JP2005233052A - Air-fuel mixture supply device in internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To maintain favorable combustion states, and promote reduction of toxic exhaust containing air pollution substances, and reduction of fuel consumption by controlling quality and quantity of air-fuel mixture to be supplied to cylinders at high response. <P>SOLUTION: In this air-fuel mixture supply device to be used for an internal combustion engine for an automobile comprising multiple cylinders of combustors, a multiple throttle mechanism part of a motor drive type is combined with a fuel atomizing mechanism part of a motor drive part applicable to each cylinder part, an exhaust recirculation mechanism part of a motor drive type to recover part of exhaust of combustion of air-fuel mixture in the internal combustion engine to be remixed with the air-fuel mixture, and a total control part to totally send control signals to the other three kinds of mechanism parts. The multiple throttle mechanism part is provided with air current control valves for controlling air currents in a plurality of intake passages by a single motor, and forming restricting parts of different size and form in respective intake passages even at the same rotation angle to promote flow of air. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an air-fuel mixture supply apparatus in an internal combustion engine (engine) for automobiles, and more particularly to an air-fuel mixture supply apparatus provided with a mechanism for improving the combustion state of the engine and reducing the amount of harmful exhaust emissions.

  To protect the global environment, in automobile engines, reduce the emission of harmful exhaust gases, which are air pollutants such as unburned fuel, carbon monoxide, hydrocarbons, and nitrogen oxides, contained in the exhaust gas. There is a need to reduce fuel consumption. In order to meet these requirements, it is effective to form a high-quality air-fuel mixture under a wide range of engine operating conditions and rotation speed and supply it to the inside of the cylinder, which becomes the combustion chamber, to always achieve a good combustion state. .

  In order to improve the combustion state, the fuel is atomized and properly mixed with air and recirculated exhaust to form a flammable air-fuel mixture, and this air-fuel mixture is flowed and combustion is easily propagated in the cylinder. Is required to produce. In addition, the state of such an air-fuel mixture can be quickly changed to a suitable state in response to the driver's demand for accelerator operation, and reflected in the engine output control, so that even in the steady operation state of the engine, the transient operation state Can also stabilize the combustion state and contribute to the reduction of harmful exhaust emissions and fuel consumption. The air-fuel mixture supply device having such functions is required to be small and inexpensive so that it can be mounted on a general automobile. By installing it on many automobiles, the effect of protecting the global environment is increased. It becomes 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 through downsizing and reduction in assembly man-hours. Is used. In such a module structure, conventionally, a multiple throttle body that includes an intake passage and a throttle valve and adjusts an air flow rate sucked into an engine cylinder, a fuel injection device, a fuel pump, a fuel filter, and a fuel For example, a fuel injection device for a motorcycle equipped with a pressure regulator. (For example, refer to Patent Document 1). In addition, there is a unit in which an injector for supplying fuel to the throttle device, a fuel pump, a fuel filter, a fuel pressure regulator, and an electronic control device are assembled as a unit (for example, Patent Documents). 2). In such a structure, the devices necessary for the structure of the intake system of the engine are integrated, improving the assembly and productivity of the engine and reducing the manufacturing cost of the engine rather than mounting the devices individually. In addition, it is possible to correct the variation in the fuel spray amount for each unit from the characteristics of the throttle and injector, and to reduce the variation in performance when assembled to the engine.

JP-A-10-122101

JP 2001-263128 A

  However, in such a module or unit, even if the amount of air sucked into the cylinder by the throttle device or the fuel injection amount by the fuel injection device is controlled, the controllability of the air flow is insufficient, and the air flow and Since it is difficult to improve fuel injection, such as improving the atomization of fuel using a circulating exhaust flow, and to generate and control swirling flow in an air-fuel mixture, the effect of improving the combustion state is increased compared to a configuration that is not unitized There was a difficulty in making it happen. In particular, during low-speed operation of a general engine, the amount of intake air that the engine inhales per certain time is small, and the flow velocity and flow of air flowing into the cylinder are small. Active measures to promote combustion such as fuel atomization and spatial distribution control of fuel particle size are necessary. For this reason, conventionally, in addition to the throttle device, 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 have been required. In addition, the supply of recirculated exhaust, which is effective in reducing nitrogen oxides, must be installed at a separate location away from its inlet and control unit, and the installation location varies depending on the engine. It was necessary to modify the control timing and dynamic characteristics according to the configuration.

  In view of the above-described problems, an object of the present invention is to determine the amount of air, fuel, and recirculated exhaust, fuel spray state, mixed state, and flow state in the air-fuel mixture supplied to the cylinder, and the driver's accelerator operation and An object of the present invention is to provide an air-fuel mixture supply device capable of improving the combustion state of the engine and reducing the emission amount of harmful exhaust gas by quickly and appropriately controlling it according to the operating conditions of the engine. In addition, even if the atomization of the fuel is insufficient, even if atomization occurs, the amount of fuel adhering to the inner wall surface of the intake pipe is increased, or the fuel increase due to the fuel adhering to the inner wall surface of the intake pipe is increased. An object of the present invention is to provide an air-fuel mixture supply device capable of reducing the amount of harmful exhaust discharged when starting a cold machine.

  The present invention comprises an air-fuel mixture supply device in which a fuel spray mechanism, an exhaust gas recirculation mechanism, and an integrated control unit are integrally formed in a multiple throttle mechanism. In particular, the multiple throttle mechanism section can form one or more throttle sections for each cylinder of the engine, and controls the air flow rate by changing the size of the throttle sections formed in a plurality of suction passages, and at the same time Since different throttle shapes can be formed for each passage, an air flow control valve capable of controlling the flow of swirling and deflection in the suction passage and the cylinder is incorporated. This air flow control valve generates different flow rates and flow velocities for each intake passage, or mixes the air flow generated in the intake passage or cylinder by deflecting the traveling direction of the air flow from that during intake when passing through the valve. Also controls the flow of. As a result, the same effect can be obtained as in the case where a valve device for controlling the flow in addition to the throttle device is conventionally provided. In addition, the swirl flow of air at a low flow rate is promoted, the air flow is deflected toward the vicinity of the fuel spray mechanism and concentratedly supplied, and the action of the fuel collides with the fuel particles and the high-speed air flow. Improve atomization and promote efficient combustion. When applied to an engine having a plurality of intake paths for one cylinder, the air flow rate is increased by passing a large amount of air flow through a specific intake path at a low flow rate, thereby increasing the inertial force of the air. Increase the amount of air drawn into the cylinder per cycle. As a result, it is possible to increase the output of the engine obtained at the same rotational speed, which contributes to fuel consumption reduction.

  Furthermore, the air flow control valve of the multiple throttle mechanism unit can simultaneously control the flow rate and flow in a plurality of suction passages, and the air and air-fuel mixture communicating between adjacent suction passages and upstream and downstream of the valves. It has a seal structure that reduces leakage. In particular, in order to increase the sealing effect, a movable seal member that can move in the guide groove is installed in the guide groove processed in the valve, and the pressure difference generated between the upstream and downstream of the valve at the time of low valve opening The movement of the movable seal member is controlled by electromagnetic force or the like to reduce or seal the gap in the flow path. The contact between the movable seal member and the mating surface in the flow path seal occurs notably in some valve rotation ranges such as when the valve is fully closed or at a low opening where sealability is required. Although increased, it remains in a non-contact or slight contact state in most valve rotation ranges. As a result, it is possible to accurately control the flow rate up to a low flow rate while suppressing an increase in torque necessary for rotationally driving the valve. Such a seal structure improves air flow controllability, flow rate controllability, and air flow rate acceleration effects in the airflow control valve, thereby contributing to further combustion improvement and fuel consumption reduction.

  The air-fuel mixture supply device is connected to the cylinder in the automobile engine, especially in the intake path directly connecting the surge tank and each cylinder downstream from the surge tank where the intake pipe leading from the air cleaner branches to each cylinder. Installed in the middle of the independent intake pipe, which is a pipe, controls all of air, fuel, and recirculated exhaust at a position close to the cylinder to improve the responsiveness of mixture formation and reduce the response variation of the three To do. This air-fuel mixture supply device is electrically connected to the accelerator of the driver's seat, and the fuel spray mechanism, the exhaust recirculation mechanism, and the multiple throttle mechanism are each driven by an electric motor. It is controlled according to the command. The integrated control unit changes the engine output according to the driver's willingness to accelerate and decelerate, taking into account the accelerator operation state, engine operating state, and exhaust state, and minimizes the generation of harmful exhaust and fuel consumption. In the mixing and forming apparatus, a fuel injection amount, a recirculated exhaust gas mixing amount, an air supply amount, an air flow, and the like are comprehensively determined and a control command is transmitted to each mechanism.

  The fuel spray port of the fuel spray mechanism is disposed downstream of the throttle opening in the intake passage communicating with the throttle opening of the air flow control valve constituting the air-fuel supply device. The high-speed air flow created by the throttle part of the air flow control valve reaches the fuel spray port from the outer periphery of the fuel spray mechanism part, atomizes the injected fuel spray, and transports the fuel spray by the high-speed air stream.

