JPH09144638A - Internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve measuring accuracy, extend dynamic range, and save the power consumption of a battery. SOLUTION: This internal combustion engine is provided with an electromagnetic distorsion element 51 having electrodes 51a, 51b arranged opposedly on both main surfaces of a base 51c sandwiching the base in between, a fuel supplying device 2 for pressurizing fuel by the extending and contracting deformation of the electromagnetic distortion element and supplying the resulting fuel to a combustion chamber, and an ignition device 25 for producing a spark in an ignition plug 26 by discharging the electric charge charged between the electrodes 51a, 51b of the electromagnetic distortion element 51.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine provided with a fuel supply device for supplying fuel to a combustion chamber via an intake pipe or directly, and an ignition device for igniting an air-fuel mixture in the combustion chamber.

[0002]

2. Description of the Related Art In a fuel injection device for injecting fuel into an internal combustion engine, conventionally, a valve body for opening and closing an injection port is disposed in a fuel injection case with a return spring biased to the electromagnetic side of the valve body. A fuel injection valve that is driven to the open side by a coil is installed around the intake pipe or the combustion chamber, and the fuel in the fuel tank is constantly pressurized and supplied to the fuel injection valve by a high-pressure pump, and excess fuel is supplied to the fuel tank side. And a fuel supply system for returning fuel. In this conventional apparatus, by controlling the voltage applied to the electromagnetic coil, the electromagnetic coil retracts the valve body to open the injection port, and an amount of fuel corresponding to a period during which the injection port is opened is supplied. It is designed to inject into the intake pipe or into the combustion chamber.

[0003]

However, in the case of the above-mentioned conventional fuel injection device, there is a problem that the ratio (dynamic range) of the maximum amount and the minimum amount per injection cannot be increased so much. In the above conventional fuel injection device, the injection amount for one injection is determined by the pulse length of the voltage applied to the electromagnetic coil. However, since the responsiveness of the valve element is limited, the valve opening time is too short. Cannot be done, and eventually the dynamic range is restricted. If the return spring is made stronger, the response when closed is improved, but the response when opened is reduced.

The present invention has been made in view of the above-mentioned conventional problems, and an object of the present invention is to provide an internal combustion engine capable of greatly expanding the dynamic range and improving the accuracy of metering of injected fuel.

[0005]

[Means for Solving the Problems] Here, the applicant of the present invention is
In order to solve the above problems, the following fuel supply device has been developed (see Japanese Patent Application No. 7-93832). This fuel supply device includes a check valve disposed in a pressurizing chamber to which fuel is supplied, which blocks a reverse flow of fuel, an injection valve which opens and closes a fuel injection outlet, and an electric field strength which is changed by energization. And an electromagnetic strain element that changes the volume of the pressurizing chamber by expanding and contracting. Here, the electromagnetic strain element is an electrode that has electrodes arranged on both sides of the substrate, and the electrodes are expanded and contracted by changing the direction or strength of the electric field acting on the substrate by charging the electrodes with electric charges. For convenience, both the strain element and the magnetostrictive element in which a magnet is arranged around the substrate and the substrate is expanded and contracted by changing the direction or strength of the magnetic field acting on the substrate formed by the magnet are convenient. Is a generic term. When a voltage is applied to the electromagnetic strain element, the electromagnetic strain element expands and deforms to reduce the volume of the pressurizing chamber, and the check valve closes and the injection valve opens due to the pressure increase due to the volume decrease, and the volume increases. The amount of fuel corresponding to the reduction amount is injected from the injection outlet. After this injection, the charge of the electrostrictive element is discharged, or the magnetic field of the magnetostrictive element is returned to the original state, so that the electrostrictive element contracts and deforms to increase the volume of the pressurizing chamber. The check valve is opened, and fuel is supplied to the pressurizing chamber.

Since the amount of deformation of the electromagnetic strain element can be controlled with high precision in accordance with the magnitude of the applied voltage, the volume reduction amount of the pressurizing chamber, and hence the fuel injection amount, can be controlled with high precision. . Further, since the deformation amount of the electromagnetic strain element can be changed in a very wide range according to the magnitude of the applied voltage, it is possible to greatly expand the change range of the decrease amount and the dynamic range of the fuel injection amount.

By the way, energy for discharging the electric charge charged in the electrostrictive element is converted into heat by resistance. The present inventor has succeeded in the present invention by paying attention to the fact that by guiding the discharge energy charged in the electrostrictive element to the ignition coil, the power consumption of the battery can be reduced and the ignition device can be simplified. It was done.

