This application relates generally to an electronic fuel injection control system for an internal combustion engine.

In a typical fuel injection system, fuel for 5 combustion is precisely metered by a high pressure fuel injector which is open for a given length of time, determined by an injection pulse. This in turn requires that a supply of fuel at a known pressure be provided. Hence a high pressure fuel pump is needed together with a

IC constant fuel pressure regulator. These precision components are costly.

Our co-pending application No. PCT/US88/02931 discloses a system which enables the use of a relatively inexpensive low pressure solenoid for metering the fuel.

15 There are no expensive high pressure fuel injectors. This system uses a standard relatively low pressure fuel pump, rather than a high pressure fuel pump. Furthermore, this system does not need an expensive constant fuel pressure regulator.

20 The pressure invention arose during continuing development efforts regarding the subject matter of the system disclosed in this co-pending application and includes means for passing a warm pressurized air-fuel mixture from the crankcase through a conduit to the fuel

25 line to improve fuel atomization.

The present invention therefore provides a two cycle internal combustion engine including a piston reciprocal in a cylinder between a crankcase and a combustion chamber, air intake means supplying combustion

30 air to said crankcase, fuel supply means including a fuel pump supplying fuel to said crankcase through a fuel line, without a carburetor, without a high pressure fuel pump, without high pressure fuel injectors, and without a constant fuel pressure regulator, means sensing ^' the amount

3.5 of combustion air supplied to said crankcase, means

sensing the flow velocity of fuel through said fuel line comprising a restriction orifice in said fuel line producing a fuel pressure drop indicating fuel flow velocity, a conduit connected between said crankcase and ^" said fuel line downstream of said restriction orifice and passing pressurized air-fuel mixture from said crankcase to said fuel line to improve fuel atomization, and means in said fuel line upstream of said restriction orifice and responsive to said means sensing the amount of combustion air and said means sensing flow velocity of fuel, to control the amount of fuel supplied through said fuel line according to said amount of combustion air and said fuel flow velocity.

Features and advantages of the present invention will be apparent from the following description of preferred embodiments of this invention taken together with the accompanying drawings, wherein:

FIG. 1 is a schematic block diagram of electronic control circuitry in accordance with the aforesaid co-pending application No. PCT/US88/02931;

FIG. 2 is a more detailed circuit diagram of the circuitry of FIG. 1. ;

FIG. 3, is a schematic block diagram similar to FIG. 1, but shows the system of the present invention; FIG. 4 is a circuit diagram similar to FIG. 2, but shows modifications in accordance with the present invention;

FIG. 5 is a sectional view through one of the cylinder banks of.a V-6 marine internal combustion engine and control system as modified in accordance with the invention;

FIG. 6 is a partially schematic diagram further showing the fuel supply system of FIG. 3;

FIG. 7 is a sectional view of a fitting in the fuel line in accordance with the invention;

FIG. 8 is a sectional view taken along line 8-8 of FIG. 7;

FIG. 9 is a view like FIG. 3 and shows a further embodiment; and FIG. 10 is a view like FIG. 6 and further shows the embodiment of FIG. 9.

FIGs. 1 and 2 show the system of the aforesaid co-pending application as employed in a two cycle internal combustion engine having an air intake manifold having a reduced inner diameter venturi portion 32 through which air flows in the direction indicated by the arrow 28. A passage is provided in venturi 32 receiving the open end of tube 46 for sensing pressure at venturi 32.

