JP6992556B2 - Engine fuel supply - Google Patents

Description

The present invention relates to a fuel supply device that supplies fuel to an engine.

Patent Document 1 discloses a fuel supply device having two fuel distribution pipes. Each of these fuel distribution pipes distributes fuel to a plurality of fuel injection valves. Multiple fuel injection valves inject fuel into multiple cylinders.

Japanese Unexamined Patent Publication No. 2007-170209

For a fuel supply device having a single fuel distribution pipe, one fuel supply path for supplying fuel to the fuel distribution pipe is sufficient. However, when a plurality of fuel distribution pipes are used as in the fuel supply device of Patent Document 1, a plurality of fuel supply paths for supplying fuel to each of the plurality of fuel distribution pipes are required. In addition, it is necessary to form a plurality of fuel outflow paths for guiding the fuel spilled from these fuel sluice pipes in order to adjust the pressure of the fuel in each of the plurality of fuel sluice pipes. Therefore, if multiple fuel pipes are used in the fuel supply, more fuel supply and outflow routes are required than in a fuel supply with a single fuel pipe.

The pipe members that form the fuel supply path and fuel outflow path are one of the most vulnerable parts of the engine room. If the pipe member is damaged, fuel leaks from the damaged part, so the pipe member needs to be properly protected. As mentioned above, if multiple fuel pipes are used in the fuel supply, more fuel supply and outflow routes are required than in a fuel supply with a single fuel pipe, thus protecting the pipe members. Many protective parts are needed to do this. This not only deteriorates the assembly efficiency of the fuel supply device, but also increases the manufacturing cost of the fuel supply device.

It is an object of the present invention to provide a fuel supply device capable of protecting a path through which fuel flows without using many protective components.

The fuel supply device according to one aspect of the present invention is a cylinder including a plurality of cylinders arranged in a predetermined arrangement direction and a surface having a plurality of protrusions protruding in a direction orthogonal to the cylinder axis direction of the cylinders. Fuel the engine with the block. The fuel supply device extends to the plurality of fuel injection valves for injecting the fuel into the plurality of cylinders and the plurality of fuel injection valves extending in the arrangement direction above the plurality of protrusions and to a part of the plurality of fuel injection valves. Includes a first branch pipe that distributes the fuel and a second branch pipe that extends in series with the first branch pipe and distributes the fuel to other parts of the plurality of fuel injection valves. The fuel distribution unit, the first supply path for guiding the fuel to the first branch pipe, and the second supply path for guiding the fuel to the second branch pipe are independently formed, and the first supply path and the said. The fuel supply section that supplies the fuel to the fuel distribution section through the second supply path, and the fuel flowout from the fuel distribution section in order to adjust the pressure of the fuel in the first branch pipe and the second branch pipe. It is equipped with a guide pipe section that guides fuel. The first supply path and the second supply path extend downward from the first branch pipe and the second branch pipe and are inserted into a gap between the plurality of protrusions. The guide pipe portion is inserted into a gap between the plurality of protrusions between the first supply path and the second supply path.

According to the above configuration, since the first supply path and the second supply path are inserted into the gap between the plurality of protrusions of the cylinder block, the parts in the engine room are the first supply path in the event of a vehicle collision. And even when approaching the second supply path, the plurality of protrusions collide with the parts moving toward the first supply path and the second supply path. Since the cylinder block has high rigidity, it is possible to prevent the movement of parts to the first supply path and the second supply path with almost no deformation. That is, the fuel path to the first and second branch pipes is protected by the plurality of protrusions. Similarly, since the guide pipe portion is also inserted into the gap between the plurality of protrusions of the cylinder block, the path of the fuel flowing out from the first branch pipe and the second branch pipe is also protected by the plurality of protrusions. Since a plurality of protrusions protruding from the surface of the cylinder block are used to protect the first supply path, the second supply path, and the guide pipe portion, the number of protective parts used for these protections may be small.

With respect to the piping of the fuel supply device, the guide pipe portion is formed so as to guide the fuel discharged from the fuel distribution portion arranged above the plurality of protrusions, and the guide pipe portion is formed of the plurality of protrusions below the fuel distribution portion. Since it is inserted into the gap, it extends downward from the fuel distribution section as in the first supply path and the second supply path. In addition, since the guide pipe portion is piped between the first supply path and the second supply path, it is arranged near the first supply path and the second supply path. The operator can pipe the guide pipe portion substantially at the same time as forming the first supply path and the second supply path, and the piping work for these can be made more efficient.

Regarding the pressure adjustment of the fuel distribution section, when fuel is supplied to the 1st and 2nd branch pipes through the 1st supply path and the 2nd supply path, the pressure of the fuel in the 1st and 2nd branch pipes increases. do. When the pressure of the fuel in the first minute pipe and the second part pipe increases, the fuel injection amount from the plurality of fuel injection valves to which the fuel is distributed by the first part pipe and the second part pipe increases. When the fuel flows out from the first branch pipe and the second branch pipe through the guide pipe portion, the pressure of the fuel in the first branch pipe and the second branch pipe decreases. When the pressure of the fuel in the first minute pipe and the second part pipe decreases, the fuel injection amount from the plurality of fuel injection valves to which the fuel is distributed by the first part pipe and the second part pipe decreases. Therefore, the fuel injection amount from each of the plurality of fuel injection valves is adjusted by the supply of fuel to the first and second branch pipes and the outflow of fuel from the first and second branch pipes.

Regarding the transmission of pulsation in the fuel distribution unit, the fuel distribution unit is divided into the first branch pipe and the second branch pipe, so that the fuel is injected from the fuel injection valve that receives the fuel distribution from the first branch pipe. The resulting pulsation stays in the 1st minute pipe and is not transmitted to the 2nd minute pipe. Therefore, the fuel injection from the fuel injection valve that receives the fuel distribution from the second branch pipe is due to the pulsation caused by the fuel injection from the fuel injection valve that receives the fuel distribution from the first branch pipe. Not affected.

