JPH04112926A - Auxiliary machinery driving device for air/fuel injection type engine - Google Patents

Abstract

PURPOSE:To enhance startability by connecting both an air pump and a fuel pump to a crankshaft via driving routes of two systems having different reduction ratios, so that respective pumps can be turned in such a way that when the engine speed is in a low speed region, they are turned in a high speed, while when it is in a high speed region, they are turned in a low speed. CONSTITUTION:In an engine provided with an air pump for forcedly feeding air via a combustion-chamber fuel injection device 7 and an air hose 32, and with a fuel pump for forcedly feeding fuel, via a fuel hose 34, both to the fuel injection injector 8 of the combustion-chamber fuel injection device 7 and to an intake-pipe fuel injection injector 14, as the driving routes of respective pumps, both a route of a small reduction ratio where power is transmitted from the crankshaft 9 via a balancer 20 and a driving gear 48, and a route of a large reduction ratio where power is transmitted from the crankshaft 9 via a reduction large gear 16 and an one-way clutch 49 are provided. When the engine speed is in a low speed region, a pump crankshaft 41 is connected to the driving gear 48 to turn it in a high speed, while when the engine speed is in a high speed region, power is transmitted through the one-way clutch 49 to turn it in a low speed.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a fuel injection engine in which air and fuel are injected into a combustion chamber, and an air pump.

This invention relates to an auxiliary drive device for an air/fuel injection engine that drives a fuel pump.

[Conventional technology]

Conventionally, vehicle engines such as motorcycle engines have
Some engines inject a mixture of air and fuel into the combustion chamber in order to obtain clean exhaust gas and improve fuel efficiency. In this type of fuel injection engine, a combustion chamber fuel injection device is provided in the cylinder, and air and fuel are pumped into the combustion chamber fuel injection device by an air pump and a fuel pump, respectively. When applying this fuel injection type engine to a motorcycle, the air pump is used because motorcycles have a small power supply capacity.

The fuel pump was a mechanical type driven by the engine.

[Problem to be solved by the invention]

However, such mechanical air pumps and fuel pumps cannot quickly increase the air pressure and fuel pressure to a predetermined pressure when the engine is in a low rotation range such as when starting the engine. For this reason, conventional engines of this type have been difficult to start.

[Means to solve the problem]

The auxiliary equipment drive device for an air/fuel injection type engine according to the present invention has an air pump and a fuel pump that inject air and fuel into the combustion chamber of the engine, respectively.
The system is connected to the crankshaft of the engine via a drive path, and the one with a larger reduction ratio of the two drive paths is connected to the main drive shaft connected to the air pump and fuel pump via a one-way clutch. At the same time, the one with the smaller reduction ratio is connected to the driving main shaft via a power switching means that transmits power when the engine speed is in a low speed range and cuts off the power when the engine speed reaches a high speed range. It is.

[For production]

The air pump and fuel pump rotate at high speed when the engine speed is in a low speed range, and at low speed when the engine speed is in a high speed range.

〔Example〕

Hereinafter, one embodiment of the present invention will be described in detail with reference to FIGS. 1 to 5.

FIG. 1 is a side view of an air/fuel injection type engine according to the present invention, FIG. 2 is a sectional view taken along the line nn in FIG. 1, FIG. 3 is a sectional view taken along the line ■-■ in FIG. This figure is a longitudinal sectional view of the fuel pump, and FIG. 5 is an exploded perspective view of the pin clutch that constitutes the power switching means. In these figures, 1 is an air/fuel injection type engine, and engine 1 is a two-stroke engine for a motorcycle. 2 is this engine 1
3 is a cylinder block, and 4 is a cylinder head. A spark plug 5 and a combustion chamber fuel injection bag W7 for injecting a mixture of air and fuel into the combustion chamber 6 are attached to the cylinder head 4. Further, a combustion chamber fuel injector 8 is attached to the combustion chamber fuel injection device 7 so as to be inclined toward the engine front side by a predetermined angle with respect to the device body.

