JP5468446B2 - V-type engine fuel supply system - Google Patents

Description

  In the present invention, a pair of banks each having a plurality of cylinders arranged in parallel is arranged in a V shape, and is common to a plurality of fuel injection valves that individually inject fuel into an intake passage for each cylinder. The present invention relates to a fuel supply device for a V-type engine to which a plurality of individual fuel supply pipes branched from a single common fuel supply pipe are connected.

  The fuel from the main delivery pipe extending along the intake passage arrangement direction can be separated into the individual fuel supply pipe integrated with the main delivery pipe and the main delivery pipe into the fuel injection valve for each of the cylinders of the pair of banks. Patent Document 1 discloses a fuel supply device for a V-type engine that is supplied via a branch delivery pipe connected to the.

Japanese Patent Publication No. 8-6655

  However, in the one disclosed in Patent Document 1, the individual fuel supply pipe integrated with the main delivery pipe is disposed between the pair of branch delivery pipes from the viewpoint of detachability of the branch delivery pipe, Are formed to be inclined at different angles. When there is a difference in the fuel supply path between the pair of banks as described above, there is a problem that the pipe becomes long, and consequently the weight of the pipe increases, and the center of gravity increases.

  The present invention has been made in view of such circumstances, and a fuel supply device for a V-type engine in which a fuel pipe for guiding fuel to a plurality of fuel injection valves is shortened to reduce weight and lower a center of gravity. The purpose is to provide.

In order to achieve the above object, according to the present invention, a pair of banks each having a plurality of cylinders arranged in parallel along the axial direction of the crankshaft is arranged so as to form a V shape with each other facing upward. Fuel of a V-type engine in which a plurality of individual fuel supply pipes branched from a single common fuel supply pipe common to those fuel injection valves are connected to a plurality of fuel injection valves that individually inject fuel into the intake passage In the supply device, a fuel reservoir disposed in a space surrounded by the intake passage of each cylinder between the pair of banks is formed in a cylindrical branch portion provided in the common fuel supply pipe with the axial direction as a vertical direction . multiple extends upstream end to reservoir the fuel plurality of the individual fuel supply pipe allowed to communicate respectively, radially plan from a plurality of locations spaced in a circumferential direction of the cylindrical bifurcation That are connected to the fuel injection valve to the first feature.

In the present invention, “the axial direction is vertical” means that the cylindrical branch portion is arranged so that the axial direction is the vertical direction and is perpendicular to the crankshaft axis.

According to the present invention, in addition to the configuration of the first feature, the cylindrical branch portion has an axis along a virtual plane that bisects the pair of banks through the axis of the crankshaft. It is the second feature that it is arranged in the above.

  The third feature of the present invention is that, in addition to the configuration of the first or second feature, the common fuel supply pipe and the plurality of individual fuel supply pipes are integrally formed.

  According to the present invention, in addition to any of the configurations of the first to third features, the individual fuel supply pipes that are arranged on the opposite side across the fuel reservoir and that form a pair extend on the opposite side. This is the fourth feature.

  According to the present invention, in addition to any one of the first to fourth features, the upstream ends of the plurality of individual fuel supply pipes communicate with each other at positions that are substantially equidistant in the circumferential direction of the fuel reservoir. Is the fifth feature.

  In addition to the fifth feature, the sixth feature of the present invention is that the fuel injection valve is disposed along the central axis of the intake passage so as to face the upstream open end of the intake passage. .

  In addition to the configuration of the sixth feature, the seventh feature of the present invention is that a holder for holding the fuel injection valve is integrally formed at the downstream end of the individual fuel supply pipe.

  Further, according to the eighth feature of the present invention, in addition to the configuration of the seventh feature, the holder is provided with an engaging portion for engaging and holding a holding cylinder that holds the fuel injection valve. To do.

  According to the first aspect of the present invention, a plurality of individual fuel supplies in which a fuel reservoir formed in the common fuel supply pipe is disposed in a space surrounded by an intake passage of each cylinder, and each upstream end communicates with the fuel reservoir. Since the pipes extend radially from the common fuel supply pipe in plan view and are connected to the fuel injection valves, respectively, the fuel path from the fuel reservoir to each fuel injection valve can be shortened, and the weight can be reduced and reduced. A center of gravity can be achieved.

In particular, the fuel reservoir is formed in a cylindrical branch portion provided in the common fuel supply pipe with the axial direction as a longitudinal direction, and a plurality of the individual fuel supply pipes are spaced in the circumferential direction of the cylindrical branch portion. Since it extends radially from a plurality of locations in plan view, the pressure of the fuel pool can be applied almost uniformly to each individual fuel supply pipe, and the pressure of the fuel supplied to each fuel injection valve can be made more equal. be able to.

  According to the third aspect of the present invention, since the common fuel supply pipe and the plurality of individual fuel supply pipes are integrally formed, a pressure change may occur at the connection between the common fuel supply pipe and each individual fuel supply pipe. The number of parts can be reduced while avoiding the problem.

  According to the fourth aspect of the present invention, the individual fuel supply pipes arranged on the opposite side across the fuel reservoir and extending in the opposite directions extend to the opposite sides, so that the balance of the fuel supply pressure to each individual fuel supply pipe Can be made better.

  According to the fifth feature of the present invention, the upstream ends of the plurality of individual fuel supply pipes communicate with the positions of the fuel reservoirs at substantially equal intervals in the circumferential direction of the fuel reservoir, so that the fuel supply pressure to each individual fuel supply pipe It is possible to improve the weight balance while making the balance better.

  According to the sixth aspect of the present invention, since the fuel injection valve is arranged along the central axis of the intake passage so as to face the upstream open end of the intake passage, there is a margin in the space between the fuel injection valves of each cylinder. As a result, the degree of freedom in the layout of the fuel pipes increases, and a pipe structure that is nearly symmetrical with respect to the center of the fuel reservoir can be employed.

  According to the seventh feature of the present invention, since the fuel injection valve can be held by a holder formed integrally with the downstream end of the individual fuel supply pipe, not only can the fluctuation of the fuel pressure be suppressed, It is also possible to reduce the number of parts.

  Further, according to the eighth feature of the present invention, the fuel injection valve can be engaged and held using the engaging portion provided in the holder, and a special member for fixing the fuel injection valve to the holder is provided. As unnecessary, the number of parts can be reduced and the weight of the structure for holding the fuel injection valve can be reduced.