Regarding the position and structure of the fuel distribution unit, since the fuel distribution unit extends above the protrusion in the arrangement direction of the plurality of cylinders, the fuel distribution unit is arranged without interfering with the protrusion. In addition, since the first branch pipe and the second branch pipe of the fuel distribution section are extended in series in the cylinder arrangement direction, the fuel distribution section does not have a large dimension in the cylinder extension direction.

With respect to the above configuration, the fuel supply device may further include a connecting portion to which a plurality of pipe members forming the guide pipe portion are connected while returning the surplus fuel in the first branch pipe. The plurality of pipe members of the guide pipe portion may include a first return pipe for guiding the surplus fuel in the first branch pipe and a second return pipe for guiding the surplus fuel in the second branch pipe. good. The first return pipe may extend downward from the connecting portion and may be inserted into a gap between the plurality of protruding portions.

According to the above configuration, the second return pipe that guides the surplus fuel in the second branch pipe is connected to the first return pipe that guides the surplus fuel in the first branch pipe by the connecting portion, so that the operator can guide. The pipe portion can be handled as a single pipe member. Therefore, the operator can efficiently pipe the guide pipe portion.

Since the connecting portion is used not only for connecting the first return pipe and the second return pipe of the guide pipe portion but also for returning the surplus fuel from the first branch pipe, it is arranged in the first branch pipe. The first return pipe extending downward from the connecting portion arranged in the first minute pipe is inserted into the gap between the plurality of protrusions located below the fuel distribution portion, so that in the event of a vehicle collision. Even if the parts in the engine room come toward the first return pipe, the plurality of protrusions collide with the parts moving toward the first return pipe. Therefore, the path of the fuel flowing out from the first branch pipe and the second branch pipe is protected by the plurality of protrusions. Since a plurality of protrusions protruding from the surface of the cylinder block are used to protect the first return pipe, the number of protective parts used to protect the first return pipe may be small.

With respect to the above configuration, the connecting portion may be arranged at the end of the first branch pipe on the side closer to the second branch pipe than the connection portion of the first supply path and the first branch pipe. ..

According to the above configuration, since the connecting portion is arranged at the end of the first branch pipe on the side closer to the second branch pipe than the connection portion of the first supply path and the first branch pipe, the cylinder arrangement direction Located approximately in the center of. As a result, the operator can pipe the guide pipe portion at a position close to both the first supply path connected to the first branch pipe and the second supply path connected to the second branch pipe. Therefore, the operator can pipe the guide pipe portion substantially at the same time as forming the first supply path and the second supply path, and the piping work for these can be made more efficient.

With respect to the above configuration, the fuel supply device includes a first pressure reducing valve that is opened when the pressure in the first minute pipe exceeds a predetermined set pressure, and a pressure in the second minute pipe exceeds a predetermined set pressure. A second pressure reducing valve, which is sometimes opened, may be further provided. The plurality of fuel injection valves may inject the fuel in a predetermined order. The fuel injection sequence of the plurality of fuel injection valves that receive the fuel supply through the first minute pipe does not have to be continuous. The fuel injection sequence of the plurality of fuel injection valves that receive the fuel supply through the second branch pipe does not have to be continuous.

According to the above configuration, since the fuel injection order of the plurality of fuel injection valves that receive fuel supplied through the first minute pipe is not continuous, one of the plurality of fuel injection valves that receive fuel supply through the first minute pipe is used. Fuel that does not receive fuel distribution from the 1st minute pipe during the period from the injection of fuel to the injection of fuel by the other of the multiple fuel injection valves that receive fuel supply through the 1st minute pipe. Fuel is injected from the injection valve. Therefore, the period during which two of the plurality of fuel injection valves that receive fuel supplied through the first minute pipe inject fuel is long. As a result, a long period is obtained for the pulsation caused by the fuel injection from one of the plurality of fuel injection valves that receive the fuel distribution through the first branch pipe to be sufficiently attenuated. Since the fuel injection sequence of the multiple fuel injection valves that receive fuel through the second branch pipe is not continuous, the multiple fuel injection valves that receive fuel through the second branch pipe are also under a sufficiently attenuated pulsation environment. You can inject fuel with.

As described above, since the fuel injection sequence in the plurality of fuel injection valves that receive fuel supplied through the first branch pipe and the plurality of fuel injection valves that receive fuel supplied through the second branch pipe is not continuous, the designer is the first. The fuel injection order from a plurality of fuel injection valves can be determined so that the pressure reducing valve and the second pressure reducing valve are not opened at the same time. Therefore, even if the first return pipe and the second return pipe are connected to the connecting portion and the routes through which the surplus fuel is guided are integrated into one pipe, the surplus fuel can flow smoothly.

With respect to the above configuration, the plurality of protrusions may be a plurality of ports formed in the cylinder block.

According to the above configuration, since the plurality of protrusions are the plurality of ports formed in the cylinder block, a special design for protecting the first supply path, the second supply path and the guide pipe portion is a cylinder block. Not needed for.

With respect to the above configuration, the plurality of protrusions may be a plurality of intake ports formed in the cylinder block.

According to the above configuration, since the plurality of protrusions are the plurality of intake ports formed in the cylinder block, the first supply path, the second supply path and the guide tube portion are not exposed to excessively high temperature.

The fuel supply device described above can protect the path through which fuel flows without the use of many protective components.

It is a schematic perspective view of an exemplary fuel supply device that supplies fuel to an engine. It is a schematic cross-sectional view of the engine in a virtual horizontal plane along the intake port. It is a schematic perspective view of a fuel supply device.

FIG. 1 is a schematic perspective view of an exemplary fuel supply device 100 that supplies fuel to the engine 200. Prior to the fuel supply device 100, the engine 200 is schematically described with reference to FIG. The terms "upstream" and "downstream" are used relative to the direction of fuel flow. Terms such as "front", "rear", "right", "left", "top" and "bottom" are used solely for the purpose of clarifying the explanation and should be interpreted in a limited manner. It's not a thing.

