JP2014047698A - Fuel injection valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel injection valve capable of improving an air utilization rate or lowering fuel pressure, when fuel spray is atomized and penetration is lowered by generating a swirl flow in fuel to be injected.SOLUTION: A fuel injection valve 100A includes: a nozzle body 10A equipped with a sack portion 11 on which an injection hole 14 opens; a needle valve 30 for supplying fuel into the sack portion 11 and intercepting the fuel supply; and a spiral groove 21 for swiveling the fuel supplied into the sack portion 11. In the fuel injection valve 100A, an injection hole axis AX1 of the injection hole 14 is included in a cross section including a center axis AX of the nozzle body 10A, and becomes a straight line orthogonal to opening surfaces S1 and S2 on which an inlet portion 14a and an outlet portion 14b of the injection hole 14 respectively open or a similar straight line, on the cross section.

Description

  The present invention relates to a fuel injection valve.

  Various proposals have been made for injection holes in fuel injection valves. Patent Document 1 discloses a fuel injection valve including two slit-shaped injection holes communicating with a sac portion. Patent Document 1 discloses an example in which a portion of a sac wall surface forming a sac portion that faces a needle valve is formed as a spherical surface. Patent Document 2 discloses that fuel is injected in two or more flows as a method of supplying fuel to the engine. Patent Document 2 discloses an example in which three orifices for injecting fuel are provided at equal intervals around the axis of the central hole.

  Patent Document 3 discloses a fuel injection nozzle in which an inner wall on the side where the fuel easily flows is formed with a larger radius than an inner wall on the side where the fuel does not flow easily among the inlets of the injection holes. In Patent Document 3, the fuel flow rate from the fuel flow side is made larger than the fuel flow rate from the fuel flow side, and a circumferential turning force is applied to the fuel passing through the nozzle hole. Yes. Patent Document 3 further discloses a processing method of a fuel injection nozzle that processes the inner wall of the inlet portion of the injection hole using a processing needle. The processing needle includes a swirl flow forming portion that generates a swirl flow.

  Patent Document 4 discloses a fuel injection valve including a nozzle plate provided with a plurality of injection holes. Patent Document 4 discloses an example in which the nozzle plate has a plurality of nozzle holes on the circumference of the same radius and further has a nozzle hole at the center. Patent Document 5 discloses a fuel injection valve that includes a recess provided on the downstream end face of the fuel reservoir and an injection hole provided in the recess. In Patent Document 5, this achieves spraying with low penetration.

JP 2008-151060 A JP-T 63-500321 Publication JP 2002-349393 A JP 2007-321711 A JP 2005-337191 A

By the way, in the internal combustion engine, research on supercharged lean combustion and large-scale EGR combustion has been conducted to reduce CO ₂ and emissions. In order to maximize the reduction effect in any combustion, it is necessary to obtain stable combustion in the vicinity of the combustion limit. In addition, as petroleum fuel is depleted, stable combustion requires robustness that can be stably burned with various types of fuel such as biofuel. In this respect, in order to obtain such stable combustion, it is most important to reduce the ignition variation of the air-fuel mixture and to realize combustion without spots. For this purpose, promotion of vaporization by spray atomization and equalization of the spray particle size are effective.

  On the other hand, an in-cylinder injection method in which fuel is directly injected into a combustion chamber is known as a fuel injection method for an internal combustion engine. The in-cylinder injection method is used for, for example, improving the volume efficiency by latent heat of vaporization and greatly retarding combustion for activating the catalyst at a low temperature. However, in an in-cylinder internal combustion engine, there is a concern that oil dilution may occur due to fuel colliding with the combustion chamber wall as droplets. Moreover, there is a concern that PM and smoke may be generated due to deterioration of fuel atomization.

