JPH06299935A - Injection fuel distribution ratio control device for porous fuel injection valve - Google Patents

Abstract

PURPOSE:To improve atomization and vaporization of fuel when a part of intake ports is closed by providing a porous fuel injection valve in an internal combustion engine provided with plural intake ports. CONSTITUTION:When an intake port 4 between plural intake ports 4, 5, which are arranged in respective cylinders and are independent of each other, is closed by a switching valve 8 in a low load operational condition of an internal combustion engine, an intake flow exists only in the unclosed intake port. 5, and pressures have such relation as Pa>Pb. A fuel distribution means is automatically actuated by responding this pressure difference. An assist air control valve 49 is closed by an actuator 42 working in response to the pressure difference (Pb-Pa) when the switching valve 8 is closed, and a flow of the assist air flowing in an air passage 50a is cut off, so that in an atomizing passage inside the point end part 52, a flow of fuel atomization injected from a two-port injection valve 41 is deflected so as to flow only into the intake port 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-intake valve internal combustion engine having a plurality of intake valves for each cylinder and a plurality of intake ports communicating with each other independently. The present invention relates to a so-called multi-hole fuel injection valve capable of injecting fuel into a port and controlling a distribution ratio of injected fuel to each intake port.

[0002]

2. Description of the Related Art An intake system of an internal combustion engine is provided with two intake valves for each cylinder in order to improve charging efficiency under high load. Such an intake system is advantageous at high load, but has a problem that a stable combustion state cannot be obtained because the intake flow velocity decreases at low load. Therefore, the two intake ports respectively communicating with the two intake valves of each cylinder are formed so as to be independent from each other over as long a distance as possible from each intake valve toward the upstream side. An open / close valve is provided on a specific one of the intake ports to close the open / close valve when the load is low so that intake air only passes through the other intake port, effectively reducing the effective area of the intake passage where the intake flow exists. A variable intake system is being considered to increase the intake flow velocity.

FIG. 4 exemplifies the overall structure of an intake system of such a conventional gasoline engine. In the illustrated configuration, two intake valves 2 and 3 are provided for the combustion chamber 1 of one cylinder, and communicate with the intake ports 4 and 5 independently of each other. A partition wall 6 separates the two intake ports 4 and 5 to a common intake passage 7 on the upstream side, and the intake ports 4 and 5 are substantially independent of each other until the common intake passage 7. Forming a port. One of the intake ports 4 is opened according to the operating conditions, for example, by the control device of the engine, the valve is opened when the engine load is high load above a predetermined value and is closed when the engine load is low load below a predetermined value. An on-off valve 8 that is controlled to be opened and closed is provided, and when the on-off valve 8 is opened as shown in FIG. 4, the intake flow in the common intake passage 7 causes both intake ports 4 and 5 to flow. Although it can flow and flow into the combustion chamber 1 from both the intake valves 2 and 3, when the opening / closing valve 8 is closed, the intake flow flows only through the other intake port 5 and the combustion from the intake valve 3 is performed. It will flow into the chamber 1. A throttle valve 9 is provided in a part of the common intake passage 7 on the upstream side of the intake ports 4 and 5.

A fuel injection valve 10 capable of injecting fuel to both of the two intake ports 4 and 5 at the same time is provided at a part of the opening of the partition wall 6. The fuel injection valve 10 shown in FIG. 4 is provided with a two-hole adapter 11 at the tip, so that the fuel spray is evenly distributed to both the intake ports 4 and 5 as a two-hole fuel injection valve. Can be jetted.

As a concrete example of the above-mentioned prior art,
For example, a fuel injection device described in Japanese Utility Model Publication No. 4-40157 is known. In this example, an opening is provided in a part of the partition wall of the two intake ports of each cylinder, and a so-called two-hole fuel injection valve capable of simultaneously injecting fuel into the two intake ports is attached thereto. . In this conventional technique, an improvement is made in the fuel injection direction of the two-hole fuel injection valve in order to prevent the fuel spray from adhering to the wall surface or the like when one of the intake ports is opened and closed by the on-off valve.

However, in these conventional two-hole fuel injection valves, in general, one side of the two intake ports is closed by an opening / closing valve at the time of low load or the like, so that the intake flow substantially disappears. Since fuel is also injected into the intake port, atomization and vaporization of the injected fuel deteriorate in such a state, and a homogeneous air-fuel mixture cannot be obtained.Therefore, combustion becomes unstable if a lean air-fuel mixture is used. This is an obstacle to increasing the flammability limit of a lean mixture.

Therefore, in addition to the control of the intake air to the two intake ports, the distribution ratio of the fuel spray to each intake port of the two-hole fuel injection valve for simultaneously injecting fuel to the two intake ports is controlled. The fuel injection device that was adopted
No. 6 publication. This conventional technique is to perform air assist to the injection port of the two-hole fuel injection valve, and by controlling the supply of one assist air of two assist air passages provided for each cylinder, By deflecting the direction of the fuel spray injected from the injection port,
When one of the intake ports is closed, all the sprays are configured to flow into the other intake port where the intake flow exists.

