JP4293374B2 - Fuel supply apparatus and vehicle equipped with the same - Google Patents

Description

  The present invention relates to a fuel supply device that supplies fuel to an engine and a vehicle including the same.

As a fuel supply device for supplying fuel to an engine, there is one in which fuel injectors are arranged on the downstream side and the upstream side of a throttle valve in an intake passage. Further, as such an arrangement structure of the fuel injector, the downstream fuel injector is arranged outside the intake passage, the upstream fuel injector is arranged upstream of the intake passage suction port and the intake passage axis. Some are arranged substantially in parallel (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 10-196494

  Both the downstream and upstream fuel injectors inject fuel during the intake process of the engine. However, at the start of the intake process, a pulsation wave is generated in the intake passage by opening the intake valve, and the pulsation wave may flow backward in the intake passage toward the suction port. The pulsating wave is a dense wave of air, which may cause the fuel injected from the fuel injector to flow backward in the intake passage (hereinafter referred to as “blow back”).

  When the fuel injected from the fuel injector blows back in this way, even if the fuel is injected from the fuel injector, a part of the fuel is not supplied to the engine. Therefore, there is a problem that the fuel supply amount to the engine is insufficient and the engine performance is deteriorated particularly at the time of high engine speed and high load.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to provide a fuel supply device capable of supplying sufficient fuel even when the engine is running at high speed and high load. It is to be.

  The fuel supply apparatus according to the present invention has an opening for introducing air, and is disposed outside the intake passage and is disposed outside the intake passage and supplies the air introduced from the opening to the engine. And an injector for injecting fuel into the air, and the intake passage has a release layer that releases air introduced into the opening from the inner surface of the passage on the opening or on the downstream side from the opening. It has an exfoliation layer inducing part to induce.

  Another fuel supply apparatus according to the present invention includes a bell mouth for introducing air and a passage main body connected to a downstream end of the bell mouth, and the air introduced from the bell mouth passes through the passage main body. An intake passage that leads to the engine; and an injector that is provided on the upstream side of the bell mouth and spaced apart from the bell mouth, and that injects fuel into the air introduced into the bell mouth, the downstream end of the bell mouth And the tangent in the flow direction at the connection end of the passage main body with the bell mouth are discontinuous.

  According to the fuel supply device, the fuel blown back on the pulsating wave from the downstream side of the intake passage is captured by the opening and then supplied as a droplet to the engine again. Therefore, the fuel injected from the injector is prevented from scattering outside the opening portion of the intake passage, and the entire amount of fuel is supplied to the engine. Therefore, a sufficient amount of fuel can be supplied even at high engine speed and high load, and the engine performance can be improved.

  According to the present invention, sufficient fuel can be supplied even when the engine is running at a high speed, a high load, etc., and the engine performance can be improved.

1 is a side view of a motorcycle according to an embodiment of the present invention. It is sectional drawing of the fuel supply apparatus which concerns on embodiment of this invention. It is the III-III sectional view taken on the line of FIG. It is sectional drawing of the fuel supply apparatus which concerns on other embodiment of this invention. It is sectional drawing of the air funnel of the said embodiment. FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 5. It is explanatory drawing which shows the behavior of a fuel. It is sectional drawing of the fuel supply apparatus which concerns on other embodiment of this invention. It is a top view of the said fuel supply apparatus.

7 Throttle body 8 Air funnel (Fuel catching part)
8a Peeling layer inducing part (Bellmouth)
9 Throttle valve 11 Air cleaner case 13 Downstream fuel injector 14 Upstream fuel injector (injector)
14a Centerline of injection flow 14c Injection nozzle 90 Intake passage a Release layer M Mainstream centerline

