Information
-
Patent Grant
-
6435161
-
Patent Number
6,435,161
-
Date Filed
Thursday, August 24, 200024 years ago
-
Date Issued
Tuesday, August 20, 200222 years ago
-
Inventors
-
Original Assignees
-
Examiners
Agents
- Knobbe, Martens, Olson & Bear, LLP
-
CPC
-
US Classifications
Field of Search
US
- 123 468
- 123 469
- 123 516
- 123 510
-
International Classifications
-
Abstract
An engine of an outboard motor includes a fuel injection system. In a preferred mode, the fuel injection system comprises a high pressure fuel system and a vapor separator assembly. The high pressure fuel system includes a fuel injector that is removably attached to the engine. The vapor separator assembly includes a vapor separator and is also removably attached to the engine. The high pressure fuel system and said vapor separator assembly are connected by a quick connector. Preferably, one end of the quick connector is formed from an outlet end of a fuel filter.
Description
PRIORITY INFORMATION
The present application is based on and claims priority to Japanese Patent Application No. 11-236459, filed Aug. 24, 1999, the entire contents of which is hereby expressly incorporated by reference.
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a fuel supply system for a fuel injected engine. More particularly, the present invention relates to a modular assembly arrangement of the fuel supply system.
2. Related Art
In all fields of engine design, there is a demand for obtaining more effective emission control and better fuel economy while at the same time increasing power output. To meet this demand, indirect fuel injection systems have replaced carburetors as the engine charge former. In such systems, fuel is typically injected into an intake air manifold. In order to achieve even better performance, direct fuel injection systems have been developed. These systems inject fuel directly into the combustion chamber through a fuel injector. The principle advantage of direct fuel injection systems is that mixing of the fuel and the air within the combustion chamber can be precisely controlled.
Both indirect and direct fuel injection systems typically include many components. To decrease the cost of assembly and repair, many of these components have been combined into sub-units, which together form the fuel supply system. However, there is a general difficulty associated with the connections between sub-systems.
For example, to reduce or prevent fuel leaks, the connections between the sub-units should be adequately sealed. Typically, this is done by applying caulking or a similar compound to the connection. However, this process typically is very time consuming and physically difficult. In addition, during maintenance, the connection often needs to be broken. However, breaking the connection typically requires removing the caulking or similar compound, which is also very time consuming and physically difficult.
Moreover, in outboard motors the engine is surrounded by a protective cowling. In such an environment, there is limited workspace between the engine and the cowling. Applying the caulking or similar compound in such an environment is particularly difficult and time consuming. Further due to the compact arrangement of components in marine engines, manipulating the components and manipulating tools to install and connect the components is very difficult.
SUMMARY OF THE INVENTION
There is therefore a need for an improved method for connecting the sub-units of a fuel supply system together. The improved method should provide a quick, secure and leak proof connection between the sub-units. Moreover, the improved method should be suitable for environments with limited workspace.
In accordance with one aspect of the invention a fuel injected system for an internal combustion engine includes a high pressure fuel system and a vapor separator assembly. The high pressure fuel system includes a fuel injector and is removably attached to the engine. The vapor separator assembly includes a vapor separator and also is removably attached to the engine. The high pressure fuel system and the vapor separator assembly are connected by a quick connector.
In accordance with another aspect of the invention, a method for assembling a fuel injection system for an internal combustion engine includes the following. Attaching a high pressure fuel system that includes a fuel injector to the engine. Attaching a vapor separator assembly that includes a vapor separator to the engine. Forming a substantially leak proof connection between the high pressure fuel system and the vapor separator assembly by combining two ends of a quick connector.
In accordance with yet another aspect of the invention, a method for disassembling a fuel injection system for an internal combustion engine includes the following. Disconnecting a substantially leak proof connection between a high pressure fuel system that includes a fuel injector and a vapor separator assembly that includes a vapor separator by separating two ends of a quick connector. Detaching the high pressure from the engine. Detaching the vapor separator assembly from the engine.
In accordance with still yet another aspect of the invention, a fuel injected system for an internal combustion engine includes a high pressure fuel system and a vapor separator assembly. The high pressure fuel system includes a fuel injector and a high pressure fuel pump for supplying high pressure fuel to the fuel injector. The high pressure fuel system is removably attached to the engine. The vapor separator assembly includes a vapor separator and a low pressure fuel pump that includes a discharge end connected to a fuel filter. The vapor separator assembly also is removably attached to the engine. The high pressure fuel system and the vapor separator assembly are connected by a quick connector. An outlet of the fuel filter forms part of the quick connector.
In accordance with another aspect of the invention, an outboard motor includes an engine disposed within a protective cowling. The engine includes a fuel supply system. The fuel supply system includes a first component, a second component and a fuel filter. The first component communicates with a first supply line. A first connection ties between the first component and the first supply line and is substantially leak-proof The second component communicates with a second fuel supply line. A second connection lies between the second component and the second fuel supply line and is substantially leak-proof. The first supply line and the second fuel supply line are connected together by a quick-connect coupling. The quick connect coupling is positioned proximate to the fuel filter.