Left side view of motorcycle A side view of the intake chamber and the intake assembly unit as seen from the same direction as FIG. The perspective view which looked at the intake assembly unit from the direction of arrow 3 in FIG. A view of a part of the intake assembly unit as seen from the direction of arrow 4 in FIG. Sectional drawing of the intake assembly unit which follows the 5-5 line of FIG. Top view of the intake pipe assembly that forms part of the intake assembly unit 7 arrow view of FIG. Sectional view taken along line 8-8 in FIG. Side view of common fuel supply pipe and individual fuel supply pipe viewed from the same direction as FIG. FIG. 10 arrow 10 view FIG. 11 arrow 11 view Perspective view showing the vicinity of the holder of the individual fuel supply pipe A longitudinal side view of the common fuel supply pipe supported by the fuel supply pipe support stay along line 13-13 in FIG. The first fuel piping system and the mounting plate are omitted from FIG. 4 to show the second fuel piping system. The side view which expands and shows the intake assembly unit of FIG. Perspective view around the sensor unit Side view of unit support stay The figure which shows the attachment state of the intake pressure sensor to the fuel supply pipe support stay 87 Sectional view showing the support structure of the drum to the support body

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  Referring to FIG. 1, a motorcycle body frame F includes a head pipe 22 that supports a front fork 21 that pivotally supports a front wheel WF, and a pair of left and right main frames 23 that extend rearward and downward from the head pipe 22. ..., a pair of left and right engine hangers 24 welded to the front part of the head pipe 22 and both main frames 23 ... and extending downward from the main frame 23 ..., and a pair of left and right pivots extending downward from the rear part of the main frame 23 ... And plates 25.

A V-type engine having a crankshaft 27 extending in the width direction of the vehicle body frame F, for example, a four-cylinder V-type engine, is provided at the lower part of the engine hangers 24. engine body 28 of the type engine E is supported, the engine body 28, the crank shaft 27 each upward front bank BF which each two cylinders arranged in the axial direction are arranged in a V-shaped so as to be disposed of And a rear bank BR.

  A front end portion of a swing arm 29 is swingably supported via a support shaft 31 at an intermediate portion between the pivot plates 25 in the vertical direction. An axle of a rear wheel WR is supported on a rear end portion of the swing arm 29. 30 is rotatably supported.

  The power from the output shaft 32 of the transmission built in the engine body 28 is transmitted to the rear wheel WR via the chain transmission means 33, and the chain transmission means 33 is fixed to the output shaft 31. Drive sprocket 34, a driven sprocket 35 fixed to the rear wheel WR, and an endless chain 36 wound around these sprockets 34, 35.

  A front portion of the swing arm 29 is connected to lower portions of the pivot plates 25 through a link mechanism 37, and a rear cushion unit 39 is provided between a link member 38 constituting a part of the link mechanism 37 and a rear portion of the main frame 23. Is provided.

  A fuel tank 40 that covers the engine main body 28 from above is disposed above the engine main body 28, and the fuel tank 40 is supported by the main frame 23. A riding seat 41 disposed behind the fuel tank 40 is supported at the rear portion of the vehicle body frame F.

  The first individual exhaust pipes 43F connected to the cylinder head 42F of the front bank BF for each cylinder extend rearward through the lower part of the engine body 28, and are connected to the cylinder head 42R of the rear bank BR for each cylinder. The second individual exhaust pipes 43 </ b> R and the first individual exhaust pipes 43 </ b> F extending backward are connected in common to the collective exhaust pipe 44. An exhaust muffler 45 disposed on the upper right side of the rear wheel WR is supported at the rear of the vehicle body frame F, and the downstream end of the collective exhaust pipe 44 is connected to the exhaust muffler 45.

  In FIG. 2, an intake assembly unit 48 is disposed between the front and rear banks BF, BR of the engine main body 28. The intake assembly unit 48 is provided for each cylinder in the cylinder head 42F of the front bank BF. A pair of front bank side intake pipes 49F that individually communicate with the intake ports of the rear bank, a pair of rear bank side intake pipes 49R that individually communicate with the intake ports for each cylinder in the cylinder head 42R of the rear bank BR, and the front part The front bank side throttle bodies 50F, which are individually coupled to the upper parts of the bank side intake pipes 49F, and the rear bank side throttle bodies 50R, which are individually coupled to the upper parts of the rear bank side intake pipes 49R, are provided.

  Referring also to FIGS. 3 to 5, the front bank side intake pipe 49F and the front bank side throttle body 50F are formed with an intake passage 51F that communicates with the intake port of the cylinder head 42F of the front bank BF. A throttle valve 52F that controls the opening degree of the intake passage 51F is pivotally supported by the front bank side throttle body 50F.

  The rear bank side intake pipe 49R and the rear bank side throttle body 50R are formed with an intake passage 51R leading to the intake port of the cylinder head 42R of the rear bank BR, and the rear bank side throttle body 50R is opened with the intake passage 51R. A throttle valve 52R for controlling the degree is pivotally supported.

  The throttle valve 52F of the front bank side throttle body 50F ... is fixed to the throttle valve shaft 53F rotatably supported by the front bank side throttle body 50F ..., and the throttle valve 52R of the rear bank side throttle body 50R ... Are fixed to a throttle valve shaft 53R rotatably supported by the rear bank side throttle body 50R.

  In FIG. 6, front bank side intake pipes 49F and rear bank side intake pipes 49R are a plurality of connection parts including four first to fourth front and rear connection parts 54, 55, 56, 57 arranged in the front-rear direction. The intake pipe assembly 58 is integrally connected, and the intake pipe assembly 58 is fastened to the cylinder heads 42F and 42R of the front and rear banks BF and BR.

  A common mounting plate 59F is fastened to the upstream end of the front bank side throttle body 50F, and each intake passage is provided between the mounting plate 59F and the throttle bodies 50F. An air funnel 60F leading to the upstream end of 51F is sandwiched. A common mounting plate 59R is fastened to the upstream end of the rear bank side throttle body 50R, and each intake passage is provided between the mounting plate 59R and the throttle bodies 50R. Air funnels 60R leading to the upstream ends of 51R are sandwiched.

