JPS5946366A - Feeding device for mixed gas - Google Patents

Abstract

PURPOSE:To enable a fine particle of fuel to be formed and a proper feeding of fuel to be performed as well as an effective feeding of rich mixture by a method wherein there is arranged an air intake pipe around an outlet of the fuel nozzle and opening in the intake pipe downstream thereof. CONSTITUTION:A negative pressure passage opening to a venturi part 12 of a throttle body 8 is installed in a fuel metering unit 14, passes through a thermal air flow meter and is communicated with the upstream side of the venturi part 12. A control circuit 15 rotates a rotor and adjusts an opening area, always keeps a constant bypass air volume and enables a metering of fuel in response to the intake air volume. Under a partial loading operation, the air fed from the throttle valve 9 is injected from the outlet part 11b to generate an air curtain effect, the remaining air is guided around the injection nozzle 6 to make a fine particle of injected fuel. In case of acceleration and starting of the engine, the air inlet pipe 11 is closed in response to a degree of opening of the throttle valve 9. Since the fuel injected from the fuel nozzle 6 directly advances to the intake valve 3, so that the mixture is prevented from being made lean and then a smooth acceleration can be performed.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an air-fuel mixture supply system for an automobile engine, and particularly relates to an improvement of a mixture supply system in which a fuel injection valve is provided in each intake pipe 4 of a plurality of cylinders.

/ Gasoline cars have a wide variety of air-fuel mixture supply systems; one is a carburetor, and the other is an injection type fuel supply system. However, the biggest problem that all of these have in common is the fuel supply system. 7. In order to improve this problem, the spray collides with the wall surface of the intake pipe at the bend angle of the intake pipe and adheres to it, causing a time delay in fuel supply and confusing the air-fuel ratio. Measures such as the addition of gas, vibration, and heating have been adopted, but it is not possible to simply combine these methods to collect fuel spray in a specific space within the cylinder during the intake stroke and send a rich mixture around the spark plug. do not have. In other words, it has not been possible to achieve the goals of improving drivability and fuel consumption and purifying the exhaust composition by efficiently feeding the air-fuel mixture into the combustion chamber and combusting it effectively.97 ' The present invention eliminates the drawbacks of the prior art described above, and provides an air-fuel mixture supply device that can atomize and timely supply fuel, as well as effectively supply a rich air-fuel mixture to the combustion chamber of each cylinder. Its purpose is to
A fuel nozzle installed in each intake pipe section branching from the intake pipe gathering section downstream of the valve, and a throttle opening around the outlet of the fuel nozzle and into the intake pipe downstream of the fuel nozzle and facing the peripheral part of the throttle valve. An air introduction pipe whose other end opens into the wall of the body, a bypass air passage which opens into the venturi part of the throttle body and whose other end opens upstream of the venturi part, and a thermal type installed in this bypass air passage. The cross-sectional area of the bypass air passage is changed so that the amount of air passing through the air flow meter is always constant, and the fuel measuring device is provided with a plurality of fuel meters that pass fuel corresponding to the amount of intake air passing through the intake passage. When starting and accelerating an engine with an intake pipe connected, the valve of the air introduction pipe is sealed and fuel is injected from the fuel nozzle toward the cylinder population. During partial load operation, the fuel is auxiliary around the fuel nozzle and inside the intake pipe. The structure is such that air is blown out and a rich air-fuel mixture is introduced into the combustion chamber of the cylinder.

FIG. 1 is a cross-sectional view of a mixture supply device that is an embodiment of the present invention. A piston 2 moves up and down into a cylinder of an engine 1, and in synchronization with this, an intake valve 3 opens and closes to allow air-fuel mixture and air to flow into the cylinder. The intake pipe 4 connected to the cylinder is heated by a heating riser part 5, and the fuel nozzle 6 and the outlet 11b of the air introduction pipe 11.

11c is provided. Further, the upper part of the intake pipe 4 is connected to the downstream side of the throttle valve 9 of the throttle body 8 via the intake pipe gathering part 7, and the upper part of the venturi part 12 of the throttle body 8 is connected to the air cleaner 13.

