JPH02241972A - Electromagnetic fuel injection valve - Google Patents

Abstract

PURPOSE:To improve turning force by positioning the valve axial side edge of the turning groove in a fuel turning element on valve seat upstream side, on the valve axial center side from the center line between a line parallel to the turning groove which passes through the inner wall surface of the element and a line parallel to the turning groove which passes through the valve axial center. CONSTITUTION:In a magnetic type fuel injection valve 1, a ball 10 is separated from a valve seat 4 by energization into a coil 21, and pressurized fuel passes through a vertical groove 12 and a diametrical groove 13 in a fuel turning element 7 to become turning flow, and is jetted from an injection hole 5. The diametrical groove 13 in the fuel turning element 7 consists of one edge 13a (l1 portion) on the valve axial side and the other edge 13b (l2 portion) and its central position is 1/2 of the corresponding diameter (d) of an inner wall surface 7a, and a groove of width W (l2 - l1) is formed. It is thus possible to make the most advantageous structure in utilizing the turning force of fuel for a multipoint system, providing improved combustion efficiency.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to an electromagnetic fuel injection valve for an internal combustion engine.

In particular, the present invention relates to a structure of a swirling element in which fuel is swirled on the upstream side of a valve seat, and which allows the atomized fuel to be injected at a small injection angle while maintaining high flow accuracy.

[Conventional technology]

Examples of electromagnetic fuel injection valves that swirl fuel on the upstream side of the valve seat include JP-A-55-104564 and JP-A-56-
There is No. 75955. The former has a plurality of inlet orifices and one outlet orifice, the inlet orifice being spaced at a maximum diameter distance from the swirl chamber. In the latter case, a plurality of swirl passages are provided that introduce fuel from a tangential direction. These add a strong swirl and have a large injection angle.

Application to fuel injection systems is therefore preferred over single point systems. Here, a single point system has one fuel injector that delivers fuel to multiple cylinders of one engine at a single injection point, unlike a multipoint system where a one-to-one correspondence occurs. The injection point is inside the intake manifold collection section, or above or below an air flow rate adjustment device (throttle valve) communicating with the intake manifold. Since the fuel is injected into a relatively wide space within the intake manifold collecting pipe, a large spread is sufficient.

Fuel intake air is distributed to each cylinder in accordance with intake air. On the other hand, in a multi-point system, fuel injection valves are arranged in branch pipes of an intake manifold corresponding to each cylinder of the engine, and atomized fuel is injected into the branch pipes near the related intake valves. Since the fuel is injected into a narrow space within the branch pipe, its spread must be limited and small.

[Problem to be solved by the invention]

When the above-mentioned prior art injection valve is applied to a multi-point system, fuel adhesion to the inner wall surface of the intake manifold causes a delay in fuel transport to the cylinder, which is undesirable because it deteriorates the engine's transient characteristics, idle stability, etc.

An object of the present invention is to provide an electromagnetic fuel injection valve that has stable fuel spray characteristics and is compatible with a multi-point system.

Another object of the present invention is to provide an internal combustion engine with good combustion efficiency.

[Means for Solving Problem 1] The electromagnetic fuel injection valve of the present invention for achieving the above object includes a fuel swirling element that is disposed upstream of the valve seat and applies swirling force to the supplied fuel. In the electromagnetic fuel injection valve, the end of the swirl groove of the fuel swirl element on the valve axis side is connected to a line passing through the inner wall surface of the fuel swirl element and parallel to the swirl groove, and a line passing through the valve axis parallel to the swirl groove. It is located closer to the valve axis than on the center line with the line.

Further, another electromagnetic fuel injection valve of the present invention is an electromagnetic fuel injection valve equipped with a fuel swirling element disposed upstream of a valve seat and giving a swirling force to the supplied fuel. The swirl groove is provided at a position that includes a center line between a line passing through the inner wall surface of the fuel swirl element and parallel to the swirl groove, and a line passing through the valve shaft center and parallel to the swirl groove.

Furthermore, another electromagnetic fuel injection valve of the present invention is connected to the downstream part of the intake pipe and sprays within an angle connecting the combustion chamber side end of the inner wall of the cylinder hesider and the fuel injection hole that injects the fuel given the swirling force. Fuel is injected at the corners.