  The air flow control valve is designed such that the cross-sectional shape of the throttle opening can be changed by rotational movement, and the opening area of the throttle in the air flow control valve is small during the intake stroke period of the internal combustion engine during engine start-up operation. The air flow speed-up at the throttle unit is controlled from the outer periphery of the fuel spray mechanism unit to the fuel spray port to further atomize the injected fuel spray, and the aperture area of the throttle unit is reduced. The fuel spray is conveyed by the enlarged and increased airflow.

  Furthermore, the opening of the air flow control valve has a convex shape, and the opening on the side having a smaller area is the vicinity where the fuel spray port of the fuel spray mechanism in the intake passage is located during the rotational movement. The opening on the side with the larger area is arranged at a position far from the fuel spray port of the fuel spray mechanism in the intake passage, and the opening area is small during the intake stroke period of the engine during engine start-up operation. In the same manner as described above, the sprayed fuel spray is further atomized and conveyed by the increased airflow.

  By using such an air-fuel mixture supply device, air, fuel, and recirculated exhaust gas were mixed in an appropriate amount, quality, and flow state over a wide range of engine operating conditions from start-up and low to high rotation. The air-fuel mixture can be controlled and supplied with high response, a good combustion state can be promoted in the cylinder, and harmful exhaust and fuel consumption can be reduced.

  As described above, according to the air-fuel mixture supply apparatus of the present invention, the air-fuel mixture in which the flow rate and flow of air, fuel, and recirculated exhaust gas are controlled in the vicinity of the cylinder is supplied to the engine output request by the driver. It can be supplied with high responsiveness. In particular, when starting the engine, during low-speed operation, or when the air flow rate is low, by increasing the air flow rate to improve cylinder intake efficiency, or by atomizing the fuel and supplying a mixture with strong air flow It is possible to improve the combustion state, reduce harmful exhaust emitted from the engine, and reduce fuel consumption.

  Further, it is possible to provide an air-fuel mixture supply device that supplies an air-fuel mixture that is desirable for the 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 to which an in-line four-cylinder type automobile engine having two suction ports per cylinder is applied. This air-fuel mixture supply apparatus mainly includes a multiple throttle mechanism unit 103, a fuel spray mechanism unit 105, an exhaust gas recirculation mechanism unit 107, and an integrated control unit 109. The multiple throttle mechanism 103 includes an air flow control valve capable of integrally controlling the air flow rate and the air flow for each intake passage, and the electric motor 111 for driving the valve is disposed at the lower part. Eight openings serving as air inlets are provided on the side surface on the front side of the paper, and two cylinders adjacent to each other from the end suck air for one cylinder of the engine. One of the two inlets in the set is the low flow side inlet 113 and the other is the high flow side inlet 115. Although not shown in the drawing, an opening serving as an air-fuel mixture discharge port corresponding to each suction port is provided on the side surface on the back side of the paper, and the suction port and the air-fuel mixture discharge port are located inside the multiple throttle mechanism 103. And is connected by a suction passage, that is, a passage portion. One end of the fuel spray mechanism part 105 is connected to a fuel supply part 117 at the upper part of the multiple throttle mechanism part 103, and the main body is fixed to the multiple throttle mechanism part 103. The fuel pipe extended from the fuel tank of the automobile through the fuel pump is connected to the fuel supply port 119 to introduce fuel into the fuel supply unit 117 and sprayed into the intake passage by the fuel spray mechanism unit 105. The exhaust gas recirculation mechanism 107 has a built-in recirculation exhaust control valve, controls the amount of recirculation exhaust introduced from the recirculation exhaust introduction port 121, and distributes it to each intake passage.

  FIG. 2 is a plan view of the air-fuel mixture supply apparatus 101 shown in FIG. 1 as viewed from the X direction. In this figure, the front side of the paper is the air suction side, and the back side of the paper is the discharge side to the cylinder. The multiple throttle mechanism 103 includes an air flow control valve 123 (FIG. 3), 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 so that air, fuel, recirculation exhaust, etc. flowing through the multiple throttle mechanism 103 leak into the integrated control unit 109 and the exhaust recirculation mechanism 107. To prevent. The rotational force of the electric motor 111 installed in the lower part of the multiple throttle mechanism 103 is transmitted to the air flow control valve 123 through the drive mechanism 129 included in the casing of the integrated control unit 109, and the air flow control valve 123 is rotated. Let One end of the air flow control valve 123 is connected to the throttle opening degree sensor 131, and thus rotation angle information in the rotational movement of the air flow control valve 123 is output as an electric signal, and the integrated control circuit 133 in the integrated control unit 109 is output. Is transmitted to. In addition, a default spring mechanism 135 is attached to the air flow control valve 123, and when the electric power to the motor 111 is cut off, the rotation angle of the air flow control valve 123 (also a rotation angle of a rotating body described later), that is, the opening degree is The value is restored 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 recirculation mechanism unit 107 to control the amount of recirculation exhaust introduced from the recirculation exhaust introduction unit 121 into the mixture. The recirculated exhaust gas is distributed and mixed into each intake passage through a recirculated exhaust distribution pipe 139 provided at the lower part of the multiple throttle mechanism 103 through a recirculation exhaust mixing port 141 having a smaller diameter than the recirculated exhaust distribution pipe 139. The

  3 is a cross-sectional view taken along the line AA in 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 suction ports are provided on the lower side surface of this figure, and the engine is connected to the low flow side suction port 113 and the high flow side suction port 115 arranged adjacent to each other. Intake air for one cylinder. Each of these suction ports communicates with the low flow rate side suction passage 143 and the high flow rate side suction passage 145, and the low flow rate side mixture discharge port 147 and the high flow rate side mixed gas discharge on the upper side of the drawing, respectively. Connected to outlet 149. The low flow rate side mixture discharge port 147 and the high flow rate side mixture discharge port 149 are each connected to a passage toward the mixture intake port in the cylinder of the engine. The air flow control valve 123 is a rotating body, and forms a throttle part (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 opening shape processed in the air flow control valve, and the air flow control valve is rotated by driving the electric motor 111. The shape of the throttle portion is determined according to the relationship between the predetermined rotation angle (phase) and the shape of the throttle portion of the air flow control valve. Thus, the amount of air supplied to the cylinder through each suction passage and the air flow are controlled. The fuel injection mechanism 105 is installed at a position between the low flow side intake passage 143 and the high flow side intake passage 145, and the fuel spray port is present on the downstream side closer to the cylinder than the air flow control valve 123. Then, the fuel is sprayed and supplied to both the suction passages from the spray port. Further, the recirculation exhaust mixing port 141 also opens downstream of the air flow control valve 123 closer to the cylinder in each intake passage. This recirculation exhaust mixing port is provided at a position opposite to the fuel spray port across the intake passage, or at a position different from the fuel spray port at least in the circumferential direction of the intake passage, and the flow and heat near the wall of the recirculation exhaust This suppresses the fuel sprayed in the suction passage from adhering to the wall surface of the suction passage. With such a structure, an air-fuel mixture in which air, fuel, and recirculated exhaust gas are mixed is discharged from the low-flow-side air-fuel mixture discharge port 147 and the high-flow-flow-side air-fuel mixture discharge port 149, and becomes a combustion chamber of the engine. Supplied into the cylinder.

  4 is a cross-sectional view taken along line BB in FIG. In this figure, the left side is the suction side and the right side is the cylinder side of the engine. Air is sucked into the suction passage 143 from the suction port 113, the flow rate and flow are controlled by the air flow control valve 123 installed in the suction passage, and discharged from the mixture discharge port 147 toward the engine cylinder. The The air flow control valve 123 can rotate clockwise or counterclockwise, and forms a throttle portion between the opening 155 and the suction passage formed in the casing 157 of the multiple throttle mechanism portion. Control the flow rate and flow of air through the. As the flow, the air flow rate and flow rate of each suction passage are controlled to activate the swirl flow in the cylinder due to the imbalance after discharge, and the spatial distribution of the flow rate and flow rate in the suction passage is changed to rotate, Control for generating swirling flow and the like, and control for accelerating atomization of atomized fuel by the air flow by deflecting the air flow toward the fuel spray port at a low flow rate are performed. Further, when the air flow control valve 123 is rotated clockwise to open the throttle portion, the throttle portion opens from the fuel spray mechanism 105 side, and the air flow is more easily concentrated on the spray port, and high-speed air is applied to the fuel particles. Easy to atomize by colliding flow. On the other hand, when the throttle part is opened by rotating counterclockwise, the throttle part opens from a part on the opposite side to the fuel spray mechanism 105 and induces a high-speed air flow on the wall surface so that the sprayed fuel adheres to the wall surface. It becomes easy to obtain the effect of suppressing the above. The fuel spray mechanism unit 105 is connected to the fuel supply unit 117 at one end and supplied with fuel, and is fixed to the mount unit 159 communicating with the intake passage formed in the multiple throttle mechanism unit 103. The fuel injection port 161 opens to the downstream side closer to the cylinder than the air flow control valve 123, and sprays fuel toward the low flow rate side intake passage and the high flow rate side intake passage. A recirculation exhaust pipe 139 is disposed below the intake passage, and recirculation exhaust is introduced into the intake passage through the recirculation exhaust mixing port 141. The recirculation exhaust mixing port 141 is provided at a position different from the fuel injection port 161 in the intake passage or at a different position in the circumferential direction, and supplies recirculation exhaust to a portion where the sprayed fuel is expected to collide with the wall surface. Therefore, it is also used for the purpose of preventing the sprayed fuel from adhering to the wall surface. In this way, an air-fuel mixture is formed by the air, fuel, and recirculated exhaust gas introduced into the intake passage, and is discharged toward the engine cylinder from the air-fuel mixture discharge port 147 in a state of flow.