An inlet portion 11a of an air introduction pipe 11 opens on the wall surface of the throttle body 8 adjacent to the throttle valve 9, and communicates with the switching valve 10. Further, as described above, the outlet section 11C of the air introduction pipe 11 surrounds the fuel nozzle 6, and the other outlet section 11b opens downstream thereof. Note that the intake pipe gathering portion 7 has the function of suppressing pulsations in the intake negative pressure of the engine.

Further, a venturi section 12 is formed upstream of the throttle valve 9 of the throttle body 8 to generate a negative pressure commensurate with the airflow. It communicates with the upstream side of the venturi section 12 through a type air flow meter. That is, air is flowing in the direction of the arrow due to the venturi negative pressure.

FIG. 2 is a plan view of FIG. 1. This air-fuel mixture supply device is for a four-cylinder engine, and the 41st cylinder has a fuel meter 1 installed in the intake pipe 4 which is branched from the intake pipe collection part 7 and connected to each cylinder.
The four fuel nozzles 6 are opened. Its periphery is surrounded by the outlet section 11C of the air introduction pipe 11, and the air flowing out from the outlet section 11C is designed to form a swirling flow. The fuel meter 14 is connected to the control circuit 15 and communicates with the fuel tank 18 and the outlet side of the fuel pump 17 connected thereto.

FIG. 3 is a sectional view of the fuel meter of FIG. 1.

The fuel meter 14 is constructed so that two parts, a bypass air amount metering section and a fuel metering section, are linked together, and FIG. 3 shows the configuration of the fuel metering section, and FIG. 4 shows the structure of the fuel metering section, and FIG. A cross section of the interlocking switching section is shown. In FIG. 3, the fuel flow, indicated by the hatched arrow, enters the lower part of the fuel meter 14, passes through the outside of the chamber surrounding the diaphragm 24 and the centrally mounted needle 25, and bleeds. 23 flows out and returns to the fuel tank 18. At this time, as shown in FIG. 4, the notch 31 of the rotor 27 rotating inside the stator 22 is connected to the notch 32 of the stator 22, and the tip of the needle 25 is opposed to the orifice 30 via the return spring 26. A tappet valve 29 is installed above the orifice 30 and is attached to the second diaphragm 28 . Therefore, when the solenoid valve 33 is turned on and the tappet valve 29 is protruded, pressurized fuel enters the fuel pipe 19 and is ejected from each fuel nozzle 6 via the check valve 20 and the chamber 21. Further, when the electromagnetic valve 33 is turned off, the tappet valve 29 rises to seal the fuel outlet, so fuel injection stops.

The bypass air amount is controlled simultaneously with the above fuel control. To explain this using Fig. 4, air cleaner 1
The air flow indicated by the hollow arrow on the left is the thermal air flow meter 36.
pass through the passage where the stator 22 is installed, and
8 and the opening of the notch 39 of the rotor 27 , the flow rate is restricted and exits from the pipe 37 to the venturi section 12 . Note that the rotor 27 is rotated by a motor 34.

The operation of the air-fuel mixture supply device configured in this way will be explained.

Fuel sent from the fuel pump 17 in FIG. 1 is introduced into the fuel chamber 35 of the fuel meter 14, pushes the guyaflame 24, and enters the rotor 27 through the fuel chamber 35 on the right side. The fuel is measured according to the area of the opening formed by the notch 31 of the rotor 27 and the notch 32 of the stator 22.1. Needle 2 fixed to guyafram 24
5 enters the regulator chamber composed of the return spring 26 and the tip of the needle, passes through the orifice 30 and enters the fuel pipe 19 through the through hole of the tappet valve 29. Furthermore, this fuel is passed through the check valve 20. Through the chamber 21 the fuel nozzles 6 al 6b, 6c.

6d. Note that the air vent 23 is a pipe for returning air bubbles in the fuel and excess fuel to the fuel tank 18.

Before starting the engine, the orifice 30 is closed by the tappet valve 29, and this operation has the effect of suppressing the outflow of the fuel stagnant in the fuel nozzle 6.

Immediately after starting the engine, the solenoid valve 33 operates to push the tappet valve 29 and open the fuel supply path.

