JPH08532Y2 - Multi-point fuel injector - Google Patents

Description

[Detailed Description of the Invention] [Industrial field of application] The present invention measures the engine speed and intake manifold pressure in an internal combustion engine to measure the fuel flow rate according to the intake air flow rate, and to obtain a uniform value for each cylinder. The present invention relates to a multipoint fuel injection device that discharges a required fuel flow rate.

[Conventional technology]

As an example of a multi-point fuel injection device, the applicant of the present application
There is a proposal with 1011. To explain this device by FIG. 16, in FIG, 1 is a fuel supply source as a constant flow rate Q ₂ of fuel Q ₁ passing through the first jet 2 is supplied from the first constant flow delivery means 3 from a fuel supply source Is the first flow path for returning to. As shown in FIG. 17, in the first constant flow rate supply means 3, the upstream chamber 4 and the downstream chamber 5 are partitioned by a diaphragm 6 and communicated by an orifice 7, and are connected to the diaphragm 6. The valve 8 controls the inflow amount of fuel, and the spring 9 and the adjusting screw 10 can adjust the flow rate Q ₂ .

Reference numeral 12 is a second flow path that is branched from the first flow path 1 on the downstream side of the first jet 2 and returns the metered fuel flow rate Q ₃ to the fuel supply source by the fuel metering means 13. A fuel injection valve 14 is provided for each cylinder and is provided with an upper chamber 16 and a lower chamber 17 partitioned by a diaphragm 15, and each upper chamber 16 has a first jet 2 or a fuel metering means 13 And first constant flow rate supply means 3
A fuel pressure is applied to the flow path between and, and each lower chamber 17 can discharge fuel to a manifold 19 of each cylinder via a valve 18 which is linked to the diaphragm 15.

Reference numeral 21 is a third flow passage branched from the first flow passage 1 on the upstream side of the first jet 2, and the fuel Q ₄ passing through the second jet 22 respectively flows into the lower chamber 17. The constant fuel flow rate Q ₅ merges from 17 to the third jet 23, and is the total flow rate of these from the second constant flow rate supply means 24 having the same structure and function as the first constant flow rate supply means 3. It is arranged such that a constant flow rate ΣQ ₅ is returned to the fuel supply source.

Then, in the fuel metering means 13, the fuel flow rate Q ₃ according to the intake air flow rate detected by the air flow sensor (not shown)
Is weighed and sent out, and this flow rate is set in the flow path on the upstream side.
Fuel pressure is generated according to Q ₃ . This is applied to the upper chamber 16 of each fuel injection valve 14, the diaphragm 15 is displaced upward due to the fuel pressure difference with the lower chamber 17, and the required fuel flow rate Q ₆ (= Q ₄ −Q ₅ ) is applied from each lower chamber 17 to the manifold. The fuel pressure in the lower chamber 17 is reduced by being injected into the chamber 19, and the fuel pressures in both chambers 16 and 17 are balanced.

Here, the flow rate is proportional to the square root of the pressure difference, varies drawing a parabolic curve, the flow rate Q ₄ of the third jet 22
By adding a constant flow rate Q ₅ in advance to, the part where the flow rate Q ₄ changes linearly with respect to the pressure change before and after the second jet 22 can be extracted with respect to that curve. Also for Q ₆ , the part that changes linearly with the change in the intake air flow rate can be extracted. Therefore, the air-fuel ratio of the air-fuel mixture can be maintained constant.

[Problems to be solved by the device]

However, the fuel metering means 13 has a relatively complicated structure because it includes a pair of interlocking diaphragms, valves and the like, and requires an air flow sensor and the like, which increases the manufacturing cost and causes a response delay. There was a problem.

The present invention has been made in view of the above problems, and an object thereof is to provide a multi-point fuel injection device which is relatively inexpensive to manufacture and has high accuracy.

[Means for solving the problem]

In the multi-point fuel injection device according to the present invention, the intake manifold pressure is divided by the voltage dividing means according to the engine speed and is applied to the first fuel pressure regulator on the first jet upstream side of the first flow path to set the fuel pressure. Further, a second flow passage is provided which allows the fuel sent from the second fuel pressure regulator having a larger set fuel pressure than the first fuel pressure regulator to join the first flow passage on the downstream side of the first jet via the second jet, and further on the downstream side thereof. A constant flow rate is returned from the first flow path of the first jet, and the fuel pressure of the flow path on the downstream side of the first jet or the second jet is applied to the upper chamber of each fuel injection valve to eject the fuel in the third flow path. It is designed to be balanced with the possible lower chamber fuel pressure.

