JP2002195136A - Intake control device and internal combustion engine having the same installed - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce an amount of hydrocarbon in exhaust gas during warming up by efficiently supplying fuel spray injected from a collecting pipe fuel injection valve to an internal combustion engine in start up and warming up. SOLUTION: A main passage 12 provided with a throttle valve 4 and an air bypass passage 13 accelerating atomization of fuel spray 17 injected from the collecting pipe fuel injection valve 15 and reducing hydrocarbon emission are formed as one body and made a unit with a body 11 of an intake control device provided in the upstream of a collecting pipe 6 to make manufacturing and attaching and detaching on an intake system easy.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake control device and an internal combustion engine equipped with the intake control device, and more particularly to a hydrocarbon (hereinafter referred to as HC) which improves combustion performance of the internal combustion engine and is discharged when the engine is warmed up. The present invention relates to a technology for reducing the pressure.

[0002]

2. Description of the Related Art Japanese Patent Application Laid-Open No. Hei 4-232353 discloses an engine in which a cold start injector is installed so as to protrude into a main intake passage at a position close to an outer peripheral portion of a throttle valve when the throttle valve is in a partially open position. Is disclosed.

However, the fuel spray injected into the main intake passage from the cold start injector projecting into the main intake passage is sufficiently vaporized (atomized) by the intake air flowing through the main intake passage and transported to each combustion chamber. It is difficult to perform the spraying, and most of the fuel spray adheres to the inner wall of the main intake passage and stays. Therefore, it is difficult to stably supply sufficiently vaporized fuel to each combustion chamber.

[0004] Further, in the specification and drawings of USP 5,482,023, a cold start fuel injector, a heater, and an idle speed control valve (hereinafter referred to as IS) are described.
(Referred to as a C valve).

In this system, a part (first air flow) of the air from the ISC valve is combined with 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 are merged, the fuel and the first air flow are introduced into a cylindrical heater arranged in a line on the downstream side 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 outlet of the heater. Merges with the fuel spray that has passed through the inside of the heater. The fuel exiting the cold start fuel injector is facilitated vaporization as it passes through the internal heater, by being mixed with the second air stream at the exit of the heater is facilitated further vaporization. The outlet of the heater is communicated with the intake manifold, and the fuel spray, which has been promoted to vaporize, is discharged into the intake manifold and then distributed to each cylinder.

In this system, by forming a mixing chamber for mixing fuel and air inside a cylindrical heater, a cold start fuel injector,
A confluence point between the fuel injected from the cold start fuel injector and the first air flow, a mixing chamber formed inside the heater are arranged in a line, and one atomizer (atomizer) having a heater outlet as an outlet is formed. ing. This atomizer is considered to be an air-assist type atomizer utilizing the energy of the air flow, and an internal mixing type atomizer which combines and mixes fuel and air inside the atomizer. .

[0008] In this system, the second air flow flows along the outer peripheral portion of the heater, merges while flowing in the same direction as the fuel spray that has passed through the inside of the heater, and promotes vaporization of the fuel spray. However, consideration has not always been given to the merging of the fuel spray into the intake pipe and the subsequent transport in the intake pipe.

In this system, the fuel injected from the cold start fuel injector is promoted to vaporize by passing through a narrow and long passage formed inside the heater while being in contact with the heater. Was not always enough.

[0010] In this system, the outlet of the heater is communicated with the intake manifold, and the fuel spray promoted to be vaporized is discharged into the intake manifold and then distributed to the cylinders. Consideration for improving distribution was not always enough.

[0011]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a preferred form of intake control device for reducing HC discharged during warm-up operation of an internal combustion engine.

Another object of the present invention is to configure the intake control device in a form that is easy to manufacture and detach.

Still another object of the present invention is to provide a fuel injection device which is provided separately from a first fuel injection valve arranged near a cylinder of an internal combustion engine and is injected from a second fuel injection valve used at the time of starting or the like. By contriving the mixed fuel into the intake pipe and transporting it to the downstream side in the intake pipe, the amount of fuel adhering to the inner wall of the intake pipe is suppressed, and the amount of HC discharged during warm-up is reduced.

It is still another object of the present invention to reduce the electric energy consumed by the heater for atomizing the fuel spray by devising the manner in which the fuel spray contacts the heater.

Yet another object of the present invention is to improve the uniformity of distribution of fuel spray to each cylinder by devising a method of supplying fuel spray into the intake pipe.

[0016]

A main flow path for supplying air is formed in a cylinder of an internal combustion engine, a body provided with a throttle valve for adjusting an air flow rate in the main flow path, and fitted to the body. An intake control device including a fuel injection valve for supplying fuel into the main flow path, wherein the body has an opening communicating with the outside of the body and the inside of the main flow path on a downstream side of the throttle valve; A mounting portion for fitting a fuel injection valve to face an opening surface of the portion, a first bypass flow passage branched from a main flow passage on an upstream side of the throttle valve and communicating with the main flow passage through the opening portion; ,
A second bypass passage branching from a main flow passage upstream of the throttle valve and downstream of the throttle valve and communicating with a main flow passage upstream or downstream of the opening; processed, characterized in that molded integrally.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS.

In FIG. 1, an internal combustion engine 1 is a known spark ignition type multi-cylinder internal combustion engine using gasoline as a fuel.
Only one cylinder is shown.

The intake system incorporates an air flow sensor 3 for measuring the flow rate of intake air 100 drawn through an air cleaner (not shown), and a throttle valve 4 which opens and closes in response to the driver's operation of an accelerator pedal. Intake control device 110, throttle positioning sensor 5 for measuring the opening of throttle valve 4, and intake manifold 6
And an intake manifold 7 branched from the intake manifold 6 to each cylinder, an intake port 8 having an intake valve 31, and the like. Note that the intake manifold is an intake pipe before branching into each cylinder. The intake air amount and the opening of the throttle valve 4 measured by the air flow sensor 3 and the throttle positioning sensor 5 are input to the controller 32 and used for detecting the operating state of the internal combustion engine 1 and various controls.

The exhaust system includes an exhaust port 21 provided with an exhaust valve 34 for each cylinder, an exhaust manifold 22, an oxygen concentration sensor 23 for measuring the oxygen concentration in the exhaust, and a three-way catalytic converter 24 for purifying the exhaust. And a muffling muffler (not shown). Further, the oxygen concentration measured by the oxygen concentration sensor 23 is input to the controller 32 and used for detecting the operating state of the internal combustion engine 1 and various controls.

The fuel system includes a fuel tank 26 for storing fuel 2.
And the fuel pump 2 for pumping the fuel 2 from the fuel tank 26
7, a fuel filter 28, and a pressure regulator 29 for adjusting the pressure of the pumped fuel 2 to a predetermined magnitude.
, A port fuel injection valve 10 that is a first fuel injection device that injects fuel into each intake port 8 of each cylinder (# 1, # 2,...), And a second fuel injection valve that injects fuel to be supplied to the intake manifold 6. The fuel injection device is composed of a collecting pipe fuel injection valve 15 and the like, which are components of the second fuel injection device, and is connected by a fuel pipe 30. In addition,
The collecting pipe fuel injection valve 15 is a fuel injection valve disposed downstream of the throttle valve 4 in the main passage 12 and upstream of the intake collecting pipe 6. It is referred to as a fuel injection valve.

The injection of the fuel 2 from the collecting pipe fuel injection valve 15 and the port fuel injection valve 10 is controlled in accordance with the operation state of the internal combustion engine 1, and specifically, based on a command signal output from the controller 32. Execute. The internal combustion engine 1
The fuel injection of the collecting pipe fuel injection valve 15 and the port fuel injection valve 10 is switched according to the start of the engine, a predetermined period after the start (warm-up operation), and the operating state of the engine thereafter, the details of which will be described later. .

This intake control device 110 has a unitary fuel injection device having a collecting pipe fuel injection valve 15 integrated in one body 11 and is easily attached to and detached from the intake system of an internal combustion engine. It is a form of. The configuration and operation will be described later.

Each cylinder of the internal combustion engine 1 is provided with a combustion chamber 25 arranged facing a spark plug 33, and an intake valve 31 and an exhaust valve 34 for controlling an intake-compression-expansion-exhaust cycle by opening and closing operations. The ignition plug 33 distributes electric power supplied from a battery and an alternator (both not shown) to a high voltage by an ignition coil 40 in accordance with a signal from a controller 32, and performs spark ignition at a desired timing. Do.

A water jacket 36 is provided on the side of the combustion chamber 25, and a cooling water 35 for cooling the internal combustion engine 1 is circulated inside the water jacket 36. The temperature of the cooling water 35 is
The water temperature is measured by a water temperature sensor 37 disposed on the water jacket 36 and is input to the controller 32 for use in detecting and controlling the operating state of the internal combustion engine 1.

The rotation angle of a crankshaft (not shown) connected to the piston 38 via a connecting rod 39 is measured by a crank angle sensor (not shown), and the measured value from the crank angle sensor is input to the controller 32. This allows the controller 32 to detect the position of the piston 38.

With the operation of the internal combustion engine 1, a mixture 105 of the fuel injected from the collecting pipe fuel injection valve 15 or the port fuel injection valve 10 and the intake air 100 is sucked into the combustion chamber 25. The intake air-fuel mixture is ignited by the ignition plug 33 near the top dead center from the compression stroke to the expansion stroke and burned. Combustion gas 107 after combustion
Are exhausted from the combustion chamber 25 and then exhaust ports 21 and
Reaches from the exhaust manifold 22 to the three-way catalytic converter 24, after purification here, as a final exhaust 106 is discharged to the outside of the internal combustion engine 1.

Next, referring to FIG.
Will be described.