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

  FIG. 1 is a side view showing an example of a vehicle according to an embodiment of the present invention. The vehicle according to the present embodiment is a motorcycle 100 (including a motorbike, a scooter, etc.). In the figure, the left side is the front of the vehicle and the right side is the rear of the vehicle. The motorcycle 100 includes an intake port 81 for taking in air, an air cleaner 10, an engine 21, and a muffler 84. Note that the engine 21 in the present embodiment is a water-cooled four-cycle parallel four-cylinder engine. The intake port 81 and the air cleaner 10 are connected via an intake duct 82. The air cleaner 10 and the combustion chamber 2c (not shown in FIG. 1; see FIG. 2) of the engine 21 are connected via an intake passage 90. The combustion chamber 2 c and the muffler 84 are connected via an exhaust passage 83. An upstream fuel injector 14 is disposed inside the air cleaner 10, and a downstream fuel injector 13 is disposed in the intake passage 90.

  In the motorcycle 100, the air sucked from the intake port 81 is guided to the air cleaner 10 through the intake duct 82. The air purified by the air cleaner 10 and the fuel injected from the fuel injector 14 are sucked into the intake passage 90. In the intake passage 90, fuel is further injected from the fuel injector 13. The air and fuel in the intake passage 90 are supplied to the combustion chamber 2 c during the intake stroke of the engine 21.

  The air and fuel supplied to the combustion chamber 2c are compressed in the compression stroke, burned in the combustion stroke, and then sent to the exhaust passage 83 in the exhaust stroke. The exhaust gas sent to the exhaust passage 83 is exhausted from the muffler 84 to the outside.

  In the following description, the upstream in the air flow direction of air supplied from the intake port 81 through the air cleaner 10 and the intake passage 90 to the combustion chamber 2c of the engine 21 is simply referred to as upstream, and the downstream in the air flow direction is simply downstream. That is to say.

  2 and 3 are diagrams for explaining the fuel supply device. As shown in FIG. 2, a cylinder head 2 is mounted on the upper mating surface 1 a of the cylinder body 1 of the engine 21. The cylinder head 2 and the cylinder body 1 are fastened by a head bolt (not shown). A head cover 3 is attached to the upper mating surface 2 a of the cylinder head 2. The engine 21 is attached to the vehicle body frame in a forward inclined state or a standing state, and the cylinder bore axis B of the engine 21 forms an angle of 0 to 50 degrees with respect to the vertical line V.

  On the lower mating surface 2b of the cylinder head 2, a recess that forms a part of the combustion chamber 2c is formed. An intake valve opening 2d and an exhaust valve opening (not shown) that open to the combustion chamber 2c are opened and closed by an intake valve 4a and an exhaust valve 4b, respectively. The intake valve 4a and the exhaust valve 4b are driven to open and close by the intake cam shaft 5a and the exhaust cam shaft 5b, respectively.

  The intake valve opening 2d is formed at the downstream end of the intake port 2e, and an external connection port 2f is formed at the upstream end of the intake port 2e. A cylindrical throttle body 7 is connected to the external connection port 2 f via a cylindrical joint member 6. Further, a connection port 7b is formed at the upstream end of the throttle body 7, and an air funnel 8 is connected to the connection port 7b. The air funnel 8, the throttle body 7, the joint member 6 and the intake port 2e form an intake passage 90 having a straight center line A. The center line A forms an angle of 20 to 50 degrees with respect to the cylinder bore axis B.

  The joint member 6 has a cylindrical shape made of heat-resistant rubber, and a lower end flange portion (not shown) of the joint member 6 is bolted to the periphery of the external connection port 2 f of the cylinder head 2. A downstream opening 7a of the throttle body 7 is inserted into the upper end connection port 6a of the joint member 6, and the joint member 6 and the throttle body 7 are fastened and fixed by a fixing band 6b.

  The throttle body 7 has a cylindrical shape, and a throttle valve 9 is disposed substantially at the center in the longitudinal direction. The throttle valve 9 includes a valve shaft 9a that passes through the throttle body 7 in a direction parallel to the cam shaft (hereinafter referred to as a cam shaft direction), and a valve plate 9b fixed to the valve shaft 9a. Although not shown, the valve shaft 9a is connected to a valve shaft of an adjacent throttle valve by a connecting body. A throttle pulley is attached to the connecting body, and the throttle pulley is connected to a throttle grip of the steering handle via a throttle cable.