The voltage dividing means is provided in a fuel passage that connects the third fuel pressure regulator to which the intake manifold pressure is applied and the fourth fuel pressure regulator, and adjusts the opening area of this passage according to the fifth jet and the engine speed. The electric opening area adjusting means is arranged to apply the fuel pressure between the two to the first fuel pressure regulator.

Instead of the first constant flow rate supply means, a sixth jet or passage that connects the first flow passage and the third flow passage on the downstream side of the fourth jet may be provided.

Adjusting means for removing or adding the constant flow rate whose setting value is variable may be arranged in the flow path on the downstream side of the first jet or the second jet.

Instead of the first constant flow rate supplying means, an adjusting means for returning the constant flow rate and the constant flow rate with a variable set value may be provided.

A second electric opening area adjusting means may be provided as an adjusting means in the bypass passage bypassing the sixth jet or passage.

The adjusting means may be provided in the fuel passage between the fifth jet of the voltage dividing means and the first electric opening area adjusting means.

[Action]

As the intake manifold pressure increases, the set fuel pressure of the first fuel pressure regulator adjusted by the voltage dividing means increases, the flow rate and pressure loss of the first jet increase and the flow rate of the second jet decreases, and The fuel pressure in the flow passage on the downstream side is applied to the upper chamber of the fuel injection valve, and the required fuel flow rate is injected from the lower chamber according to the intake air flow rate to balance the pressure in both chambers. The respective pressure losses with the third jet in the three channels are always balanced.

The opening area, that is, the partial pressure ratio of the first electric opening area adjusting means is set according to the engine speed, and the fuel pressure to be applied to the first fuel pressure regulator is determined by the partial pressure ratio and the magnitude of the intake manifold pressure, The fuel pressure of the first fuel pressure regulator is adjusted.

A constant fuel flow rate is returned from the first flow path via the sixth jet or passage.

By adding or removing the variable constant flow rate, the fuel pressure in the upper chamber of the fuel injection valve can be adjusted, and the fuel injection amount from the lower chamber can be controlled more accurately.

A variable constant flow rate and a constant flow rate are returned from the first flow path via the adjusting means.

A variable constant flow rate is returned from the first flow path by the second electrical opening area adjusting means.

By adding or removing the variable constant flow rate to the fuel passage, the magnitude of the partial pressure of the intake manifold pressure can be set more accurately.

〔Example〕

A first embodiment of the present invention will be described below with reference to FIGS. 1 to 4, but the same parts as those of the above-described prior art will be designated by the same reference numerals and the description thereof will be omitted.

In the figure, 26 is a first fuel pressure regulator in which the first flow passage 1 on the upstream side of the first jet 2 and the third flow passage 21 on the upstream side of the third jet 22 join and are connected, and will be described later. A first chamber 27 to which the intake manifold pressure P _m is divided and applied as _a fuel pressure P _a , and a second chamber 28 which sends the fuel supplied from the fuel supply source to the flow passages 1 and 21 include a diaphragm 29.
The diaphragm 29 is partitioned by the spring 30 and is elastically pressed by the spring 30 in a direction to close the return port 28a. Also, the first jet 2 has a constant flow rate in advance.
Q _7a is assumed to have been washed away.

Reference numeral 32 denotes a voltage dividing means for dividing and applying the manifold pressure P _m to the first chamber 27 of the regulator 26, and this means 32 will be described with reference to FIG. 33 is the first air chamber to which the intake manifold pressure P _m is applied, 34 is the first diaphragm 35
The fuel is supplied from a fuel supply source that is partitioned from the first air chamber 33 by the first fuel chamber, and 36 is the first diaphragm.
A valve connected to 35 for controlling the amount of fuel flowing into the first fuel chamber 34, 37 is a first spring for elastically pressing the first diaphragm 35 in the valve opening direction of the valve 36, and these are third fuel pressure regulators 38 Make up. 39 is a second diaphragm that separates the second air chamber 40 to which atmospheric pressure is applied and the second fuel chamber 41 that returns fuel from the return port 41a to the fuel supply source, and 42 is a second spring that represses the second diaphragm 39. Yes, these constitute a fourth fuel pressure regulator 43 whose set pressure is smaller than that of the third fuel pressure regulator 38. 44 is a fuel passage that connects the first and second fuel chambers 34 and 41, 45 is a fifth jet provided in the fuel passage 44, and 46 is a fuel passage 44 provided downstream of the fifth jet 45 in the engine. A first solenoid valve for adjusting the opening area of the opening 44a according to the number of revolutions, that is, a first electric opening area adjusting means, 47 is the fuel pressure P _a between the fifth jet 45 and the first solenoid valve 46 is the first fuel pressure. First chamber of regulator 26
It is an application path for applying to 27.