・The MeiPass air metering operation will be explained with reference to FIG.

The thermal air indicator 36 sends a signal according to the amount of air to the processing circuit 40.
The signal is then transmitted to the control circuit 15.

This control circuit 15 generates a control signal to rotate the motor 34 so that the air amount signal always reaches a constant value, rotates the rotor 27, and connects the rotor side notch to the starter side notch 38 of the air system. The position of the notch 39 is controlled to adjust the opening area. At this time, the rotor 27 rotates together with the notch 31 of the fuel system, so that fuel can be measured in accordance with the amount of air intake.

The relationship between the air system notch 39 and the fuel system notch 31 on the rotor 27 side is such that as the opening area of the air system notch 39 becomes smaller, the fuel system notch 31 becomes smaller.
Since the opening area of the fuel tank is configured to increase, the amount of fuel increases as the intake air severity increases, and the metered fuel is supplied to the venturi section 12 in FIG. 1 via the pipe 37. ing. That is, the total amount of intake air is measured by the thermal air flow meter 36.

Next, the air flowing around the fuel nozzle 6 will be described. In FIG. 1, the air introduced from the throttle valve 9 is injected from the outlet 11b of the air introduction pipe 11 to produce an air curtain effect, and the other air is guided around the injection nozzle 6 to atomize the injected fuel. It is useful for Regarding this, see the fifth
Please explain with reference to Figure 6.

Figures 5 and 6 are diagrams showing the state of fuel and airflow in the intake pipe. Figure 5 shows the state during acceleration/starting,
The figure shows the situation at partial load. The throttle valve 9 is opened by the rod 41 that is linked to the accelerator pedal, and air flows into the intake pipe collection section 7. At this time, in response to the opening degree of the throttle valve 9, the pulp 4344 interlocks and closes the air introduction pipe 11, thereby reducing the amount of auxiliary air flowing into the intake pipe 4 to zero. In addition, the amount of auxiliary air injected from around the fuel nozzle 6 is also increased by the pulp 44.
The fuel flowing in the direction of the arrow goes straight without being swirled by the air and flies toward the intake valve 3 at a rapid speed. As a result, dilution of the air-fuel mixture due to a delay in fuel transport is prevented, and smooth acceleration can be achieved.

When the throttle valve 9 reaches a certain opening degree or more, the lever 45 hits the switch 42, and the switch 42 operates to reduce the pulp 43.44.
Close the valve. Similarly, when starting the engine, the pulp 43
．． 44 is closed, the fuel is allowed to travel straight without stagnation and is pumped into the cylinder without delay. That is, in the case of the partial load shown in Fig. 6, which occurs during acceleration and startup when the throttle valve 9 is rapidly opened, a pressure difference occurs between the upper and lower sides of the throttle valve 9, and this is detected and the pulp is reduced to 43°. 44 is opened to force air to flow into the intake pipe 4 through the air introduction pipe 11. The air ejected from the pulp 43 divides the intake passage and prevents the fuel ejected from the fuel nozzle 6 from diffusing toward the intake valve 3. When the intake valve 3 opens and the piston 2 enters the intake stroke, first, the air (air that does not contain fuel) downstream of the place where it is ejected through the pulp 43 is sucked in, and then the air is sucked into the fuel spray section. is attracted.

A dense air-fuel mixture will be present near the combustion chamber at the head of the engine. Therefore, at the time of partial page (81), stratification of the air-fuel mixture in the cylinder can be achieved.

Incidentally, since it is necessary to reduce the axial speed of the fuel ejected from the fuel nozzle 6, as shown in FIG. 6, the fuel mist is rotated by 9% together with auxiliary air to reduce the axial speed. This will be described in detail below in FIG. 7.

FIG. 7 is a sectional view of a main part showing the air curtain effect in the intake pipe. The intake pipe 4 branched from the intake pipe collection part 7 is surrounded by a riser part 5, and the riser part 5 quickly collects any fuel that lands on the pipe wall among the fuel spray injected from the fuel nozzle 6. is vaporized. However, if the outlet portion 11b is circumferentially attached to the intake pipe 4 and air is blown out, the fuel spray is stopped there and remains there. This ejected air is controlled by the opening of the throttle valve 9 of the throttle body 8 at the inlet section 11a.
will be introduced.

