JP2004293544A - Mixture gas supply device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a mixture gas supply device for an internal combustion engine capable of keeping a good combustion condition by controlling the quality and quantity of the mixture gas to be supplied to cylinders with a high response and promoting the reduction of a harmful exhaust containing air pollutants and the reduction of the fuel consumption. <P>SOLUTION: The mixture gas supply device used in the internal combustion engine of multi-cylinder type includes an air flow control valve to adjust the amount of air sucked in and is structured so that a fuel jet hole of a fuel atomizing mechanism part is provided in a suction gas passage hole having communication with a throttle opening of the control valve in a position downstream of the throttle opening, and when the engine is started operating, a high speed air flow produced in the throttle part is led to the fuel jet hole from the periphery of the fuel atomizing mechanism part, and the jetted fuel atomized is turned in particulates and transported. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an air-fuel mixture supply device for an internal combustion engine (engine) for a vehicle, and more particularly to an air-fuel mixture supply device having a mechanism for improving the combustion state of the engine and reducing the amount of harmful exhaust gas.

  To protect the global environment, reduce emissions of harmful exhaust gas, which is an air pollutant represented by unburned fuel, carbon monoxide, hydrocarbons, nitrogen oxides, etc., contained in exhaust gas in automobile engines There is a need to reduce fuel consumption. In order to meet these demands, it is effective to form a good-quality air-fuel mixture under a wide range of operating conditions and rotational speeds of the engine and supply it to the inside of a cylinder serving as a combustion chamber, thereby always achieving a good combustion state. .

  In order to improve the combustion state, the fuel is atomized and properly mixed with air or recirculated exhaust gas to form a flammable air-fuel mixture. At the same time, the air-fuel mixture is given a flow to facilitate combustion in the cylinder. It is required to produce In addition, such a state of the air-fuel mixture is promptly changed to an appropriate state in response to an output request by a driver's accelerator operation, and is reflected in engine output control. Can stabilize the combustion state and contribute to emission of harmful exhaust gas and reduction of fuel consumption. The air-fuel mixture supply device having these functions is required to be small and inexpensive so that it can be mounted on a general vehicle. It is possible to do.

  A structure called a module or unit that combines multiple devices and functions, such as a fuel supply device and a throttle device that controls the amount of intake air, with the main purpose of reducing engine manufacturing costs by reducing the size and reducing the number of assembly steps. Is used. In such a module structure, conventionally, a multiple throttle body that includes an intake passage and a throttle valve to adjust an air flow to be taken into an engine cylinder, a fuel injection device, a fuel pump, a fuel filter, a fuel filter, A motorcycle fuel injection device equipped with a pressure regulator. (For example, see Patent Document 1). In addition, there is another type in which an injector for supplying fuel, a fuel pump, a fuel filter, a fuel pressure regulator, and an electronic control unit are unitized as an assembly with respect to a throttle device (for example, see Patent Document 1). 2). In such a structure, the equipment necessary for the structure of the intake system of the engine is integrated, so that assembling to the engine and productivity are improved rather than installing the equipment individually, and engine manufacturing costs are reduced. In addition, it is possible to correct the variation in the fuel spray amount for each unit based on the characteristics of the throttle and the injector, thereby reducing the performance variation when assembling the engine.

JP-A-10-122101

JP 2001-263128 A

  However, in such a module or unit, even if the amount of air taken into the cylinder by the throttle device and the amount of fuel injected by the fuel injection device are controlled, the controllability of the air flow is insufficient, and the air flow and It is difficult to improve fuel injection such as improving the atomization of fuel using the circulating exhaust flow, and it is difficult to generate and control swirl flow in the air-fuel mixture. There was difficulty in getting it. In particular, during low-speed operation of a general engine, the amount of intake air taken by the engine per fixed time is small, and the flow velocity and flow of air flowing into the cylinder are small. Active measures to promote combustion such as atomization of fuel and control of spatial distribution of fuel particle size are required. For this reason, conventionally, it has been necessary to take measures such as separately installing an air flow control valve called a swirl control valve or a tumble control valve for the purpose of promoting air flow in addition to the throttle device. In addition, the supply of recirculated exhaust gas, which is effective in reducing nitrogen oxides, also needs to be installed in a separate location away from its inlet and control device, and the installation location differs depending on the engine. It was necessary to modify the control timing and dynamic characteristics according to the configuration.

  In view of the above problems, an object of the present invention is to provide an air-fuel mixture supply device capable of improving the combustion state of an engine and reducing the emission amount of harmful exhaust gas. Also, due to insufficient atomization of fuel, even if atomized, the amount of fuel attached to the intake pipe inner wall surface is large, or the insufficient amount of fuel due to fuel adhesion to the intake pipe inner wall surface causes the engine to fail. It is an object of the present invention to provide an air-fuel mixture supply device capable of reducing the amount of harmful exhaust discharged at the start of a cold machine.

  In the present invention, the fuel spray port of the fuel spray mechanism is disposed downstream of the throttle opening in the suction passage communicating with the throttle opening of the air flow control valve constituting the air-fuel mixture supply device. During the start-up operation, the high-speed airflow created by the throttle of the airflow control valve reaches the fuel spray port from the outer periphery of the fuel spray mechanism, and further atomizes the fuel spray to be injected. Is transported.

  The air flow control valve shall be capable of changing the cross-sectional shape of the throttle opening due to the rotational movement, and the opening area of the throttle in the air flow control valve shall be small during the intake stroke of the internal combustion engine during engine start-up operation. By controlling to switch to large, the airflow accelerated by the throttle is guided from the outer periphery of the fuel spray mechanism to the fuel spray port, and the injected fuel spray is further atomized, and the opening area of the throttle is reduced. The fuel spray is conveyed by the expanded and increased airflow.

  Further, the opening of the air flow control valve has a convex shape, and during the rotation movement, the opening on the smaller side of this area is located near the fuel spray port of the fuel spray mechanism in the suction passage. The opening on the side with the larger area is arranged so as to be located far from the fuel spray port of the fuel spray mechanism in the intake passage, and during opening operation of the engine during the engine start operation, the opening area is smaller. In the same manner as described above, the fuel spray to be injected is further atomized and conveyed by the increased airflow.

  As described above, by using the air-fuel mixture supply device of the present invention, air, fuel, and recirculated exhaust gas can be supplied in an appropriate amount, quality, and flow over a wide range of engine operating conditions from start-up and low to high engine speeds. The air-fuel mixture mixed in the state can be controlled and supplied with high response, and a favorable combustion state can be promoted in the cylinder, and harmful exhaust gas and fuel consumption can be reduced. Further, it is possible to provide an air-fuel mixture supply device that supplies an air-fuel mixture that is desirable for startability and responsiveness of the internal combustion engine.