All of these embodiments are intended to be within the scope of the invention herein disclosed. These and other embodiments of the present invention will become readily apparent to those skilled in the art from the following detailed description of the preferred embodiments having reference to the attached figures, the invention not being limited to any particular preferred embodiment(s) disclosed.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features, aspects and advantages of the present invention will now be described with reference to the drawings of several preferred embodiments, which embodiments are intended to illustrate and not to limit the present invention, and in which drawings:
FIG. 1
is a multi-part view showing: (A) in the lower right hand portion, a side elevation view of an outboard motor employing certain features, aspects and advantages of the present invention; (B) in the upper portion, a partially schematic view of the engine of the outboard motor with its induction and fuel injection system shown in part schematically; and (C) in the lower left hand portion, a rear elevation view of the outboard motor with portions removed and other portions broken away and shown in section along the line C—C in the upper view B so as to more clearly show the construction of the engine. An ECU (electric control unit) for the motor links the three views together;
FIG. 2
is a simplified top plan view of the power head of
FIG. 1
of a motor showing the engine in solid lines and the protective cowling in phantom;
FIG. 3
is an exploded perspective view taken generally in the direction indicated by arrow
3
in
FIG. 2
showing components relating to a high pressure fuel injection assembly;
FIG. 4
is side elevational view taken generally in the direction indicated by arrow
4
showing a vapor separator and fuel filter of the motor;
FIG. 5A
is an enlarged partial cross-sectional view of the female and male portions of a connector between the fuel supply assembly and the high pressure fuel injection assembly, wherein the female and male portions are shown separated;
FIG. 5B
is another enlarged partial cross-sectional view of the female and male portions of the connector between the fuel supply assembly and the high pressure fuel injection assembly, wherein the female and male portions are shown connected together; and
FIG. 6
is a top plan view of a modified arrangement of the power head of FIG.
1
.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION
With reference now to
FIG. 1
, an outboard motor with a fuel supply system having certain features, aspects and advantages of the present invention will be described. While the present invention will be described in the context of the outboard motor, it is anticipated that the present fuel supply system can have utility in other environments of use. For instance, the fuel supply system can be used in any vehicular application featuring a fuel supply system, such as automotive and marine applications. Moreover, the present fuel supply system can also be used in stationary engines, such as those found on generators, for instance.
In the lower right hand view of
FIG. 1
(i.e., FIG.
1
(A)), the outboard motor is depicted in side elevation view and is identified generally by the reference numeral
50
. The outboard motor
50
preferably includes a clamping arrangement
52
. The clamping arrangement
52
is used to attach the outboard motor
50
to the hull of the watercraft (not shown) in any suitable manner. The outboard motor
50
preferably is connected to the hull of the watercraft such that it may be steered about a generally vertical axis and tilted or trimmed about a generally horizontal axis.
The outboard motor
50
generally comprises a drive shaft housing
54
and a powerhead
56
, which is positioned generally above, and generally is supported by, the drive shaft housing
54
. The powerhead
56
preferably includes a powering internal combustion engine, which is indicated generally by the reference numeral
58
. The engine
58
also is shown in the remaining two views of
FIG. 1
(i.e., FIGS.
1
(B) and
1
(C)) and, therefore, will be described in more detail below with reference to these portions of FIG.
1
.
The illustrated powerhead
56
generally includes a protective cowling which comprises a main cowling portion
60
and a lower tray portion
62
. The main cowling portion
60
preferably includes a suitable air inlet arrangement (not shown) to introduce atmospheric air into the interior of the protective cowling. The air present within the protective cowling then can be drafted into an engine intake system or induction system, which is generally indicated by the reference numeral
64
(see FIG.
1
(B)) and which will be described in greater detail directly below.
The main cowling portion
60
preferably is detachably connected to the lower tray portion
62
of the powerhead
56
. The detachable connection preferably is generally positioned proximate an exhaust guide plate
66
. The exhaust guide plate
66
is encircled by an upper portion of the drive shaft housing
54
and forms a portion of an exhaust system, which will be described below. Positioned beneath the illustrated drive shaft housing
54
is a lower unit
68
in which a propeller
70
is journaled for rotation. As these constructions are well known to those of ordinary skill in the art, further description of these components is unnecessary.
As is typical with outboard motor practice, the illustrated engine
58
is supported in the powerhead
56
so that a crankshaft
72
(see FIG.
1
(B)) can rotate about a generally vertically extending axis. FIG.
1
(B) schematically illustrates the engine from a top view. The vertical mounting of the crankshaft
72
facilitates the connection of the crankshaft
72
to a driveshaft (not shown) that depends into and through the driveshaft housing
54
. The driveshaft drives the propeller
70
through a forward, neutral and reverse transmission (not shown) contained in the lower unit
68
. Of course, other suitable types of transmissions also can be used with certain features, aspects and advantages of the present invention.
With reference now to FIG.
