed,
Fuel is injected from the first fuel injection valve 19 into the passage portion of the side intake port 18.
一方、高負荷用吸気通路１５の上流、具体的に
は、吸気マニホールド１０のスロツトル弁１７よ
り僅か下流の縦壁部に、噴射弁取付部２０を設
け、この取付部２０に第２燃料噴射弁としての高
負荷用（高流）燃料噴射弁２１の先端部を螺合固
定して、燃料を下向き斜め方向に噴射しうるよう
にしている。 On the other hand, an injection valve mounting portion 20 is provided upstream of the high-load intake passage 15, specifically, on a vertical wall portion slightly downstream of the throttle valve 17 of the intake manifold 10, and a second fuel injection valve is provided on this mounting portion 20. The tip of a high-load (high-flow) fuel injection valve 21 is screwed and fixed so that fuel can be injected diagonally downward.
これら第１、第２燃料噴射弁１９，２１は、燃
料制御ユニツト２２によつて電子制御される。即
ち、この燃料制御ユニツト２２は、エアフローメ
ータ１３によつて検出される吸入エア量およびエ
ンジン回転数、さらにはエンジンの負荷状態に対
応したスロツトル開度を基本入力として、低負荷
用吸気通路１４のスロツトル弁１６のみが開閉さ
れるエンジンの低負荷運転時には、第１燃料噴射
弁１９を駆動制御して、吸入エア量に見合つた燃
料をサイド吸気ポート１８の通路部分を流下する
吸入エアに向けて噴射し、サイド吸気ポート１８
が開口した動作室７に混合気を供給する。 These first and second fuel injection valves 19 and 21 are electronically controlled by a fuel control unit 22. That is, this fuel control unit 22 uses the intake air amount and engine rotation speed detected by the air flow meter 13 as well as the throttle opening corresponding to the engine load condition as basic inputs to control the low-load intake passage 14. During low load operation of the engine when only the throttle valve 16 is opened and closed, the first fuel injection valve 19 is driven and controlled to direct fuel commensurate with the amount of intake air to the intake air flowing down the passage of the side intake port 18. Inject, side intake port 18
The air-fuel mixture is supplied to the operating chamber 7 which is opened.
また、低負荷用吸気通路１４のスロツトル弁１
６が全開され、高負荷用吸気通路１５のスロツト
ル弁１７が負荷に応じて開閉されるエンジンの高
負荷運転時には、第１燃料噴射弁１９と第２燃料
噴射弁２１とが同時に全体の吸入エア量に見合つ
た燃料を供給するように駆動制御される。 In addition, the throttle valve 1 of the low-load intake passage 14
6 is fully opened and the throttle valve 17 of the high-load intake passage 15 is opened and closed according to the load. During high-load operation of the engine, the first fuel injection valve 19 and the second fuel injection valve 21 simultaneously control the entire intake air. The drive is controlled to supply the appropriate amount of fuel.
この場合、第２燃料噴射弁２１によつて噴射さ
れた燃料は、高負荷用吸気通路１５を流下するエ
ア流によつて霧化・気化が促進され、また、第１
燃料噴射弁１９は優れた応答性でもつて燃料供給
を分担する。 In this case, the fuel injected by the second fuel injection valve 21 is atomized and vaporized by the air flow flowing down the high-load intake passage 15, and the fuel injected by the second fuel injection valve 21 is atomized and vaporized.
The fuel injection valve 19 shares the fuel supply with excellent responsiveness.
上記の構成とすれば、ケーシングに取り付けた
第１燃料噴射弁によつて応答性よく燃料制御が行
なえ、第２燃料噴射弁によつて供給される燃料は
霧化・気化が促進されて、吸気マニホールドとケ
ーシングとの間の吸気通路の接続部において段差
があつても、この段差に燃料が溜まるといつたこ
ともなくなる。 With the above configuration, the first fuel injection valve attached to the casing can perform fuel control with good responsiveness, and the atomization and vaporization of the fuel supplied by the second fuel injection valve is promoted and the intake air is Even if there is a step at the connection part of the intake passage between the manifold and the casing, if fuel accumulates in this step, there will be no leakage.