  FIG. 5 shows an apparatus configuration of an intake system in a conventional general engine. The flow of the air that has passed through the air cleaner and is sucked into the intake pipe 201 from the atmosphere is controlled by the throttle portion formed in the throttle device 203 installed 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 having intake valves that open and close in relation to the rotational phase of the crankshaft of the engine are provided for each cylinder. Or it branches according to the number of the cylinder inlets. An air flow control valve for controlling the air flow is installed in the middle of the independent intake pipe, and a fuel sprayer 215 is installed on the downstream side 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 taken out from the exhaust pipe is controlled by the recirculation exhaust control device 221 in the middle of the path. Returned to the intake side. Each device is a separate body and requires its own piping and wiring. Therefore, in the process of assembling the engine, it is necessary to connect piping and wiring in each device.

  FIG. 6 shows a flow chart of air-fuel mixture formation in such an intake system. In the formation of the air-fuel mixture supplied to the cylinder 209, three different devices are provided: 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. To control the amount of air, fuel, and recirculated exhaust gas. The response time for controlling the air-fuel mixture state according to the engine output request and the change in the combustion state is not only the operation response time of each of the throttle device 203, the fuel sprayer 215, and the recirculation exhaust control device 221, but also air, fuel, This is determined as a result of considering the time for each 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. The exhaust gas recirculation path 219 extending from the exhaust pipe 217 and the fuel pipe extending from the fuel pump are directly connected to the air-fuel mixture supply device. Control of air, fuel, and recirculation exhaust is performed at a position close to the cylinder, and a transport delay to the cylinder is reduced, so that a quick response to the driver's accelerator operation is possible. The multiple throttle mechanism unit, fuel spray mechanism unit, and exhaust gas recirculation mechanism unit in this apparatus are connected to the integrated control unit by wiring inside the mixture supply device to obtain a control signal and power supply. The number of wires extending to the outside of the supply device can be reduced and organized. Thereby, the assembly man-hours of the engine can be reduced, that is, the manufacturing cost can be reduced. FIG. 8 shows a flowchart of air-fuel 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 within the air-fuel mixture supply apparatus 101, it is possible to reduce the response variation of the mixed air amounts. There is no need to separately install a throttle device 203, a recirculation exhaust control device 221 and the like as in the prior art. However, there is no problem even if they are installed as countermeasures when the air-fuel mixture supply apparatus 101 fails. In the conventional intake system configuration as shown in FIG. 5, since the downstream portion on the cylinder side from the throttle device 203 is depressurized from the atmospheric pressure, the intake pipe 201 and the surge tank 205 on the downstream side are required to have a pressure holding function. However, when the air-fuel mixture supply device of FIG. 7 is used, most of the upstream side of the air-fuel mixture supply device 101, that is, the air cleaner side is at atmospheric pressure, so that a special pressure is held in that portion. There is no need to take measures. For this reason, it becomes possible to manufacture the intake pipe and the surge tank at a 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 rotator 300, an air flow control unit 301 formed on the rotator 300, a bearing mounting part 303, and an opening sensor connection part 305. In the air flow 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 rotator 300. Yes. The intake air for one cylinder is controlled by two openings, a low flow side opening 307 and a high flow side opening 309. Both openings may be freely processed so as to exhibit different opening characteristics with respect to the rotation of the air flow control unit 301 in the circumferential direction. In this example, the low flow side opening 307 is a high flow side opening. The opening state is set in an angle range twice that of 309. The bearing attachment portion 303 corresponds to the bearing portion 125 described above, and is incorporated inside the multiple throttle mechanism portion 103 so as to be rotatable in 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 air flow 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 BB cross-sectional view in the drawing shows a portion in the vicinity of the suction passage in the BB cross-section in FIG. 2, and the operation state of the air flow control valve 123 in the low flow side suction passage 143 will be described. Similarly, the CC cross-sectional view in the drawing shows a portion in the vicinity of the suction passage in the CC cross-section in FIG. 2, and the operation state of the air flow control valve 123 in the high flow rate side suction passage 145 will be described. When the state shown in 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 high flow rate side remains in the fully closed state, and the throttle portion gradually increases from the low flow rate side. 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 portion on the high flow rate side starts opening while the low flow rate side remains fully open, and eventually both as shown in FIG. 10 (5). The throttle portions of the suction passages 310 and 311 are fully opened. When the rotating body 300 is further rotated in the F direction, the size of the throttle portion is reduced in the same manner on both the low flow rate side and the high flow rate side, and the fully closed state is again achieved as shown in FIG. On the other hand, when the rotating body 300 is rotated in the R direction, from the fully closed state of FIG. 10 (7), the size of the throttle part of the suction passage is low and high as shown in FIG. 10 (6). In the same manner, the size of the aperture is increased and the aperture is fully opened in the state of FIG. When the rotating body 300 is further rotated in the R direction, the size of the throttle portion on the high flow rate side is reduced while the low flow rate side is kept fully open as shown in FIG. 10 (4), and the state shown in FIG. Only the high flow rate side is fully closed. When the rotator 300 is further rotated in the R direction from there, only the size of the throttle portion on the low flow rate side is reduced while the high flow rate side is kept in a fully closed state, and finally, as shown in FIG. Fully closed state. As described above, the air flow control valve shown in FIG. 9 has a low flow rate side in the region from FIG. 10 (1) to FIG. Or increase or decrease the air flow rate on the high flow rate side, or in the region from FIG. 10 (5) to FIG. 10 (7), the air flow rate is the same on both the low flow rate side and the high flow rate side. 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 intake passage or from the opposite side changes. When it is desired to promote atomization of the fuel at a low flow rate or the like, the rotating body 300 is rotated clockwise in the F direction and in FIG. A high-speed air flow is concentrated on the part and its fuel spray port, and the air flow collides with fuel particles to atomize the fuel. On the other hand, when it is rather required to prevent the suction passage from adhering to the wall surface, the rotating body 300 is rotated in the R direction, that is, the counterclockwise direction in FIG. 10, and the throttle portion is opened from the side far from the fuel spray mechanism portion. Then, by concentrating the air flow in the vicinity of the point where the sprayed fuel collides with the wall surface of the intake passage, the adhesion of the fuel to the wall surface is suppressed or the adhered fuel is removed.

  As described above, the recirculated exhaust passes through the recirculated exhaust distribution pipe 139 provided at the lower part of the multiple throttle mechanism 103 and is connected to each intake passage from the recirculated exhaust mixing port 141 having a smaller diameter than the recirculated exhaust distribution pipe 139. It is distributed and mixed in. As shown in the figure, the throttle portion is not only disposed close to the fuel spray port, but also disposed close to the recirculation exhaust mixing port 141, and the mixture of fuel, intake air and recirculation exhaust is controlled by the air flow control valve 123. It will be carried out efficiently near the exit.

  Even when the same amount of air is flown in total, when using a control that provides a difference in the amount of air passing through the suction passage on the low flow rate side and the high flow rate side, a large amount of air flow is concentrated in the suction passage on the low flow rate side. Inertia is increased by increasing the flow velocity, and more air-fuel mixture can be supplied to the cylinder more efficiently using the inertia effect. By increasing the efficiency of suction into the cylinder, a larger torque output can be obtained even at the same engine speed, and the fuel consumption of the entire automobile can be reduced. Further, as shown in FIG. 11, by making a difference between the mixed airflows flowing through the two flow paths connected to one cylinder, swirl flow in the cylinder, and other rotational flow in the vertical direction, which is not shown, 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, improve the mixing state, improve the combustion state and reduce the generation of harmful exhaust Can do. On the other hand, even if the same air flow control valve is used, the size of the throttle portions of both the low flow rate side and the high flow rate side suction passages is increased and decreased evenly using the regions of FIG. 10 (5) to FIG. 10 (7). Therefore, as shown in FIG. 12, the air-fuel mixture can be smoothly supplied into the combustion chamber by flowing air evenly through both intake passages. Even if the same air flow rate is required, judging from the engine operating state and the driver's accelerator operating state, if more air flow is required, the state shown in FIG. If this is necessary, the state shown in FIG. 12 can be generated.