  The air funnels 60F connected to the upstream ends of the front bank side throttle bodies 50F, 59R,... Are covered in common by a frame trap 61F formed in a hemispherical shape bulging upward by a wire mesh, and the rear bank side throttle body. The air funnels 60R connected to the upstream end of 59R ... are covered in common with a frame trap 61R formed in a hemispherical shape bulging upward by a metal mesh, and these frame traps 61F, 61R are attached to the mounting plate 59F. , 59R, respectively. Thus, the upper portion of the intake assembly 48 including the frame traps 61F and 61R is accommodated in the intake chamber 62 (see FIG. 2).

  In FIG. 7, below the intake pipe assembly 58, an electric motor 63F that exerts power for rotationally driving the throttle valve shaft 53F of the front bank side throttle body 50F... And the rotational power of the electric motor 63F is decelerated. Then, the actuator 65F that outputs from the output shaft 64F, the electric motor 63R that exhibits the power for rotationally driving the throttle valve shaft 53R of the rear bank side throttle body 50R, and the rotational power of the electric motor 63R are decelerated and the output shaft An actuator 65R that outputs from 64R is arranged with the axis of the output shafts 64F and 64R parallel to the throttle valve shafts 53F and 53R, and these actuators 65F and 65R connect the output shafts 64F and 64R to the throttle. Intake pipe collection on opposite sides along the axial direction of the valve shafts 53F, 53R It is fastened to the lower surface of the intake pipe assembly 58 from the body 58 so as to protrude laterally.

  The throttle valve shaft 53F on the front bank BF side protrudes laterally from the right throttle body 50F among the front bank side throttle bodies 50F... Arranged side by side on the left and right, and the output is provided at the end of the throttle valve shaft 53F. A shaft 64F is connected via a link mechanism 66F, and a return spring 67F is provided between the left throttle body 50F and the throttle valve shaft 53F. Also, a sensor support frame 68F is fixed to the left throttle body 50F of the front bank side throttle bodies 50F aligned in the left and right, and a rotation sensor 69F connected to the throttle valve shaft 53F is connected to the sensor support frame 68F. Mounted on.

  The throttle valve shaft 53R on the rear bank BR side protrudes laterally from the left throttle body 50R among the rear bank side throttle bodies 50R aligned side by side, and the output shaft 64R is disposed at the end of the throttle valve shaft 53R. Are connected via a link mechanism 66R, and a return spring 67R is provided between the throttle body 50R on the right side and the throttle valve shaft 53R. A sensor support frame 68R is fixed to the left throttle body 50R among the rear bank side throttle bodies 50R aligned in the left and right, and a rotation sensor 69R connected to the throttle valve shaft 53R is connected to the sensor support frame 68R. Mounted.

  Above the frame traps 61F and 61R, first fuel injection valves 71 for injecting fuel toward the four intake passages 51F, 51R,... Provided in the intake assembly 48 are arranged. The second fuel injection valves 72, which inject fuel toward the intake passages 51F, 51R, ... downstream of the fuel injection valves 64, respectively, are front bank side and rear bank side intake pipes 49F, 49R, .... Mounted on each.

  Referring also to FIG. 8, fuel is supplied from the first fuel piping system 73 to the first fuel injection valves 71..., And the first fuel piping system is supplied to the second fuel injection valves 72. Fuel is supplied from a second fuel piping system 74 disposed below 73, and the first and second fuel piping systems 73 and 74 are branched from the filter housing portion 75.

  The first fuel piping system 73 includes a single common fuel supply pipe 76 common to the first fuel injection valves 71... And the first fuel injection valve 71. Are provided with a plurality of individual fuel supply pipes 77, 77.

Referring also to FIGS. 9 to 11, the common fuel supply pipe 76 is formed in a cylindrical shape with the upper wall being conical and the axial direction is vertical , and the branch portion 76 a A passage pipe portion 76b extending in the radial direction from the side wall and a flange portion 76c projecting laterally from the tip of the passage pipe portion 76b are integrally formed, and the branch portion 76a is an intake passage of each of the front bank BF and the rear bank BR. The passage pipe portion 76b is extended from the branching portion 76a to the right side. Thus, the axis of the cylindrical branch portion 76a extends along a virtual plane that bisects the front bank BF and the rear bank BR, and is arranged perpendicular to the axis of the crankshaft 27.

  In the branch portion 76a, a fuel reservoir having a larger diameter than the single fuel supply passage 78 formed in the passage pipe portion 76b of the common fuel supply pipe 76 in common with the first fuel injection valves 71. 79 is formed so as to be continuous with the downstream end of the fuel supply passage 78, and each individual fuel supply pipe 77 is branched from the upper portion of the branch portion 76b so as to communicate with the fuel reservoir 79.

  Moreover, a pulsation damper 80 is fastened by bolts 81... To the lower part of the branch portion 76 b of the common fuel supply pipe 76 so as to face the fuel reservoir 79. The pulsation damper 80 is arranged along the central axis C1 of the pulsation damper 80 in the vertical direction so as to be substantially along the central axes CF, CR,... Of the intake passages 51F, 51R,. It is attached to the branch part 76a.

  Incidentally, the branch portion 76a of the common fuel supply pipe 76 is disposed at the center of the space surrounded by the intake passages 51F, 51R,... Of each cylinder, and the pulsation damper 80 attached to the lower portion of the branch portion 76a is also provided. The cylinders are arranged at the center of the space surrounded by the intake passages 51F,.

  The common fuel supply pipe 76 is formed so that the fuel supply passage 78 communicates with the fuel reservoir 79 in a direction perpendicular to the central axis C 1 of the pulsation damper 80, and the fuel supply passage 78 is connected to the fuel reservoir 79. Between the individual fuel supply pipes 77 and the pulsation damper 80 and connected to the fuel reservoir 79.

  By the way, the individual fuel supply pipes 77... Communicate with the fuel reservoir 79 at their upstream ends, respectively, and radiate from the branch part 76a of the common fuel supply pipe 76 in a plan view and obliquely upward from the branch part 76a. The common fuel supply pipe 76 and the individual fuel supply pipes 77 are integrally formed.

  In the plurality of individual fuel supply pipes 77 integrally connected to the branch part 76a of the common fuel supply pipe 76, a linear shape is drilled from the side where the pulsation damper 80 of the branch part 76a is connected. Individual fuel passages 77a are formed so as to communicate with the first fuel injection valves 71.

  Moreover, the upstream ends of the individual fuel supply pipes 77 are connected to a plurality of locations spaced in the circumferential direction of the branch portion 76a, preferably a plurality of locations spaced substantially equidistantly in the circumferential direction of the fuel reservoir 79, Desirably, the individual fuel supply pipes 77 arranged on the opposite side across the fuel reservoir 79 are formed to extend in opposite directions.