9 is a crankshaft rotatably provided in the crankcase 2, and 10 is a piston connected to the crankshaft 9 via a connecting rod 11.

Reference numeral 12 denotes a closed valve attached to the intake passage of the crankcase 2, 13 an intake pipe communicating with the intake passage, and this intake pipe 13 includes an intake pipe fuel injector for injecting fuel into the intake passage. 14 is installed. In addition,
The upstream end of this intake pipe 13 is communicated with an air cleaner (not shown) via a throttle valve (not shown), and by opening and closing the throttle valve, the flow rate of air guided to the intake passage is controlled. It is configured as follows.

15 is a main shaft of this engine 1, and this main shaft 15 is connected to the crankshaft 9 via a reduction gear 16 and a multi-disc clutch 17. This reducing gear 16 is connected to the main shaft 1
5, and meshes with a small diameter gear 9a provided at the end of the crankshaft 9. Further, the driving side of the multi-disc clutch 17 is connected to the reducing gear 16, and the driven side is connected to the main shaft 15. That is, when the multi-disc clutch 17 is in the engaged state, the rotation of the crankshaft 9 is caused by the small diameter gear 9a, the reducing gear 16. It is transmitted to the main shaft 15 via the multi-disc clutch 17. Reference numeral 8 denotes an output shaft connected to the main shaft 15 via a transmission 19.
8 is provided with a drive sprocket (not shown) for driving the rear wheels.

20 is a balancer, and this balancer 20 is rotatably supported by the crankcase 2 via two bearings, and a balancer gear 22 provided on a balancer shaft 20a meshes with a large diameter gear 9b of a crankshaft 90. The balancer gear 22 and the large diameter gear 9b have the same diameter, and the balancer 20 is configured to rotate at the same speed as the crankshaft 9. Note that 23 is a pump drive gear for driving a pump crankshaft of an air pump, which will be described later, and is coupled to the shaft end of the balancer shaft 20a.

31 an air pump for pumping air through an air hose 32 to the combustion chamber fuel injection device 7 of the engine I;
Reference numeral 3 designates a fuel pump for pumping fuel to the combustion chamber fuel injector 8 and intake pipe fuel injector 14 of the combustion chamber fuel injection device 7 via a fuel hose 34. The air pump 31 and the fuel pump 33 are located at the upper right side of the crankcase 2, respectively, and are located at the upper right side of the crankcase 2.
Air pump 3
1 is fixed to the crankcase 2, and a fuel pump 33 is fixed to a crankcase cover 35 that covers the right side of the crankcase 2. Note that 36 is an air supply hose for connecting the air inlet of the air pump 31 and an air cleaner (not shown), and 37 is a fuel supply hose for connecting the fuel inlet of the fuel pump 33 and a fuel tank (not shown). be.