1
(C), the illustrated engine
58
is of the V6 type and operates on a 2-stroke crankcase compression principle. It is anticipated that the present fuel supply system also can be utilized with engines having other cylinder numbers and other cylinder configurations. For instance, the cylinders can be arranged in-line in some arrangements, and the engine can comprise as few as one or more than eight cylinders in various other arrangements. Moreover, certain features of the present fuel injector mounting arrangement also may find utility with engines operating on other operating principles, such as a rotary principle or a four-cycle principle.
With reference now to FIGS.
1
(B) and
1
(C), the illustrated engine
58
is generally comprised of a cylinder block
74
that is formed with a pair of cylinder banks
75
a,b
. Each of these cylinder banks
75
a, b
preferably is formed with three vertically-spaced horizontally-extending cylinder bores
76
(see FIG.
1
(C)). In some arrangements, separate cylinder bodies for each cylinder bore can be used in place of the single cylinder block. For instance, each cylinder body may accommodate but a single cylinder bore and a number of cylinder bodies can be aligned side by side yet be formed separate from one another.
A set of corresponding pistons
78
preferably are arranged and configured to reciprocate within the cylinder bores
76
. The illustrated pistons
78
are connected to the small ends of connecting rods
80
. The big ends of the connecting rods
80
preferably are journaled about the throws of the crankshaft
72
in a well known manner.
With continued reference to FIG.
1
(B), the illustrated crankshaft
72
is journaled in any suitable manner for rotation within a crankcase chamber (not shown). Desirably, the crankcase chamber (not shown) is formed, at least in part, by a crankcase member
84
that may be connected to the cylinder block
74
or the cylinder bodies in any suitable manner. As is typical with 2-stroke engines, the illustrated crankshaft
72
and the crankcase chamber (not shown) preferably are formed with dividing seals or dividing walls such that each section of the crankcase chamber (not shown) associated with one of the cylinder bores
76
can be sealed from the other sections that are associated with other cylinder bores. This type of construction is well known to those of ordinary skill in the art.
With reference to FIG.
1
(B), a cylinder head assembly, indicated generally by the reference numeral
86
, preferably is connected to an end of each of the cylinder banks that is spaced from the crankcase member
84
. Each cylinder head assembly
86
generally is comprised of a main cylinder head member and a cylinder head cover member, which are not shown. The cylinder head cover member is attached to the cylinder head member in any suitable manner. As is known, the cylinder head member preferably includes a recess that corresponds with each of the cylinder bores
76
. As will be appreciated, each of the recesses cooperates with a respective cylinder bore
76
and a head of a reciprocating piston
78
to define a variable volume combustion chamber.
With reference again to FIG.
1
(B), the air induction system
64
is provided for delivering an air charge to the sections of the crankcase chamber (not shown) associated with each of the cylinder bores
76
. In the illustrated arrangement, communication between the sections of the crankcase chamber and the air contained within the cowling occurs at least in part via an intake port
94
formed in the crankcase member
84
. The intake port
94
can register with a crankcase chamber section corresponding to each of the cylinder bores
76
such that air can be supplied independently to each of the crankcase chamber sections. Of course, other arrangements are also possible.
The induction system
64
also includes an air silencing and inlet device, which is shown schematically in FIG.
1
(B), indicated generally by the reference numeral
96
. In one arrangement, the device
96
is contained within the cowling member
60
at the cowling's forward end and has a rearwardly-facing air inlet opening (not shown) through which air is introduced into the silencer
96
. Air can be drawn into the silencer
96
from within the cowling
60
via an inlet opening
97
.
The air inlet device
96
supplies the induced air to a plurality of throttle bodies, or induction devices,
100
. Each of the throttle bodies
100
preferably has a throttle valve provided therein. The illustrated throttle valves are desirably supported on throttle valve shafts that are linked to each other for simultaneous opening and closing of the throttle valves in a manner that is well known to those of ordinary skill in the art. It is anticipated, however, that a single supply passage can extend to more than one or even all of the chambers such that the number of throttle valves can be one or more than one depending upon the application.
A lubricant pump
102
preferably is provided for spraying lubricant into the air inlet device
96
for lubricating moving components of the engine
58
in manners well known to those of ordinary skill in the art. In addition, a small amount of lubricant also can be introduced into the fuel prior to introduction to a fuel injector system that will be described in a manner that also will be described. Preferably, the lubricant pump
102
is controlled by an ECU
108
, which also will be described in more detail later.
The lubricant pump
102
in the illustrated arrangement draws lubricant from a primary lubricant supply tank
103
. In addition, in the illustrated arrangement, lubricant is supplied to the primary lubricant supply tank
103
from an auxiliary tank
105
. Other arrangements also can be used.
As is typical in 2-cycle engine practice, the illustrated intake ports
94
include reed-type check valves
104
. The check valves
104
permit inducted air to flow into the sections of the crankcase chamber when the pistons
78
are moving upwardly in their respective cylinder bores
76
. The reed-type check valves
104
, however, do not permit back flow of the air. Therefore, as the pistons
78
move downwardly within the respective cylinder bores
76
, the air charge will be compressed in the sections of the crankcase chamber. As is known, the air charge is then delivered into the associated combustion chamber through suitable scavenge passages (not shown). This construction is well known to those of ordinary skill in the art.