<Engine>
The engine 200 is an in-line 6-cylinder engine. The engine 200 includes a cylinder block 211 and a cylinder head 212. In the cylinder block 211, six cylinders having a central axis that opens upward and extends in the vertical direction are arranged. The cylinder head 212 closes the open ends of the six cylinders. The six cylinders are arranged in the front-rear direction.

The engine 200 has six pistons (not shown) that reciprocate vertically in the six cylinders, a crankshaft (not shown) and a crank that outputs the reciprocating motion of the six pistons as rotation around a predetermined rotation axis. It further includes a coupling mechanism (not shown) that connects the shaft to each of the six pistons. The crankshaft extends in the anteroposterior direction below the six pistons. The connecting mechanism can include connecting rods, piston rods and crossheads. General vehicle engine design techniques may be applied to the structure of the engine 200. Therefore, the principle of this embodiment is not limited to the specific structure of the engine 200.

The cylinder block 211 of the engine 200 has six intake ports 231 to 236 protruding to the left (that is, in a direction orthogonal to the arrangement direction of the six cylinders and the cylinder axial direction) from the left side surface 220 and the left side surface 220. including. The left side surface 220 is used for mounting the fuel supply device 100. The six intake ports 231 to 236 are used to feed air into the six cylinders formed in the cylinder block 211.

The intake port 231 is formed at the frontmost of the intake ports 231 to 236. The intake port 231 forms an intake path to the frontmost cylinder. The intake port 232 is located behind the intake port 231 and forms an intake path to the cylinder behind the cylinder to which air is sent from the intake port 231. The intake port 233 is located behind the intake port 232 and forms an intake path to the cylinder behind the cylinder to which air is sent from the intake port 232. The intake port 234 is located behind the intake port 233 and forms an intake path to the cylinder behind the cylinder to which air is sent from the intake port 233. The intake port 235 is located behind the intake port 234 and forms an intake path to the cylinder behind the cylinder to which air is fed from the intake port 234. The intake port 236 is located at the rearmost position among the intake ports 231 to 236. The intake port 236 forms an intake path to the rearmost cylinder.

A gap extending in the vertical direction is formed between the intake ports 223 and 233, between the intake ports 233 and 234, and between the intake ports 234 and 235. These voids are used in the piping of the fuel supply device 100. The structure of the fuel supply device 100 is schematically described below.

<Structure of fuel supply device>
The fuel supply device 100 has a portion for delivering fuel to the engine 200, a portion for distributing fuel to the six cylinders of the engine 200, and a portion for injecting fuel into the six cylinders. The fuel supply device 100 has a fuel supply unit 110 that forms a fuel supply path along the left side surface 220 of the engine 200 as a portion for delivering fuel to the engine 200. The fuel supply device 100 has a fuel distribution unit 120 extending in the front-rear direction (that is, the cylinder arrangement direction) above the intake ports 231 to 236 as a portion for distributing fuel to the six cylinders, and a fuel distribution unit 120. It has a tube group 130 extending above the cylinder head 212. The fuel supply device 100 has a valve group 140 attached to the upper surface of the cylinder head 212 as a portion for injecting fuel into the six cylinders. The fuel supply unit 110 supplies fuel to the fuel distribution unit 120. The fuel distribution unit 120 distributes fuel to a plurality of distribution paths formed by the pipe group 130. The tube group 130 guides fuel to the valve group 140. The valve group 140 injects fuel into the six cylinders.

The fuel supply unit 110 that sends fuel to the valve group 140 through the fuel distribution unit 120 and the pipe group 130 is a fuel pump unit 111 fixed to the rear portion of the left side surface 220 of the engine 200 and two connected to the fuel pump unit 111. The supply pipes 112 and 113 are included. The fuel pump unit 111 sucks fuel from a fuel tank (not shown) and discharges the sucked fuel to the supply pipes 112 and 113. The supply pipe 112 forms a first supply path that guides the fuel forward and upward. Like the supply pipe 112, the supply pipe 113 forms a second supply path that guides the fuel forward and upward. The second supply route is a route independent of the first supply route.

The fuel pump unit 111 that discharges fuel to the supply pipes 112 and 113 includes two pumps 114 and 115 that are vertically aligned. The upper pump 114 includes a discharge unit 116 to which the fuel sucked from the fuel tank by the fuel pump unit 111 is discharged. A supply pipe 112 is connected to the discharge portion 116 of the upper pump 114. The lower pump 115 includes a discharge unit 117 to which the fuel sucked from the fuel tank by the fuel pump unit 111 is discharged. A supply pipe 113 is connected to the discharge portion 117 of the lower pump 115.

The supply pipe 113 extends upward and forward from the discharge portion 117 of the lower pump 115 and is connected to the fuel distribution portion 120. Like the supply pipe 113, the supply pipe 112 extends upward and forward from the discharge portion 116 of the upper pump 114. The supply pipe 112 three-dimensionally intersects the supply pipe 113. The supply pipe 113 is connected to the fuel distribution unit 120 behind the connection portion where the supply pipe 112 is connected to the fuel distribution unit 120.

The fuel distribution unit 120 is a substantially cylindrical portion extending to the left of the cylinder head 212 (that is, above the cylinder block 211) in the cylinder arrangement direction (that is, the front-rear direction). The fuel distribution unit 120 is used to temporarily store the fuel supplied from the fuel pump unit 111 through the supply pipes 112 and 113 and distribute it to the pipe group 130.

The fuel distribution unit 120 includes a first branch pipe 121 and a second branch pipe 122 arranged substantially horizontally. The first branch pipe 121 is used to distribute fuel to the three cylinders. The second branch pipe 122 arranged behind the first branch pipe 121 is used to distribute the fuel to the three cylinders arranged behind the three cylinders to which the fuel is distributed by the first branch pipe 121. .. FIG. 1 shows an extension shaft EXA that substantially coincides with the central axis of the first branch pipe 121 and the second branch pipe 122. The extension shaft EXA extends in the arrangement direction of the six cylinders and is substantially parallel to the cylinder row formed by the six cylinders. The first branch pipe 121 and the second branch pipe 122 are extended along the extension shaft EXA.