The fuel flow rate required for the engine is proportional to the product of the engine speed and the air density of the intake manifold, and the air density can be replaced by the pressure. Therefore, the opening ratio (large and small) of the first solenoid valve 46 is adjusted according to the engine speed (small and large), and the intake manifold pressure is adjusted.
Determining the partial pressure ratio i.e. reducing the percentage of P _m, it is applied by converting the intake manifold pressure P _m divide the fuel pressure P _a to the first chamber 27 of the first fuel pressure regulator 26, a first fuel pressure regulator
The fuel pressure on the downstream side of 26 shall be adjusted to the adjusted fuel pressure P _b . Therefore, the adjusted fuel pressure P _b and the intake manifold pressure
As shown in FIG. 3, P _m has a proportional relationship in which the gradient (partial pressure ratio) differs depending on the engine speed.

49 is the first solenoid valve based on the measured engine speed
It is a control unit (ECU) that determines the aperture ratio of 46 and outputs a drive signal.

In the second flow path 12, 50 is a second fuel pressure regulator that is supplied with fuel from a fuel supply source and controls the fuel pressure on the downstream side to be a constant value P _1.
May have any structure, for example, the same structure as the first fuel pressure regulator 26 and the atmospheric pressure may be applied to the first chamber. The magnitude of the fuel pressure is set so that P ₁ > P _b, and the fuel Q ₈ flows from the first fuel pressure regulator 50 into the first flow passage 1 downstream of the first jet 2. . 51 is a second jet provided on the downstream side of the second fuel pressure regulator 50, and has a constant flow rate in advance.
Q _8a shall be washed away.

The present embodiment is configured as described above, and the operation will be described next.

The fuel flow rate Q ₇ sent from the first fuel pressure regulator 26 and passing through the first jet 2 is equal to the second fuel pressure regulator 50.
Flow rate Q ₈ sent from the second jet 51
And flows through the first flow path 1 and is returned from the first constant flow rate supply means 3 to the fuel supply source as a constant flow rate Q ₂ .

Here, since the air flow rate supplied to the engine is proportional to the product of the engine speed and the air density (pressure) of the intake manifold, the required fuel flow rate Q proportional to the air flow rate is proportional to the manifold pressure P _m. And the rate of change (dQ / dP _m ) is proportional to the engine speed.

The intake manifold pressure P _m is applied to the first air chamber 33 of the voltage dividing means 32, and the opening ratio, that is, the partial pressure ratio of the first electromagnetic valve 46 is determined according to the engine speed, and the divided fuel pressure is obtained.
It is applied as P _a to the first chamber 27 of the first fuel pressure regulator 26. This is converted to adjust the fuel pressure P _b, adjust the fuel pressure P _b is the slope corresponding to the engine speed as shown in FIG. 3 (partial pressure ratio)
In addition, the pressure increases in proportion to the manifold pressure P _m .

When the adjusted fuel pressure P _b increases, the fuel flow rate Q ₇ flowing through the first jet 2 increases accordingly, and the flow rate Q ₂ returned from the first constant flow rate supply means 3 is constant, so the first jet 2 The fuel pressure on the downstream side also increases, and the flow rate Q ₈ flowing through the second jet 51 decreases as the adjusted fuel pressure P _b increases. The increase in fuel pressure on the downstream side of the first jet 2 is small, the pressure loss H _a in the first jet 2 increases with the increase of the adjustment fuel pressure P _b.

The fuel pressure in the flow passage on the downstream side of the first jet 2, that is, on the downstream side of the second jet 51 changes according to the adjusted fuel pressure P _b , and this is applied to the upper chamber 16 of each fuel injection valve 14. Third channel 21
, The fuel flow rate Q ₅ of the fourth jet 23 is constant, and the flow rate Q _{4 of} the third jet 22 increases in accordance with the increase of the adjusted fuel pressure P _b.
And the fuel pressure in the lower chamber 17 rises, and the opening area of the valve 18 increases due to the pressure difference between the upper chamber 16 and the fuel injection amount Q ₆
Increase (see Fig. 4) and the flow rate generated in the third jet 22
The pressure loss _{Hb of} Q ₄ increases and the fuel pressure of the lower chamber 17 decreases
Balance with 16 fuel pressure. Therefore, the pressure loss H _b is
The fuel injection amount Q ₆ is controlled so as to be always balanced with H _a, and the fuel injection amount Q ₆ increases or decreases according to the adjusted fuel pressure P _b as shown in FIG.