Therefore, in the present invention, in the internal combustion engine having the fuel supply device and the ignition device, the fuel supply device acts on the substrate by disposing electrodes on both main surfaces of the substrate and charging the electrodes with electric charges. An electrostrictive element that expands and contracts by changing the direction or strength of the electric field to be formed, and a fuel supply mechanism that supplies fuel to the combustion chamber by expansion and contraction of the electrostrictive element. By discharging the electric charge charged in the electrostrictive element through the primary side of the ignition coil, a high voltage is generated on the secondary side, and a spark is generated on the ignition plug connected to the secondary side. It is characterized by that.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 4 are views for explaining an internal combustion engine according to one embodiment (first embodiment) of the present invention. FIG. 1 is a partial cross-sectional configuration diagram schematically showing a two-cycle engine, and FIG. FIG. 3 is a partial cross-sectional configuration diagram schematically showing a fuel injection device, FIG. 3 is a circuit configuration diagram of an electrostrictive element, and FIG. 4 is a characteristic diagram showing a relationship between a crank angle and an applied voltage.

In the figure, reference numeral 1 denotes a two-cycle engine equipped with a fuel supply device 2 and an ignition device 25. The engine 1 has a cylinder block 6 in which a piston 5 is slidably inserted in a cylinder bore 6b. A cylinder head 9 that is connected to the upper surface of the block 6 by a head bolt 7 to form a fuel chamber 8 and a transmission case-integrated crankcase 11 to which the cylinder block 6 is connected are provided, and the piston 5 is a connecting rod. It is connected via 12 to the crankshaft 10 arranged in the crankcase 11. Reference numeral 26 denotes a spark plug.

The inside of the crankcase 11 and the vicinity of the axial center of the cylinder bore 6b are communicated with each other by a scavenging passage 20, and the exhaust port 1 opening to the cylinder bore 6b.
An exhaust pipe 16 is connected to 7.

A combustion gas chamber 6a is formed in the cylinder block 6 so as to communicate with a portion closer to the cylinder head 9 from the opening of the exhaust port 17 of the cylinder bore 6b and a portion in the middle of the exhaust port 17 through a communication hole. The both communication holes are set so that fuel gas containing almost no blow-through gas is introduced into the combustion gas chamber 6a during the explosion stroke. An O ₂ sensor 15 for detecting the O ₂ concentration in the combustion gas is mounted in the combustion gas chamber 6a. In addition, the introduction part to the combustion chamber 6a, the exhaust port 1
A check valve (not shown) is arranged at the discharge portion to 7 to prevent the flow in the opposite direction.

An intake passage 3 is connected to the intake port 19 communicating with the crankcase 11 via a reed valve 75 for preventing backflow when the crank chamber is compressed, and a throttle valve provided in the intake passage 3 is connected to the intake passage 3. 22 is opened / closed via a throttle wire 23 by rotating a throttle grip 18 attached to a steering handle 21. Reference numeral 24 is a throttle sensor that detects a throttle grip opening (interlocked with the throttle valve opening).

The fuel supply device 2 includes an injector (fuel injection valve) 14 mounted on the cylinder block 6.
And a fuel supply system 3 for supplying fuel to the injector 14.
0. The fuel supply system 30 includes a fuel passage 34 that connects the injector 14 and the fuel tank 33.
A fuel pump 32 is provided in the middle of the process, and a surplus amount of fuel discharged from the fuel pump 32 is returned to the pump primary side via a return passage 36 by a regulator 35. The return passage 36 may be returned to the fuel tank 33.

When the fuel tank 33 is mounted at a position higher than the injector 14, fuel can be supplied to the injector 14 due to the difference in the heads. In this way, the fuel pump 32 can be dispensed with. Is.

As shown in FIG. 2, the injector 14 includes an upper case 38 having a check valve 37 for preventing the reverse flow of the fuel supplied from the fuel pump 32, and an injection valve 39 for opening and closing the injection port 46. A pressurizing chamber 49 for pressurizing the supplied fuel by combining with a lower case 40 containing therein.
And a plunger 52 inserted into the wall of the pressurizing chamber 49 so that the amount of entry into the pressurizing chamber 49 can be changed, and an electrostrictive element 51 for driving the plunger 52 forward and backward. .