  On the other hand, in order to respond to these concerns while realizing stable combustion in an in-cylinder internal combustion engine, atomization of fuel spray for promoting vaporization and fuel do not collide with the combustion chamber wall. It is important to achieve both low penetration. For this purpose, it is effective to generate fine bubbles in the fuel to be injected by generating a strong swirling flow in the nozzle hole.

  That is, in this case, a negative swirling flow is generated in the nozzle hole by generating a strong swirling flow in the nozzle hole. The generated negative pressure sucks gas from the combustion chamber, and the sucked gas is taken into the swirling flow as fine bubbles. Then, a swirling flow containing fine bubbles is injected from the injection hole, so that a hollow cone-shaped fuel spray is formed. The fuel spray has a liquid film immediately after injection, but the liquid film expands and thins to break up into fine bubbles. Each split microbubble is self-compressed with time and eventually collapses.

  As a result, in this case, the atomization of the spray particle size becomes extremely fine (for example, 1 μm or less). At the same time, in this case, the fuel to be injected has a swirling component, so that the fuel spray has a low penetration. However, in this case, the fuel spray is hollow. For this reason, in this case, the air utilization rate of the combustion chamber tends to be low. As a result, there is a possibility that the output of the internal combustion engine cannot be sufficiently extracted.

  On the other hand, in order to generate a swirl flow in the nozzle hole, specifically, a spiral groove for swirling the fuel supplied into the sac portion can be provided in the fuel injection valve. The spiral groove can be provided with its central axis aligned with the main body central axis. And when this fuel injection valve equips with the several injection hole equally along the circumferential direction, an injection hole will be arrange | positioned so that an injection hole axis and the central axis of a spiral groove may not correspond. Further, when such a fuel injection valve is arranged on the cylinder wall of the internal combustion engine, the injection hole may be arranged similarly.

  In contrast, the fuel injection valve can be specifically configured as follows. That is, the sac portion may be formed so that the wall surface is spherical, and the nozzle hole may be provided so that the nozzle hole axis passes through the center of the sphere including the spherical surface of the sack portion.

  However, in this case, the flow of fuel in the sac is complicated. This is because the opening surface of the injection hole entrance portion is spherical, so that the fuel may have a vector for returning to the upstream side in the sac portion. For this reason, in this case, in combination with the arrangement of the nozzle hole so that the nozzle hole axis does not coincide with the central axis of the spiral groove, the swirl flow guided from the sack portion to the nozzle hole may be weakened. . When the swirl flow guided to the nozzle hole is weakened, it becomes difficult to generate a strong swirl flow in the nozzle hole, so that it is difficult to generate fine bubbles in the fuel. As a result, in this case, there is a possibility that the fuel pressure has to be increased in order to stably guide a strong swirling flow to the nozzle hole.

  In view of the above problems, the present invention provides a fuel injection capable of improving the air utilization rate and lowering the fuel pressure when generating a swirl flow in the fuel to be injected to reduce the atomization of fuel spray and lower the penetration. The purpose is to provide a valve.

  The present invention relates to a nozzle body having a sac portion in which a first nozzle hole is opened, a needle valve for supplying and shutting off fuel supply to the sac portion, and a swirl flow for swirling fuel supplied to the sac portion. An opening in which a nozzle hole axis of the first nozzle hole is included in a cross section including a central axis of the nozzle body, and an inlet part and an outlet part of the first nozzle hole respectively open in the cross section. The fuel injection valve is a straight line orthogonal to the surface or a straight line equivalent to the straight line.

  The present invention can be configured such that the three first nozzle holes are evenly provided along the circumferential direction.

  According to the present invention, the fuel spray injected from each of the first nozzle holes has an acute angle in which the nozzle axis of each of the first nozzle holes forms a straight line parallel to the central axis of the nozzle body or the central axis of the nozzle body. It can be set as the structure set to the value smaller than a predetermined value within the range in which each liquid film does not interfere mutually.

  The present invention is configured to further include a second nozzle hole that has a nozzle hole shaft that is provided in alignment with the central axis of the nozzle body and that has a nozzle hole expanding portion that opens while being tapered toward the outlet side. be able to.