Thus, the fuel injection amount Q ₆ changes linearly with respect to the change in the adjusted fuel pressure P _b obtained by dividing the intake manifold pressure P _m, and is proportional to the manifold pressure P _{m, that} is, the intake air flow rate. Since it can be increased or decreased, the air-fuel ratio of the air-fuel mixture can be controlled to be constant.

As described above, according to the present embodiment, an air flow sensor, a fuel measuring unit, etc. are not required, the structure of the fuel injection amount measuring mechanism is relatively simple, and the manufacturing cost can be reduced. Since the fuel injection amount Q ₆ is controlled by the adjusted fuel pressure P _b obtained by dividing the manifold pressure P _m , the responsiveness and the measurement system are good. Further, since the fuel injection amount Q ₆ changes linearly with respect to the pressure, it is possible to provide a sufficient dynamic range for automobiles.

In the voltage dividing means 32, the arrangement positions of the fifth jet 45 and the first electromagnetic valve 46 may be exchanged with each other, and in this case as well, the same fuel pressure P _a as in the above-described embodiment can be taken out.

A modification of the first embodiment is shown in FIG. In this example, instead of the first constant flow rate supply means 3, a passage 53 and a sixth jet 54 which connect the first flow passage 1 and the third flow passage 23 on the downstream side of the fourth jet 23 are provided. A constant flow rate Q ₂ is passed through 54 to the third flow path 21, and is returned from the second constant flow rate supply means 24 to the fuel supply source.

This is because the upper chamber 16 and the lower chamber 17 of the fuel injection valve 14 are controlled so as to have substantially equal pressures, so that the fuel pressure on the downstream side of the sixth jet 54 is smaller than the fuel pressure of the first flow passage 1 on the upstream side. Can be understood by

Further, for the same reason, even when the sixth jet 54 is not provided in the above-mentioned passage 53, the constant flow rate Q ₂ can be similarly flown to the third flow passage 21.

Note that the fuel injection amount Q ₆ may actually deviate slightly from the theoretical value. For example, as shown in FIG. 6, the injection amount Q ₆ (broken line) when the engine speed is 2000 rpm is calculated as the required fuel flow rate Q.
When the engine speed is adjusted to match the solid line, the injection amount Q ₆ when the engine speed is 4000 rpm becomes smaller than the required fuel flow rate Q, and conversely becomes large at 1000 rpm.

In such a case, the adjusting means may be arranged as the correcting means, and the fuel injection amount Q ₆ may be adjusted by adding or removing an appropriate fuel flow rate according to the engine speed. Hereinafter, another embodiment of the present invention in which the adjusting means is arranged will be described.

7 and 8 show a second embodiment of the present invention. In the figure, an adjusting means 56 is connected to the upstream side of the first constant flow rate supplying means 3 of the first flow path 1, and the constant flow rate Q _Z of the set flow rate of the fuel flow rate of the first flow path 1 is divided and divided. It is designed to return to the fuel supply source. Adjusting means 56
8, the upstream chamber 57 and the downstream chamber 58 are partitioned by the diaphragm 59, and the valve 60 connected to the diaphragm 59 controls the amount of fuel flowing into the upstream chamber 57. A second electromagnetic valve 62 is arranged in the orifice 61 that communicates both chambers 57 and 58, and the opening ratio according to the engine speed is preset by the control unit 49,
The flow rate Q _Z to be returned is decided.

Then, referring to the example shown in FIG. 6, the adjusting means
With the constant flow rate Q _Z divided and removed from the first flow path 1 by 56, the fuel injection amount Q ₆ when the engine speed is 2000 rpm
Adjust the fuel pressure to match the required fuel flow rate Q, and set 4000
At rpm, the constant flow rate Q _Z is increased by a predetermined amount and the fuel injection valve 14
The fuel pressure of the upper chamber 16 is increased by decreasing the fuel pressure of the upper chamber 16 and increasing the injection amount Q ₆ so as to match the required fuel flow rate Q, and decreasing the constant flow rate Q _Z by a predetermined amount at 1000 rpm. , The injection amount Q ₆ may be reduced so as to match the required fuel flow rate Q.