In order to control the fuel distribution ratio in this prior art, a control valve for controlling one assist air, a solenoid valve for operating it, and a control circuit for controlling it It is necessary to provide a control system consisting of Therefore, this conventional technique cannot avoid a significant cost increase at the manufacturing stage.

[0009]

SUMMARY OF THE INVENTION The present invention provides a multi-hole fuel injection valve capable of simultaneously injecting fuel to a plurality of intake ports, and some of the intake ports are opened / closed according to operating conditions. In view of the above-mentioned problems in an internal combustion engine configured to open and close, when some of the intake ports are closed by the open / close valve, the porous fuel injection is automatically performed in response to the closing operation of the open / close valve. It is possible to reliably control the injection direction of the fuel spray so that all the fuel spray injected from the valve flows into only the other intake port where the intake flow is generated, and it is necessary to provide a special control means or the like. A new injection fuel distribution ratio control for a multi-hole fuel injection valve that is simple, has a simple structure, does not increase costs, and is sufficiently satisfactory in terms of atomization of fuel spray Dress It is an object to provide a.

[0010]

As a means for solving the above-mentioned problems, the present invention provides a plurality of intake valves provided in a combustion chamber and a plurality of intake ports that communicate with the plurality of intake valves independently of each other. And an on-off valve capable of opening and closing a part of the plurality of intake ports, and a perforated fuel injection valve capable of simultaneously injecting fuel to each of the plurality of intake ports for each cylinder In the engine, when the distribution of the intake air flow to the plurality of intake ports changes due to the closing of the opening / closing valve, the fuel pressure injected by the multi-hole fuel injection valve is changed by using the pressure difference between the plurality of intake ports. Porous fuel injection, characterized by comprising fuel distribution means for injecting fuel only into one of the plurality of intake ports in which substantially intake air flow exists by changing distribution. Providing the injected fuel distribution ratio controller.

[0011]

[Operation] When the internal combustion engine is in a low load operation state,
If some of the multiple independent intake ports provided in each cylinder are closed by the on-off valve, the intake flow exists only in the unclosed intake ports, and at the same time, it is closed by the on-off valve. The intake port pressure is
As a result of the pressure being lower than the pressure of the intake ports that are not closed, a pressure difference is generated between the intake ports. The fuel distribution means, which is a feature of the present invention, automatically operates in response to this pressure difference, and injects substantially all of the fuel injected by the multi-hole fuel injector into only the intake port where the intake flow exists.
The injected fuel spray rides on the intake flow and is supplied to the unclosed intake port and its intake valve to the combustion chamber of the engine. Combustion is also performed, and it is surely prevented that fuel spray flows into an intake port where there is no intake flow, which is closed by an on-off valve as in the prior art, and hinders a stable combustion state of the engine. Therefore, the limit of lean burn is extended.

When the internal combustion engine is in a high load operating state or the like and the opening / closing valves of the intake ports are opened, the intake flow exists in all of the plurality of intake ports, and the pressure difference between the intake ports is substantially reduced. Since it becomes zero, the fuel distribution means that automatically responds to the pressure difference allows the perforated fuel injection valve to inject fuel to all of the plurality of intake ports in which the intake flow exists. As a result, the fuel spray injected to each intake port is supplied from each intake valve to the combustion chamber of the engine together with a large amount of intake flow, and a large output can be generated by the engine.

[0013]

1 to 3 show an injection fuel distribution ratio control system for a multi-hole fuel injection valve according to a first embodiment of the present invention. In the drawings of the respective embodiments that will be sequentially described below, the same reference numerals are given to the substantially same parts as the respective parts shown in FIG. Therefore, in brief, 1 is a combustion chamber of the engine, 2 and 3 are intake valves, 4 and 5 are intake ports formed independently of each other so as to be connected to the intake valves 2 and 3, respectively, and 6 is a double intake port. A partition wall that divides the intake ports 4 and 5, 7 is a common intake passage on the upstream side, 8 is an opening / closing valve provided in the intake port 4, and 9 is a throttle valve provided in the common intake passage 7. .

As shown in FIG. 1, the first embodiment applies the present invention to an intake system of a gasoline engine, and 41 is an air-assist type for injecting fuel into two intake ports 4 and 5. 2 shows a two-hole fuel injection valve. The structure and operating state of the tip portion 52 of the fuel injection valve 41 are shown enlarged in FIGS. 2 and 3. Reference numeral 42 denotes a diaphragm type actuator, the housing of which is partitioned by a diaphragm 43 into a front chamber 44 and a rear chamber 45, and the diaphragm 43 itself is biased to the left in FIG. 1 by a spring 46. The pressure Pa of the one intake port 4 is introduced into the front chamber 44 by the pressure passage 47, and
In the rear chamber 45, the other intake port 5 is provided by the pressure passage 48.
The pressure Pb of is introduced.

