Two cycle internal combustion engine with fuel injection

Abstract: A number of embodiments of mounting arrangements for the pressure sensor (48) of a control for the fuel injection system (28) of a two cycle crankcase compression internal combustion engine (11). The pressure sensor (48) is mounted in such a way as to avoid the likelihood of the pressure signal being deteriorated due to fuel and lubricant accumulation and deterioration thereon. In some embodiments, this is done by an insulated mounting and in others this is done by positioning the pressure sensor in a scavenge passage (31) to the engine. In the scavenge passage mounting arrangements, insulation is also employed.

Description: This invention relates to a two cycle internal combustion engine with fuel injection system as indicated in the preamble portion of claim 1. More particularly the present invention refers to an improved arrangement for controlling the fuel injection of such an engine. It is known that the fuel requirements of a crankcase compression two cycle internal combustion engine can be easily determined by sensing the pressure in the crankcase chamber. Therefore, a variety of fuel injection systems for such engines have been proposed that embody a pressure sensor mounted in the crankcase chamber of the engine and which provides a pressure signal to a controller which then controls the amount and timing of fuel injection (see for example US-A-4 461 260). Although such systems are extremely effective, there are some problems attendant with them. Specifically, when the sensor is mounted directly in the wall of the crankcase chamber, it tends to become heated due to the heat transmitted to it through the engine wall construction. As is well known, not only fuel is present in the crankcase chamber, but also lubricant can be present there. This lubricant may either be mixed with fuel or delivered independently. The fuel and lubricant tend to accumulate in the crankcase chamber and can become deposited on the pressure sensor. If the pressure sensor becomes heated, however, then the fuel and particularly the oil may clog or solidify on the pressure sensor and adversely effect the pressure signal. In order to obviate these problems, it has been proposed to remotely position the pressure sensor and to connect it to the crankcase chamber through a small conduit. However, this type of arrangement also has the disadvantage that fuel and lubricant may accumulate in the small conduit. With time, this accumulated fuel and lubricant can solidify and again the pressure signal becomes deteriorated. Therefore, it is an objective of the present invention to provide an improved internal combustion engine of the type as indicated above assuring a reliable and precise measuring of an internal pressure in the crankcase during extended periods of time and operation through a pressure sensor using such a pressure responsive signal for controlling the operation of a fuel injection unit. In order to perform said objective, the two cycle internal combustion engine according to the present invention is improved in that the pressure sensor is mounted to the engine through a heat insulating means. Thus, the pressure sensor is substantially protected against heat transferred from engine wall portions through the mounting arrangement of the sensor. According to a preferred embodiment of the present invention the pressure sensor is mounted in the scavenging passage so that the pressure sensor will stay clean and maintain its good sensing capabilities providing good signals under all conditions. Other preferred embodiments are laid down in the further subclaims. In the following the present invention is explained in greater detail by means of preferred embodiments thereof in conjunction with the accompanying drawings, wherein: Figure 1 is a partially schematic cross sectional view showing a single cylinder of an internal combustion engine constructed in accordance with an embodiment of the invention. Figure 2 is an enlarged cross sectional view taken through the crankcase of the engine and showing one embodiment of mounting arrangement for the pressure sensor. Figure 3 is a cross sectional view taken through one of the cylinders and shows another embodiment of mounting of the pressure sensor. Figure 4 is a cross sectional view, in part similar to Figure 3, showing yet another mounting arrangement. Figure 5 is a cross sectional view, in part similar to Figures 3 and 4, showing yet another embodiment of the invention. Figure 6 is a cross sectional view, in part similar to Figures 3 through 5, and shows yet another embodiment for mounting the pressure sensor. Figure 7 is a cross sectional view taken along a plane perpendicular to the plane of Figures 3 through 6 and shows one method of mounting the pressure sensor within a scavenge passage. Figure 8 is a cross sectional view, in part similar to Figure 7, and shows another embodiment of mounting arrangement for the pressure sensor. Figure 9 is a cross sectional view, in part similar to Figures 7 and 8, and shows a still further embodiment of mounting arrangement for the pressure sensor within the scavenge passage. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring first to Figures 1 and 2, a two cycle crankcase compression internal combustion engine constructed in accordance with an embodiment of the invention is shown partially in schematic form in Figure 1 and in cross section in Figure 2 and is identified generally by the reference numeral 11. In the illustrated embodiment, the engine 11 is of the two cylinder in line type. It is to be understood, however, that the invention may be practiced in conjunction with engines having other cylinder numbers and other cylinder configurations. In addition, certain facets of the invention may be also employed in conjunction with rotary rather than reciprocating engines. The engine 11 includes a cylinder block 12 having a pair of spaced cylinder bores in which pistons 13 reciprocate. The pistons 13 are connected by means of connecting rods 14 to individual throws of a crankshaft, indicated generally by the reference numeral 15. The crankshaft 15 is rotatably journaled within a crankcase chamber 16 formed by the lower portion of the cylinder block 12 and a crankcase member 17 that is affixed to the cylinder block in a suitable manner. It should be noted that there is one crankcase chamber 16 associated with each of the cylinder bores and pistons 13 and that these crankcase chambers are sealed from each other in an appropriate manner, as is typical with two cycle engine practice. An intake charge is delivered to the individual crankcase chambers 16 by an induction system that includes an air intake device, shown partially in Figure 1 and indicated by the reference numeral 18 which delivers air to a throttle body 19 which has an intake passage 21 in which a slide type throttle valve 22 is positioned. The throttle valve 22 is controlled by means of a control lever 23 that is connected to the throttle valve 22 by means of a link 24. The control lever 23 is operated by the operator in a suitable manner. Downstream of the throttle body 19, there is provided an intake manifold, shown schematically and identified generally by the reference numeral 25 in which reed type check valves 26 are provided and which communicates with the individual crankcase chambers 16 through intake ports 27 formed in the cylinder block 12 at the base of the cylinder bores therein. A fuel injector 28 is provided in each throttle body 19 for spraying fuel and the fuel injector 28 is controlled electronically, in a manner to be described. The fuel air charge, which is admitted to the crankcase chamber 16 through the induction system already described is transferred, upon descent of the pistons 13, into a combustion chamber formed above the pistons by means of a cylinder head 29 that is affixed to the cylinder block in a suitable manner through a plurality of scavenge passages 31. The scavenge passages 31 terminate in scavenge ports 32 that extend through the cylinder block 12 in a known manner. The charge which is transferred to the combustion chambers is then fired by spark plugs 33 mounted in the cylinder head 29 and fired by a suitable ignition system. The exhaust gases are discharged through exhaust ports 34 formed in the cylinder block 12 and which communicate with exhaust passages 35 and an exhaust manifold (not shown) and appropriate exhaust system. An exhaust control valve 36 is provided in the exhaust passages 35 for varying the effective area and the port timing so as to improve engine performance. Fuel is supplied to the fuel injectors 28 from a fuel tank 38 through a fuel filter 39 by a high pressure fuel pump 41. A pressure control valve 42 is provided in the fuel manifold serving the injectors 28 and controls the fuel pressure by bypassing excess fuel back to the fuel tank 38 through a return conduit 43. The construction of the engine 11 as thus far described may be considered to be conventional. For that reason, further details of the construction of the engine are not believed to be necessary to enable those skilled in the art to practice the invention. As has been noted, the fuel injectors 28 are electronically controlled. For this purpose, there is provided an ECU, shown schematically in Figure 1 and identified by the reference numeral 44 that receives a plurality of input signals indicative of ambient and engine conditions. These signals include signals Θ and N from a crankcase sensor that are indicative of crank angle and engine speed. In addition, an ambient air temperature signal Ta is supplied by a temperature sensor 45 in the throttle body 19 and an engine temperature signal Tb is supplied by a cylinder head temperature sensor 46 mounted in the cylinder head 29. There is provided an exhaust temperature sensor (not shown) which may be positioned in the exhaust passages 35 or exhaust manifold and which supplies the exhaust temperature signal Te. Furthermore, a throttle position sensor 47 supplies a signal H ○ indicative of the position of the throttle valve 21 and accordingly the load on the engine. The ECU may receive other signals of ambient or engine running conditions. It has been found that the load of the engine and fuel requirements can be accurately sensed by a pressure sensor, indicated schematically at Figure 1, by the reference numeral 48 which senses the crankcase pressure P and outputs a pressure signal p to the ECU 44. The ECU 44 then outputs an appropriate actuating signal I to the injectors 28 to control the timing of the initiation of fuel injection and the fuel injection amount by varying the duration or in other known manners. The control