JP2002531752A - Fuel injector for internal combustion engine and its injection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide fuel injection for an internal combustion engine suitable for injecting fuel at a first pressure from a tank into a combustion chamber in a gaseous state containing air supplied through an air supply duct. Get the device. SOLUTION: There is provided means (14; 45) for spraying a liquid microjet according to the present invention, the means (14; 45) being coupled to an air duct (2, 7). A pressure microchamber (21) for receiving at least fuel, a micronozzle (23), and means for applying a second pressure (24) to the fuel contained in the pressure microchamber (21).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

TECHNICAL FIELD OF THE INVENTION

The present invention relates to a fuel injection device for an internal combustion engine, and is suitable for injecting fuel at a first pressure from a tank into a combustion chamber in a gaseous state including air fed through an air feeding duct. The present invention relates to a fuel injection device for an internal combustion engine.

An endothermic reciprocating engine (reciprocating engine) equipped with a spark igniter (spark injection) including a turbo engine is supplied with an air-fuel mixture obtained upstream of a combustion chamber. Such an air-fuel mixture usually draws fuel from a tank by means of a suitable motor pump, which is then injected into an electronic injector.
To be obtained. The electronic injector injects fuel into an induction duct through which air flows, and atomizes the fuel. Next, the air-fuel mixture is supplied to the combustion chamber via an induction duct. Such an injection (injection) method is called a single point injection (SPI). Multi point injection:
An injection method called MPI) is also known. In this case, each cylinder is provided with an electronic injector (electronic injection device) near its input section.

[0003] Both the SPI injection method and the MPI injection method use an electromagnetically-actuated electronic injector, and this electronic injector includes a needle (movable element) that slides in a main body through which fuel flows. The needle has a shutter at its end, the displacement of which allows or prevents fuel to flow under pressure from the outlet nozzle. Since the injector is electromagnetically energized, the needle is provided with an electromagnetic anchor in its central region and is provided in the injector body to magnetically energize the needle according to well-known techniques with electromagnetic valves (solenoid valves). Appropriate solenoids are located.

[0004] Electromagnetic injectors can reach a flow rate of 200 to 750 cm ³ per minute, and produce droplets (drops) with dimensions of 50 μm or more. Injection frequency is 100 to 200
In the range of Hz, the injection time is between 1.7 and 2.5 ms (milliseconds).

[0005]

[Problems to be solved by the invention]

The major disadvantage of the injectors described above is that when the air-fuel mixture is formed, the smaller the size of the fuel droplets, the better the air-fuel mixture is suitable for combustion purposes. The atomization of the resulting fuel droplets is insufficient. Furthermore, it is difficult to accurately adjust the air-fuel ratio because of the low operating frequency and low flow rate of the electronic injector.

Another disadvantage is that electronic injectors require the fuel to be maintained at a high pressure,
For several bar pressures, a sufficient fuel pump and a sufficiently large fluid circuit are required, which adds to the cost.

[0007] Yet another disadvantage is that the overall dimensions of conventional electronic injectors are 50 to 7 in length.
0 mm, weighing 50-150 g, requiring special dimensions to place it in the fueling system of the engine.

It is an object of the present invention to solve the above-mentioned problems and to provide a fuel injection device for an internal combustion engine which has improved and more effective performance as compared with known solutions.

In this regard, it is a primary object of the present invention to provide a fuel injection device for an internal combustion engine and / or a method of fuel injection in an internal combustion engine that atomizes the fuel when the supplied air-fuel mixture is formed. It is in.

[0010] Another object of the present invention is to provide a fuel injection device for an internal combustion engine that can accurately adjust the air-fuel ratio of a supply mixture.

Still another object of the present invention is to provide a fuel injection device for an internal combustion engine that can apply a lower pressure to fuel as compared with a known system.

[0012] Still another object of the present invention is to provide a fuel device for an internal combustion engine having a limited overall size and weight capable of more reasonably arranging fuel injection points along an air passage leading to a combustion chamber. Is to provide.

[0013] In order to achieve the above object, an object of the present invention is to provide a fuel injection device for an internal combustion engine having the configuration and features described in the claims which constitute the main part of the invention described here. Is to do.