An air passage 50 is branched and connected to a position of the common intake passage 7 connected to the two intake ports 4 and 5 upstream of the throttle valve 9. The air passage 50 is further branched into two air passages 50a and 50b, and one air passage 50a is provided with an assist air control valve 49. Further, the valve 49 is opened and closed via a rod 51 that transmits the displacement of the diaphragm 43.

More specifically, in the first embodiment, as shown in FIG. 2, a butterfly valve is used as the assist air control valve 49, and it is connected to the rod 51 via a link (not shown). It is opened and closed by the connected rod 51a. The pair of symmetrically provided air passages 50a and 50b supply the assist air to the first injection hole 38 and the second injection hole 39 directed to the intake ports 4 and 5, respectively. These injection holes 38 and 39 are formed by branching from the spray passage 26. Further, even at the downstream side of the position where the fuel injection valve 41 distributes and injects fuel,
The two intake ports 4 and 5 are independent of each other by a partition wall 6.

According to the above-mentioned configuration of the first embodiment,
When the opening / closing valve 8 of one intake port 4 is opened in a high load operation state of the engine, the pressures Pa and Pb of the intake port 4 and the other intake port 5 are equal, and the pressure difference ( Since Pb-Pa) is zero, the diaphragm 43 of the actuator 42 is pushed by the spring 46 to open the assist air control valve 49. Thereby,
As shown in FIG. 2, the air-assist type two-hole fuel injection valve 4
At the tip portion 52 of No. 1, the assist air is supplied to both the air passage 50a and the air passage 50b, and the spray passage 2
The jet flow 20 of the fuel spray passing through 6 is evenly distributed to the first injection hole 38 and the second injection hole 39 and atomized by the assist air injected from the air passage 50a and the air passage 50b. It flows into the intake ports 4 and 5, and is supplied from the intake valves 2 and 3 into the combustion chamber 1 of the cylinder of the engine.

On the other hand, when the opening / closing valve 8 of the intake port 4 is closed in the low load operation state of the engine, the intake flow exists only in the intake port 5, and at the same time, the pressure Pa of the intake port 4 is increased. Is reduced to Pa <Pb and a pressure difference (Pb-Pa) is generated between the two intake ports, so that the diaphragm 43 of the actuator 42 moves the rod 51 to the right in FIG. 1 against the spring 46. Let As a result, the assist air control valve 49 is closed as shown in FIG. 3, the supply of the assist air from the air passage 50a is stopped, and the assist air is supplied only from the air passage 50b. The jet flow 20 of the passing fuel spray is deflected and flows only from the second injection hole 39 into only the intake port 5 where the intake flow exists. in this case,
The atomization of the fuel spray is performed by the assist air from the air passage 50b, and the air assist effect is obtained. 2 and 3, a butterfly type valve is illustrated as the assist air control valve 49, but it goes without saying that a poppet type or other type can be used as the valve 49.

As described above, in the first embodiment, the assist air control valve 49 is driven by the diaphragm type actuator 42 which responds to the pressure difference between the pressures Pa and Pb of the two intake ports. Even if a special control means such as a negative pressure control valve or the like is not used, the assist air control valve 49 operates automatically in response to the opening / closing of the opening / closing valve 8, and the assist air is intermittently turned on and off with a very simple configuration. The injection direction of the fuel spray is controlled.

Next, a second embodiment of the present invention will be described. Prior to that, an example of a conventional air assist system which is the basis of the second embodiment is shown in FIGS. 5 to 8. Figure 5
Shows a cross section of the conventional injection valve tip and mounting portion, FIG. 6 shows a cross section taken along the line AA in FIG. 5, and FIG. 7 shows a cross section of the injection hole portion in an operating state. The overall configuration may be considered to be substantially the same as that shown in FIG. In these figures, 57 is an air-assist type two-hole fuel injection valve,
Reference numeral 26 is a spray passage through which the injected fuel spray passes, 38 and 39 are two injection holes branched from the spray passage 26, and 63
Are a pair of assist air holes that open in the respective injection holes near the branch portions of the injection holes 38 and 39. Reference numeral 71 denotes an air delivery passage, one end side of which is shown in FIG.
It is connected to the intake passage 7 on the upstream side of the throttle valve 9 as shown in FIG.
The air delivery passage 71 communicates with an air chamber 72 provided for each injection valve 57. The air chamber 72 is connected to the upper atmosphere and the lower intake port by an insulator 61 and an O-ring 62. It is sealed. The flow of the assist air 73 enters the air chamber 72 from the upstream side of the throttle valve 9 through the air delivery passage 71, and is supplied to the injection holes 38 and 39 from the two assist air holes 63.

For a multi-cylinder engine, which also belongs to the prior art, as shown in FIG. 8, the air chambers 7 of the plurality of air-assisted two-hole fuel injection valves 57 corresponding to the plurality of cylinders.
2, 72 '... are arranged in series, and assist air is distributed and supplied to these air chambers by a common air delivery passage 71.