The air pump 3 is a positive displacement pump in which a pump piston 39 reciprocates within a pump cylinder 38, and the pump piston 39 is connected to a pump crankshaft 41 via a connecting rod 40. The pump cylinder 38 is integrally molded with the crankcase 2, and a suction valve 42. A cylinder head 38a equipped with a discharge valve 43 is fixed. Note that the air supply hose 36 is communicated with the intake port of the cylinder head 38a, and the air hose 32 is communicated with the discharge port. In FIG. 2, the air hose 32 is depicted as being connected to an inlet port where the suction valve 42 is located, but the air hose 32 is connected to an outlet port (not shown). Further, the pump crankshaft 41 has a crank web 4 at one end of the shaft portion.
1a is formed and rotatably supported by the crankcase 2 and crankcase cover 35 via bearings 44 and 45. The pump crankshaft 41 is attached to the crankcase 2 so that its axis is parallel to that of the crankshaft 9. Further, the shaft portion of the pump crankshaft 41 is formed with a large diameter portion 41b and a small diameter portion 41c.
A bearing 45 is fitted in each. Furthermore, a through hole 41d that passes through the pump crankshaft 41 in the longitudinal direction is bored in the axial center of the pump crankshaft 41, and a pin punch as a power switching means is inserted into the through hole 41d. A sliding rod 46 is slidably inserted therein. A portion of the through hole 41d that passes through the crank web 41a and the large diameter portion 41b has an engagement groove 41e into which the pin 47 of the sliding rod 46 is slidably fitted.
are formed in series. This engagement groove 41e extends from the axial end surface of the crank web 4ia to the crank web 41a.
, is formed extending through the large diameter portion 41b and extending over a portion of the small diameter portion 41c. Small diameter portion 4 of the pump crankshaft 41
1c is equipped with a drive gear 48 that meshes with the pump drive gear 23 of the palancer 20, a one-way clutch 49 that meshes with the reduction gear 16, and a worm 50 that drives the fuel pump 33. . The drive gear 48 is provided with the worm 5 at a position adjacent to the large diameter portion 41b.
0 is disposed on the shaft end side of the small diameter portion 41C, and the one-way clutch 49 is disposed between the drive gear 48 and the worm 50. Note that the worm 50 is keyed to the small diameter portion 41C.

The drive gear 48 is rotatably supported by a small diameter portion 41c, and a boss portion 48a has an engagement ring on the inner circumferential side in which the pin 47 of the sliding loft 46 fits, as shown in FIG. A groove 48b is formed.

This engagement groove 48b is the engagement groove 41 of the pump crankshaft 41.
In this embodiment, the bottles 47 are formed at four locations so that the bottles 47 can be easily inserted.

That is, the sliding rod 46 retreats from the crank web 41a side to the small diameter portion 41c side, and the pin 47 moves into the engagement groove 48.
b, the rotation of the drive gear 48 rotating together with the balancer 20 is transmitted to the pump crankshaft 41 via the pin 47 and the sliding rod 46. In this embodiment, the drive gear 48 is formed to have a slightly smaller diameter than the pump drive gear 23, so its rotational speed is slightly higher than that of the crankshaft 9.

Therefore, when the drive gear 48 is coupled to the pump crankshaft 4, the pump crankshaft 41 rotates at a slightly higher speed than the crankshaft 9. In addition, the sliding rod 46
When the pin 47 moves forward toward the crank web 41a, the pin 47 is disengaged from the engagement groove 48b, and power is no longer transmitted from the drive gear 48.

The one-way clutch 49 transmits only the rotation of the outer circumferential member to the inner circumferential member, and the outer circumferential member is engaged with the reducing gear 16, and the inner circumferential member is coupled to the small diameter portion 41c. That is, this one-way clutch 49
In this case, only the power from the reducing gear 16 is transmitted to the pump crankshaft 41. Further, the outer peripheral side member of this one-way clutch 49 is formed to have a slightly larger diameter than the small diameter gear 9a of the crankshaft 9 so as to rotate at a lower speed than the crankshaft 9. That is, the sliding rod 46
When the drive gear 48 and the pump crankshaft 41 are connected to each other by moving backward, the drive gear 48 rotates at a higher speed than the outer circumferential member of the one-way clutch 49, so the one-way clutch 49 is disengaged and the pump crankshaft 41 is connected. No power is transmitted from the large gear 16. At this time, the pump crankshaft 41 receives power from the drive gear 48 and rotates at high speed. When the sliding rod 46 moves forward and engine power is no longer transmitted to the drive gear 48, the rotation of the reducing gear 16 is transmitted to the pump crankshaft 41 via the one-way clutch 49.