The intake control device 110 forms a main passage 12 inside a body 11 having a flange connected to an intake system at both ends thereof.
And by opening this throttle valve 4,
The upstream side and the downstream side of the main passage 12 communicate with each other. In addition, in the body 11 forming the main passage 12 of the intake control device 110, a bypass passage 13 that connects (communicates) the upstream and downstream of the throttle valve 4 is formed separately from the main passage 12. An ISC valve 14 is disposed in the bypass passage 13, and the ISC valve 14 is opened and closed during idling during the start-up and warm-up operation of the internal combustion engine 1 to adjust the air flow 101 flowing through the bypass passage 13.

The bypass flow path 13 branches off into flow paths 13a and 13b downstream of the ISC valve 14. One of the bypass flow passages 13a is formed as a circular recess so as to communicate with the main passage 12 from outside the body 11, and the injection valve insertion portion 1 is formed as a circular recess.
Connect to 6. The injection valve insertion portion 16 is a mounting portion to which the collecting pipe fuel injection valve 15 is attached. The injection valve insertion portion 16 is formed to be inclined at a predetermined angle α with respect to the axial flow direction of the main passage 12 in the body 11, and is formed at the back end (bottom portion). Opens into a circular recess 161 formed on the main passage 12 side in the body 11, and the outer end
1 is open to the outside. The collecting pipe fuel injection valve 15 is inserted into the injection valve insertion portion 16, and the collecting pipe fuel injection valve 15 is attached to the body 11 of the intake control device 110 and sealed with a seal ring 151. Is formed around the pressure regulating chamber 41. The bypass passage 13 a communicates with the pressure regulation chamber 41.

The angle formed by the center line of the fuel spray imaginary in the injection direction of the collecting pipe fuel injection valve 15 and the center axis imaginary in the axial flow direction passing through the center of the main passage 12 is set to a predetermined angle α.

Although there is a possibility of increasing the size of the device and increasing the number of assembling steps, in order to facilitate the molding of the body 11 of the intake control device 110, the collecting pipe fuel injection valve 15 is connected to the body 11 via an adapter. You may be made to attach to.

The center line of the fuel spray is imagined as the center line connecting the center of the fuel injection hole of the fuel injection valve and the center point of the cross section of the injected fuel spray. Normally, a wall surface that coincides with the driving direction of the valve body of the fuel injection valve, coincides with the axis of the valve shaft that is taken in the direction of the drive shaft that drives the valve body, or that passes through the center of the fuel injection hole to form the injection hole Coincides with the center line of the fuel injection hole which is parallel to. However, if the fuel injection hole is inclined with respect to the valve axis or the outlet of the fuel injection hole is modified, the center line of the fuel spray and the valve axis or the center line of the fuel injection hole will coincide. May disappear.

At the bottom of the pressure regulating chamber 41 located on the concave side 161 side of the main passage 12, the nozzle 47 of the collecting pipe fuel injection valve 15 is provided.
Is formed, a circular hole 46 is formed just below the injection hole of the nozzle 47, and communicates with the main passage 12 downstream of the throttle valve 4 via the concave portion 161. A side portion of the nozzle 47 of the collecting pipe fuel injection valve 15 is positioned by being guided by a guide surface 48 formed on an inner peripheral portion of a plurality of passage forming protrusions 49 provided at the bottom of the pressure regulating chamber 41. In addition, the nozzle 47
Is arranged with a slight gap between the inner surface of the circular hole 46 inside the guide surface 48 and the passage forming projection 49 sets the height of this gap. The end face 50 of the passage forming projection 49 is connected to the shoulder 5 of the collecting pipe fuel injection valve 15.
1 and the contact surface is indicated by a dotted line in FIG.
The pressure regulating chamber 41 and the circular hole 46 are communicated with each other at a portion between the plurality of passage forming protrusions 49. The circular hole 46 has a so-called thin blade orifice shape in which the thickness in the axial direction is made as small as possible.

On the other hand, the other bypass passage 13b branched from the branch inlet 43 provided in the downstream of the ISC valve 14
Is connected to the pressure regulating chamber 42 via the branch outlet 44. The pressure regulating chamber 42 is formed in the body 11 as an annular space disposed coaxially with the main passage 12. This pressure regulation chamber 42
Are connected to the main passage 12 by a plurality of conveying air passages 45 formed to face each other so as to be directed to the central axis of the main passage 12 in the axial flow direction. In this embodiment,
The transport air passage 45 is formed downstream of the heater 18 described below.

The heater 18 is a heating element which generates heat to vaporize the fuel constitutes by a plurality arranged in an arc shape along the a plate-shaped in the main passage 12 inner wall,
When the temperature rises above a predetermined value, a PTC heater (ceramic heater) having a function of keeping the temperature constant by suddenly increasing its electric resistance and decreasing the current is used. Between the heater 18 and the main passage 12, the heater 1
A heat insulating material 19 for reducing the transfer of heat from 8 to the wall of the main passage 12 is provided.

Further, a projection 20 is provided on the wall surface of the main passage 12 at the upstream portion of the heater 18 so that air flowing from the upstream side of the heater 18 does not directly hit the heater 18. From the upstream of the heater 18
If the amount of air hitting is small, the projection 20 may be omitted.

Next, referring to FIGS. 3 (a) and 3 (b), a main passage communicating from the bypass passage 13b to the branch outlet 44, the pressure regulation chamber 42, and the pressure regulation chamber 42 via the conveying air passage 45 will be described. The structure of the flow path up to the passage 12 will be described. Fig. 3 (a), (b)
FIGS. 3A and 3B are respectively a sectional view taken along a line BB and a sectional view taken along a line CC in FIG.

The pressure regulating chamber 42 is an annular space provided on the outer peripheral side of the main passage 12, and is communicated with the main passage 12 by a conveying air passage 45. The transfer air passage 45 that communicates the pressure regulating chamber 42 with the main passage 12 is formed so as to open four in the inner peripheral wall of the main passage 12 downstream of the heater 18 provided in the main passage 12, and each of them is opposed to each other. The configuration is as follows.

According to this embodiment, the intake control device 1
Reference numeral 10 denotes an injection valve insertion portion 16 of a collecting pipe fuel injection valve 15 and a bypass passage 1
3, 13a, 13b, the recess 161 and the pressure regulating chambers 41, 4
2, an atomizing air passage (a passage through which the air 103 flows from the pressure regulating chamber 41 to the circular hole 46) and a conveying air passage 45 are integrally formed.
Drive mechanism (not shown), collecting pipe fuel injector 15, IS
The C valve 14, the heater 18 and the like are attached to each other, and are integrally detachable from the intake pipe as a unit. Important devices related to the start and warm-up operation of the internal combustion engine can be attached to and detached from the internal combustion engine 1 as one unit, so that assembly, adjustment, and maintenance can be easily performed.

If such a body 11 is formed by resin molding, it can be manufactured efficiently, and the intake control device 110 can be made lightweight. This resin molded body can be adopted also in the embodiment described later.

Next, the action of the air flowing through the bypass passages 13a and 13b will be described. The air flowing through the bypass passage 13 a flows from around the nozzle 47 of the collecting pipe fuel injection valve 15 into an annular gap formed between the outlet end of the nozzle 47 and the circular hole 46, and from the collecting pipe fuel injection valve 15. The fuel collides (merges) with the injected fuel from a direction crossing the fuel injection direction. Thereafter, the fuel is sprayed into the recess 161 opened in the main passage 12 through the circular hole 46 formed below the axial center of the collecting pipe fuel injection valve 15, and is directed toward the heater 18 while attracting the fuel spray 17.

On the other hand, the air 1 flowing through the bypass passage 13b
After being rectified in the pressure regulating chamber 42, the flow 04 flows into the main passage 12 from a plurality of opposed conveying air passages 45, deflects the flow downstream after colliding in the main passage 12. The amount of the air flow 104 flowing through the bypass passage 13b is determined by the ISC
It accounts for the majority of the total air flow controlled by the valve 14. That is, the air 104 flowing out from the conveying air passage 45 generates a strong induced flow downstream of the heater 18, and is partially injected by the heater 18 and the fuel spray 17, which is injected by the collecting pipe fuel injection valve 15 and promotes atomization. The vaporized fuel vapor is attracted and transported downstream. Further, the injection direction of the fuel spray 17 injected from the collecting pipe fuel injection valve 15 is set so as to be inclined downstream by a predetermined angle α with respect to the central axis in the axial flow direction of the main passage 12. Thus, the fuel spray 17 can easily flow along the induced flow created by the air 104 flowing out of the conveying air passage 45. Further, since the transfer air passage 45 is provided on the downstream side of the heater 18, the transfer air 104 does not directly remove heat from the heater 18 when flowing through the main passage 12.

The flow ratio of the air 103, 104 flowing through the bypass passages 13a, 13b is determined by the outlet end (tip surface) of the nozzle 47 and the injection valve insertion portion 16 having the circular hole 46 formed therein.
Is determined by the ratio of the area of the air passage or the area of the circular hole 46 formed in the gap between the bottom surface and the total area of the plurality of conveying air passages 45. The flow rate of the atomizing air 103 is designed to be sufficiently smaller than the flow rate of the conveying air 104.

Next, the fuel spray 1 of the collecting pipe fuel injection valve 15
7 and its effect on fuel vaporization will be described.

In this embodiment, the collecting pipe fuel injection valve 1
Numeral 5 uses an upstream swirl type fuel injection valve that imparts swirl to fuel inside the nozzle 47. In other words, the fuel injection valve has a form in which the pressure energy of the fuel is replaced with the swirling energy to inject the fuel in the form of the thin film 401 to promote atomization. This thin film 401-shaped fuel spray 1
7, by further assisting (colliding) the air 103, the atomization is rapidly promoted, and the fine fuel spray 1
7 can be generated. In addition, since the circular hole 46 has a thin blade orifice shape as described above, the energy lost by fuel or air when passing through the orifice (circular hole 46) is suppressed as small as possible, and the atomization is promoted. .

FIG. 4A shows that the supply of the air 103 rapidly promotes atomization. P portion subjected in the figure, an operation point to be used for a predetermined time period after the starting of the internal combustion engine 1 in this embodiment (tens of seconds), an average particle size of the fuel spray 17 is 10μm or less. At this time, the amount of the airflow 103 flowing through the bypass passage 13a is
1 / of the total air flow controlled by the ISC valve 14
It is about 10. Therefore, the remaining amount of the intake air 104 can be effectively used for attracting and transporting the fuel spray 17.