  According to the present invention, by generating a swirl flow in the fuel to be injected, it is possible to improve the air utilization rate and lower the fuel pressure when atomizing the fuel spray and reducing the penetration.

It is a figure which shows the principal part of the fuel injection valve of Example 1. FIG. It is a principal part enlarged view of the fuel injection valve of Example 1. FIG. It is a figure which shows the fuel spray of the fuel injection valve of Example 1. FIG. It is explanatory drawing of the production | generation method of the swirl | vortex flow swirling in a nozzle hole. It is a figure which shows the modification of the nozzle hole corresponded to a 1st nozzle hole. It is a principal part enlarged view of the fuel injection valve of Example 2. FIG. It is a figure which shows the fuel spray of the fuel injection valve of Example 2. FIG.

  Embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a view showing a main part of the fuel injection valve 100A. FIG. 2 is an enlarged view of a main part of the fuel injection valve 100A. 1 and 2 (a) show the fuel injection valve 100A in a cross section including the central axis AX of the nozzle body 10A. FIG. 2B is a view of the fuel injection valve 100A viewed along the central axis AX. The fuel injection valve 100A includes a nozzle body 10A, a needle guide 20, and a needle valve 30. The nozzle body 10A is provided with its central axis AX aligned with the main body central axis. The same applies to the needle guide 20 and the needle valve 30. The fuel injection valve 100A can be provided in an in-cylinder injection internal combustion engine that directly injects fuel into the combustion chamber.

  The nozzle body 10 </ b> A is a cylindrical member and includes a sack portion 11, a seat portion 12, an enlarged diameter portion 13, and an injection hole 14. The internal space of the nozzle body 10 </ b> A is formed by the sack part 11, the sheet part 12, and the diameter-enlarged part 13. The sack portion 11, the seat portion 12, and the enlarged diameter portion 13 are arranged in this order from the tip side (the side on which fuel is injected in the axial direction when the fuel injection valve 100A is viewed along the direction perpendicular to the central axis of the main body). Adjacent to each other.

  The sack portion 11 is a portion that forms a sack space, and includes a side wall portion and a bottom wall portion. The side wall portion forms a cylindrical space. The bottom wall portion forms a conical space. The side wall portion and the bottom wall portion are provided adjacent to each other so that the bottom wall portion is located on the tip side of the side wall portion. The sack portion 11 is provided with its central axis aligned with the central axis AX. Therefore, the side wall portion and the bottom wall portion are also provided with their center axes aligned with the center axis AX.

  The seat portion 12 is a portion on which the needle valve 30 is seated, and has a tapered seat surface that gradually decreases in diameter toward the distal end side. The seat portion 12 is provided with its central axis aligned with the central axis AX. The enlarged diameter portion 13 is a portion that forms a pressure chamber, and is a portion that is larger in diameter than the end portion of the adjacent sheet portion 12. Fuel is supplied from the fuel passage F to the pressure chamber. The nozzle hole 14 communicates with the inside and outside of the nozzle body 10 </ b> A at the tip of the nozzle body 10 </ b> A, and opens to the sack portion 11. The nozzle hole 14 corresponds to a first nozzle hole.

  The needle guide 20 is provided in the nozzle body 10A. The needle guide 20 is a cylindrical member and has an inner wall surface on which the needle valve 30 slides. The needle guide 20 has a tip. The tip portion is provided in a range from the intermediate portion of the seat portion 12 to the enlarged diameter portion 13 in the axial direction. Further, the outer wall surface is provided so as to contact the seat surface of the seat portion 12.