Reference numeral 51 denotes a power switching piston for moving the sliding rod 46 forward and backward. It is in contact with the shaft end of the rod 46 via a ball 52. Note that 53 is a return spring that urges the sliding rod 46 in the backward direction. Further, a cylinder cover 54 that closes the opening of the cylinder is screwed onto the cylinder portion 35a. and,
This cylinder is connected to the air supply section of the combustion chamber fuel injection device 7 via an air pipe 55 connected to the cylinder cover 54 . Reference numeral 56 denotes a pressure accumulating needle interposed in the air pipe 55, and the pressure accumulating needle 56 adjusts the air pressure injected from the combustion chamber fuel injection device 7 and the air pressure supplied to the cylinder. That is, when the engine speed is in a low speed range such as during startup, the discharge pressure of the air pump 31 is small and no air pressure is applied to the cylinder for driving the sliding rod, so the sliding rod 46 is moved by the return spring No. 53. Therefore, it is held in the retracted position. In addition, when the engine is in a normal driving state and the engine speed reaches a high speed range, the air pump 31
When the air pressure from the pressure accumulator needle 56 becomes greater than the set value of the pressure accumulator needle 56, air is supplied from the pressure accumulator needle 56 to the sliding rod driving cylinder. Then, the piston 51 is pushed by this air pressure, and the sliding rod 46 moves forward.

The fuel pump 33 is a rotary pump including an eccentric piston 58 rotating within a cylinder 57 and a plurality of centrifugal rollers 59 rotating together with the eccentric piston 58. The cylinder 57 is connected to upper and lower housings 60, 61. It is fixed to the crankcase cover 35 in a sandwiched state. A drive shaft 62 that drives the eccentric piston 58
is orthogonal to the crankshaft 9 by being oriented downward on the road, and is connected to the pump crankshaft 41 via a connection shaft 63 pivotally supported by the crankcase 2 . This connecting shaft 63 is disposed on the same axis as the drive shaft 62, and a worm gear 63a provided at its lower end meshes with the worm 50 of the pump crankshaft 4.

Therefore, the rotation of the pump crankshaft 41 is caused by the worm 50. The signal is transmitted to the connecting shaft 63 via the worm gear 63a, and as the connecting shaft 63 rotates, the drive shaft 62
will rotate. That is, the pump crankshaft 4
1 functions as a main shaft for driving the air pump 31 and the fuel pump 33, and when the rotation speed of the pump crankshaft 41 changes, the air pump 31 and the fuel pump 33
The rotational speed will also change. In addition, the connecting shaft 63
The connection structure between the drive shaft 62 and the drive shaft 62 includes a fitting formed at the upper end of the connection shaft 63 so that the drive shaft 62 can be connected to the connection shaft 63 after the connection shaft 63 is supported by the crankcase 2. The structure is such that the lower end of the drive shaft 62 is fitted into the matching groove.

That is, in order to incorporate this fuel pump 33 into the engine 1, first, the crankcase cover 35 is attached with the connecting shaft 63 supported by the crankcase 2. and,
While connecting the drive shaft 62 to the connecting shaft 63, the cylinder 57. Housing 60.
Place the pump body made of 61 etc. In this state, attach the lower housing 61 to the crankcase cover 3 using bolts, etc.
Fix it to 5 and the installation is completed. Note that 64 is a pressure accumulator needle that maintains the pressure of the fuel discharged from the fuel pump 33 at a predetermined value, and is connected to the fuel discharge port of the upper housing 60.

The auxiliary drive device for an air/fuel injection type engine according to the present invention includes a pump crankshaft 41. It is composed of a sliding port, a drive gear 48, a one-way clutch 49, and the like. In this drive, air pump 31. fuel pump 3
3, there is a path with a relatively small reduction ratio in which power is transmitted from the crankshaft 9 through the balancer 20 and the drive gear 48, and a path with a relatively small reduction ratio through which power is transmitted from the crankshaft 9 through the reducing gear I6 and the one-way clutch 49. 2 where the reduction ratio is different from the path where the power is transmitted with a relatively large reduction ratio.
Two routes will be established.