Further, as shown in FIG.
No. 7 particles of 20 μm or more are present in only a few percent of the total number of particles. For example, if the fuel temperature is 20 ° C,
Under the condition of ambient temperature of 20 ° C. in still air, the time required for the particle diameter of 20 μm to reach a particle diameter of 10 μm that can be suspended is 0.
01 seconds. At an air flow velocity of 5 m / s, the distance over which the particles fly before reaching 10 μm is about 5 cm. In the configuration of this embodiment, the number of particles reaching the surface of the heater 18 can be significantly reduced. That is, the figure
When the fuel spray 17 having the particle size distribution as shown in FIG. 6B is supplied, most of the fuel spray 17 is carried downstream on the carrier air 104, and even if the fuel spray 17 adheres to the heater 18, the particle size is small. Instantaneous vaporization is promoted.

As is apparent from the above description, the following features are obtained according to the intake control device 110 of this embodiment. (1) As the collecting pipe fuel injection valve 15, an upstream swirl type fuel injection valve that swirls fuel inside the nozzle 47 to promote atomization is used. (2) Air is assisted (collides) with the fuel injected from the collecting pipe fuel injection valve 15 to further promote atomization. (3) The amount of the air 103 for atomization supplied to the collecting pipe fuel injection valve 15 is about 1/10 of the total air amount required for the operation of the internal combustion engine 1 during warm-up. (4) The remaining air 104 is used for conveying the fuel spray 17 and has a flow that does not cool the heater 18. (5) Most of the fuel spray 17 injected from the collecting pipe fuel injection valve 15 is carried by the airflow flowing in the intake pipe. (6) The second fuel injection device including the bypass passages 13a and 13b is connected to the intake control device 11 having the throttle valve 4 built therein.
The size of the apparatus is reduced by integrally forming the unit 11 in the body 11 and forming a unit. (7) Since the fuel vaporizer including the heater 18 is configured to be used in an auxiliary manner, the heater 18 can be eliminated when the amount of fuel reaching the heater 18 is small. (8) The load on the heater 18 is drastically reduced, and the size can be reduced. (9) The mountability to the internal combustion engine 1 is improved, and the production and cost can be significantly improved as compared with the related art.

In this embodiment, a PTC heater is used as the heater 18. However, if a current control circuit is provided to control the temperature, it can be realized by using a general heater such as an electric heating coil. . Although the number of the conveying air passages 45 is four, the purpose is to supply air as uniformly as possible into the main passage 12, and the number of the conveying air passages 45 is not limited.

Next, the operation when the fuel injection device 110 is mounted on the internal combustion engine 1 will be described with reference to FIGS.
It will be described with reference to FIG.

In the internal combustion engine 1 shown in FIG. 1, when the internal combustion engine 1 is operated, the intake pipes (the intake manifold 6, the intake manifold 7, and the intake port 8) downstream of the throttle valve 4 are provided.
, A negative pressure is generated, and the negative pressure in the intake pipe sucks air from outside. When the internal combustion engine 1 is started and idling, the throttle valve 4 is almost fully closed, and the flow rate of intake air at that time is controlled by the ISC valve 14 arranged in the bypass passage 13. The flow of the intake air at this time is schematically shown by a white arrow in the figure.

The air 100 drawn from the outside air is filtered by an air cleaner (not shown), and the flow rate thereof is measured by the air flow sensor 3 and reaches the upstream of the throttle valve 4. A small part of the intake air 100 flows into the main passage 12 downstream of the throttle valve 4 through a slight gap between the throttle valve 4 and the inner peripheral wall of the main passage 12 (arrow 102). On the other hand, most of the intake air 100
After flowing into the bypass passage 13 from the upstream of the throttle valve 14 through the ISC valve 14 (arrow 101), the flow is divided into flows flowing out of the bypass passages 13a and 13b to the main passage 12 respectively.

Here, during the start-up of the internal combustion engine 1 and during a predetermined period after the start-up, switching control of the fuel injection operation between the collecting pipe fuel injection valve 15 and the port fuel injection valve 10 is performed. The control method will be described with reference to FIG.

When the internal combustion engine 1 is started, the combustion chamber 25
Until the first explosion occurs, or until the rotation speed of the internal combustion engine 1 reaches a predetermined rotation speed, the port fuel injection valve 10 is operated to inject fuel. Thereafter, the fuel injection operation of the port fuel injection valve 10 is stopped and switched to the fuel injection operation by the collecting pipe fuel injection valve 15, but at this time, the operating period of the port fuel injection valve 10 is overlapped by the time ΔT1 and the collecting pipe is overlapped. The operation of the fuel injection valve 15 is started, and fuel injection from the collecting pipe fuel injection valve 15 is performed. During this time ΔT1, fuel is injected from both the port fuel injection valve 10 and the collecting pipe fuel injection valve 15. The overlap time ΔT1, the fuel injected from the collector pipe fuel injection valve 15 is transport delay of time to reach the combustion chamber 25. By providing the overlap time ΔT1, it is possible to eliminate a step in the generated torque of the internal combustion engine 1 that occurs at the time of switching. The magnitude of ΔT1 varies depending on the volume of the intake pipe downstream of the collecting pipe fuel injection valve 15 and the rotational speed of the internal combustion engine 1. It is preferable that ΔT1 be increased as the volume is increased or as the rotational speed is decreased. In particular, depending on the rotation speed, when the rotation speed at the time of switching is low, ΔT
When the rotation speed is high and ΔT1 is reduced when the rotation speed is high, control can be performed to further reduce the level difference of the generated torque.

If the start of energization of the heater 18 is performed prior to the fuel injection of the collecting pipe fuel injection valve 15, the heater 18 at the time of starting the fuel injection from the collecting pipe fuel injection valve 15 is started.
Can be previously raised to the temperature required to vaporize the fuel, so that the vaporization of the fuel can be promoted.

The fuel injection operation of the collecting pipe fuel injection valve 15 is as follows.
Continue for a predetermined period. For example, it may be continued during the warm-up period of the internal combustion engine 1, that is, until the coolant temperature of the internal combustion engine 1 reaches a predetermined temperature. The purpose of fuel injection by the collecting pipe fuel injection valve 15 is as follows.
Warming up and activating early. When a sensor that detects the temperature of the three-way catalytic converter 24 or a sensor that detects the temperature of exhaust gas that has passed through the three-way catalytic converter 24 is provided, a period until the temperature detected by the sensor rises to a predetermined value, It is preferable to perform the fuel injection operation of the collecting pipe fuel injection valve 15.

After the three-way catalytic converter 24 has been warmed up, the fuel injection operation of the collecting pipe fuel injection valve 15 is stopped, and the fuel injection operation of the port fuel injection valve 10 is switched again. At that time, a time ΔT2 for stopping the fuel injection of both the fuel injection valves is provided between the stop of the injection of the collecting pipe fuel injection valve 15 and the start of the injection of the port fuel injection valve 10.
Thus, a step in the generated torque of the internal combustion engine 1 that occurs at the time of switching can be eliminated. This time ΔT2 is
This is a transport delay time until the fuel injected from the collecting pipe fuel injection valve 15 reaches the combustion chamber 25, similar to the overlap time ΔT1. The magnitude of ΔT2 may be controlled in accordance with the volume of the intake pipe downstream of the collecting pipe fuel injection valve 15 and the rotation speed of the internal combustion engine 1 as in the magnitude of ΔT1.

By performing such switching control of the fuel injection operation of the port fuel injection valve 10 and the collecting pipe fuel injection valve 15, the following effects can be obtained. That is, by injecting fuel from the port fuel injection valve 10 at the time of starting the internal combustion engine 1, the time required for starting can be reduced as compared with the case where the start is performed only by the fuel injection operation of the collecting pipe fuel injection valve 15. it can. This is because the fuel injected from the port fuel injection valve 10 is immediately sucked into the combustion chamber 25 of the internal combustion engine 1 and becomes combustible, and the fuel reaches the combustion chamber 25 from the collecting pipe fuel injection valve 15. The start-up time can be reduced by the time corresponding to the transport delay until the start.

Next, referring to FIGS. 7 (b) and 7 (c), the atomization of the fuel is further promoted by the manner in which the collecting pipe fuel injection valve 15 supplies a control signal for the on-off valve during the fuel injection operation. The method will be described.

In FIG. 7B, a control signal for opening the collecting pipe fuel injection valve 15 is repeatedly given at a predetermined cycle T. Here, the predetermined cycle is, for example, a cycle synchronized with the top dead center of the intake stroke of each cylinder of the internal combustion engine 1. Since the amount of fuel injected from the collecting pipe fuel injection valve 15 is substantially proportional to the time during which the control signal for valve opening is given, when increasing the fuel injection amount, a control signal with a long valve opening time is given. When the number is reduced, a control signal with a short valve opening time is given. That is, the fuel injection amount is controlled by the duty control of the control signal, and one continuous fuel injection is performed during the predetermined cycle T, and the gas-liquid ratio during the fuel injection becomes constant.

On the other hand, in FIG. 3C, the amount of fuel injected from the collecting pipe fuel injector 15 during the predetermined period T is shown in FIG.
The fuel injection is intermittently performed a plurality of times during the cycle T. At this time, the gas-liquid ratio during the fuel injection is equal to that in the case of FIG. (B), but the air continues to flow out of the circular hole 46 even during the closing of the valve after the short injection. Then, the ratio of the air supplied to the fuel becomes larger than that in the case of FIG. That is, by performing intermittent injection, it is possible to increase the amount of air mixed with the fuel, and as a result, it is possible to further promote atomization of the fuel, and to improve the fuel transfer capability by air. Can be enhanced. It should be noted that the control signal given to the collecting pipe fuel injection valve 15 at this time is shorter than the ON-OFF cycle of the control signal given to the port fuel injection valve 10 when the rotation speed of the internal combustion engine 1 is equal. Are observed.