The internal combustion engine of the present invention includes the above-mentioned electromagnetic fuel injection valve of the present invention, and is provided upstream of the fuel injection valve to control the intake air amount fl.
control by determining the injection pattern of the fuel injection valve based on the signal from the airflow pattern meter, and correcting the injection pattern using the signal from the sensor. It is equipped with a control device.

[Effect]

The end surface of the swirl groove provided in the fuel swirl element on the valve axis side is located at a desired position closer to the axis than the center position between the axis and the inner wall surface of the fuel swirl element, thereby reducing the flow of fuel into the swirl chamber. The turning force can be adjusted arbitrarily. Therefore, the swirling force of the fuel can be weakened and the spread angle of the atomized fuel jetted from the fuel injection hole can be reduced.

Moreover, the passage loss of the fuel flowing through the swirl groove can be controlled to be small. Further, the fuel flow within the swirling chamber can be injected as a stable flow. Therefore, the pressurized fuel can be efficiently converted into swirling energy and guided to the fuel injection hole, and the most advantageous injection structure for a fuel injection valve can be realized.

〔Example〕

An embodiment of the present invention will be described below with reference to FIGS. 1 to 7. The structure and operation of an electromagnetic fuel injection valve (hereinafter referred to as ``injection valve'') 1 according to the present invention will be explained using FIG. 1.

In the first @, 2 is a substantially cylindrical housing that accommodates the main operating parts of the injection valve 1, and a nozzle device 3, which will be described next, is mechanically fixedly held in the lower part of the housing 2.

A valve seat 4 is formed on the inner surface of the lower part of this nozzle device 3, and a fuel injection hole 5 is bored in the lower axis. Further, a cylindrical fuel swirling element 7 is mechanically fixed in a rapidly expanding hole 6 provided close to the valve seat 4. Reference numeral 9 denotes a rod related to a valve member that constitutes the main part of the valve device 8. A ball 10 is fixed to the lower tip of the rod 9, and a cup-shaped plunger 11 made of a magnetic material is fixed to the other end. .

The ball 10 slides within the inner wall surface 7a of the fuel swirling element 7 in the axial direction. When this ball 10 is seated on the valve seat 4, the fuel injection hole 5 is closed, but when it leaves the valve seat 4, the fuel injection hole 5 is opened. The fuel that reaches the fuel injection hole 5 flows through grooves 12 and 13 provided in the fuel swirl element 7, but these grooves are connected to an axial groove 12 having a sufficient gap to allow the passage of the fuel. Radial groove 1 with low loss
3, and the fuel flows into the first swirling chamber 14 at the outlet of this radial groove 13. 15 is a second fuel swirling chamber formed between the lower part of the ball 10 and the conical valve seat 4;
Reference numeral 616 that promotes the swirling flow of fuel flowing in from the first fuel swirling chamber 14 is a horseshoe-shaped spacer member inserted between the bearing surface 2a of the housing 2 and the bearing surface 38 of the nozzle device 3. The member 16 regulates the gap between the valve device 8 and the protruding surface 8a, and the valve device 8
Ensure upward movement, i.e., lift.

A tubular iron core 17 is provided in the housing 2 at its center.
mechanically connected to the top of the

An adjustment pipe 18 is provided within the iron core 17, and a spring 19 is in contact with the lower end of the adjustment pipe 18. The other lower end surface of the spring 19 is connected to the valve device 8
The plunger 11 is in contact with the inner surface of the recess. That is, the biasing force of the spring 19 acts in a direction to seat the ball 10 of the valve device 8 on the valve seat 4. , an electromagnetic coil 21 wound around a bobbin 20 is accommodated. The electromagnetic coil 21 is connected to a terminal 23 installed in a synthetic resin connector 22 formed integrally with the housing 2 . This terminal 2
3 is connected to an electronic control device (not shown) such as a computer, and receives pulse signals from the electronic control device.

The operation of the injection valve 1 having such a configuration will be explained next. The fuel pressurized to a predetermined pressure reaches the fuel swirl element 7 through the electromagnetic coil 21 and the vicinity of the valve device 8 . After that, the axial groove 12 of the fuel swirl front 7, the radial direction lW! 13 to the valve seat 4 via the first fuel swirling chamber 14.

When a pulse signal is not supplied to the electromagnetic coil 21 from an electronic control device (not shown), the iron core 17 is not magnetized and the valve device 8 is moved to the valve seat 4 by the biasing force of the spring 19.
is pressed to close the fuel injection hole 5.