The check valve 37 has a structure in which the fuel inlet 43 can be opened and closed by a valve ball 44 and the valve ball 44 is biased in the closing direction by a spring 45. The inside communicates with the inside of the pressurizing chamber 49 through a communication hole 41 formed in the bottom plate 42. An air vent valve 56 is inserted and arranged near the highest point of the check valve 37.

The injection valve 39 has an injection port 46 and a valve rod 47.
The valve body 47a can be opened and closed, and the valve rod 47 is biased in the closing direction by a spring 48.
The valve rod 47 is fixed to a support plate 47b such that the distance between the support plate 47b and the valve body 47a is variable, and the maximum open area can be adjusted by adjusting the distance.

Here, the valve opening pressure of the check valve 37 is set lower than the valve opening pressure of the injection valve 39. Check valve 37
Since the valve opening pressure of the fuel supply system 30 is relatively low, the fuel inlet 43 is easily opened by the pressure from the fuel supply system 30, and the responsiveness of fuel to flow into the pressurizing chamber 49 is enhanced. Further, since the valve opening pressure of the injection valve 39 is relatively high, the responsiveness at the end of injection is enhanced.

The plunger 52 corresponds to the lower case 4
It is arranged so as to be able to move forward and backward in the insertion hole 40a formed in the side wall of 0, and its tip is located in the pressurizing chamber 49,
A seal member 53 seals the gap with the insertion hole 40a.

Further, the tip end surface of the electrostrictive element 51 is connected to the outer end surface of the plunger 52, and the electrostrictive element 5 is connected.
The rear end surface of the first case is in contact with and fixed to the inner surface of the support case 50 formed on the outer wall surface of the lower case 40. As a result, the electrostrictive element 51 is deformed in the direction of the arrow L in the drawing by energization to move the plunger 52 forward and backward, and as a result, the pressure chamber 4 is moved.
The volume of 9 is changed so that the fuel is pressurized.

Here, the maximum opening area of the ejection port 46 when the injection valve 39 is opened is set to be smaller than the cross-sectional area of the plunger 52 at right angles to the forward / backward direction L.

The electrostrictive element 51, as shown in FIG.
Three piezoelectric ceramics 51c constituting the substrate of the present application
And the positive electrode plate 51a and the negative electrode plate 51b so as to sandwich this.
Are arranged and integrated, and each of the piezoelectric ceramics 51c expands and contracts in the thickness direction of the electrode plates 51a and 51b substantially in proportion to the magnitude of the applied voltage.

Each positive electrode plate 51a has a positive charge supply line 103.
Is connected to the AC power supply 100 through the
In the middle of 03, an AC / DC conversion circuit 101, a resistor 102, and a first electronic switch 105 whose opening / closing is controlled by a fuel injection control function 4a of an ECU 4 described later are provided. The negative charge supply line 104 of each of the negative electrode plates 51b is connected to the ground.

The ignition coil 27 of the ignition device 25
One end of the primary side coil 27a is connected to the positive charge supply line 103 of the electrostrictive element 51, and the other end is grounded via a second electronic switch 106 which is controlled to open / close by an ignition timing control function 4b of the ECU 4. It is connected. The secondary coil 27 b of the ignition coil 27 is connected to the ignition plug 26.

The ECU 4 includes a throttle sensor 24,
The crank angle sensor 28 for detecting the position of the piston with respect to the top dead center, the detection signals a to c from the engine speed sensor 29 are input, and the ignition timing control signal A and the fuel injection control signal corresponding to the engine operating state are input. B is output to the electronic switches 105 and 106, respectively.

Next, the function and effect of this embodiment will be described. In the engine 1, the fuel in the fuel tank 33 is supplied into the pressurizing chamber 49 of the injector 14 by the fuel pump 32, and the excess fuel is returned to the primary side of the pump via the regulator 35. When a drive voltage is applied to the electrostrictive element 51 of the injector 14 by turning on the first electronic switch 105, the electrostrictive element 51 is displaced in the direction of arrow L and the plunger 52 enters the pressurizing chamber 49. Let
As a result, the volume in the pressurizing chamber 49 decreases and its pressure rises, whereby the check valve 37 closes and the valve body 47a of the injection valve 39 moves outward to open the injection port 46,
As a result, an amount of fuel corresponding to the plunger entry volume is supplied into the cylinder bore 6b of the cylinder block 6.

