The present invention relates to a fuel injec¬ tion system for a two cycle internal combustion engine, including a marine drive with a vertical crankshaft.

The object of the present invention is to pro- vide a low profile compact construction which is space efficient.

The present invention provides a two cycle internal combustion engine having a reciprocal piston connected to a crankshaft in a crankcase, fuel . supply means comprising fuel injection means, characterized by a low profile intake manifold mounted to said crankcase and defining passage means for intake air flowing in a first direction adjacent said crankcase and then flowing in a second direction away from said crankcase and then flowing in a third direction into said crankcase.

A further object of the present invention is to provide a packaging system for mounting the fuel injec¬ tors and their electrical connections which is parti¬ cularly desirable in a marine environment to protect the injectors and their connections from moisture salt, etc.

Accordingly, the present invention further provides a two cycle internal combustion engine having a plurality of reciprocal pistons connected to a crank- shaft in a crankcase, and fuel supply means comprising an intake manifold mounted to said crankcase, char¬ acterized by a plurality of fuel injectors mounted in said manifold, and a common fuel rail mounted within said

manifold and having discharge ports for respective said injectors.

Figure 1 is a partial elevation and partial section view showing a two cycle internal combustion engine with a fuel injection system in accordance with the invention. Figure 2 is a view taken along line 2-2 of Figure 1.

Figure 3 is a view taken along line 3-3 of Figure 1. Figure 4 is a view taken along line 4-4 of

Figure 3.

Figure 5 is a view taken along line 5-5 of Figure 3.

Figure 6 is a partial elevation and partial section view of the fuel injection system of Figure 1. Figure 7 is an exploded perspective view of the fuel injection system of Figure 1.

Figure 1 shows a two cycle internal combustion engine 2 having a plurality of reciprocal pistons 4 connected to a vertical crankshaft 6 in a cylinder block 8. Figure 1 shows one bank of three cylinders in a V-6 engine. Piston 4 moves leftwardly during its intake stroke drawing a fuel-air mixture leftwardly through one-way reed valves 10 into crankcase chamber 12. Left- ward piston movement also compresses the fuel-air mixture in cylinder 14 for ignition by spart plug 16, which combustion drives piston 4 rightwardly generating its power stroke. During rightward movement of piston 4, the fuel-air mixture in crankcase chamber 12 is blocked by one-way reed valves 10 from exiting rightwardly and instead is driven through a transfer passage in the crankcase to port 18 in cylinder 14 for compression during the intake stroke, and so on to repeat the cycle, all as is well known. The combustion products are exhausted at port 20.

In accordance with the present invention, a fuel supply system is provided by a low profile intake manifold 22 mounted to crankcase 8 by an adaptor plate 24 which spaces the manifold away from the crankcase by a gap 26 providing a passage defining an intake air flow path laterally behind the manifold and adjacent the crankcase, i.e., between the manifold and crankcase as shown at air flow path 28 in Figure 6. Intake combustion air then flows in a second direction away from the crank- case and through throttle bores 30 in the manifold, as shown at air flow path 32. Intake air then flows in a third direction through manifold passage 34 into the crankcase through reed valves 10, as shown at air flow path 36. Fuel injectors 38 are mounted in respective passages 34 for injecting fuel into the air flowing there¬ through to provide a fuel-air mixture into the crankcase. Air flow direction 28 is into the page in Figures 1 and 6 and is transverse to. vertical crankshaft 6. Air flow direction 32 is rightwardly in Figures 1 and 6 and is transverse to direction 28 and to crankshaft 6. Air flow direction 36 is leftward in Figures 1 and 6 and is opposite and parallel to direction 32. Direction 28 is defined by the passage provided by gap 26 between crank¬ case 8 and manifold 22. Direction 32 is defined by throttle bore passage 30 having a butterfly throttle control valve 40 for controlling the amount of air flow therethrough. Direction 36 is provided by manifold passage 34 into the crankcase through reed valves 10 in such passage at the entrance to the crankcase. A plurality of fuel injectors 38 are provided, one for each piston. Three supply passages 34, Figures 2, 3 and 7, are provided, each having two fuel injectors. Four throttle bore passages 30 are provided, each with a butterfly control valve 40. A pair of intake passages 26 are provided, each servicing two throttle bores 30. Throttle bore passages 30 and supply passages 34 inter-

face at common plenum 42 supplying combustion air for all the pistons. All of the fuel injectors 38 are mounted within manifold 22. A common fuel supply line 44 is mounted within the manifold and supplies fuel to all of the injectors. Fuel supply line 44 is a rigid fuel rail fixedly mounted in the manifold and having dis¬ charge ports 46, Figure 7, for respective injectors and also rigidly supporting and mounting the injectors, to be described. Fuel rail 44 is in the common plenum 42 at the interface of passages 30 and 34. The junctions 46 of fuel rail 44 with each of the injectors 38 are entirely internal to plenum 42 and manifold 22. Each injector includes an electrical connection 48, Figure 4, for controlling injection. Each electrical connection 48 is internal to plenum 42 and manifold 22.

Fuel rail 44 is rigidly mounted to manifold 22 by bolts 50, Figure 7. Each supplying passage 34 has a pair of mounting fixtures 52 therein formed by apertures therethrough along the sidewalls of the passage, which mounting fixture apertures receive and secure the injection tip of the respective fuel injector 38. The fuel injectors 38 are thus mounted between rigid fuel rail 44 at the respective port 46 and respective mani¬ fold fixture 52. Fuel rail 44 extends vertically, parallel to crankshaft 6, and at its upper end has an inlet port 54 for receiving fuel from a fuel pump and a return exit port 56 for recirculating the fuel not dis¬ charged at ports 46. At the bottom of fuel rail 44 is a drainage port 58 for manually draining fuel from the system. A cover plate 60 is mounted by bolts 62 on the manifold to enclose the plenum and fuel injectors. Bolts 62 also mount the manifold to adaptor plate 24. Bolts 64 mount reed valves 10 to adaptor plate 24. Bolts 66 mount adaptor plate 24 to crankcase 8. The wiring harness for connectors 48 is brought out through an opening 23 in the sidewall of manifold 22 and are covered by an

apertured plate 25.

Fuel-air supply passage 34 is provided through bore 68 in manifold 22 and through a bore in adaptor plate 24 formed by opening 70 therein with an encompassing raised wall 72 therearound extending leftwardly in Figure 7 from adaptor plate 24. Raised wall 72 spaces manifold 22 from adaptor plate 24 by the above noted gap 26 to provide intake air flow path 28, Figure 6. Air flow path 36 through passage 34 is provided along the interior of raised wall 72. Air flow path 28 through passage 26 is provided along the exterior of raised wall 72 between the next adjacent raised wall and between the adaptor plate and the manifold.

In the preferred embodiment, the fuel injectors inject fuel upstream of the reed valves 10 as shown. In an alternative embodiment, fuel is injected down¬ stream of the reed valves, with the fuel injectors mounted to the crankcase or mounted to reed valves 10 with the injection tip in the crankcase downstream of the flaps.

It should be recognized that various equivalents, alternatives and modifications are possible.