  FIG. 1 is a schematic external view of an air-fuel mixture supply apparatus 101 according to the present invention, which is applied to an in-line four-cylinder automobile engine having two intake ports per cylinder. This air-fuel mixture supply device mainly includes a multiple throttle mechanism 103, a fuel spray mechanism 105, an exhaust gas recirculation mechanism 107, and an integrated control unit 109. The multiple throttle mechanism 103 incorporates an air flow control valve capable of integrally controlling the air flow and the air flow for each intake passage, and the valve driving motor 111 is disposed at a lower portion. Eight openings serving as air suction ports are provided on the side surface on the front side of the drawing, and two adjacent cylinders from the end suck air for one cylinder of the engine. One of the two suction ports forming a pair is the low flow rate suction port 113 and the other is the high flow rate suction port 115. Although not shown, an opening portion serving as an air-fuel mixture discharge port corresponding to each intake port is provided on the side surface on the back side of the paper, and the intake port and the air-fuel mixture discharge port are inside the multiple throttle mechanism section 103. Are connected by a suction passage, that is, a passage portion. One end of the fuel spray mechanism 105 is connected to a fuel supply unit 117 located above the multiple throttle mechanism 103, and the main body is fixed to the multiple throttle mechanism 103. A fuel pipe extending from a fuel tank of the vehicle through a fuel pump is connected to a fuel supply port 119 to introduce fuel into the fuel supply unit 117, and is sprayed into the suction passage by the fuel spray mechanism 105. The exhaust gas recirculation mechanism 107 has a built-in recirculation exhaust control valve therein, controls the amount of recirculation exhaust gas introduced from the recirculation exhaust gas inlet 121, and distributes the same to each suction passage.

  FIG. 2 is a plan view of the air-fuel mixture supply device 101 shown in FIG. 1 when viewed from the X direction. In this drawing, the front side of the drawing is the air intake side, and the back side of the drawing is the discharge side to the cylinder. An air flow control valve 123 (FIG. 3) is configured and included in the multiple throttle mechanism 103, and both ends thereof are rotatably supported by bearings 125. Seal members 127 are provided at both ends of the air flow control valve 123, and air, fuel, recirculated exhaust gas, etc. flowing in the multiple throttle mechanism unit 103 leak to the integrated control unit 109 and the exhaust gas recirculation mechanism unit 107. To prevent The torque of the electric motor 111 installed below the multiple throttle mechanism 103 is transmitted to the airflow control valve 123 through a drive mechanism 129 included in the casing of the integrated control unit 109, and the airflow control valve 123 is rotated. Let it. One end of the air flow control valve 123 is connected to the throttle opening sensor 131, and the rotation angle information in the rotational movement of the air flow control valve 123 is output as an electric signal by this, and the integrated control circuit 133 in the integrated control unit 109 is output. Is transmitted to Further, a default spring mechanism 135 is attached to the air flow control valve 123, and when the electric power to the electric motor 111 is cut off, the rotation angle of the air flow control valve 123 (which is also the rotation angle of a rotating body described later), that is, the opening degree is set. The value is returned to a preset value by the action of the spring force of the default spring mechanism 135. A recirculation exhaust control valve 137 is provided inside the exhaust gas recirculation mechanism 107 to control the amount of recirculated exhaust gas introduced from the recirculated exhaust gas introduction unit 121 into the air-fuel mixture. The recirculated exhaust gas is distributed and mixed into each suction passage through a recirculated exhaust gas mixing port 141 having a smaller diameter than the recirculated exhaust gas distribution tube 139 through a recirculated exhaust gas distribution pipe 139 provided below the multiple throttle mechanism unit 103. You.

  FIG. 3 is a sectional view taken along line AA of FIG. In this figure, the lower side is the air intake side, and the upper side is the cylinder side of the engine. In the multiple throttle mechanism 103, eight intake ports are provided on the lower side surface in this figure, and two of the low-flow-side intake port 113 and the high-flow-side intake port 115 arranged adjacent to each other are used to control the engine. Intake air for one cylinder. These suction ports communicate with the low-flow-side suction passage 143 and the high-flow-side suction passage 145, respectively. The low-flow-side mixture discharge port 147 and the high-flow-side mixture discharge at the upper side of the drawing are respectively provided. It is connected to the exit 149. The low-flow-side mixture-air discharge port 147 and the high-flow-side mixture-air discharge port 149 are respectively connected to passages toward a mixture-air intake port in an engine cylinder. The air flow control valve 123 is a rotating body, forms a throttle (shield and throttle) with the surrounding storage body, and is installed so as to cross the middle of the low flow side suction passage 143 and the high flow side suction passage 145. The shape (opening shape) of the opening corresponding to each suction passage is processed in advance. The shape of the throttle formed in each suction passage is determined by the relationship between the wall surface of the suction passage and the shape of the opening formed in the air flow control valve, and is obtained by rotating the air flow control valve by driving the electric motor 111. The shape of the throttle is determined according to the relationship between a predetermined rotation angle (phase) and the shape of the throttle of the airflow control valve. Thus, the amount of air and the flow of air supplied to the cylinder through each intake passage are controlled. The fuel injection mechanism 105 is installed at a position between the low-flow-side suction passage 143 and the high-flow-side suction passage 145, and the fuel spray port is located downstream of the airflow control valve 123 closer to the cylinder. Then, the fuel is spray-supplied from the spray ports to both suction passages. Further, the recirculation exhaust mixing port 141 also opens in each intake passage on the downstream side closer to the cylinder than the airflow control valve 123. The recirculated exhaust gas inlet is provided at a position opposite to the fuel spray port with respect to the suction passage or at a position different from the fuel spray port at least in a circumferential direction of the suction passage. Thus, the fuel sprayed into the suction passage is prevented from adhering to the suction passage wall surface. With such a structure, a mixture in which air, fuel, and recirculated exhaust gas are mixed is discharged from the low-flow-side mixture discharge port 147 and the high-flow-side mixture discharge outlet 149, and the mixture becomes a combustion chamber of the engine. It is supplied into the cylinder.

  FIG. 4 is a sectional view taken along line BB of FIG. In this figure, the left side is the intake side, and the right side is the cylinder side of the engine. The air is sucked into the suction passage 143 from the suction port 113, the flow rate and the flow are controlled by the air flow control valve 123 provided in the middle of the suction passage, and is discharged from the mixture discharge port 147 toward the cylinder of the engine. You. The air flow control valve 123 is rotatable clockwise or counterclockwise in the drawing, and forms a throttle between the opening 155 and a suction passage formed in the casing 157 of the multiple throttle mechanism. To control the flow and flow of air through it. As the flow, the air flow rate of each suction passage, control to activate the swirling flow in the cylinder by imbalance after discharge by making a difference in flow rate, rotation by changing the spatial distribution of flow rate and flow rate in the suction passage, Control for generating a swirling flow or the like, control for deflecting the air flow toward the fuel spray port at a low flow rate to promote atomization of the spray fuel by the air flow, and the like are performed. In addition, when the air flow control valve 123 is rotated clockwise to open the throttle, the throttle opens from the fuel spray mechanism 105 side, so that the air flow is more easily concentrated on the spray port, and high-speed air It is easy to atomize by colliding the flow. Conversely, when the throttle is rotated counterclockwise to open the throttle, the throttle opens from a portion opposite to the fuel spray mechanism 105, and guides a high-speed air flow to the wall surface so that the sprayed fuel adheres to the wall surface. It is easy to obtain the effect of suppressing this. One end of the fuel spray mechanism 105 is connected to the fuel supply unit 117 to receive the supply of fuel, and is fixed to the mount 159 communicating with the suction passage formed in the multiple throttle mechanism 103. The fuel injection port 161 is opened on the downstream side closer to the cylinder than the air flow control valve 123, and sprays fuel toward the low flow side suction passage and the high flow side suction passage. A recirculation exhaust distribution pipe 139 is disposed below the suction passage, and recirculation exhaust gas is introduced into the suction passage from a recirculation exhaust mixing port 141. The recirculated exhaust gas inlet 141 is provided at a position with respect to the fuel injection port 161 in the intake passage or at a different position in the circumferential direction, and supplies recirculated exhaust to a portion where the sprayed fuel is expected to collide with a wall surface, thereby supplying heat and flow. Therefore, it is also used for the purpose of preventing the sprayed fuel from adhering to the wall surface. In this way, a mixture of air, fuel, and recirculated exhaust gas introduced into the intake passage is formed, and the mixture is discharged from the mixture discharge port 147 to the cylinder of the engine with the flow added.