Both drive paths are switched by the sliding iron 46 according to the engine speed. In other words, when the engine speed is in a low speed range such as during startup, the pump crankshaft 4
1 is connected to a drive gear 48 and rotates at high speed since the sliding rod 46 is held in the retracted position. Further, when the engine speed is in a high speed range such as during normal driving, the pump crankshaft 41 is rotated at a low speed due to the movement of the sliding rod 46 and power is transmitted from the one-way clutch 49.

Therefore, air pump 31. The fuel pump 33 rotates at high speed when the engine speed is in the low speed range, and rotates at low speed when the engine speed is in the high speed range, so even if the speed of the crankshaft 9 is low, such as when starting with the kick lever, , air pump 31. The fuel pump 33 rotates at high speed and can quickly increase the air pressure and fuel pressure to a predetermined pressure.

Furthermore, as shown in this embodiment, if the air pump 31 and the fuel pump 33 are installed on the upper side of the crankcase 2 in the left-right direction, it is possible to prevent the engine width from increasing due to the use of both pumps. It is possible to prevent both pumps from interfering with obstacles. Furthermore, in the structure described above, the air pump 31. An air hose 32 connecting the fuel pump 33 and the combustion chamber fuel injection bag N7. A fuel hose 34 follows the same route and is routed upwardly from the rear of the cylinder to connect to cylinder 7. Also, since both hoses will be close to each other, it will be easier to route these hoses.

〔Effect of the invention〕

As explained above, the auxiliary drive device for an air/fuel injection engine according to the present invention has two systems with different reduction ratios, an air pump and a fuel pump that inject air and fuel into the combustion chamber of the engine, respectively. The drive path is connected to the crankshaft of the engine via a drive path, and the one having a larger reduction ratio of the two drive paths is connected to a drive main shaft connected to an air pump and a fuel pump via a one-way clutch. , the one with the smaller reduction ratio is connected to the driving main shaft via a power switching means that transmits power when the engine speed is in a low rotational speed range and cuts off the power when the engine speed reaches a high rotational speed range. The fuel pump rotates at high speed when the engine speed is in a low speed range, and rotates at low speed when the engine speed is in a high speed range. Therefore, even if the rotational speed of the crankshaft is low as in the case of starting with a kick lever, the air pump and fuel pump can rotate at high speed and quickly increase the air pressure and fuel pressure to a predetermined pressure. Therefore, according to the present invention, it is possible to obtain an air/fuel injection type engine with high startability.

[Brief explanation of drawings]

FIG. 1 is a side view of an air/fuel injection type engine according to the present invention, FIG. 2 is a sectional view taken along line nn in FIG. 1, FIG. 3 is a sectional view taken along line mm in FIG. The figure is a longitudinal sectional view of the fuel pump, and FIG. 5 is an exploded perspective view of the pin crunch that constitutes the power switching means. DESCRIPTION OF SYMBOLS 1... Air/fuel injection type engine, 2... Crank case, 6... Combustion chamber, 7... Combustion chamber fuel injection device, 9... Crankshaft, 9a... ...Small diameter gear, 9b...Large diameter gear, 16...Reduced size gear, 2
2... Balancer gear, 23... Pump drive gear, 31000. Air pump, 33...Fuel pump, 41...Pump crankshaft, 46...Sliding rod, 48. ... Drive gear, 49 ... One-way clutch, 62
000. Drive shaft, 63. ...Connection shaft.

Claims (1)

[Claims] An air pump and a fuel pump, which respectively inject air and fuel into the combustion chamber of the engine, are connected to the engine crankshaft via two drive paths with different reduction ratios. The larger one is connected to the drive main shaft connected to the air pump and fuel pump via a one-way clutch, and the smaller reduction ratio is used to transmit power when the engine speed is in the low rotational speed range and to transmit power when the engine speed is in the low rotational speed range. An auxiliary equipment drive device for an air/fuel injection type engine, characterized in that the auxiliary equipment drive device for an air/fuel injection type engine is connected to the drive main shaft via a power switching means that cuts off the power when the rotation range is reached.