Referring to FIG. 1, fuel is supplied from fuel tank 202 by a standard low pressure fuel pump 204, operated by pressure changes in the crankcase, for example Outboard Service Training Notebook. Brunswick Corp. Bulletin 90-90592 2-985, pages 10-11, Mariner fuel pumps, and for example as shown in U.S. Patent 3,924,975. The amount of fuel supplied to the engine is controlled by a solenoid valve 206, for example a Brunswick Corp. Mercury Marine Part No. 43739 solenoid valve. The fuel is metered by the solenoid valve 206 into a fuel line 208 supplying fuel to fuel rail 210 which feeds each of the cylinders through respective parallel passages 212. Each passage 212 has a delivery outlet 214 delivering fuel to an atomizer venturi 216 upstream of the restrictive portion 218 of the venturi. There are no high pressure fuel injectors in any of the passage 212. Venturi 216 receives air at 28 from the plenum (not shown) of the intake manifold (not shown) , and atomizes the fuel from outlet 214 and delivers the fuel/air mixture to the respective cylinder.

Each passage 212 has an orifice 213 of a restricted diameter opening for metering fuel flow

thereacross according to Bernoulli's principle. The fuel pressure drop indicates fuel flow velocity. Tube 222 senses fuel pressure upstream of restriction orifice 213 at fuel line 208. tube 224 senses the pressure downstream of restriction orifice 213 at outlet 214 by sensing the pressure in the plenum of the manifold which is at substantially the same pressure as outlet 214.

In a marine outboard engine, the cylinders are vertically aligned. In a V-shaped design, each bank of cylinders is vertically aligned. Orifices 213 are higher than the highest of outlets 214. The low pressure downstream of orifices 213 may not be sufficient to push the fuel uphill, and hence the gravity type feed is desired as provided by orifices 213 higher than outlets 214. An air line 215 is connected between the plenum and a bleed hole 217 in each of passages 212. It has been found that this air line prevents siphoning of fuel which may otherwise occur because the cylinders are at different heights. Air line 215 also ensures that the downstream side of orifices 213 are at the same pressure as the plenum.

Differential fuel pressure sensor 230, for example a microswitch 176 PC, measures the differential pressure FP _D across orifice 213, i.e. the pressure upstream of orifice 213 at outlet 214 and tube 224.

Amplifier A4 divides FP _D by engine speed S to yield ^FP D

Amplifier A5 compares ^F PD to ^P D ^P A and controls ^s

~~s— ^" — solenoid 206 through driver 205 to supply more or less

preferred because t increased dynamic range of the system, as above, though it can be deleted. Other powers of S can be used as the dividend. Amplifier A4 has an inverting input 232, FIG. 2,

Amplifier A4 has an inverting input 232, FIG. 2, a noninverting input 234 and an output 236. The output of differential fuel pressure sensor 230 is connected through resistor 238 to input 234 of amplifier A4. The output 236 of amplifier A4 is connected in a voltage divider network formed by resistors 240 and 242 in a feedback loop to input 232 to set the gain of amplifier A4. The LED chip driver U4, for example an LM3914, has an input 244 from tachometer 56 through resistor 246, and has a plurality of outputs R31-R40 connected in parallel to input 234 of amplifier A4.

As engine speed increases, the voltage at U4 input 244 from tachometer 56 increases, which in turn sequentially turns on resistors R31 through R40 in stepwise manner. When the first output turns on, resistor R31 is connected in circuit with amplifier input 234 such that current flows from input 234 through resistor R31 to ground reference at 248. This sinking of current through resistor R31 from input 234 lowers the voltage at input 234 which in trun reduces the voltage at amplifier output 236 because less gain is needed to keep the voltage at input 232 equal to that at input 234. As engine speed continues to increase, the voltage at U4 input 244 increases, and when it reaches the next threshold, the output at R32 is turned on, to also connect resistor R32 in circuit with amplifier input 234 such that additional current flows from input 234 through resistor R32 to ground reference at 248, thus further lowering the voltage at amplifier input 234 and hence lowering the voltage at amplifier output 236. As engine speed continues to increase, the voltage at input 244 increases, and the remaining resistors R33 through R40 are sequentially turned on. The values of resistances R31 through R40 are chosen to provide a linear dividing function, in ^' order to divide FP _D by S. Chip driver U4 thus functions like

same resistance, 100 K ohms. The voltage from ramp generator 88 is applied through resistor 250 to be superimposed and added to the voltage at U4 input 244 to smooth out the stepwise changing of resistance at the outputs of U4, in order to provide a smoother change, as above.