When a pulse signal is applied from the electronic control device to the electromagnetic coil 21, the iron core 17 is magnetized, and the plunger 11 is thereby attracted to the iron core 17 against the biasing force of the spring 19. Therefore, the valve device 8 is lifted upward, and the valve seat 5
Since the engine moves away from the engine, the fuel injection hole 5 is opened and the fuel that had been stopped is injected.

Here, fuel atomization of the injection valve 1 will be briefly explained. Fuel swirling element 7 provided in rapidly expanding hole 6 of nozzle device 3
The pressurized fuel passing through the axial groove 12 and radial groove 13 of
Since the loss is negligible, the first injection can be performed with sufficient injection pressure.
The fuel swirling chamber 14 is reached. Here, the fuel whose injection pressure is maintained is efficiently replaced with swirling fuel, and reaches the second fuel swirling chamber 15. In the second fuel swirling chamber 15, swirling is further promoted. Here, in the fuel flow in the first fuel swirling chamber 14 and the second fuel swirling chamber 15, an unstable flow such as a vortex may occur, but a swirling flow is efficiently generated. Therefore, excellent atomized fuel can be obtained since it is injected with sufficient injection pressure and swirling force.

Next, the configuration of the radial groove 13 of the fuel swirling element 7, which is the main object of the present invention, will be explained using FIGS. 2 to 7.

FIG. 2 is an enlarged sectional view of the main parts of the nozzle device 3 and the valve device 8. Fuel flows in from the direction of the arrow in the figure, from the axial groove 12 of the fuel swirling element 7 to the first fuel swirling chamber 14 facing each other in the radial direction @13 according to the present invention, and the downstream second fuel swirling chamber. 15, and flows to the fuel injection hole 5. d written in the figure represents the diameter of the inner wall surface 7a of the fuel swirling element 7.

FIG. 3 is a sectional view along line AA in FIG. 2. The end surface 13a (Qt portion) of the radial groove 13 of the present invention on the valve axis side, the other end surface 13b ('fix portion) of the groove, and the center position are shown. The center position is the so-called center between the valve shaft center and the inner wall surface 78 of the fuel swirling element 7, and is 1/2 of the equivalent diameter d of the inner wall surface 7a. It will be done. The fuel that has passed through the radial groove 13 is guided to the facing first fuel swirling chamber 14, and is injected from the fuel injection hole 5 through the second fuel swirling chamber 15 shown in FIG.

Note that the ratio A, /A# between the cross-sectional area Am of the radial groove 13 and the cross-sectional area A9 of the fuel injection hole 5 is designed to be 4 or more, and the flow loss in the groove 13 is negligible. In the description of FIGS. 4 to 7, the groove cross section is assumed to be similar to the above.

FIG. 4 shows the relationship between the end face 13a of the radial groove 13 on the valve axis side and the distance Q between the valve axis and the injection angle. It is shown that the end face 13a is on the axial side from the center position according to the present invention, and the injection angle satisfies the allowable angle of the MPI system. Furthermore, in the figure, as the end surface 13a approaches the axis, the swirling force of the fuel flowing into the first fuel swirling chamber 14 is weakened, and the injection angle becomes smaller. Therefore, the branch pipe shape of the intake manifold (
It is possible to correspond according to the space (space).

FIG. 5 shows the relationship between the distance between the valve axis and the groove end face and the variation in the injection amount. In the figure, 13c indicates the end face on the valve axis side, and 13d indicates the other end face, which are distinguished from FIG. 3 so that both can be placed in desired positions.

As is clear from FIG. 4, by gradually moving the groove end face away from the valve axis, the time change in the injection amount becomes smaller. In other words, a stable flow is created. The arrangement of the groove end faces 13c and 13d in the figure corresponds to the arrangement according to the present invention, and fully satisfies the tolerance for injection amount variation.

FIG. 6 shows the flow pattern in the first fuel swirling chamber 14 when the other end surface 13f of the groove is arranged at a position where it contacts the inner wall surface 7a of the fuel swirling element 7. There are no unstable flows such as vortices, and a clean, stable flow is formed. The figure shows the change in static flow rate over time, and the fluctuation range is less than 1%. 6 can be considered to be equivalent to the case where the other end surface 13d of the groove shown in FIG. 5 is moved to a position in contact with the inner wall surface 7a, and the other end surface 13d of the groove in the state shown in FIG. In between, the arrangement of the other end surface 13d makes it possible to obtain a stable flow with little variation in the injection amount even at a desired position. The above will clarify the third and fourth terms of the present invention.

