KR940009685B1 - Air metering device - Google Patents

Abstract

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Description

Method and apparatus for metering fuel supply to engines and method and apparatus for transporting fuel to engines

1 is a schematic diagram of a fuel supply system embodying the present invention.

2 is a partially exploded cross-sectional view of the fuel metering device.

Sectional drawing of the conveyance port and the valve part of the fuel metering apparatus shown in FIG. 3 of FIG.

4 is a cross-sectional view of another transfer port and valve portion similar to that of FIG.

The present invention relates to metering the supply of fuel to an engine when fuel is injected directly into the combustion chamber of the engine.

A fuel metering method has already been proposed for discharging the metered quantity of fuel from a variable capacity chamber by filling a gas such as air with an appropriate pressure. Filling the gas is believed to contribute significantly to the efficient combustion of the fuel, at least in terms of improving the atomization of the fuel.

Applicant's International Patent Application No. PCT / AU 85/00176 and its derived US Patent Application No. 849,501 describe the continuous application of fuel under pressure into a closed fixed capacity chamber with a selectively openable delivery port. An improved method of metering the amount of fuel supplied to an engine, which is fed to the engine, is known. The gas enters the fixed capacity chamber periodically to maintain a pressure not greater than the fuel pressure in the fixed capacity chamber, while the delivery port is opened while the gas enters the fixed capacity chamber, and thus the fuel in the fixed capacity chamber and its duration at the opening of the delivery port. Fuel entering the fixed capacity chamber from the delivery port to the engine. While this method of metering and transporting fuel is efficient, it is rather difficult in manufacturing, such as in large commercial production, since the nearly simultaneous operation of the valves controlling the supply of gas to the discharge port and the fixed capacity chamber is required. have.

It is an object of the present invention to provide an improved method and apparatus for delivering a metered amount of fuel to an engine that is convenient to manufacture and maintain, is efficient and efficient to operate, and helps to improve the quality of the spray of fuel. will be.

To achieve this purpose, it has a fuel element and a valve element that can be selectively opened to provide a passage to the engine through the inlet when opened and to form a seal in two positions when the inlet is closed. There is provided a method of metering the supply of fuel to an engine, which forms a cavity between locations, the method supplying fuel and gas independently to the feed port at each pressure, wherein the fuel and gas A supply of fuel and gas, one supplied to the cavity and the other upstream from the two sealing engagement positions, and the valve element being cyclically opened to direct the conveying port to the engine. Valve element opening step for delivering entrained fuel to the engine and between fuel and gas in the cavity Pressure (differential pressure) by adjusting the cavity and comprises a differential pressure control step of controlling the flow rate of the fuel flowing into the gas.

When the transfer port is in communication with the substrate, the gas will create a pressure lower than the fuel pressure at the transfer speed so that fuel will flow into the gas as the gas passes through the transfer port. Therefore, the control of the amount of fuel flowing into the gas can be done by changing the pressure difference between the gas pressure and the fuel supply pressure in the conveyance confinement. Optionally such control of fuel amount can also be done by keeping the differential pressure constant and changing the duration of the opening period of the feed port.

Rapidly changing fuel demand can be accommodated by changing the opening period of the feed port, but more gradually changing fuel demand is accommodated by changing the differential pressure between fuel and gas. The change in the differential pressure can be made by changing the fuel supply pressure, the gas supply pressure, or both. When the fuel is a liquid, it is convenient to keep the gas pressure almost constant and to adjust the fuel pressure.

The fuel supply pressure can be smoothly controlled by a regulator that operates in accordance with the fuel demand of the substrate. Such a regulator can be electrically operated under the control of a current electronically determined by the detection of a number of engine load state factors.

In many engines and engine peripherals, it is desirable to change the shape of the fuel distribution in the combustion chamber as the engine operating conditions change. This is especially true for fuel saving requirements and emissions control.

As the fuel is introduced into the gas in the conveying port for delivery to the engine, the distribution of the fuel in the combustion zone of the engine can be controlled by controlling the position or timing at which the fuel enters the gas.

Fuel may be introduced at two or more locations into the gas flowing in the delivery confinement. Such a location may be chosen to affect the type of spraying of fuel as it exits the feed port. Optionally or additionally, the timing of fuel transfer to each location or fuel flow at each location, or both, may be controlled to affect the spraying pattern. In addition, the fuel flow rate at one or more positions may be varied according to any engine operating state.

According to a preferred embodiment of the present invention, there is provided a fuel and gas supply step for supplying fuel and gas independently under respective pressures to a transfer port selectively connected to the combustion chamber of the engine, and the transfer port is circulated periodically with the combustion chamber of the engine. Control the opening of the conveying port to allow the fuel to flow into the combustion chamber from the conveying port into the combustion chamber, and the fuel distribution form in the combustion chamber when the conveying port is in communication with the combustion chamber. To control the location and rate of inflow of fuel into the gas, and to control the differential pressure between the fuel supply pressure and the gas supply pressure, or the period of communication between the feed port and the combustion chamber, or both, according to the engine load, A method of delivering fuel to an engine is provided, comprising a control step of controlling the amount.