P P The output at node 116 representing - ^A is multiplied by a given constant as needed to facilitate comparison against the output of amplifier A4 ^" - representing ^P D . A desired constant is provided by amplifier A6 having a nonmvertmg input 252 connected to node 116, an inverting input 254, and an output 256 connected in a voltage divider network formed by resistors

258 and 260 in a feedback loop to input 254 to set the 5 gain of amplifier A6 and hence the desired constant. Amplifier A5 is a comparator and compares PDP to FP- tπL . Ei.ther or both factors may be multi.pliedSTby suitable constants to facilitate comparison. The output of amplifier A5 includes an RC filter provided by resistor J 262 and capacitor 264 for filtering out the ramp frequency of generator 88. The output of amplifier comparator A5 is connected to solenoid valve 206 to control the amount of fuel supplied according to combustion air and fuel flow velocity. In one embodiment,, solenoid valve 206 is driven Ξ by a variable duty cycle oscillator 205, the frequency of which is a function of engine speed S as output by tachometer 56 and the duty cycle of which is a function of the output of comparator A5.

The system of FIGs. 1 and 2 may be used in combination with an arrangement utilizing a mass flow system for sensing the amount of combustion air supplied to the engine or with other systems sensing or determining the amount of combustion air supplied to the engine.

FIGs. 3-8 discloses the system of the present invention and uses like reference characters from FIGs. 1

invention and uses like reference characters from FIGs. 1 and 2 where appropriate to facilitate clarity. FIG. 5 shows a partial sectional view of a two cycle internal combustion engine having a plurality of reciprocal pistons 4 connected to a vertical crankshaft by connecting rods 8 in a cylinder block 10. Piston 4 moves to the left during its intake stroke drawing a fuel-air mixture through one-way reed valves 12 into crankcase chamber 14. Piston movement to the left also compresses the fuel-air mixture in cylinder 16 for ignition by spark plug 18, which combustion drives piston 4 to the right generating its power stroke. During the movement of piston 4 to the right, the fuel-air mixture in crankcase chamber 14 is blocked by one-way reed valves 12 from exiting the crankcase and instead is driven through a transfer passage in the crankcase to port 20 in cylinder 16 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 22. Air intake manifold 24 is mounted to crankcase 10 and defines the air intake flow path as shown at arrows 28. The manifold includes an outer mouth 30 and a reduced inner diameter portion 32 providing a venturi through which the air flows. Fuel is injected into the crankcase downstream of the reed valves. Alternatively, the fuel may be injected in plenum 38 upstream of the reed valves. Venturi 32 includes a butterfly valve 40 on rotatable shaft 42 for controlling air flow into manifold 24. Manifold 24 has a passage therethrough at venturi 32 which receives a tube 46 for sensing pressure at venturi 32. Manifold 24 has a tube 50 at the outer mouth 30 thereof for sensing pressure thereat.

Venturi 32 in air intake manifold 24 produces a pressure drop. Absolute pressure sensor 52 measures absolute air pressure P _A outside of venturi 32 at tube

differential pressure P _D between the absolute pressure outside of the venturi at tube 50 and the reduced pressure at the venturi 32 at tube 46. Engine speed S measured by tachometer 56 is divided by amplifier A'l into *ϋ , and the result is multiplied by P _A at amplifier A2, which result is divided at 58 by air temperature T from temperature sensor 60.

In FIG. 3, fuel line 208 has three branches 302, 304, and 306, one branch for each two cylinders. The branches have respective restriction orifices 213a, 213b, and 213c, corresponding to the respective restriction orifice 213 in FIG. 1.