for the fuel injectors 28 as aforedescribed may also be considered to be conventional. However, in conjunction with conventional structures of the type previously proposed, the mounting of the pressure sensor 48 in the wall of the crankcase member 17 has given rise to some problems. That is, the pressure sensor 48, due to its thermal contact with the engine through the wall of the crankcase member 17, will tend to cause it become heated. In addition to fuel, there is frequently also lubricant in the crankcase chamber 16 which may be supplied either through its mixing with the fuel or through a separate lubrication system. This fuel and lubricant can tend to congeal on the pressure sensor 48, particularly if the pressure sensor 48 is heated. This accumulation of liquids and particularly the lubricant will deteriorate the pressure signal p and can adversely effect the running of the engine. In accordance with the invention, however, the pressure sensors 48 are mounted in an insulated manner as best shown in Figure 2 so as to avoid these deleterious effects. As may be seen in Figure 2, the crankcase member 17 is formed with an opening 49 that communicates with each crankcase chamber 16. A mounting plate 51 extends across this opening and is held in place by means of a plurality of threaded fasteners 52. However, unlike prior art constructions, there is provided a block 53 of insulating material between the mounting plate 51 and the crankcase member 17 so that the mounting plate 51 will be insulated. In addition, insulating washers 54 may be provided between the heads of the threaded fasteners 52 and the mounting plate 51 so as to further provide thermal insulation. The pressure sensors 45 are threaded into the mounting plate 51 and held in place by lock nuts 55. It should be noted that an annular air gap 56 also extends around the periphery of the pressure sensors 48 so as to provide further thermal insulation. As a result of this insulated mounting, the likelihood of fuel and lubricant congealing on the pressure sensor 48 will be substantially reduced and uniform performance may be maintained. It should also be noted, as clearly shown in Figure 2, that the inner face of the sensor 48 facing the crankcase chamber 16 is, in its mounted position, flush with the inner wall of the crankcase member 17. This permits a compact assembly and avoids the necessity for increasing the size of the crankcase chamber 16 for clearance purposes. In some prior art constructions, it has been proposed to mount the pressure sensor away from the crankcase chamber and communicate with the crankcase chamber through a small pipe, as aforenoted. The problem of fuel and lubricant blocking the passage to the pressure sensor in the small pipe is also possible. In accordance with another feature of the invention, the pressure sensor 48 may be communicated with the crankcase chamber in a remote location so that it will not be subject to as much fuel and lubricant accumulation and, furthermore, in a position so that it will be swept by the intake charge transferred to the combustion chambers and hence kept clean. Figures 3 through 6 show a variety of embodiments of such mounting position. It has been previously noted that there may be a plurality of scavenge passages 31. Figures 3 through 6 show such a plurality of scavenge passages. These include a pair of scavenge passages 31A that are disposed closely adjacent and on opposite sides of the exhaust port 34 and exhaust passage 35. There are provided a second pair of scavenge passages 31B that are spaced further from the exhaust port 34 and exhaust passage 35 and adjacent the scavenge passages 31A. A further single scavenge passage 31C is provided in diametrically opposed relationship to the exhaust port 34 and exhaust passage 35. The pressure sensor 48 may be mounted in the peripheral wall of the cylinder block 12 in communication with either of the scavenge passages 31A as shown in Figure 3, in communication with either of the scavenge passages 31B as shown in Figure 4 or in communication with the single scavenge passage 31C as shown in Figure 5. In such a peripheral wall mounting, it may be better insured that the intake charge will sweep across the pressure sensor 48 as the charge is transferred from the crankcase chambers 16 to the combustion chambers. However, it may be desireable to provide a side wall mounting as shown in Figure 6, which illustrates the mounting in the single scavenge passage 31C as shown in Figure 6. Such a mounting will tend to move the pressure sensor 48 out of the path of fuel and lubricant flow and hence will insure against a deteriorated signal for this reason. The way in which the pressure sensors 48 may be mounted in the various scavenge passages can also be varied to achieve an insulating effect. Figures 7 through 9 show three such embodiments. Either of these three mounting embodiments may be employed in conjunction with the scavenge passage locations as shown in Figures 3 through 6. Figure 7 shows a mounting of the general type as employed in the crankcase mounting as shown in Figure 7. In this embodiment, the pressure sensor 48 is threaded into a mounting plate 101 which is, in turn, affixed to the cylinder block 12 by a plurality of threaded fasteners 102. An insulating plate 103 is interposed between the mounting plate 101 and the