The first distribution pipe 121 includes a substantially cylindrical main pipe 161 extending along the extension shaft EXA and three distribution connectors 162, 163, 164 protruding upward from the main pipe 161. A supply pipe 112 extending from the upper pump 114 is connected to the peripheral surface of the main pipe 161. The main pipe 161 forms a storage space (not shown) in which the fuel supplied through the supply pipe 112 is temporarily stored. The pressure of the fuel in the main pipe 161 increases as the upper pump 114 pumps the fuel. Therefore, the main pipe 161 is designed to store high pressure fuel. The high pressure fuel in the main pipe 161 flows out from the distribution connectors 162, 163, 164.

The distribution connector 162 is formed at the frontmost of the distribution connectors 162, 163, 164. The distribution connector 164 is formed at the rearmost position among the distribution connectors 162, 163, 164. The distribution connector 163 is formed between the distribution connectors 162 and 164.

A part of the tube group 130 is connected to the distribution connectors 162, 163, 164. The tube group 130 includes six connecting tubes 131-136. The connecting pipes 131, 132, 133 are connected to the distribution connectors 162, 163, 164 of the first branch pipe 121, and form a fuel distribution path from the first branch pipe 121 to the valve group 140. The connecting pipes 134, 135, 136 piped behind the connecting pipes 131, 132, 133 are connected to the second branch pipe 122 and form a fuel distribution path from the second branch pipe 122 to the valve group 140. .. The second branch pipe 122 is substantially equal to the first branch pipe 121 in shape and structure. Therefore, the description regarding the shape and structure of the first branch pipe 121 is incorporated into the second branch pipe 122.

The second branch pipe 122 includes a main pipe 165 extending along the extension shaft EXA behind the main pipe 161 of the first branch pipe 121, and three distribution connectors 166, 167, 168. The main pipe 165 extends in series with the main pipe 161 of the first branch pipe 121. A supply pipe 113 extending from the lower pump 115 is connected to the peripheral surface of the main pipe 165. The main pipe 165 forms a storage space (not shown) in which the fuel supplied through the supply pipe 113 is temporarily stored, independently of the storage space formed by the main pipe 161 of the first branch pipe 121. ing. The pressure of the fuel in the main pipe 165 increases as the lower pump 115 pumps the fuel. Therefore, the main pipe 165 is designed to store high pressure fuel. The high pressure fuel in the main pipe 165 flows out from the distribution connectors 166, 167, 168.

The distribution connector 166 is formed at the frontmost of the distribution connectors 166, 167, 168. The distribution connector 168 is formed at the rearmost of the distribution connectors 166, 167, 168. The distribution connector 167 is formed between the distribution connectors 166 and 168. Connecting pipes 134, 135, and 136 are connected to the distribution connectors 166, 167, and 168, respectively, and form a fuel distribution route to the valve group 140.

Six fuel injection valves 141 to 146 corresponding to the six connecting pipes 131 to 136 are fixed to the upper surface of the cylinder head 212 as valve groups 140. The fuel injection valves 141 to 146 are used to inject fuel into the six cylinders arranged below the fuel injection valves 141 to 146, respectively. The timing of fuel injection from the fuel injection valves 141 to 146 to the six cylinders is controlled by an ECU (Electronic Control Unit: not shown).

The fuel injection valve 141 is arranged at the frontmost position among the fuel injection valves 141 to 146. The fuel injection valve 142 is arranged behind the fuel injection valve 141. The fuel injection valve 143 is arranged behind the fuel injection valve 142. The fuel injection valve 144 is arranged behind the fuel injection valve 143. The fuel injection valve 145 is arranged behind the fuel injection valve 144. The fuel injection valve 146 is arranged at the rearmost position among the fuel injection valves 141 to 146.

The fuel injection valve 141 is connected to a connecting pipe 131 extending from the distribution connector 162. The fuel injection valve 142 is connected to a connecting pipe 133 extending from the distribution connector 164. The fuel injection valve 143 is connected to a connecting pipe 132 extending from the distribution connector 163 between the distribution connectors 162 and 164 so as to sterically intersect the connecting pipe 133. The fuel in the main pipe 161 of the first branch pipe 121 is distributed to the fuel injection valves 141, 142, 143 through the distribution connectors 162, 163, 164 and the connecting pipes 131, 133, 132.

The fuel injection valve 144 is connected to a connecting pipe 135 extending from the distribution connector 167. The fuel injection valve 145 is connected to a connecting pipe 134 extending from the distribution connector 166 in front of the distribution connector 167 so as to sterically intersect the connecting pipe 135. The fuel injection valve 146 is connected to a connecting pipe 136 extending from the distribution connector 168 behind the distribution connector 167. The fuel in the main pipe 165 of the second branch pipe 122 is distributed to the fuel injection valves 144, 145, 146 through the distribution connectors 166, 167, 168 and the connecting pipes 135, 134, 136.

The fuel pump unit 111 discharges an amount of fuel that exceeds the fuel injection amount from the fuel injection valves 141 to 146, and sets the fuel pressure in the first minute pipe 121 and the second minute pipe 122 to a high value. As a result, the fuel is vigorously injected from the fuel injection valves 141 to 146. As a result of the amount of fuel exceeding the fuel injection amount being supplied from the fuel pump unit 111 to the first branch pipe 121 and the second branch pipe 122, the pressure of the fuel in the first branch pipe 121 and the second branch pipe 122 is increased. It may exceed a predetermined set pressure. Therefore, a pressure adjusting mechanism for reducing the pressure in the first branch pipe 121 and the second branch pipe 122 is provided in the first branch pipe 121 and the second branch pipe 122. The pressure regulating mechanism is described below.