A conduit 308 is connected between the engine crankcase at the number 1 cylinder, preferably at a transfer port cover, for example as shown at 44 in U.S. Patent 4,549,507, and the fuel line downstream of restriction orifice 213a at opening 310 in fuel line branch 302. Conduit 308 passes warmed pressurized air-fuel mixture from the crankcase through the respective transfer passage 312 covered by the respective transfer port cover, and through a one-way check valve 314 to the fuel line at opening 310 to improve fuel atomization. Conduit 308 could be connected to other portions of the crankcase chamber for the number 1 cylinder, though connection to the transfer passage is preferred. In like manner, conduit 316 and one-way check valve 318 are connected between transfer passage 320 and fuel line branch 302 at opening 310 downstream of restriction orifice 213a and in common with conduit 308. Transfer passages 312 and 320 are for the number 1 and number 4 cylinders, respectively, having pistons with power strokes 180° apart.

Fuel line branch 302 continues downstream from restriction orifice 213a and supplies fuel through a pair of sub-branches 322 and 324 and respective one-way check

of sub-branches 322 and 324 and respective one-way check valves 326 and 328 to respective crankcase chambers 330 and 332 for the number 1 and number 4 cylinders, respectively, FIGs. 3 and 6. Referring to FIG. 6, when cylinder number 1 is in its power cycle, piston 4 is moving rightwardly away from spark plug 18 and combustion chamber 15 toward crankcase chamber 14 compressing the latter and supplying a pressurized air-fuel mixture from crankcase 14 through transfer passage 312 and one-way check valve 314 and through conduit 308 to fuel line branch 302 at opening 310 downstream of restriction orifice 213a, which improves atomization of fuel from fuel pump 204 and solenoid driver 206 supplied through fuel line 208. The fuel then flows through fuel line sub-branch 324 and one-way check valve 328 to crankcase chamber 332 of the number 4 cylinder which is in its charging cycle with piston 334 moving away from crankcase chamber 332 and toward combustion chamber 336 and spark plug 338. As noted above, the number 1 and number 4 cylinders have pistons with power strokes which are 180° apart. When the number 4 cylinder is in its power cycle, piston 334 moves away from spark plug 338 and combustion chamber 336 and toward crankcase chamber 332, compressing the latter and supplying the warmed pressurized air-fuel mixture from crankcase chamber 332 through transfer passage 320 and through conduit 316 and one-way check valve 318 to fuel line branch 302 at opening 310 downstream of restriction orifice 213a, to improve atomization of fuel in fuel line branch 302. The fuel is supplied through fuel line branch 302 and sub-branch 322 and one-way check valve 326 to crankcase chamber 14 of the number 1 cylinder which is then in

its charging cycle with piston 4 moving away from crankcase chamber 14 and toward combustion chamber 15 and spark plug 18.

FIG. 6 shows the six cylinders separated for schematic illustration, similarly as shown in the above noted Outboard Service Training Notebook at page 104, though all cylinders share the same crankshaft 6, with cylinders 1, 3 and 5 forming one bank, and cylinders 2 , 4 and 6 forming the other bank of the V-6, one of which banks is shown in FIG. 5. As above, solenoid valve 206 in fuel line 208 upstream of restriction orifice 213a responses to the sensed amount of combustion air and sensed flow velocity of fuel to control the amount of fuel metered from fuel pump 204 through solenoid valve 206, to control the amount of fuel supplied through fuel line 208 according to combustion air and fuel flow velocity. The remaining fuel line branches 304 and 306 are similar to fuel line branch 302 and connected in parallel therewith to fuel line 208. One fuel line branch is provided for each two cylinders.

Fuel line branch 304 includes restriction orifice 213b. Conduit 340 with one-way check valve 342 is connected between the crankcase of the number 3 cylinder at transfer passage 344 and fuel line branch 304 at opening 346 downstream of restriction orifice 213b. Conduit 348 with one-way check valve 350 is connected between the transfer passage 352 of the number 6 cylinder and opening 346 of fuel line branch 304 downstream of restriction orifice 213b. Fuel line branch 304 continues downstream from restriction orifice 213b and is connected through sub-branch 354 and one-way check valve 356 to the crankcase chamber 358 of the number 3 cylinder, and is also connected through sub-branch 360 and one-way check valve 362 to the crankcase chamber 364 of the number 6 cylinder. The number 3 and number 6 cylinders have

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pistons with power strokes 180° apart.