In this case, the amount of displacement of the electrostrictive element 51 in the direction of the arrow L is substantially proportional to the magnitude of the applied voltage, so that the larger the applied voltage, the larger the fuel injection amount. Therefore, by changing the applied voltage, the fuel injection amount can be increased with high accuracy. Further, the displacement amount changes in the range of, for example, 1 μm to 64 μm depending on the magnitude of the applied voltage, and therefore the fuel injection amount can be changed at this ratio, and the dynamic range is greatly expanded.

After the injection is completed, the second electronic switch 106 is turned on, and the electric charge charged in the electrostrictive element 51 flows to the ground side through the primary coil 27a, thereby generating a high voltage in the secondary coil 27b. Then, the spark plug 26 generates a spark. Then, with this discharge, the plunger 52 retracts and returns to the home position. At this time, the volume inside the pressurizing chamber 49 increases to a negative pressure, whereby the fuel injection valve 39 closes and the check valve 37 opens, and the fuel is supplied from the fuel inlet 43 into the pressurizing chamber 49. Although the second electronic switch 106 is arranged on the ground side of the ignition coil 27,
Connection part 2 between primary coil 27a and secondary coil 27b
7c may be directly grounded, while the second electronic switch 106 may be arranged on the electrostrictive element side (106a in the figure) or may be arranged on the ground side (106b in the figure) of the electrostrictive element.

Various modes can be adopted for the method of controlling the applied voltage. For example, as shown in FIG. 4A, after energizing a plurality of times in a pulsed manner, energizing for a certain period of time to charge the This charge is discharged to the ignition coil, or as shown in FIG. 2B, charged by one energization.
It is controlled so that the optimum fuel injection amount is obtained according to the engine speed and the engine load (throttle opening), and the discharge energy is obtained according to the capacity of the electrostrictive element.

Here, the capacitance C300 and the maximum applied voltage 40
The discharge energy E when two 0-volt electrostrictive elements are used is E = 1/2 × C × V × V = 1/2 × (300 + 300) × 400 × 400 nanojoules = 48 millijoules. On the other hand, since the discharge energy E by the general CDI ignition method is about 44 millijoules, a substantially equivalent value can be obtained. Therefore, assuming that the dynamic range of the injection amount is 10, the capacity of the electrostrictive element is required to be about 10 times the capacity.

Thus, in this engine 1, the electrostrictive element 5
Since the plunger 52 is driven forwards and backwards by 1 to change the volume of the pressurizing chamber 49 and eject the fuel in an amount corresponding to the volume change amount, fuel injection can be performed with a simple structure. In this case, the amount of displacement of the electrostrictive element 51 can be controlled with high accuracy by controlling the applied voltage, and as a result, the accuracy of metering the injected fuel can be improved.

Further, depending on the magnitude of the applied voltage, the electrostrictive element 5
It is possible to change the displacement amount of 1 in a wide range of 1 μm to 64 μm, and therefore it is possible to perform fuel injection with an extremely large dynamic range, which is the maximum and minimum ratio of the fuel injection amount.

In this embodiment, the electrode plate 51 of the electrostrictive element 51 is used.
Since the electric charge charged between a and 51b is discharged to the primary coil 27a of the ignition coil 27 to generate a spark in the ignition plug 26, the discharge energy of the electrostrictive element 51 is effectively used to reduce the power consumption of the battery. Savings can be made and the ignition device 25 can be simplified.

FIG. 5 is a view for explaining the fuel supply device according to the second embodiment of the present invention. This fuel supply device 2
Is connected to the intake pipe that communicates with the crankcase of the two-cycle engine described above, and the venturi portion 18b,
And an intake passage body (mixing chamber) 18 having a butterfly type throttle valve 22 on the downstream side thereof,
A fuel storage chamber (float chamber) 80 connected to the lower surface side of the body 18, a pressurization chamber body 81 disposed in the fuel storage chamber 80, and a pressurization chamber 84 of the pressurization chamber body 81.
Is equipped with an electrostrictive element 86 for changing the volume. In addition,
In the figure, arrow A indicates the flow direction of intake air.

A float 99 is arranged in the fuel storage chamber 80 so as to be vertically swingable, and a fuel supply pipe 97 for supplying fuel is connected to the float 99. The supply opening of the fuel supply pipe 97 is opened and closed by the needle valve 98 in accordance with the vertical swing of the float 99, and the oil level in the fuel storage chamber 80 is maintained at a predetermined level. In addition, 95 is a fuel level detection sensor and 82 is a temperature detection sensor.