In addition, regarding the flow rate variation, a cross-sectional shape marked with a solid line can obtain a more stable flow using the fluctuation width ΔQ and the average flow rate Q shown in the flow rate time change curve shown in Fig. 6. . In other words, unstable flow within the groove 13 can be eliminated, and fuel passage loss can be reduced.

Next, the stroke adjustment of the ball valve will be described.

The stroke is determined by the size of the gap between the stopper and the face of the neck of the rod 9.

FIG. 8 shows experimental results regarding the influence of this stroke α on the static flow rate. As is clear from the figure, as the stroke 2 increases, the flow rate starts to rise rapidly, and the slope gradually becomes gentler, resulting in a substantially constant flow rate Qo. The area A2 of the annular gap formed between the ball 10 and the valve seat 9 due to this stroke is given by equation 5, with reference to FIG.

FIG. 7 shows the relationship between the cross-sectional shape of the radial groove 13 and the flow characteristics.
= Lower side D2 of the trapezoid in the figure: Upper side of the trapezoid in the figure, that is, sheet diameter h: Height of the trapezoid in the figure.

The area A2 for achieving a constant flow rate Qo is the area A2 of the fuel injection hole 5
The ratio of the area Aδ to the area Aδ is 1 × δ when expressed as δ=A y,/A s. In this embodiment, as shown in FIG. 8, it can be seen that the dimensions are determined to have a sufficient margin in the tolerance ±a with respect to the reference stroke Qo. The stroke QO
The ratio δ in the tolerance −a is 2 or more. In addition, dimension a
As mentioned above, is about 20 μm.

As described above, the stroke of the ball valve is an absolute amount that does not affect the static flow rate, and is determined with a sufficient dimensional tolerance.

Therefore, as in the past, the lift amount was measured once with the ball valve and valve guide combined.

There is no need to grind the end face of the valve guide or the receiver on the neck of the rod 9 to adjust the stroke within the target range, and only the dimensions of the parts need to be managed. Therefore, the assembly work is easy and simplified.

Next, the influence on the static flow rate of the fuel injection hole 5, which is a fuel injection port provided in the valve guide, will be described. The static flow rate of fuel passing through the single fuel injection hole 5 has a tolerance of ±b with respect to the reference orifice, and the rate of change in static flow rate is ±1.5%.
It is weak. Here, the 5th dimension is approximately 5 μm.

As mentioned above, the cross-sectional area A8 of the fuel injection hole 5 is the annular clearance surface during the stroke of the ball valve! 1 A 2 and the groove area A1 of the fuel swirling element 7 to express the relationship: A s > A 2 > A s
...(6) Become. In the so-called injection valve 1 in this embodiment, fuel is metered through the fuel injection hole 5 of the orifice.

As mentioned above, the ratio δ of A2/Aδ takes a value of 2 or more, but in this case, the fluid loss of the fuel injection hole 5 is 95% of the total loss.
% or more, which confirms that the above plan is achieved by this fuel injection hole 5.

Here, FIG. 10 shows the relationship between the fuel flow path and the flow velocity when the injection valve of the present invention is used. As is clear from FIG. 10, the flow velocity is highest in the portion of the fuel injection hole from the fuel inlet to the outlet d. Therefore, the flow rate can be measured only at the fuel injection hole, that is, the outlet orifice. In terms of design, if the exit orifice is made accurately, the flow rate can be measured accurately.

In this way, the radial groove of the fuel swirling element allows the spray angle to be adjusted without pressure loss, thereby maximizing the flow velocity at the fuel injection hole and further reducing pressure loss.

FIG. 15 is a configuration diagram of an engine control system equipped with a fuel injection valve according to the present invention.

In FIG. 15, an engine 100 is a well-known flame ignition engine that uses gasoline as fuel, and its intake system includes an air cleaner 110, a throttle body 120, an intake manifold 130, and a fuel injection valve 140 of the present invention. On the other hand, the exhaust system includes an exhaust manifold 150 and an oxygen sensor 160 that measures the oxygen concentration in the exhaust gas. It consists of a three-way catalytic converter 170 for purifying exhaust gas and a muffler (not shown).

Here, the throttle body 120 includes an air flow sensor 180, a throttle valve 190, and a throttle sensor 200, and accurately measures the air flow rate supplied to the engine 1'OO. Further, the three-way catalytic converter 170 is connected to the engine 1 which is operated near the stoichiometric air-fuel ratio.
This system simultaneously purifies NOx, C○, and HC in the exhaust gas from 00 at a high purification rate.