Still other objects, features, effects, and the like of the present invention will become apparent from the following detailed description and the accompanying drawings. The accompanying drawings are given by way of example only and are not intended to limit the invention to the illustrated embodiments.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION

FIG. 1 shows a basic schematic configuration of a fuel injection system 1 for an internal combustion engine according to the present invention. That is, FIG. 1 shows an induction manifold (manifold) 2 for supplying a combustion mixture with a required amount of air from an air intake of a motor vehicle. The air inlet is not shown in FIG. An air filter 3 is provided in the induction manifold 2, and a throttle housing 4 having a throttle valve (throttle valve) 5 is provided downstream of the air filter 3. On the downstream side of the throttle housing 4, an air plenum (
An air-filled space (plenum) is provided, and a plurality of
And each duct terminates in a cylinder head 8. The above elements are well known and will not be described in further detail here.

A fuel tank 9 is provided, and a fuel supply fluid circuit 10 indicated by a bold line extends from the fuel tank 9. The fuel supply fluid circuit 10 is driven by a fuel pump 11 and has a fuel filter 12 downstream thereof. The arrangement of each of these elements is also well known.

Downstream of the fuel filter 12, the fluid circuit 10 extends to a first branch 10 a containing a metering device 13, downstream of which a microinjector
14 are arranged. Furthermore, a metering device 13 is connected to the induction manifold 2 via an air duct 27. The microinjector 14 will be described in more detail with reference to FIG. 2, but a window 15 provided on the surface of the induction manifold 2 is described.
Are arranged within. Microinjector 14 associated with first branch 10a
Is located downstream of the filter 3 and upstream of the throttle housing 4.
Various types of microinjector pairs 14 are shown in FIG. 1 and are arranged tangential to and spaced apart from the induction manifold 2 to even out the fuel distribution in the air. I have. The microinjector 14 is arranged peripherally along the outer surface of the induction manifold 2 and is supplied by the branch 10a and the metering device 13.

The fuel supply fluid circuit 10 further comprises branches 10 b, 10 c, 10 d, 10 e, each of which is a metering device 13 and each duct 27 (shown in FIG. 1 to simplify the drawing). Not). Each duct communicates a metering device 13 with the associated guiding duct 7 and microinjector 14. Like the microinjectors arranged in the induction manifold 2, the microinjectors 14 are also arranged tangentially on the periphery of each induction duct 7.

An electronic control system 16 is provided, as is well known, which is connected to the induction manifold 2 and the microinjector 14 on the induction duct 7 by means of electrical connections 7a, 17b, 17c, 17d, 17e. Have been. On the other hand, the electrical connection means 18 receives a signal relating to the position of the throttle valve 5.

FIG. 2 shows a basic schematic structure of the microinjector 14 according to the present invention. The microinjector 14 is a device similar to an ink-jet printhead called "bubble-jets". In practice, the microinjector 14 comprises a silicon substrate 19 having a thickness of about 500 μm covered with a photopolymeric layer 20, which is provided with a window for forming a pressure chamber 21. The coating layer 22 defines a micronozzle 23 having a diameter of several tenths of microns. The silicon substrate 19 in the pressure chamber 21 is covered with a thin film heater 24. Fuel is introduced into the pressure chamber 21 where the fuel is rapidly heated by a thin film heater to a temperature suitable to convert some of it to gas (steam), typically 200 ° C. A plurality of small gas bubbles 25 are generated on the surface of the heater 24. These gas bubbles quickly combine to form a bubble (bubble) 25 shown in FIG. 2, which emits droplets 26 from the micro nozzle 23.

The electric pulse supplied to the thin-film heater 24 is as short as several microseconds, but is executed at a high power density estimated to be several hundred mW / m ² . The kinetic energy of the droplet 26 outside the micro nozzle 23 is a very small energy of about several μJ. Thus, each micro-injector 14, the number 1000H at a flow rate of about cm ³ / min
Operation at high z frequencies is possible. Since the droplets 26 have a size of 50 μm or less, the microinjector 14 enables atomization of fuel which is far superior to other known electronic injectors.

The fuel injection system 1 in the internal combustion engine shown in FIG. 1 operates as follows. That is, the fuel is supplied to the fuel supply circuit 10 through the fuel supply pump 11. A metering device 13 is used to supply fuel to the microinjector 14 and supplies the required fuel at the same pressure as for the guide duct 2. The microinjector 14, in which the thin film heater 24 is driven by the electronic system 16, sprays fuel on the induction manifold 2 when associated with the branch 10a and is associated with each branch 10b, 10c, 10d, 10e. If so, spray on the associated guide duct 7. Thus, the atomized fuel is injected into the airflow through either the induction manifold 2 or the induction duct 7 to form the air-fuel mixture needed to supply the engine. .