9 to 12 show a second embodiment of the present invention. An air delivery pipe 74 is slidably mounted in the air delivery guide 77. The air delivery pipe 74 is the same as the assist air control valve 49 in the first embodiment, and the diaphragm actuator 42.
By means of the link mechanism composed of the rod 51b and the link 58 and the like, it is moved in the vertical direction in FIG. In this second embodiment, the air chamber 72
Is divided by the partition wall 75 into the first air chamber 72a and the second air chamber 72.
The air chambers 72a and 72b are independently divided into air holes 64a and 64b, respectively. Further, the air delivery pipe 74 supplies the assist air to the air chambers 72a and 72b through the opening 76.

FIG. 12 shows the air delivery pipe 74 shown in FIG.
It is the side view seen from the arrow C direction in. Although the overall structure is not shown, the structure of the second embodiment is also as shown in FIG. 1, and the two structures on the downstream side of the injection holes of the air-assisted two-hole fuel injection valve 57 are shown. Intake port 4,
The partitions 5 are independent of each other by the partition wall 6.

FIG. 10 shows the flow of assist air when the open / close valve 8 is open. At this time, the pressures of the two intake ports 4 and 5 are equal, and the air delivery pipe 74 is operated by the actuator 42 so that the opening 76 comes to the position shown in FIG. The assist air is introduced from the upstream side position of the throttle valve 9 in the intake passage 7 by the air delivery pipe 74, and the opening 7
6 through the air holes 64a, 64b to the air chambers 72a,
It is supplied to 72b. Therefore, at this time, the fuel is injected from both the injection holes 38 and 39 as in the case of FIG.

FIG. 11 shows the flow of assist air when the on-off valve 8 is closed. At this time, the pressure of the intake port 4 is reduced and Pa <Pb is established, so the air delivery pipe 74 is moved upward from the position shown in FIG. 10 by the operation of the diaphragm actuator 42. Therefore, the air delivery pipe 74 functions as a slide valve, and the first air chamber 72a
To close. This has the same function as the assist air control valve 49 in the first embodiment. As a result, the assist air is supplied only to the air holes 64b, and the fuel is injected only from the second injection holes 39 as in the case shown in FIG. 3 and can flow into the intake port 5 where the intake flow exists. . Further, since the fuel is not injected into the intake port 4 where there is no intake flow, there is no possibility of causing the above-mentioned problems.

According to the second embodiment shown in FIGS. 9 to 12, it is not necessary to provide the two air passages 50a and 50b for supplying the assist air as in the first embodiment shown in FIG. The injection fuel distribution ratio control of the multi-hole fuel injection valve can be realized very easily without a significant increase in cost as compared with the ordinary air assist system.

Further, as an application of the second embodiment, in the case of a multi-cylinder engine, when a common air delivery pipe 74a is used as shown in FIG. 13, assist air is simultaneously supplied to a plurality of cylinders. At the same time, the fuel distribution to the intake ports with intake flow can be controlled. Note that FIG. 13 shows a supply state of assist air in a state where the opening / closing valve 8 is closed. As is apparent from the drawing, the air delivery pipe 74a for a multi-cylinder engine has a plurality of openings 76x, 76y ... And is operated by the diaphragm actuator 42 via a link mechanism including a rod 51b and a link 58. It

14 to 16 show a third embodiment of the present invention. The cylindrical air delivery pipe 78 in this embodiment is provided with an opening 79 having a shape as shown in FIG. 16, and is rotated about its central axis with respect to a cylindrical air delivery guide 77. It is attached in a possible state and is operated in the rotational direction by the diaphragm actuator 42 via a link mechanism including a rod 51c and a link 58a. The structure of the other parts is substantially the same as that of the second embodiment.

In the case of the third embodiment, the air delivery pipe 78 functions as a rotary valve that slides in the rotational direction, and the inlets of the independent air chambers 72a and 72b are opened and closed by rotating at a constant angle around the central axis. That is, when the on-off valve 8 is open, the lower wide part of the opening 79 of the air delivery pipe 78 in FIG. 16 is opened to both air chambers 72a, 72b by the actuator 42, and the actuator 42 is opened. The flow of assist air is as shown in. Further, when the opening / closing valve 8 is closed, the position of the air delivery pipe 78 is changed by the actuator 42 in the rotational direction, and as is apparent from the shape of the opening 79, the first
By shutting off the supply of assist air to the air chamber 72a,
The flow of assist air is as shown in FIG. Therefore, also in this case, the same effect as that of each of the above-described embodiments can be obtained.

Further, in the case of a multi-cylinder engine, the rotating air delivery pipe 78 is extended, and openings 79 are provided at a plurality of positions corresponding to the fuel injection valves of each cylinder. It can be handled similarly as well.