  FIG. 5 shows a device configuration of an intake system in a conventional general engine. The flow rate of the air that has passed through the air cleaner and is sucked into the intake pipe 201 from the atmosphere is controlled by a throttle formed in a throttle device 203 provided in the middle of the intake pipe, and is sent to the surge tank 205. The independent intake pipe 211 branches from the surge tank 205 toward each cylinder 209 of the engine body 207 and is connected to each cylinder intake port 213. One to three cylinder intake ports 213 each having an intake valve that opens and closes in relation to the rotation phase of the engine crankshaft are provided for each cylinder. Alternatively, the flow branches according to the number of the cylinder intake ports. An air flow control valve for controlling air flow is provided in the middle of the independent intake pipe, and a fuel sprayer 215 is provided downstream thereof to spray and supply fuel into the independent intake pipe. The exhaust pipe 217 and the surge tank 205 or the intake pipe are connected by an exhaust recirculation path 219, and a part of the exhaust gas extracted from the exhaust pipe is controlled in amount by a recirculation exhaust control device 221 in the middle of the path. It is returned to the intake side. Each device is separate and requires its own piping and wiring. Therefore, in the process of assembling the engine, it is necessary to connect the piping and wiring in each device.

  FIG. 6 shows a flow chart of the mixture formation in such an intake system. In forming the air-fuel mixture supplied to the cylinder 209, three different devices, a throttle device 203 in the intake pipe 201, a fuel sprayer 215 in the independent intake pipe 211, and a recirculation exhaust control device 221 in the exhaust recirculation path 219, are used. To control the amounts of air, fuel, and recirculated exhaust gas, respectively. The response time for controlling the air-fuel mixture state in response to changes in the engine output demand and the combustion state is determined by the air, fuel, and recycle time in addition to the respective operation response times of the throttle device 203, the fuel sprayer 215, and the recirculation exhaust control device 221. It is determined as a result of considering the time required for each of the circulating exhaust to reach the cylinder from each control device.

  On the other hand, FIG. 7 shows a device configuration of an intake system in an engine using the air-fuel mixture supply device in the present embodiment. As shown in this figure, the air-fuel mixture supply device is installed in the middle of the independent intake pipe 211. An exhaust gas recirculation path 219 extending from the exhaust pipe 217 and a fuel pipe extending from the fuel pump are directly connected to an air-fuel mixture supply device. The control of the air, fuel, and recirculated exhaust gas is performed at a position close to the cylinder, and a delay in transportation to the cylinder is reduced, so that a quick response to a driver's accelerator operation is possible. The multiple throttle mechanism, the fuel spray mechanism, and the exhaust gas recirculation mechanism in this device are connected to the integrated control unit via wiring inside the air-fuel mixture supply device. The number of wirings extending to the outside of the supply device can be reduced and arranged. As a result, the number of engine assembly steps can be reduced, that is, manufacturing costs can be reduced. FIG. 8 shows a flow chart of the mixture formation in such an intake system. Since the mixed amounts of air, fuel, and recirculated exhaust gas in the air-fuel mixture are all controlled inside the air-fuel mixture supply device 101, it is possible to reduce the variation in response of each mixed amount. There is no need to separately install the conventional throttle device 203, recirculation exhaust control device 221 and the like. However, there is no problem even if they are installed as a countermeasure in case of a failure of the air-fuel mixture supply device 101. In the conventional intake system configuration as shown in FIG. 5, the pressure in the downstream side of the throttle device 203 on the cylinder side is reduced below the atmospheric pressure, so that the downstream intake pipe 201 and surge tank 205 are required to have a pressure holding function. However, in the case where the air-fuel mixture supply device of FIG. 7 is used, the upstream side of the air-fuel mixture supply device 101, that is, most of the air cleaner side is at atmospheric pressure. There is no need to take measures. For this reason, the intake pipe and the surge tank can be manufactured at lower cost, and the manufacturing cost of the engine can be reduced.

  FIG. 9 shows an external view of the air flow control valve 123. This valve includes a rotating body 300, an air flow control section 301 formed on the rotating body 300, a bearing mounting section 303, and an opening sensor connection section 305. In the airflow control unit 301, eight openings corresponding to the respective suction passages, that is, suction passage portions 307 and 309 (hereinafter, referred to as openings) are formed in the cylindrical member of the rotating body 300. I have. The two openings, the low flow side opening 307 and the high flow side opening 309, control the intake air for one cylinder. The two openings may be freely processed so as to exhibit different opening characteristics with respect to the circumferential rotation of the airflow control unit 301. In this example, the low flow-side opening 307 is replaced by the high flow-side opening. The opening state is set in an angle range twice as large as the angle range 309. The bearing mounting part 303 corresponds to the bearing part 125 described above, and is incorporated in the multiple throttle mechanism part 103 so as to be rotatable in both the F direction and the R direction. That is, reversible bidirectional rotation is possible. The opening sensor connection unit 305 is connected to the throttle opening sensor 131 and transmits rotation angle information of the airflow control valve 123 to the sensor.

  The operation characteristics of the air flow control valve 123 shown in FIG. 9 will be described with reference to FIG. The cross-sectional view taken along the line BB in the figure shows a portion near the intake passage, particularly the section taken along the line BB in FIG. Similarly, the cross-sectional view taken along the line C-C in FIG. 2 similarly shows a portion near the suction passage in the cross-section taken along the line CC in FIG. When the state of FIG. 10 (1) is set to the initial fully closed state and the air flow control valve shown in FIG. 9 is rotated in the F direction, the throttle section gradually decreases from the low flow side while the high flow side remains fully closed. Is opened, and the low flow rate side is fully opened in the state of FIG. When the rotating body 300 is further rotated in the F direction from this state, the throttle section on the high flow rate side starts to open while the low flow rate side is kept in the fully open state. Of the suction passages 310 and 311 are fully opened. Further, when the rotating body 300 is further rotated in the F direction, the size of the throttle portion is reduced substantially similarly on the low flow rate side and the high flow rate side, and the fully closed state is again obtained as shown in FIG. On the other hand, when the rotating body 300 is rotated in the R direction, from the fully closed state in FIG. 10 (7), as shown in FIG. Similarly, the size of the squeezed portion is increased, and is fully opened in the state of FIG. 10 (5). When the rotating body 300 is further rotated in the R direction, as shown in FIG. 10 (4), the size of the throttle portion on the high flow rate side is reduced while the low flow rate side is fully opened, and in the state of FIG. 10 (3). , Only the high flow side is fully closed. When the rotating body 300 is further rotated in the R direction, only the size of the throttle portion on the low flow rate side is reduced while the high flow rate side is kept in the fully closed state, and finally, as shown in FIG. It becomes fully closed. As described above, the air flow control valve shown in FIG. 9 increases or decreases the opening degree of the throttle unit with the rotation of the rotating body 300, and the low flow rate side in the region from FIG. 10 (1) to FIG. 10 (5). It is used to provide a difference between the air flow rate on the high flow rate side and the air flow rate on the high flow rate side, or the air flow rate on the low flow rate side and the high flow rate side are equal in the region from FIG. 10 (5) to FIG. It can be increased or decreased. Further, depending on the rotation direction, whether the throttle portion opens from the fuel spray mechanism side in the suction passage or from the opposite side changes. When it is desired to promote the atomization of the fuel at a low flow rate or the like, the rotating body 300 is rotated clockwise in FIG. 10 in the direction F, and the throttle unit is opened from the side near the fuel spray mechanism, and the fuel spray mechanism is opened. The high-speed air flow is concentrated on the fuel spray section and its fuel spray port, and the air flow collides with the fuel particles to atomize the fuel. On the other hand, when it is rather required to prevent the adhesion to the wall surface of the suction passage, the rotating body 300 is rotated in the R direction, that is, in the counterclockwise direction in FIG. Then, the air flow is intensively directed to the vicinity of the point where the sprayed fuel collides with the wall surface of the suction passage, thereby suppressing the fuel from adhering to the wall surface or removing the adhered fuel.