The pressure adjusting mechanism causes the fuel to flow out from the fuel distribution unit 120 so that the pressure of the fuel in the fuel distribution unit 120 is reduced, and guides the fuel discharged from the fuel distribution unit 120 downward. As a part for discharging fuel from the fuel distribution unit 120, the fuel supply device 100 includes a first pressure reducing valve 171 attached to the first branch pipe 121, a second pressure reducing valve 172 attached to the second branch pipe 122, and the like. It includes a connecting portion 173 projecting upward from the peripheral wall of the first branch pipe 121 and an outflow portion 174 projecting upward from the peripheral wall of the second branch pipe 122. The fuel supply device 100 includes a guide pipe unit 180 as a portion for guiding the fuel flowing out from the fuel distribution unit 120 downward.

The first pressure reducing valve 171 is attached to the rear end of the main pipe 161 of the first distribution pipe 121. The first pressure reducing valve 171 responds to the pressure of the fuel in the first distribution pipe 121 from the rear end of the peripheral wall of the main pipe 161 of the first distribution pipe 121 behind the internal space of the first distribution pipe 121 and the distribution connector 164. It is a mechanical valve body that communicates with the flow path formed by the protruding connecting portion 173 and closes the communication portion of the first branch pipe 121 and the connecting portion 173. Similarly, the second pressure reducing valve 172 projects from the peripheral wall of the main pipe 165 of the second pipe 122 behind the internal space of the second pipe 122 and the distribution connector 168 according to the pressure of the fuel in the second pipe 122. It is a mechanical valve body that communicates with the flow path formed by the outflow portion 174 and closes the communication portion of the second branch pipe 122 and the outflow portion 174.

The guide pipe portion 180 guides the fuel that has flowed out from the second branch pipe 122 when the second pressure reducing valve 172 is opened and the fuel that has flowed out from the first branch pipe 121 when the first pressure reducing valve 171 is opened. .. The guide pipe portion 180 is located below the first return pipe 181 extending from the connecting portion 173, the second return pipe 182 extending from the outflow portion 174, and the first branch pipe 121 and the second branch pipe 122. Includes the arranged connecting member 183. The second return pipe 182 is connected to the outflow portion 174 and the connecting portion 173 so as to guide the fuel flowing out from the second branch pipe 122 to the connecting portion 173 when the second pressure reducing valve 172 is opened. The first return pipe 181 guides the fuel flowing into the connecting portion 173 and the fuel flowing out from the first branch pipe 121 through the connecting portion 173 to the connecting member 183 when the second pressure reducing valve 172 opens. And the connecting member 183. The connecting member 183 is connected to a pipe member (not shown) connected to the fuel tank.

<Operation of fuel supply device>
The schematic operation of the fuel supply device 100 will be described below.

When the fuel pump unit 111 operates, the fuel in the fuel tank is sucked by the fuel pump unit 111 and reaches the fuel pump unit 111. The fuel pump unit 111 discharges fuel from the discharge units 116 and 117. The fuel is guided to the first branch pipe 121 and the second branch pipe 122 by the supply pipes 112 and 113 extending from the discharge portions 116 and 117, respectively. The fuel is then temporarily stored in the first branch pipe 121 and the second branch pipe 122. Since the fuel pump unit 111 discharges a larger amount of fuel than the fuel injection amount from the fuel injection valves 141 to 146, the pressure of the fuel in the first minute pipe 121 and the second minute pipe 122 becomes high.

The high-pressure fuel in the first branch pipe 121 and the second branch pipe 122 is injected into the six cylinders in the engine 200 when the fuel injection valves 141 to 146 are opened. The fuel injection valves 141 to 146 are opened at different timings under the control of the ECU. When the fuel injection valves 141, 142, 143 are opened, the fuel in the first branch pipe 121 flows to the fuel injection valves 141, 142, 143 through the connecting pipes 131, 133, 132, and from the fuel injection valves 141, 142, 143. It is injected into three cylinders. When the fuel injection valve 144, 145, 146 is opened, the fuel in the second branch pipe 122 flows to the fuel injection valve 144, 145, 146 through the connecting pipes 134, 135, 136, and from the fuel injection valve 144, 145, 146. It is injected into three cylinders.

When the pressure of the fuel in the first branch pipe 121 and the second branch pipe 122 exceeds a predetermined set pressure, the first pressure reducing valve 171 and the second pressure reducing valve 172 are opened. When the first pressure reducing valve 171 is opened, the fuel in the first branch pipe 121 flows out from the connecting portion 173 and flows into the first return pipe 181. When the second pressure reducing valve 172 is opened, the fuel in the second branch pipe 122 flows out from the outflow portion 174 and flows into the second return pipe 182. The fuel that has flowed into the second return pipe 182 sequentially passes through the second return pipe 182 and the connecting portion 173 and flows into the first return pipe 181. The fuel that has flowed into the first return pipe 181 flows down along the first return pipe 181 and reaches the connecting member 183 below the first branch pipe 121 and the second branch pipe 122. The fuel then flows from the connecting member 183 into the pipe member connected to the fuel tank and returns to the fuel tank.

<Structure for protecting the pipeline between the fuel pump section and the fuel distribution section>
Pipe members such as the first return pipe 181 and the supply pipes 112 and 113 are arranged along the left side surface 220 of the engine 200. These pipe members are vulnerable in the fuel supply device 100. In order to protect the fragile pipe member, the fuel supply device 100 has a pipe structure utilizing the shape of the engine 200. The piping structure in which the pipe members are effectively protected is described below.

FIG. 2 is a schematic cross-sectional view of the engine 200 in a virtual horizontal plane along the intake ports 231 to 236. With reference to FIGS. 1 and 2, the structure of the intake ports 231 to 236 will be described before the piping structure of the fuel supply device 100.