As shown in FIG. 5A, a constant voltage is applied to the heater 18 from a generator such as a battery and an alternator. At this time, the current flowing through the heater 18 changes with time as shown in FIG. That is,
In this embodiment, since a PTC heater is used as the heater 18, when the temperature of the heater 18 is low immediately after the start of energization, its resistance value is small, and a large current
Flow into 8. As the temperature of the heater 18 rises, the resistance of the heater 18 increases at an accelerating rate, so that the current decreases after reaching a peak, and eventually the heater 1
8 calms down to a current value that generates a calorific value that balances the calorific value. The solid line in FIG. 6B shows the time change of the current flowing through the data 18 realized by the operation obtained in this embodiment, and its characteristics are compared with the broken line showing the case of the conventional device. This will be described below. (1) Since the heat capacity of the heater 18 is reduced by miniaturizing the heater 18, the peak current can be reduced. In addition, the peak current can be quickly reached (in other words, the heater temperature can be quickly increased). Further, since the surface area of the heater 18 is reduced, the amount of heat radiated from the heater 18 is reduced, and the current can be reduced accordingly. (2) Since the atomization of the fuel spray is promoted so that most of the fuel can be conveyed by air, the amount of fuel reaching the heater 18 is reduced, and the heater current corresponding to the heat of vaporization of the fuel is reduced. be able to. (3) Since a large amount of air flowing out of the conveying air passage 45 into the main passage 12 is prevented from directly colliding with the heater 18, the amount of heat taken by the air is reduced, and the current corresponding to the amount can be reduced. (4) The air flowing from the upstream of the heater 18 is
Since the projection 20 is provided upstream of the heater 18 so as not to directly hit the heater 8, the amount of heat taken by the air is reduced, and the current can be reduced accordingly. (5) By arranging the heat insulating material 19 to reduce the amount of heat transmitted from the heater 18 to the wall surface of the main passage 12, the current can be reduced accordingly.

Furthermore, if the body 11 forming the main passage 12 is made of resin instead of metal, it becomes difficult to transfer heat to the main passage 12, so that the heater current can be further reduced.

FIG. 6A is a diagram showing the relationship between the particle size of the fuel spray and the limit of the ignition timing that can be retarded (retarded) while maintaining the stability of combustion. Since the particle size of the fuel spray obtained in this embodiment is very small, the ignition timing can be largely retarded until the expansion stroke starts. When ignited in the expansion stroke, the rate of expansion of the combustion gas in the combustion chamber is reduced, so the amount of heat consumed by the expansion gas by the expansion work is reduced, and the combustion gas kept at a high temperature can be discharged to the exhaust pipe. it can. That is, FIG.
As shown in (b), the three-way catalytic converter 24 can be rapidly warmed up by retarding the ignition timing and discharging the high-temperature combustion gas. The time required for converter 24 to reach the activation temperature can be reduced. That is, as shown in FIG. 6C, the purifying action of the three-way catalytic converter 24 is started early, so that the HC discharged after the start of the internal combustion engine 1 is started.
Can be greatly reduced. The early warm-up of the three-way catalytic converter (catalyst) 24 can reduce not only HC but also NOx and CO.

The collecting pipe fuel injection valve 15 is provided in the intake control device 110 mounted upstream of the intake collecting pipe 6 to inject fuel into a recess 161 which is opened downstream of the throttle valve 4 in the main passage 12 of the body 11 of the body 11. The fuel injection valve has a hole. And a fuel injection valve 15 arranged upstream of the intake manifold 6. Therefore, the fuel spray 17 injected from the collecting pipe fuel injection valve 15 is sufficiently atomized while passing through the recess 161, and then the fuel is sprayed from the main passage 12.
The fuel spray 17 is more uniformly distributed to the respective cylinders because the distance for promoting mixing and atomization with the intake air until reaching the respective cylinders is increased.

Next, a second embodiment of the present invention will be described with reference to FIG.

The main difference from the first embodiment shown in FIG. 2 lies in the configuration of the bypass flow passage 13c through which air for transporting the fuel spray flows, and the other configurations are the same as those of the first embodiment. Since they are the same, duplicate description will be omitted.

In this embodiment, the bypass passage 13c branched at the branch inlet 43a is connected to the branch outlet 60a formed in the body 11a so as to protrude into the main passage 12 between the throttle valve 4 and the recess 161. Communicate. The branch outlet 60a opens toward the downstream side of the main passage 12 in the axial flow direction. That is, the air 104 flowing out of the branch outlet portion 60a is injected from the circular hole 46 and
The fuel spray 17 whose atomization is promoted in the inside collides (joins) at a portion coming out of the main passage 12. At this time, the branch outlet 6
The air 104 flowing out of the main passage 12 is a large amount that occupies most of the air passing through the ISC valve 14 and flows downstream of the main passage 12 in the axial direction. 12 is conveyed while being deflected toward the downstream direction. Then, the droplet having a small particle diameter in the fuel spray 17 can be transported downstream of the heater 18 along the flow of the air 104. The coarse particles in the fuel spray 17 adhere to the heater 18 without being affected by the flow of the air 104. However, the amount of fuel reaching the heater 18 becomes very small, and the heater 18 can be downsized or the heater 18 can be eliminated.

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

The main difference from the first embodiment shown in FIG. 2 is that, instead of the throttle valve 4 which operates in conjunction with the operation of the accelerator pedal by the driver, an electronically controlled throttle which electrically controls the opening degree is used. Valve (hereinafter, ETC valve)
52 in that the ISC valve 14 is eliminated. When the ETC valve 52 is used, the internal combustion engine 1
The amount of intake air during start-up and idling operation of
Can be controlled without using the SC valve 14, ISC valve 14 is not necessary. Further, the configuration of the transfer air passage 45a is changed as described later. The rest of the configuration is the same as that of the first embodiment, and a duplicate description will be omitted.

In this embodiment, the collecting pipe is set so that the central axis of the collecting pipe fuel injection valve 15 is substantially included in a plane formed by the rotating shaft 53 of the ETC valve 52 and the axial flow direction of the main passage 12. Fuel injection valve 15, circular hole 46 and concave portion 161
Is disposed on the body 11b. Also, the heater 18
The portion where the fuel injected from the collecting pipe fuel injection valve 15 reaches, that is, the vicinity of the point where the line extending the central axis (valve axis) of the collecting pipe fuel injection valve 15 and the wall surface of the main passage 12 intersect with each other. Since they are arranged on the inner wall surface of the main passage 12, these intersecting points are included in a plane formed by the rotation shaft 53 of the ETC valve 52 and the axial flow direction of the main passage 12.

Here, the opening of the ETC valve 52 is started at the time of starting, and is always open during the operation of the internal combustion engine 1 irrespective of the degree of its opening degree.

As shown in FIG. 9B, the ETC valve 52
The largest amount of air 102 passing through the central part of the ETC opening 55,
There is almost no flow. Therefore, heater 1
When the heater 8 is disposed near the downstream side of the main passage 12 on the surface including the rotating shaft 53, the amount of the air 102 hitting the heater 18 is reduced, and the amount of heat taken by the heater 18 by the air 102 can be reduced. 18 can be reduced. Further, in such a configuration, the distribution between the amount of air 101 flowing through the bypass passage 13 and the amount of air 102 flowing through the ETC opening 55 of the ETC valve 52 can be adjusted by the opening degree of the ETC valve 52. Therefore, the amount of fuel injected from the collecting pipe fuel injection valve 15 and the circular hole 4 in which the collecting pipe fuel injection valve 15 is disposed
Thus, the distribution ratio with the amount of air flowing out of the fuel cell 6 can be controlled. For example, when the opening of the ETC valve 52 is slightly opened, the ratio of the amount of the air 103 mixed with the fuel changes, such as a decrease in the amount of the air 101 flowing through the bypass passage 13. Or the state of vaporization can be changed. That is, the atomization state and the vaporization state can be controlled according to the operation state of the internal combustion engine 1.

Further, the conveying air passage 45 of this embodiment
As shown in FIG. 9 (c), the opening a is provided offset by a distance L from the central axis of the main passage 12 in the axial flow direction. As a result, the transfer air passage 45a is connected to the outlet 6
The air 104 flowing out to the main passage 12 through the main passage 12 is bent along the curved inner wall surface of the main passage 12 and the swirling flow 54
To form At this time, since the pressure of the center of the swirling flow 54 decreases, the fuel spray 17 and the air 103 injected from the collecting pipe fuel injection valve 15 passing through the atomizing air outlet 46 are
It is attracted and conveyed toward the center of the low-pressure swirling flow 54.

This configuration induces the fuel spray 17 along the central axis of the main passage 12 as compared with the case where the conveying air passage 45 described in the first embodiment is disposed facing the inside of the main passage 12. Since the action of the fuel spray 17 is strong, it is easy to prevent the fuel spray 17 from adhering to the wall of the main passage 12.

The configuration in which the swirling flow is generated by the carrier air 104 does not need to be combined with the ETC valve 52, and can be applied to the case where the ISC valve is used as in the first embodiment. .

Next, a fourth embodiment of the present invention will be described with reference to FIG.

In this embodiment, similarly to the third embodiment described above, the ETC valve 52 is disposed in the main passage 12, but the curved portion 201 for forming the air passage of the ETC valve 52 is mainly provided. The point formed in the passage 12 and the cooling water 300
Of a water jacket 301 circulating through the heater 18 and a heat insulating material 19 provided on the back of the heater 18.
Is omitted. The rest of the configuration is the same as that of the first embodiment, and a duplicate description will be omitted.

In this embodiment, the fuel injection pipe for the collecting pipe is provided in a plane perpendicular to the central axis of the main passage 12 with respect to a plane formed by the rotation shaft 53 of the ETC valve 52 and the axial flow direction of the main passage 12. The collecting pipe fuel injection valve 15, the circular hole 46, and the concave portion 161 are so formed as to substantially include the central axis of the valve 15.
c.