  As described above, the recirculated exhaust gas passes through the recirculation exhaust distribution pipe 139 provided at the lower portion of the multiple throttle mechanism section 103 and from the recirculation exhaust mixing port 141 having a diameter smaller than that of the recirculation exhaust distribution pipe 139 to each of the suction passages. Is distributed and mixed in. As shown in the figure, the throttle portion is not only disposed in close proximity to the fuel spray port but also in proximity to the recirculation exhaust mixing port 141, and the mixture of fuel, intake air and recirculation exhaust gas is supplied to the air flow control valve 123. Is performed efficiently in the vicinity of the exit.

  Even in the case where the same amount of air flows in total, when using a control that provides a difference in the amount of air passage between the low flow rate side and the high flow rate side suction path, more air flow is concentrated in the low flow rate side suction path. The inertia is increased by increasing the flow velocity, and more air-fuel mixture can be supplied to the cylinder more efficiently by using the inertia effect. Due to the increase in the efficiency of suction into the cylinder, a larger torque output can be obtained even with the same engine rotation, and the fuel consumption of the entire vehicle can be reduced. In addition, as shown in FIG. 11, by making a difference between the mixed gas flows flowing through the two flow paths connected to one cylinder, a swirling flow in the cylinder and other rotational flows in a vertical direction (not shown) are performed. Can be activated. By controlling this flow, it is possible to increase the flame propagation speed during combustion to obtain a large output of the engine, and also to improve the mixing state and improve the combustion state to reduce the generation of harmful exhaust Can be. On the other hand, even if the same air flow control valve is used, the sizes of the throttle portions of the suction passages on both the low flow rate side and the high flow rate side are uniformly increased and decreased by using the regions of FIGS. 10 (5) to 10 (7). Since it is also possible to make the air flow evenly through both the intake passages as shown in FIG. 12, the air-fuel mixture can be supplied more smoothly to the combustion chamber. Even if the same air flow rate is required, judging from the operating state of the engine and the accelerator operation state of the driver, if more air flow is required, a state as shown in FIG. Is required, a state as shown in FIG. 12 can be generated.

  As described above, in the air-fuel mixture supply device used for the multi-cylinder internal combustion engine, the suction passage portions connected to the respective cylinders are branched and attached so as to merge again. A passage 310 formed inside the rotating body 300, a first component having an opening 307 formed in a part of the outer peripheral part of the rotating body 300, and a rotating body 300 and a formed inside the rotating body 300. A second component in which an opening 309 is formed in a part of an outer peripheral portion of the rotating body 300 is provided, and a rotating device that rotates the rotating body 300 in both reversible directions is provided, and a rotational motion is provided. Thus, an airflow control valve 123 is formed in which a throttle portion in which the throttle shape of each of the two components changes is formed. A multiple throttle component 103 including the airflow control valve 123 is formed. Mixture supply apparatus for an internal combustion engine fuel spray nozzle is disposed close fuel spraying mechanism 105 is provided in the throttle portion of the flow control valve 123 is constituted.

  Further, in the air-fuel mixture supply device used for the multi-cylinder internal combustion engine, the intake passages connected to the respective cylinders are branched and attached to an intake pipe that is made to join again. And a passage portion 310 formed inside the rotating body 300, a first component having an opening formed in a part of the outer peripheral portion of the rotating body 300, and a passage portion formed inside the rotating body 300 311 and a second component in which an opening 309 is formed in a part of the outer peripheral portion of the rotating body 300 is formed, and changes in the aperture shapes of the two components are different from each other due to the rotational movement of the rotating body 300. The air flow control valve 123 is formed with a throttle portion that changes in the manner described above, and the multiple throttle configuration portion 103 including the air flow control valve 123 is configured. Mixing of an internal combustion engine which spray nozzle is arranged close fuel spray mechanism 105 is provided air supply device is formed.

  Further, in the air-fuel mixture supply device used for the multi-cylinder internal combustion engine, the intake passages connected to the respective cylinders are branched and attached to an intake pipe that is made to join again. A passage 310 formed inside the rotating body 300, a first component having an opening 307 formed in a part of the outer periphery of the rotating body 300, and a passage formed inside the rotating body 300 A part 311 and a second constituent part in which an opening 309 is formed in a part of the outer peripheral part of the rotating body 300 are formed, and when the rotating body 300 rotates, the respective diaphragm shapes of the two constituent parts are formed. An airflow control valve 123 is formed in which a throttle portion whose change changes so as to be different from each other is formed, and a multiple throttle forming unit 103 including the airflow control valve 123 is formed, and the airflow control valve 123 is formed. A fuel spray mechanism 105 is provided in the vicinity of the throttle portion, and a fuel spray mechanism 105 is provided. A recirculation exhaust mixing port 141 is provided in the vicinity of the throttle portion of the air flow control valve 123, and an exhaust gas recirculation mechanism 107 is provided. Thus, an air-fuel mixture supply device for the internal combustion engine is configured such that the controlled intake air, spray fuel, and recirculated exhaust gas are mixed near the downstream side of the throttle section.

  Further, each air flow control valve 123 constitutes an air-fuel mixture supply device used for an internal combustion engine having two throttle portions in the rotation direction.

  Further, the air flow control valve 123 has a rotation angle of the rotating body 300 set so that the discharge direction of the intake air passing through the one throttle portion is directed to the vicinity of the fuel spray port 105, and the vicinity of the fuel spray port 105 is controlled. The present invention provides an air-fuel mixture supply device for use in an internal combustion engine in which a fast air flow is supplied to a fuel injection port and a fast air flow is caused to collide with the fuel injection flow.

  Further, the opening 307 of the first component and the opening 309 of the second component are formed so as to have different sizes, and are arranged so that the opening directions of the openings are different. A supply device is configured.