The cylinder block 211 of the engine 200 includes a port wall 240 projecting to the left from the left side surface 220 to form intake ports 231 to 236. The six air chambers extending from the left end surface of the port wall 240 to the right each serve as a path for air flowing into the engine 200. As a result of the formation of the six air chambers, six intake ports 231 to 236 projecting to the left from the left side surface 220 of the cylinder block 211 are formed.

Five partition walls 241 to 245 partitioning the intake ports 231 to 236 are shown in FIG. 2 as part of the port wall 240. The partition wall 241 partitions the air chamber in the intake port 231 from the air chamber in the intake port 232. The partition wall 242 partitions the air chamber in the intake port 232 from the air chamber in the intake port 233. The partition wall 243 partitions the air chamber in the intake port 233 from the air chamber in the intake port 234. The partition wall 244 partitions the air chamber in the intake port 234 from the air chamber in the intake port 235. The partition wall 245 partitions the air chamber in the intake port 235 from the air chamber in the intake port 236.

Positioning holes 246 and 247 for positioning intake manifolds (not shown) connected to intake ports 231 to 236 are formed in the partition walls 241 and 245, respectively. The partition walls 242, 243, 244 between the partition walls 241, 245 are formed with voids 251,252, 253 wider than the positioning holes 246, 247, respectively. The void 251 extends vertically, demarcating the intake port 233 from the intake port 232. Similar to the void 251, the void 252 extends vertically, demarcating the intake port 233 from the intake port 234. Like the void 252, the void 253 extends vertically, demarcating the intake port 234 from the intake port 235. The voids 251,253 are deeper slots than the voids 252.

The supply pipes 112 and 113 extend downward from the first branch pipe 121 and the second branch pipe 122 so as to be inserted into the gaps 251,253. The cross section of the supply pipes 112 and 113 is completely buried in the voids 251,253 in the vertical section where the voids 251,253 are formed.

The first return pipe 181 extends downward from the connecting portion 173 so as to be inserted into the gap 252 between the gaps 251,253. Although the first return pipe 181 is larger in diameter than the supply pipes 112 and 113, most of the cross section of the first return pipe 181 is buried in the void 252 in the vertical section where the void 252 is formed.

<Effect of protecting the pipeline between the fuel pump section and the fuel distribution section>
The first return pipe 181 is inserted through the gap 252, and the supply pipes 112 and 113 are inserted through the gaps 251,253. Since most and / or the entire cross section of the first return pipe 181 and the supply pipes 112 and 113 are embedded in the gaps 252,251,253, these pipe members are used by the intake ports 232 to 235 in the event of a vehicle collision. Protected from parts moving towards these pipe members.

The parts moving toward the first return pipe 181 and the supply pipes 112 and 113 collide with the intake ports 232 to 235, and the first return pipe 181 embedded in the gaps 252, 251 and 253 between the intake ports 232 and 235. And do not give an excessively large impact force to the supply pipes 112 and 113. Since the intake ports 232 to 235 are part of the cylinder block 211 having particularly high rigidity among the parts in the engine room in which the engine 200 is housed, they are hardly deformed even under a collision with the parts. This also contributes to the protection of the first return pipe 181 and the supply pipes 112 and 113.

The connecting portion 173 to which the first return pipe 181 is connected protrudes from the rear end portion of the main pipe 161 of the first branch pipe 121. On the other hand, the supply pipe 112 is connected to the intermediate position in the longitudinal direction of the main pipe 161 of the first branch pipe 121. Therefore, the connecting portion 173 is located closer to the second branch pipe 122 behind the first branch pipe 121 than the connecting portion where the supply pipe 112 is connected to the main pipe 161. The supply pipe 113 is connected to an intermediate position in the longitudinal direction of the main pipe 165 of the second branch pipe 122. Therefore, the connecting portion 173 is located between the connecting portion where the supply pipe 112 is connected to the main pipe 161 of the first branch pipe 121 and the connecting portion where the supply pipe 113 is connected to the main pipe 162 of the second branch pipe 122. There is. Similar to the connecting portion 173, the gap 252 through which the first return pipe 181 is inserted is also formed between the supply pipes 112 and 113. Therefore, the first return pipe 181 extends substantially straight in the vertical direction from the connecting portion 173 to the gap 252, and the first return pipe 181 does not become excessively long. As a result, the first return pipe 181 does not cause an excessively large pressure loss for the fuel flowing along the first return pipe 181.

<Control for reducing pulsation in the fuel distribution section>
As described above, the supply pipe 112 piped next to the first return pipe 181 extends from the pump 114 on the upper side of the fuel pump unit 111 and is connected to the first branch pipe 121. A supply pipe 113 extending from the lower pump 115 is connected to the second branch pipe 122 arranged behind the first branch pipe 121. Since the second supply path formed by the second branch pipe 122 is independent of the first supply path formed by the first branch pipe 121, and the second branch pipe 122 is separated from the first branch pipe 121. , The pulsation derived from the fuel pump unit 111 is not propagated between the first branch pipe 121 and the second branch pipe 122. However, pulsation can also be caused by fuel injection valves 141-146. The control for reducing the pulsation derived from the fuel injection valves 141 to 146 is described below.

FIG. 3 is a schematic perspective view of the fuel supply device 100. With reference to FIGS. 1 and 3, the control for reducing the pulsation derived from the fuel injection valves 141 to 146 will be described.

FIG. 3 shows the first cylinder 261 to the sixth cylinder 266 as the above-mentioned six cylinders in addition to the fuel supply device 100. In addition, FIG. 3 shows an ECU 300 that controls fuel injection valves 141 to 146.

The fuel injection valve 141 injects fuel into the first cylinder 261 below the fuel injection valve 141 under the control of the ECU 300. The fuel injection valve 142 injects fuel into the second cylinder 262 below the fuel injection valve 142 under the control of the ECU 300. The fuel injection valve 143 injects fuel into the third cylinder 263 below the fuel injection valve 143 under the control of the ECU 300. The fuel injection valve 144 injects fuel into the fourth cylinder 264 below the fuel injection valve 144 under the control of the ECU 300. The fuel injection valve 145 injects fuel into the fifth cylinder 265 below the fuel injection valve 145 under the control of the ECU 300. The fuel injection valve 146 injects fuel into the sixth cylinder 266 below the fuel injection valve 146 under the control of the ECU 300.