  An air funnel 8 connected to the upstream end of each throttle body 7 opens into the air cleaner 10. The air cleaner 10 includes a box-shaped air cleaner case 11 extending in the vehicle width direction (cam shaft direction). An air intake chamber is formed in the air cleaner case 11 and an element 12 is disposed.

  The air cleaner case 11 is an upper and lower split type consisting of a lower case 11a and an upper case 11b. Flange portions 11e and 11f formed on the peripheral edges of the divided surfaces of the lower case 11a and the upper case 11b are fixed by bolts.

  The lower case 11a is divided into a front part and a rear part. An air inlet 11c that opens downward is formed in the front part, and the rear part has an outlet 11d that bulges downward. Four sets of air funnels 8 for each cylinder are mounted on the bottom surface of the outlet portion 11d. Each air funnel 8 is fitted into the connection port 7b of the throttle body 7 of each cylinder when the air cleaner 10 is disposed at a predetermined position.

  The element 12 has a thick plate shape covering the air inlet 11c of the lower case 11a, and is sandwiched between both flange portions 11e and 11f. The upper case 11b is generally arcuate when viewed in cross section. Since the upper case 11b has such an arc shape, a required volume is secured on the secondary side of the element 12 (downstream side of the element 12). Further, the main flow of the air sucked from the air inlet 11 c changes the flow direction so that the center line M forms an arc shape as shown in FIG. 2 and is guided to the air funnel 8.

  Downstream of the throttle valve 9 of each throttle body 7, a downstream fuel injector 13 is provided for each cylinder, and an upstream fuel injector 14 is provided for each cylinder on the upstream side.

  A boss portion 7 c is formed on the rear wall of the throttle body 7, that is, on the wall located on the opposite side of the cylinder axis B across the intake passage center line A. Each fuel injector 13 is fixed in a state of being inserted into the boss portion 7c. The tip of the injection nozzle 13 c of the fuel injector 13 is located near the inner surface of the throttle body 7. When viewed from the cam shaft direction (the cam shaft direction is also the crank shaft direction), the injection axis 13a of the fuel injector 13 intersects the intake passage axis A near the inlet of the intake port 2e, and the intake port 2e. Oriented to the top wall. A fuel introduction portion 13 b is provided at the upper end of each fuel injector 13, and each fuel introduction portion 13 b is connected to a pipe 17 a branched from the fuel supply pipe 17. The fuel supply pipe 17 extends in the camshaft direction and is common to the fuel injectors 13.

  Each fuel injector 14 is supported on the rear wall 11g of the upper case 11b of the air cleaner 10 via a common support bracket 15. The support bracket 15 is formed in a substantially L-shaped cross section having a vertical wall 15a and a horizontal wall 15b. The left and right ends of the vertical wall 15a and the horizontal wall 15b are connected to each other by a substantially triangular end wall 15c (see FIG. 3). A substantially triangular prism-shaped separate chamber is defined between the support bracket 15 and the rear wall 11g. A flange portion 15f is formed on the periphery of the vertical wall 15a, the horizontal wall 15b, and the end wall 15c, and the flange portion 15f is detachably bolted to the rear wall 11g. A seal member 15e is interposed between the flange portion 15f and the rear wall 11g.

  A cylindrical boss 15d that bulges downward is formed on the horizontal wall 15b. Each fuel injector 14 is fixed in a state of being inserted into the boss portion 15d, and the injection nozzle 14c protrudes downward from the boss portion 15d. A fuel introduction part 14 b is provided at the upper end of each fuel injector 14, and the fuel introduction part 14 b is inserted into and connected to a pipe 16 a branched from one common fuel supply pipe 16.