17 to 19 show the tip of a fuel injection valve 10 as a fourth embodiment of the present invention, the structure in the vicinity of the two-hole adapter 11 attached to it, and their operating states. In this case, the general configuration is
It is close to FIG. 1 showing an embodiment and FIG. 4 showing a conventional technique. Fourth
In the embodiment, as shown in FIG. 17, the fuel injection valve 10
A spray passage 13 at the center of a two-hole adapter 11 attached to the tip of the fuel injection valve 10 by a method such as screwing is connected to the nozzle 12 at the tip of the. The spray passage 13 is connected to the jet control unit 14 formed as a space that expands and then contracts by a special curved surface shape as shown in the drawing, and further, the contracted portion on the downstream side of the jet control unit 14 branches. It branches and connects to the passages 15 and 16. A branch portion 17 having a wedge-shaped cross section is formed between the branch passages 15 and 16 so as to be connected to the above-described partition wall 6 so that the tip ends thereof are at even positions with respect to the branch passages 15 and 16. . In the plane formed by the branch passages 15 and 16, a pair of pressure introduction passages 18 and 19 are opened at the inlet portion of the spray passage 13 to the jet flow control unit 14, and are connected to the intake ports 4 and 5, respectively. , Those pressures Pa and Pb can be introduced.

18 and 19 show the operating state of the injection fuel distribution ratio control system for the fuel injection valve according to the fourth embodiment. When the on-off valve 8 is opened as shown in FIG. Since the intake flow exists in both of the two intake ports 4 and 5, and the pressures Pa and Pb in the intake ports 4 and 5 are equalized by the intake flow, the fuel is injected by the fuel injection valve 10 in a metered manner. The jet 20 of the fuel spray passing through the nozzle goes straight as shown in FIG. Then, it is equally divided into two jet parts 21 and 22 by the branch part 17 having a wedge-shaped cross section and flows into both the branch passages 15 and 16, and the intake valves 2 and 3
Is supplied to the combustion chamber 1. In this case, a large amount of intake air and fuel can be smoothly supplied into the combustion chamber 1 in response to a high load operation of the engine, and the engine can generate a large output.

When the operation of the engine is in a low load state or the like, the open / close valve 8 is closed and only one intake negative pressure acts on one intake port 4 so that the intake flow is substantially absent. In this state, the pressure Pa becomes lower than the pressure Pb. Therefore, as shown in FIG. 19, between the pressures near the respective openings in the spray passage 13 of the pressure introduction passages 18 and 19 for introducing the pressures Pa and Pb, respectively. Causes a pressure difference (Pb-Pa), and an air flow as indicated by an arrow from the pressure introducing passage 19 to the pressure introducing passage 18 is generated.

As a result, the direction of the jet flow 20 injected from the nozzle 12 of the fuel injection valve 10 and passing through the spray passage 13 is deflected toward the low-pressure pressure introduction passage 18. The deflected jet flow 20 ′ flows by being guided by the curved surface of the inner wall of the jet flow control unit 14, and even after leaving the jet flow control unit 14, almost all the flow flows into the branch passage 16 on the opposite side without branching, and the branch passage 15 There is almost no inflow. The branch passage 16 opens into the intake port 5, and at this time, the intake flow is generated only in the intake port 5, so the injected fuel rides on the intake flow and flows from the intake valve 3 into the combustion chamber 1. . Since the fuel does not flow into the intake port 4 where the intake air flow is not generated, the atomization and vaporization of the fuel are not deteriorated, and the flammability limit in the combustion chamber 1 in the operation of the engine with the lean air-fuel ratio can be increased. .

As described above, in the fourth embodiment, if the opening / closing valve 8 is opened / closed by some control means (not shown) in accordance with the level of the load on the engine, the intake air in the common intake passage 7 is transferred to the intake ports 4 and 5. Not only the intake flow is switched to flow to both or all to the intake port 5, but at the same time, automatically according to the pressure difference (Pb-Pa) between the intake ports 4 and 5. Since the two-hole adapter 11 causes the fuel spray injected by the fuel injection valve 10 to flow into the intake port where the intake flow is generated, the spray passage 1
It is not necessary to provide a complicated mechanism or the like for switching the direction of the jet flow that passes through 3 and is ejected.

20 to 22 show, as a fifth embodiment of the present invention, the structure and operating state of the two-hole adapter 23 attached to the tip of the fuel injection valve 10 as in the conventional example shown in FIG. It is a thing. FIG. 20 shows the structure of the two-hole adapter 23 of the fifth embodiment. (A) shows the assembled two-hole adapter 23, and (b) shows the disassembled two-hole adapter 23. Shows. The two-hole adapter 23 of the fifth embodiment is composed of an adapter body 24 and an outer cylinder 25 fitted to the outside thereof, and the two-hole adapter of the fourth embodiment shown in FIG. 17 is provided at the center of the adapter body 24. Adapter 11
Similarly to the spray passage 13 in, the spray passage 26 that communicates with the nozzle 12 of the fuel injection valve 10 is formed.