This inlet portion 11a is designed so that when the opening degree of the throttle valve 9 becomes a dog, the part opening on the upstream side of the throttle valve 9 becomes a dog and the amount of air introduced increases. When the amount of intake air is small, the amount of air introduced will also be small. The amount of air used to produce such an air curtain effect is effective even if it is as small as 10% of the intake air.

Figure 8 is an enlarged sectional view of the fuel nozzle in Figure 7;
The figure is a sectional view taken along the line AB in FIG. Fuel is Vintle 46
and the orifice 47. Also, the air flowing out from the outlet portion 11C of the air introduction pipe 11 in FIG. 1 is opened in the cutting line direction of the support fitting 50 surrounding the orifice 47]
The air flows out from the air passage 48 into the swirling chamber 49 and becomes a swirling flow.

For this reason, the center pressure of the swirling air flow is reduced by the flow velocity of the air, so the spray angle of the fuel spray flowing at the center is widened. On the contrary, when there is no swirling airflow, the spray angle does not spread and travels straight. Therefore, if the air mixture flow in the intake pipe 4 is controlled to the states shown in FIGS. 5 and 6 depending on the operating conditions, the following results can be obtained.

The air pressure in the knee curtain and the swirling air in Figure 8 are made up of the same pressure difference, but in the case of swirling flow, the air moves while swirling, so it is decelerated by the time it reaches the air curtain position. Ru. On the other hand, since the speed of the air in the air curtain hardly decreases, this shows that even a small amount of air used in the air curtain is sufficiently effective.

Further, when the fuel is injected intermittently, the fuel is atomized due to the speed difference between the swirling air and the fuel flow when the fuel is being injected. At this time, the fuel that is not vaporized adheres to the wall surface of the heating riser part 5, but since the air continuously flows, replenishment air flows over the surface of the fuel, so that it can be continuously vaporized even when there is no intake air flow. Furthermore, when the suction negative pressure is close to atmospheric pressure and a swirling flow of air cannot be obtained, the spray travels straight through the intake pipe 4, so there is no delay in the supply of fuel near the intake valve during acceleration. Incidentally, as shown in FIG. 9, the air passage 48 is opened in the tangential direction of the swirling chamber 49 to obtain swirling performance.

In FIG. 7, the air curtain ejected from the outlet portion 11b separates the upstream portion and the downstream portion from the outlet portion 11b in the intake pipe 4, and the volume of each portion is a requirement. That is, the amount of air sucked into the engine 1 by one 20 strokes of the piston must always include the fuel spray retained by the air curtain at the outlet portion 11b, and the volume of the intake pipe 4 on the downstream side of the fuel nozzle 6 must also be reduced. 6~ of one cylinder
It is desirable to keep it at around 80%. In addition, the exit portion Ll
From the viewpoint of preventing fuel diffusion, it is preferable that the air ejected from b be ejected from the entire circumference of the wall of intake air #4 through a circular pipe slit. Furthermore, when the fuel nozzle 6 intermittently injects fuel, it is also conceivable that air is intermittently injected from the outlet portion 11b only while fuel is being injected through the nozzle 6. In this case (r!, when the fuel injection is completed, the valve 4 in Fig. 6
3 will be closed to stop the air curtain.

Next, a method of distributing fuel to each cylinder will be explained. FIG. 10 is a diagram of how to evenly distribute fuel to the valley cylinders. Check valve 20f: The fuel that has passed (in this case, it can be measured in a continuous flow) is transferred to the chamber 21
be guided by. At this time, the displacement piston 51 moves in two directions according to the amount of fuel at the time of metering, flows down the fuel pipe 19, and fuel is ejected from the fuel nozzle 6. Each injection nozzle 6 has an orifice of the same diameter inserted so that the fuel is distributed evenly. This displacement piston 51 is placed in the diaphragm 24 shown in FIG. 3, and the measured fuel is injected from the fuel nozzle 6 in a timely manner.