  The needle guide 20 includes a spiral groove 21. The spiral groove 21 is provided on the outer wall surface of the tip of the needle guide 20. The spiral groove 21 is provided with its central axis aligned with the central axis of the needle guide 20. Therefore, the central axis of the spiral groove 21 is a central axis equivalent to the main body central axis and the central axis AX. The spiral groove 21 forms a spiral fuel flow path together with the seat surface of the seat portion 12. The fuel passage connects the pressure chamber and the inside of the sac portion 11, and fuel is supplied from the pressure chamber into the sac portion 11 through the fuel passage. The spiral groove 21 swirls the fuel supplied into the sac part 11 by giving a swirl component to the fuel supplied from the pressure chamber into the sac part 11. Specifically, the spiral groove 21 turns the fuel around the center axis AX by turning the fuel around the center axis. The spiral groove 21 corresponds to a swirl flow generator.

  The needle valve 30 is a cylindrical member, and is in a state of being separated from and in contact with the seat portion 12 by moving along the axial direction. The needle valve 30 supplies fuel into the sac portion 11 while being separated from the seat portion 12. Further, the fuel supply to the sack portion 11 is shut off while being in contact with the seat portion 12. The needle valve 30 is seated on a portion of the seat portion 12 that is on the tip side of the portion where the tip portion of the needle guide 20 abuts.

  Next, the nozzle hole 14 will be specifically described. The nozzle hole 14 opens to the sack portion 11 at the inlet portion 14a, and opens to the outer wall portion of the nozzle body 10A at the outlet portion 14b. A portion of the sack portion 11 where the inlet portion 14a is open has an opening surface S1. Moreover, the part in which the exit part 14b is opening among the outer wall parts of 10 A of nozzle bodies has the opening surface S2.

  The opening surface S1 is a tapered surface that gradually decreases in diameter toward the tip side. In this respect, a portion of the sack portion 11 where the inlet portion 14a is open serves as a bottom wall portion of the sack portion 11, and the tapered surface is a bottom wall surface forming a conical space. In contrast to the fact that the sack portion 11 has a side wall surface that forms a cylindrical space from the sheet surface toward the front end side, more specifically, the opening surface S1 gradually shrinks from the side wall surface toward the front end side. The taper surface is a diameter. The opening surface S2 is a tapered surface having a taper angle equivalent to that of the opening surface S1.

  The nozzle hole axis AX1 of the nozzle hole 14 is included in the cross section including the central axis AX, and is a straight line orthogonal to the opening surfaces S1 and S2 or a straight line equivalent to the straight line in the cross section. An equivalent straight line may be used in consideration of the fact that the nozzle hole axis AX1 is not easily included in the cross section including the central axis AX, and that the cross section is difficult to be orthogonal to the opening surfaces S1 and S2. is there. Specifically, the straight line includes the case where the nozzle hole axis AX1 does not become a straight line orthogonal to the opening surfaces S1 and S2 as described above due to processing errors. Equivalence also includes the case where the nozzle hole axis AX1 does not become a straight line within the range where the effects described below are exhibited. The nozzle hole axis AX1 is a straight line connecting the centers of gravity of the inlet portion 14a and the outlet portion 14b. The nozzle hole 14 has a configuration in which the nozzle hole axis AX1 is not provided in alignment with the central axis AX, and thus the nozzle hole axis AX1 is not provided in alignment with the central axis of the spiral groove 21. ing.

  Three nozzle holes 14 are equally provided along the circumferential direction. The arrangement along the radial direction from the central axis AX of each nozzle hole 14 is equivalent to each other. The angle of the nozzle hole axis AX1 is set as follows. That is, it is performed by setting the acute angle α that the nozzle hole axis AX1 of each nozzle hole 14 is a central axis AX or a straight line parallel to the central axis AX as follows. The straight line parallel to the central axis AX may be a case where the nozzle hole axis AX1 strictly does not intersect the central axis AX.