Next, the function of the curved portion 201 will be described. Up to a predetermined opening of the ETC valve 52, the curved portion 201 of the main passage 12 (the inner wall surface of the main passage 12) and the ETC valve 5
The ETC passage portion 55a is formed in a state in which the space between the ETC passage 55a and the ETC passage 55 is closed. The ETC passage portion 55a is provided with the concave portion 1 in the main passage 12.
61 is formed on the side where the inter-set fuel injection valve 15 is provided. The inner wall surface of the main passage 12 on the opposite side has an outer peripheral surface of the ETC valve 52 that opens and closes a curved surface portion 201 having substantially the same curvature as the rotation locus of the outer shape of the ETC valve 52 that opens and closes about the rotation shaft 53. Is formed so as to have a predetermined gap with the trajectory, so that a substantial air passage is not formed until a predetermined valve opening degree.

[0082] Here, when starting and warming up of the internal combustion engine 1, the intake air amount is controlled mainly using ETC passage portion 55a. Further, since the ETC passage portion 55a is formed on the concave portion 161 side, the air 102 passing through the ETC passage portion 55a is injected from the circular hole 46, and the fuel spray 17 in which the atomization is promoted in the concave portion 161 is formed. The portion coming out of the main passage 12 collides with the fuel spray 17, deflects the fuel spray 17 downstream of the main passage 12 and conveys the fuel spray 17. Therefore, the amount of the fuel spray 17 reaching (adhering to) the heater 18 is extremely small.

Next, the operation of the water jacket 301 disposed in the body 11c around the heater 18 will be described. A large amount of fuel is required in an operation region such as during rapid acceleration or high-speed running in an operation state other than the start and warm-up of the internal combustion engine 1. At this time, the fuel spray 17 whose atomization is promoted is injected from the collecting pipe fuel injection valve 15 together with the port fuel injection valve 10. The cooling water 3 circulating in the water jacket 301 provided around the heater 18
At 00, the water temperature reaches several tens of degrees Celsius after the internal combustion engine 1 is warmed up, and the heat can be used to promote vaporization. Therefore, it is not necessary to supply much power to the heater 18, and the capacity of the heater 18 can be reduced.

Further, the main passage 12 is not used during rapid acceleration or high-speed running.
The amount and flow rate of intake air flowing through the intake pipe including a very large number compared to the time of starting and warm-up operation of the internal combustion engine 1,
Since the speed is very high, the fuel spray 17 and the vaporized fuel vapor, which are injected from the collecting pipe fuel injection valve 15 and whose atomization is promoted, can be efficiently transferred to the combustion chamber 25.

The embodiment in which the water jacket 301 is provided around the heater 18 and the cooling water 300 is circulated can be applied to all the embodiments of the present invention. In this embodiment, the intake air 101 in the bypass passage 13 is divided into the intake air 103 and the intake air 104. However, the bypass air passage 13b, the pressure regulation chamber 42, and the conveying air passage 45 are not formed, and the intake air 101 is not divided. May be supplied to the pressure regulating chamber 41 and used only for atomizing the fuel spray 17. Thus, it is possible to provide the intake control device 11 which has a simple structure, is small in size, and is excellent in productivity while maintaining the atomization and transporting ability of the fuel spray 17.

Next, a fifth embodiment of the present invention will be described with reference to FIG.

The main difference from the first embodiment shown in FIG. 2 is that the conveying air passage 45 formed in the body 11 is deformed and the projection 20 is omitted. The other configuration is the same as that of the first embodiment, and the duplicate description will be omitted.

In this embodiment, a transfer air passage 45b communicating the pressure regulating chamber 42 and the main passage 12 in the body 11d is
The main passage 12 is formed so as to be inclined downstream at a predetermined angle along the axial flow direction, and the outlet portion 60c is formed so as to open toward the heater 18 disposed in the main passage 12. . The shape of the outlet portion 60c of the conveying air passage 45b, as shown in FIG. 11 (b), has a configuration having a passage area of the desired shape. Here, it is formed in an oblong shape, and the major axis of the oblong is approximately the same as the width of the heater 18 disposed in the main passage 12.

The heater 18 is connected to the throttle valve 4
Installed in the main passage 12 on the downstream side of the
5 is disposed downstream. In the first embodiment, the protrusion 20 provided on the upstream side in the main passage 12 of the heater 18 is omitted in this embodiment.

The fuel spray 17 injected from the collecting pipe fuel injection valve 15 is supplied to the intake air 103 passing through the circular hole 46 together.
This promotes atomization in the recess 161, and supplies the fuel spray 17 toward the heater 18 into the main passage 12.

On the other hand, from the pressure regulating chamber 42 to the conveying air passage 45b
Intake air 104 to be supplied to the main passage 12 through the
It flows toward the heater 18 at a predetermined angle and flow rate.

Here, most of the atomized fuel spray 1
7 is conveyed to the combustion chamber 25 without adhering to the heater 18 and adhering to the main passage 12 and the inner wall surface of the intake pipe. On the other hand, the coarse particles adhering to the surface of the heater 18 are expanded on the surface of the heater 18 by efficiently supplying the intake air 104 to the heater 18 at a predetermined flow rate, and the heat transfer is promoted to efficiently increase the efficiency. Vaporized. The reason why the heat transfer is promoted and the vaporization is efficiently performed is to efficiently scavenge and convey the fuel vapor vaporized by the heater 18 by the intake air 104. Further, since no protrusion is formed on the upstream side of the heater 18 in the main passage 12, the intake air flowing in from the upstream is also supplied onto the surface of the heater 18 to scavenge the fuel vapor vaporized by the heater 18. The transport will be positively performed. That is, the intake air 10
4 is positively supplied to the heater 18, and the intake air 104 mainly elongates and vaporizes coarse particles attached to the heater 18 along the surface of the heater 18, and evaporates the vaporized fuel vapor. Since it works to scavenge and convey, it can be relatively suppressed that the intake air 104 deprives the heater 18 of heat and increases power consumption.

Therefore, in this embodiment,
Although the power consumption of the heater 18 is slightly higher than in the first to fourth embodiments, other effects can be similarly obtained.
Further, in this embodiment, the ISC valve 14 is used, but the ETC valve 5 for electrically controlling the valve opening degree is used.
2 may be used to control the intake air amount at the time of starting the internal combustion engine 1 and at the time of idling operation.

Next, a sixth embodiment of the present invention will be described with reference to FIG.

In this embodiment, similarly to the fourth embodiment shown in FIG. 10, the ETC valve 52 is disposed in the main passage 12 of the body 11e. The point where the ETC passage portion 55b is formed on the side of the heater 18 by being provided on the concave portion 161 side; the pressure regulating chamber 42, the conveying air passage 45b and the water jacket 3 downstream of the heater 18;
01 is omitted and the point that the protrusion 20 upstream of the heater 18 is omitted is different. The other configuration is the same as that of the fourth embodiment, and the duplicate description will be omitted.

The fuel spray 17 injected from the collecting pipe fuel injection valve 15 is directed toward the heater 18 in the main passage 12 after promoting the atomization in the concave portion 161 by the intake air 103 passing through the circular hole 46 together. Supply. The intake air 102 passing through the ETC passage portion 55b formed on the upstream side of the heater 18 in the main passage 12 passes over the heater 18 at a desired flow rate. At that time, the fuel spray 17 in which atomization is promoted
Is conveyed downstream of the heater 18 by the intake air 102 and is efficiently supplied to the combustion chamber 25. The coarse particles that are not conveyed by the intake air 102 pass through the intake air 102 and adhere to the heater 18. Therefore, the amount of the fuel spray 17 attached to the heater 18 is reduced.

The coarse particles not conveyed by the intake air 102
It adheres to the heater 18 and is vaporized. Here, intake air 1
02 is positively supplied to the heater 18 at a predetermined flow rate, so that the coarse particles adhering to the heater 18 are removed from the intake air 1
The gas is efficiently vaporized by being stretched on the surface of the heater 18 with the flow of 02 and by promoting heat transfer. The reason why the heat transfer is promoted and the vaporization is efficiently performed is that the fuel vapor vaporized by the heater 18 is supplied to the intake air 1.
04 is efficiently scavenged and transported.

In this embodiment, since only coarse particles that are a part of the fuel spray 17 adhere to the heater 18, the power consumption of the heater 18 can be relatively suppressed. Therefore, the power consumption of the heater 18 is slightly increased as compared with the other embodiments in which the intake air is not directly supplied to the heater 18, but other effects can be obtained similarly.

Next, a seventh embodiment of the present invention will be described with reference to FIG.

The main difference from the second embodiment shown in FIG. 8 is that the structure of the bypass passage 13d for flowing the air 104 for conveying the fuel spray 17 and the heater 18 for vaporizing the fuel spray 17 are different. And the configuration of the heat insulating material 19 and the configuration in which the protrusion 20 is omitted. The other configuration is the same as that of the second embodiment, and a duplicate description will be omitted.

In this embodiment, the bypass passage 13d branched at the branch entrance 43b in the body 11f.
Is the main passage 12 between the throttle valve 4 and the recess 161.
It communicates with the branch outlet 60d formed therein. The branch outlet 60d opens toward a heater 18 described later. That is, the air 104 flowing out from the branch outlet 60d
Is ejected toward the heater 18. Since the heater 18 is formed integrally with the heat insulating material 19 and covers the back surface with the heat insulating material 19, heat generated from the heater 18 is not easily radiated from the heat insulating material 19 side, and is covered with the heat insulating material 19. Most of the heat is radiated from the surface of the heater 18 which is not provided. Heater 18
Is formed in the main passage 12 along the axial flow in the main passage 12 downstream of the throttle valve 4 so that the passage 12a on the concave portion 161 side is formed.
Is installed so as to be divided into opposing passages 12b.