A spark plug
111
is mounted within the cylinder head
86
through spark plug openings
111
a
and has an electrode disposed within the combustion chamber. The spark plug
111
is fired under the control of the ECU
108
in any suitable manner. For instance, the ECU
108
may use a CDI system to control ignition timing according to any of a number of suitable control routines. The spark plug
111
ignites an air-fuel charge that is formed by mixing the fuel directly with the air inducted into the combustion chamber.
The fuel is preferably provided via respective fuel injectors
114
. The fuel injectors
114
preferably are of the solenoid type and preferably are electronically or electrically operated under the control of the ECU
108
. The control of the fuel injectors
114
can include the timing of the fuel injector injection cycle, the duration of the injection cycle, and other operating parameters of the fuel injector
114
.
With reference again to FIG.
1
(B), and
FIGS. 2-5
, a fuel supply system for supplying to the fuel injectors
114
will now be described. As will be explained, the fuel supply system has certain features and advantages according to the present invention. The fuel supply system features a vapor separator assembly and a high pressure assembly, which are indicated generally by the reference numbers
116
and
118
. Preferably, both the vapor separator assembly
116
and the high pressure assembly
118
are located within the protective cowling of the outboard motor. The high pressure assembly
118
includes a high pressure pumping apparatus
140
and a fuel injector supply system, indicated generally at
164
.
A main fuel supply tank
120
supplies fuel to the vapor separator assembly
116
. The main fuel supply tank is preferably provided in the hull of the watercraft with which the outboard motor
50
is associated. The preferred location of the main fuel supply tank
120
and the main lubricant reservoir
105
exterior to the outboard motor is demonstrated in FIG.
1
(B) through the use of phantom lines. Fuel can be drawn from the main tank
120
through a supply conduit
122
using a first low pressure pump
124
. In some arrangements, a plurality of secondary low pressure pumps
126
also can be used to draw the fuel from the fuel tank
120
. The pumps can be manually operated pumps, diaphragm-type pumps operated by variations in pressure in the sections of the crankcase chamber, or any other suitable type of pump. Preferably, the pumps
124
,
126
provide a relatively low pressure draw on the fuel supply.
From the illustrated secondary low pressure pump
126
, the fuel is supplied to a low pressure vapor separator
130
, which is part of the vapor separator assembly
116
. The vapor separator
130
can be mounted on the engine
58
in any suitable location. In addition, in some arrangements, the vapor separator
130
is separate from the engine, but positioned within the cowling portion
60
at an appropriate location. The fuel is supplied to the vapor separator
130
through a supply line
132
. At the vapor separator end of the supply line
132
, there preferably is provided a valve, which is not shown, that can be operated by a float
134
to maintain a substantially uniform level of fuel in the vapor separator tank
130
.
As described above, the fuel supply preferably receives a small amount of lubricant from the lubricant supply system at a location upstream of the fuel injectors
114
. In the illustrated arrangement, the vapor separator tank
130
receives a small amount of lubricant from the lubricant system through a supply conduit
135
. A premixing pump
137
draws the lubricant through the supply conduit
135
into the vapor separator tank
130
. A filter
139
and a check valve
141
preferably are provided along the conduit
135
. The filter
139
removes unwanted particulate matter and/or water while the check valve
141
reduces or eliminates back-flow through the supply conduit
135
. Notably, the premixing pump
137
preferably is controlled by the ECU
108
. This control can be at least partially dependent upon the flow of fuel and the flow of return fuel into the vapor separator tank
130
.
A fuel pump
136
can be provided in the vapor separator
130
and can be controlled by ECU
108
in any suitable manner. In the illustrated arrangement, the connection between the ECU
108
and the fuel pump
136
is schematically illustrated. While the schematic illustration shows a hard-wired connection, those of ordinary skill in the art will appreciate that other electrical connections, such as infrared radio waves and the like can be used. This description of the connection between the ECU
108
and the fuel pump
136
also applies to a variety of other components that also are connected to the ECU
108
.
The fuel pump
136
preferably pre-pressurizes the fuel that is delivered through a fuel supply line
138
the high pressure assembly
118
of the fuel supply system. A fuel filter
128
preferably is positioned at the discharge end of the fuel pump
136
. Specifically, as shown in
FIG. 4
, the fuel filter
128
is desirably attached to the top of the vapor separator
130
by a bracket
402
. Such a location eases access to the filter for maintenance and inspection. A quick connector
404
(FIG.
1
(B)) advantageously connects the outlet of the fuel filter
128
to the fuel supply line
138
. The construction of the quick connector will be described i more detail below.
The fuel filter
128
in the illustrated arrangement is used to remove undesirable amounts of water from the fuel. Therefore, the fuel filter
128
includes a sensor
129
that sends a signal to the ECU
108
upon a detection of such water or upon a preset amount of water having been removed from the fuel.
The fuel pump
136
, which can be driven by an electric motor in some arrangements, preferably develops a pressure of about 3-10 kg per cm
2
. A low pressure regulator
142
can be positioned along the line
138
proximate the vapor separator
130
to limit the pressure of the fuel that is delivered to the high pressure pumping apparatus
140
by dumping some portion of the fuel back into the vapor separator
130
.
The illustrated high pressure pump apparatus
140
includes a high pressure fuel pump
144
that can develop a pressure of, for example, 50 to 100 kg/cm
2
or more. A pump drive unit
146
(see FIGS.
1
(C),
2
and
3
) preferably is provided for driving the high pressure fuel pump
144
. The high pressure fuel pump
144
is mounted on the pump drive unit
146
with bolts
406
.
With particular reference to
FIGS. 2 and 3
, a stay
408
is affixed to the cylinder block
78
at a boss
410
with a bolt
412
and at a boss
414
with a bolt
416
. The pump drive unit
146
is affixed to the stay
408
with a bolt
419
that extends through a bolt hole
418
and with bolt
421
that extends through a bolt hole
420
. The pump drive unit
146
is affixed to the cylinder block
78
directly at a boss
422
with a bolt
423
. Thus, the pump drive unit
146
desirably overhangs between the two cylinder banks
75
a,b
of the V arrangement. A pulley
145
(see
FIG. 2
) is affixed to a pump drive shaft
147
of the pump drive unit
146
. The pulley
145
is driven by a drive pulley
151
affixed to the crankshaft
72
by means of a drive belt
149
. The pump drive shaft
147
is provided with a cam disc
430
existing horizontally for pushing plungers (not shown) which are disposed on the high pressure fuel pump
144
. A tensioner
155
is preferably provided for maintaining tension on the drive belt
149
. Of course, any other suitable driving arrangement can also be used.
The high pressure fuel pump
144
has a unified fuel inlet and outlet module
432
, which is mounted on a side wall of the pressure pump
144
. The inlet and outlet module
432
has an inlet passage
160
(FIG.
1
(B)) connected to the fuel supply line
138
with a connector
434
, while an outlet passage
162
(FIG.
1
(B)) is connected to a pair of flexible conduits
436
with a couple of connectors
438
. The module
432
can also include a bypass passage
166
(FIG.
1
(B)) that bypasses the fuel pump
144
and is connected between the low pressure side of the high pressure fuel pump
144
and the outlet high pressure passage
162
. Accordingly, fuel can be supplied from the high pressure pump
144
to the fuel injector supply system
164
through the high pressure passage
164
or can be bypassed through the bypass passage
166
.
With continued reference to
FIGS. 2 and 3
, the fuel injector supply system
164
will now be described in detail. A set of flexible conduits
436
are connected to a corresponding set of fuel supply rails
170
a,b
with connectors
440
. Preferably, the fuel supply rails
170
a,b
are made of metal so as to be rigid. The fuel supply rails
170
a,b
are generally hollow tubes through which fuel flows. Accordingly, the fuel supply rails
170
a,b
, connect the flexible conduits
436
to the fuel injectors
114
, which are connected to the fuel supply rails
170
a,b
. The respective fuel supply rails
170
a,b
are affixed to both of the cylinder heads
86
at bosses
442
with positioning bolts
423
. The fuel injectors
114
are held between the fuel supply rails
170
a,b
and the cylinder head members
86
. Nozzle portions
444
of the fuel injectors
114
are inserted into bosses
446
so as to be exposed to combustion chambers. Flange portions
448
of the fuel injectors
114
are supported with horse shoe shaped retainers
450
that are affixed to the cylinder head member
86
at bosses
452
with bolts
453
. Note that the bosses
442
,
446
,
452
are merely schematically shown in the other side view of the cylinder head member
86
.
The high pressure fuel pump
144
, the pump drive unit
146
, the inlet and outlet module
432
, the flexible conduits
436
, the fuel rails
170
a
and the fuel injectors
114
preferably are combined into a single unit. The single unit is the high pressure fuel injection assembly
118
.
With reference again to FIG.
1
(B), in the illustrated arrangement, pressure of the fuel supplied by the fuel pump
144
to the fuel injectors
114
is regulated to a generally fixed value by a high pressure regulator
188
. The illustrated pressure regulator
188
can be mounted on the pump drive unit
146
with bolts (not shown). The pressure regulator
188
preferably is connected to the high pressure supply passage
162
. The high pressure regulator
188
preferably dumps fuel back to the vapor separator
130
through a pressure relief line
190
in which a fuel heat exchanger or cooler
192
is provided. Generally, the fuel is desirably kept under constant or substantially constant pressure so that the volume of injected fuel can be at least partially determined by changes of duration of injection under the condition that the pressure for injection is always approximately the same.
As discussed above, the air delivered by the induction system receives the charge of fuel within the combustion chamber and the air/fuel charge is ignited by the ignition system at an appropriate time. After the charge is ignited, the charge bums and expands such that the pistons
78
are driven downwardly in the respective cylinder bores
76
until the pistons
78
reach a lower-most position. During the downward movement of the pistons
78
, the exhaust ports (not shown) are uncovered by the piston
78
to allow communication between the combustion chamber
110
and an exhaust system.
With reference to FIG.
1
(C), the illustrated exhaust system features an exhaust manifold section
200
for each of the cylinder banks. A plurality of runners
202
extend from the cylinder bore
76
into the manifold collectors
200
. The exhaust gases flow through the branch pipes
202
into the manifold collector section
200
of the respective exhaust manifolds that are formed within the cylinder block in the illustrated arrangement. The exhaust manifold collector sections
200
then communicate with exhaust passages formed in exhaust guide plate
66
on which the engine
58
is mounted.
A pair of exhaust pipes
204
depend from the exhaust guide plate
66
and extend the exhaust passages into an expansion chamber (not shown) formed within the drive shaft housing
54
. From this expansion chamber, the exhaust gases are discharged to the atmosphere through a suitable exhaust outlet. As is well known in the outboard motor practice, the suitable exhaust outlet may include an under water, high speed exhaust gas discharge and an above the water, low speed exhaust gas discharge. Because these types of systems are well known to those of ordinary skill in the art, a further description of them is not believed to be necessary to permit those of ordinary skill in the art to practice the present invention.
The illustrated outboard motor
50
also comprises a water cooling system. With reference to FIG.
1
(A), the cooling system generally comprises a water pump
210
, a pick-up
212
and a discharge
214
. The water pump
210
preferably is driven by the rotary motion of the crankshaft
72
and, in some applications, can be driven by the drive shaft. Water is pulled from the body of water in which the watercraft is operating through a pick-up
212
. The water then is delivered to the engine
58
through suitable piping and conduits. In the engine, the water can circulate through various water jackets prior to being exhausted through the discharge
214
. The discharge
214
can be associated with the exhaust system or can be separate of the exhaust system.
With reference to
FIG. 2
, the outboard motor
50
also preferably includes a starter
165
and flywheel
167
. These components of the outboard motor
50
are well known in the art; thus, a description is not necessary.
As indicated above, the ECU
108
samples a variety of data for use in performing any of a number of control strategies. With reference to FIGS.
1
(A) and
1
(B), the ECU
108
receives an input from an atmospheric pressure sensor
304
. The atmospheric pressure sensor
304
inputs a value corresponding to the atmospheric pressure in which the watercraft is operating. In addition, the ECU
108
receives a signal from a trim angle sensor
308
. As is known, the trim angle sensor
308
sends a signal to the ECU
108
that is indicative of the tilt or trim angle of the outboard motor
50
relative to the watercraft on which the outboard motor
50
is mounted.
With particular reference to FIG.
1
(A), the outboard motor
50
also features a coolant temperature sensor
312
. The coolant temperature sensor
312
preferable indicates the temperature of the coolant being circulated through the engine
58
. The ECU
108
also receives an input from a lubricant level sensor
314
. The lubricant level sensor
314
outputs a signal to the ECU
108
indicative of a fill state of the main lubricant reservoir
103
.
With reference now to FIG.
1
(C), the engine
58
also includes an oxygen sensor
316
. The oxygen sensor
316
outputs a signal to the ECU
108
representative of the oxygen content within the exhaust gas flow. As is known to those of ordinary skill in the art, the content of oxygen within the exhaust flow can be used to determine how complete the combustion occurring within the combustion chamber
110
actually is. Moreover, the engine
58
includes a back pressure sensor
320
positioned along the exhaust system to indicate the back pressure being developed within the exhaust system of the engine
58
. As will be recognized by those of ordinary skill in the art, the back pressure developed within the exhaust system can vary depending upon the depth of the underwater discharge and whether the above water discharge becomes submerged.
With reference now to FIG.
1
(B), the engine also features at least one sensor to determine the engine operating speed and the specific cylinder being fired at any particular time. In the illustrated arrangement, the engine includes a crankshaft speed sensor
322
which outputs a signal to the ECU
108
indicative of a rotational speed of the crankshaft. As is known, the rotational speed of the crankshaft
322
corresponds to the engine speed. In addition, the engine
58
can include a cylinder identification sensor. The cylinder identification sensor transmits a signal to the ECU
108
that indicates which cylinder is being fired at what time during operation of the engine
58
. As will be recognized by those of ordinary skill in the art, in some applications, a single sensor or multiple sensors can be used to both indicate which cylinder is operating as well as the engine speed.
The fuel supply system also includes a fuel pressure sensor
326
. The fuel pressure sensor
326
preferably is positioned between the high pressure pumping apparatus
140
and the pressure regulator
188
. The pressure sensor
326
provides a signal to the ECU
108
which is indicative of the pressure within the fuel supply system. The pressure of the fuel is used to calculate the amount of fuel injected through the fuel injectors
114
.
The air induction system also includes a sensor
328
that outputs a signal to the ECU
108
which is indicative of an air temperature within the induction system. The induction system also can include a sensor
330
that emits a signal indicative of a throttle opening angle. This signal can also be used to determine the speed of change of the throttle angle.
While the control system generally comprises the ECU
108
and the above listed sensors which sense various operating conditions for the engine, as well as ambient conditions and/or conditions of the outboard motor that may affect general engine performance, other sensors can also be used with the present invention. While certain of the sensors have been shown schematically in
FIG. 1
, and were described with reference to that figure, it should be readily apparent to those of ordinary skill in the art that other types of sensing arrangements also can be provided for performing the same functions and/or different functions. Moreover, it is also practicable to provide other sensors, such as an engine knock sensor, a watercraft pitch sensor, and an engine vibration sensor in accordance with various control strategies. Of course, the signals, while being depicted with wire connections, also can be transmitted using radio waves, infrared transmitter and receiver pairs, and other suitable or similar techniques.
With reference now to
FIGS. 5A and 5B
, one preferred construction of the quick connect
404
will be described in detail. The quick connect
404
is comprised of a female connector
502
that is connected to one end of the fuel supply pipe
138
and a male connector
500
that is formed at the side of the fuel filter
128
. Desirably, these connection are leak-proofed or otherwise treated to reduce or eliminate the likelihood of fuel leakage. The female connector
502
is comprised of a connector body
504
, which defines a fuel passage
506
. A pair of O-rings
508
are embedded in an pair of grooves
510
formed on the inner periphery of the fuel passage
506
. A tapered pipe
512
is inserted over the end of the connector body
504
. The tapered pipe
512
includes a stopper ring
514
that engages a positioning groove
516
formed on the outer periphery of the tapered pipe
512
. The positioning groove
516
is oversized relative to the stopper ring
514
to allow relative movement between the tapered pipe
514
and the connector body
504
.
A stopper pipe
518
is slidably inserted into the tapered inner portion
520
of the tapered pipe
512
. Four ball members
522
(only one shown) extend through a portion of the wall of the stopper pipe
518
for a purpose that will become apparent. A spring
524
is positioned between the stopper pipe
518
and the connector body
504
and urges the components apart.
The male connector
500
is comprised of a tube (or a pipe-like member)
550
, which defines a fuel passage
552
. The outer periphery of the illustrated tube
550
includes a stopper groove
554
and a chamfered.
Accordingly as shown in
FIG. 5B
, as the tube
550
is inserted into the stopper pipe
518
, the ball members
522
engage the stopper groove
554
. In this position, the spring
534
presses the stopper pipe
518
against the tapered portion
520
. Accordingly, the tapered pipe
512
exerts an axial force on the stopper pipe
518
. This creates tight seal between the stopper pipe
518
and the pipe
550
of the male connector
500
. Additionally, the end of the male connector contacts a step defined with the interior of the fuel passage
506
of the female connector
502
. Moreover, the two O-rings
508
are compressed and form a seal between the female connector
502
and the male connector
500
.
To disengage these two members, the stopper pipe
518
is pressed against the spring
524
, which disengages the stopper pipe
518
from the tapered pipe
512
. The axial force on the pipe
550
is decreased and the female connector
502
can be removed from the male connector
500
.
With the arrangement described above, the vapor separator assembly
116
comprises the fuel filter
128
and the vapor separator
130
. The vapor separator assembly
116
is mounted on the engine
58
as shown in
FIGS. 3 and 4
. The removable connector
404
is used to removably couple the fuel filter
128
to fuel supply pipe
138
. Accordingly, an advantage of this arrangement is that when assembling the engine, the vapor separator assembly
116
and a high pressure assembly
118
can be mounted to the engine first. The vapor separator assembly
116
and a high pressure assembly
118
can then be quickly coupled together by connecting the male
500
and female
502
parts of the connector
404
together. In a similar manner, for engine repair or maintenance, the vapor separator assembly
116
and a high pressure assembly
118
are removed preferably after the male
500
and female
502
parts of the connector
404
are separated.
In the illustrated arrangement the connector
404
is located directly adjacent to the fuel filter
128
. This positioning advantageously increases the accessibility of the connector. However, it should be appreciated that the quick connector
404
can be located at any point between the vapor separator assembly and the high pressure assembly.
FIG. 6
schematically illustrates a modified arrangement the present invention. In this arrangement the quick connector
404
is applied to a four-cycle V-type engine wherein the fuel injectors
114
inject fuel into the intake passages
96
. Because the fuel injectors
114
for the first and second cylinder banks
75
a,b
are substantially separated, the illustrated engine includes a first high pressure assembly
600
and a second high pressure assembly
602
.
Desirably, in this arrangement, the removable connectors
404
are provided between (i) the vapor separator assembly
116
and the first high pressure assembly
600
and (ii) the first high pressure assembly
600
and the second high pressure assembly
602
. Specifically, a first connector
404
a
is provided within first conduit
606
, which connects the vapor separator assembly
116
to the first high pressure assembly
600
. A second connector
404
b
is provided in a second conduit
608
, which connects the first high pressure assembly
600
to the second high pressure assembly
602
.