Below the pressurizing chamber body 81, the pressurizing chamber 8 is provided.
4, a fuel introduction port 83 for introducing the fuel in the fuel storage chamber 80 is formed, and only the flow from the storage chamber 80 to the pressurization chamber 84 is allowed at the opening of the pressurization chamber of the introduction port 83. A check valve 85 is provided.

An element chamber 90 is provided below the pressure body 81.
Are formed. The element chamber 90 communicates with the fuel storage chamber 80 through a communication hole 90a, and also communicates with the pressurization chamber 84 through an opening 84a. A bellows-shaped metal cylinder 100 is inserted and arranged in the opening 84a, and the element chamber 90 and the pressurizing chamber 84 are oil-tightly defined by a flange portion 100a of the metal cylinder 100.

The electrostrictive element 86 is disposed in the element chamber 90, and the expansion / contraction deformation of the electrostrictive element 86 changes the amount of penetration of the metal cylinder 100 into the pressurizing chamber 84. ing. A fuel discharge port 87 communicates with the upper end of the pressurizing chamber 84, and an opening 87c of the discharge port 87 is located at the venturi portion 18b.

A pressure chamber 84 is provided above the fuel discharge port 87.
An auxiliary air passage 96 is formed for atomizing the fuel from. Further, an upper portion of the fuel storage chamber 80 and a portion of the intake passage 18a upstream of the throttle valve 22 are connected by a connecting pipe 89. As a result, the fuel storage chamber 8
The pressure in 0 is the same as the intake pressure in the venturi portion 18b, so that the fuel in the pressurizing chamber 84 is not sucked out by the negative pressure in the venturi portion 18b. Therefore, the fuel supply amount is determined by the operation amount of the electrostrictive element 81, and as a result, the fuel supply amount can be accurately controlled.

Further, an atmosphere release pipe 89c is connected in the middle of the connecting pipe 89 with a three-way valve 88 interposed, and the three-way valve 88 is connected to the fuel storage chamber 80 and the atmosphere release pipe 89c while the engine is stopped. The fuel storage chamber 80 and the intake passage 18a are communicated with each other during operation. As a result, the amount of fuel can be increased by the pressure difference between the atmospheric pressure and the cranking negative pressure at the time of starting, so that the startability in a cold state of the engine becomes good.

The ignition device of the present engine is configured such that the positive electrode side of the electrostrictive element 86 is connected to the primary coil of the ignition coil and the secondary side coil is connected to the ignition plug. This is similar to that of the first embodiment.

In the present embodiment, the fuel in the fuel storage chamber 80 passes through the fuel introduction port 93, pushes the check valve 85 open, and enters the pressurizing chamber 84, so that the oil levels in both chambers substantially coincide with each other. ing. When a drive voltage corresponding to the fuel supply signal is applied from the ECU to the electrostrictive element 86, the electrostrictive element 86 is displaced to cause the metal cylinder 100 to enter the pressurizing chamber 84, and the pressurizing chamber volume is reduced. When the check valve 85 is reduced and the check valve 85 is closed, the amount of fuel corresponding to the reduced volume is discharged from the discharge port 87 into the intake passage 18a.

After the fuel is discharged, the electric charge charged in the electrostrictive element 86 is discharged to the primary side of the ignition coil to generate a high voltage on the secondary side, which causes a spark in the spark plug.
Then, with this discharge, the metal cylinder 100 retreats, and at this time, the volume in the pressurizing chamber 84 increases and becomes negative pressure, and the check valve 8
5 is opened and fuel is supplied into the pressurizing chamber 84.

As described above, according to this engine, the metal cylinder 100 is driven forward and backward by the electrostrictive element 86 to change the volume of the pressurizing chamber 84, and the amount of fuel corresponding to the volume change amount is discharged. Therefore, the fuel can be discharged with a simple structure, the displacement amount of the electrostrictive element 86 can be controlled with high accuracy, the control accuracy of the discharged fuel amount can be improved, and the same as in the first embodiment described above. The effect is obtained.

Further, since the electric charge charged in the electrostrictive element 86 is discharged to the ignition coil to generate the spark in the ignition plug, the discharge energy of the electrostrictive element 86 can be effectively used to save the power consumption of the battery. At the same time, the structure of the device can be simplified.