For example, as shown in FIG. 11, the piston 51 is constituted by a vibrating system of bimorph piezoelectric elements, and a voltage is applied in pulses to push out the fuel in the chamber 21 with the number of pulses. The relationship between the number of pulse excitations and the ejected fuel iQf is the first
This is the guide shown in Figure 2.

FIG. 12 is a diagram showing the relationship between the number of pulse excitations and the amount of fuel discharged. That is, the number of vibrations of the piston and the amount of fuel discharged are in a proportional relationship.

The vibrating body 52 in FIG. 13 is formed of two layers, and the O-ring 5
FIG. 14 shows an example of an electric circuit 54 that drives the vibrating body 52, which is supported by 34 elastic bodies and repeats minute vibrations as shown by broken lines and solid lines.

FIG. 14 shows an example of an electric circuit that drives the vibrating body. Transformer 55, Zyristor 56a.

56b't' chopper control to excite the vibrating body 52.

Signals for the excitation period and excitation period are input to this circuit through terminals 57 and 58, respectively.

15 and 16 are diagrams showing the relationship between the intake manifold pressure, the air-fuel ratio at the time of misfire, and the fuel consumption amount of the air-fuel mixture supply device of this embodiment shown in FIG. 1 in comparison with the conventional device. . The solid line is the device of this example, and its intake path has a bore diameter of 5.
0mm, and the dashed line shows the case where the bore diameter is 50mm.
nun indicates the case of single point fuel injection type. In addition, the diameter of the fracture a is 30 to 34, which is said to have a good effect of atomizing fuel tF.
The case of YUN's two-barrel vaporizer is shown. The engine is 2000cc and has a speed of 2ooorpm (approximately 60
The figure shows the case of constant speed operation (medium speed of about Km/h).

In Fig. 15, in the case of the device of this embodiment, the air-fuel ratio at the time of misfire is the widest. This shows that there are fewer gases in the gas that can be a source of pollution.The next best results were for carburetors, which were better than single-point fuel injection systems.

In Figure 16, fuel consumption is expressed in horsepower (ps) and time (
1]) Shown as the number of grams per unit. In this case, of course m
The case of this embodiment shown by the line is the minimum, and the vaporizer shown by the broken line,
The order is the single point fuel injection type device shown by the dashed line.

As described above, in the air-fuel mixture supply device of this embodiment, the 94 intake pipes are branched from the intake pipe collection part connected to the lower end of the slotted body, connected to each cylinder, and surrounded by the branch part of each intake pipe. A heated live section is provided and a fuel nozzle is installed inside the live section, and the other end of the air introduction pipe having an inlet section opened opposite to the end of the throttle valve of the throttle body is connected to the area around the fuel nozzle and the fuel nozzle. Open around the opening and the entire circumference of the intake pipe downstream of it. By configuring these openings to blow out auxiliary air during partial load operation, the following effects can be obtained.

(1) Four fuel nozzles 6 by fuel meter 14
Since the fuel can be divided evenly between the fuel nozzles 6 and 6, the opening and closing cycle of the fuel nozzle 6 is longer than that of conventional single-point injection systems, allowing the use of inexpensive fuel nozzles 6 for relatively low melt pressures, and reducing the cost of the entire fuel supply system. At the same time, troubles such as breakdowns are significantly reduced.

(2) Around each fuel nozzle and in the middle of the intake pipe, there is a means for replenishing the air taken in from the 1i; It becomes possible to send a rich mixture of fuel into the combustion chamber in a timely manner. As a result, efficient combustion can be performed in a timely manner, improving drivability and fuel economy, and improving exhaust composition.

(3) This fuel supply system installs a thermal air flow cut in the bypass air passage that bypasses the two halves of the venturi part, and the air flow rate passing through it remains constant even if it changes depending on the operating condition. As the fuel meter uses a fuel meter that adjusts the amount of fuel by throttling the fuel passage with a rotor, it automatically provides the appropriate amount of fuel without delay), 1
can do.

Although the above embodiment describes a seven-air mixture supply device for a 4-air, 1-bi-J engine, an engine with a different number of cylinders, for example, a 6-cylinder engine, can be constructed in the same manner. Furthermore, various types of fuel distribution chambers 21 and the like shown in FIGS. 3 and 10 can be used, and these will be explained below.