  As described above, in the air-fuel mixture supply apparatus used for the multi-cylinder internal combustion engine, the intake passage portions connected to the respective cylinders are branched and attached so as to be joined again. A passage 310 formed inside the rotator 300, a first component in which an opening 307 is formed in a part of the outer periphery of the rotator 300, and the rotator 300, formed inside the rotator 300. The passage part 311 and the second component part in which the opening part 309 is formed in a part of the outer peripheral part of the rotating body 300 are configured, and a rotating device that rotates the rotating body 300 in both directions is provided. As a result, an air flow control valve 123 is formed in which a throttle portion that changes the shape of each of the two constituent portions is formed, and a multiple throttle configuration portion 103 that includes the air flow control valve 123 is configured. 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 apparatus used for the multi-cylinder internal combustion engine, the intake passage portions connected to the respective cylinders are branched and attached to the intake pipes that are joined again. A passage portion 310 formed inside the rotator 300, a first component having an opening formed in a part of the outer periphery of the rotator 300, and a passage portion formed inside the rotator 300. 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 configured, and the respective diaphragm shape changes of the two constituent parts are different from each other due to the rotational movement of the rotating body 300. Thus, the air flow control valve 123 is formed, and a multiple throttle component 103 including the air flow control valve 123 is formed. 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 apparatus used for the multi-cylinder internal combustion engine, the intake passage portions connected to the respective cylinders are branched and attached to the intake pipes that are joined again. A passage portion 310 formed inside the rotator 300, a first component in which an opening 307 is formed in a part of the outer periphery of the rotator 300, and a passage formed inside the rotator 300. When the part 311 and the second constituent part in which the opening 309 is formed in a part of the outer peripheral part of the rotating body 300 are configured, and the rotating body 300 rotates, the respective aperture shapes of the two constituent parts An air flow control valve 123 is formed in which a throttle portion that changes so as to be different from each other is formed, and a multiple throttle component 103 that includes the air flow control valve 123 is formed, and the air flow control valve 123 is formed. The fuel spraying mechanism 105 is provided with the fuel spraying port disposed close to the throttle unit, and the exhaust gas recirculation mechanism unit 107 is provided with the recirculation exhaust mixing port 141 disposed close to the throttle unit of the air flow control valve 123. Thus, an air-fuel mixture supply device for an internal combustion engine is configured in which the controlled intake air, sprayed fuel, and recirculated exhaust gas are mixed in the vicinity of the downstream side of the throttle portion.

  Each air flow control valve 123 is configured with an air-fuel mixture supply device used for an internal combustion engine having two throttle portions in the rotational direction.

  In addition, the air flow control valve 123 has the rotation angle of the rotating body 300 set so that the discharge direction of the intake air passing through one throttle portion is directed to the vicinity of the fuel spray port 105, and the vicinity of the fuel spray port 105. An air-fuel mixture supply device for use in an internal combustion engine is provided in which a fast air flow is supplied to the fuel injection flow so as to collide with the fuel injection flow exiting from the fuel spray port 105.

  Further, the opening 307 of the first component and the opening 309 of the second component are formed with different sizes, and are arranged so that the opening directions of the openings are different, and are used in the internal combustion engine. A feeding device is configured.

  9 is a graph showing the change characteristics of the opening area with respect to the opening degree when the air flow control valve shown in FIG. 9 is rotated in the F direction and changed from the fully closed state of FIG. 10 (1) to the fully open state of FIG. 10 (5). It is shown in 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 opening of the high flow side opening 309 beyond that. When an air-fuel mixture supply device using this valve in a multiple throttle mechanism is applied to an in-line four-cylinder automobile engine having two intake ports per cylinder with the configuration shown in FIG. FIG. 14 shows the efficiency of cylinder intake. The chain line on the graph shows 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 100% of the Y axis in this graph. The efficiency of cylinder intake showed a maximum at operating conditions where the engine rotated at 4500 rpm, and showed a tendency to decrease at higher or lower speeds. On the other hand, the solid line in this graph shows the relationship when the opening degree of the air flow control valve is 50% and only the low flow rate intake passage is fully opened as shown in FIG. Under low-speed operation conditions where the engine speed is 2500 rpm or less, the efficiency of intake air exceeds the state where both intake passages indicated by chain lines are fully opened. From this, it was shown that the inertial effect can be increased by concentrating the flow in one of the suction passages, and the efficiency of the cylinder intake can be improved as compared with the fully open state depending on the operating conditions. Generally, the greater the cylinder intake efficiency, the greater the rotational force (torque) that can be generated at the engine speed. Therefore, by controlling the air flow control valve as described above, it is possible to reduce the fuel consumption of the automobile by increasing the torque output under the low-speed operation condition of the engine and further balancing with the transmission. In particular, FIG. 15 shows the cylinder intake efficiency when the opening cross-sectional area of the air flow 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 open state in FIG. 10 (5). As the cross-sectional area of the opening, that is, the size of the opening of the throttle portion increased, the efficiency of the cylinder intake increased and became 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. 10 (1) in the F direction to the fully open state in FIG. 10 (5). Cylinder intake efficiency is indicated by a chain line when the opening cross-sectional area is close to 50%, that is, in the region where only the low-flow-rate intake passage is open, when the throttles on both sides are opened uniformly. The maximum value increased by about 5%. In the region where the opening cross-sectional area exceeds 50% and the throttle portions on both sides are in the open state, the relationship is almost equal to the chain line relationship. Thus, in the air-fuel mixture supply apparatus using the air flow control valve as shown in FIG. 9, the torque output of the engine tends to differ depending not only on the size of the throttle portion but also on the opening state of both suction passages. Increasing the throttle opening with the driver's accelerator opening operation does not necessarily increase the torque output. Therefore, the integrated control unit controls the air flow control valve so as to provide the engine output required by the driver in consideration of the accelerator operation of the driver, the operating state of the engine, and the opening state of the air flow control valve. Control engine output efficiently. For example, if the torque output can be increased by opening only half rather than fully opening, even if the driver operates the accelerator fully open, a command is issued to open the throttle only half.

  In addition to the shape shown in FIG. 9, the low flow side opening 307 and the high flow side opening 309 to be processed into the air flow control valve 123 are determined in accordance with the control purpose and the characteristics of the engine to be applied. The flow control unit 301 is freely processed. For example, when the air flow control valve shown in FIG. 16 is rotated in the F direction to open the throttle, the low flow side opening 307 has a characteristic of gradually opening 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 this 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 shown in FIG. 17A, from the upper side of the fuel spray portion 105 side of the low flow rate intake passage 145 as shown in FIG. The opening of the restricting portion is started and the opening of the restricting portion on the low flow rate side is increased as shown in FIG. When all the throttle parts on the low flow rate side are opened, the throttle part on the high flow rate side is opened as shown in FIG. The other part is the same as the valve shown in FIG. In the states of (2) and (3) in FIG. 17, the throttle portion opens toward the upper left portion of the drawing in the low flow side suction passage 145, so that the air flow passing therethrough is shown in FIG. As shown in FIG. 4, the flow state in the suction passage is activated by generating a swirling motion of the air in the suction passage, or by generating another rotational motion (not shown) depending on the aperture shape of the throttle. This generation of swirling flow and activation of the flow state improve the mixing state of air, fuel, and recirculated exhaust in the air-fuel mixture, and also increase the flame propagation speed during combustion by activating the air flow inside the cylinder. This contributes to improving the combustion state, and as a result, it is possible to suppress the generation of harmful exhaust.

  The air flow control valve shown in FIG. 9 has throttle portions formed at two locations on the suction side and the discharge side of the valve, but the throttle may be formed only at one location as shown in FIG. There is no need to consider variations in the apertures of the two throttle portions, and the intake air amount can be controlled stably.

  In the air flow control valve according to the present invention, due to the following seal structure, even when the valve is in a fully closed state, it occurs between the suction side and the discharge side or between adjacent suction passages. Block or reduce leakage of intake air or air-fuel mixture. The gap between the outer periphery of the air flow control valve 123, which is a rotating body, and the inner surface of the hole of the casing 157 that accommodates it is reduced to a radial gap of 0.2 mm or less, and the pressure loss is extremely increased compared to the surrounding suction passage. The leakage is reduced by providing a seal portion. Alternatively, the air flow control valve 123 is provided with a seal mechanism portion 165 that protrudes from other portions, and the portion and the casing 157 are brought into contact with each other, or the gap between the two is reduced to 0.2 mm or less. A structure in which the sealing function is integrated in the portion 165 is also good. With such a structure, a high sealing effect can be maintained without significantly improving the processing accuracy in the processing of most of the air flow control valves. 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.