なお、上記実施例では、低負荷用燃料噴射弁を
第１燃料噴射弁としてケーシングに取り付け、高
負荷用燃料噴射弁を第２燃料噴射弁として吸気マ
ニホールドに取り付けるようにしたが、本発明は
これに限定されるものではない。つまり、第１燃
料噴射弁として高負荷用燃料噴射弁を用い、第２
燃料噴射弁として低負荷用燃料噴射弁を用いるよ
うにし、低負荷時には燃料の霧化・気化を重視
し、高負荷時に燃料の供給の応答性を重視するよ
うにしてもよい。要は、エンジン負荷状態に応じ
て、霧化・気化と応答性のいずれを重視するかの
問題である。 Note that in the above embodiment, the low-load fuel injection valve is attached to the casing as the first fuel injection valve, and the high-load fuel injection valve is attached to the intake manifold as the second fuel injection valve. It is not limited to. In other words, a high-load fuel injection valve is used as the first fuel injection valve, and the second
A low-load fuel injection valve may be used as the fuel injection valve, and emphasis may be placed on atomization and vaporization of fuel during low loads, and emphasis on responsiveness of fuel supply during high loads. The key issue is whether to prioritize atomization, vaporization, or responsiveness depending on the engine load state.
図面は本発明の実施例を示すロータリピストン
エンジンの要部断面説明図である。
３……ケーシング、５……ロータ、１４……低
負荷用吸気通路、１５……高負荷用吸気通路、１
８……サイド吸気ポート、１９……第１燃料噴射
弁、２１……第２燃料噴射弁。
The drawing is an explanatory sectional view of a main part of a rotary piston engine showing an embodiment of the present invention. 3...Casing, 5...Rotor, 14...Intake passage for low load, 15...Intake passage for high load, 1
8... Side intake port, 19... First fuel injection valve, 21... Second fuel injection valve.
Claims (1)
成するケーシングと、該ケーシング内を遊星回転
運動するロータとを有するとともに、上記ケーシ
ングに設けられ、該ケーシング内の作動室に開口
する吸気ポートと、該吸気ポートに接続される吸
気マニホールドとにより吸気通路を形成し、該吸
気通路に少なくともエンジン低負荷時作動する第
１の燃料噴射弁とエンジンの高負荷時作動する第
２の燃料噴射弁とを臨ませたロータリピストンエ
ンジンにおいて、 上記第１あるいは第２の燃料噴射弁の一方を、
上記ケーシングに取り付け、該燃料噴射弁の噴孔
を吸気ポートに臨ませるとともに、他方の燃料噴
射弁を吸気マニホールドに取り付け、該燃料噴射
弁の噴孔を吸気マニホールドの吸気通路に臨ませ
たことを特徴とするロータリピストンエンジンの
燃料噴射装置。[Claims] 1. A casing comprising a rotor housing and a side housing, and a rotor that rotates planetarily within the casing, and an intake port provided in the casing and opening into a working chamber within the casing. and an intake manifold connected to the intake port to form an intake passage, and the intake passage includes at least a first fuel injection valve that operates when the engine is under low load and a second fuel injection valve that operates when the engine is under high load. In a rotary piston engine facing the above, one of the first or second fuel injection valve,
The fuel injection valve is attached to the casing so that the injection hole of the fuel injection valve faces the intake port, and the other fuel injection valve is attached to the intake manifold so that the injection hole of the fuel injection valve faces the intake passage of the intake manifold. A unique fuel injection system for rotary piston engines.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59023869A JPS60166753A (en) | 1984-02-09 | 1984-02-09 | Fuel injector for rotary piston engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59023869A JPS60166753A (en) | 1984-02-09 | 1984-02-09 | Fuel injector for rotary piston engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60166753A JPS60166753A (en) | 1985-08-30 |
| JPH0217708B2 true JPH0217708B2 (en) | 1990-04-23 |
Family
ID=12122446
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59023869A Granted JPS60166753A (en) | 1984-02-09 | 1984-02-09 | Fuel injector for rotary piston engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60166753A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0392562U (en) * | 1989-12-29 | 1991-09-20 |
-
1984
- 1984-02-09 JP JP59023869A patent/JPS60166753A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS60166753A (en) | 1985-08-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |