JP2001342932A - Fuel supply system and internal combustion engine loaded with the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve startability fuel consumption of an internal combustion engine and exhaust emission. SOLUTION: Atomizing air 10a flowing in an atomizing air passage 7 is joined with the fuel injection 6 so as to accelerate the atomization, and the carrying air 10b flowing in a carrying air flow passage 8 is joined in the downstream side of the joint position so as to surround the fuel injection 6. The atomized fuel injection 6 is thereby carried to the downstream side, lowering the adhesion of the fuel injection 6 to a wall surface.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply system for an automobile internal combustion engine and an internal combustion engine equipped with the fuel supply system.
The present invention relates to a technique suitable for reducing harmful substances, particularly HC, emitted from an internal combustion engine.

[0002]

2. Description of the Related Art As means for improving the startability of an internal combustion engine, improving fuel efficiency and purifying exhaust gas, and particularly reducing HC, it is necessary to promote the atomization of fuel spray injected by a fuel injection valve (injector) and to improve the inner wall surface of an intake pipe. It is effective to reduce the adhesion. Further, by atomizing the fuel spray, the stability of combustion can be improved.

[0003] It is known to provide a fuel injection valve (injector) which is used as an auxiliary mainly at the time of starting the internal combustion engine or the like in order to supply the atomized fuel spray to the internal combustion engine. USP 5,482,023 specification and drawings include:
Cold start fuel injector, heater, idle speed control valve (hereinafter ISC)
A cold start fuel control system with a valve is described. In this system, part of the air from the ISC valve (first air flow)
To the fuel injected from the cold start fuel injector. For this purpose, an opening of the air passage from the ISC valve is provided annularly so as to surround the outlet of the cold start fuel injector. Immediately after the fuel from the cold start fuel injector and the first air flow merge, the fuel and the first air flow are introduced into a cylindrical heater arranged in a line downstream of the cold start fuel injector. On the other hand, an air passage through which a part of the air from the ISC valve flows is formed in the outer peripheral portion of the heater, and the air (second air flow) flowing through the air passage is supplied to the inside of the heater at the outlet of the heater. Merges with the fuel spray that has passed through. The fuel discharged from the cold start fuel injector is promoted to be vaporized when passing through the inside of the heater, and is further promoted to be vaporized by being mixed with the second air flow at the outlet of the heater.

[0004]

In the conventional system, a mixing chamber for mixing fuel and air is formed inside a cylindrical heater, so that the fuel is injected from the cold start fuel injector and the cold start fuel injector from the upstream side. The confluence of the fuel and the first air flow and the mixing chambers formed inside the heater are arranged in a row, and constitute one atomizer (atomizer) having the heater outlet as an outlet. This atomizer is an air-assist type atomizer utilizing the energy of the air flow, and is an internal mixing type atomizer that combines fuel and air inside the atomizer and performs gas-liquid mixing. it is conceivable that.

In this system, while fuel is being injected,
The fuel spray always comes into contact with the inner wall surface of the mixing chamber, that is, the inner wall surface of the heater. For this reason, the burden on the heater in atomizing the fuel spray increases, and the power consumed also increases.

An object of the present invention is to reduce the electric energy consumed by a heater in order to promote the atomization of fuel spray injected from a liquid fuel injection valve, and to make the heater unnecessary in some cases. Another object of the present invention is to improve the reliability and durability of the heater by reducing electric energy consumed by the heater.

[0007]

According to the present invention, there is provided a fuel atomizing device for atomizing a fuel spray injected from a liquid fuel injection valve by applying a gas to the fuel spray, and an intake air having a throttle valve for atomizing the fuel spray. In a fuel supply device for supplying a pipe downstream of the throttle valve, the fuel atomization device is opened around a liquid fuel injection hole of a fuel injection valve and acts on a fuel spray injected from the liquid fuel injection hole. A first gas passage for injecting atomized gas for promoting atomization, and a carrier gas for injecting carrier gas to the fuel spray so as to surround the fuel atomized atomized by the atomized gas from the surroundings. A second gas passage for generating an air-fuel mixture, and a heater installed so as to be located around the conveying passage for the air-fuel mixture, and atomization of the fuel spray is promoted by the atomized gas;
By transporting the atomized fuel spray so as to be surrounded by the carrier gas, the burden on the heater is reduced, and the amount of fuel adhering to the wall surface is reduced.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. The first embodiment has a configuration in which intake air is used as atomized gas for promoting atomization of fuel spray and carrier gas for conveying atomized fuel spray.

FIG. 1 shows a vehicle equipped with a fuel supply device according to the present invention.
It is a schematic diagram of an ignition type internal combustion engine that operates using gasoline as fuel.

The internal combustion engine 1 has a combustion chamber 54 disposed with a spark plug 53 facing it, an intake hole 55 for taking a mixture of air and fuel into the combustion chamber 54, and an intake valve 44 for opening and closing the intake hole 55. , An exhaust hole 59 for exhausting after combustion, and an exhaust valve 58 for opening and closing the exhaust hole 59. This internal combustion engine 1
Is further provided with a water temperature sensor 56 for detecting the temperature of the engine cooling water at a side portion of the combustion chamber 54 and a rotation sensor (not shown) at a lower portion to detect an operation state.

The intake system for taking air into the combustion chamber 54 includes an air cleaner 46, an air flow sensor 11, a throttle valve 4 and a throttle sensor 52 constituting an intake control device, and an intake pipe 5. The intake pipe 5 includes an intake manifold 3 and an intake manifold 4 connected to an intake hole 55.
7 is included. The intake manifold 47 branches from the intake manifold 3 toward a plurality of cylinders, but FIG. 1 shows only one cylinder.

The fuel supply device for the internal combustion engine 1 according to this embodiment includes a first fuel supply device and a second fuel supply device. The first fuel supply device includes a first liquid fuel injection valve 2 provided upstream of the intake valve 44 of each cylinder and downstream of the intake manifold 3. The first liquid fuel injection valve 2 is mounted on the wall of the intake manifold 47 and injects fuel toward the upstream side of the intake valve 44 that opens and closes the intake hole 55.

The second fuel supply device 100 is installed upstream of the intake manifold 3 in the intake system. The second fuel supply device 100 includes an intake pipe 5 having a built-in throttle valve 4, intake bypass pipes 5 a and 5 b branched from the intake pipe 5 at an upstream portion of the throttle valve 4, and an intake bypass pipe 5.
b, and an second liquid fuel injection valve 9 for injecting fuel into each cylinder in common. The fuel spray 6 injected from the second liquid fuel injection valve 9 is provided. The atomization is promoted by the air passing through the intake bypass pipes 5a and 5b, and an air-fuel mixture is generated to form the air-fuel mixture.
To supply. The intake bypass pipes 5a and 5b may be configured such that an upstream portion is formed in common and branched in the middle (downstream portion). The second fuel supply device 100 functions to supply fuel mainly during warm-up idling operation,
The fuel supply amount is controlled by the second liquid fuel injection valve 9, and the intake air amount is controlled by the ISC valve 73.

The first liquid fuel injection valve 2 is mounted on a wall of the intake manifold 47 and injects fuel in the direction of the intake valve 44. The second liquid fuel injection valve 9 is connected to the internal combustion engine 1.
It operates for a predetermined time during the warm-up operation of. Each of the first and second liquid fuel injection valves 2 and 9 uses an electromagnetic fuel injection valve, and controls the fuel injection amount based on the opening and closing time of an internal valve and a valve seat. The control of the fuel injection amount is performed by an engine control unit (hereinafter, referred to as ECU) 57 based on an operating state such as an intake air amount detected by a signal from the sensor. The first and second liquid fuel injection valves 2 and 9 are upstream swirling fuel injection valves, and include a member (fuel swirling member) that applies a swirling force to fuel on the upstream side of a valve seat. The fuel passing through the liquid fuel injection hole provided downstream of the seat is injected while turning. As a result, a cone-shaped fuel spray having excellent atomization properties is formed.

The flow rate of intake air supplied to the internal combustion engine 1 is accurately measured and measured using the air flow sensor 11, the throttle valve 4, the throttle sensor 52, the ISC valve 73 and the like. The throttle valve 4 is an intake control member that changes the amount of air flowing through the intake pipe 5 by changing the ventilation area projected on the cross section of the intake pipe 5 by turning in the intake pipe 5.

The exhaust system includes an exhaust manifold 48, an oxygen concentration sensor 50 for measuring the oxygen concentration in the exhaust gas, a three-way catalytic converter 51 for purifying the exhaust gas, a muffler (not shown), and the like.

The three-way catalytic converter 51 includes NOx, C exhausted from the internal combustion engine 1 operated near the stoichiometric air-fuel ratio.
It purifies O and HC at a high purification rate.

Prior to the start of the internal combustion engine 1, the fuel supply system pressurizes a fuel (gasoline) 41 in a fuel tank 40 with a fuel pump 42, and a first fuel injection valve 2 and a second fuel injection valve 2 through a filter 43. At a predetermined pressure. Adjustment of fuel pressure is performed by the pressure regulator 45
The pressure is adjusted so as to have a constant pressure difference with respect to the intake pipe pressure.

In the above configuration, in the combustion chamber 54, a mixture of the fuel injected from the first and second liquid fuel injection valves 2, 9 and the intake air 10 is sucked in a suction stroke, and the sucked air-fuel mixture is sucked. After being compressed in the compression stroke, it is ignited by the ignition plug 53 and burned. Exhaust gas 26 discharged from the internal combustion engine 1 in the exhaust stroke is discharged from the exhaust system to the atmosphere.

Next, the configuration of the second fuel supply device 100 will be described in detail with reference to FIG. FIG. 2 is a longitudinal sectional side view showing the second fuel supply device 100 in an enlarged manner.

The downstream end of the intake bypass pipe 5a is connected to the pressure regulating chamber 101a, and supplies the intake air 10a as atomized air to the pressure regulating chamber 101a. The intake bypass pipe 5b is
An ISC valve 73 is provided on the way. The middle of the intake bypass pipe 5b includes the inlet and the outlet thereof. For example, the ISC valve 73 may be provided between the outlet (downstream end) of the intake bypass pipe 5b and the pressure regulation chamber 101b. .
The downstream end of the intake bypass pipe 5b is connected to the pressure regulating chamber 101b.
And supplies the suction air 10b to the pressure regulating chamber 101b as carrier air. Pressure regulating chambers 101a, 101b
Are isolated from each other by a partition 101c.

An atomizer base member 102 is connected downstream of the pressure regulating chambers 101a and 101b. In this embodiment, the atomizing device base member 102 is formed in a cylindrical shape, and the cylindrical throttle 17 and the heater 70 are connected to the downstream side thereof to form a mixture gas generation chamber 140 inside.

The atomizing device base member 102 includes an atomizing gas passage 102a and a carrier gas passage 102b, and the pressure regulating chambers 101a and 101b are respectively connected to the atomizing gas passage 1a.
02a and the carrier gas passage 102b.

The atomizing device base member 102 has a fuel injection valve fitting hole 102c connected to the upstream side of the air-fuel mixture generation chamber 140 inside the atomizing device base member 102.
The gas-liquid mixing / injection nozzle 130, the injection valve holder 120, and the second liquid fuel injection valve 9 are concentrically fitted in the inside c so as to be sequentially located inside.

The atomized gas passage 102a communicates with a nozzle passage 103 provided in the gas-liquid mixing / injection nozzle 130.
The nozzle passage 103 is formed by the inner wall surface (inner peripheral surface) 133 of the gas-liquid mixing / injection nozzle 130, the outer wall surface (outer peripheral surface) 121 of the injection valve holder 120, and the front end surface 24 a of the liquid injection nozzle 24 of the liquid fuel injection valve 9. It is made to communicate with the atomized gas passage 7 which is the formed annular gap. The front end surface 24a of the liquid injection nozzle 24 of the liquid fuel injection valve 9 has a liquid fuel injection hole (not shown) at the center thereof, and this front end surface 24a is used as a part of the passage wall of the atomized gas passage 7. Thereby, the opening of the atomized gas passage 7 is brought close to the fuel injection hole of the liquid fuel injection valve 9, and the intake air 10 a for atomization is effectively applied to the start end of the fuel spray 6 injected from the liquid fuel injection valve 9. It is constituted so that it can be performed.

As will be described later, the liquid fuel injection valve 9
When a swirling force is applied to the injected fuel in the inside, the liquid fuel injection valve 9
Since the turning radius of the fuel spray 6 increases as the distance from the fuel injection hole increases, the atomized gas passage 7 is opened closer to the fuel injection hole along the distal end surface 24a of the liquid injection nozzle 24 of the liquid fuel injection valve 9. Thus, the atomized gas passage 7
By increasing the length in the radial direction, it is advantageous in giving directionality to the atomized air flow. In addition, since the gas-liquid mixing injection hole 12 of the gas-liquid mixing injection nozzle 130 following the atomized gas passage 7 can be reduced, the degree of freedom in designing the gas-liquid mixing injection hole 12 and other sizes is high. Become.

The gas-liquid mixing / injection hole 12 is formed in the gas-liquid mixing / injection nozzle 130 at a position facing the front end face 24a of the liquid fuel injection valve 9, and the downstream end of the atomized gas passage 7 is provided with a gas through the opening. It communicates with an inner wall surface (inner peripheral surface) 134 of a cylindrical guide 131 extending downstream from the gas-liquid mixing / injecting nozzle 130 through the liquid mixing / injecting hole 12. The gas-liquid mixing orifice 12 forms a thin blade orifice and adjusts the length of a parallel portion of the gas-liquid mixing orifice 12 with respect to the flow direction of the fuel spray 6 and the atomized air 10a flowing through the gas-liquid mixing orifice 12. It is kept as small as possible. In addition, the shape of the gas-liquid mixing injection hole 12 is such that the cross-sectional area of the passage is increased toward the downstream side, and is formed into a shape connected to the inner wall surface (inner peripheral surface) 134 of the guide 131 after the expansion. The guide 131 is formed such that the inner peripheral surface 134 and the outer peripheral surface 135 thereof have a predetermined length L and are parallel to the flow direction.

The carrier gas passage 102b is formed with a part of the inner wall surface (inner peripheral surface) 150 of the atomizer base member 102, a part of the outer wall surface 132 of the gas-liquid mixing / injection nozzle 130 and the guide 131
Is communicated with the carrier gas passage 8 which is an annular gap formed by the outer wall surface 135 of the air passage.

Atomized gas passage 102a and carrier gas passage 1
02b is passed through the atomizing gas passage 7 and the carrier gas passage 8 which are annular gaps, respectively.
It is configured to join at the upstream of the throttle 17 connected downstream of the second. The throttle 17 has a throttle shape in which the cross-sectional area of the passage decreases toward the downstream. Further downstream of the throttle 17, a cylindrical heater 70 having a passage for the fuel spray 6 formed therein is connected. The heater 70 is installed such that its outlet communicates with the intake manifold 3.

These are basically the liquid fuel injection valves 9
The fuel atomizer 6 is configured to atomize and atomize the fuel spray 6 injected from the fuel atomizer 10 by the atomizing air 10a, the conveying air 10b and the heater 70 to efficiently generate an air-fuel mixture and convey (supply) it downstream. .

Next, the flow of the intake air 10 will be described.

In FIGS. 1 and 2, when the internal combustion engine 1 rotates, the inside of the intake pipe 5 including the intake manifold 3 has a predetermined negative pressure. The intake air 10 taken in from the outside by the negative pressure in the intake pipe 5 is filtered by passing through an air cleaner 46, the intake air amount is measured by the air flow sensor 11, and reaches the upstream side of the throttle valve 4. . During start-up and idling operation, most of the intake air 10 flows into the intake bypass pipes 5a and 5b as atomized air 10a and carrier air 10b, and reaches the ISC valve 73.

The ISC valve 73 is connected to the intake bypass pipe 5b.
Is controlled. Internal combustion engine 1
During start-up and idling operation, the required flow rate of the intake air 10 is controlled by the ISC valve 73 because the throttle valve 4 is closed (fully closed state). Further, the flow rate of the carrier air 10b is
The flow rate is extremely large with respect to the flow rate a, and is a flow rate that can cover the required intake air amount at the time of starting and idling. Accordingly, the idling operation of the internal combustion engine 1 can be realized by controlling the flow rate of the carrier air 10b without controlling the flow rate of the atomized air 10a.

Note that even if the throttle valve 4 is fully closed, a part of the intake air 10 is leaked from a very small gap between the throttle valve 4 and the intake pipe 5 to become the intake air 10c as the combustion chamber 54. Flows into However, the amount of the intake air 10c depends on the atomization air 10a and the carrier air 1a.
It is negligibly small compared to the amount of 0b.

In this embodiment, the intake bypass pipes 5a and 5b are branched from the intake pipe 5, respectively. However, these passages may be integrated into one passage without being independent. In this case, the pressure regulating chambers 101a, 101
The partition wall 101c for partitioning b is omitted to form one pressure regulating chamber. Thus, the atomizing gas passage 102a and the carrier gas passage 102b communicate with the same pressure regulating chamber. Also, the ISC valve 73 is provided in the middle of the integrated intake bypass pipe. The middle of the intake bypass pipe includes the inlet and the outlet thereof. For example, the ISC valve 73 may be provided between the outlet (downstream end) of the intake bypass pipe and the pressure regulation chamber.

Further, in this embodiment, the supply pressure of the atomized air 10a at the time of starting and idling is maintained at a predetermined pressure by the structure of the intake bypass pipes 5a and 5b and the mounting position of the ISC valve 73. I have to. When the intake bypass pipes 5a and 5b are combined into one bypass pipe, the conveying air 10b and the atomized air 10a are controlled by the intake air amount control of the ISC valve 73.
It may not be supplied to the carrier gas passage 8 and the atomized gas passage 7 in a steady state. However, in the case of this embodiment, the flow rate of the carrier air 10b is controlled by the ISC valve 73, but the atomized air 10a is not controlled, so that it can be supplied in a steady state. Therefore, the atomized air 10
a acts effectively on the fuel spray 6 to stabilize the promotion of atomization.

Next, the flow of the intake air 10a downstream of the ISC valve 73 will be described.

The intake air 10b controlled by the ISC valve 73 flows into the pressure regulating chamber 101b having a predetermined space. The intake air 10b flowing into the pressure regulating chamber 101b is
It flows into the carrier gas passage 102b as the carrier air 10b mainly serving to carry the fuel spray 6 to the downstream side.
The division ratio between the atomized air 10a and the carrier air 10b is determined by the passage cross-sectional area ratio between the gas-liquid mixture injection hole 12 provided in the gas-liquid ejection nozzle 130 and the carrier gas passage 102b.

When the intake bypass pipes 5a and 5b are combined into one bypass pipe, the intake air controlled by the ISC valve 73 flows into one pressure regulation chamber having a predetermined space, and Air 10a and carrier air 10b
, Respectively, into the atomizing gas passage 102a and the carrier gas passage 102b. Here, also in this case, the branch flow ratio between the atomized air 10a and the carrier air 10b is determined by the passage cross-sectional area ratio between the gas-liquid mixture injection hole 12 provided in the gas-liquid mixture ejection nozzle 130 and the carrier gas passage 102b. You.

The atomized air 10a flows into the atomized gas passage 7 through the nozzle passage 103. The atomized air 10a flowing through the atomized gas passage 7 is supplied so as to uniformly surround the entire circumference of the start end of the fuel spray 6 along the front end surface 24a of the liquid injection nozzle 24 as indicated by an arrow in FIG. After being merged, they are injected into the guide 131 downstream of the gas-liquid mixing injection nozzle 130 through the gas-liquid mixing injection hole 12.

The fuel spray 6 is applied to the gas-liquid mixing injection nozzle 130
And the shape of the gas-liquid mixing injection hole 12 and the atomized air 1
Oa is supplied at a predetermined flow rate and flow rate so as to uniformly surround the fuel spray 6 from the entire circumference, so that it is efficiently supplied into the mixture gas generation chamber 140 without adhering to the gas-liquid mixing injection holes 12. . Then, the atomized air 10 a and the fuel spray 6 supplied to the air-fuel mixture generation chamber 140 pass through the guide 131 to the throttle 17. During this time, the atomized air 10a joins the fuel spray 6 to promote atomization of the fuel spray 6 and gas-liquid mixing.

The carrier air 10b is supplied to the carrier gas passage 102b.
The fuel spray 6 and the atomized air 10a are supplied to the mixture gas generation chamber 140 from the rear end of the outer periphery of the guide 131, and are supplied to the mixture gas generation chamber 140 from the rear end of the guide 131.
Flows from the outer circumference to the stop 17.

The flow rate of the fuel spray 6, the atomized air 10a, and the carrier air 10b, which are merged while being throttled by the throttle 17, becomes smaller as the cross-sectional area of the passage in the throttle 17 goes downstream. The binding action and the transport capacity of the device are improved. Therefore, the fuel spray 6 in which the atomization and the gas-liquid mixing are promoted by the atomized air 10a is transported so as to be wrapped around the entire circumference by the transport air 10b. Can be reduced and can be supplied into the cylindrical heater 70.

Coarse particles also exist in the atomized and mixed fuel spray 6. The coarse particles are not transported to the combustion chamber 54 along the flow of the intake air (the atomized air 10a and the transport air 10b), but fall on the way and adhere to the inner wall surface of the intake pipe. In other words, coarse grains have a short flight distance. As a countermeasure, the coarse particles collide with the heater 70 or pass through the heater 70 to promote the atomization and vaporization, thereby reducing the amount of adhesion to the inner wall surface of the intake pipe.

Guide 131 for gas-liquid mixing / injection nozzle 130
The effect of the length L will be described.

The fuel spray 6 injected from the liquid fuel injection valve 9 of the upstream swirling type forms a cone-shaped spray, and the atomization is promoted as it proceeds downstream. Length L of guide 131
, The outlet of the carrier air 10b (the carrier gas passage 8) to the air-fuel mixture generation chamber 140 can be closer to the downstream portion where the atomization of the fuel spray 6 is further promoted. Therefore, the carrier air 10b can be efficiently supplied at a predetermined flow rate into the air-fuel mixture generation chamber 140, so that the carrying capacity for the fuel spray 6 is increased, and the fuel spray 6 can be carried further downstream. Become.

Further, by shortening the length L of the guide 131, the distance between the outlet of the carrier air 10b into the air-fuel mixture generation chamber 140 and the fuel spray 6 is increased, and the carrier air supplied to the fuel spray 6 is increased. 10b is reduced and the fuel spray 6
The transfer capacity for However, the carrier air 10b
Is closer to the gas-liquid mixing injection hole 12, the effect of attracting the atomized air 10 a and the fuel spray 6 passing through the gas-liquid mixing injection hole 12 increases. This attraction effect acts to increase the amount of the atomized air 10a and extend the liquid film portion of the fuel spray 6 immediately after the injection from the liquid fuel injection valve 9, so that the atomization of the fuel spray 6 is further enhanced. Will effectively promote.

From the viewpoint of promoting the atomization of the fuel spray 6, it is preferable that the length L of the guide 131 be short, and it is preferable that the length L be zero.

Therefore, by setting the length L of the guide 131 in accordance with the purpose, the position at which the fuel spray 6 reaches the heater 70 and the like can be easily changed. be able to.

The heater 70 is energized when the internal combustion engine 1 is started, and is stopped when a predetermined time elapses after the start. As a result, unnecessary power supply to the heater 70 is eliminated, and power consumption is reduced.

In this embodiment, the atomized air 1
Since 0a collides with the fuel spray 6 to promote atomization of the fuel spray 6, heat transfer between the intake air and the fuel spray 6 is improved. Further, since the atomization of the fuel spray 6 is promoted, most of the fuel spray 6 can reach the combustion chamber 54 along the flow in the intake pipe without colliding with the heater 70. Accordingly, the burden on the heater 70 is reduced, and power consumption can be suppressed. That is, since the current supplied to the heater 70 can be reduced, the reliability and durability of the heater 70 and related components can be improved.

As described above, according to this embodiment, the fuel spray 6 injected into the air-fuel mixture generation chamber 140 is throttled 17 so that atomization and gas-liquid mixing are efficiently promoted and vaporized.
In addition, the amount of adhesion to the wall surface of the heater 70 and the like can be reduced, and the air can be efficiently supplied into the intake manifold 3. The fuel spray 6 supplied into the intake manifold 3 passes through the intake manifold 3, is supplied into the intake pipe downstream thereof as intake air (air-fuel mixture) 10 f, and is supplied to each combustion chamber 54. You.

In the combustion chamber 54, since the fuel spray 6 whose atomization and vaporization is promoted is supplied, the ignition timing, that is, the ignition timing of the ignition plug 53 is delayed more than usual while maintaining the stability of combustion. (Retard). As a result, high-temperature exhaust gas 26 that does not perform expansion work can be generated in the exhaust manifold 48, and early warm-up and early activation of the three-way catalytic converter 51 can be realized. Exhaust air 26 reaching exhaust manifold 48
Is purified by an activated three-way catalytic converter 51 after harmful substances such as HC generated during combustion are discharged to the outside via a muffler (not shown).

The mounting position and shape of the heater 70 are not limited to those exemplified in this embodiment, and a grid-like heater may be provided downstream of the fuel spray 6. In this case, the vaporization of not only the coarse particles present in the fuel spray 6 but also the atomized fuel spray 6 can be promoted. Further, a plate-like heater may be provided on the wall surface where fuel spray 6 reaches. Furthermore, heaters 71a and 71b are provided in the intake bypass pipes 5a and 5b, and the intake bypass pipes 5a and 5b are provided.
atomizing air 10a and conveying air 10b
Heating can also promote atomization, gas-liquid mixing and vaporization.

In this embodiment, when the idling speed is controlled by controlling the opening and closing of the throttle valve 4, the intake air is supplied in a steady state via the bypass pipes 5a and 5b without using the ISC valve 73. Can be configured.

When the upstream swirling type liquid fuel injection valve 9 is used, the injected fuel itself swirls and behaves so as to promote atomization. Therefore, the function of promoting the atomization by the atomized air 10a may be small, and the amount of the atomized air 10a can be reduced. As a result, the amount of the conveying air 10b can be increased to increase the conveying force for the fuel spray 6.

In this embodiment, the liquid fuel injection valve 9 is provided with fuel atomizing means (atomizer), and the atomized air 10a joins the fuel spray 6 outside the liquid fuel injection valve 9. I do. That is, the atomized air 10a
Can be said to constitute an external mixing type atomizer (apparatus). The outlet of the liquid fuel injection hole of the liquid fuel injection valve 9 corresponds to the outlet of the atomizer. The fuel spray 6 injected from the external mixing type atomizer (the liquid fuel injection valve 9) is supplied to the surrounding passage walls,
For example, the gas-liquid mixing injection hole 12 and the inner peripheral surface 1 of the guide 131
34 and outer peripheral surface 135, atomizing device base member 102
Atomization and gas-liquid mixing are promoted without being restricted by the inner wall surface 150, the throttle 17 and the inner wall surface (inner peripheral surface) of the heater 70. That is, atomization and gas-liquid mixing of the fuel spray 6 are promoted without contacting the surrounding passage walls.

The external mixing type atomizer in this embodiment comprises a liquid fuel injection valve 9, an injection valve holder 120, and a gas-liquid mixing / injection nozzle 130.
Can be configured by being fitted concentrically to the surface, and productivity is improved.

The liquid fuel injection valve 9, the atomized gas passage 7, the gas-liquid mixture injection hole 12, the carrier gas passage 8, the inner peripheral surface 134 and the outer peripheral surface 135 of the guide 131, the inner wall surface 150 of the atomizing device base member 102, The inner wall surface (inner peripheral surface) of the diaphragm 17 and the heater 70 is arranged on a coaxial line.

As described above, the atomization means of the liquid fuel injection valve 9 provides the fuel passage which gives the velocity of the fuel spray 6 to be injected in the axial direction (the central axis direction or the injection direction of the liquid fuel injection hole) and the tangential direction. It is realized by having.

The position of the wall surface surrounding the fuel spray 6 and the injection angle of the fuel spray 6 downstream of the liquid fuel injection hole of the liquid fuel injection valve 9 form an interval between the wall surface of the passage and the outer edge of the fuel spray 6. Is set as follows. The passage wall surface includes, for example, a downstream portion of the gas-liquid mixing / injection nozzle 12 in the gas-liquid mixing / injection nozzle 130, an inner peripheral surface 134 of the guide 131, an inner wall surface 150 of the atomizer base member 102, an inner wall surface of the throttle 17, and a heater. 70 inner wall surface and the like.

From another point of view, the cross section (diameter) of the fuel spray 6 from the outlet (downstream end) of the atomizing gas passage 7 to the outlet (downstream end) of the carrier gas passage 8 is the atomization. Fuel spray 6 at annular outlet opening of gas passage 7
Is larger than the cross section (diameter) of the passage. Alternatively, the passage cross section (diameter) of the fuel spray 6 from the outlet (downstream end) of the atomized gas passage 7 to the outlet (downstream end) of the carrier gas passage 8 may be configured to increase toward the downstream side.

This state may be regarded as a state in which an air layer is formed outside the outer edge of the fuel spray 6.
This air layer is a layer in which the concentration of the spray is extremely lower than the inside of the edge regarded as the outer edge of the fuel spray 6. Note that, due to the effects of the atomized air 10a and the carrier air 10b, the injection angle of the fuel spray 6 may be smaller, in whole or in part, than the injection angle of the fuel injection valve 9 alone. Therefore,
The effects of the atomizing air 10a and the conveying air 10b should be taken into consideration in setting the injection angle and the above-described holes and the respective inner wall surfaces.

In this embodiment, as shown in FIG.
The carrier gas passage 8 is provided with a carrier gas turning member 200 for turning the carrier air 10b. As shown in FIG. 3, the transport gas swirling member 200 includes a cylindrical portion 201 formed in a cylindrical shape, and a plurality of fins 202 formed integrally with the cylindrical portion 201. The fin 202 is attached to the cylinder 2
01 is formed at a height t in the inner circumferential direction from the inner circumferential surface 204 and is spirally formed in the axial direction along the inner circumferential surface 204 of the cylindrical portion 201. In FIG. 3, the outer wall 135 of the guide 131 of the gas-liquid mixing / injection nozzle 130
And the outer wall surface 135 of the guide 131, the fin 202, and the inner peripheral surface 204 of the cylindrical portion 201 form a helically conveyed gas passage 203 in the axial direction. Conveying gas swirling member 20
0 denotes the outer peripheral surface 205 of the atomizing device base member 102.
And is fixed by contacting the inner wall surface 150. Fin 202
Is sufficient if a sufficient turning force can be applied to the carrier air 10b.
One is good.

The carrier air 1 flowing into the carrier gas passage 203
0b is provided with a swirling force by passing through the carrier gas passage 203. The conveying air 10b forms a vortex by turning. The fuel spray 6 is conveyed while being swirled along the inner wall surface 150 of the atomizing device base member 102 by the carrier air 10b supplied into the air-fuel mixture generation chamber 140. Heart (center)
The amount of adhesion to the throttle 17 and the inner wall surface of the intake pipe can be reduced by focusing on the portion.

In this embodiment, as shown in FIG. 2, an atomizing gas swirling member 22 for swirling the atomizing air 10a is provided in the atomizing gas passage 7. As shown in FIG. 4, the atomized gas swirling member 22 is disposed on the surface of the atomized gas passage 7 facing the tip end surface 24 a of the liquid injection nozzle 24 of the liquid fuel injection valve 9. The tip surface 24a is in contact with the end surface 221 of the atomized gas swirling member 22.
A circular hole 23 through which the fuel spray 6 and the atomized air 10a pass passes through the center of the atomized gas swirling member 22. Also, the surface 221 of the atomized gas swirling member 22
Are provided with a plurality of grooves 251 in which the atomized air 10 a is directed from the outer peripheral portion of the atomized gas swirling member 22 to the hole 23. The direction of these grooves 251 is formed so as to point in a direction eccentric from the central axis of the hole 23. In this embodiment, four grooves 251 are formed. The tip surface 2 of the liquid injection nozzle 24 of the liquid fuel injection valve 9 is partially provided near the hole 23 of the groove 251.
The swirling passage 25 is formed by contacting the swirling atomizing air 4 a to supply the swirling atomized air 10 a to the hole 23. 4A indicates the atomized gas swirling member 22 and the liquid injection nozzle 2 of the fuel injection valve 9.
4 shows a positional relationship between the front end surface 24a and the front end surface 24a.

The atomized air 10 a passes from the atomized gas passage 7 through the swirl passage 25 formed by the groove 251 of the atomized gas swirl member 22. The atomized air 10a is supplied to the fuel spray 6
As a result, the fuel spray 6 collides (merges) eccentrically with a swirl, so that the effect of promoting the atomization of the fuel spray 6 and the gas-liquid mixing can be enhanced.

The liquid fuel injection valve 9 of the upstream swirl type, which injects fuel while swirling, is injected so that the fuel spray 6 itself swirls. In order to enhance the atomization of the fuel spray 6 swirling in this way and the promotion of gas-liquid mixing, the fuel spray 6
Atomized air 10 that turns in the opposite direction to the turning direction of
By forming the swirling passage 25 of the atomized gas swirling member 22 so as to eject the fuel spray a, the atomized air 10a may collide with the fuel spray 6 while swirling in the opposite direction to the swirling direction of the fuel spray 6. .

As shown in FIG. 2, the carrier air 10b may be configured to blow into the intake manifold 3 from the position and direction of the arrow 10b 'or 10b ".
In order to introduce the carrier air 10b into the intake manifold 3 as shown in b ', the intake bypass pipe 5b is moved from the direction traversing the passage wall surface of the intake pipe 5 toward the intake pipe 5 to the side wall of the intake manifold 3. 3a. In order to introduce the carrier air 10b into the intake manifold 3 as indicated by an arrow 10b ″, the intake bypass pipe 5b must be placed on the surface of the intake manifold 3 that faces the fuel spray 6 in the injection direction of the fuel spray 6. 3b.
The transport air 10b ', 10b "does not necessarily need to be introduced orthogonally or parallel to the fuel spray 6 or the surfaces 3a, 3b of the intake manifold 3, and a predetermined value is considered in consideration of the transport efficiency of the fuel spray 6. The intake bypass pipe 5b may be communicated with the intake manifold 3 so as to merge with the fuel spray 6 at an angle.

The carrier air 10b ', 10b "is supplied to the fuel spray 6 so as to face the fuel spray 6 from the front or from a direction at a predetermined angle, so that the fuel spray 6 and the carrier air 10b', 10b" are supplied. It is possible to increase the relative speed of the collision with the carrier air 10b ′ and 10b ″ and actively use the carrier air 10b ′ and 10b ″ to atomize the fuel spray 6 and promote gas-liquid mixing. By supplying ', 10b "to the collective intake pipe 3, it is possible to reduce the adhesion of the fuel spray 6 to the wall surface of the collective intake pipe 3.

Next, referring to FIG.
Between the average particle size of the fuel spray 6 supplied to the internal combustion engine 1 and the amount of the atomized air 10a will be described.

The vertical axis in the figure indicates the average particle size of the fuel spray 6 and is 60 m downstream from the liquid injection hole of the fuel injection valve 9 in the injection direction.
The average particle size at the position of m is shown. The horizontal axis represents a gas-liquid volume flow ratio which is a volume flow ratio between the amount of sprayed fuel (Ql) injected from the fuel injection valve 9 and the amount (Qa) of the atomized air 10a passing through the gas-liquid mixing injection hole 12. (Qa / Ql). In the figure, the solid line indicates the relationship between the average particle diameter and the gas-liquid volume flow ratio (Qa / Ql) at the pressure in the intake pipe during the idling operation of the internal combustion engine 1. Here, the amount of the atomized air 10a is determined when the pressure in the intake pipe is constant.
The control is performed by changing the area of the gas-liquid mixing injection hole 12 through which a passes. In the figure, the solid line indicates that the amount of fuel sprayed from the fuel injection valve 9 is constant and the atomized air 1
Only the amount of Oa was changed.

The average particle diameter of the fuel spray 6 is reduced by increasing the gas-liquid volume flow ratio, that is, by increasing the amount of the atomized air 10a, and thereafter, during a predetermined flow ratio (Qa / Ql = 7).
(About 00 to 2000), the average particle diameter is about 10 μm, and when the flow rate ratio is further increased, the average particle diameter tends to increase. This tendency is caused by the flow velocity and the flow rate ratio between the fuel spray 6 and the atomized air 10a passing through the gas-liquid mixing injection hole 12 and the supply positional relationship between the fuel spray 6 and the atomized air 10a. .

From this result, in this embodiment, the region where the average particle diameter is the smallest and the gas-liquid volume flow ratio is 1000, which is indicated by a circle surrounded by a dashed line where the gas-liquid volume flow ratio is as small as possible, is adopted. As a result, the average particle size of the fuel spray 6 becomes 10 μm.
m and the amount of the atomized air 10a can be reduced. Therefore, since more carrier air 10b passing through the carrier gas passage 8 can be secured, the ability to carry the fuel spray 6 can be improved, and therefore, the amount of adhesion to the inner wall surface of the intake pipe can be reduced. it can.

SAE99010792 "An Internally
Heated Tip Injector to Reduce HCEmissions During C
According to the description of "old-Start", the particle size of the fuel spray is 20μ.
If it is about m, the fuel spray can be carried on the airflow in the intake pipe and transported to the combustion chamber. In this embodiment, even if the flow rate ratio is about Qa / Ql = about 250 to 2750, the average particle diameter is about 20 μm or less, and about 30 to 40% of the fuel spray becomes about 20 μm or less. It can be transported to the chamber, and the amount of adhesion to the inner wall surface of the intake pipe can be sufficiently reduced. The fuel spray that does not get on the airflow in the intake pipe is allowed to pass through the heater 70 or collide with the heater 70 to promote further atomization and vaporization, thereby reducing adhesion to the intake pipe inner wall surface. .

Next, a second embodiment of the present invention will be described with reference to FIG. The second embodiment uses an exhaust gas recirculation (EGR) gas as a atomizing gas for promoting atomization of fuel spray and a carrier gas for mixing and conveying the atomized fuel spray in a gas-liquid manner. It is a configuration to do.

In the second embodiment, the EGR gas 27, which is a part of the exhaust gas 26 discharged from the internal combustion engine 1, is supplied to the atomized gas passage 7 and the carrier gas passage 8 by the exhaust bypass pipe 30, It is configured to supply as the modified EGR gas 27a and the transported EGR gas 27b. To this end, the inlet side (upstream end) of the exhaust bypass pipe 30
Communicates with the exhaust manifold 48, and the exhaust bypass pipe 3
The outlet side of 0 (downstream end) is connected to the atomizing gas passage 7 and the carrier gas passage 8 via the ISC valve 73 and the pressure regulating chamber 101.

Next, the air flow will be described. From the exhaust manifold 48, through the exhaust bypass pipe 30, the ISC valve 73, and the pressure regulating chamber 101, the atomizing device base member 10
2 atomizing gas passage 102a and carrier gas passage 102
The EGR gas 27a supplied to b flows while being pressurized by the exhaust pressure. That is, the internal combustion engine 1
, The intake manifold 47 side becomes negative pressure,
Since the exhaust manifold 48 side has a positive pressure, the pressurized EGR gas 27 is supplied to both the gas passages 102a and 102b.

The other structures such as the atomizing gas passage 7 and the carrier gas passage 8 are the same as those in the first embodiment, and therefore, are denoted by the same reference numerals, and redundant description will be omitted.

Since the EGR gas 27 is a gas immediately after the exhaust, it has a higher temperature and a higher pressure than the intake air sucked from the outside. The heat and pressure of the EGR gas 27
This effectively works to promote atomization and vaporization of the fuel spray 6 injected from the liquid fuel injection valve 9.

In the present embodiment, the control of the intake air 10 supplied to the internal combustion engine 1 is performed by controlling the opening and closing of the throttle valve 4. It can also be realized by arranging and controlling an ISC valve.

In this embodiment, the EGR gas 2
7 is supplied to the atomized gas passage 7 and the carrier gas passage 8. The piping structure supplies the EGR gas 27 to the carrier gas passage 8 and supplies a part of the intake air 10 to the atomized gas passage 7. Alternatively, a piping configuration in which the EGR gas 27 is supplied to the atomized gas passage 7 and a part of the intake air 10 is supplied to the carrier gas passage 8 may be employed.

According to this embodiment, high-temperature, high-pressure E
By using the GR gas 27, atomization and promotion of vaporization of the fuel spray 6 can be realized, and the burden on the heater 70 can be further reduced.

Next, a third embodiment of the present invention will be described with reference to FIGS.

FIG. 7 shows an electronically controlled throttle body 300 containing a throttle valve 4 and an intake manifold 4.
FIG. 7 is an external perspective view showing a configuration of an intake manifold 3 located upstream of a fuel injector 7, an intake passage 303 therebetween, and a fuel supply device 100 disposed in the intake passage 303. FIG. 8 shows the electronically controlled throttle body 300 and the intake passage 3 in FIG.
03, the intake manifold 3, the intake manifold 47 is substantially centered along the intake passage 5, and the throttle valve shaft 4 is disposed in the electronically controlled throttle valve body 300.
It is sectional drawing cut | disconnected along the surface perpendicular | vertical with respect to a.

The intake manifold 47 has a fuel injection valve mounting portion 2a for installing the first liquid fuel injection valve 2 corresponding to each cylinder.

The intake passage 5 in the electronically controlled throttle body 300 communicates with the intake manifold 3 via an intake passage 304 in an intake passage 303. In addition, the intake passage 303
The fuel supply device 100 is connected to the intake passage 304 of
The mixture 1 generated by the fuel spray injected from the second liquid fuel injection valve 9 installed in the fuel supply device 100
0e is supplied to the intake passage 304 in the intake passage 303. The mixture 10e supplied to the intake passage 304 flows into the intake manifold 3 downstream of the mixture, and then passes through the intake manifold 47 to efficiently supply the mixture 10f (intake air and fuel) to each combustion chamber. Is done.

In the third embodiment, the fuel spray is injected from the fuel injection valve 9 in the fuel supply device 100 in the axial flow direction of the intake passage 5 in the electronically controlled throttle body 300. Although the directions are substantially perpendicular, the axial flow direction of the intake passage 5 and the injection direction of the fuel spray injected from the liquid fuel injection valve 9 in the fuel supply device 100 may be the same.

The electronically controlled throttle body 300 includes a throttle valve 4 for controlling a desired intake air amount according to the operating state of the internal combustion engine 1. That is, the intake air amount is controlled by the opening degree of the throttle valve 4. Further, a drive motor 301 for driving the throttle valve 4 to control the opening degree, a drive mechanism for transmitting the power of the drive motor 301 to the throttle valve drive mechanism built-in cover 302 and a throttle valve 4 are provided. A throttle positioning sensor 52 and the like for detecting the opening are incorporated.

The intake bypass pipe 5c of the fuel supply device 100 communicates with the intake passage 5 upstream of the throttle valve 4 in the electronically controlled throttle body 300 through a bypass passage (not shown). Is supplied to the intake bypass pipe 5c.

The bypass pipe, which connects the intake passage 5 upstream of the throttle valve 4 with the intake bypass pipe 5c, is used for controlling the air flow rate precisely or for controlling the intake bypass pipe 5c.
In the case where control is performed so that air is not supplied to c, an air control valve for controlling the air flow rate may be provided.

FIG. 9 shows an atomizing device in the fuel supply device 100 shown in FIG. 7 and FIG.
FIG. 3 is a longitudinal side view cut along the injection direction of a fuel spray 6 injected from the nozzle.

The intake bypass pipe 5c communicates with a pressure regulating chamber 101d formed in the atomizer base member 102d. The pressure regulating chamber 101d is provided with an atomizing device base member 102d.
The inner wall surface 150b communicates with the carrier gas passage 8 which is an annular gap formed between a part of the inner wall surface 150b and the outer wall surface of the gas-liquid mixing / injection nozzle 130b. The carrier gas passage 8 is connected to the gas mixture generation chamber 140 downstream of the atomizer base member 102d via the carrier gas metering section 8a.
Communicate with

A nozzle passage 103, which is at least one opening, is formed in the side wall surface of the gas-liquid mixing / injecting nozzle 130b, and the inner and outer wall surfaces of the gas-liquid mixing / injecting nozzle 130b are formed through the nozzle passage 103. Communicate. Then, by the inner wall surface of the gas-liquid mixing injection nozzle 130b, the outer peripheral portion of the liquid fuel injection valve 9, and the tip surface of the liquid injection nozzle,
The atomized gas passage 7 which is an annular gap is formed. The atomized gas passage 7 communicates with a gas-liquid mixing orifice 12 located on the downstream side in the injection direction of the liquid fuel injection valve 9, and the gas-liquid mixing orifice 12 is connected to the air-fuel mixture on the downstream side of the atomizing device base member 102 c. Open to the generation chamber 140.

Downstream of the air-fuel mixture generation chamber 140 is the intake passage 30 in the intake passage 303 on the downstream side of the throttle valve 4.
Connect to 4.

A plurality of plate-like heaters are provided in the heater section 72 which is disposed on the downstream side of the atomizer base member 102c of the fuel supply apparatus 100 and forms a part of the outer peripheral wall of the air-fuel mixture generation chamber 140. (PTC heater) 70a is arranged in a cylindrical shape so as to surround the outer edge of the fuel spray 6 along the inner wall surface. Further, a plate-like heater 70b is disposed at a predetermined angle with respect to the injection axis direction of the fuel spray 6 in the downstream portion of the mixture gas generation chamber 140, and by these, the fuel spray 6 is efficiently vaporized. The mixture 10e is generated and guided into the intake passage 304 downstream of the throttle valve 4.

In such a fuel supply apparatus 100, the intake air 10d diverted from the intake air 10 upstream of the throttle valve 4 flows into the intake bypass pipe 5c through a bypass pipe (not shown), and the pressure regulating chamber 101d Into the tank. Then, the intake air 10d flowing into the pressure regulating chamber 101d
Part of the inner wall surface 15 of the atomizing device base member 102d.
0b and the carrier gas passage 8 formed by the outer wall surface of the gas-liquid mixing / injecting nozzle 130b as the carrier air 10b, and the inside of the mixture-gas generating chamber 140 so as to enclose the fuel spray 6 injected from the liquid fuel injection valve 9. Supply to

On the other hand, the remainder of the intake air 10d flowing into the pressure regulating chamber 101d is atomized into the atomized gas passage 8 formed by the inner wall surface of the gas-liquid mixing / injection nozzle 130b and the outer peripheral portion and the distal end portion of the liquid fuel injection valve 9. Into the starting end 6 of the fuel spray 6 that has flowed in as
After being supplied (collised) more efficiently than substantially all around, the gas is passed through the gas-liquid mixture injection hole 12 and supplied into the mixture gas generation chamber 140 located downstream thereof.

With the above configuration, the atomizing air 10a and the conveying air 10b, the fuel spray 6 injected from the fuel injection valve 9 is efficiently promoted and conveyed. Further, when passing through the air-fuel mixture generation chamber 140, since the heater 70a is located in a cylindrical shape along the outer edge of the fuel spray 6, the coarse particles outside the fuel spray 6 are efficiently atomized and promoted to be vaporized. At the same time, droplets containing coarse particles, which are difficult to atomize and transport the spray droplets with the atomized air 10a and the transport air 10b, can collide with the heater 70a to promote vaporization. Further, the heater 70b disposed at a predetermined angle to the injection direction of the fuel spray 6 injected from the fuel injection valve 9 can change the traveling direction of the fuel spray 6, and the air-fuel mixture generated by the fuel spray 6 can be changed. 10e can be efficiently supplied into the intake passage 304 on the downstream side of the throttle valve 4. Therefore, it can be efficiently transported to the intake manifold 47 and further to each combustion chamber (not shown) via the inside of the intake manifold 3 downstream of the intake manifold 3.

Next, the effects common to the above embodiments will be described with reference to FIG.

In FIG. 10, (a) shows the ignition timing on the vertical axis and the particle size of the fuel spray supplied from the fuel supply device 100 on the horizontal axis. (B) shows the catalyst temperature on the vertical axis and the time on the horizontal axis. In the figure, the thin line shows the relationship between the catalyst temperature and the time when the internal combustion engine ignition timing is normal, and the thick line shows the ignition timing of the internal combustion engine retarded. It shows the relationship between catalyst temperature and time. (C) shows the total amount of HC emission on the vertical axis and the time on the horizontal axis. In the figure, the thin line shows HC when the ignition timing of the internal combustion engine is normal.
The relationship between the total emission amount and time is shown, and the thick line represents the relationship between the total HC emission amount and time when the ignition timing of the internal combustion engine is retarded.

When starting at low temperature or normal temperature, the ISC valve 73
Controls the intake air 10a or the EGR gas 27, and partially atomizes the air 10a and the atomized EGR.
By causing the gas 27a to collide with each other from the entire circumference of the fuel spray 6 injected from the fuel injection valve 9, atomization of the fuel spray 6 and promotion of gas-liquid mixing are promoted. The formation of the flow of the transport air 10b or the transport EGR gas 27b for transporting the fuel spray 6 to suppress the adhesion to the inner wall surface of the pipe, and the provision of the heater 70 downstream of the flow, result in atomization, mixture vaporization, and vaporization. And the amount of adhesion to the wall surface can be reduced.

This is because the atomization of the fuel spray 6 can increase the surface area per mass of the fuel to accelerate the vaporization. Further, the followability of the air flow in the intake manifold 47 is improved, and This is because the amount of fuel adhering to the inner wall surface of the intake pipe is reduced by forming the flow for transporting the converted fuel spray 6. And, by reducing the amount of wall adhesion, it is possible to improve not only the startability and fuel efficiency of the internal combustion engine 1 but also exhaust purification.

Further, by promoting atomization, gas-liquid mixing and vaporization of the fuel spray 6 supplied to the internal combustion engine 1, the fuel spray 6 shown in FIG.
As shown in (a), the ignition timing of the internal combustion engine 1 can be delayed while maintaining the stability of combustion.

By delaying (retarding) the ignition timing more than usual, high-temperature exhaust gas without expansion work can be generated. As shown in FIG. The temperature can be raised early. In the figure, the dotted line on the horizontal axis indicates the catalyst activation temperature, and it is possible to reach the catalyst activation temperature in a short time by raising the catalyst temperature early.

Due to the early activation of the catalyst of the three-way catalytic converter 51, as shown in the graph of FIG. 10 (c), the total HC emission becomes smaller when the internal combustion engine 1 is started than when the ignition timing is normal. It can be significantly reduced. The early warm-up of the three-way catalytic converter 51 can reduce not only HC but also NOx and CO.

As described above, by promoting the atomization, gas-liquid mixing, and vaporization of the fuel spray 6 injected from the fuel injection valve 9, the amount of adhesion to the inner wall of the intake pipe is reduced, and the low temperature of the internal combustion engine 1 It is possible to improve the room temperature startability, the fuel efficiency, and the exhaust gas purification.

In each of the above-described embodiments, the structure using the heater 70 has been described. However, if the atomization, the gas-liquid mixing and the vaporization by the atomized gas and the carrier gas are sufficient, the heater 70 is omitted. It is possible to carry out even with the configuration described above.

In each of the embodiments described above, a so-called port injection engine in which the first liquid fuel injection valve 2 for injecting fuel into each cylinder is provided in the intake manifold 47 has been described as an example. The same effect can be obtained even when applied to a so-called in-cylinder injection engine that injects fuel directly into the combustion chamber.