  As shown in FIG. 3, both ends of the fuel supply pipe 16 pass through the rear wall 11g of the upper case 11b and protrude rearward (backward direction in FIG. 3). Joints 16b and 16c connected to the fuel pipes on the fuel supply side and the fuel return side are provided. As shown in FIG. 2, a power supply harness 14 e is connected to each fuel injector 14. Although not shown, the four sets of power supply harnesses 14e pass through the rear wall 11g in a bundled state and are led outward. A connecting connector is provided at the leading end.

  Thus, the four fuel injectors 14 are attached to the support bracket 15 together with the fuel supply pipe 16 and the power supply harness 14e, and are integrated as an injector unit. The injector unit is disposed in the air cleaner 10. On the other hand, the joints 16b and 16c of the fuel supply pipe 16 and the connector connected to the end edge of the harness 14e are located outside the air cleaner 10 and connected to an external circuit.

  As shown in FIG. 2, each fuel injector 14 is arranged on the outer side (the side opposite to the center side of the arc) of the center line M of the mainstream of the arc-shaped air. When viewed from the crankshaft direction, the injection axis 14a of each fuel injector 14 intersects the centerline A of the intake passage 90 and the mainstream centerline M in the valve shaft 9a portion of the throttle valve 9. Further, the injection axis 14a is directed to the rear surface (right surface in FIG. 2) of the valve plate 9b (shown by a two-dot chain line in FIG. 2) in the fully open position. The vertical wall 15a of the support bracket 15 also functions as a guide plate that directs the main stream toward the air funnel 8.

  In this fuel supply apparatus, since the upstream fuel injector 14 is disposed outside the center line M of the main flow of air having an arc shape, the flow of air that is sucked into the intake passage 90 by the fuel injector 14 Can be suppressed. Therefore, it can be avoided that the air resistance of the fuel injector 14 becomes an impediment to improving engine output.

  Further, when viewed from the cam shaft direction, the mainstream center line M and the injection axis 14a of the fuel injector 14 are more in detail on the downstream side of the upstream end opening of the intake passage 90 (the upper end opening of the air funnel 8). Since the valve shaft 9a of the throttle valve 9 intersects, fuel blowback can be suppressed.

  Further, in this fuel supply apparatus, the fuel injector 14, the fuel supply pipe 16, and the power supply harness 14 e are attached to the support bracket 15 to be integrated as an injector unit. And this injector unit was arrange | positioned in the air cleaner 10, and it decided to bolt-fix to the air cleaner case 11 so that attachment or detachment was possible. Therefore, although the plurality of fuel injectors 14 are provided, it is possible to facilitate the mounting work of the fuel injectors 14 and the fuel supply pipe 16 and the like. Further, since the entire injector unit is located in the air cleaner case 11, and particularly the fuel injector 14 does not protrude outward, problems such as damage to the fuel injection valve 14 due to interference with other in-vehicle components are avoided. can do.

  In the fuel supply apparatus, both end portions of the fuel supply pipe 16 are protruded to the outside of the air cleaner case 11, and joints 16b and 16c are provided at the protruding portions. In addition, the connector connected to the edge of the power supply harness 14e is arranged outside the air cleaner case 11. Therefore, although the injector unit is arranged in the air cleaner 10, the connection and disconnection work of the fuel circuit and the electric circuit can be easily performed.

  By the way, the shape of the upstream fuel injector 14 or the air cleaner 10 is not limited to the above-described one. As shown in FIG. 4, the fuel injector 14 may be disposed substantially outside the air cleaner case 11. In this example, the lower case 11a of the air cleaner 10 has a front portion (the right portion in FIG. 4) that bulges downward and a suction port 11c 'is formed on the side wall of the bulged portion 11i. A support bracket portion 15 ′ corresponding to the support bracket 15 is integrally formed on the rear wall 11 g of the upper case 11 b so as to bulge inward of the air cleaner case 11. The upstream fuel injector 14 is fixed to the boss portion 15d of the support bracket portion 15 'in the inserted state.