If the gradient of the characteristic line of the fuel injection amount Q ₆ does not match the characteristic line of the required fuel flow rate Q, it can be matched by adjusting the opening ratio of the first solenoid valve 46.

Further, in the above-described second embodiment, the adjusting means 56 may be configured to control the fuel supplied from the fuel supply source to a variable constant flow rate Q _Z and add the fuel to the first flow path 1. In this case, in order to increase the fuel injection amount Q ₆ , the constant flow rate Q _Z is decreased to reduce the fuel pressure in the upper chamber 16, and to decrease the injection amount Q ₆ , the constant flow rate Q _Z is increased. The fuel pressure in the upper chamber 16 may be increased.

9 and 10 show a third embodiment of the present invention. In the figure, instead of the first constant flow rate supplying means 3, an adjusting means 64 for returning the constant flow rate Q ₂ and the constant flow rate constant value Q _Z to the fuel supply source is arranged. The adjusting means 64 shown in FIG. 10 has substantially the same structure as the first constant flow rate supplying means 3, and a third solenoid valve 66 is arranged in a passage 65 bypassing the orifice 7. Then, the constant flow rate Q ₂ is measured via the orifice 7, and the constant flow rate Q _Z is measured via the opening by the third electromagnetic valve 66 and returned to the fuel supply source.

FIG. 11 shows a fourth embodiment of the present invention. Instead of the first constant flow rate supply means 3, a sixth jet 54 (or a passage 53) similar to that shown in FIG. 5 is provided, and a bypass passage 68 bypassing the jet 54 has an opening ratio controlled by the control unit 49. A controlled fourth solenoid valve 69 is arranged from which the constant flow rate Q _Z is removed from the first flow path 1 and returned to the fuel supply source via the second constant flow rate supply means 24.

FIG. 12 shows a fifth embodiment of the present invention. In this embodiment, the adjusting means 70 is arranged in the voltage dividing means 32, and a constant flow rate Q _Z with a variable set value is added between the fifth jet 45 and the first solenoid valve 46 in the fuel passage 44, or The divided fuel pressure P _a to be applied to the first chamber 27 of the first fuel pressure regulator 26 is adjusted by increasing or decreasing the flow rate Q _{Z according} to the engine speed. It has become. Based on this fuel pressure P _a , the required fuel flow rate Q
The adjusted fuel pressure P _b is controlled so that the injection amount Q ₆ that coincides with

Note that Figures 13, 14, and 15 show manifold pressures, respectively.
An example of experimental results showing the relationship between P _m (adjusted fuel pressure P _b ) and fuel flow rate, etc. is shown for reference. FIG. 13 shows the fuel flow rate Q ₇ passing through the first and second jets 2, 51. , Q ₈ is shown in FIG. 14, FIG. 14 shows the change in the fuel pressure in the upper chamber 16 of the fuel injection valve 14, and FIG. 15 shows the change in the fuel injection amount Q ₆ .

The fourth solenoid valve 69 constitutes second electric opening area adjusting means.

[Effect of device]

As described above, in the multipoint fuel injection device according to the present invention, the intake manifold pressure is divided by the voltage dividing means for which the voltage dividing ratio is set according to the engine speed, and is applied to the first fuel pressure regulator in the first flow path. Moreover, since the set pressure of the second fuel pressure regulator of the second flow path is made larger than the set pressure of the first fuel pressure regulator, the structure is relatively simple, the manufacturing cost can be reduced, and the responsiveness and accuracy are good. Moreover, it is possible to provide a sufficient dynamic range for automobiles.

Further, by disposing the adjusting means, the fuel injection accuracy can be controlled more accurately.

[Brief description of drawings]