The electronic system 16 is supplied with information about the position of the throttle valve 5 via connection means 18 to appropriately control the spray frequency of the microinjector 14 and, ultimately, the plurality of active microinjectors 14 to reduce fuel consumption. Ensures that the optimum amount of fuel is supplied for each rotational speed with regard to compliance with pollution control standards.

The metering device 13 is shown in FIG. Metering device 13 receives fuel through a branch 10a of fuel supply fluid circuit 10 coupled to its input and supplies fuel to microinjector 14 through output duct 28. An inlet 27 of an air duct arranged above the metering device connects the metering device 13 to the induction manifold 2. A float 29 with a needle shutter 30 at the top is arranged in the metering device 13. The fuel supplied by the fuel pump 11 enters the metering device 13 through the branch pipe 10a and flows out through the outlet duct 28 towards the microinjector 14. When the fuel level in the metering device 13 is at such a level that the needle shutter 30 of the float 29 closes the branch pipe 10a, the supply of fuel is stopped. Fuel is supplied to the microinjector 14 by gravity until the fuel level is reduced to such an extent that the needle shutter 30 opens the branch pipe 10a. The function of the air duct 27 is to cause a pressure action of the induction manifold 2, not by the fuel, above the metering device 13. In practice, the pressure in the induction manifold 2 varies depending on the engine speed and the time between opening and closing of the induction valve. In order for the microinjector 14 to operate properly, a constant pressure difference is always required between air and fuel. By returning the pressure of the induction manifold 2 to the metering device 13, the fuel pressure in the microinjector 14 follows the development (change, evolution) of the pressure in the induction manifold 2. Obviously, for proper pressure control in the metering device 13, the duct 27 needs to detect the pressure of the induction manifold 2 near the microinjector 14. The same operation is performed in the duct 27 communicating with the guide duct 7.

FIG. 4 shows the operation of the electronic system 16 in the form of a block diagram. Electronic device 1
Reference numeral 6 denotes the rotation (revs) of the motor 31 and information from the phase sensor, knock.
The information from the sensor 32, the information from the throttle position sensor via the connecting means 18 as described above, the information from the water temperature sensor 34, and the information from the oxygen sensor 35 are received. By processing such information, the fuel pump 11, the ignition system 36 and the microinjector 14 are driven by the electronic system 16.

The electronic system 16 allows the fuel injector 16 of the internal combustion engine 1 to change the injection (injection) frequency of the plurality of micro-injectors 14, the number of active (active) micro-injectors 14, and the change of the active (active) micro-injectors 14. The operation of the plurality of micro injectors 14 can be controlled with respect to the displacement). Therefore, the microinjection system, particularly with respect to both the induction manifold 2 and the induction duct 7, can be used to obtain the advantages of both a single point injection (SPI) system and a multi-point injection system (MPI) system by the same injection system. Effectiveness of injector 14 (availability)
, The fuel supply can be made suitable for the operating state of each engine. For example, when only a fraction (fraction) of the maximum power of the engine is required, only the microinjector 14 corresponding to the induction manifold 2 is activated (energized), and the maximum power of the engine is required. At this time, the microinjector 14 corresponding to the guide duct 7 is activated (energized).

Although the above-mentioned micro jet injector has a lower flow rate than the known electronic injector, it has a reduced size and weight, a high operating frequency, and can exhibit a high fuel atomization ability. The fuel injection system for an internal combustion engine according to the present invention is based on the use of a microjet injector similar to a microjet ink injector for an ink jet printhead. Further, the fuel injection system of the present invention is characterized by operation as a fuel injector performing local pumping and metering functions at the outlet of the air delivery duct. That is, as long as the first pressure operates only to allow the fuel to flow through the fuel supply fluid circuit 10, the fuel pump 11 operates at a pressure much lower than the pressure used in the known system. That is, the first pressure of about 1 bar is applied, whereas the pressure of the known system was 4 to 6 bar. The microinjector 14 receives the fuel at this first pressure and supplies a suitable pressure through the thin film heater 24 for the micronozzle 23 to eject droplets 26 of the desired size and speed.