  FIG. 20 shows a seal structure in an air flow control valve of a type in which constrictions are formed at two locations, the suction side and the discharge side, in the passage portion of the valve. The air flow control valve 123 has a guide groove that accommodates each seal member, and the circular groove is formed in the guide groove that is processed so as to sandwich the low flow side opening 307 and the high flow side opening 309 in the axial direction. An arc-shaped inter-cylinder seal member 313 is installed, and a movable seal member 315 is installed in a guide groove processed in the longitudinal direction of the shaft. The inter-cylinder seal member 313 is in contact with the surface of the guide groove of the air flow control valve 123 and the inner wall surface of the valve insertion hole 317 that encloses the air flow control valve 123 in the casing 157, and has a flow path straddling between adjacent intake passages. Block and reduce leakage.

  FIG. 21 shows the function of the seal structure accompanying the operation of the air flow control valve shown in FIG. The configuration of the figure follows the above-described FIG. 10, and the left side of the figure shows the upstream side and the right side shows the downstream side. The movable seal member 315 is installed at two circumferential angles on the outer periphery of the air flow control valve. From the fully closed state shown in FIG. 21 (1), the air flow control valve 123 rotates clockwise in the figure. In the fully closed state shown in FIG. 21 (1), the intake passage is minimized by the valve, and the leakage passage through which air flows from the upstream side to the downstream side is connected to the air flow control valve 123 and the valve insertion hole 317. It becomes the gap which arises. In the structure of the present invention, this gap is in a state of being extremely narrowed even if the movable seal member 315 is sealed by contacting the guide groove surface and the inner peripheral surface of the valve insertion hole. By doing so, air leakage through this is greatly suppressed. When the air flow control valve is fully closed or the opening degree is small, the cross-sectional area of the intake passage is reduced, so that a pressure difference is generated upstream and downstream of the air flow control valve. On the other hand, when the valve is rotated and opened as shown in FIGS. 21 (2) and (3), the pressure difference is small or substantially zero.

  FIG. 22 shows an enlarged partial sectional view of the vicinity of the movable seal member 315 in FIG. The guide groove 319 is machined into the air flow control valve 123 to house the movable seal member 315 and includes a pressing air passage 321. The movable seal member 315 is movable in a range of a gap with the guide groove 319, that is, a so-called play range. When the rotational phase of the air flow control valve 123 approaches the fully closed position, the pressure difference between the upstream and downstream of the air flow control valve increases due to a significant increase in the flow resistance, and the air flow is suppressed from the upstream side of the high pressure. Flows strongly into. The air flow applies a thrust to the movable seal member 315, and the movable seal member 315 slides along the guide groove 319 toward the outside of the air flow control valve, and the gap between the casing 157 and the inner peripheral surface of the valve insertion hole 317. Is further shortened. Finally, it is pressed against the inner peripheral surface of the valve insertion hole 317 to produce a contact seal effect. On the other hand, when the air flow control valve rotates to the open side and the pressure difference decreases, the force for pressing the movable seal member 315 is greatly reduced, so that the movable seal member does not contact the inner peripheral surface of the valve insertion hole, Even if it comes into contact, the contact force is very small. For this reason, the effect as a seal is mainly the effect of a non-contact type gas seal, and the cross-sectional area in the flow path through this gap is enlarged or reduced. Leakage is reduced by the so-called labyrinth effect that generates pressure loss by repeating the process.

  FIG. 23 shows a seal structure in an air flow control valve of a type in which a throttle portion is formed at one place in the passage portion of the valve. Similarly, this air flow control valve is applied to an in-line four-cylinder engine having two intake ports per cylinder, and intake control of four cylinders is controlled by this single valve. There are provided two types of valve bodies per intake passage corresponding to one cylinder, and a low flow side opening 307 and a high flow side opening 309 are formed respectively. With the rotation of the air flow control valve 123, it is possible to start the opening only from the left half of the intake passage in the figure, and after the left half is fully open, the right half can be controlled to open. As a result, a non-uniform flow can be formed in the left-right direction in the intake passage, and the flow motion in the intake passage and further in the cylinder serving as the combustion chamber of the engine can be controlled. Also in this air flow control valve, a guide groove for storing the seal member is machined, and an inter-cylinder seal member 313 is installed for each intake passage in the circumferential direction of the shaft, and a movable seal member 315 is installed in the longitudinal direction of the shaft. ing.

  FIG. 24 shows a cross section in the vicinity of the low flow rate side opening in the air-fuel mixture supply apparatus 101 that houses this air flow control valve. The left side in this figure is the upstream side in the air cleaner direction, and the right side is the downstream side in the cylinder direction. One movable sealing material 315 is attached to each of the air flow control valve 123 side and the valve insertion hole 317 side of the casing 157. On the air flow control valve 123 side, the movable seal member 315 is accommodated in the guide groove 319 as described above. On the other hand, a pressing air passage 321 and a guide groove 319 are also processed on the casing 157 side, and a movable seal member 315 is accommodated although the shape is different from that installed on the air flow control valve side. The movable seal member 315 shown here is of a type in which the beam-shaped portion at one end is fixed to the casing 157 side, and when a pressure difference occurs, the beam-shaped portion is deformed, and the seal material portion Is pressed against the outer periphery of the air flow control valve 123. A similar effect can be obtained even in a structure where there is no fixed part of the beam-like part, but this method reliably reduces the pressing force of the sealing material against the air flow control valve when there is no differential pressure, and The effect of suppressing an increase in torque required for rotational driving is great.

  In these examples, the movable seal members are installed at two locations in the circumferential direction of the rotary valve. However, the minimum leakage flow rate is allowed to some extent, but rather, if importance is placed on reducing the required torque for driving the rotary valve, 1 As a place, a balance between the sealing effect and the torque increase suppression is obtained. Further, in the embodiment, the inter-cylinder seal member 313 and the movable seal member 315 are formed separately, but may be connected and formed integrally. In this method, the number of parts is reduced and the number of assembly steps to the air flow control valve is reduced. In this case, many parts of the movable seal move due to the deformation of the movable seal member in the vicinity of the connecting part, and the sealing effect It is preferable that the connecting portion is easily deformed so that the angle can be varied.

  In the seal structure of the sectional view shown in FIG. 25, the sealing effect is varied using magnetic force. In this figure, the movable seal member 315 is made of a resin material mixed with magnetic powder. An electromagnet 323 is inserted into the seal reinforcing portion in the valve insertion hole 317 of the casing 157. Usually, the movable seal member 315 is gently regulated by the guide groove 319 with play. FIG. 26 shows the operation of the movable seal member 315 in the vicinity of the seal reinforcing portion in FIG. When the movable seal member 315 approaches the seal strengthening portion and a sealing effect is required, the electromagnet 323 is energized to generate a strong magnetic field, and the movable seal member 315 is directed toward the inner peripheral surface of the valve insertion hole 317. Aspirate and finally contact. The movable seal member 315 can exhibit the same effect as long as it can be controlled by a magnetic field. Even if the magnetic material itself is used as the seal material, the structure is such that the magnetic material is incorporated in a seal material such as resin. Although the processability and weight are good and bad, the same effect can be obtained. Moreover, you may install a permanent magnet for a seal | sticker reinforcement | strengthening part instead of an electromagnet. In this case, there is an advantage that an electric circuit becomes unnecessary.

  In FIG. 27, the valve insertion hole 317 of the casing 157 is provided with a curvature reducing portion 325 in which the curvature of the curved surface of the portion corresponding to the low flow side suction passage 143 and the high flow side suction passage 145 is smaller than the other portions. In the structure, the distance between the air flow control valve 123 and the inner peripheral surface of the valve insertion hole 317 is narrower than the other parts. When the movable seal member 315 reaches the curvature reducing portion 325 due to the rotation of the air flow control valve 123, the movable seal member 315 contacts the inner peripheral surface of the valve insertion hole 317 and moves along the guide groove 319. The gap is reduced and the sealing effect is increased. Eventually, the movable seal member 315 is completely sandwiched between the air flow control valve 123 and the casing 157, and the contact force is increased by the elastic spring force to enhance the effect as a contact seal. Since the movable seal member 127 is not in contact with any part other than the curvature reducing unit 325 or the contact force is very small even if the contact is made, an increase in torque for rotating the air flow control valve 109 is suppressed in a large part of the movable range. .

  FIG. 28 shows a structure in which the sealing effect of the movable seal member 315 is varied using a force that causes the pressure difference between the upstream and downstream to deform the air flow control valve 123. In the air flow control valve 123, the diameter corresponding to the bearing mounting portions 303 at both ends is particularly small, and is a locally deformed portion. When a pressure difference occurs between the upstream and downstream of the air flow control valve 123, bending deformation occurs around this portion. As a result, as shown in FIG. 29 (1), the valve body portion of the air flow valve 123 approaches the inner peripheral surface of the valve insertion hole 317 in the downstream direction, and the gap is narrowed. The air flow control valve 123 is formed with a guide groove 319 for accommodating a seal member, and an arc-shaped inter-cylinder seal member 313 is inserted in the circumferential direction of the shaft, and a movable seal member 315 is inserted in the longitudinal direction of the shaft. The The movable seal member 315 has the effect of a non-contact seal that narrows the cross-sectional area of the flow path in a state where there is no pressure difference as shown in FIG. 29 (2). Thus, the air flow control valve 123 is pressed toward the valve insertion hole 317 due to the displacement of the air flow control valve 123, and finally comes into contact to physically block the flow path, thereby generating a contact seal effect.