It will be appreciated that if the fuel pressure at the inlet is higher than the gas pressure at the inlet point of the fuel, the fuel will only enter the gas at the inlet. This differential pressure initially stems from adjusting the respective pressures of the fuel and gas to form a basic differential pressure and changes the fuel pressure or gas pressure in response to changes in the engine's fuel demand to change the fuel supply as needed. The placement of the feed port and associated valves will affect the actual pressure conditions in the gas stream as fuel enters the gas stream, which may lead to calibration of pressure regulators that control the pressure of the fuel and gas. cause calibration).

In regulating gas pressure and fuel pressure separately to meter fuel, the actual differential pressure at the inlet position at which fuel enters the gas stream will be considered to be a control factor in metering the fuel. However, many factors, in particular space limitations, prevent the placement of a referencing pressure regulator very close to the location of the fuel inlet into the gas in the cavity formed in the conveying port. Since the regulators are spaced from the location of the fuel inlet into the gas, it may be suitable to ensure a change in pressure in the regulators in which the flow areas of the passages that jointly transport fuel and gas are sensitively reflected in the cavity. Requires. Therefore, it is desirable that a relatively small constant size and orifice be provided in the fuel and gas passages very close to the cavity, and that the passages upstream of the orifice be made of sufficient area to minimize the pressure buildup along them. Such orifices close to the cavity of the delivery port allow a sensitivity of the change in gas pressure and the change in fuel pressure in the regulators to achieve the required accuracy in metering the fuel.

Conveniently, a number of fuel ducks are provided to transfer fuel into the cavity in any zones of the delivery port to obtain the desired fuel distribution in the combustion chamber. Preferably the fuel comes from a plurality of fuel orifices arranged circularly around the axis of the annular gas orifice. The number and location of fuel orifices from which the fuel comes out may vary depending on the intended engine operating conditions and influence the type of fuel spray from the transfer port to control the fuel distribution in the combustion chamber of the engine.

For efficient combustion and outflow control, it is desirable to ensure a fuel and air mixture that can easily ignite at the ignition point under low load engine operating conditions. The change in the number of fuel orifices in operation can be controlled to achieve the required fuel-air ratio at the ignition point by increasing the ratio of fuel per feed to the combustion stall adjacent to the ignition point. . Conveniently all fuel is transferred to the combustion chamber adjacent to the ignition point in low load engine operation.

According to the invention, there is also provided a fuel supply means and a gas supply means, respectively, to the same transport port, and a valve element capable of selectively opening the transport port so that the transport port communicates with the engine when in use. The element forms a cavity between two sealing engagement positions spaced apart from each other in the flow direction through the feed opening upon closure, in communication with the common of at least one of the fuel supply means and the gas supply means, wherein the gas supply means Means for circulating periodically actuating a valve element to open the transfer port to transfer fuel contained in the gas to the substrate through the transfer port upstream of the seal engagement position, and fuel in common Supply of fuel to an engine having means for controlling the flow of fuel into the gas by aligning the differential pressure between the supply pressure and the gas supply pressure Provide a device for metering quantities.

Multiple fuel feed ports may be provided, each feeding fuel into the cavity. The location of the fuel feeder is chosen to provide the desired fuel distribution in the form of a spray of fuel-air mixture from the feeder. Means may be provided for selectively controlling the timing and flow rate of fuel inlet from one or more fuel outlets such that the spray form changes with engine operating conditions.

Conveniently, the flow rate of the fuel supplied to the transport port at the opening of the transport port is controlled by means capable of operating according to the engine load by regulating the differential pressure between the gas pressure and the fuel pressure which are commonly supplied.

Multiple fuel orifices may be provided in communication with the cavity. The fuel orifices can be distributed along the entire length of the cavity to obtain a predetermined fuel distribution of the combustion stall as the soft mix is transferred. The fuel orifices may be distributed almost uniformly with means for selectively stopping flow through at least some of them to control fuel distribution.

A single valve element is introduced into the gas by providing a seal coupling in two spaced apart positions between the feed port and the valve element and allowing the fuel supply and the gas supply in separate positions to communicate with the feed port, respectively. To control the flow of fuel and the final feed mixture into the engine. This simplifies the construction of the fuel metering device and ensures accurate control of the fuel feed.

The cavity can be provided in the form of an annulus by allowing a plurality of orifices to enter the bottom of the perimeter groove of the sealing face of the conveying port and forming an annular sealing face on both sides of the groove. This configuration ensures that the sealing surface of the valve element does not touch the edge of the orifice when the valve element is in the closed position. This improves the sealing performance and the effectiveness of the valve element and the transfer section.