The intake air 104, the fuel spray 17 and the intake air 103 are supplied to a heater 18 provided so as to face the inside of the passage 12a. Therefore, the intake air 104, the fuel spray 17, and the intake air 10 passing through the passage 12a
The flow velocity 3 becomes faster because the passage 12a is narrowed compared to the passage area in the main passage 12 downstream thereof. The fuel spray 1 directed to the heater 18 in the passage 12a
7 is efficiently conveyed downstream of the main passage 12 by intake air 104 occupying most of the air passing through the ISC valve 14.

Here, only coarse particles that are not conveyed by the intake air 104 adhere to the heater 18. The attached coarse particles are positively supplied with the intake air 104 at a predetermined flow rate, so that heat transfer is promoted and vaporization is efficiently performed. This is because the intake air 104 efficiently scavenges and conveys the fuel vapor vaporized by the heater 18. That is, the intake air 104 is positively supplied to the heater 18, but since the coarse particles adhere to the surface of the heater 18, the heat of the heater 18 causes the large particles ( Fuel), which is consumed to vaporize and intake air 1
04, the rate of consumption is reduced, and power consumption can be relatively suppressed.

Therefore, in this embodiment,
Although the power consumption of the heater 18 is slightly higher than in the first to fourth embodiments, other effects can be similarly obtained.
Further, in this embodiment, ETC valve 5 is used to ISC valve 14, which electrically control the valve opening
2 may be used to control the intake air amount at the time of starting the internal combustion engine 1 and at the time of idling operation.

Further, in this embodiment, it is preferable that the heater 18 be close to the throttle valve 4 side, and a part of the intake air 102 leaking from the gap between the main passage 12 and the throttle valve 4 is supplied to the heater 18. It is possible to transport the fuel spray 17 more efficiently.

Next, an eighth embodiment of the present invention will be described with reference to FIG.

The main differences from the second embodiment shown in FIG. 8 are that the structure of the heater 18a for vaporizing the fuel spray 17 and the projection 20 are omitted. The other configuration is the same as that of the second embodiment, and a duplicate description will be omitted.

In this embodiment, the heater 18a is a plate-like heater, and has a configuration in which a plurality of plate-like heaters are arranged in the main passage 12 on the downstream side of the concave portion 161 at predetermined intervals in a stacked manner. Therefore, the flow of the plate heaters 18a, which are arranged in a stack at a predetermined interval, and the flow of the intake air 104 passing through the main passage 12 are parallel. Further, the injection direction of the fuel spray 17 which is atomized and supplied at the surface of the plate-shaped heater 18a and the recess 161 forms a predetermined angle α.

Here, the embodiment of the heater 18a is also applicable to a lattice shape, a honeycomb shape and the like in addition to the laminated heater.

The intake air 104 flowing into the main passage 12 from the branch outlet portion 60a of the body 11g is supplied to the fuel spray 17 atomized in the recess 161 at the portion where the fuel spray 17 comes out into the main passage 12. Collide with (merge). At this time, since the intake air 104 is a large amount that occupies most of the air passing through the ISC valve 14 and flows downstream of the main passage 12 in the axial flow direction, the fuel spray 17
Is deflected downstream of the main passage 12 and transported.

Droplets having a small particle diameter in the fuel spray 17 pass through gaps between the plate heaters 18a stacked at predetermined intervals along the flow of the air 104, and flow in the downstream direction of the heaters 18a. Transported to The coarse particles in the fuel spray 17 collide with and adhere to the heater 18a at an angle α formed between the heater 18a and the injection direction of the fuel spray 17 without being significantly affected by the flow of the intake air 104.

Here, the fuel spray 17 is supplied to the intake air 103.
Since the atomization is promoted in the recess 161 by the recess 161, most of the fuel spray 17 passes through the heater 18 a along the flow of the intake air 104 without colliding with the heater 18 a, so that the fuel adhering to the heater 18 a Amount will be very small. Therefore, it is possible to reduce power consumption required for vaporization of the fuel by the heater 18a.

Furthermore, the intake air 1 passing through the heater 18a
Since the flow rate of the fuel spray 17 is relatively high, the vaporization of the fuel spray 17 attached to the heater 18a can be effectively promoted. This is because, after the fuel spray 17 adhered on the surface of the heater 18a is turned into a liquid film on the surface of the heater 18a, the liquid film is stretched on the surface of the heater 18a by the intake air flow, and heat transfer is promoted. This is because the vaporized gas is effectively vaporized, and the fuel vapor is effectively scavenged and transported by the intake air 104.

Next, a ninth embodiment of the present invention will be described with reference to FIG.

The main difference from the fourth embodiment shown in FIG. 10 is that a heater 18b for vaporizing the fuel spray 17 is provided.
And the point that a concave portion 161 is provided near the ETC passage portion 55a in the main passage 12, the protrusion 20, the water jacket 301, the cooling water 300, the bypass flow passage 13b, the pressure regulating chamber 42, and the conveying air passage. 45 is omitted. The other configuration is the same as that of the fourth embodiment, and the duplicate description will be omitted.

In this embodiment, the heater 18b is provided in the recess 161 formed in the body 11h, and the injection direction of the atomized fuel spray 17 in the circular hole 46 and the recess 161 is directed to the surface of the heater 18b. It is configured to have a predetermined angle α.

The heater 18b is a stacked heater in which a plurality of plate heaters are arranged at predetermined intervals in the same manner as in the eighth embodiment. In addition, this embodiment is applicable to a heater shape such as a lattice shape, a honeycomb shape, and the like in addition to the stacked heater.

The recess 16 is located near the downstream of the ETC passage 55a.
1, the inflow air 102 that has passed through the ETC passage 55a is supplied to the heater 18 disposed in the recess 161.
b. Therefore, the fuel spray 17 injected from the circular hole 46 and promoted to atomize in the concave portion 161 collides (merges) with the intake air 102 passing through the ETC passage portion 55a when passing through the concave portion 161. At this time, the amount of the intake air 102 is larger than that of the intake air 103, and the intake air 102 is concentrated and supplied to the heater 18b.
Along the flow of No. 02, it passes between the plate heaters 18b stacked with a predetermined gap therebetween and is conveyed downstream of the heater 18b.

The coarse particles in the fuel spray 17 collide with the heater 18b at an angle α between the surface of the heater 18a and the injection direction of the fuel spray 17 without being greatly affected by the flow of the air 102. Adheres to Therefore, the amount of fuel adhering to the heater 18b is only the coarse particles in the fuel spray 17 and is extremely small. Therefore, the power consumption required for vaporizing the fuel by the heater 18b can be reduced.

Furthermore, the intake air 1 passing through the heater 18b
No. 02 has a relatively high flow velocity, and can effectively promote the vaporization of the fuel spray 17 attached to the heater 18b.
This is because the fuel spray 17 adheres to the surface of the heater 18b.
Is converted into a liquid film on the surface of the heater 18b, and then the liquid film is stretched by the air current, heat transfer is promoted, and vaporization is performed effectively. This is the heater 18
This occurs because the intake air 102 scavenges and conveys the fuel vapor vaporized in b.

Next, a tenth embodiment of the present invention will be described with reference to FIG.

The main difference from the second embodiment shown in FIG.
3a and the body 11i in which the passage forming projection 49 is omitted. Therefore, the pressure regulation chamber 41 formed between the fuel injection valve 15 and the fuel injection valve 15 formed between the two by inserting the fuel injection valve 15 into the injection valve insertion portion 16 is eliminated. Since the passage forming projection 49 is omitted, the shoulder 51 of the collecting pipe fuel injection valve 15 comes into contact with the bottom of the injection valve insertion portion 16, and the nozzle 47 is inserted into the circular hole 46 so that the tip end face of the nozzle 47 is Facing into the recess 161. Also, the projection 20 formed in the main passage 12 is omitted. The other configuration is the same as that of the second embodiment, and a duplicate description will be omitted.

In this embodiment, since there is no intake air 103 which has passed through the bypass passage 13a for atomizing the fuel spray 17, atomization of the fuel spray 17 is promoted by the intake air 103. Absent. The particle size of the fuel spray 17 is determined by injection from the collecting pipe fuel injection valve 15.

Intake air 1 flowing out of branch outlet 60a
The portion 01 collides (merges) with the fuel spray 17 at a portion where the fuel spray 17 injected from the collecting pipe fuel injection valve 15 passes through the recess 161 and emerges in the main passage 12. At this time, the intake air 101 is the total amount of air passing through the ISC valve 14 and flows downstream of the main passage 12 in the axial flow direction. It is deflected and conveyed. As a result, the droplets having a small particle diameter in the fuel spray 17 are conveyed downstream of the heater 18 along the flow of the air 101, and the coarse particles in the fuel spray 17 are not affected by the flow of the air 101. Adheres to the heater 18 and is vaporized. Therefore, the amount of fuel adhering to the heater 18 decreases. Therefore, the power consumption required for vaporizing the fuel by the heater 18 can be reduced.

However, in the fuel spray 17 injected from the collecting pipe fuel injection valve 15, the atomization of the fuel spray 17 is not promoted as compared with the case where the atomization is promoted by using atomized air, and the heater 18 The amount of adhesion to the coating increases. Therefore, the electrical energy consumed by the heater 18 is increased. However, since a large amount of the intake air 101 joins (collides with) the fuel spray 17, small droplets in the fuel spray 17 do not adhere to the heater 18, and the heater 1
8, the electric energy consumed can be reduced.

Further, if the branch outlet 60a is disposed upstream of the main passage 12 on the side where the heater 18 is mounted, the heater 1
8 can concentrate the intake air passing over the surface,
The flow rate of the intake air passing over the surface of the heater 18 increases. With this configuration, after the fuel spray 17 adhering to the surface of the heater 18 is turned into a liquid film on the surface of the heater 18, the liquid film is stretched by an air flow to promote heat transfer. Can be vaporized. This is because the fuel vapor vaporized by the heater 18 is supplied to the intake air 10.
2 occurs due to effective scavenging and transport.