1 is a schematic sectional view showing a first embodiment of a multipoint fuel injection device according to the present invention, FIG. 2 is a schematic sectional view of a voltage dividing means, and FIG.
The figure shows the relationship between the intake manifold pressure P _m and the adjusted fuel pressure P _b , FIG. 4 shows the relationship between the adjusted fuel pressure P _b and the fuel injection amount Q ₆ , and FIG. 5 shows a modification of the first embodiment. FIG. 6 is a sectional view showing the relationship between the intake manifold pressure P _m and the fuel flow rate, FIG. 7 is a sectional view showing the main part of a second embodiment of the present invention, and FIG. 8 is a schematic view of the adjusting means. Sectional view, No. 9
FIG. 10 is a sectional view of a main part of a third embodiment of the present invention, FIG. 10 is a schematic sectional view of an adjusting means, FIG. 11 is a sectional view of a main part of a fourth embodiment of the present invention, and FIG. 12 is a book. FIG. 13 is a sectional view of the main part showing the fifth embodiment of the device, and FIG. 13 shows the intake manifold pressure P _m.
A diagram showing a relationship between fuel flow rate Q _7, Q _8, Figure 14 shows the relationship between the upper chamber and the fuel pressure of the intake manifold pressure P _m and the fuel injection valve figure FIG. 15 and the intake manifold pressure P _m FIG. 16 is a diagram showing the relationship with the fuel injection amount Q ₆ , FIG. 16 is a schematic cross-sectional view of a multi-point fuel injection device according to the prior art, which diagrammatically shows a fuel flow path, and FIG. 17 is a first constant flow rate supply means. FIG. 1 ... First flow path, 2 ... First jet, 3 ... First constant flow rate supply means, 12 ... Second flow path, 14 ... Fuel injection valve,
16 …… Upper chamber, 17 …… Lower chamber, 21 …… Third channel, 22 …… Third jet, 23 …… Fourth jet, 24 …… Second constant flow rate supply means, 26 …… First Fuel pressure regulator, 32 ... voltage dividing means, 38 ... third fuel pressure regulator, 43 ... fourth fuel pressure regulator, 44 ... fuel passage, 45 ... fifth jet, 46 ...
… 1st solenoid valve, 53 …… passage, 54 …… sixth jet, 56,6
4,70 …… Adjust means, 68 …… Bypass passage, 69 ……
Fourth solenoid valve.

Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location F02M 69/14 69/52 F02D 3/00 C

Claims (7)

[Scope of utility model registration request] 1. A first flow path for returning fuel sent from a first fuel pressure regulator as a constant flow rate from a first constant flow rate supply means via a first jet; and a set pressure set by the first fuel pressure regulator. A second flow passage that allows the fuel sent from a large second fuel pressure regulator to join the first flow passage on the downstream side of the first jet via the second jet, and is arranged for each cylinder. A fuel injection valve in which the upper chamber to which the fuel pressure in the downstream side of the first jet or the second jet is applied is partitioned by a diaphragm and a lower chamber capable of injecting fuel, and the first fuel pressure The fuel sent from the regulator is evenly distributed to each of the lower chambers via the third jet, and further returned as a constant flow rate from the second constant flow rate supply means via the fourth jet. The third flow path, the pressure dividing means for dividing the intake manifold pressure according to the engine speed and applying it to the first fuel pressure regulator to control the set fuel pressure, and according to the measured engine speed, A multipoint fuel injection device comprising: a control unit for controlling a voltage dividing means. 2. The voltage dividing means connects the third fuel pressure regulator to which the intake manifold pressure is applied, the fourth fuel pressure regulator whose set pressure is smaller than the third fuel pressure regulator, and the third and fourth fuel pressure regulators. And a fifth jet provided in the fuel passage, and first electrical opening area adjusting means for adjusting the opening area of the fuel passage according to the engine speed. The multipoint fuel injector according to claim (1), characterized in that a fuel pressure between the first electric opening area adjusting means is applied to the first fuel pressure regulator. 3. A sixth jet or passage that connects the first flow passage and the third flow passage on the downstream side of the fourth jet is provided in place of the first constant flow rate supply means. The multipoint fuel injection device according to claim (1) or (2) of the utility model registration claim. 4. A utility model registration claim characterized in that an adjusting means for removing or adding a constant fuel flow rate with a variable set value is arranged in a flow path on the downstream side of the first jet or the second jet. The multipoint fuel injection device according to any one of 1) to (3). 5. A utility model registration claim (1) or (1), characterized in that instead of the first constant flow rate supply means, an adjustment means for returning the constant flow rate and the constant flow rate with a variable set value is arranged. The multipoint fuel injection device according to 2). 6. A utility model registration characterized in that a second electric opening area adjusting means is provided in a bypass passage bypassing the sixth jet or passage as an adjusting means for returning a constant flow rate with a variable set value. The multipoint fuel injection device according to range (3). 7. An adjusting means for removing or adding a constant flow rate having a variable set value is arranged in a fuel passage between the fifth jet of the voltage dividing means and the first electric opening area adjusting means. The multipoint fuel injection device according to claim (2), which is characterized by utility model registration.