An injection system 40, which is an embodiment of the injection system 1 shown in FIG. 1, is shown in FIG. The injection system 40 is suitable for supplying the above-described mixed fuel to a two-stroke engine using an oil-gasoline mixed fuel. Thus, the system of FIG. 5 comprises an oil tank 41 having an oil duct 42 under pressure by a suitable oil pump 43. The oil is measured in a measuring device 44 similar to the measuring device 13.
Through the microinjector 14 and to several microinjectors 45 located on the induction manifold 2 in the same manner as the microinjectors 14. This micro injector 4
5 is controlled by the electronic system 16 via the connection means 47. Injection system 4
0, ie, the part related to gasoline injection, includes the injection system 1 shown in FIG. 1, including a microinjector 14 arranged in particular on the induction manifold 2.
It is exactly the same as the part.

The oil contained in the oil tank 41 is diluted with gasoline in advance to reduce the viscosity. Thus, by means of the injection system 40, a suitable oil-fuel mixture for a two-stroke engine is obtained directly in the induction duct 2.

A microinjector 14 assembled on the induction manifold 2 associated with a turbulator device (turbulator device) 50 is shown in FIG. The turbulator device 50 includes substantially two elements 51 having a parallelepiped shape parallel to the micro nozzle 23. The element 51 is provided with a through channel 52 having an appropriate shape (cross section). The elements 51 are arranged on the window 15 with some outer openings 53 of the channels 52 outside the induction manifold 2, while some inner openings 54 of the channels are substantially in particular with the micronozzles 23. It has reached the interior of the guidance manifold 2 in a communicating (associated) state. The turbulator device 50 communicates the induction manifold 2 through a channel 52 with the outside environment. Air flows from the outer opening 53 through the channel 52 to the inner opening 54 because the interior of the induction manifold 2 is almost in a vacuum state compared to the external environment. Due to the (cross-sectional) shape of the channel, a vortex is generated, resulting in a turbulent flow communicating with the micro nozzle 23. Such a turbulence has a function of further atomizing the fuel droplets in cooperation with the microinjector 14. Therefore, by employing the turbulator device 50, more preferable atomization of the fuel becomes possible. If further atomization is not possible and the size of the fuel droplets is kept constant, it is necessary to increase the micronozzle diameter 23 in order to increase the flow rate.

From the above description, the features of the present invention and the effects (advantages) thereof are clear.

[0032]

【The invention's effect】

Therefore, the fuel injection device for an internal combustion engine according to the present invention can further atomize the fuel in the air as compared with the known injection device, thereby improving the performance of the engine. In addition, the device of the present invention has the advantage that the microjets in the manifold and the guide duct can be arranged tangentially to the air flow, since they are small and plate-shaped. This can help further mix the fuel and air.

Furthermore, the fuel injection device for an internal combustion engine according to the invention has the advantage that it has an operating frequency that is particularly suitable for fine control over air-fuel mixing. The absence of moving parts, ie the use of a micro-injector without inertia, allows for a faster and more monitorable frequency change, while at the same time allowing higher operating frequency values for current devices. The device of the invention has a small overall size and a plate (
Due to the plate-like shape, it is possible to arrange it with a higher degree of freedom in the air supply duct.

Furthermore, the fuel injection device for internal combustion according to the present invention has the effect that it can operate at lower pressure in the fluid supply circuit extending from the tank to the microinjector. The pressure required for the fuel pump is about 1 bar, so that a simple and inexpensive membrane pump supplied directly by the motor can be used, or in the preferred example of a fluid circuit, the pump is Instead of using hydrostatic pressure, hydrostatic pressure can be used instead. Since there is no longer a high pressure of 4 to 6 bar to dump gasoline from the ducts which may be shut off irrespective of the operation of the engine, inertia for shutting off the gasoline supply in the event of a collision is no longer present. The low pressure has a clear effect on the design of the fuel supply fluid circuit, such as avoiding the installation of certain switches.

It will be appreciated by those skilled in the art that many modifications can be made to the fuel injection device and / or method for an internal combustion engine described above by way of example without departing from the spirit based on the novel concept of the present invention. It is clear. In addition, when the present invention is actually practiced, it is apparent that the shape and size of the component parts (components) are frequently changed from those described above, and that they can be replaced with other technically equivalent parts. .