  Here, the air funnel 8 is connected to the throttle body 7 via a joint member 6 '. The air funnel 8 has a tapered shape with a slightly larger diameter on the suction side, and the tip of the air funnel 8 is formed by a bellmouth. And this bell mouth forms the peeling layer induction | guidance | derivation part 8a formed by bending the outer periphery of the suction inlet 8b (refer FIG. 5) outward in circular arc shape. In other words, the release layer inducing portion 8a made of a curved surface opening radially is formed in the suction port 8b. In addition, the part 8c after the downstream end in the airflow direction of the curved surface that becomes the peeling layer inducing portion 8a has a uniform taper shape. The tapered portion 8 c, the joint member 6 ′, the throttle body 7, the joint member 6, and the intake port 2 e form a passage body of the intake passage 90.

  The release layer inducing portion 8 a is configured to positively form the release layer a of the air flow sucked into the throttle body 7 through the air funnel 8 on the inner surface of the air funnel 8.

  The examples shown in FIGS. 2 and 3 described above mainly show an example of the shape or arrangement of the upstream fuel injector 14 and the air cleaner 10. In the above example, the peeling layer inducing portion 8 a of the air funnel 8 is shown. The illustration and explanation are omitted.

  As shown in FIG. 5, the peeling layer inducing portion 8a has an arc shape in which the radius of curvature r in the airflow direction is about 0.33 to 0.01 × D, where D is the diameter of the suction port 8b of the air funnel 8. It is a curved surface. Here, when the radius of curvature r is 0.33 × D, the flow coefficient is about 0.99. By the way, when the curvature radius r is 0.33 × D, the flow contraction due to the intake inlet corner does not occur. However, when the curvature radius r is less than 0.33 × D, the flow coefficient deteriorates and the boundary layer Peeling occurs. Here, the numerical value 0.33 is a threshold value of the ratio r / D of the radius of curvature r to the diameter D when the release layer a is formed. Note that the shape or size of the release layer a can be adjusted by changing the radius of curvature r or the diameter D.

  Further, the tangent at the downstream end in the airflow direction of the curved surface that becomes the peeling layer inducing portion 8a does not follow the tapered portion 8c of the air funnel 8, and the tangents at positions facing each other intersect each other. That is, the downstream end of the release layer inducing portion 8a and the upstream end of the tapered portion 8c are physically continuous, but they are not smoothly continuous, and the tangent line of the downstream end of the release layer inducing portion 8a. And the tangent of the upstream end of the tapered portion 8c do not match. In other words, on the inner surface of the air funnel 8, there is a portion where the tangent along the airflow direction becomes discontinuous in the middle from the peeling layer inducing portion 8a to the tapered portion 8c. In other words, a portion bent along the flow path direction is formed on the inner surface of the air funnel 8.

  For this reason, as indicated by arrows in FIG. 5, the velocity distribution of the airflow flowing into the air funnel 8 is such that the tangential flow velocity at the downstream end of the curved surface in the airflow direction is the highest. The air flow in the tangential direction is separated from the inner surface without forming an air flow along the inner surface of the air funnel 8, and a space in which air stagnates is formed on the inner surface side of the air funnel 8 from the air flow. This space becomes a peeling layer a formed along the inner surface of the air funnel 8 (that is, annularly in the vicinity of the opening of the intake passage 90), and a negative pressure is generated due to the difference in flow velocity from the tangential airflow. Yes.

  Consider a case where a pulsating wave is generated in the intake passage 90 in a state where the release layer a is formed. The pulsating wave is a dense wave of air generated from the intake valve opening 2d when the intake valve 4a is opened at the start of the intake process, and flows backward through the intake passage 90 toward the intake port 8b.

  When the fuel injected from the downstream fuel injector 13 or the upstream fuel injector 14 flows into the intake passage 90, this fuel blows back toward the suction port 8b by the pulsating wave. When the blown-back fuel reaches the suction port 8b of the air funnel 8, it tries to scatter into the air cleaner 10 from the suction port 8b.