Fuel line branch 306 has a restriction orifice 213c. Conduit 366 and one-way check valve 368 are connected between the transfer passage 370 of the number 5 cylinder and opening 372 in fuel line branch 306 downstream of restriction orifice 213c. Conduit 374 and one-way check valve 376 are connected between the transfer passage 378 of the number 2 cylinder and opening 372 of fuel line branch 306 downstream of restriction orifice 213c. Fuel line branch 306 continues downstream from restriction orifice 213c and supplies fuel from fuel pump 204 and solenoid valve 206 and the warmed pressurized air-fuel mixture from the noted crankcase chambers and transfer passages 370 and 378. The downstream end of fuel line branch 306 is connected through sub-branch 380 and one-way check valve 382 to the crankcase chamber 384 of the number 5 cylinder, and is connected through sub-branch 386 and one-way check valve 388 to the crankcase chamber 390 of the number 2 cylinder. The number 2 and number 5 cylinders have pistons with power strokes 180° apart.

Fuel is supplied from fuel pump 204 and metered by solenoid valve 206 to fuel line 208 and fuel line branches 302, 304 and 306, and sub-branches 322 and 324, 354 and 360, and 380 and 386, to the respective crankcase chambers, all without a carburetor, without a high pressure fuel pump, without high pressure fuel injectors, and without a constant fuel pressure regulator. Fuel pump 204 is preferably of the type operated by pressure changes in the crankcase, for example the above noted Outboard Service Training Notebook, pp. 10-11, and for example as shown in above noted U.S. Patent 3,924,975. Solenoid valve 206 is the above noted Brunswick Corp. Mercury Marine Part No. 43739 solenoid valve.

FIGs. 7 and 8 show a fitting 392 in the fuel line providing the noted fuel line branches. Fitting 392 is a

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cast metal member having a fuel inlet 394 receiving fuel from fuel pump 204 and solenoid valve 206 controlling the amount of fuel supplied. Fitting 392 has three fuel passages 396, 398, 400, one for each two cylinders. Each fuel passage communicates with fuel inlet 394 through common transverse passage 402. The top ends of the passages are closed at plugs 404, 406, 408. Each passage has an annular grommet or ring 410, 412, 414, providing the respective restriction orifice 213a, 213b, 213c therein. The fitting has three air-fuel inlets 416, 418, 420, one for each of the fuel passages. Each air-fuel inlet communicates with a respective one of the fuel passages at the noted respective openings 310, 346, 372, downstream of the respective restrictive orifices 213a, 213b, 213c. Each air-fuel inlet has a Y-connection, as shown at 422 in FIG. 14 for air-fuel inlet 416. The yoke 424 of the Y is connected to air-fuel inlet 416. One outer leg 426 of the Y is connected to conduit 308, and the other outer leg 428 of the Y is connected to conduit 316. The downstream end of fuel passage 396 providing fuel line branch 302 has an outlet 430 with a Y-connection 432 having a yoke 434 in fuel passage outlet 430. One outer leg 436 of the Y is connected to fuel line sub-branch 322, and the other outer leg 438 of the Y is connected to fuel line sub-branch 324.

The invention uses low pressure air from the crankcase chambers via the transfer passages that is mixed with fuel from metered source 204, 206 to deliver a fuel mixture to the crankcase of a two cycle engine. The low pressure air supply is preferably obtained from the transfer port or boost port area of the engine because the air is hotter and drier than that obtained directly from the crankcase. The air is fed through appropriate check valves 314, 318, 342, 350, 368, 376, to provide*positive pressure into the air-fuel mixer provided by fitting 392.