The spray passage 26 of the fifth embodiment has a spiral pressure introduction formed so as to half-circulate the cylindrical surface of the adapter body 24 via pressure introduction passages 27 and 28 which are opposed to each other in the radial direction. It is connected to each end of the paths 29 and 30, respectively. When the adapter body 24 is inserted into the outer cylinder 25 and positioned as shown in FIG. 20 (b), the other ends of the spiral pressure introducing passages 29 and 30 have openings 3 of the outer cylinder 25.
1 and 32 so that the radial pressure introducing passages 27 and 28 communicate with the opposite openings 31 and 32 and introduce the pressures Pa and Pb near the openings 31 and 32 into the spray passage 26. You can From the vicinity of the position where the pair of pressures are introduced, the spray passage 26 is slightly expanded in diameter to form a cylindrical jet control part 33, the downstream end of which is the two-hole adapter in the fourth embodiment shown in FIG. Similar to 11, the branch portion 17 having a wedge-shaped cross section is divided into two in the plane formed by the pressure introducing passages 27 and 28 in the radial direction and connected to the branch passages 15 and 16.

21 and 22 show the operating state of the fifth embodiment. When the open / close valve 8 is opened as shown in FIG. 4, the intake port 4 and the intake port 4 are opened as shown in FIG. Since the pressures Pa and Pb of 5 are equal to each other, the inner ends of the radial pressure introducing passages 27 and 28, which introduce the pressures through the spiral pressure introducing passages 29 and 30, are open to the spray passage 26. The pressure at is also equal. Therefore, the fuel injection valve 10
The jet 20 of the fuel spray, which is metered and injected through the spray passage 26, travels straight in the jet control unit 33 and is branched by the branch portion 17 having a wedge-shaped cross section into two jet portions 21 and 22.
And is supplied to the combustion chamber 1 through the intake valves 2 and 3 after flowing into both the branch passages 15 and 16.

When the engine is in a low load operation state, etc., the on-off valve 8 is closed and the pressure Pa of one intake port 4 becomes lower than the pressure Pb of the other intake port 5, so that as shown in FIG. , A pressure difference (Pb-Pa) is generated between the pressures near the respective openings of the spray passages 26 of the pressure introduction passages 27 and 28 for introducing the pressures Pa and Pb, respectively. An air flow like the arrow pointing to is generated. As a result, the jet flow of the fuel spray passing through the spray passage 26 is deflected to the low-pressure pressure introduction passage 28 side in the expanded jet control unit 33. The deflected jet flow 20 ′ is biased toward one side of the inner wall of the jet control unit 33, and after leaving the jet control unit 33, almost the entire amount flows into the branch passage 16, so that it hardly flows into the branch passage 15. .

In this way, the jet control unit 33 of the fifth embodiment is used.
Is different from the shape of the jet flow control unit 14 in the fourth embodiment and the configuration of the pressure introducing passage is slightly different, the two-hole adapter 23 of the fifth embodiment is different from the two-hole adapter 11 of the fourth embodiment. It is possible to obtain substantially the same effect. Although the two-hole adapter 23 of the fifth embodiment has a double structure and a large number of parts, it is manufactured more than the two-hole adapter 11 of the fourth embodiment because the jet control unit 33 is simply cylindrical. Is easy.

In the sixth embodiment shown in FIG. 23, the two-hole adapter 11 of the fourth embodiment described above is adapted to perform air assist by external mixing. As is well known, the air assist is an effective means for atomizing the fuel spray by injecting air into the fuel spray injected from the fuel injection valve and promoting vaporization. Generally, the assist air is introduced from the upstream side of the throttle valve 9 by utilizing the differential pressure between the intake negative pressure and the atmospheric pressure, or an assist air control valve (not shown) is supplied from an appropriate compressed air source such as an air pump. It is supplied to the vicinity of the fuel injection valve via.
Assist air conduits 34 and 3 in the case of the sixth embodiment
5, the branch passages 15 and 16 in the two-hole adapter 11 having the same structure as the fourth embodiment shown in FIG.
5 and 5 are opened in the vicinity of the position where they are opened, and the assist air is injected into the fuel spray injected from the branch passages 15 and 16 as shown by the arrow to atomize the fuel spray. . Note that FIG. 23 shows a state such as a low load in which the opening / closing valve 8 in FIG. 1 is closed in the sixth embodiment, and corresponds to FIG. 19 in the fourth embodiment.

Similarly, the seventh embodiment shown in FIG. 24 is the two-hole adapter 23 of the fifth embodiment shown in FIG.
In the above, the air assist is performed by external mixing. The structure of the injection hole is the same as that of the fifth embodiment shown in FIGS.
And 35 are the same as those in the sixth embodiment. Also, FIG.
4 shows the state corresponding to FIG. Since the effect is almost the same as that of the sixth embodiment, detailed description of the seventh embodiment will be omitted.