  FIG. 3 is a view showing fuel spray of the fuel injection valve 100A. FIG. 3A shows fuel spray in a cross section including the central axis AX. FIG. 3B is a view showing fuel spray in a cross section corresponding to the AA cross section shown in FIG. FIG.3 (c) is a figure which shows fuel spray in the cross section equivalent to the BB cross section shown to Fig.3 (a). 3 (b) and 3 (c) show a cross section of the entire fuel spray, not a cross section of the partial fuel spray shown in cross section in FIG. 3 (a).

  As shown in FIG. 3A, each liquid film of fuel spray injected from each nozzle hole 14 breaks into fine bubbles after exceeding a predetermined position indicated by the AA cross section. In this regard, the acute angle α is set within a range in which the fuel spray liquid films injected from the nozzle holes 14 do not interfere with each other. For this reason, as shown in FIG.3 (b), each liquid film of the fuel spray injected from each nozzle hole 14 does not interfere with each other.

  After the fuel spray liquid film is broken into fine bubbles in each fuel spray, the following fuel spray is formed. That is, a fuel spray is formed that expands toward the end while increasing the thickness of the contour portion by splitting into fine bubbles. In this regard, the acute angle α is set to a value smaller than a predetermined value within the above range. The predetermined value can be an angle at which the fuel sprays do not overlap on the central axis AX. For this reason, as shown in FIG.3 (c), each fuel spray overlaps on the central axis AX.

  Next, main effects of the fuel injection valve 100A will be described. FIG. 4 is an explanatory diagram of a method for generating a swirl flow swirling in the nozzle hole 14. FIG. 4 is a view of the sack portion 11 viewed along the central axis AX. Here, fuel is injected in the fuel injection valve 100A as follows. That is, first, the needle valve 30 is lifted from the state where it is seated on the seat portion 12, whereby fuel is supplied from the pressure chamber into the sac portion 11. At this time, the fuel supplied into the sack portion 11 circulates along the spiral groove 21 and turns around the central axis AX as indicated by a two-dot broken line arrow.

  As a result, fuels having different flow velocities in the inner portion and the outer portion in the radial direction of the sack portion 11 flow into the inlet portion 14a. For this reason, a swirling flow is generated in the nozzle hole 14 as indicated by the solid arrow in accordance with the difference between these flow velocities. At this time, it is possible to generate a swirl flow that swirls in the direction opposite to the swirl flow swirling in the sack portion 11 in the nozzle hole 14. The fuel injection valve 100A injects fuel while generating a swirling flow in the injection hole 14 in this way, thereby forming a hollow cone-shaped fuel spray containing fine bubbles, atomizing the spray and reducing the penetration. Can be achieved.

  On the other hand, in performing fuel injection in this way, in the fuel injection valve 100A, the injection hole axis AX1 of the injection hole 14 is included in the cross section including the central axis AX, and the straight line orthogonal to the opening surfaces S1 and S2 in the cross section or the straight line. It is the same straight line. For this reason, the fuel injection valve 100 </ b> A can make the swirl distance of the swirl flow flowing through the nozzle hole 14 uniform. As a result, the fuel spray shape can be shaped so as to be axially symmetric with respect to the nozzle hole axis AX1. And even if a fuel spray is hollow by aiming at such shaping, the improvement of the air atomization rate by the improvement of spray atomization can be aimed at.

  The fuel injection valve 100A has a configuration in which the opening surface S1 is a tapered surface that gradually decreases in diameter toward the distal end side, so that the fuel pressure can be reduced as follows. That is, in this case, by smoothly reducing the turning radius of the fuel at the opening surface S1 in the sac portion 11, the turning speed of the fuel flowing into the inlet portion 14a can be quickly increased. As a result, the fuel pressure can be reduced as much as the turning speed of the fuel is increased. Further, in this case, by making the opening surface S2 a tapered surface having the same taper angle as the opening surface S1, it is possible to suitably improve the air utilization rate by making the turning distance uniform.