In each of the above-mentioned embodiments, the case of the two-cycle engine is explained, but the present invention can be applied to the four-cycle engine. 6 to 8 are diagrams for explaining the case where the present invention is applied to a 4-cycle engine.
The same reference numerals as those in FIG. 1 indicate the same or corresponding parts.

Hereinafter, the parts different from the two-cycle engine in the first embodiment will be mainly described. The four-cycle engine is driven by a cam shaft (not shown),
An intake valve 59 and an exhaust valve 60 that open and close the openings of the combustion chamber 8 of the intake port 18 and the exhaust port 17 are provided. The injector 14 is arranged on the cylinder head 6 so that the ejection port faces the combustion chamber 8.

This engine, as shown in FIG.
First electronic switch 10 for applying voltage to electrostrictive element 51
5, a third electronic switch 107 that causes the electric charge charged in the electrostrictive element 51 to be thermally converted and discharged by the resistor 108, and a third electronic switch 107 that discharges the electric charge charged in the electrostrictive element 51 to the primary coil 27a of the ignition coil 27. Two electronic switches 106 are provided, and each electronic switch 105-107 is E
Fuel injection control function 4a and ignition timing control function 4 of CU4
b and the discharge control function 4c controls opening and closing. The second electronic switch 106 is the electrostrictive element side 106a.
May be placed on the ground, or the ground side 106 of the electrostrictive element.
You may arrange in b.

In the present engine, as shown in FIG. 8 (a), a method of energizing twice in the exhaust stroke and continuous energization in the intake and compression strokes, as shown in FIG. 8 (b), is continuously applied between the exhaust stroke and the compression stroke. A method of energizing can be adopted, and the ignition coil 27 is discharged immediately before the compression top dead center to generate a spark in the ignition plug 26.

In the case of a four-cycle engine, when the electrostrictive element is operated once every one revolution of the engine and the spark plug is operated every two revolutions of the engine, the electric charge for one time during the operation is the third electronic switch. By turning on 107, the resistor 108 is discharged.

As described above, the same operation and effect as in the case of the two-cycle engine can be obtained in the four-cycle engine.

[0053]

As described above, according to the internal combustion engine of the present invention, the fuel supply device is configured to supply the fuel to the combustion chamber by the expansion and contraction deformation of the electrostrictive element, and the ignition device includes the electrostrictive element. Since sparks are generated in the spark plug by discharging the electric charge charged in the element to the ignition coil, the accuracy of fuel injection measurement can be improved, and the amount of displacement of the electrostrictive element according to the magnitude of the applied voltage can be improved. Can be varied in a wide range, the dynamic range can be greatly expanded, and the electric charge charged in the electrostrictive element can be effectively used to ignite, resulting in saving power consumption.

[Brief description of the drawings]

FIG. 1 is a partial cross-sectional configuration diagram schematically showing a two-cycle engine according to a first embodiment of the present invention.

FIG. 2 is a partial cross-sectional configuration diagram schematically showing a fuel injection device for the engine.

FIG. 3 is a configuration diagram of a fuel injection / ignition device of the engine.

FIG. 4 is a characteristic diagram showing a relationship between a crank angle of the engine and a conduction voltage.

FIG. 5 is a sectional side view schematically showing a fuel supply device according to a second embodiment of the present invention.

FIG. 6 is a cross-sectional configuration diagram of a four-cycle engine including the fuel supply device according to the first embodiment.

FIG. 7 is a configuration diagram of a fuel injection / ignition device of the four-cycle engine.

FIG. 8 is a characteristic diagram showing a relationship between a crank angle of the engine and a conduction voltage.

[Explanation of symbols]

 1 Engine 2 Fuel Supply Device 8 Combustion Chamber 25 Ignition Device 25a Ignition Coil 26 Spark Plug 51 Electrostrictive Elements 51a and 51b Electrodes 51c Piezoelectric Ceramics (Substrate)

Claims (1)

[Claims] 1. An internal combustion engine having a fuel supply device and an ignition device, wherein the fuel supply device arranges electrodes on both main surfaces of the substrate and charges the electrodes to generate an electric field acting on the substrate. The ignition device is composed of an electrostrictive element formed by elastically deforming the substrate by changing the direction or strength, and a fuel supply mechanism that supplies fuel to the combustion chamber by elastically deforming the electrostrictive element. A high voltage is generated on the secondary side by discharging the electric charge charged in the electrostrictive element through the primary side of the ignition coil, and a spark is generated on the ignition plug connected to the secondary side. Internal combustion engine characterized by being.