  The first fuel injection valves 71 are arranged so as to be substantially along the central axes CF ..., CR ... of the intake passages 51F ... 51R ... facing the upstream open ends of the intake passages 51F ... 51R .... The holders 82 for holding the first fuel injection valves 71 are integrally formed at the downstream end of the individual fuel supply pipes 77.

  The holder 82 has a cylindrical portion 82a that opens downward so that the first fuel injection valves 71 can be fitted from below, and has a cylindrical shape that holds the first fuel injection valves 71. The cylindrical portion 82 a is fitted to the upper portion of the holding cylinder 83. In addition, engaging portions 84 and 84 are projected from two locations spaced apart in the circumferential direction of the cylindrical portion 82a.

  Referring also to FIG. 12, a substantially L-shaped locking slit 85 for engaging the engaging portions 84... The holding cylinder 83 is engaged with the holder 82 by slightly rotating the holding cylinder 83 in a state where the engaging portions 84 are inserted into the locking slits 85. In this state, the holding cylinder 83 is fastened to the holder 82 with bolts 86.

  The common fuel supply pipe 76 is integrally provided with a supported part 76d that is located on the opposite side of the passage pipe part 76b with respect to the branch part 76a so as to protrude laterally from the branch part 76a. The support portion 76d is supported by a fuel supply pipe support stay 87 (see FIG. 6) attached to the second front / rear connecting portion 55 of the intake pipe assembly 58 in the intake assembly unit 48.

  In FIG. 13, the fuel supply pipe support stay 87 is attached to the second front / rear connection part 55 with a bolt 88 and rises upward from the second front / rear connection part 55. A provided support portion 87 a is connected to the supported portion 76 d of the common fuel supply pipe 76 from below.

  Thus, the joint surface 89 of the supported portion 76d to the support portion 87a and the joint surface 90 of the support portion 87a to the supported portion 76d are both formed as flat surfaces. A recess 92 into which a protrusion 91 protruding from the surface 89 is fitted is provided with the other of the joint surfaces 89 and 90, for example, the joint surface 90. The supported portion 76d is fastened to the support portion 87a with a single bolt 93 disposed at a position offset from the protrusion 91 and the recess 92.

  4, 6, and 8, first and second joints 57 connected to a fuel pump (not shown) are connected to the fourth front-rear connecting portion 57 of the intake pipe assembly 58 in the intake assembly unit 48. A passage forming member 96 forming a fuel passage 95 between the fuel piping systems 73 and 74 is attached by a pair of bolts 97 and 97, and the passage forming member 96 is connected to the fourth front and rear connection of the intake pipe assembly 58. It rises upward from the part 57.

  The filter housing portion 75 is provided in the passage forming member 96 so as to form a bottomed circular housing hole 98, and is integrated with the passage forming member 96 so as to surround the upper end opening of the housing hole 98. The flange portion 94a of the joint 94 is fastened with a bolt 99 to the provided flange portion 96a.

  The collection hole 98 accommodates a filter 100 formed in a bottomed cylindrical shape, and a cylindrical portion 100a provided at the opening end of the filter 100 is interposed between the flange portions 94a and 96a. While being sandwiched, the joint 94 is fitted in a liquid-tight manner and is fitted in the inner periphery of the opening end of the accommodation hole 98 in a liquid-tight manner.

  Thus, the annular passage 101 is formed between the outer periphery of the filter 1000 and the inner periphery of the accommodation hole 98 in a state where the filter 100 is accommodated and fixed in the filter accommodation portion 75. The passage forming member 96 is provided with a first outlet passage 102 having one end opened on the inner surface of the accommodation hole 98, and is provided on the passage forming member 96 so as to surround the other end opening of the first outlet passage 102. A flange portion 96b is fastened by a pair of bolts 104 and 104 to a flange portion 76c directed to the tip of the passage pipe portion 76b of the common fuel supply pipe 76 in the first fuel piping system 73, so that the first outlet passage 102 and the fuel supply are supplied. Both ends of the connection pipe 103 that allows the passages 78 to communicate with each other in a liquid-tight manner are fitted into the passage forming member 96 and the passage pipe portion 76b in a liquid-tight manner.

  Further, the passage forming member 96 is provided with a second outlet passage 105 having one end opened in the accommodation hole 98 and extending downward. The second outlet passage 105 is connected to the second fuel piping system 74. The That is, the passage forming member 96 restricts the fuel passage 95 from the joint 94 to the first and second outlet passages 102 and 105 through the filter 100 and the annular passage 101.

  By the way, the filter housing portion 75 and the cylindrical filter 100 inserted into the filter housing portion 75 extend the first and second outlet passages 102 and 105 in the direction in which the fuel flows out from the filter housing portion 75. The filter 100 is inclined in a direction intersecting the direction, and the direction in which the filter 100 is taken out from the filter housing portion 75 is set to face obliquely upward on the right side when the engine is mounted on the vehicle.

  The first and second outlet passages 102 and 105 extend in the direction intersecting the central axis C2 of the filter 100 and extend in the filter housing portion 75 so that the extending directions of the outlet passages 102 and 105 are orthogonal to each other. The opening ends of the first and second outlet passages 102 and 105 to the inner surface of the accommodation hole 98 are arranged at positions facing each other.

  By the way, the passage forming member 96 is coupled to the common fuel supply pipe 76 of the first fuel piping system 73, and is formed at the tip of the individual fuel supply pipe 77 formed integrally with the common fuel supply pipe 76. Since the fuel injection valves 71 are held, the passage forming member 96 also serves as a support portion for supporting the first fuel injection valves 71.

  Referring to FIGS. 5 and 14 together, the second fuel piping system 74 includes a fuel pipe 108 extending along the cylinder arrangement direction on the front bank BF side and a cylinder arrangement direction on the rear bank BR side. A fuel pipe 109 that extends and a connecting member 110 that fluidly connects between the longitudinal intermediate portions of the fuel pipes 108 and 109, and the second fuel injection valves 72 of each cylinder on the front bank BF side are provided. Connected to the fuel pipe 108, the second fuel injection valves 72 of each cylinder on the rear bank BR side are connected to the fuel pipe 119 and supported by the intake pipe assembly 58.

