Internal-combustion engines – Frame construction – Horizontal cylinder
Patent
1998-10-21
2000-04-18
Argenbright, Tony M.
Internal-combustion engines
Frame construction
Horizontal cylinder
123 9031, 123195E, 123 544, 123470, F02F 700, F02M 5100, F02B 7522
Patent
active
060502363
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
The invention is directed to a covering device for an internal combustion engine having cylinders arranged in a V-shaped manner.
FIG. 1 shows a conventional fuel injection system. As shown in FIG. 1 (exemplifying a six-cylinder engine), a microcomputer 100 calculates a basic fuel injection amount based on intake air pressure information from an intake air pressure sensor (indicating an intake air amount) and rotational speed information from an engine rotational speed sensor, and subjects the basic fuel injection amount to various kinds of modifications based on information from a throttle opening sensor, an engine temperature sensor, and an intake air temperature sensor to calculate a final fuel injection amount corresponding to the operating condition and to calculate fuel injection timing.
Subsequently, output timers 200 to 250 output signals having a period corresponding to the calculated final fuel injection amount to solenoid drivers 300 to 350 at the injection timing calculated by the microcomputer 100, respectively. The solenoid drivers 300 to 350 control the opening and closing of built-in solenoid valves of electromagnetic solenoid type fuel injection valves (that is, injectors) 400 to 450, thereby enabling the fuel to be injected and supplied to the engine.
Combustion chamber direct injection type gasoline engines have been designed and are constructed so as to directly inject and supply fuel into the combustion chamber. Such engines usually realize combustion in the form of a homogeneous air-fuel mixture (wherein the fuel is equally dispersed throughout the entire combustion chamber), and a stratified air-fuel mixture (having (1) a layer of a combustible air-fuel mixture that is ignitable by an ignition plug, and (2) an air layer including recirculated exhaust gas and/or a layer of an air-fuel mixture having a combustible mixture ratio which is difficult to ignite by the ignition plug but is combustible by receiving the combustion flame of the aforementioned layer (1)), in the combustion chamber depending on operating conditions (speed, load condition, and the like). This permits combustion of a super-lean air-fuel ratio (an air-fuel ratio in the vicinity of the lean burning limit), which results in improvement in fuel consumption and the like, due to pumping loss reduction and other factors. Such systems are described, for example, in Japanese Patent Provisional Publication (Kokai) No. 62-191622, Japanese Patent Provisional Publication (Kokai) No. 2-169834, and Press Information entitled "Nissan Direct-Injection Engine" (Document E1-2200-9709 of Nissan Motor Co., Ltd. of Tokyo, Japan). The entire contents of these documents are incorporated herein by reference.
A direct injection type gasoline engine directly injects and supplies fuel into the combustion chamber at a relatively high pressure. This requires a fuel injection pressure higher than the pressure in the combustion chamber and requires a fuel injection pressure higher than that of a conventional intake port-fuel injection type engine.
The use of high pressure injection requires closely controlled opening and closing of the built-in solenoid valves of the fuel injection valves 400 to 450 during predetermined periods at predetermined timings. A slight difference in the opening and closing periods may cause the fuel supply amount to vary widely because the injection pressure is high. Therefore, the solenoid drivers 300 to 350 should be disposed close to the fuel injection valves 400 to 450 as much as possible in order to have signals be unaffected by harness resistance, noise, and the like. The operating voltage of the solenoid valves can be increased in order to provide high pressure injection. This also requires minimization of the voltage drop due to the harness.
However, as shown in FIG. 2, a conventional direct injection type gasoline engine has solenoid drivers at the rear portion of the engine compartment, as is the case with a conventional intake port-fuel injection type engine. Such a design lengthen
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Moroi Yoshiyuki
Sawaki Mikito
Argenbright Tony M.
Hairston Brian
Nissan Motor Co,. Ltd.
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