  FIG. 9 is a graph showing a change characteristic of the opening area with respect to the opening when the air flow control valve shown in FIG. 9 is rotated in the F direction to change from the fully closed state in FIG. 10A to the fully open state in FIG. FIG. The opening cross-sectional area in the intake passage per cylinder with respect to the opening degree is determined by the opening of the low flow side opening 307 up to the first 50%, and the high flow side opening 309 above that. FIG. 7 shows the relationship between the number of engine revolutions when the air-fuel mixture supply device using this valve in the multiple throttle mechanism is applied to an in-line four-cylinder automobile engine having two intake ports per cylinder in the configuration shown in FIG. FIG. 14 shows the efficiency of cylinder intake. The dashed line on the graph indicates the relationship when the air flow control valve is fully opened as shown in FIG. 10 (5), and the maximum value under this condition is defined as 100% of the Y axis in this graph. The efficiency of cylinder intake showed a maximum under operating conditions in which the engine rotated at 4500 rpm, and tended to decrease at higher and lower rotational speeds. On the other hand, the solid line in this graph shows the relationship when the opening of the air flow control valve is 50% and only the low flow rate side suction passage is fully opened as shown in FIG. Under low-speed operation conditions where the engine speed is 2500 revolutions per minute or less, the intake efficiency was higher than that in a state where both intake passages indicated by chain lines were fully opened. This indicates that the inertia effect can be increased by concentrating the flow in one of the intake passages, and the efficiency of the cylinder intake can be improved as compared with the case of full opening depending on the operating conditions. Generally, the higher the cylinder intake efficiency, the greater the rotational force (torque) at the engine speed. Therefore, by controlling such an airflow control valve, it is possible to increase the torque output under low-speed operation conditions of the engine, and further reduce the fuel consumption of the vehicle by balancing with the transmission. In particular, FIG. 15 shows the efficiency of cylinder intake when the opening cross-sectional area of the airflow control valve is changed when the engine is operated at 1500 rpm. The chain line on the graph shows the relationship when the air flow control valve in FIG. 9 is rotated from the fully closed state in FIG. 10 (7) in the R direction to the fully opened state in FIG. 10 (5). As the cross-sectional area of the opening, that is, the size of the opening of the restricting portion was increased, the efficiency of the cylinder intake was increased, and reached the maximum in the fully opened state. On the other hand, the solid line shows the relationship when the air flow control valve in FIG. 9 is rotated from the fully closed state in FIG. 10A to the F direction to the fully opened state in FIG. The efficiency of the cylinder intake is indicated by a chain line when the throttle sections on both sides are uniformly opened up to an opening cross-sectional area of about 50%, that is, in a region where only the suction passage on the low flow rate side is open. The maximum value was about 5% higher. In a region where the cross-sectional area of the opening exceeds 50% and the narrowed portions on both sides are in the open state, the relationship is almost equal to the relationship indicated by the chain line. As described above, in the air-fuel mixture supply device using the airflow control valve as shown in FIG. 9, the torque output of the engine tends to differ depending on not only the size of the throttle portion but also the opening state of both intake passages. Even if the opening of the throttle portion is increased together with the operation of opening the accelerator by the driver, the torque output does not always increase. Therefore, the integrated control unit controls the airflow control valve so as to provide the engine output required by the driver, in consideration of the accelerator operation of the driver and the operation state of the engine, the opening state of the airflow control valve, Efficiently control engine output. For example, if the torque output can be increased by opening only half of the throttle rather than opening the throttle fully, a command is issued to open the throttle only half of the throttle even if the driver operates the accelerator fully.

  The low-flow-side opening 307 and the high-flow-side opening 309 to be processed into the airflow control valve 123 are determined according to the control purpose and the characteristics of the engine to be applied in addition to the shape shown in FIG. It is processed freely by the flow control unit 301. For example, when the air flow control valve shown in FIG. 16 is rotated in the F direction to open the throttle portion, the low flow rate side opening 307 has a characteristic that it gradually opens from the corner near the fuel spray port. . FIG. 17 is a partial cross-sectional view of the intake passage for one cylinder in the multiple throttle mechanism using the valve, as viewed from the discharge port side. When the air flow control valve shown in FIG. 16 is rotated in the F direction from the fully opened state of FIG. 17A, the low flow side suction passage 145 is shifted from the upper side of the fuel spray unit 105 side as shown in FIG. Starting the opening of the throttle unit, the opening of the throttle unit on the low flow rate side is increased as shown in FIG. When all the throttle portions on the low flow rate side are opened, the throttle portions on the high flow rate side are opened as shown in FIG. The rest is the same as the valve shown in FIG. In the states (2) and (3) of FIG. 17, the throttle portion opens in the lower-flow-side suction passage 145 biased toward the upper left portion of the drawing, and the airflow passing therethrough is reduced by the air flow shown in FIG. As shown in (1), the swirling motion of the air in the suction passage is generated, or another rotational motion is generated depending on the opening shape of the throttle (not shown), thereby increasing the flow state in the suction passage. The generation of this swirling flow and the enhancement of the flow state improve the mixing state of air, fuel and recirculated exhaust gas in the air-fuel mixture, and also activate the air flow inside the cylinder to increase the flame propagation speed during combustion. This contributes to improving the combustion state, and as a result, the generation of harmful exhaust gas can be suppressed.

  The airflow control valve shown in FIG. 9 is of a type in which the throttle portion is formed at two positions, that is, the suction side and the discharge side of the valve, but a method in which the throttle is formed only at one position as shown in FIG. 19 may be used. There is no need to consider variations in the openings of the two throttle portions, and the intake air amount can be controlled stably.

  Further, in the seal structure between the suction side and the discharge side of the air flow control valve, the adjustment is performed by a gap between the air flow control valve 123 and the casing 157 that houses the air flow control valve 123. Alternatively, the seal function is provided to the seal portion 157 by providing the air flow control valve 123 with a seal portion 165 that is more convex than the other portions and contacting that portion with the casing 157 or reducing the gap between the two. The structure to consolidate is also good. With such a structure, a high sealing effect can be maintained without significantly improving the processing accuracy of the airflow control valve itself. The seal portion is formed by processing a convex portion on the air flow control valve itself, or is formed by incorporating another seal member into the air flow control valve. Although not shown, the seal portion 165 may be formed on the casing side in a similar manner. By doing so, a stable sealing effect can be obtained even if the rotation range of the airflow control valve is expanded. In addition, by making these seal portions easily deformable, it is possible to prevent the entire valve from sticking even when foreign matter is mixed.

  In the air-fuel mixture supply device, as shown in FIG. 4, an air flow is guided to the fuel spray mechanism main body or the fuel spray port by an air flow control valve 123 installed in close proximity to the fuel spray mechanism 105, and the air flow is reduced. The fuel particles are atomized by colliding with the fuel particles. In particular, as shown in FIG. 17 (2) and FIG. 18, the air flow control valve deflects the air flow to the fuel spray port to supply the fuel, and concentrates the high-speed air flow on the fuel immediately after leaving the spray port. The collision can enhance the effect of atomizing the fuel particles. Alternatively, as shown in FIG. 20, an air-assist type mount 163 is formed in a casing 157 of the multiple throttle mechanism section, and an air flow is guided through the assist air supply passage 167 here. The shape of the air-assist type mount 163 is such that the distance between the fuel spray port 161 of the fuel spray mechanism 105 attached thereto and the bottom of the mount is narrowed to 2 mm or less, and the fuel immediately after exiting the injection port is substantially perpendicular to the spray direction. The shape is such that the air flow can collide, and the collision further atomizes the fuel. By using this method, even if the fuel spray mechanism 105 itself does not have a special atomization structure, fine fuel spray can be obtained effectively, and the fuel spray mechanism can be configured at low cost. Therefore, even when the fuel spray mechanism needs to be replaced with long-term use, the replacement cost can be reduced. Alternatively, as shown in FIG. 21, an air assist which includes a mechanism capable of atomizing the fuel particles released by receiving air from the outside in a mount 159 machined in a casing 157 of a multiple throttle, as shown in FIG. The atomizing effect can also be obtained by a method in which the fuel atomizer 169 is attached and an air flow is supplied to the air-assisted fuel atomizer 169 through the assist air supply passage 167. In this method, the influence of accuracy on casing processing and assembly of the air-fuel mixture supply device is small, and it is possible to stably atomize the fuel. The position where the assist air supply passage 167 in the structure shown in FIGS. 30 and 31 communicates with the suction passage and takes in the air flow is provided at the same position as the air flow control valve or at the upstream side thereof. The airflow is taken in by utilizing the pressure difference between the control valve and the downstream side. In FIG. 20 and FIG. 21, the suction port of the assist air supply passage 167 is provided at a position where the air flow is guided by the shape of the valve when the valve is in the low opening degree and the pressure is higher than the surroundings. With such a structure, the air atomization effect can be increased by supplying a higher-speed air flow particularly at a low opening degree. In addition, as shown in FIG. 10 (1) to FIG. 10 (3), when the air-fuel mixture is often formed by opening the throttle portion only of the suction passage on the low flow rate side, as shown in FIG. The suction port of the assist air supply passage 167 is provided in the high-speed inflow passage. Although the pressure on the low flow rate side decreases due to the opening of the throttle, the air flow is supplied at a stable and high pressure from the throttle on the high-speed side where the throttle is not open, so that more stable fuel particles can be obtained in the valve low opening state. Effect can be obtained.