  One end of the connecting member 110 and the fuel pipe 108 are coupled via a connecting pipe 111 whose both ends are liquid-tightly fitted to the connecting member and the fuel pipe 108, and the other end of the connecting member 110 is connected to the fuel pipe 109. The bolt 112 is fastened in a liquid-tight manner.

  In FIG. 8, a diameter-expanded cylindrical portion 108 a is integrally provided at one end portion of the fuel pipe 108, and is fitted integrally with the passage forming member 96 so as to form a part of the second outlet passage 105. A cylindrical portion 96c is fitted into the enlarged diameter cylindrical portion 108a. As a result, the fuel filtered by the filter 100 is supplied to the second fuel piping system 74 via the second outlet passage 105.

  By the way, the pulsation damper 80 is connected to the lower part of the branch part 76a of the common fuel supply pipe 76 in the first fuel piping system 73, and below the first fuel piping system 73, the front bank BF side and A first fuel piping system 74 having fuel pipes 108 and 109 extending along the cylinder arrangement direction is disposed on the rear bank BR side, and the pulsation damper 80 is disposed between the fuel pipes 108 and 109. . That is, the pulsation damper 80 is disposed in a region surrounded by the first and second fuel piping systems 73 and 74.

  The fuel supply pipe support stay 87 is disposed between the fuel pipes 108 and 109 in the second fuel piping system 74 and attached to the intake pipe assembly 58.

  Referring to FIGS. 15 and 16 together, the intake air assembly unit 48 includes a drum 113 that rotates in response to an accelerator operation, and an accelerator operation amount that detects the rotation amount of the drum 113 corresponding to the accelerator operation amount. The accelerator operation amount sensor 114 is supported by a common fuel supply pipe 76 that supports the first fuel injection valves 71... And constitutes a part of the first fuel piping system 73. The

  The drum 113 is rotatably supported by a support body 114, and a cable connected to an accelerator operation member (not shown) is wound around and connected to the drum 113. The accelerator operation amount sensor 114 is attached to the support body 115 so as to sandwich the support body 115 between the drum 113 and the drum 113, the accelerator operation amount sensor 114, and the support body 115. Is done.

  The support body 115 is integrally provided with a plurality of, for example, three first, second and third support legs 115a, 115b and 115c, and at least one of the first to third support legs 115a to 115c. In this embodiment, the first support leg 115 a is supported by the common fuel supply pipe 76.

  The first support leg 115 a extends from the support body 115 toward the common fuel supply pipe 76, and is supported on the common fuel supply pipe 76 so as to be supported by the fuel supply pipe support stay 87. The tip of the second support leg 115a is fastened with a bolt 118 to a support 76e provided at the branching part 76a of the common fuel supply pipe 76 so as to be arranged in the vicinity of the part 76d.

  Of the first to third support legs 115 a to 115 c provided on the support body 115, the second and third support legs 115 b and 115 c are supported by a unit support stay 119 attached to the intake assembly unit 48. .

  In FIG. 17, the unit support stay 119 has a base plate portion 119a fastened to the first front / rear connecting portion 54 of the intake pipe assembly 58 in the intake assembly unit 48 by a pair of bolts 120, 120 (see FIG. 6). And a pair of support portions 119b, 119b at the uppermost portion, and the support bodies 119b, 119b at the upper end of the unit support stay 119 rising from the first front / rear connecting portion 54 are supported on the support body. 115 second and third support legs 115 b and 115 c are fastened by bolts 121 and 121.

  The individual fuel supply pipes 77 constituting a part of the first fuel piping system 73 are arranged so as to extend upward from below the accelerator operation amount sensor 114 in a side view. The sensor 114 is disposed at a position that avoids the first fuel injection valves 71 and the individual fuel supply pipes 77 in a side view.

  An intake pressure sensor 123 for detecting the operating state of each throttle body 50F,..., 50R, that is, an intake pressure, is disposed below the sensor unit 116 and inside the unit support stay 119. The intake pressure sensor 123 is supported by a fuel supply pipe support stay 87.

  In FIG. 18, a pair of support arm portions 87 a and 87 b extending to the side away from the common fuel supply pipe 76 are provided at two positions spaced apart above and below the fuel supply pipe support stay 87 that supports the common fuel supply pipe 76. The intake pressure sensor 123 is integrally provided, and is fixed to the supporting arm portions 87a and 87b by bolts 124 and 125, respectively.

  A pair of sensor mounting portions 76f and 76g are provided at a portion of the branch portion 76a of the common fuel supply pipe 76 facing the unit support stay 119, and the fuel pressure in the fuel reservoir 79 in the branch portion 76a is provided. Is attached to one sensor attachment portion 76f, and a temperature sensor 127 for detecting the temperature of the fuel in the fuel reservoir 79 is attached to the other sensor attachment portion 76g.

  In FIG. 19, a rotating shaft 131 provided coaxially with the drum 113 is rotatably supported by a cylindrical bearing 115a provided on the support body 115 via a ball bearing 132. Annular seal members 133 and 134 are interposed between the rotating shaft 131 and the bearing portion 115 a, and a return spring 135 is provided between the drum 113 and the support body 115.

  By the way, in this embodiment, a resistance force generating member 137 made of an elastically deformable synthetic resin is fixed to one of the drum 113 and the support body 115, and the other of the drum 113 and the support body 115 in this embodiment is fixed. When the resistance generating member 137 is in sliding contact with a sliding contact surface 138 provided on the support body 115, resistance is applied to the rotation of the drum 113.

  The resistance generation member 137 includes a resistance generation member main portion 137a, an elastic deformation portion 137b that inclines so as to obliquely intersect the sliding contact surface 138, and protrudes from the resistance generation member main portion 137a. The resistance generating member 137 has an outer diameter that is larger than the rotating shaft 131 and smaller than the outer diameter of the drum 113.

  The resistance force generating member 137 is fixed to a support portion 139 provided on the drum 113, and the support portion 139 is a cylindrical shape that fits and fixes the resistance force generation member 137 to the inner periphery thereof. The boss portion 140 and an outer cylindrical portion 141 surrounding the resistance force generating member 137 so as to form an annular recess 142 between the boss portion 140, and the resistance force generating member 137 1421 is fixed to the support portion 139 so as to be fitted. Moreover, a shim 143 that adjusts the amount of deformation of the elastic deformation portion 137b is interposed between the support portion 139 and the resistance generating member 137.