The engine 100 includes a combustion chamber 220 facing the spark plug 210, an intake hole 230, and the intake hole 23.
A water temperature sensor 250 is placed on the side of the combustion chamber 220, and a rotation sensor 260 is placed on the bottom of the combustion chamber 220 to detect the operating state. Note that 270 is an igniter, 280 is a distributor, 290 is an exhaust temperature sensor, and 300 is an electronic control device for controlling the operation of these component devices, and arrows in FIG. 1 indicate respective input/output systems.

In addition, the fuel injection valve 140 is an injector) V valve 240
The fuel is attached to the wall of the intake manifold 130 upstream of the intake valve 240, and can be injected toward the valve seat 240a of the intake valve 240.

In such a gasoline engine, a predetermined amount of intake air is drawn into the combustion chamber 220 from the intake system during the intake stroke.

From the fuel injection valve 140, fuel corresponding to the amount of intake air is injected and supplied toward the valve seat 240a with good atomization performance and responsiveness to injection pressure. The injected fuel is efficiently and uniformly diffused and mixed with the intake air. In the combustion chamber 220, the air-fuel mixture is taken in, compressed in a compression process, and then ignited and combusted by the spark plug 210 to ensure proper combustion.

Combustion gas exhausted from the engine 100 is released into the atmosphere from the exhaust system.

Now, when the operating state of the engine 100 is detected by the water temperature sensor 250, rotation sensor 260, etc., an amount of air corresponding to this operating state is required, but this amount of air is determined by the opening degree of the throttle valve 190, is accurately metered by airflow sensor 180.

In this case, in response to the signal from the airflow sensor 180 or the throttle sensor 200, the electronic control device 310
A signal for driving the fuel injection valve 140 is generated, and the injection amount is determined according to this signal.

The mixture of fuel and air flows through the intake hole 230 of the engine 100.
After being introduced into the combustion chamber 220 and compressed in a compression process, it is ignited and burned at the spark plug 210. The combustion state is monitored by an oxygen sensor 160 provided at the collecting part of the exhaust manifold 150, and the electronic control unit 300 operates according to the output signal of the oxygen sensor 160 to always maintain a predetermined mixture ratio (air-fuel ratio). The injection amount of the fuel injection valve 140 is corrected.

As a result, the purification rate of the three-way catalytic converter 170, which simultaneously processes the three components NOx, CO, and HC in the exhaust gas, is maintained at its highest.

FIG. 12 is an enlarged view of the fuel injection portion of the multi-point injector system shown in FIG. 10. In FIG. 12, fuel is injected from an electromagnetic fuel injection valve 140. Fuel is injected toward the intake valve plate 241 of the intake valve 240. This injection angle is determined to be within a range connecting the combustion chamber side end of the cylinder head 310 connected to the intake pipe and the fuel injection hole of the electromagnetic fuel injection valve 140. If the dish portion of the intake valve can be filled with the injected fuel in this manner, sufficient vaporized mixed gas can be sent to the combustion chamber, thereby increasing combustion efficiency.

As a result, there is an effect as an internal combustion engine in that the concentration of C○ in the exhaust gas is reduced.

In the present invention, the spray angle is adjusted by arranging the radial groove of the fuel swirling element on the valve axis side.

On the other hand, if the injection angle is large and the fuel is injected onto the inner wall of the cylinder head 241, the fuel will remain on the inner wall surface, resulting in a mixture with a different mixture ratio, that is, an uneven mixture, resulting in poor combustion efficiency.

In an internal combustion engine with a multi-point injector system, it is necessary that the intake valve plate 241 of the intake valve 240 be filled with fuel to be injected.

〔Effect of the invention〕

As explained above, according to the present invention, a cylindrical fuel swirling element is arranged on the upstream side of a valve seat, and swirling fuel obtained by the swirling element is injected from a single fuel injection hole. In this fuel injection valve, it is possible to stabilize the fuel flow to the swirl groove disposed in the swirl element and the first fuel swirl chamber facing the groove, and to increase the accuracy of the injection amount. By adjusting the end face position, the swirling force of the fuel can be made into the most advantageous injection structure for the multi-point system. Moreover, the internal combustion engine has good combustion efficiency.