  In the embodiment shown in FIG. 1, in the multiple throttle mechanism section 103 of the air-fuel mixture supply device 101 corresponding to an in-line four-cylinder type automobile engine having two intake ports per cylinder, four cylinders are integrated. Is driven by one motor 111. This method has a feature that it is easy to manufacture at low cost because only one motor is used for airflow control.

  In addition, as shown in FIG. 23, a type in which two sets of an airflow control valve, an electric motor, and a drive mechanism corresponding to two cylinders may be incorporated. In this case, since the air flow control valve per unit can be reduced in size as compared with the structure shown in FIG. 1, the required driving force of the motor to be driven can be small, and the responsiveness of valve drive can be increased. In addition, the effects of deformation due to thermal deformation and the like in the axial direction of the valve are small, and the accuracy of controlling the air flow is improved.

  Further, by providing the throttle opening degree sensors respectively, it becomes easy to correct the processing accuracy of the valve and the variation of the intake air for each cylinder caused by the adhesion of foreign matter and the like. The variation in intake air for each cylinder is determined by measuring the pressure in the upstream and downstream parts of the air flow control valve with a pressure sensor, or measuring the differential pressure with a differential pressure sensor, and comparing it with the size of the opening of the throttle by the valve. Either calculate the air flow rate using the integrated control unit or obtain the output from the oxygen concentration sensor of the exhaust gas after combustion or the air-fuel sensor that measures the ratio of air to fuel into the integrated control unit. Is estimated.

  As shown in FIG. 24, a type in which four sets of an air flow control valve and an electric motor corresponding to one cylinder, a drive mechanism, and a throttle opening sensor may be incorporated. In this method, the amount of air-fuel mixture intake can be determined for each cylinder, and the air-fuel mixture flow rate can be controlled with a fine grain with reduced variation.

  Further, the fuel spray mechanism, the throttle mechanism casing, the air flow control valve, the throttle opening sensor, and the electric motor for one cylinder are formed on one unit, and the four units are connected to form a final unit. One air-fuel mixture supply device may be configured. In this configuration, it is possible to assemble the air-fuel mixture supply device while adjusting the distance between different cylinders, and it is possible to easily cope with many types of engines.

  As described above, according to the embodiment of the present invention, the following mixture supply device is configured.

  In an air-fuel mixture supply device used for a multi-cylinder internal combustion engine for an automobile, an air flow control valve capable of forming one or more throttle portions in the middle of each suction passage connected to each cylinder is rotated by an electric motor to rotate the throttle portion. In the multiple throttle mechanism that changes the shape of the cylinder, a number of motor-driven fuel spray mechanisms corresponding to each cylinder, and a part of the exhaust gas that has burned the air-fuel mixture in the internal combustion engine is collected and converted into the air-fuel mixture. An air-fuel mixture supply device is configured in which a motor-driven exhaust gas recirculation mechanism for mixing again and an integrated control unit for transmitting and receiving a control signal to and from the three types of mechanisms collectively are incorporated.

  In the air-fuel mixture supply device, the air flow control valve included in the multiple throttle mechanism can form a throttle portion in a plurality of suction passages by itself, and a different throttle portion is provided for each suction passage even at the same rotation angle. By forming the shape, it is possible to control the amount of air-fuel mixture and the flow velocity discharged into the suction passage, and to change the direction of the air flow after passing through the throttle portion from the original suction direction to change the air flow in the suction passage. An air-fuel mixture supply device capable of controlling a flow motion such as a swirling motion in the flow of the air-fuel mixture is configured.

  In the air-fuel mixture supply device, the fuel spray mechanism is disposed corresponding to each cylinder, and its spray port is located in the suction passage on the downstream side closer to the cylinder than the air flow control valve, and is directed toward each suction passage. An air-fuel mixture supply device that sprays fuel is configured.

  In the air-fuel mixture supply device, an airflow control valve included in the multiple throttle mechanism supplies an airflow that is faster than the average airflow velocity in the suction passage to the inside of the fuel spray mechanism or to the vicinity of the fuel spray port. Thus, a mixture supply device capable of causing the fast air flow to collide with fuel immediately after exiting from the internal spray port of the fuel spray mechanism is configured.

  In the air-fuel mixture supply device, a recirculation exhaust distribution passage for distributing the exhaust gas controlled by the exhaust gas recirculation mechanism to each intake passage is incorporated in the multiple throttle mechanism, and communicates from the passage to each intake passage. The recirculated exhaust gas inlet port is opened downstream of the air flow control valve in the suction passage on the cylinder side, and at a position other than the position where the fuel spray port of the fuel spray mechanism is present in the circumferential direction of the suction passage. Is provided.

  FIGS. 25 to 30 show an embodiment relating to the formation of the air-fuel mixture at the time of starting the engine in the air-fuel mixture supply device. A method of setting the rotational operation state of the air flow control valve 123 and the injection timing of the fuel spray mechanism 105 will be described with reference to FIGS.

  FIG. 25 shows a pattern V of the piston stroke, the fuel injection period T, and the intake flow velocity. At the beginning of the intake stroke period of the engine, the fuel injection (pulse width Ti) is set with a delay time ΔT1. Corresponding to this injection timing, the intake flow velocity reaches the maximum flow velocity Vmax (A area) during the injection pulse width Ti, and switches to the desired flow velocity V (B area) with the delay time ΔT2 after the end of the injection pulse. Is controlled.

  On the other hand, FIG. 26 shows the operating state of the air flow control valve 123 corresponding to this flow velocity pattern. FIG. 26A shows a region of the flow velocity A, and the air flow 113a flows from the assist air supply passage 167 communicating with the opening of the air flow control valve 123, around the nozzle orifice of the fuel spray mechanism 105, and the supply passage. Out of the opening 167a. At the opening 167a, the air flow collides with the fuel spray to promote atomization. Further, downstream of the opening 167a, the airflow 141a flows so as to wrap the atomized spray, thereby suppressing the adhesion of fuel to the passage wall surface. FIG. 26 (2) shows the region of the flow velocity B, in which the opening of the air flow control valve 123 is further enlarged, and the air flow 113b flowing from the opening 123a flows into the downstream side of the opening 167a of the assist air supply passage 167. The airflow 141b conveys the injected fuel spray in such a manner as to boost and envelop it.

  Although a rotary valve is used as the air flow control valve 123, compared to two suction passages limited to the case where a butterfly valve is used, it is possible to obtain a high-speed air flow locally and the degree of freedom of an opening shape is reduced. There are many advantages, such as being expensive. Further, since the fuel spray port of the fuel spray mechanism 105 is provided on the downstream side of the air flow control valve 123, it is possible to prevent the sprayed fuel from adhering to the sliding surface of the air flow control valve 123. it can. This can prevent malfunction of the air flow control valve 123 due to solid deposits (deposits).