  By the way, the sliding contact surface 138 is formed on the end surface of the bearing portion 115a on the drum 113 side, and the resistance generating member 137 is a main component of the resistance generating member having a substantially L-shaped cross section. An elastic deformation portion 137b that is deformed by contact with the sliding contact surface 138 to increase the contact area is integrally provided on the outer periphery of the portion 137a.

  Moreover, the inclination angle α of the elastic deformation portion 137b in the natural state with respect to the sliding contact surface 138 is set to 45 degrees or less, and the surface roughness of the elastic deformation portion 137b and the sliding contact surface 138 is set to be equal. The

  Next, the operation of this embodiment will be described. First fuel for injecting fuel into the intake passages 51F, 51R,... For each cylinder of the front and rear banks BF, BR in the V-type engine E from its upstream side. The first fuel piping system 73 for supplying fuel to the injection valves 71 is a single common fuel supply pipe 76 common to the first fuel injection valves 71 and a plurality of branches branched from the common fuel supply pipe 76. A fuel reservoir 79 disposed in a space surrounded by the intake passages 51F, 51R,... Of each cylinder is formed in the common fuel supply tube 76. A plurality of individual fuel supply pipes 77 that communicate with the upstream ends respectively extend radially from the common fuel supply pipe 76 in plan view and are connected to the first fuel injection valves 71, respectively. The fuel path from the fuel reservoir 79 to the first fuel injection valve 71... Can be shortened so that there is no difference in the fuel path to the fuel injection valves 71..., Reducing weight and reducing the center of gravity. Can be planned.

  A fuel reservoir 79 is formed in a cylindrical branch part 76a provided in the common fuel supply pipe 76, and the individual fuel supply pipes 77 are connected to a plurality of locations spaced in the circumferential direction of the branch part 76a. Therefore, the pressure of the fuel in the fuel pool 79 can be applied almost evenly to the individual fuel supply pipes 77, and the pressure of the fuel supplied to the first fuel injection valves 71 can be more equalized. Can do.

  In addition, since the common fuel supply pipe 76 and the individual fuel supply pipes 77 are integrally formed, the number of parts is reduced while preventing a pressure change from occurring at the connection portion between the common fuel supply pipe 76 and the individual fuel supply pipes 77. Can be reduced.

  Further, since the individual fuel supply pipes 77 which are arranged on the opposite side across the fuel reservoir 79 are formed so as to extend to the opposite sides, the balance of the fuel supply pressure to each individual fuel supply pipe 77. Since the upstream ends of the individual fuel supply pipes 77 are communicated with each other at substantially equal intervals in the circumferential direction of the fuel reservoir 79, the individual fuel supply pipes 77 are connected to the individual fuel supply pipes 77. It is possible to improve the weight balance while improving the balance of the fuel supply pressure.

  The first fuel injection valves 71 are arranged along the central axes CF ..., CR ... of the intake passages 51F ..., 51R ... facing the upstream open ends of the intake passages 51F ..., 51R ... The fuel injection valves 71 of the cylinders are provided with a space in the space between them, so that the degree of freedom in the layout of the fuel piping is increased, and it is possible to adopt a piping structure that is nearly symmetrical with respect to the center of the fuel reservoir 79. .

  In addition, a holder 82 for holding the first fuel injection valves 71 is integrally formed at the downstream end of the individual fuel supply pipes 77, so that not only fuel pressure fluctuations can be suppressed, but also the number of parts. Can also be reduced. Moreover, since the holders 82 are provided with engaging portions 84 for engaging and holding the holding cylinders 83 that hold the first fuel injection valves 71, the first fuel injection valves 71 are attached to the holder 83. A special member for fixing is not required, the number of parts can be reduced, and the weight of the structure for holding the first fuel injection valve 71 can be reduced.

  Although the pulsation damper 80 is connected to the first fuel piping system 73, the branching portion 76a provided in the common fuel supply pipe 76 is disposed in a space surrounded by the cylinders of the front and rear banks BF and BR. Since the pulsation damper 80 is connected to the branching portion 76a, the pulsation damper 80 is disposed on the side of the engine body 28 by effectively disposing the pulsation damper 80 in the space between the banks BF and BR. It is possible to avoid the protrusion and to reduce the size of the engine E.

  A fuel reservoir 79 having a diameter larger than that of the single fuel supply passage 78 formed in the common fuel supply pipe 76 is formed in the branch portion 76a so as to be connected to the downstream end of the fuel supply passage 78. The individual fuel supply pipes 77 are branched from the branch portion 76a so as to communicate with the fuel reservoir 79, and the pulsation damper 80 is connected to the branch portion 76a so as to face the fuel reservoir 79. The session damper 80 can be used, and the width of fuel pulsation absorption can be increased.

  Further, the individual fuel supply pipes 77 are connected to the upper part of the fuel reservoir 79 and branched from the branch part 76a, whereas the pulsation damper 80 is connected to the lower part of the branch part 76a. The pulsation damper 80 can be arranged in a space that does not affect the arrangement of the tubes 77.

  Further, the central axis C1 of the pulsation damper 80 is arranged so as to be substantially along the central axes CF ..., CR ... of the intake passages 51F ..., 51R ... for each cylinder, so that the intake passages 51F ..., 51R ... The enlargement of the engine E in the direction orthogonal to the central axes CF..., CR.

  Further, a second fuel piping system 74 is connected to the second fuel injection valves 72 arranged in the intake passages 51F, 51R,... Of the respective cylinders downstream of the first fuel injection valves 71,. The pulsation damper 80 connected to at least one of the first and second fuel piping systems 73 and 74 (the first fuel piping system 73 in this embodiment) includes the first and second fuel piping systems 73, Therefore, the pulsation damper 80 can be arranged in an empty space that does not affect the arrangement of the first and second fuel piping systems 73 and 74.

  Further, a plurality of cylinders are arranged in parallel in the front and rear banks BF, BR, and the pulsation damper 80 is arranged in the approximate center of the space surrounded by the intake passages 51F, 51R,. The distances from the pulsation dampers 80 to the first fuel injection valves 71... Can be substantially equalized, and pulsations resulting from fuel injection from the first fuel injection valves 71.

  The common fuel supply pipe 76 is formed so that the fuel supply passage 78 communicates with the fuel reservoir 79 in a direction orthogonal to the central axis C 1 of the pulsation damper 80. Absorption is performed by the session damper 80, and transmission of pulsation to the fuel supply passage 78 side can be suppressed.