  Specifically, the fuel injection valve 100A has a side wall surface in which the sac portion 11 forms a cylindrical space from the seat surface toward the front end side, and the opening surface S1 is gradually reduced in diameter from the side wall surface toward the front end side. It can be set as the structure which is a taper surface. Thereby, even if the nozzle hole 14 is provided so that the nozzle hole axis AX1 and the central axis of the spiral groove 21 do not coincide with each other, the complexity of the flow of fuel in the sack portion 11 can be suppressed. It can suppress that the turning flow produced | generated in the nozzle hole 14 weakens. As a result, the fuel pressure can be suitably reduced accordingly.

  From this point of view, the fuel injection valve 100A has a priority to improve the air utilization rate by making the turning distance uniform as described above. It can also be set as the structure which has a side wall surface which forms columnar space. As a result, the fuel pressure can be lowered first in preference to the improvement of the air utilization rate by making the turning distance uniform as described above. In this case, the opening surface S1 may be a surface orthogonal to the central axis AX, for example.

  The fuel injection valve 100A preferably has a configuration in which three injection holes 14 are provided uniformly along the circumferential direction. That is, here, if there are two injection holes 14, the dispersibility of the fuel spray in the combustion chamber is reduced. Further, when there are four or more nozzle holes 14, the arrangement of the inlet portions 14 a is limited to the outer side in the radial direction of the sack portion 11, or the adjacent inlet portions 14 a overlap each other. As a result, the swirl flow generated in the nozzle hole 14 may be weakened due to these effects.

  On the other hand, the fuel injection valve 100A has a configuration in which three injection holes 14 are equally provided along the circumferential direction, so that the swirl flow generated in the injection holes 14 as described above is weakened. While avoiding, dispersibility of the fuel spray in the combustion chamber can be improved. As a result, it is possible to suitably improve the air utilization rate. In this case, the fuel injection valve 100A can also suitably increase the homogeneity of the air-fuel mixture. Therefore, in this case, specifically, it is possible to suitably improve the output of the internal combustion engine and improve the fuel consumption.

  The fuel injection valve 100A can be configured such that the acute angle α is set to a value smaller than a predetermined value within a range in which the fuel spray liquid films injected from the respective injection holes 14 do not interfere with each other. In this case, the fuel injection valve 100A can cause fuel spray to exist also on the central axis AX. In this way, by forming the fuel spray having a distribution close to a solid spray, it is possible to suitably improve the air utilization rate and the homogeneity of the air-fuel mixture.

  The fuel injection valve 100 </ b> A may include the following nozzle hole 14 ′ instead of the nozzle hole 14. FIG. 5 is a view showing an injection hole 14 ′ which is a modification of the injection hole 14. The nozzle hole 14 ′ is substantially the same as the nozzle hole 14 except that an inlet port 14 a ′ is provided instead of the inlet port 14 a. The inlet portion 14a 'is substantially the same as the inlet portion 14a except that the inlet portion 14a' includes a tapered counterbore in the upstream portion of the sack portion 11 in the fuel swirl direction when viewed along the central axis AX.

  In this case, the inlet portion 14 a ′ can facilitate the flow of fuel into the nozzle hole 14 ′ at the upstream portion in the fuel swirl direction in the sack portion 11, and can form a weir at the downstream portion. Therefore, in this case, the swirl flow that circulates in the sac portion 11 can be efficiently guided into the nozzle hole 14 '. As a result, the fuel pressure can be lowered accordingly.

  FIG. 6 is an enlarged view of a main part of the fuel injection valve 100B. FIG. 6A shows the fuel injection valve 100B in a cross section including the central axis AX. FIG. 6B is a view of the fuel injection valve 100B along the central axis AX. The fuel injection valve 100B is substantially the same as the fuel injection valve 100A except that the nozzle body 10B is provided instead of the nozzle body 10A.

  The nozzle body 10B is provided with an injection hole 14 ″ instead of the injection hole 14, the point that the taper angles of the opening surfaces S1 and S2 are set to different sizes, and the sac portion 11 Instead, the nozzle body 10A is substantially the same as the nozzle body 10A except that it includes a sac portion 11 ′ having an opening surface S1 with different taper angles and a nozzle hole 15.