The fuel injection valves 141, 142, 143 are connected to the first branch pipe 121 by the connecting pipes 131, 133, 132. Therefore, the pulsation generated by the operation of the fuel injection valves 141, 142, and 143 is propagated to the first branch pipe 121. Similarly, the fuel injection valves 144, 145, 146 behind the fuel injection valves 141, 142, 143 are connected to the second branch pipe 122 by the connecting pipes 135, 134, 136. The pulsation caused by the operation of the fuel injection valves 144, 145, 146 is propagated to the second branch pipe 122.

The ECU 300 determines the fuel injection timing from the fuel injection valves 141 to 146 so that the pulsation propagated to the first branch pipe 121 and the second branch pipe 122 is reduced. In the ECU 300, the fuel injection order of the fuel injection valves 141, 142, 143 connected to the first branch pipe 121 is not continuous, and the fuel injection order of the fuel injection valves 144, 145, 146 connected to the second branch pipe 122 is changed. The operation command is output to the fuel injection valves 141 to 146 so as not to be continuous. The fuel injection valves 141 to 146 operate in response to an operation command. Table 1 below shows an exemplary fuel injection sequence of fuel injection valves 141-146.

The fuel injection valves 141, 142, 143 (that is, the valve group connected to the first branch pipe 121) are injected in an odd number of injection orders. The fuel injection valves 144, 145, 146 (that is, the valve group connected to the second branch pipe 122) are injected in an even injection order.

<Effect of reducing pulsation in the fuel distribution section>
The injection order of the fuel injection valves 141, 142, 143 is an odd order and is not continuous. As shown in Table 1, the fuel injection valve 141 injects fuel first among the fuel injection valves 141 to 146. The fuel injection valve 142 injects fuel fifth among the fuel injection valves 141 to 146. The fuel injection valve 143 injects fuel third among the fuel injection valves 141 to 146. The fuel injection valve 145 injects fuel between the time when the fuel injection valve 141 injects fuel and the time when the fuel injection valve 143 injects fuel. The fuel injection valve 146 injects fuel between the time when the fuel injection valve 143 injects fuel and the time when the fuel injection valve 142 injects fuel. Therefore, the time interval in which the fuel injection valves 141 and 143 inject fuel and the time interval in which the fuel injection valves 143 and 142 inject fuel become long. The pulsation caused by the operation of the fuel injection valve 141 is sufficiently damped during the long period until the fuel injection valve 143 injects fuel, and has almost no effect on the fuel injection amount from the fuel injection valve 143. The pulsation caused by the operation of the fuel injection valve 143 is sufficiently damped during the long period until the fuel injection valve 142 injects fuel, and has almost no effect on the fuel injection amount from the fuel injection valve 142.

Since the fuel injection valves 145, 146, 144 that inject fuel after the fuel injection valves 141, 143, 142 are connected to the second branch pipe 122 that is separated from the first branch pipe 121, the fuel injection valves 141, It is unaffected by the pulsations resulting from the actuation of 143 and 142. As shown in Table 1, the fuel injection valve 145 injects fuel second among the fuel injection valves 141 to 146. The fuel injection valve 146 injects fuel fourth among the fuel injection valves 141 to 146. The fuel injection valve 144 finally injects fuel among the fuel injection valves 141 to 146. That is, the injection order of the fuel injection valves 145, 146, 144 is an even order and is not continuous.

The fuel injection valve 143 injects fuel between the time when the fuel injection valve 145 injects fuel and the time when the fuel injection valve 146 injects fuel. The fuel injection valve 142 injects fuel between the time when the fuel injection valve 146 injects fuel and the time when the fuel injection valve 144 injects fuel. Therefore, the time interval in which the fuel injection valves 145 and 146 inject fuel and the time interval in which the fuel injection valves 146 and 144 inject fuel become long. The pulsation caused by the operation of the fuel injection valve 145 is sufficiently damped during the long period until the fuel injection valve 146 injects fuel, and has almost no effect on the fuel injection amount from the fuel injection valve 146. The pulsation caused by the operation of the fuel injection valve 146 is sufficiently damped during the long period until the fuel injection valve 144 injects fuel, and has almost no effect on the fuel injection amount from the fuel injection valve 144.

The second branch pipe 122 that distributes fuel to the fuel injection valves 144, 145, 146 is arranged separately from the first branch pipe 121 that distributes fuel to the fuel injection valves 141, 142, 143. The first branch pipe 121 receives fuel supply through the first supply path formed by the supply pipe 112, while the second branch pipe 122 is formed by the supply pipe 113 independently of the first supply path. Receive fuel through the supply channel. As a result, the pulsation caused by the operation of the fuel pump unit 111 that discharges fuel to the first supply path and the second supply path is not propagated between the first branch pipe 121 and the second branch pipe 122.

Since the fuel distribution unit 120 is divided into the first branch pipe 121 and the second branch pipe 122 in order to prevent the propagation of pulsation, the pressure of the fuel in the first branch pipe 121 and the second branch pipe 122 is increased. A plurality of pipe members for guiding the fuel flowing out from the first branch pipe 121 and the second branch pipe 122 at the time of reduction are required. The fuel supply device 100 has a first return pipe 181 and a second return pipe 182 as these pipe members. Since both the first return pipe 181 and the second return pipe 182 are connected to the connecting portion 173 protruding from the first branch pipe 121, the operator can combine the first return pipe 181 and the second return pipe 182 into one pipe member. The fuel supply device 100 can be efficiently assembled.