A plurality of micro nozzles are connected to each micro jet injector. Microjet injectors are not only "bubble-jet" injectors, but also piezoelectric microjet injectors, i.e., injectors that utilize the expansion of piezoelectric actuators instead of fuel vapor bubbles. is there. The above-described piezoelectric microjet injector is more suitable for injection of oil, for example, in addition to injection of gasoline. Unless the microjet injector does not include substantially mechanically moving parts in the means for supplying pressure to the fuel in the microchamber, i.e., without inertia that allows for a high operating frequency, always Various microjets classified as microjet injectors for ink-jet printers
Injectors can be used.

[0037] The various microjet injectors have different injection functions. In addition to the oil injection described above for mixed fuel for two-stroke engines, the use of special microjet injectors under certain operating conditions of the engine to inject fuel additives into the induction manifold. it can. The microjet injector described above is controlled by the electronic system driving it as a function of its properties and / or optimization for pollution control.

[0038] It is also possible to arrange the microjet injectors in a different manner than described above. Specifically, to configure the SPI system
It is possible to make the injector correspond only to (communicate with) the induction manifold, or it is possible to make it correspond (communicate) only by the induction duct near the cylinder to constitute an MPI system.

In addition, microjet injectors associated with the induction manifold may be located downstream of the throttle housing and upstream of the air plenum.

The microjet injectors are preferably arranged on the circumference along several parallel circumferential or spiral paths. The microjet injectors arranged adjacent and parallel to each other are staggered to ensure the delivery of a large number of threads of air flowing through the guide duct (thread).
It may be arranged in.

The nozzles of one and the same microjet injector intersect a number of air streams and form an array (length, width, height,
May be arranged along or parallel to each other in oblique directions.

The channels can also be protected by filter sleeves to prevent dust from entering the channels of the turbulator device and to reduce the noise due to airflow.

[Brief description of the drawings]

FIG. 1 is a diagram showing a basic schematic structure of a fuel injection system for an internal combustion engine according to the present invention.

FIG. 2 is a diagram showing a basic schematic structure of a fuel injection device for an internal combustion engine according to the present invention.

3 is a diagram showing a basic schematic structure of details of the fuel injection system for an internal combustion engine shown in FIG. 1. FIG.

FIG. 4 is a view showing a basic schematic structure of a second detail of the fuel injection system for an internal combustion engine shown in FIG. 1;

FIG. 5 is a diagram showing a basic schematic structure of an embodiment of the fuel injection system for an internal combustion engine shown in FIG. 1;

FIG. 6 is a view showing a schematic structure of a fuel injection device for an internal combustion engine according to another embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Fuel injection system for internal combustion engines 2 Induction manifold 3 Filter 4 Throttle housing 5 Throttle valve 7 Induction duct 9 Fuel tank 13 Metering device 14 Microinjector 15 Opening 21 Pressure chamber 23 Micro nozzle 24 Thin film heater 27 Induction duct (return means) 44 Measuring device 45 Micro-injector 46 Induction duct (return means)

[Procedural Amendment] Submission of translation of Article 34 Amendment of the Patent Cooperation Treaty

[Submission date] February 19, 2001 (2001.1.29)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claims

[Correction method] Change

[Correction contents]

[Claims]

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02M 53/06 (81) Designated country EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, NL, PT, SE), OA (BF, BJ, CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, KE, LS, MW, SD, SL, SZ, TZ, UG, ZW), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM ), AE, AL, AM, AT, AU, AZ, BA, BB, BG, BR, BY, CA, CH, CN, CU, CZ, DE, DK, EE, ES, FI, G , GD, GE, GH, GM, HR, HU, ID, IL, IN, IS, JP, KE, KG, KP, KR, KZ, LC, LK, LR, LS, LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, SL, TJ, TM, TR, TT, UA, UG, US, UZ , VN, YU, ZA, ZW (71) Applicant Strada Costalunga, 10/10, 10024 Moncalieri, Italy

Claims (21)