  The pattern of the intake flow velocity shown in FIG. 25 is controlled stepwise. However, in the case where the fuel injection is performed once for two intakes, the opening degree is small (constant) at the first intake and the atomization is performed. Then, at the time of the next intake, the spray may be conveyed with the opening degree being large (constant) and no fuel injection.

  FIG. 27 shows the positional relationship between the shape of the opening of the inflow passage and the fuel spray mechanism 105. FIG. 27A shows an opening state 328 in which the opening area is narrowed to increase the flow velocity around the fuel spray mechanism 105, and FIG. An increasing convex opening state 331 is shown. The flow velocity pattern as shown in FIG. 25 is obtained by processing and controlling the opening of the air control valve 123 in this manner.

  FIGS. 28 to 30 show the results of engine tests on the mixture formation at the time of starting the engine in the mixture supply apparatus.

  FIG. 28 shows one cylinder 501 of a multi-cylinder internal combustion engine, in which the air-fuel mixture supply device 101 of the present invention is provided near the intake valve 506. Reference numeral 502 denotes a combustion chamber, 503, a piston, 504, a cylinder, 505, a cylinder head, 506, an intake valve for opening and closing an intake port, 507, an exhaust valve, and 508, a spark plug.

  In the test, hydrocarbons are emitted during a transition from an operation state of 200 revolutions per minute called cranking immediately after a key is turned on at the start of an automobile engine to a transition to an operation of 1400 revolutions per minute called first idle. (HC) was monitored. In particular, attention was paid to the time of about 20 seconds from the start. The engine water temperature at this time is 25 ° C. The injection pulse width Ti of the fuel spray mechanism 105 is about 7 milliseconds.

  The air flow 113a flowing from the air-fuel mixture supply device 101 conveys the spray injected from the fuel spray mechanism 105 during the intake stroke of the internal combustion engine to the combustion chamber 502 without adhering to the wall surface of the cylinder head 505. This is because the injection direction of the fuel spray mechanism 105 is set in the direction of the wall surface 505a of the cylinder head, and the air flows 509a and 509b flow along the inner wall surface of the cylinder 504.

  At the start of the internal combustion engine, if the fuel can be prevented from staying in the suction passage due to adhesion to the wall surface, the injected fuel quickly flows into the combustion chamber, and the ratio of air to fuel in the combustion chamber (air (Fuel ratio) becomes flammable. Therefore, the time required to start the engine can be shortened (that is, the startability is improved), and the fuel discharged during the period from when the engine is completely exploded to when it is started can be reduced. . Further, if the fuel stagnation is eliminated, it is effective to speed up a transient response in which the output of the engine changes. When the amount of air intake changes according to the load of the engine, it is necessary to change the amount of fuel injection in order to maintain the air-fuel ratio in the combustion chamber at a predetermined value. At this time, if fuel remains in the intake pipe, the remaining fuel flows into the combustion chamber, and a mixture richer than a predetermined air-fuel ratio flows into the combustion chamber, or the injected fuel flows during the intake stroke of the engine. However, since all the fuel does not flow into the combustion chamber and stays there, an air-fuel mixture thinner than a predetermined air-fuel ratio may flow into the combustion chamber. As described above, when the fuel that is richer or thinner than the predetermined air-fuel ratio flows into the combustion chamber, the engine may not be able to exhibit the predetermined performance. If there is no fuel stagnation, even when the output of the engine changes, the response time until the air-fuel ratio in the combustion chamber reaches a predetermined value becomes quick, and such a problem can be avoided.

  FIG. 29 shows the amount of HC emission with respect to the combustion of the representative cylinder. When the conventional fuel injection device (fuel particle size: 95 μm) was used in the conventional intake system as shown in FIG. 5, the most HC was discharged during the second combustion from the start. This is because, as described above, in the first fuel injection at the time of engine start, the particle diameter is large and easily adheres to the suction passage and the wall surface of the combustion chamber. The main cause is that the remaining fuel is added to the second combustion. In the figure, the first, third, and fourth combustions are compared and arranged based on the HC emission amount after the second combustion from the engine start. In the third and fourth combustions, the air flow rate gradually increases, so that the combustion progresses little by little (the wall flow is suppressed), so that the HC emission is slightly reduced.

  On the other hand, in the air-fuel mixture supply device 101, since the spray particle size is sufficiently small as 30 μm or less, the combustion progresses quickly due to the promotion of vaporization, and the second and subsequent times, the increase in the air flow velocity promotes the combustion, and the HC discharge amount is increased. Does not increase.

  FIG. 30 shows a comparison of the HC emission pattern for about 20 seconds from the start to the first idle with the conventional (engine using a fuel injection device having a particle diameter of 95 μm in the configuration shown in FIG. 5). The amount of HC emission is almost halved as compared with the conventional case.

  This is because the promotion of atomization of the fuel promotes the vaporization of the fuel, and the vaporization rate of the fuel flowing into the combustion chamber is improved. As a result of the decrease in the amount of the liquid fuel flowing into the combustion chamber, the unburned fuel component in the exhaust gas can be reduced, and the startability is improved.