FIG. 17 is a sectional view of a chamber equipped with a displacement piston and a check valve, which is a modification of FIG. 11. A check valve 20 disposed in the fuel pipe 19 upstream of the chamber 21
In this case, a conical coil spring 59 and a ball 60 are housed to perform a check action. Chamber 2 containing fuel
1 is sealed with a diaphragm 64, and a voice coil 63 in contact with the bottom surface is wound around the solid shaft of an E-shaped permanent magnet 62.

The voice coil type vibrating body 61 configured as described above moves the diaphragm 64 up and down by periodically passing current through the voice coil 63, and sends fuel to the fuel nozzle 6 via the fuel quantity pipe 19.

FIG. 18 is a sectional view of a chamber and a check valve in which a displacement piston is installed, which is still another modification. In this case, a proportional solenoid valve 67 is used as the vibrating body 61. The check valve 20, which is a fuel metering section, is an electromagnetic on-off valve 65.
The control circuit 6 controls these two solenoid valves.
It is done at 6. That is, when the electromagnetic on-off valve 65 is opened, fuel is passed through and measured, and at the same time as the fuel is introduced into the chamber 21, the proportional solenoid valve 67 is operated to
1 is lowered, and then the electromagnetic on-off valve 65 is closed to lower the vibrating body 61.
is raised (only by the amount of descent and the four rules) and is force-fed to the fuel nozzle 6.

In order to make the measured amount of fuel and the fuel injected from the fuel nozzle 6 the same amount, the volume of the chamber 21 must be reduced and the product of the cross-sectional area of the chamber and the stroke of the proportional valve 67 must be equal to the metered amount of fuel. good.

In this way, the bimetal type vibrating body 52 in FIG. 11, the diaphragm type vibrating body 64 in FIG. 17, and the proportional solenoid valve vibrating body 61 in FIG. can be divided equally, and unlike conventional single-point injection, it is not performed based on a single intake air signal of Jrr+. In the case of 4 cylinders, the advantage is that one amount of fuel can be produced before three cylinders operate, so
Fuel transport delays are eliminated, and acceleration progresses quickly.

Furthermore, since each method has its own characteristics, it is difficult to determine which method is best.

FIG. 19 is a sectional view of a main part inside the intake pipe which is a modification of FIG. 7, and FIG. 20 is a sectional view taken along line CD in FIG. 19. The same parts as in Fig. 7 are given the same reference numerals, but in this case, the diameter of the intake pipe inlet branched from the intake pipe gathering part 7 is increased, and the lower side is on the same surface as shown in Fig. 20. The center lines 67 and 70 are set at different positions so that Further, a diffusion prevention wall 68 is provided so that the outlet of the heating riser portion 5 is circular, and its lower end is cut out.

In this way, the fuel spray ejected from the fuel injection valve 6 travels along the inner wall of the heating riser section 5, but the diffusion prevention wall 68
Therefore, the flow does not flow toward the center as shown by the broken line, and it tends to accumulate in the heating riser section 5. On the other hand, in order to prevent unevaporated fuel from becoming liquid and accumulating in the heating riser section 5, the lower part of the diffusion prevention wall 68 is opened to allow the fuel to flow through the intake pipe 4 with the intake air flow of the engine. be.

In this case, there is no need to provide the outlet part i1b in the air introduction pipe 11 as shown in FIG. 7, so there is an advantage that the structure is simple and inexpensive.

The air-fuel mixture supply device of the present invention atomizes the fuel and introduces it into the combustion chamber of each cylinder in a timely manner as a concentrated air-fuel mixture, thereby achieving the effect of enabling suitable operation with a relatively small amount of fuel. .