  In these embodiments, the seal structure may be formed on the casing side in the same manner. By doing so, a stable sealing effect can be obtained even if the rotation range of the air flow control valve is expanded.

  In addition, as described in these embodiments, the seal structure can be easily deformed and moved, thereby preventing the entire valve from adhering even when foreign matter is mixed.

  In these embodiments, the material of the inter-cylinder seal member 313 and the movable seal member 315 is selected from metal, resin, rubber, ceramics, and the like. In order to reduce the load torque, it is more effective to use a resin material with excellent lubricity such as fluorine resin, polyether ether ketone (PEEK) resin, polyimide resin, polyamide resin or polyphenylene sulfide (PPS) resin. .

  In the air-fuel mixture supply device, as shown in FIG. 4, the air flow is guided to the fuel spray mechanism main body or the fuel spray port by the air flow control valve 123 installed in the vicinity of the fuel spray mechanism 105, and the air flow 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 and supplies the air flow to the fuel spray port, and the high-speed air flow is concentrated on the fuel immediately after coming out of the spray port. By causing the collision, the effect of atomizing the fuel particles can be enhanced. Alternatively, as shown in FIG. 30, an air assist type mount 163 is formed in the casing 157 of the multiple throttle mechanism, and the air flow is guided through the assist air supply passage 167 here. The shape of the air-assist mount 163 is such that the distance between the fuel spray port 161 of the fuel spray mechanism 105 attached to the mount and the bottom of the mount is narrowed to 2 mm or less, and the fuel immediately after coming out of the spray port is almost perpendicular to the spray direction. The airflow can be collided, and the fuel is further atomized by the collision. If this method is used, 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 it is necessary to replace the fuel spray mechanism with long-term use, the replacement cost can be reduced. Alternatively, as shown in FIG. 31, an air assist that includes a mechanism capable of atomizing fuel particles that are released by receiving air supply from the outside in a mount 159 processed into a casing 157 of a multiple throttle. The atomization effect can also be obtained by a method of attaching the type fuel sprayer 169 and supplying the air flow to the air assist type fuel sprayer 169 through the assist air supply passage 167. In this method, the influence of accuracy in casing processing and assembly of the air-fuel mixture supply apparatus is small, and fuel atomization can be performed stably. 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 of the air flow control valve. The air flow is taken in using the pressure difference from the downstream side of the control valve. In FIG. 30 and FIG. 31, the intake port of the assist air supply passage 167 is provided at a position where the air flow is concentrated by the valve shape when the valve is low and the pressure is higher than the surroundings. With such a structure, the atomization effect can be increased by supplying a higher-speed air flow particularly at a low opening degree. In addition, as shown in FIG. 32, when the air-fuel mixture is often formed by opening the throttle portion of only the low flow rate suction passage as shown in FIG. 10 (1) to FIG. 10 (3), The intake port of the assist air supply passage 167 is installed in the high speed side inflow passage. On the low flow rate side, the pressure drops due to the opening of the throttle, but by supplying air flow at a stable high pressure from the throttle on the high speed side where the throttle does not open, more stable fuel particles in the low valve opening state Effect can be obtained.

  In the embodiment shown in FIG. 1, four cylinders are integrated in the multiple throttle mechanism 103 of the air-fuel mixture supply apparatus 101 corresponding to an in-line four-cylinder type automobile engine having two suction ports per cylinder. The air flow control valve 123 to be controlled by is driven by a single electric motor 111. This method has a feature that it is easy to manufacture at low cost because only one motor is used for air flow control. In addition to this, as shown in FIG. 33, two sets of air flow control valves, electric motors, and drive mechanisms 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 reduced, and the responsiveness of the valve drive can be increased. In addition, it is possible to obtain features such that the influence of deformation due to thermal deformation or the like in the axial direction of the valve is small and the control accuracy of the air flow is high. Further, by providing each with a throttle opening sensor, it becomes easy to correct the variation in intake air for each cylinder caused by the processing accuracy of the valve and the adhesion of foreign matter or the like. The variation in intake air for each cylinder is determined by measuring the pressure at the upstream and downstream of the air flow control valve with a pressure sensor, or measuring the differential pressure with a differential pressure sensor, The air flow rate is calculated and calculated by the integrated control unit, or the output from the oxygen concentration sensor of the exhaust gas after combustion and the air-fuel sensor that measures the ratio of air and fuel are taken into the integrated control unit and Estimate the intake variation. As shown in FIG. 34, the air flow control valve corresponding to one cylinder, the electric motor, the drive mechanism, and the throttle opening sensor may be incorporated in four sets. In this method, the air-fuel mixture intake amount can be determined for each cylinder, and fine air-fuel mixture flow rate control with reduced variation is possible. Further, the fuel spray mechanism part for one cylinder, the throttle mechanism part casing, the air flow control valve, the throttle opening sensor, and the electric motor are configured on one unit, and the four units are connected to form a final. One air-fuel mixture supply device may be configured. In this configuration, it is possible to assemble the air-fuel mixture supply device while matching the distance between different cylinders, and it can easily cope with many types of engines.

  As described above, according to the embodiment of the present invention, the following air-fuel mixture supply apparatus is configured.

  In an air-fuel mixture supply apparatus for use in a multi-cylinder internal combustion engine for automobiles, an air flow control valve capable of forming one or more throttle parts in the middle of each intake passage connected to each cylinder is rotated by an electric motor to thereby restrict the throttle part. A number of motor-driven fuel spray mechanisms corresponding to each cylinder, and a part of the exhaust gas combusted by the internal combustion engine to collect the mixture. An air-fuel mixture supply apparatus is configured that includes a motor-driven exhaust gas recirculation mechanism unit to be mixed again and an integrated control unit that collectively transmits and receives control signals to and from the three types of mechanism units.

  In the air-fuel mixture supply apparatus, the air flow control valve included in the multiple throttle mechanism unit can form a throttle unit in a plurality of suction passages as a single unit. 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 change the direction of the air flow after passing through the throttle part from the original suction direction to change the amount of air flow in the suction passage. An air-fuel mixture supply device that can control a flow motion such as a swirl motion in the flow of the air-fuel mixture is configured.

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

  The air-fuel mixture supply device supplies an air flow faster than the average air flow rate of the intake passage to the inside of the fuel spray mechanism or in the vicinity of the fuel spray port by an air flow control valve included in the multiple throttle mechanism. The air-fuel mixture supply apparatus is configured to allow the quick air flow to collide with the fuel immediately after exiting from the internal spray port of the fuel spray mechanism.

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

FIG. 35 to FIG. 40 show an embodiment relating to the mixture formation at the time of starting the engine in the mixture supply apparatus. A method for 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. 35 and 36.
FIG. 35 shows a pattern V of the piston stroke, the fuel injection period T, and the intake flow velocity. The fuel injection (pulse width Ti) is set with a delay time ΔT1 at the beginning of the intake stroke period of the engine. Corresponding to this injection timing, the intake flow velocity reaches the maximum flow velocity Vmax (A region) during the injection pulse width Ti, and switches to the desired flow velocity V (B region) with a delay time ΔT2 after the end of the injection pulse. Controlled.

  On the other hand, FIG. 36 shows the operating state of the air flow control valve 123 corresponding to this flow velocity pattern. FIG. 36 (1) shows the region of the flow velocity A, and the air flow 113a passes from the assist air supply passage 167 communicating with the opening of the air flow control valve 123 through the nozzle spray hole of the fuel spray mechanism 105 to the supply passage. From the opening 167a. At the opening 167a, the air flow and the fuel spray collide to promote atomization. Further, downstream of the opening 167a, the air flow 141a flows so as to wrap the atomized spray and suppresses fuel adhesion to the passage wall surface. FIG. 36 (2) shows the region of the flow velocity B, the opening of the air flow control valve 123 is further enlarged, and the air flow 113b flowing from the opening 123a flows downstream of the opening 167a of the assist air supply passage 167, The air flow 141b carries the injected fuel spray so as to boost and wrap it.

Although a rotary valve is used as the air flow control valve 123, a high-speed air flow can be locally obtained and the degree of freedom in the shape of the opening portion can be obtained as compared with two intake passages that are limited to the case where a butterfly valve is used. There are many advantages such as high price. In addition, since the fuel spray port of the fuel spray mechanism 105 is provided on the downstream side of the air flow control valve 123, the sprayed fuel is prevented from adhering to the sliding surface of the air flow control valve 123 or the like. it can. Thereby, it is possible to prevent malfunction of the air flow control valve 123 due to solid deposits (deposits).
Note that the intake flow velocity pattern shown in FIG. 35 is controlled stepwise, but in the case of one fuel injection for two intakes, the opening is small (constant) during the first intake and atomization is performed. It is also possible to carry the spray at the next intake, assuming that the opening is large (constant) and there is no fuel injection.