  As another effect, since there is no need to provide a facility for separately supplying air for atomization to the fuel spray mechanism, atomization of fuel can be promoted without increasing cost. Further, since the air-fuel mixture supply device is provided for each cylinder, it is possible to adjust the amount of air-fuel mixture flowing into each cylinder, and also to adjust the amount of fuel for each cylinder. For this reason, variations in the air-fuel ratio for each cylinder and variations in the amount of inflow of the air-fuel mixture can be suppressed, the internal combustion engine can be operated stably, and vibrations caused by abnormal combustion or the like can be suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic external view of an air-fuel mixture supply device according to the present invention, which is applied to an in-line four-cylinder automobile engine having two intake ports per cylinder. FIG. 2 is a plan view of the air-fuel mixture supply device according to the present invention shown in FIG. 1 when viewed from the X direction. FIG. 3 is a sectional view taken along line AA of the air-fuel mixture supply device according to the present invention shown in FIGS. 1 and 2. FIG. 3 is a sectional view taken along line BB of the air-fuel mixture supply device according to the present invention shown in FIGS. 1 and 2. FIG. 9 is a schematic diagram for explaining a configuration of an intake system of a conventional general engine. 6 is a flowchart showing a flow of supplying an air-fuel mixture to a cylinder in the intake system configuration of the conventional general engine shown in FIG. 5. FIG. 6 is a schematic diagram showing an intake system configuration when the air-fuel mixture supply device of the present invention is applied to the engine shown in FIG. 5. FIG. 8 is a schematic diagram illustrating a flow of supplying an air-fuel mixture to a cylinder in an intake system configuration of an engine to which the air-fuel mixture supply device of the present invention shown in FIG. 7 is applied. FIG. 5 is a schematic diagram illustrating an appearance of an air flow control valve used in the air-fuel mixture supply device illustrated in FIGS. 1 to 4. FIG. 10 is a partial cross-sectional view showing a state of forming a throttle portion of two suction passages that changes with the rotation of the airflow control valve shown in FIG. 9 in the multiple throttle mechanism section of the air-fuel mixture supply device of the present invention. FIG. 10 is a schematic cross-sectional view showing the flow of air when the air flow control valve shown in FIG. 9 opens the throttle portion in the suction passage on the low flow rate side. FIG. 10 is a schematic cross-sectional view illustrating the flow of air when the throttle portions in the suction passages on both the low flow rate side and the high flow rate side are opened by the air flow control valve illustrated in FIG. 9. 10 is a graph showing the relationship between the opening degree of the airflow control valve shown in FIG. 9 and the relative opening cross-sectional area of a throttle formed in the suction passage. 10 is a graph showing the engine speed and the efficiency of cylinder intake when the opening degree of the airflow control valve shown in FIG. 9 is fixed to a fully open state and a half open state. In the engine in which the air-fuel mixture supply device having the air flow control valve shown in FIG. 9 is incorporated in the intake system arrangement shown in FIG. 7, when the relative opening area of the valve is changed while the engine is operated at 1500 rpm. 3 is a graph showing the efficiency of cylinder intake. FIG. 10 is a schematic diagram illustrating an appearance of an airflow control valve having an opening shape different from that of FIG. 9. FIG. 17 is a partial cross-sectional view of a multiple throttle mechanism incorporating the airflow control valve shown in FIG. 16 in which the opening degree of the valve is changed and the vicinity of the suction passage is viewed from the discharge side to the cylinder. FIG. 17 is a partial cross-sectional view of a multiple throttle mechanism incorporating the airflow control valve shown in FIG. 16 in which the opening degree of the valve is changed and the vicinity of the suction passage is viewed from the discharge side to the cylinder. FIG. 5 is a cross-sectional view corresponding to FIG. 4 in an air-fuel mixture supply device using an airflow control valve of a type that forms one throttle portion for each suction passage. FIG. 5 is a cross-sectional view corresponding to FIG. 4 in the air-fuel mixture supply device in which an intake passage and an air-assist type mount are connected by an assist air supply passage. FIG. 5 is a cross-sectional view corresponding to FIG. 4 of the air-fuel mixture supply device in which the suction passage and the mount are connected by an assist air supply passage and supplies an airflow to the air-assist type fuel spray mechanism through the assist air supply passage. FIG. 4 is a partial schematic view of an air-fuel mixture supply device in which an assist air supply passage that supplies an airflow to a fuel spray mechanism is open to a high-speed suction passage. It is the schematic which showed the external appearance of the air-fuel mixture supply apparatus of the type which contains two electric motors, a drive part, and two airflow control valves, and controls the airflow of four suction passages per each. It is the schematic which showed the external appearance of the air-fuel mixture supply apparatus of the type which contains a motor, a drive part, and four airflow control valves each, and controls the airflow of four suction passages per each. FIG. 4 is a diagram showing a speed pattern of an air flow control valve according to the present invention. FIG. 4 is a partial cross-sectional view of the air-fuel mixture supply device, illustrating an operation state of the airflow control valve. It is a figure showing the shape of the opening of the air flow control valve. FIG. 2 is a partial cross-sectional view in which the air-fuel mixture supply device according to the present invention is mounted on a multi-cylinder internal combustion engine. FIG. 9 is a diagram comparing the amount of HC emission accompanying combustion in a representative cylinder of a multi-cylinder internal combustion engine with a conventional injection valve. FIG. 7 is a diagram comparing the HC emission pattern between a start and a first idle with a conventional injection valve.

Explanation of reference numerals

DESCRIPTION OF SYMBOLS 101 ... Air-fuel mixture supply apparatus, 103 ... Multiple throttle mechanism part, 105 ... Fuel spray mechanism part, 107 ... Exhaust recirculation mechanism part, 109 ... Integrated control part, 111 ... Electric motor, 113 ... Low flow side suction port, 115 ... High-flow-side intake port 117: fuel supply section 119: fuel supply port 121: recirculation exhaust introduction port 123: air flow control valve 125: bearing 127: seal member 129: drive mechanism 131: throttle Opening sensor, 133: Integrated control circuit, 135: Default spring mechanism, 137: Recirculation exhaust control valve, 139: Recirculation exhaust distribution pipe, 141: Recirculation exhaust mixing port, 143: Low flow side suction passage, 145 ... High-flow-side suction passage, 147 ... low-flow-side mixture outlet, 149 ... high-flow-side mixture outlet, 151 ... low-flow-side throttle, 153 ... high-flow-side throttle, 155 ... opening 157: Casing, 159: Mount, 161: Fuel injection port, 163: Air-assist type mount, 165: Seal mechanism, 167: Assist air supply passage, 169: Air-assist type fuel spray mechanism, 171: Mounting flange , 173: mounting hole, 201: intake pipe, 203: throttle device, 205: surge tank, 207: engine body, 209: cylinder, 211: independent intake pipe, 213: cylinder inlet, 215: fuel sprayer, 217: exhaust Pipe, 219: circulation path described in lungs, 221: recirculation exhaust control device, 223: air flow control valve, 300: rotating body, 301: air flow control section, 303: bearing mounting section, 305: opening sensor connection section, 307: low flow side opening, 309: high flow side opening, 310, 311: suction passage, 313: inter-cylinder seal Member, 315: Movable seal member, 317: Valve insertion hole, 319: Guide groove, 321: Pressing air passage, 323: Electromagnet, 325: Curvature reduction portion, 328: Opening state of the suction passage, 331: Convex shape of the suction passage Reference numeral 501 denotes one of a multi-cylinder internal combustion engine, 502 denotes a combustion chamber, 503 denotes a piston, 504 denotes a cylinder, 504a denotes an opposing wall, 505 denotes a cylinder head, 506 denotes an intake valve, 507 denotes an exhaust valve, and 508 denotes a spark plug. , 509a: Flow along the piston from the cylinder inner wall, 509b: Flow along the piston from under the plug, through the cylinder wall.

Claims (3)

  In an air-fuel mixture supply device used for a multi-cylinder internal combustion engine, an air flow control valve for adjusting an amount of air to be taken is provided, and a fuel spray is provided in an intake passage hole communicating with a throttle opening of the air flow control valve. A fuel spray port of a mechanism is disposed downstream of the throttle opening, and during a start operation of the internal combustion engine, a high-speed airflow created by the throttle reaches the fuel spray from the outer periphery of the fuel spray mechanism, An air-fuel mixture supply device for an internal combustion engine, wherein an injected fuel spray is miniaturized and transported.   An air-fuel mixture supply device used for a multi-cylinder internal combustion engine, comprising an air flow control valve for adjusting an amount of air to be taken, wherein the air flow control valve changes a cross-sectional shape of a throttle opening by a rotary motion. In the intake passage communicating with the opening, a fuel spray port of a fuel spray mechanism is disposed downstream of the throttle opening, during an intake stroke during a start operation of the internal combustion engine. Controlling the opening area of the throttle unit to be switched from small to large, so that the high-speed airflow created by the throttle unit reaches the fuel spray port from the outer periphery of the fuel spray mechanism to the fuel spray to be injected. Characterized in that the air-fuel mixture is miniaturized and conveyed by an increased airflow. In an air-fuel mixture supply device used for a multi-cylinder internal combustion engine, an airflow control valve for adjusting an amount of air to be taken in is provided. The amount of air is adjusted, and the opening has a convex shape, and the opening on the side with a smaller area is located in the intake passage hole containing the fuel spray port of the fuel spray mechanism, and the area is smaller. The opening on the large side is arranged so as to be located outside the intake passage hole, and is controlled so that the opening area is switched from small to large during the intake stroke during the start-up operation of the internal combustion engine. Wherein the high-speed airflow created by the above-described method reaches the fuel spray port from the outer periphery of the fuel spray mechanism, miniaturizes the fuel spray to be injected, and conveys the fuel spray by the increased airflow. Air supply device.

Images