FIG. 25 shows the structure of the essential parts of the eighth embodiment of the present invention. The two-hole fuel injection valve 53 in this example refers to the one including the main body of the fuel injection valve 10 in each of the above-described embodiments and the two-hole adapter, and the two-hole adapter is distributed as in each of the above-described embodiments. It is not necessary to provide the ratio control means, the distribution ratio is fixed, and two jets of fuel spray flow are injected from the tip end portion thereof to cause each jet flow into the two intake ports 4 and 5, respectively. Anything can be used. The partition wall 6 also separates the intake ports 4 and 5 in the same manner as in the above-described respective embodiments, but the communication portion 54 as an opening is provided in front of the two injection holes (not shown) of the two-hole fuel injection valve 53. I have left. The communicating portion 54 is provided with a movable partition wall 55 which can be an extension of the partition wall 6 as a feature of the eighth embodiment.

The movable partition wall 55 can be made entirely of an elastic material such as elastic metal or oil resistant rubber. In that case, the lower end of the movable partition wall 55 is attached to the partition wall 6, and the upper end can be bent leftward by elastic deformation. The movable partition wall 55 may be made of a rigid material, but in that case, the partition wall 6 is used.
It is pivotally attached to the partition wall 6 by means such as a pin shaft (not shown) at the connection point with the movable partition wall 55.
Is configured so that it can tilt to the left,
A suitable spring or the like is used to bias the movable partition wall 55 toward the neutral position as shown in FIG. The movable partition wall 5
A stopper 56 is provided on one intake port 4 side in order to limit the movable range of 5. The main part of the distribution ratio control device of the eighth embodiment is configured in this way, and the parts whose description is omitted have the structure of the first embodiment shown in FIG.

FIG. 26 shows a state such as a high load operation of the engine in which the opening / closing valve 8 (see FIG. 1) of the intake port 4 is opened. At this time, since the intake flow exists in both of the two intake ports 4 and 5, the pressures Pa and Pb of the two intake ports 4 and 5 are equal, the pressure difference (Pb-Pa) is zero, and the communication portion is Since the force for tilting the movable partition wall 55 of 54 does not act, the movable partition wall 55 stands upright on the extension line of the partition wall 6 and occupies the neutral position. As a result, the two fuel sprays correspond to the two intake ports 4 corresponding to each.
And 5 directly into the combustion chamber 1 of the engine from both intake valves 2 and 3 (FIG. 1).

On the other hand, when the open / close valve 8 of one of the intake ports 4 is closed due to the engine operating under a low load condition or the like, the intake flow exists only in the other intake port 5, and at the same time, as shown in FIG. As shown in, the pressure relationship between the two intake ports becomes Pa <Pb and a pressure difference (Pb-Pa) occurs, so that the movable partition wall 55 receives the force of the pressure difference from the side surface and tilts. , Abuts against the stopper 56 and stops,
Sealed at the contact surface. As a result, of the two flows of the fuel spray injected from the two-hole fuel injection valve 53, those directed to the intake port 4 collide with the slanted movable partition wall 55 to change the direction of the flow, and Together with the flow of one line of fuel spray, both flows into the other intake port 5. Therefore, all the fuel spray is supplied to the combustion chamber 1 of the engine through the intake port 5 and the intake valve 3, so that the fuel spray is prevented from flowing into the intake port 4 where there is no intake flow,
It is possible to maintain a good atomization or vaporization state of the fuel and increase the flammability limit in the combustion chamber 1 in the operating state with the lean air-fuel ratio.

FIG. 28 shows a ninth embodiment of the present invention in which air assist is further added to the two-hole fuel injection valve 53 of the eighth embodiment. In this example, since the air-assist type two-hole fuel injection valve 57 injects the two-row fuel spray mixed with assist air, the atomization of the fuel is further improved, but other configurations, actions, etc. are the same as those described above. Since this is the same as the eighth embodiment and the like, a detailed description of the ninth embodiment will be omitted.

[0048]

According to the present invention, the fuel distribution means automatically operates in response to the pressure difference between the plurality of intake ports generated by the opening / closing operation of the opening / closing valves provided in a part of the plurality of intake ports. Since the jet of the fuel spray is made to flow only into the intake port where the intake flow is present by operating the above, it is possible to provide a low-cost and simple means without providing a special control means.
It is possible to reliably supply the fuel to the intake port that is switched according to the operating condition of the engine, and it is possible to prevent the fuel from being injected to the intake port where there is no intake flow. Therefore, it is possible to remove a large factor that deteriorates atomization and vaporization of fuel, though it is an extremely simple means, and it is possible to raise the flammability limit in the operation of the engine by the lean air-fuel ratio as compared with the conventional case.

Further, when the intake port on the side where the intake flow exists when the on-off valve is closed under a low load etc. is formed as a so-called helical port which is directed tangentially to the combustion chamber, combustion is performed. The swirl of the air-fuel mixture causes the combustion speed to increase.However, according to the present invention, the fuel supply to the intake port where there is no intake flow at that time can be almost completely shut off, so that the combustion is The air-fuel ratio at the flammability limit of lean combustion can be further increased in a stable manner.