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view of a mixture supply device according to an embodiment of the present invention, FIG. 2 is a plan view of FIG. 1, FIG. 3 is a cross-sectional view of the fuel meter shown in FIG. 1, and FIG. FIG. 3 is a sectional view of the interlocking switching section, FIGS. 5 and 6 are diagrams showing the state of fuel and airflow in the intake pipe, FIG. 7 is a sectional view of the main part showing the air curtain effect in the intake pipe, and FIG. The figure is an enlarged cross-sectional view of the fuel nozzle in Figure 7, Figure 9 is a cross-sectional view taken along line A-B in Figure 8, Figure 10) is a congratulatory diagram of the method of evenly distributing fuel to the valley cylinder, and Figure 11 is a sectional view of the chamber in FIG. 10, FIG. 12 is a diagram showing the relationship between the number of pulse excitations of the chamber in FIG. 11 and the amount of fuel discharged, and FIG. , Figure 14 is an electric circuit diagram for driving the vibrating body in Figure 13,
15 and 16 are diagrams showing the relationship between the intake manifold pressure, the air-fuel ratio at the time of misfire, and the fuel consumption of the air-fuel mixture supply device shown in FIG. 1 in comparison with a conventional device, and FIG. 17 11 is a sectional view of a chamber equipped with a displacement piston and a check valve, which is a modification of FIG. 11, FIG. 18 is a sectional view of a chamber and check valve equipped with a displacement piston, which is a modification of FIG. FIG. 7 is a sectional view of a main part inside the intake pipe which is a modification of FIG. 7, and FIG. 20 is a sectional view taken along line CD in FIG. 19. DESCRIPTION OF SYMBOLS 1... Engine, 2... Piston, 3... Intake valve, 4... Intake pipe, 5... Heating riser part, 6... Fuel nozzle nope 7... Intake pipe gathering part, 8 ... Throttle body, 9... Throttle valve, 10... Switching valve, 11.
...Air introduction pipe, lla...inlet part, llb, llc
. . . Outlet portion, 12 .
8... Fuel tank, 19... Fuel piping, 20...
Check valve, 21...Chamber, 22...Stator, 23...Bubble removal, 24, 28.64...Diaphragm, 25...Needle, 26...Return spring, 27...Tap- Ta, 29... Tappet valve, 30
．． 47... Orifice, 31, 32, 38° 39...
・Notch, 33...Solenoid valve, 34...Motor, 3
5...Fuel chamber, 36...Thermal air flow meter, 37...
・Pipe, 40... Processing circuit, 41... Rod, 4
2. ,・Switch, 43,44...Pulp, 45...
・Shi/bar, 46... Bintle, 48... Air passage, 49... Turning chamber, 50... Support fitting, 51... Displacement piston, 52° 61... Vibrating body, 53...・Oring, 54... Electric circuit, 55... Transformer, 5
6... Thyristor, 57° 58... Terminal, 59...
・Conical coil spring, 6o...ball, '62...permanent (:?4 stones, 63...voice coil, 65...electromagnetic on-off valve, 67...proportional lunoid valve, 68.,. Diffusion prevention wall, 69.70...center line. Fig. 1 Fig. 2 Fig. 3 Inn 4-Fig. 5 Fig. 9 Fig. Q Fig. 6α Fig. 1'1 Fig. 21 Fig. 18 a Gu 8

Claims (1)

[Scope of Claims] 1. Fuel nozzles installed at the intake pipe inlets branching from the intake pipe collection section downstream of the throttle valve, and openings around the exits of these fuel nozzles and into the intake pipe downstream of the fuel nozzles. ,
An air introduction pipe whose other end opens on the wall surface of the throttle body facing the periphery of the throttle valve, and a bypass whose other end opens into the venturi section of the throttle body and whose other end opens on the upstream side of the venturi section. While changing the cross-sectional area of the bypass air passage so that the amount of air passing through the air passage and the thermal air flow meter installed in the bypass air passage is always constant,
It has a fuel meter that passes fuel corresponding to the amount of intake air passing through the intake passage, and when starting or accelerating an engine in which a plurality of the intake pipes are connected, the pulp of the air introduction pipe is sealed. The fuel is injected from the fuel nozzle toward the air intake, and during partial load operation, auxiliary air is jetted around the fuel nozzle and into the intake pipe, so that the air mass of the rich air-fuel mixture is injected into the combustion chamber of the cylinder. A mixture supply device characterized in that it is configured to be introduced sequentially.