However, atomization of the fuel spray 17 injected from the collecting pipe fuel injection valve 15 is not promoted as compared with the case where air for promoting atomization is used, and the amount of adhesion to the heater 18 is small. As a result, the electric energy consumed by the heater 18 increases.

Next, an eleventh embodiment of the present invention will be described with reference to FIG. The main difference from the sixth embodiment shown in FIG. 12 is that the body 11j is omitted from the bypass passage 13 and the passage forming projection 49. Therefore, the collecting pipe fuel injection valve 15 is connected to the injection valve insertion portion 16.
The pressure regulating chamber 41 formed by inserting the pressure regulating chamber 41 is eliminated. Since the passage forming projection 49 has been eliminated, the shoulder 51 of the collecting pipe fuel injection valve 15 abuts against the bottom of the insertion portion 16,
The nozzle 47 is inserted into the circular hole 46, and the tip surface of the nozzle 47 faces the concave portion 161. The other configuration is the same as that of the sixth embodiment, and the duplicate description will be omitted.

In this embodiment, since there is no intake air 101 which has passed through the bypass passage 13 for atomizing the fuel spray 17, atomization of the fuel spray 17 is promoted by the intake air 101. Absent. The particle size of the fuel spray 17 is determined by injection from the collecting pipe fuel injection valve 15. Intake air 102 flowing from ETC passage 55b
Is connected to the collecting pipe fuel injection valve 1 on the heater 18 in the main passage 12.
5 collides (merges) with the fuel spray 17 injected. At this time, the intake air 102 is the total amount of air passing through the ETC valve 52, and is a flow directed in the axial flow downstream direction of the main passage 12. Therefore, the fuel spray 17 is easily deflected toward the downstream side of the main passage 12. Thereby, the fuel spray 1
7 are conveyed downstream of the heater 18 along the flow of the air 102, and the coarse particles in the fuel spray 17 are removed by the heater 18 without being affected by the flow of the air 102.
Adheres to Therefore, the amount of fuel adhering to the heater 18 decreases. Therefore, the power consumption required for vaporizing the fuel by the heater 18 can be reduced.

The intake air 102 passing over the surface of the heater 18 has a relatively high flow rate because it passes through the ETC passage portion 55b in a concentrated manner. Therefore, after the fuel spray 17 adhered on the surface of the heater 18 is turned into a liquid film on the surface of the heater 18, the liquid film is stretched by the air flow, and the heat transfer is promoted to be effectively vaporized. this is,
This is because the intake air 102 scavenges and conveys the fuel vapor vaporized by the heater 18 effectively.

However, atomization of the fuel spray 17 injected from the collecting pipe fuel injection valve 15 is not promoted as compared with the case where air for promoting atomization is used, and the amount of adhesion to the heater 18 is small. As a result, the electric energy consumed by the heater 18 increases.

Next, a twelfth embodiment of the present invention will be described with reference to FIG. The main difference from the third embodiment shown in FIG. 9 is that the drive motor 210 of the ETC valve 52 and the throttle positioning sensor (hereinafter, referred to as TPS) 211 are integrally mounted on the body 11k of the intake control device 110. Point and collecting pipe fuel injector 1
5a of the connector 15b and the drive motor 2
10, the TPS 211, the collecting pipe fuel injection valve 15a, and the wiring (thick line in the drawing) for connecting the heater 18 and the collecting connector 212 are embedded in the body 11k. The other configuration is the same as that of the third embodiment, and the duplicate description will be omitted.

In this embodiment, the collecting pipe fuel injection valve 1
By changing the shape of the connector 15b of the connector 5b and inserting the collecting pipe fuel injection valve 15a into the injection valve insertion portion 16 provided in the body 11k, the connector portion 15b and the collecting connector 2
12 is completed. The heater 18, drive motor 210 and TPS21
1 and the collective connector 212 are connected via each wiring. Therefore, each device provided in the body 11k controlled by the controller 32 (not shown)
The control can be performed via one collective connector 212 provided for k. Here, the collective connector 212
Is formed integrally with the body 11k. At least the periphery or all of the wiring portion of the body 11k is formed of a non-conductive member. For example, a non-conductive,
It is preferable to use a PBT resin having excellent rigidity, heat resistance, abrasion resistance and the like. The reliability of the sliding portion between the ETC valve 52 and the main passage 12 can be further improved by using a member made of aluminum or the like that is less thermally deformed.

The collective connector 212 is controlled by the control signal from the controller 32 (not shown) to control the internal combustion engine 1.
Are connected so as to control each device disposed on the body 11k in accordance with the driving condition of the vehicle.

According to the above configuration, the connectors of the respective devices provided in the body 11k can be integrated into the collective connector 212, and the respective wires can be formed by being embedded in the body 11k. it is possible to improve assemblability of the intake control unit 110, it is possible to improve the mountability of the internal combustion engine. Further, each wire will be embedded in a non-conductive material,
The safety is improved without the occurrence of electric leakage in the wiring.

The features of this embodiment can be applied to each of the above-described embodiments. For example, the features of this embodiment can also be applied to a case where the ISC valve 14 is integrated with the body 11.

As described above, the collecting pipe fuel injection valve 15 used in each of the embodiments described above employs a one-hole nozzle fuel injection valve having one fuel injection hole, but the shape control and atomization of the fuel spray 17 are performed. To facilitate this, a multi-hole nozzle fuel injection valve provided with a large number of fuel injection holes is preferred. For controlling the shape of the fuel spray, a notched nozzle in which the outlet side of the fuel injection hole at the tip of the nozzle is cut or a slit nozzle fuel injection valve in which a slit groove is formed is preferable.

With reference to FIG. 19, the difference between the shape of the fuel spray and the shape of the spray adhered to the heater depending on the nozzle shape will be described.

In the case of the one-hole nozzle 47, the fuel injection holes 7
The fuel spray 17 injected from 0 has a cone-shaped spray shape. Therefore, the shape of the nozzle hole tip and the spray shape in the A and B direction arrows are symmetrical, and the outermost angle θ1 of the fuel spray 17 is
And θ2 are similar angles. And the heater 18
The shape of the fuel spray 17 adhering to the surface is substantially circular.
However, as in the filled area, the collecting pipe fuel injection valve 1
5 and the attachment angle α of the central axis of the main passage 12, the attachment shape of the fuel spray 17 attached to the heater 18 becomes an oblong shape.

In the case of the multi-hole nozzle 47a, a multi-hole plate 8 having a plurality of small injection holes 81 formed downstream of the fuel injection holes 70.
0 is provided. Each injection hole 81 is much smaller than the fuel injection hole 70. Therefore, the particle size of the fuel spray 17 injected from the injection hole 81 is smaller than the particle size of the spray injected from the single fuel injection hole 70. Therefore, the penetration force of the fuel spray 17 becomes small, and the spray reaching distance (hereinafter, referred to as penetration) becomes short. In addition, by giving directionality to the injection holes 81 drilled in the multi-hole plate 80, each injection hole 81
Since the directionality of the spray to be injected can be controlled, the angle of the fuel spray 17 can be set to a desired value relatively easily. Therefore, since the spray angles θ1 and θ2 can be easily set, the attachment shape of the fuel spray 17 on the surface of the heater 18 can be arbitrarily set. For example, it is possible to set the filled area of the heater 18 described in the lower part of the column of the multi-hole nozzle to an area surrounded by a dotted line. As a result, the particle diameter of the fuel spray 17 can be reduced, the penetration can be shortened, and the attachment area of the fuel spray 17 to the heater 18 can be increased as compared with the one-hole nozzle. The heat from the heater 18 can be efficiently transmitted to the fuel attached to the heater 18, and the vaporization of the fuel can be promoted.

In the case of the notch nozzle 47b, the tip of the nozzle 47b is cut at a predetermined depth including a part of the fuel injection hole 70 as shown by a notch 71 shown by oblique lines, so that the deflected spray is generated. Can be realized. In this case, the particle size of the fuel spray 17 is about several μm larger than that of the fuel spray injected from the one-hole nozzle. However, the formation of the notches 71, it is possible to deflect the fuel spray 17, it is possible to shorten the penetration of the fuel spray 17. Further, since the shape of the fuel spray 17 attached to the surface of the heater 18 can be made wider than that of the one-hole nozzle, the heat from the heater 18 can be efficiently transmitted to the attached fuel, so that the fuel vaporization is promoted. can do.

In the case of the slit nozzle 47c, the slit groove 72 is provided with a predetermined width and depth so as to pass over the fuel injection hole 70 like a slit groove 72 indicated by oblique lines at the tip of the nozzle 47c. The fuel spray 17 can be flattened. Similar to the notch nozzle 47b, the particle size of the fuel spray 17 is about several μm larger than the fuel spray injected from the one-hole nozzle. However, by flattening the fuel spray 17 by the slit groove 70, the fuel spray 17
The penetration can be shortened. Further, since the shape of the fuel spray 17 attached to the surface of the heater 18 can be made wider than that of the one-hole nozzle, the heat from the heater 18 can be efficiently transmitted to the attached fuel, and the fuel spray 17 is vaporized. Can be promoted.

With the various nozzle shapes described above,
Since the penetration of the fuel spray 17 can be suppressed and the spray shape can be easily set to a desired shape, the shape of the spray adhering to the surface of the heater can be set to a desired shape. Therefore, the heat transfer to the fuel attached to the heater 18 can be improved, and the vaporization of the spray can be efficiently promoted. Then, by selectively employing various collecting pipe fuel injection valves 15 of such various nozzles, it is possible to configure an intake control device having characteristics preferable for various engines.

In all of the embodiments of the present invention described above, the average particle size of the fuel spray 17 injected from the collecting pipe fuel injection valve 15 and the port fuel injection valve 10 The relationship with the average particle size of the fuel spray injected from the fuel spray 17 is such that the average particle size of the fuel spray 17 injected from the collecting pipe fuel injection valve 15 is always smaller.