[Brief description of drawings]

FIG. 1 is a vertical plan view showing the overall configuration of a first embodiment of the present invention.

FIG. 2 is a cross-sectional view of the vicinity of a two-hole adapter showing one operating state of the first embodiment.

FIG. 3 is a sectional view of the vicinity of a two-hole adapter showing another operating state of the first embodiment.

FIG. 4 is a vertical plan view illustrating the overall configuration of an intake system of a conventional gasoline engine including a two-hole fuel injection valve.

FIG. 5 is a cross-sectional view illustrating a tip portion of an injection valve and a mounting portion of the injection valve of a conventional air assist system.

6 is a cross-sectional view taken along the line AA in FIG.

FIG. 7 is a sectional view showing an operating state in the vicinity of a two-hole adapter of an injection valve in a conventional air assist system.

FIG. 8 is a cross-sectional view showing an operating state of a conventional air assist system for a multi-cylinder engine.

FIG. 9 is a sectional view of the vicinity of a fuel injection valve mounting portion of the second embodiment.

FIG. 10 shows one operating state of the second embodiment,
It is a BB sectional view of FIG.

FIG. 11 is a sectional view taken along line BB in FIG. 9 to show another operating state of the second embodiment.

FIG. 12 shows the air delivery pipe in FIG.
It is the side view seen from the direction.

FIG. 13 is a sectional view showing an operating state when the second embodiment is applied to a multi-cylinder engine.

FIG. 14 is a sectional view showing one operating state of the third embodiment.

FIG. 15 is a cross-sectional view showing another operating state of the third embodiment.

FIG. 16 shows the air delivery pipe in FIG.
It is the side view seen from the direction.

FIG. 17 is a sectional view showing the structure in the vicinity of the two-hole adapter of the fourth embodiment.

FIG. 18 is a sectional view showing one operating state of the fourth embodiment.

FIG. 19 is a sectional view showing another operating state of the fourth embodiment.

FIG. 20 shows the structure around the two-hole adapter of the fifth embodiment, (a) is a front sectional view showing the assembled state,
(B) is a side sectional view showing a disassembled state.

FIG. 21 is a sectional view showing one operating state of the fifth embodiment.

FIG. 22 is a sectional view showing another operating state of the fifth embodiment.

FIG. 23 is a sectional view showing an operating state of the sixth embodiment.

FIG. 24 is a sectional view showing an operating state of the seventh embodiment.

FIG. 25 is a sectional view showing the structure of the main part of the eighth embodiment.

FIG. 26 is a sectional view showing one operating state of the eighth embodiment.

FIG. 27 shows another operating state of the eighth embodiment,
(A) is a front sectional view, (b) is a plane sectional view taken along the line bb of (a).

FIG. 28 is a sectional view showing an operating state of the ninth embodiment.

[Explanation of symbols]

 1 ... Combustion chamber 2, 3 ... Intake valve 4 ... One intake port 5 ... Other intake port 6 ... Partition wall 7 ... Common intake passage 8 ... Open / close valve 9 ... Throttle valve 10 ... Fuel injection valve 11 ... Two-hole adapter 14 ... Jet control section 15, 16 ... Branch passage 17 ... Wedge-shaped branch section 20 ... Jet flow 20 '... Deflected jet 23 ... Two-hole adapter 33 ... Jet flow control section 41 ... Air-assisted two-hole fuel injection valve 42 ... Actuator 49 Assist air control valve 53 ... Two-hole fuel injection valve 55 ... Movable partition 56 ... Stopper 57 ... Air-assist type two-hole fuel injection valve 71 ... Air delivery passage 72 ... Air chamber 74 ... Air delivery pipe 75 ... Partition 77 ... Air Delivery guide 78 ... Air delivery pipe Pa ... Pressure of one intake port 4 Pb ... Pressure of the other intake port 5

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI Technical display location F02M 69/04 G 8923-3G L 8923-3G (72) Inventor Masahiko Teraoka Toyota-cho, Aichi Prefecture Toyota-cho No. 1 Toyota Motor Corporation

Claims (1)

[Claims] 1. A plurality of intake valves provided in a combustion chamber, a plurality of intake ports communicating with the plurality of intake valves independently of each other, and an on-off valve capable of opening and closing a part of the plurality of intake ports. And a porous fuel injection valve capable of simultaneously injecting fuel to each of the plurality of intake ports, in an internal combustion engine having each cylinder, the on-off valve closes to the plurality of intake ports. When the distribution of the intake flow of the plurality of intake ports changes, the distribution of the fuel injected by the multi-hole fuel injection valve is changed by using the pressure difference between the plurality of intake ports, thereby substantially changing the distribution of the intake ports. An injection fuel distribution ratio control device for a multi-hole fuel injection valve, comprising a fuel distribution means for injecting fuel only into the intake air flow.