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In the fitting, the hot pressurized air-fuel mixture is fed in through branch 416, FIG. 14, and the fuel is fed in through branch 396 to meet at the junction 310. It is preferred that mixer fitting 392 be physically located near the output of solenoid 206 to prevent metering errors due to head pressure in fuel line 208. The air-fuel and fuel mix is then fed to output 430 and Y-shaped divider 432 to sub-branches 322 and 324 and respective crankcase chambers for that respective pair of cylinders that fire 180° apart. This enables a single fuel line branch such as 302 to accurately meter fuel to two cylinders. Fuel passages 398 and 400 are provided with output fittings comparable to Y-shaped output fitting 432. Fuel-air inlets 418 and 420 are provided with inlet fittings comparable to Y-shaped inlet fitting 422.

FIG. 4 shows circuitry similar to FIG. 2 and like reference numerals are used where appropriate to facilitate clarity. FIG. 4 has been modified to include low pass filter capacitor 440 and FET 442 connected in series between the output of amplifier A5 through resistor 262 and noninverting input 234 of amplifier A4. FET 442 is gated into conduction in response to the output voltage of tachometer 56 when engine speed rises above 2,000 rpm. Below 2,000 rpm, FET 442 is an open switch. When solonoid valve 206 opens, it takes a finite time for the low pressure wave to travel down the fuel line to pressure sensor 230. In the meantime, the signal from amplifier A5 is out of phase, and when the pressure wave and such output signal get in phase, oscillation may occur at certain engine speeds above 2,000 rpm. Conductive FET 442 and capacitor filter 440 eliminate such oscillation.

In another modification, butterfly valve 40, FIG. 5, is provided with a hole 444 to provide better idling conditions, and allow butterfly valve to be closed during idle rather than being cracked open.

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FIGs. 9 and 10 show a further embodiment and use like reference numerals from FIGs. 3 and 6, respectively where appropriate to facilitate clarity. A common plenum passage 450 receives pressurized air-fuel mixture from each of the cylinders through their transfer passages 312, 320, 344, 352, 370, 378, and through respective one-way check valves 314, 318, 342, 350, 368, 376, and through respective conduits 308, 316, 340, 348, 366, 374. Common plenum passage 450 is connected by conduits 452, 454, 456 to respective fuel line branches 302, 304, 306 at respective openings 310, 346, 372 downstream of respective restriction orifices 213a, 213b, 213c. Common plenum passage 450 provides a common source of pressurized air-fuel mixture and minimizes pulsations in the pressurized air-fuel mixture supplied to fuel line branches 302, 304, 306. When the number 1, 3 and 5 cylinders are in their power cycle and the number 4, 6 and 2 cylinders are in their charging cycle, pressurized air-fuel mixture flows from cylinders 1, 3 and 5 through their respective transfer passages and through respective one-way check valves 314, 342, 368 in respective conduits 308, 340, 366 to common plenum passage 450 such that passage 450 provides a common source of pressurized air-fuel mixture which flows through conduits 452, 454, 456 to fuel line branches 302, 304, 306 and mixes with the fuel therein and flows through sub-branches 324, 360, 386 and their respective one-way check valves 328, 362, 388 to the number 4, 6, and 2 cylinders which are in their charging cycle. When the number 4, 6, and 2 cylinders are in their power cycle and the number 1, 3 and 5 cylinders are in their charging cycle, pressurized air-fuel mixture flows from the number 4, 6 and 2 cylinders through their respective transfer passages and through respective one-way check valves 318, 350, 376 and through respective conduits 316, 348, 374 to common plenum passage 450.

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Passage 450 provides a common source of pressurized air-fuel mixture which flows through conduits 452, 454, 456 to respective fuel line branches 302, 304, 306 downstream of respective restriction orifices 213a, 213b, 213c and mixes with the fuel therein and flows through sub-branches 322, 354, 380 and respective one-way check valves 326, 356, 382 to the number 1, 3 and 5 cylinders which are in their charging cycle.

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