Since the first return pipe 181 and the second return pipe 182 are connected by the connecting portion 173, the route for returning the surplus fuel in the first branch pipe 121 and the second branch pipe 122 is one pipeline. Be aggregated. In this case, if the first pressure reducing valve 171 and the second pressure reducing valve 172 are opened at the same time, the smooth flow of fuel in the first return pipe 181 and the second return pipe 182 may be hindered. However, the fuel injection sequence in the fuel injection valves 141, 142, 143 in which the fuel is distributed from the first branch pipe 121 and the fuel injection valves 144, 145, 146 in which the fuel is distributed from the second branch pipe 122. Since the fuel injection order is not continuous and fuel injection is performed alternately from the group of fuel injection valves 141, 142, 143 and the group of fuel injection valves 144, 145, 146, the first branch pipe 121 and the second branch pipe The pressure of the fuel in 122 does not exceed the set pressure at the same time. That is, the first pressure reducing valve 171 and the second pressure reducing valve 172 do not open at the same time. Therefore, the surplus fuel in the first branch pipe 121 and the second branch pipe 122 can be smoothly returned to the fuel tank through the first return pipe 181 and the second return pipe 182.

With respect to the above embodiment, since the engine 200 has six cylinders, the fuel supply device 100 is formed to inject fuel into the six cylinders. However, the fuel supply device may be configured to inject fuel into less than 6 cylinders or more than 6 cylinders.

With respect to the above embodiment, the intake ports 231 to 236 of the fuel supply device 100 project from the left side surface 220 of the cylinder block 211. However, the intake ports 231 to 236 may protrude from the right side surface of the cylinder block 211.

With respect to the above-described embodiment, the intake port is used as a protrusion that protects the pipeline of the fuel supply device 100. However, the protrusion that protects the pipeline of the fuel supply device 100 may be another protrusion that protrudes from the side surface of the cylinder block 211.

The principles of the embodiments described above are suitably used for various vehicles.

100 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Fuel supply device 110 ・ ・ ・ ・ ・ ・ ・ ・ Fuel supply unit 112 ・ ・ ・ ・ ・ ・ ・ ・ Supply pipe (first supply path)
113 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Supply pipe (second supply path)
120 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Fuel distribution unit 121 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 1st branch pipe 122 ・ ・ ・ ・ ・ ・ ・ ・ 2nd branch pipe 141-146 ・ ・ ・ ・ ・・ ・ ・ ・ ・ Fuel injection valve 171 ・ ・ ・ ・ ・ ・ ・ ・ 1st pressure reducing valve 172 ・ ・ ・ ・ ・ ・ ・ ・ 2nd pressure reducing valve 173 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Connecting part 180・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・・ ・ ・ ・ Cylinder block 231 to 236 ・ ・ ・ ・ ・ ・ Intake port 251 to 253 ・ ・ ・ ・ ・ ・ Air gap 261 ・ ・ ・ ・ ・ ・ ・ ・ First cylinder (one of multiple cylinders)
262 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 2nd cylinder (one of multiple cylinders)
263 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 3rd cylinder (one of multiple cylinders)
264 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 4th cylinder (one of multiple cylinders)
265 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 5th cylinder (one of multiple cylinders)
266 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ 6th cylinder (one of multiple cylinders)

Claims (6)

A fuel for supplying fuel to an engine having a plurality of cylinders arranged in a predetermined arrangement direction and a cylinder block including a surface having a plurality of protrusions protruding in a direction orthogonal to the cylinder axial direction of the cylinders. It ’s a supply device,
A plurality of fuel injection valves for injecting the fuel into the plurality of cylinders,
A first branch pipe extending in the arrangement direction above the plurality of protrusions and distributing the fuel to a part of the plurality of fuel injection valves, and a first branch pipe extending in series with the first branch pipe. A fuel distribution unit including a second branch pipe that distributes the fuel to the other part of the plurality of fuel injection valves.
A first supply path for guiding the fuel to the first branch pipe and a second supply path for guiding the fuel to the second branch pipe are independently formed, and the first supply path and the second supply path are used to independently form the fuel. A fuel supply unit that supplies the fuel to the fuel distribution unit,
The first branch pipe and the guide pipe section for guiding the fuel discharged from the fuel distribution section in order to adjust the pressure of the fuel in the second branch pipe are provided.
The first supply path and the second supply path extend downward from the first branch pipe and the second branch pipe and are inserted into a gap between the plurality of protrusions.
The fuel supply device for an engine, wherein the guide pipe portion is inserted into a gap between the plurality of protrusions between the first supply path and the second supply path. A connecting portion in which a plurality of pipe members forming the guide pipe portion are connected while returning the surplus fuel in the first minute pipe is further provided.
The plurality of pipe members of the guide pipe portion include a first return pipe for guiding the surplus fuel in the first branch pipe and a second return pipe for guiding the surplus fuel in the second branch pipe.
The fuel supply device for an engine according to claim 1, wherein the first return pipe extends downward from the connecting portion and is inserted into a gap between the plurality of protrusions. The claim is characterized in that the connecting portion is arranged at the end of the first branch pipe on the side closer to the second branch pipe than the connection portion of the first supply path and the first branch pipe. 2. The engine fuel supply device according to 2. The first pressure reducing valve that opens when the pressure in the first minute pipe exceeds a predetermined set pressure,
A second pressure reducing valve that opens when the pressure in the second branch pipe exceeds a predetermined set pressure is further provided.
The plurality of fuel injection valves inject the fuel in a predetermined order.
The fuel injection order of the plurality of fuel injection valves that receive the fuel supply through the first minute pipe is not continuous.
The fuel supply device for an engine according to claim 2 or 3, wherein the fuel injection order of the plurality of fuel injection valves that receive the fuel supply through the second branch pipe is not continuous. The fuel supply device for an engine according to any one of claims 1 to 4, wherein the plurality of protrusions are a plurality of ports formed in the cylinder block. The fuel supply device for an engine according to any one of claims 1 to 4, wherein the plurality of protrusions are a plurality of intake ports formed in the cylinder block.

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