  Further, since the fuel supply passage 78 is disposed between the connection portion of each individual fuel supply pipe 77 to the fuel reservoir 79 and the pulsation damper 80 and connected to the fuel reservoir 79, the fuel supply passage 78 is directed to the fuel supply passage 78 side. The transmission of pulsation can be more effectively suppressed.

  Further, in the plurality of individual fuel supply pipes 77... Integrally connected to the branch part 76 a of the common fuel supply pipe 76, a straight shape is drilled from the side where the pulsation damper 80 of the branch part 76 a is connected. The individual fuel passages 77a are formed so as to communicate with the first fuel injection valves 71, so that a structure in which the common fuel supply passage 76 branches into a plurality of individual fuel passages 77a is used. This can be realized with a simple configuration that suppresses the increase in the above.

  A filter housing portion 75 is provided in the middle of the fuel passage 95 for allowing fuel to flow through the first and second fuel piping systems 73 and 74, and a filter formed in a cylindrical shape in the filter housing portion 75. 100 is accommodated while being inclined in a direction intersecting the direction of fuel flow out of the filter accommodating portion 75, so that the fuel can be actively flowed to the side surface of the filter 100 to increase the filtration area. .

  In addition, since the first fuel piping system 73 and the second fuel piping system 74 are merged in the filter housing portion 75, the filter 100 is shared by the first and second fuel piping systems 73 and 74 and the number of parts is reduced. Can be reduced.

  In addition, first and second outlet passages 102 and 105 communicating with the first and second fuel piping systems 73 and 74, respectively, are provided in the filter housing portion 75 so as to extend in a direction intersecting the central axis C2 of the filter 100. Thus, the filter passage portions of the fuel flowing through the first and second distribution fuel piping systems 73 and 74 can be dispersed, and the expiration date of the filter 100 can be extended. Moreover, since the first and second outlet passages 102 and 105 are provided in the filter housing portion 75 so that the extending directions of the outlet passages 102 and 105 are orthogonal to each other, the first and second outlet passages 102 and 105 are connected to the filter housing portion 75. The processing of the second outlet passages 102 and 105 is facilitated, and the first and second outlet passages 102 and 015 are mutually connected to the inner surface of a circular accommodation hole 98 provided in the filter housing portion 75 for housing the filter 100. Since the openings are opened at the opposing positions, the amount of fuel flowing to the first and second outlet passages 102 and 105 can be made uniform.

  Moreover, since the filter housing portion 75 is formed integrally with the passage forming member 96 that forms the fuel passage 95, a special joint that connects the first and second fuel piping systems 73 and 74 and the filter housing portion 75 is not required. Thus, the configuration of the fuel supply device can be simplified while reducing the number of parts. Further, since the passage forming member 96 also serves as a support portion for supporting the first fuel injection valves 71, the number of parts can be further reduced and the fuel supply device can be reduced in size.

  Furthermore, since the direction in which the filter 100 is removed from the filter housing portion 75 is set so as to face obliquely upward when the engine is mounted on the vehicle, the filter 100 can be easily taken out and maintenance can be improved.

  The intake assembly unit 48 is provided with a drum 113 that rotates in response to an accelerator operation and an accelerator operation amount sensor 114 that detects the rotation amount of the drum 113 corresponding to the accelerator operation amount. The accelerator operation amount sensor 114 is supported by a common fuel supply pipe 76 that constitutes a part of the first fuel piping system 73 connected to the fuel injection valves 71... There is no need to dispose the accelerator operation amount sensor 114 and the stay that supports the accelerator operation amount sensor 114, and the influence of the accelerator operation amount sensor 114 and stay on the layout of the first fuel piping system 73 is reduced. The degree of freedom in arrangement of the first fuel piping system 73 can be increased.

  The drum 113, the support body 115 that rotatably supports the drum 113, and the accelerator operation amount sensor 114 attached to the support body 115 constitute a sensor unit 116, and a first sensor unit 116 is provided on the support body 115. Since the first support leg 115a which is at least one of the first to third support legs 115a to 115c is supported by the common fuel supply pipe 76, the first support leg 115a is used as the sensor unit 116 as the common fuel supply pipe 76. As a result, it is possible to increase the degree of freedom of the accelerator operation amount sensor and the support portion of the drum 113 by setting the support portion corresponding to the shape of the common fuel supply pipe 76.

  The support body 115 has second and third support legs 115b and 115c in addition to the first support legs 115a supported by the common fuel supply pipe 76, and the second and third support legs 115b and 115c are provided. Since the support is supported by the unit support stay 119 attached to the intake pipe assembly 58 of the intake assembly unit 48, the support rigidity of the sensor unit 116 is increased, and the sensor unit 116 is supported only by the common fuel supply pipe 76. In comparison, the load on the common fuel supply pipe 76 can be reduced.

  Further, a common fuel supply is provided by a support portion 76e that supports the first support leg portion 115a, which is one of the support leg portions 115a to 115c of the support body 115, and a supported portion 76d that is disposed in the vicinity of the support portion 76e. Since the supported portion 76d is provided on the pipe 76 and supported by the fuel supply pipe support stay 87 attached to the intake pipe assembly 58 of the intake assembly unit 48, the sensor unit 116 is connected to the common fuel supply pipe 76 and the fuel supply pipe. It is supported by the intake assembly unit 48 via the support stay 87, and the sensor unit 116 can be firmly supported by the intake assembly unit 48 while being supported by the common fuel supply pipe 76.

  In addition, since the first support leg 115a is supported by the branch part 76a of the common fuel supply pipe 76, the first support leg 115a is supported by the branch part 76 having high rigidity so as to support the first support leg 115a. It can be firmly supported.

  By the way, the concave portion 92 that fits the protrusion 91 protruding from one of the joint surfaces 89 and 90 joined to each other of the fuel supply pipe support stay 87 and the supported portion 76d is the other of the joint surfaces 89 and 90. Since the fuel supply pipe support stay 87 and the supported portion 76d are fastened by a single bolt 93 disposed at a position offset from the protrusion 91 and the recess 92, the protrusion 91 and the recess 92 The minimum number of bolts 93 can be achieved by performing the function of preventing rotation by fitting, and the number of parts and the weight can be reduced.

  Further, an intake pressure sensor 123, which is a sensor different from the accelerator operation amount sensor 114 for detecting the operating state of the throttle bodies 50F,..., 50R,. A dedicated stay for supporting 123 becomes unnecessary, and the number of parts can be reduced.