FIG. 37 shows the positional relationship between the opening shape of the inflow passage and the fuel spray mechanism 105. FIG. 37 (1) shows an opening state 328 in which the opening area is reduced to increase the flow velocity around the fuel spray mechanism 105.
FIG. 37 (2) shows a convex opening state 331 from which the opening area is increased stepwise to increase the amount of airflow. The flow rate pattern as shown in FIG. 35 is obtained by processing and controlling the opening of the air control valve 123 in this way.

  FIG. 38 to FIG. 40 show the effects of the air-fuel mixture formation at the start of the engine in the air-fuel mixture supply apparatus by the engine test.

  FIG. 38 shows one of the cylinders 501 of the multi-cylinder internal combustion engine, in which the air-fuel mixture supply apparatus 101 of the present invention is provided close to the intake valve 506. 502 is a combustion chamber, 503 is a piston, 504 is a cylinder, 505 is a cylinder head, 506 is an intake valve that opens and closes an intake port, 507 is an exhaust valve, and 508 is an ignition plug.

  The test is a hydrocarbon that is discharged from the driving state of 200 revolutions per minute called cranking immediately after the key is turned on at the start of the automobile engine to the transition to the operation of 1400 revolutions per minute called first idle. (HC) is monitored. We paid particular attention 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 in 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 so as not to adhere 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 airflows 509a and 509b flow along the inner wall surface of the cylinder 504.
If it is possible to prevent the fuel from staying in the intake passage due to adhesion to the wall surface when the internal combustion engine is started, the injected fuel quickly flows into the combustion chamber and the ratio of air to fuel in the combustion chamber (empty) The time until the (fuel ratio) becomes combustible can be shortened. Therefore, the time required to start the engine can be shortened (that is, the startability is improved), and the fuel discharged during the period until the engine is completely exploded and started can be reduced. . Furthermore, if there is no stagnation of fuel, it is also effective to speed up the transient response in which the engine output changes. When the air intake amount changes according to the engine load, it is necessary to change the fuel injection amount in order to keep the air-fuel ratio in the combustion chamber at a predetermined value. If fuel stays in the intake pipe at this time, the staying 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 is in the intake stroke of the engine. Therefore, the 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 exhibit the predetermined performance. If there is no stagnation of the fuel, 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. 39 shows the HC emission amount with respect to the combustion of the representative cylinder. When a conventional fuel injection device (fuel particle size 95 μm) was used in a conventional intake system as shown in FIG. 5, most HC was discharged during the second combustion from the start. This is because, as described above, in the first fuel injection at the start of the engine, the particle size is large and the particles easily adhere to the wall of the intake passage or the combustion chamber. The main reason is that the remaining fuel is added to the second combustion. In the figure, the first, third, and fourth times after combustion are compared and arranged based on the HC emission amount after the second time combustion from the start of the engine. In the third and fourth combustion, since the air flow rate gradually increases, the combustion progresses little by little (the wall flow is suppressed), so the HC emission amount is slightly reduced.

  On the other hand, in the air-fuel mixture supply apparatus 101, since the spray particle size is sufficiently small as 30 μm or less, combustion progresses quickly by promoting vaporization, and after the second time, an increase in air flow rate is added to promote combustion, resulting in HC emissions. No increase occurs.

  FIG. 40 is a comparison of the HC discharge pattern in about 20 seconds between the start and the first idle with the conventional system (the engine using the fuel injection device having a particle size of 95 μm in the configuration shown in FIG. 5). The amount of HC emissions is almost halved compared to the conventional case.

  This is because the fuel atomization is promoted and the vaporization of the fuel is promoted, and the vaporization rate of the fuel flowing into the combustion chamber is improved. This is a result of reducing the amount of liquid fuel flowing into the combustion chamber, thereby reducing the unburned fuel component in the exhaust gas and improving the startability.

  As another effect, there is no need for a facility for separately supplying air for atomization to the fuel spray mechanism, so that atomization of fuel can be promoted without increasing the cost. Further, since the air-fuel mixture supply device is provided in each cylinder, the amount of air-fuel mixture flowing into each cylinder can be adjusted, and the amount of fuel can be adjusted 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 can be suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic external view of an air-fuel mixture supply apparatus according to the present invention to which an in-line four-cylinder type automobile engine having two suction ports per cylinder is applied. It is the top view which looked at the air-fuel | gaseous mixture supply apparatus by this invention shown in FIG. 1 from the X direction. It is AA sectional drawing of the air-fuel | gaseous mixture supply apparatus by this invention shown in FIG. 1 and FIG. It is BB sectional drawing of the air-fuel | gaseous mixture supply apparatus by this invention shown in FIG. 1 and FIG. It is a schematic diagram for demonstrating the structure of the intake system of the conventional common 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 mixture supply device of the present invention is applied to the engine shown in FIG. 5. FIG. 8 is a schematic diagram showing a flow of supplying an air-fuel mixture to a cylinder in an engine intake system configuration to which the air-fuel mixture supply device of the present invention shown in FIG. 7 is applied. FIG. 5 is a schematic diagram showing an external appearance of an air flow control valve used in the air-fuel mixture supply apparatus shown in FIGS. 1 to 4. FIG. 10 is a partial cross-sectional view showing a state where throttle portions are formed in two intake passages that change with the rotation of the air flow control valve shown in FIG. 9 in the multiple throttle mechanism portion of the air-fuel mixture supply apparatus of the present invention. FIG. 10 is a schematic cross-sectional view showing the air flow in a state where the low flow rate side throttle portion is opened by the air flow control valve shown in FIG. 9. FIG. 10 is a schematic cross-sectional view showing the air flow in a state where the throttle portions in both the low flow rate side and the high flow rate side are opened by the air flow control valve shown in FIG. 9. 10 is a graph showing the relationship between the opening degree of the air flow control valve shown in FIG. 9 and the relative opening cross-sectional area of the throttle portion 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 air flow control valve shown in FIG. 9 is fixed fully open and half open. In the engine in which the air-fuel mixture supply apparatus having the air flow control valve shown in FIG. 9 is incorporated in the intake system arrangement of FIG. 7, the relative opening area of the valve is changed while the engine is operated at 1500 rpm. It is the graph which showed the efficiency of cylinder intake. It is the schematic which showed the external appearance of the airflow control valve which has an opening shape different from FIG. FIG. 17 is a partial cross-sectional view of the vicinity of the suction passage of the multiple throttle mechanism portion incorporating the air flow control valve shown in FIG. 16 when viewed from the discharge side to the cylinder. FIG. 17 is a partial cross-sectional view of the vicinity of the suction passage of the multiple throttle mechanism portion incorporating the air flow control valve shown in FIG. 16 when 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 apparatus using an air flow control valve of a type in which one throttle portion is formed for each suction passage. It is a schematic diagram showing a seal structure in an air flow control valve of a type in which constrictions are formed at two locations on the suction side and the discharge side in one passage portion. FIG. 21 is a partial cross-sectional view for explaining a throttle portion forming state and a sealing state of two suction passages that change with rotation of the air flow control valve shown in FIG. 20 in the multiple throttle mechanism portion of the air-fuel mixture supply apparatus of the present invention. FIG. 21 is a partial cross-sectional view for explaining the operation of the movable seal in the air flow control valve shown in FIG. It is a schematic diagram explaining the seal structure in the airflow control valve of the type which forms one restricting part in one passage part. It is sectional drawing of the multiple throttle part in the air-fuel | gaseous mixture supply apparatus of this invention by which the seal structure by the guide groove and the movable seal member was comprised by the air flow control valve side and the casing side. FIG. 5 is a cross-sectional view of a multiple throttle portion in the air-fuel mixture supply apparatus of the present invention having a seal structure in which a movable sealing member having magnetism is operated by an electromagnet built in a seal reinforcing portion on the casing side to vary the sealing effect. . FIG. 27 is a partial cross-sectional view for explaining a structure in which the movable sealing member shown in FIG. 26 operates by the action of an electromagnet in the multiple throttle portion in the air-fuel mixture supply apparatus of the present invention. In the air-fuel mixture supply apparatus of the present invention, the curvature of the valve insertion hole of the casing that enhances the sealing effect is reduced, and the sealing effect is particularly increased when the movable sealing material passes through the curvature reducing portion. It is sectional drawing of a continuous throttle part. The air-fuel supply device of the present invention has a structure in which the diameter of the bearing mounting portion in the air flow control valve is reduced, and the sealing effect of the movable seal member is increased by deformation of the bearing mounting portion when a pressure difference occurs upstream and downstream of the valve It is sectional drawing of the multiple throttle part in. FIG. 29 is a partial cross-sectional view for explaining a mechanism in which the movable sealing material shown in FIG. 28 increases the sealing effect by the deformation action of the bearing mounting portion in the multiple throttle portion in the air-fuel mixture supply apparatus of the present invention. FIG. 5 is a cross-sectional view corresponding to FIG. 4 in an air-fuel mixture supply apparatus 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 in an air-fuel mixture supply apparatus in which an intake passage and a mount are connected by an assist air supply passage and an air flow is supplied 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 apparatus in which an assist air supply passage for supplying an air flow to a fuel spray mechanism is opened in a high-speed side suction passage. It is the schematic which showed the external appearance of the 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 mixture supply apparatus of the type which contains four motors, a drive part, and four airflow control valves, and controls the airflow of four suction passages per each. FIG. 3 is a diagram showing a speed pattern of an air flow control valve according to the present invention. It is a fragmentary sectional view of an air-fuel | gaseous mixture supply apparatus which shows the operation state of an airflow control valve. It is a figure which shows the shape of the opening part of an airflow control valve. 1 is a partial cross-sectional view in which an air-fuel mixture supply apparatus according to the present invention is mounted on a multi-cylinder internal combustion engine. It is the figure which compared the HC discharge amount accompanying the combustion in the representative cylinder of a multicylinder internal combustion engine with the conventional injection valve. It is the figure which compared the HC discharge pattern from the start to the first idle with the conventional injection valve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 101 ... Air-fuel mixture supply apparatus, 103 ... Multiple throttle mechanism part, 105 ... Fuel spray mechanism part, 107 ... Exhaust gas recirculation mechanism part, 109 ... Integrated control part, 111 ... Electric motor, 113 ... Low flow side suction inlet, 115 ... High flow rate side intake port, 117 ... fuel supply unit, 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 intake passage, 145 ... High flow side suction passage, 147... Low flow side gas mixture discharge port, 149... High flow side gas mixture discharge port, 151... Low flow side throttle portion, 153. DESCRIPTION OF SYMBOLS 157 ... Casing, 159 ... Mount part, 161 ... Fuel injection port, 163 ... Air assist type mount, 165 ... Seal mechanism part, 167 ... Assist air supply passage, 169 ... Air assist type fuel spray mechanism part, 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 route of lung description, 221 ... Recirculation exhaust control device, 223 ... Air flow control valve, 300 ... Rotating body, 301 ... Air flow control part, 303 ... Bearing mounting part, 305 ... Opening sensor connection part, 307 ... Low flow side opening, 309 ... High flow side opening, 310, 311 ... Suction passage, 313 ... Cylinder sea Member, 315, movable seal member, 317, valve insertion hole, 319, guide groove, 321, pressing air passage, 323, electromagnet, 325, curvature reducing portion, 328, opening state of suction passage, 331, convex shape of suction passage 501 ... one of a multi-cylinder internal combustion engine, 502 ... combustion chamber, 503 ... piston, 504 ... cylinder, 504a ... opposite wall, 505 ... cylinder head, 506 ... intake valve, 507 ... exhaust valve, 508 ... ignition plug 509a ... flow along the piston from the cylinder inner wall, 509b ... flow along the piston from below the plug through the cylinder wall.