[0110]

According to the present invention, the atomization of the fuel spray injected from the liquid fuel injection valve and the mixing of gas and liquid can be promoted to reduce the amount of adhesion on the wall surface. Exhaust gas purification can be improved as well as improved. In addition, since the heater is used as a supplement, the load on the heater can be reduced, the electric energy consumed by the heater can be reduced, and in some cases, the heater can be eliminated. Further, by reducing the electric energy consumed by the heater, the reliability and durability of the heater can be improved.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a first embodiment of an internal combustion engine equipped with a fuel supply device of the present invention.

FIG. 2 is a longitudinal sectional side view showing the fuel supply device shown in FIG. 1 in an enlarged manner.

FIGS. 3A and 3B are a view showing a carrier gas swirling member in the fuel supply device shown in FIG. 2 as viewed from a flow direction of air, and a sectional view taken along line AA in FIG. 3B.

4A and 4A are views of the atomized gas swirling member in the fuel supply device shown in FIG. 2 as viewed from a fuel injection direction;
FIG. 4B is a sectional view taken along line AA in FIG.

FIG. 5 is a diagram showing the relationship between the gas-liquid volume flow ratio and the average particle size of fuel spray when the pressure in the intake pipe is kept constant.

FIG. 6 is a schematic diagram showing a second embodiment of the internal combustion engine equipped with the fuel supply device of the present invention.

FIG. 7 is an external perspective view showing a third embodiment of the internal combustion engine equipped with the fuel supply device of the present invention.

8 is a vertical sectional view of the fuel supply device shown in FIG.

FIG. 9 is a vertical sectional side view of an atomizing device portion in the fuel supply device shown in FIG. 7;

FIG. 10 is a diagram illustrating the effect of atomization of fuel spray on exhaust gas purification.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... 1st liquid fuel injection valve, 3 ... Intake manifold, 4 ... Throttle valve, 5 ... Intake pipe, 5a, 5b
... intake bypass pipe, 6 ... fuel spray, 7 ... atomized gas passage, 8 ... carrier gas passage, 9 ... second liquid fuel injection valve, 1
0: intake air, 10a: atomized air, 10b: conveying air, 11: air flow sensor, 12: gas-liquid mixing injection hole,
17: throttle, 22: atomized gas swirling member, 23: hole, 2
4: Liquid injection nozzle, 24a: Tip surface, 25: Swirling passage, 26: Exhaust, 27: EGR gas, 27a: Atomization E
GR gas, 27b Transport EGR gas, 30 bypass pipe, 40 fuel tank, 41 fuel, 42 fuel pump, 43 filter, 44 intake valve, 45 pressure regulator, 46 air cleaner, 47 intake manifold 48, an exhaust manifold, 50, an oxygen concentration sensor, 51, a three-way catalytic converter, 52, a throttle sensor, 53, a spark plug, 54, a combustion chamber, 55, an intake port,
56: water temperature sensor, 57: ECU, 58: exhaust valve, 59
... exhaust holes, 70, 70a, 70b ... heaters, 73 ... IS
C valve, 100: fuel supply device, 101a, 101b
... pressure regulating chamber, 102 ... atomizing device base member, 102a ...
Atomized gas passage, 102b ... Conveyed gas passage, 102c ...
Fuel injection valve fitting hole, 103: nozzle passage, 120: injection valve holder, 121, 132, 135: outer wall surface, 130
... gas-liquid mixing / injection nozzle, 131 ... guide, 133, 13
4, 150: inner wall surface, 140: mixture gas generation chamber, 200:
Conveying gas swirling member, 201: cylindrical portion, 202: fin, 2
03: conveying gas passage, 204: inner peripheral surface, 205: outer peripheral surface, 221: surface, 251: groove.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02M 61/18 310 F02M 31/12 301G (72) Inventor Yoshio Okamoto 502, Kandachicho, Tsuchiura-shi, Ibaraki, Inc. Inside the Hitachi Machinery Research Laboratories (72) Inventor Takehiko Kowatari 502, Kandatecho, Tsuchiura-shi, Ibaraki Prefecture Inside Machinery Research Laboratories, Ltd. In the laboratory (72) Inventor Yuzo Kadokomu 502 Kandachi-cho, Tsuchiura-city, Ibaraki Pref. Inside the Machine Research Laboratory, Hitachi, Ltd. (72) Inventor Masami Nagano 2520 Odaiba, Hitachinaka City, Ibaraki Prefecture Hitachi, Ltd. Within the Automotive Equipment Group (72) Inventor Takanobu Ichihara 2520 Address Takahiro, Hitachinaka City, Ibaraki Prefecture Within the Automotive Equipment Group, Hitachi, Ltd. (72) Hiroaki Saeki 2477 Takaba, Hitachinaka City, Ibaraki Prefecture Hitachi Car Engineering Co., Ltd. (72) The inventor Kenji Watanabe 2520 Odaiba, Hitachinaka City, Ibaraki Prefecture Within the Automotive Equipment Group of Hitachi, Ltd.

Claims (10)

[Claims] 1. A fuel atomizer which atomizes a fuel spray injected from a liquid fuel injection valve by applying a gas to the fuel spray, and the atomized fuel spray is downstream of the throttle valve in an intake pipe having a throttle valve. Wherein the fuel atomization device opens around the liquid fuel injection hole of the fuel injection valve and acts on the fuel spray injected from the liquid fuel injection hole to promote atomization. A first gas passage for injecting atomized gas and a second gas for injecting a carrier gas into the fuel spray so as to surround the fuel spray whose atomization has been promoted by the atomized gas from the surroundings, thereby generating an air-fuel mixture. A fuel supply device, comprising: a gas passage; and a heater installed so as to be positioned around a conveyance passage of the air-fuel mixture. 2. The fuel supply device according to claim 1, wherein the average particle size of the fuel spray is set to 20 μm or less. 3. The fuel supply according to claim 1, wherein the fuel atomizing device has a ratio Qa / Q1 of 250 to 2750, which is a ratio of the injected fuel amount Ql to the atomized gas amount Qa. apparatus. 4. A liquid fuel injection valve according to claim 1, wherein the liquid fuel injection valve in the fuel atomization device has a fuel passage for imparting axial and tangential velocity components to the injected fuel. Fuel supply device. 5. The fuel supply device according to claim 4, wherein the first gas passage has a tip end surface of the fuel injection valve formed as a part of a passage wall. 6. The fuel supply system according to claim 1, wherein the first gas passage is annularly opened around a central axis passing through the center of the liquid fuel injection hole of the fuel injection valve and imaginary in the fuel injection direction. A gas passage for flowing gas in a direction transverse to the central axis toward the liquid fuel injection hole, wherein the second gas passage has an annular opening around the central axis in a direction in which the fuel spray is injected. A fuel supply device comprising a gas passage provided with the fuel supply device. 7. The method according to claim 1, wherein a flow rate of the carrier gas flowing through the second gas passage is larger than a flow rate of the atomized gas flowing through the first gas passage. Fuel supply device. 8. The gas supply system according to claim 1, wherein the first gas passage and the second gas passage each have an upstream end branched from an intake pipe on an upstream side of a throttle valve. A fuel supply device, wherein the fuel supply device is commonly configured as a passage, and is branched into two passages on the downstream side. 9. An exhaust pipe of an internal combustion engine according to claim 1, wherein an upstream end of at least one of the first gas passage and the second gas passage is connected to an exhaust pipe of the internal combustion engine. A fuel supply device, characterized in that: 10. An internal combustion engine comprising the fuel supply device according to claim 1.