Furthermore, the so-called port injection type internal combustion engine 1 provided with the intake manifold 7 having the port fuel injection valve 10 for injecting fuel to each cylinder has been described as an example. The same effect can be obtained by applying the present invention to the so-called in-cylinder injection internal combustion engine 1 that directly injects fuel into the engine.

Each of the above-described embodiments can be considered as a fuel injection device having a throttle valve and a drive mechanism thereof, or as a throttle device (intake control device) having a fuel injection device. . In any case, the fuel injection device and the throttle device are one body 1
Since it is configured so as to be detachable from the intake pipe in a form integral with the apparatus 1, assembly, adjustment, and maintenance can be easily performed. In particular, with an electronically controlled throttle, the operation of the throttle valve and the operation of the fuel injection device at the time of starting can be easily confirmed.

In the above embodiments, the fuel spray 17
Until the gas flows from the collecting pipe fuel injection valve 15 into the main flow path, it is carried so as to reduce the adhesion to the passage wall by the air flow that merges at the outlet of the fuel injection hole, and after flowing into the main flow path, The carrier air that has flowed into the main flow path is carried so as to reduce adhesion to the main flow path wall surface. That is, the fuel spray and the carrier air join each other after flowing into the main flow path. The carrier air has a desired direction in the main flow path, for example,
It joins (collides) with the fuel spray in a state of having a direction along the main flow path or a direction leading to the fuel vaporizer.

[0148]

As described above, according to the present invention, the fuel spray for warming-up is atomized by one or two airflows to reduce the amount of fuel spray adhering to the passage wall. Therefore, it is possible to realize an intake control device capable of reducing HC discharged during warm-up. In addition, by making the contact of the fuel spray with the heater appropriate with the carrier air, it is possible to reduce the power consumption required for vaporizing the fuel.

Such an intake control device is unitized mainly by an air passage integrally formed in a body forming a main passage for installing a throttle valve and a fuel injection valve fitted to the body. Therefore, it is easy to manufacture and attach / detach to / from the internal combustion engine.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of an intake control device according to a first embodiment of the present invention and an internal combustion engine equipped with the intake control device.

FIG. 2 is an enlarged view of the intake control device according to the first embodiment of the present invention, in which (a) is a longitudinal side view,
(B) is an AA cross-sectional view of (a), and (c) is a partially enlarged view near the tip of the fuel injection valve.

3A is a sectional view taken along the line BB in FIG. 2A, and FIG.
It is a sectional view (b).

FIG. 4 is a diagram showing atomization characteristics of fuel spray, and FIG.
Is a graph showing a relationship between an average particle diameter and a gas-liquid volume flow ratio which is a volume flow ratio between air colliding with fuel spray and fuel spray injected from a fuel injection valve, and (b) is a graph showing particle size distribution. It is.

FIG. 5 is a diagram showing characteristics of power supply to a heater;
(A) is a graph showing the relationship between the voltage applied to the heater and time, and (b) is a graph showing the relationship between the current flowing through the heater and time.

6A and 6B are diagrams showing operating conditions and exhaust characteristics of an internal combustion engine, wherein FIG. 6A is a diagram showing the relationship between the average particle size of fuel spray and ignition timing, and FIG. 6B is a diagram showing the relationship between ignition timing and catalyst temperature; Figure showing
(C) is a diagram showing the relationship between the catalyst temperature rise time and the amount of HC emission in (b).

7A and 7B are diagrams showing a relationship between injection timing and time of each fuel injection valve, and FIG. 7A is a diagram showing a timing of a switching operation between a collecting pipe fuel injection valve and a port fuel injection valve, and FIGS.
(C) is a figure which shows the control signal of the on-off valve when the collecting pipe fuel injection valve is operating.

FIGS. 8A and 8B show an intake control device according to a second embodiment of the present invention, in which FIG. 8A is a longitudinal sectional side view, and FIG. 8B is an AA sectional view of FIG.

9A and 9B show an intake control device according to a third embodiment of the present invention, wherein FIG. 9A is a longitudinal sectional side view, FIG. 9B is a sectional view taken along the line AA of FIG. 9A, and FIG. FIG. 4 is a sectional view taken along the line CC in FIG.

FIGS. 10A and 10B show an intake control device according to a fourth embodiment of the present invention, wherein FIG. 10A is a longitudinal sectional side view, and FIG.
FIG. 5 is a view in the direction of arrow A in FIG.

FIGS. 11A and 11B show an intake control device according to a fifth embodiment of the present invention, wherein FIG. 11A is a longitudinal sectional side view, and FIG.
It is a CC sectional view taken on the line of FIG.

FIG. 12 is a vertical sectional side view showing an intake control device according to a sixth embodiment of the present invention.

FIGS. 13A and 13B show an intake control device according to a seventh embodiment of the present invention, wherein FIG. 13A is a longitudinal sectional side view, and FIG. 13B is a sectional view taken along line AA of FIG.

FIG. 14 is a vertical sectional side view showing an intake control device according to an eighth embodiment of the present invention.

FIG. 15 is a vertical sectional side view showing an intake control device according to a ninth embodiment of the present invention.

FIG. 16 is a vertical sectional side view showing an intake control device according to a tenth embodiment of the present invention.

FIG. 17 is a longitudinal sectional side view showing an intake control device according to an eleventh embodiment of the present invention.

FIGS. 18A and 18B show an intake control device according to a twelfth embodiment of the present invention, wherein FIG. 18A is a longitudinal sectional side view, and FIG.

FIG. 19 is an explanatory diagram of a spray shape due to a difference in a tip shape of an injection hole of various fuel injection valves applied to the intake control device of the present invention.

[Explanation of symbols]

1 ... internal combustion engine, 4 ... throttle valve, 11 ... body,
12: main passage, 13: bypass passage, 13a, 13b ...
Bypass passage, 14 ISC valve, 15 collective fuel injection valve, 17 fuel spray, 18 heater, 20 protrusion, 41, 42 pressure regulating chamber, 46 atomizing air outlet, 44
... branch outlet, 45 ... conveying air passage, 52 ... ETC valve, 53 ... rotating shaft, 55 ... ETC passage part, 100 ... intake air, 103 ... intake air, 104 ... intake air, 110 ...
Intake control device, 161 ... recess.

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F02M 69/00 310 F02M 69/04 BG 69/04 P F02D 33/00 318J F02M 69/00 350B 350H (72) Invention Person Yoshio Okamoto 502 Kandate-cho, Tsuchiura-city, Ibaraki Pref. In the Machine Research Laboratory, Hitachi, Ltd. 502, Kachidate-cho, Tsuchiura-shi, Ibaraki, Japan Machinery Research Laboratories, Hitachi, Ltd. (72) Inventor Ayumu Miyajima 502, Kandamachi, Tsuchiura-shi, Ibaraki, Japan Machinery Research Laboratory, Hitachi, Ltd. 2520 Oji Takaba Co., Ltd.Hitachi, Ltd.Automotive Equipment Group (72) Inventor Takanobu Ichihara 2520 Oji Takaba, Hitachinaka, Ibaraki Pref.Hitachi, Ltd.Hitachi Manufacturing Co., Ltd. 2477 Takaba, China City Hitachi Car Engineering Co., Ltd. (72) Inventor Tadashi Someno 2477 Takaba, Hitachinaka City, Ibaraki Prefecture Hitachi Car Engineering Co., Ltd. F-term (reference) 3G065 AA04 AA11 CA12 DA05 DA06 DA15 EA01 EA02 EA03 FA14 GA00 GA05 GA08 GA09 GA10 GA41 GA46 HA06 HA21 HA22 JA04 JA09 JA11 KA02 KA05

Claims (9)

[Claims] 1. A main passage for supplying air to a cylinder of an internal combustion engine is formed, a body provided with a throttle valve for adjusting an air flow rate in the main passage, and a body fitted in the body and provided in the main passage. A fuel injection valve for supplying fuel to the body, wherein the body has an opening communicating with the outside of the body and the inside of the main flow path at a downstream side of the throttle valve, and an opening surface of the opening. A mounting portion in which a fuel injection valve is fitted so as to be opposed to the first valve; a first bypass flow path branched from a main flow path on the upstream side of the throttle valve and communicated with the main flow path through the opening; The body member is formed by branching from a main flow path on the upstream side and downstream of the throttle valve and a second bypass flow path communicating with the main flow path on the upstream side or the downstream side of the opening. one Te An intake control device characterized by being molded into a body. 2. The air supply control device according to claim 1, wherein the body is configured to be detachable integrally with a throttle valve with respect to an intake pipe for supplying air to the internal combustion engine. 3. The fuel vaporizer according to claim 1, wherein the body is located in the main flow path downstream of the fuel spray injected from the fuel injection valve, and the fuel vaporizer generates heat by generating heat. An intake control device characterized in that: 4. The method according to claim 1, wherein a plurality of outlets of the second bypass flow path are formed on an inner peripheral surface of the main flow path along a circumferential direction, and the plurality of outlets are formed with respect to a center of the main flow path. An intake control device, characterized in that the intake control device is disposed offset. 5. The fuel injection valve according to claim 1, wherein a heater is disposed on a wall surface of the main flow path located in a fuel injection direction of the fuel injection valve, and a rotation axis of the throttle valve and a center of the fuel injection direction of the fuel injection valve. An intake control device, wherein a shaft and a shaft are arranged in substantially the same plane. 6. The intake control device according to claim 5, wherein the throttle valve is a throttle valve whose valve opening is electrically controlled. 7. The intake control device according to claim 3, wherein a cooling water passage for circulating an internal combustion engine is provided around the fuel vaporizer. 8. The fuel injection valve according to claim 1, wherein the fuel injection valve opens the fuel a plurality of times in a short cycle during one cycle of the fuel injection determined by the duty ratio to divide the fuel into a plurality of times. An intake control device that performs injection. 9. An internal combustion engine having a first fuel injection valve for injecting fuel into each cylinder, and an intake control device connected to an intake path upstream of the first fuel injection valve. An internal combustion engine, wherein the intake control device is configured as described in any one of claims 1 to 8.