cylinder block 12 and insulating washers 104 are mounted beneath the heads of the fasteners 102 and the plate 101. As with the embodiment of Figure 1, the pressure sensor 48 extends through an enlarged opening 105, in this case formed in the cylinder block 102, to provide a further insulating air gap 106 therearound. Figure 8 shows a mounting arrangement similar to that of Figure 7. However, in this embodiment, the insulating plate 103 has an extending portion 151 which fills the air gap of the previous embodiment but which provides thermal insulation around the periphery of the pressure sensor 48. This avoids air pockets while maintaining good insulation. Figure 9 shows another mounting arrangement wherein the pressure sensor 48 has a necked down portion that engages an O ring seal 201 that is interposed between it and the cylinder block 12 for insulation and sealing purposes. As with the crankcase mounting arrangement, each of the mounting constructions shown in Figures 7 through 9 places the inner surface of the pressure sensor 48 in a smooth relationship with the surface of the cylinder block 12 defining the scavenge passageway 31 so as to provide an unobstructed flow surface for the intake charge. In addition, this insures that fuel and/or lubricant cannot be built up on the sides of the pressure sensor 48 and further that the cylinder block 12 need not be made oversized so as to compensate for any flow restriction as would occur if the pressure sensor 48 extended into the flow area. It should be readily apparent that the aforedescribed constructions provide a very effective fuel injection control wherein a crankcase pressure sensor is operative to provide a good pressure signal under running conditions for a long period of time without deterioration. This is done by insulating the mounting and/or mounting the pressure sensor in a scavenge passage so that it will still sense crankcase pressure but be more removed from fuel and lubricant which may accumulate in the crankcase chamber. Of course, the foregoing description is that of preferred embodiments of the invention.

Claims: A two cycle crankcase compression internal combustion engine comprising a crankcase (17), an induction system (18) for delivering a charge to said crankcase (17), a fuel injection system with fuel injection means (28) for injecting fuel into said intake charge, scavenge passage means (31) for transferring said intake charge from said crankcase chamber (16) to a combustion chamber of said engine (11), a pressure sensor (48) for sensing pressure within said crankcase (17), and control means (44) for receiving the signal from said pressure sensor (48) and controlling the fuel injected from said fuel injector (28), characterised in that said pressure sensor (48) is mounted to the engine (1) through a heat insulating means (53). A two cycle crankcase compression internal combustion engine as claimed in claim 1, characterised in that , the pressure sensor (4) is mounted to the scavange passage means (31) to sense the pressure therein. A two cycle crankcase compression internal combustion engine as set forth in claims 1 and 2 characterized in that said insulating means comprises an insulating spacer (53) positioned between the pressure sensor (48) and the engine wall (17) in which the pressure sensor (48) is mounted. A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 characterized in that the mounting arrangement (51,52,53,54,55) further provides an insulating air gap (56) between the pressure sensor (48) and the mounting wall (17). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 4, characterized in that the pressure sensor (48) is affixed to a plate (51) and the plate (51) is affixed to the wall (17) of the engine with the insulating spacer (53) being positioned between the plate (51) and the engine wall (17). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 5, characterized in that the pressure sensor (48) is mounted in a wall (12) that defines a scavenge passage (31). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 6, characterized in that the pressure sensor (48) is mounted in a peripheral wall of the scavenge passage (31A, 31B, 31C). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 6, characterized in that the pressure sensor is mounted in a side wall of the scavenge passage (31C). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 8, characterized in that there are provided a plurality of scavenge passages (31, 31A, 31B, 31C). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 9, characterized by an exhaust port (34) and wherein the pressure sensor (48) is mounted in a scavenge passage (31A) positioned adjacent said exhaust port (34). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 9, characterized by an exhaust port formed in the engine and wherein the pressure sensor (48) is mounted in a scavenge passage that is remoter from said exhaust port (34). A two cycle crankcase compression internal combustion engine as set forth in at least claims 1 and 2 of the preceding claims 1 to 11, characterized in that the fuel injector (28) injects fuel into the induction system.

Inventors: MAKINO SAKAE, MOCHIZUKI NORIHISA, MAKINO, SAKAE, MOCHIZUKI, NORIHISA
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 1991
Main classification: F02B77
IPC codes: F02B77, F02D41, F02M69, F02B75, F02B33, F02D35