[Brief explanation of drawings]

FIG. 1 is a longitudinal sectional view of an electromagnetic fuel injection valve according to the present invention;
FIG. 2 is an enlarged sectional view of the main parts of the nozzle device and the valve device, FIG. 3 is a sectional view taken along line AA in FIG. Fig. 6 is a diagram showing the relationship between the end face position of the groove and performance according to the present invention, Fig. 7 is a diagram showing the relationship between the cross-sectional shape of the groove and performance, and Fig. 8 is a diagram showing the relationship between the ball valve stroke and flow rate. Figure 9 is a diagram explaining the annular gap created between the ball valve and the valve seat, Figure 10 is a diagram showing the relationship between the fuel flow path and flow velocity, and Figure 11 is an engine to which the injection valve according to the present invention is applied. Diagram showing the control system,
FIG. 12 is a partially enlarged view of FIG. 11. DESCRIPTION OF SYMBOLS 1... Electromagnetic fuel injection valve, 4... Valve seat, 5... Fuel injection hole, 7... Fuel swirl element, 7a... Inner wall surface,
12... Groove direction groove, 13-... Radial direction groove, 13a, 1
3c, 13e... End surface on the axis side of the groove, 13b, 13d,
13f...Groove No.l Concave No.1 Concave No.X MPr: MI4ft ror*t, It
;ect, ron 7th item 5th exit length = 2 (comprehension) Fig.

Claims (10)

[Claims] 1. In an electromagnetic fuel injection valve equipped with a fuel swirling element disposed upstream of a valve seat and applying swirling force to supplied fuel, an end of a swirling groove of the fuel swirling element on the valve axis side is connected to the fuel swirling element. An electromagnetic fuel injection valve characterized in that the electromagnetic fuel injection valve is provided closer to the valve axis than on the center line between a line passing through the inner wall surface of the element and parallel to the swirl groove, and a line passing through the valve axis and parallel to the swirl groove. 2. 2. The electromagnetic fuel injection valve according to claim 1, wherein the inner wall side end of the swirl groove is located on a center line between a line passing through the inner wall surface and parallel to the swirl groove and a line passing through the valve axis and parallel to the swirl groove. An electromagnetic fuel injection valve characterized by being provided closer to the valve axis than the valve shaft. 3. In an electromagnetic fuel injection valve equipped with a fuel swirling element disposed upstream of a valve seat and applying swirling force to supplied fuel, a swirling groove of the fuel swirling element passes through an inner wall surface of the fuel swirling element. An electromagnetic fuel injection valve characterized in that the electromagnetic fuel injection valve is provided at a position that includes a center line between a line parallel to the turning groove and a line passing through the valve axis and parallel to the turning groove. 4. 3. The electromagnetic fuel injection valve according to claim 1, wherein the inner wall side end portion is provided at a position in contact with the inner wall surface. 5. An electromagnetic fuel injection valve that is connected to the downstream side of an intake pipe and injects fuel at a spray angle that is within the angle that connects the combustion chamber side end of the inner wall of the cylinder head and the fuel injection hole that injects fuel to which swirling force is applied. 6. An electromagnetic fuel injection valve, wherein the electromagnetic fuel injection valve according to claim 5 is the injection valve according to any one of claims 1 to 4. 7. The electromagnetic fuel injection valve according to any one of claims 1 to 6, wherein the fuel injection hole provided on the downstream side of the valve seat and the fuel to which a swirling force is applied by the fuel swirling element are directed to the fuel injection hole. An electromagnetic fuel injection valve characterized by comprising a ball valve that injects more fuel. 8. The electromagnetic fuel injection valve according to claim 7, wherein the area of an annular gap formed by the ball valve and the valve seat when the ball valve is lifted is smaller than the cross-sectional area of the groove of the fuel swirling element. An electromagnetic fuel injection valve characterized in that the cross-sectional area of the fuel injection hole is larger than that of the fuel injection hole. 9. 8. The electromagnetic fuel injection valve according to claim 7, wherein the fuel flow velocity in the fuel injection hole is maximized. 10. An electromagnetic fuel injection valve according to any one of claims 1 to 9, an air flow meter provided upstream of the fuel injection valve and measuring an amount of intake air, a sensor provided on an exhaust manifold, and the fuel injection valve. An internal combustion engine, comprising: a control device that controls the injection amount of a valve by determining the amount of injection from the air flow meter based on a signal from the air flow meter and correcting it based on a signal from the sensor.