  The second fuel piping system 74 connected to the second fuel injection valves 72 is provided with a pair of fuel pipes 108 and 109 extending along the cylinder arrangement direction between the front and rear banks BF and BR. Since the fuel supply pipe support stay 87 is disposed between the fuel pipes 108 and 109, the fuel supply pipe support stay 87 can affect the arrangement of the first and second fuel piping systems 73 and 74. Can be supported by using no free space.

  Further, individual fuel supply pipes 77 constituting a part of the first fuel piping system 73 are arranged so as to extend upward from below the accelerator operation amount sensor 114 in a side view, and the accelerator operation amount sensor 114 is Since the individual fuel supply pipes 77 and the first fuel injection valves 71 are disposed so as to avoid the first fuel injection valves 71 in a side view, the first fuel injection valves 71 and the individual fuel supply pipes 77 are maintained during maintenance of the accelerator operation amount sensor 114. Maintenance can be ensured so that… does not get in the way.

  In addition, in this embodiment, a resistance force generating member 137 made of an elastically deformable synthetic resin is fixed to one of the drum 113 and the support body 115, and the other of the drum 113 and the support body 115 in this embodiment is fixed. Since the resistance generation member 137 is in sliding contact with the sliding contact surface 138 provided on the support body 115, resistance is applied to the rotation of the drum 113, so that resistance is applied using a plurality of springs. Compared with a thing, resistance can be provided with a simple structure, and the improvement of assembly | attachment property and maintenance property can be aimed at.

  The resistance generating member 137 includes a resistance generating member main portion 137a, and an elastic deformation portion 137b that inclines so as to obliquely intersect the sliding contact surface 138 and protrudes from the resistance generating member main portion 137a. Since the elastic deformation portion 137b is brought into close contact with the slidable contact surface 138, the contact area can be increased and sufficient frictional resistance can be exhibited. Moreover, since the outer diameter of the resistance generating member 137 is larger than that of the rotating shaft 131, a sufficient resistance can be obtained by the resistance generating member 137, and the outer diameter of the resistance generating member 137 is the outer diameter of the drum 113. Therefore, it is possible to reduce the size of the device that detects the accelerator operation amount by suppressing the generation of excessive resistance force.

  The resistance generation member 137 is fixed to a support portion 139 provided on the drum 113, and the support portion 139 is a cylindrical shape that fits and fixes the resistance generation member 137 to the inner periphery thereof. The boss portion 140 and an outer cylindrical portion 141 surrounding the resistance force generating member 137 so as to form an annular recess 142 between the boss portion 140, and the resistance force generating member 137 Since it is fixed to the support portion 139 so as to be fitted to 1421, a special fixing means for fixing the resistance generating member 137 can be eliminated, the number of parts can be reduced, and resistance can be reduced. The force generating member 137 can be protected so as to cover from the surroundings.

  Further, since the sliding contact surface 138 is formed on the end surface on the drum 113 side of the bearing portion 115a of the support body 15, it is not necessary to form the sliding contact surface 138 with a member other than the support body 115, thereby reducing the number of parts. Can contribute.

  In addition, the inclination angle α of the elastically deforming portion 137b in the natural state with respect to the sliding contact surface 138 is set to 45 degrees or less, and the elastic deforming portion 137b easily falls down by contacting the sliding contact surface 138. The area can be gained, thereby generating a sufficient frictional force. Moreover, since the surface roughness of the elastic deformation part 137b and the said sliding contact surface 138 is set equally, a frictional force can be obtained stably.

  Further, since the shim 143 for adjusting the deformation amount of the elastic deformation portion 137b is interposed between the resistance generating member 137 and the support portion 139, the deformation amount of the elastic deformation portion 137b can be easily adjusted.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.

51F, 51R ... intake passage 71 ... fuel injection valve 76 ... common fuel supply pipe 76a ... branch 77 ... individual fuel supply pipe 79 ... fuel reservoir 82 ... holder 83 ..Holding cylinder 84 ... engagement part BF, BR ... bank

Claims (8)

A pair of banks (BF, BR) each having a plurality of cylinders arranged in parallel along the axial direction of the crankshaft (27) are arranged so as to be upward and V-shaped to each other, and an intake passage ( 51F, 51R) A plurality of individual fuel supply branches from a single common fuel supply pipe (76) common to the fuel injection valves (71) into a plurality of fuel injection valves (71) for injecting fuel individually In the fuel supply device for the V-type engine to which the pipe (77) is connected,
A fuel reservoir (79) disposed in a space surrounded by the intake passages (51F, 51R) of the cylinders between the pair of banks (BF, BR) has the axial direction as the vertical direction, and the common fuel supply pipe (76 ) Formed in a cylindrical branch (76a) provided in
A plurality of the individual fuel supply pipes (77) that respectively connect the upstream ends to the fuel reservoir (79) extend radially from a plurality of locations spaced in the circumferential direction of the cylindrical branch portion (76a) in a plan view. A fuel supply device for a V-type engine, which is connected to each of the plurality of fuel injection valves (71). The cylindrical branch portion (76a) is arranged so that its axis line is along a virtual plane that bisects the pair of banks (BF, BR) through the axis line of the crankshaft (27). The fuel supply device for a V-type engine according to claim 1.   The fuel supply apparatus for a V-type engine according to claim 1 or 2, wherein the common fuel supply pipe (76) and the plurality of individual fuel supply pipes (77) are integrally formed.   The individual fuel supply pipes (77) arranged on the opposite side across the fuel reservoir (79) to form a pair extend so as to extend on the opposite sides. A fuel supply device for a V-type engine described in 1.   5. The upstream ends of the plurality of individual fuel supply pipes (77) communicate with each other at positions that are substantially equidistant from each other in the circumferential direction of the fuel reservoir (79). V-type engine fuel supply system.   The said fuel injection valve (71) is arrange | positioned so that the upstream open end of the said intake passage (51F, 51R) may be met, and the center axis line of an intake passage (51F, 51R) may be met. V-type engine fuel supply system.   The fuel supply device for a V-type engine according to claim 6, wherein a holder (82) for holding the fuel injection valve (71) is integrally formed at a downstream end of the individual fuel supply pipe (77). .   The engagement portion (84) for engaging and holding the holding cylinder (83) holding the fuel injection valve (71) is provided in the holder (82). V-type engine fuel supply system.

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