  However, as described above, since the negative pressure is generated in the separation layer a formed in the vicinity of the suction port 8b, the fuel particles blown back along the vicinity of the inner surface of the intake passage 90 are shown in FIG. As such, it is trapped by the release layer a and spirals. When a large amount of fuel particles are captured by the release layer a, the swirling fuel particles combine to form droplets, which are supplied to the combustion chamber 2c of the cylinder head 2 through the inner surface of the intake passage 90. Will be.

  Therefore, fuel does not blow back into the air cleaner 10 from the peripheral portion of the suction port 8b. On the other hand, at the central portion of the suction port 8b, the fuel tends to scatter into the air cleaner 10 (see FIG. 7).

  In this way, fuel tries to blow back at the central portion of the suction port 8b. However, since the suction port 8b is an open end, the propagation direction of the pulsation wave is reversed at the suction port 8b, and the pulsation wave is taken into the intake passage. The inside of 90 advances toward the combustion chamber 2c again. At the same time, normal intake in the intake process is performed, and air and fuel are supplied to the combustion chamber 2c while being urged by pulsating waves. Thereby, the improvement of the filling efficiency using a pulsation wave can be implement | achieved, and the improvement of the engine performance can be aimed at further.

  Since the time from when the pulsating wave is generated until the intake is performed as described above is very small, the fuel to be blown back into the air cleaner 10 from the central portion of the suction port 8b is outside the suction port 8b. The air is sucked again from the suction port 8b before being scattered.

  Further, since the fuel does not blow back into the air cleaner 10 from the peripheral portion of the suction port 8b, as a result, all the fuel blown back in the intake passage 90 goes again to the combustion chamber 2c. In other words, the blown back fuel is supplied to the combustion chamber 2 c without being scattered in the air cleaner 10.

  In the present embodiment, since the release layer a in which air stagnates is formed, the substantial inner diameter of the air funnel 8 or the throttle body 7 is smaller than when the release layer a is not formed. For this reason, it is preferable to make the physical inner diameter D of the air funnel 8 or the throttle body 7 larger than usual in consideration of the formation of the release layer a. Specifically, it is only necessary that the substantial inner diameter when the release layer a is formed is such that an intake amount necessary for a desired output of the engine can be secured.

  Further, the shape of the air funnel 8 or the throttle body 7 may be devised in advance in consideration of the narrowing of the substantial inner diameter due to the formation of the release layer a. That is, it is also preferable that the physical inner diameter of a part or all of the part where the release layer a is formed be larger than that of the other part. As a result, even if the substantial inner diameter of the air funnel 8 or the like is reduced by the release layer a, it is possible to mitigate the reduction in the intake air amount supplied to the combustion chamber 2c.

  The fuel injector 14 is disposed so as to inject fuel toward the inner side of the release layer a of the intake passage 90. In other words, the fuel injector 14 injects fuel toward the inside of the release layer a of the air funnel 8. In FIG. 4, reference numeral 14 a is an injection axis that indicates the center of the direction in which the fuel injector 14 injects fuel. An injection region (shown by a broken line in FIG. 4) defined by the injection axis 14 a and a predetermined injection angle is located inside the peeling layer a formed in the intake passage 90. As a result, the fuel injected from the fuel injector 14 is not blown out of the air inlet 8b of the air funnel 8 and is not trapped by the release layer a. Inflow.

  As described above, according to the present embodiment, the release layer a is positively formed, and fuel is injected toward the center of the intake passage 90 from the release layer a. The scattering of the fuel to the outside can be stopped by the release layer a, and the fuel blowback can be suppressed.

  In the above embodiment, the release layer a is formed only inside the air funnel 8. However, the release layer a may extend from the air funnel 8 to the inside of the joint member 6 ′ or the throttle body 7. That is, the release layer a only needs to be formed at least in part of the opening of the intake passage 90, and the length of the release layer a in the airflow direction is not particularly limited.