[Claims] 1. A fuel injector for an internal combustion engine suitable for injecting fuel at a first pressure from a tank into a combustion chamber in a gaseous state including air fed through an air feed duct. Characterized in that it comprises means (14; 45) for spraying a liquid microjet coupled to the air supply duct (2, 7), said means for spraying said liquid microjet (14; 45) comprising at least a fuel. Receive pressure microchamber (21
), A micro-nozzle (23), and means (24) for applying a second pressure to the fuel contained in the pressure micro-chamber (21). 2. A means for spraying said liquid microjet (14; 45).
2. The fuel injection according to claim 1, characterized in that the fuel injection ducts (2, 7) are arranged coincident with openings (15) provided on the outer surface of the air supply duct (2, 7). apparatus. 3. A means (14; 45) for spraying said liquid microjet.
2) The fuel injection device for an internal combustion engine according to claim 1, wherein the fuel injection device is connected to a fuel metering device (13; 14). 4. The fuel metering device (13; 34) is provided with means (27; 46) for returning the pressure in the duct (2; 7) to the fuel metering device. The fuel injection device for an internal combustion engine according to claim 3, wherein 5. The fuel metering device (13; 34), wherein the pressure in the ducts (2, 7) is adjusted.
5) The internal combustion engine according to claim 4, characterized in that said means (27; 46) returning to the main body include a main duct communicating the fuel metering device (13; 44) with its respective duct (2, 7). Engine fuel injection device. 6. A means for spraying said liquid microjet (14; 45).
) Is an injector used as an ink-jet injector in the ink-jet printer head, and the means for applying the second pressure (24) to the fuel contained in the pressure microchamber (21) comprises a heater. The fuel injection device for an internal combustion engine according to claim 1, wherein: 7. A means (14; 45) for spraying said liquid microjet.
) Is an injector used as an ink-jet injector in an ink-jet printer head, and the means for applying the second pressure (24) to the fuel contained in the pressure microchamber (21) comprises a piezoelectric actuator. The fuel injection device for an internal combustion engine according to claim 1, wherein: 8. The air supply duct (2, 7) comprises an air guide manifold (2).
The fuel injection device for an internal combustion engine according to claim 2, comprising: 9. The fuel injection device for an internal combustion engine according to claim 2, wherein the air supply duct (2, 7) comprises an air guide duct (7). 10. A fuel supply circuit (10) suitable for supplying fuel from a tank to a metering device (13) is provided, the fuel supply circuit (10) controlling the pressure applied to the fuel at the injection point. 4. The fuel injection device for an internal combustion engine according to claim 3, further comprising a fuel pump operating at a low pressure. 11. A fuel injection method for an internal combustion engine for atomizing fuel through an injection means in a gaseous state including air, characterized in that it is used as an ink-jet injector in an ink-jet printer head. Means for spraying a liquid microjet (14;
45) The above-described fuel injection method for an internal combustion engine, wherein the method is used as injection means. 12. A means (14; 4) for spraying said liquid microjet.
The fuel injection method for an internal combustion engine according to claim 11, wherein one or more of (5) are provided. 13. A means (14; 4) for spraying said liquid microjet.
5. The method as claimed in claim 1, wherein the step (5) comprises atomizing the fuel in the induction manifold (2).
3. The fuel injection method for an internal combustion engine according to item 2. 14. A means (14; 4) for spraying said liquid microjet.
13. The fuel injection method for an internal combustion engine according to claim 12, wherein (5) atomizes the fuel in an induction duct (7) near the cylinder. 15. A means for spraying said liquid microjet (14; 4).
14. The fuel injection method for an internal combustion engine according to claim 13, wherein 5) atomizes the fuel also in the guide duct near the cylinder. 16. A fuel injection method for an internal combustion engine in which fuel is atomized through an injection device in a gaseous state including air, characterized in that the injection means (14; 45) is an air duct (2, 7). Exit (1
5) A fuel injection method for an internal combustion engine, which comprises applying pressure. 17. The fuel comprises a mixture of gasoline and oil. The means (14; 45) for spraying the liquid microjet includes a first set (14) for injecting gasoline and a second set for injecting oil. 3. The fuel injection device for an internal combustion engine according to claim 2, wherein at least two sets of two sets (45) are provided. 18. A means (14; 4) for spraying said liquid microjet.
3. The fuel injection device for an internal combustion engine according to claim 2, wherein at least one of the items (5) is suitable for injecting a fuel additive. 19. A means (14; 4) for spraying said liquid microjet.
The fuel injection device for an internal combustion engine according to claim 2, wherein 5) has parts that do not move with each other. 20. A means (14; 4) for spraying said liquid microjet.
3. A method according to claim 2, characterized in that 5) is associated with means for creating turbulence in the fluid (50), said means acting on said liquid microjets to aid their atomization. Fuel injection device for an internal combustion engine. 21. An ink jet printer head for injecting fuel for an internal combustion engine supplied to a combustion chamber of the internal combustion engine through an air supply duct in a gaseous state including air. Use of a liquid jet injector substantially the same as.