Although this invention has been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the present invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the invention and obvious modifications and equivalents thereof. In addition, while a number of variations of the invention have been shown and described in detail, other modifications, which are within the scope of this invention, will be readily apparent to those of skill in the art based upon this disclosure. It is also contemplated that various combination or subcombinations of the specific features and aspects of the embodiments may be made and still fall within the scope of the invention. Accordingly, it should be understood that various features and aspects of the disclosed embodiments can be combine with or substituted for one another in order to form varying modes of the disclosed invention. Thus, it is intended that the scope of the present invention herein disclosed should not be limited by the particular disclosed embodiments described above, but should be determined only by a fair reading of the claims that follow.
Claims
- 1. A fuel injected system for an internal combustion engine comprising a high pressure fuel system and a vapor separator assembly, said high pressure fuel system including a fuel injector and being removably attached to said engine, said vapor separator assembly including a vapor separator and also being removably attached to said engine, said high pressure fuel system and said vapor separator assembly being connected by a quick connector, wherein said vapor separator assembly further includes fuel filter located at a discharge end of said low pressure fuel pump, where the outlet of said fuel filter forms part of said quick connector.
- 2. A fuel injected system as set forth in claim 1, wherein said high pressure fuel system includes a high pressure fuel pump for supplying high pressure fuel to said fuel injector, and wherein said vapor separator assembly further includes a low pressure fuel pump.
- 3. A fuel injected system as set forth in claim 1, wherein said high pressure fuel system includes a first part and a second part, and wherein said first part is connected to said vapor separator assembly by a first quick connector and wherein said second part is connected to said first part by a second quick connector.
- 4. A method for assembling a fuel injection system for an internal combustion engine comprising:providing a high pressure fuel system that includes a fuel injector, providing a vapor separator assembly that includes a vapor separator, a low pressure fuel pump and a fuel filter located at a discharge end of said low pressure fuel pump, attaching the high pressure fuel system to said engine; attaching said vapor separator assembly to said engine; forming a substantially leak proof connection between said high pressure fuel system and said vapor separator assembly by combining two ends of a quick connector, which comprises said outlet of said fuel filter.
- 5. A method as set forth in claim 4, wherein attaching said high pressure fuel system and said vapor separator assembly to said engine occurs before forming said substantially leak proof connection.
- 6. A method for disassembling a fuel injection system for an internal combustion engine comprising:disconnecting a substantially leak proof connection between a high pressure fuel system that includes a fuel injector and a separator assembly that includes a vapor separator by separating a first end of a quick connector and a second end of the quick connector, which comprises an outlet of a fuel filter that is located at a discharge end of a low pressure fuel pump of the vapor separator; detaching said high pressure from said engine; and detaching said vapor separator assembly from said engine.
- 7. A method as set forth in claim 6, wherein disconnecting said substantially leak proof connection occurs before detaching said high pressure fuel system and said vapor separator assembly from said engine.
- 8. A fuel injected system for an internal combustion engine comprising a high pressure fuel system and a vapor separator assembly, said high pressure fuel system including a fuel injector and a high pressure fuel pump for supplying high pressure fuel to said fuel injector, said high pressure fuel system being removably attached to said engine, said vapor separator assembly including a vapor separator and said vapor separator assembly further includes a low pressure fuel pump that includes a discharge end connected to a fuel filter, said vapor separator assembly also being removably attached to said engine, said high pressure fuel system and said vapor separator assembly being connected by a quick connector where an outlet of said fuel filter forms part of said quick connector.
- 9. An outboard motor comprising an engine disposed within a protective cowling, the engine comprising a fuel supply system, said fuel supply system comprising a first component, a second component and a fuel filter, said first component communicating with a first supply line, a first connection between said first component and said first supply line being substantially leak-proof, said second component communicating with a second fuel supply line, a second connection between said second component and said second fuel supply line being substantially leak-proof, said first supply line and said second fuel supply line being connected together by a quick-connect coupling and said quick connect coupling being positioned proximate to said fuel filter.
- 10. The motor of claim 9, wherein said first supply line and said quick-connect coupling is formed in part by an outlet of said fuel filter.
- 11. The motor of claim 9, wherein the first component is a low pressure subassembly and said second component is a high pressure assembly.
- 12. The motor of claim 11, wherein said low pressure subassembly comprises a vapor separator tank.
- 13. The motor of claim 11, wherein said high pressure subassembly comprises at least one fuel injector.
- 14. The motor of claim 9, wherein said fuel filter extends outward from said engine for ease of access and maintenance.
- 15. The motor of claim 9, wherein said first component is a first fuel injection system associated with a first cylinder bank and said second component is as second fuel injection system associated with a second cylinder bank.
- 16. The motor of claim 9, wherein said fuel supply system comprises a return line having a pressure regulator and said quick connect coupling is disposed downstream of a low pressure tank and upstream of said pressure regulator.
Priority Claims (1)
Number |
Date |
Country |
Kind |
11-236459 |
Aug 1999 |
JP |
|
US Referenced Citations (5)