Claims (10)

  In an air-fuel mixture supply device used in a multi-cylinder internal combustion engine, a suction passage portion connected to each cylinder is attached to a branched intake pipe, and is formed in a rotating body and the rotating body. A passage portion formed in the outer periphery of the rotating body, a passage portion formed in the rotating body, and a portion of the outer peripheral portion of the rotating body. A second configuration part having an opening formed therein, provided with a rotation device that rotates the rotating body in both reversible directions, and a diaphragm part that changes the respective diaphragm shape changes of the two component parts by the rotational movement. The formed air flow control valve is configured, and a multiple throttle component that includes the air flow control valve is configured, and a fuel spray port is disposed close to the throttle portion of the air flow control valve, and a fuel spray device is provided. The air flow control The valve, mixture supply apparatus for an internal combustion engine, wherein the axial circumferential direction or longitudinal direction of the seal member along at least one direction of its axis of rotation is provided.   In an air-fuel mixture supply device used for a multi-cylinder internal combustion engine, an intake passage connected to each cylinder is attached to a branched intake pipe, and is formed in a rotary body and the rotary body. A passage portion formed in the outer periphery of the rotating body, a passage portion formed in the rotating body, and a portion of the outer peripheral portion of the rotating body. An air flow control valve in which a second constituent part is formed in which an opening is formed, and a throttle part is formed so that the throttle shape changes of the two constituent parts differ from each other by the rotational movement of the rotating body A multi-throttle configuration part including the air flow control valve is provided, a fuel spray port is provided close to a throttle part of the air flow control valve, and a fuel spray mechanism part is provided, and the air flow control The valve has its rotation Mixture supply device in axial circumferential direction or longitudinal direction of the internal combustion engine, wherein a sealing member is provided along at least one direction.   In an air-fuel mixture supply device used for a multi-cylinder internal combustion engine, an intake passage connected to each cylinder is attached to a branched intake pipe, and is formed in a rotary body and the rotary body. A passage portion, a first configuration portion in which an opening is formed in a part of the outer peripheral portion of the rotating body, a passage portion configured inside the rotating body, and a part of the outer peripheral portion of the rotating body The second component part in which the opening part is formed is formed, and when the rotary body rotates, the air in which the throttle part is formed so that the diaphragm shape changes of the two component parts differ from each other is formed. A flow control valve is configured, a multiple throttle component that includes the air flow control valve is configured, a fuel spray port is disposed close to the throttle portion of the air flow control valve, and a fuel spray mechanism is provided, and Restriction of the air flow control valve The recirculated exhaust gas inlet is disposed close to the unit, and an exhaust gas recirculation mechanism unit is provided so that the controlled intake air, sprayed fuel, and recirculated exhaust gas are mixed in the vicinity of the downstream side of the throttle unit, and the air flow An air-fuel mixture supply device for an internal combustion engine, wherein the control valve is provided with a seal member along at least one of a circumferential direction and a longitudinal direction of a rotating shaft thereof.   The air-fuel mixture supply device for an internal combustion engine according to any one of claims 1 to 3, wherein each air flow control valve includes two throttle portions in the rotational direction. Feeding device.   4. The air-fuel mixture supply device for an internal combustion engine according to claim 1, wherein the air flow control valve is configured such that one of the throttle portions is arranged such that a discharge direction of the intake air is directed to the vicinity of the fuel spray port. 5. The air-fuel mixture used in the internal combustion engine is characterized in that a fast air flow is supplied in the vicinity of the fuel spray port so that the fast air flow collides with the fuel injection flow exiting from the fuel spray port. Feeding device.   The air-fuel mixture supply device for an internal combustion engine according to any one of claims 1 to 3, wherein the opening of the first component and the opening of the second component are formed with different sizes. An air-fuel mixture supply device used for an internal combustion engine, wherein the air-fuel mixture is arranged so that the opening directions are different.   The air-fuel mixture supply apparatus for an internal combustion engine according to any one of claims 1 to 3, wherein the air flow control valve has guide grooves parallel to an axial direction and a longitudinal direction of a rotating shaft thereof, respectively. An arc-shaped seal member is installed in the guide groove to close the air flow path that communicates between adjacent suction passages, and a rod-shaped movable seal member is installed inside the guide groove in the longitudinal direction. An air-fuel mixture supply device used for an internal combustion engine, wherein a flow path of air leaking from an upstream side to a downstream side of the valve is closed when the valve is fully closed.   4. The air-fuel mixture supply apparatus for an internal combustion engine according to claim 1, wherein the air flow control valve has a guide groove parallel to the longitudinal direction of the rotation shaft thereof, and is movable within the guide groove. This includes a movable seal member that reduces the flow rate of air leaking from the upstream side to the downstream side, and the movable seal member is an air flow control valve that is fully closed or the air pressure difference generated between the upstream and downstream of the valve when the opening is minimized. Is pressed in the direction of reducing the air flow path gap to produce a contact sealing effect that contacts the mating surface and closes the air flow path gap. When the air pressure difference is small, the non-contact sealing effect is mainly used. An air-fuel mixture supply apparatus for use in an internal combustion engine characterized by varying a sealing effect.   4. The air flow control valve according to claim 1, wherein the air flow control valve has a deformed portion having a particularly small cross-sectional area, and an air pressure difference generated between the upstream and the downstream when the valve is fully closed or the opening is minimized. The valve body, especially its deformed part, is greatly deformed by pressing the seal part provided on the air flow control valve in the direction of reducing the air flow path gap and bringing it into contact with the mating surface to reduce the air flow path gap around the valve. An air-fuel mixture supply apparatus for use in an internal combustion engine, wherein a contact seal effect for closing is produced and the seal effect is varied so as to mainly have a non-contact seal effect when the air pressure difference is small. The air-fuel mixture supply device for an internal combustion engine according to any one of claims 1 to 3, wherein the arc-shaped seal member and the movable seal member installed in an air flow control valve are a fluorine-based resin, a polyether ether ketone resin, An air-fuel mixture supply device used for an internal combustion engine, comprising a polyimide resin, a polyamide resin, a polyphenylene sulfide resin, and a resin material containing them as a main component.

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