  In the example shown in FIG. 4, the throttle body 7 includes a diaphragm buffer valve 19 on the upstream side of the throttle valve 9. In the buffer valve 19, the piston valve 19a that increases or decreases the intake passage area is biased to the closed side. The piston valve 19a is connected to the diaphragm 19b, and is configured to introduce the negative pressure of the intake passage 90 into the diaphragm chamber 19c. By providing such a buffer valve 19, when the throttle valve 9 is suddenly opened, the piston valve 19a opens the intake passage 90 with a slight delay, and the increase in the air amount is matched with the increase in the fuel injection amount. Smooth rotation rise can be achieved.

  In the example shown in FIG. 4, the fuel injector 14 is disposed so as to be substantially located outside the air cleaner case 11, and the injection nozzle 14 c portion protrudes into the air cleaner case 11. Can improve the serviceability of inspection.

  8 and 9 are diagrams for explaining another fuel injection device. Here, the same reference numerals as those in FIGS. 2 and 4 denote the same or corresponding parts. The present fuel supply apparatus is an example in which the upstream fuel injector 14 is arranged in the air cleaner case 11 and inside the mainstream center line M (arc-shaped center side).

  Each fuel injector 14 is supported by a cylindrical support bracket 15 ''. The support bracket 15 ″ passes through the left and right side walls of the air cleaner case 11. The penetration portion is sandwiched between flange portions of the lower case 11a and the upper case 11b, and is sealed so that outside air does not enter the air cleaner.

  Each fuel injector 14 is fixed in a state of being inserted into the boss portion 15d of the support bracket 15 ″, and an injection nozzle 14c projects downward. Further, a common fuel supply pipe 16 is connected to the upper ends of the fuel injectors 14, and the end of the fuel supply pipe 16 protrudes outward from the air cleaner case 11, and the protrusion is a fuel supply pump (not shown). Connected). Thus, the four fuel injectors 14 are attached to the support bracket 15 ″ together with the fuel supply pipe 16 and the power supply harness, and are integrated to form an injector unit.

  As described above, the present invention is useful for an engine fuel supply device and a vehicle including the same.

Claims (8)

An intake passage having an opening for introducing air, and supplying air introduced from the opening to the engine;
An injector disposed outside the intake passage and injecting fuel into the air introduced into the opening;
The fuel supply device, wherein the intake passage includes a separation layer inducing portion that induces a separation layer from which air introduced into the opening is separated from an inner surface of the passage to the opening or downstream from the opening. The opening includes a bell mouth having an inner surface made of a curved surface,
The ratio r / D of the radius of curvature r in the flow path direction of the inner surface to the inner diameter D of the downstream end of the opening in the intake passage is less than a predetermined threshold value.
The fuel supply device according to claim 1. The release layer inducing portion has a substantial inner diameter inside the release layer of the intake passage that is larger than an inner diameter necessary for supplying a desired amount of air to the engine.
The fuel supply device according to claim 1. The injector injects fuel toward the inside of the release layer of the intake passage;
The fuel supply device according to claim 1. The intake passage includes a passage body located between the opening and the engine,
The opening has a larger inner diameter than the passage body,
The fuel supply device according to claim 1. A bell mouth for introducing air; and a passage main body connected to a downstream end of the bell mouth; an intake passage for guiding air introduced from the bell mouth to the engine through the passage main body;
An injector that is provided on the upstream side of the bell mouth and spaced apart from the bell mouth and injects fuel into the air introduced into the bell mouth;
The fuel supply device, wherein a tangent in a flow path direction at a downstream end of the bell mouth and a tangent in a flow path direction at a connection end of the passage main body with the bell mouth are discontinuous. The bell mouth forms an air flow having an air flow distribution in which the flow velocity in the direction of the tangent at the downstream end of the bell mouth is maximized,
The fuel supply device according to claim 6. A vehicle comprising the fuel supply device according to any one of claims 1 to 7.

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