  The nozzle hole 14 ″ is substantially the same as the nozzle hole 14 except that the angle setting of the nozzle hole axis AX1 described in the first embodiment is not applied. In this regard, in the nozzle hole 14 ″, the acute angle α is set to a value equal to or larger than the above-described predetermined value in setting the angle of the nozzle hole axis AX1. The nozzle hole 15 is provided with its nozzle hole axis aligned with the central axis AX. Moreover, it has the nozzle hole expansion part 15a opened while expanding in a taper shape toward the exit side. A portion of the injection hole 15 closer to the inlet side than the injection hole enlarged portion 15a is a circular hole. The nozzle hole 15 may be provided so as to open while expanding in a tapered shape toward the outlet side. The nozzle hole 15 corresponds to a second nozzle hole.

  Next, the function and effect of the fuel injection valve 100B will be described. FIG. 7 is a view showing fuel spraying of the fuel injection valve 100B. FIG. 7A shows fuel spray in a cross section including the central axis AX. FIG.7 (b) is a figure which shows fuel spray in the cross section equivalent to CC cross section shown to Fig.7 (a). FIG. 7B shows a cross section of the whole fuel spray, not a cross section of the partial fuel spray shown in the cross section of FIG.

  The fuel injection valve 100B can inject fuel spray as follows. That is, out of the central portion and the outer peripheral portion of the combustion chamber, the reverse rotation fuel spray having a small spray angle and a large penetrating force is injected to the outer peripheral portion from each of the nozzle holes 14 ″. Can be jetted. Further, a positive rotation fuel spray having a large spray angle and a small penetrating force can be injected from the injection hole 15 at the central portion as compared with the fuel spray injected to the outer peripheral portion.

  Therefore, the fuel injection valve 100B can inject the fuel spray over a wide range into the combustion chamber while avoiding the collision of the fuel spray with the droplets on the bore wall surface and the piston top surface. As a result, it is possible to suitably improve the air utilization rate and the homogeneity of the air-fuel mixture. In this regard, the fuel injection valve 100B is specifically suitable for a case where the fuel injection valve 100B is disposed in the center of the combustion chamber when viewed along the extending direction of the combustion chamber in the internal combustion engine.

  Although the embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and changes can be made within the scope of the gist of the present invention described in the claims. It can be changed.

Nozzle body 10A, 10B
Suck part 11, 11 '
Injection hole 14, 14 ', 14 ", 15
Needle guide 20
Spiral groove 21
Needle valve 30
Fuel injection valve 100A, 100B

Claims (4)

A nozzle body provided with a sac portion in which the first nozzle hole opens;
A needle valve for shutting off fuel supply and fuel supply into the sac part;
A swirl flow generating unit that swirls the fuel supplied into the sac unit,
The nozzle axis of the first nozzle hole is included in a cross section including the central axis of the nozzle body, and in the cross section, a straight line orthogonal to an opening surface in which each of the inlet part and the outlet part of the first nozzle hole opens or A fuel injection valve having a straight line equivalent to the straight line. The fuel injection valve according to claim 1,
A fuel injection valve in which the three first injection holes are equally provided along the circumferential direction. The fuel injection valve according to claim 2,
Each liquid film of fuel spray injected from each of the first nozzle holes has an acute angle in which the nozzle axis of each of the first nozzle holes forms a straight line parallel to the central axis of the nozzle body or the central axis of the nozzle body. A fuel injection valve that is set to a value smaller than a predetermined value within a range in which the two do not interfere with each other. The fuel injection valve according to claim 2,
A fuel injection valve further comprising a second injection hole provided with an injection hole axis aligned with the central axis of the nozzle body and having an injection hole expansion portion that opens while expanding in a tapered shape toward the outlet side.

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