The present invention will be more readily understood by the following description which describes the practical arrangement of the fuel metering device and its operation with reference to the accompanying drawings.

Referring now to FIG. 1, the fuel metering device 10 includes a stem 11, which has a central air passage 13 and two fuel passages 8, 9. The fuel supply pipe 12 communicating with the fuel passages 8 and 9 receives fuel from the fuel pump 14 which draws fuel from the fuel passage 15. The fuel pressure in the fuel supply pipe 12 on the transfer side of the fuel pump 14 is controlled by the fuel pressure regulator 16 and the pressure regulator 34 to be described in more detail below.

The air passage 13 has a valve element 22 at its lower end and a valve element 22 operatively associated therewith and rigidly connected to an actuator rod 24.

The fuel passages 8, 9 extend to the seating surface of the transfer opening 20 as described in detail below, and when the valve element 22 is in the closed state of the transfer opening 20, The end is also arranged to be closed by the valve element.

The solenoid type valve actuator 25 has an electro-magnet coil 26 and an armature 27, which is connected to the actuating rod 24. The armature 27 is loaded by the spring 28 upwards in the drawing so that the valve element 22 is normally kept closed with the feed port 20. Applying energy to the coil 26 by the current causes the armature 27 to move downward in the drawing to move the valve element 22 and open the transfer port 20.

The air compressor 30 is connected to the air passage 13 through the air supply pipe 31. Air on the conveying side of the air compressor (30) through the air supply pipe (31) communicates with the pressure regulator (34).

The air compressor 30 may have its own air pressure regulator for controlling the basic supply pressure for atmospheric conditions, but this will not be described anymore because it is not essential for the function of the fuel metering system of the present invention. In addition, the air compressor may be replaced with an optional compressed gas source, which may be practical when such an optional compressor source is convenient for another purpose.

A referencing pressure regulator (34) acts to maintain a substantially constant differential pressure between the tubes (35, 37). This causes the fuel pressure in the pipe 37 to rise and fall to compensate for the change in the air supply pressure. This can be explained as follows. The fuel supplied by the fuel pump 14 passes into both of the two tubes 38, 37. In the case of one of the pipes 38, whether or not the pressure drop occurs as the fuel passes through the port 40 and passes through the passage member 41 depends on the control of the fuel pressure regulator 16. This behavior has not been explained yet, but I'll explain more in an appropriate way.

Fuel through the other conduit 37 enters the chamber 48, where the fuel pressure on the diaphragm 49 springs against the force generated by the air pressure in the chamber 50 acting on the opposite side of the diaphragm 49. Replenish the force exerted by 47. When the sum of the forces on the fuel side of the diaphragm is greater than the forces on the air side, the inlet 51 will open to allow fuel to flow from the chamber 48 through the return tube 36 to the fuel cell 15. Any tendency to increase the pressure of the chamber 48 on the fuel side relative to the pressure of the chamber 50 on the air side moves the diaphragm 49 to increase the flow path at the inlet 51 so that the chamber on the fuel side ( 48) Prevents an increase in fuel pressure.

Without spring 47 the pressure on both sides of the diaphragm would be considered to be nearly equal.

By applying a spring load an almost constant differential pressure can be maintained. In this case the fuel pressure is adjusted to be lower than the air pressure, which determines the basic relationship of the fuel supply pressure to the air supply pressure for the fuel metering device 10. This pressure relationship will be reflected between the fuel supply pipe 12 and the air supply pipe 37 if there is no pressure drop through the pressure regulator 16.

The function of the controlled fuel pressure regulator 16 is to allow the differential pressure to exist between the port 40 and the pipe 37 to adjust the relationship between the air pressure and the fuel pressure in the fuel metering device 30. will be. This differential pressure is reflected as an increase in fuel pressure upstream of the port 40 relative to the air supply pressure if there is a constant differential pressure relationship between the tubes 37, 35. If a sufficiently high differential pressure is generated through the controlled fuel pressure regulator 16, the fuel pressure in the fuel supply pipe 12 is considered to be higher than the air pressure in the air supply pipe 31 and the air passage 13.

Controlled fuel regulator 16 may be configured to operate in a variety of ways. Conveniently the device is electronically controlled. In the example shown, fuel from the fuel pump 14 passes through a check 39 and a restriction 39 for conveniently restricting the flow, but this is essential for the operation of the flue pressure regulator 16. no. The furnace passes through the port 40 by the passage member 41, which is controlled to change the area of the flow path passing through the port 40. Such a change results in a corresponding change in the differential pressure between the port 40 and the pipe 37.

Although the magnitude of this change may affect the flow pressure characteristics of the fuel pump 14 to some extent, the characteristics of the pump are conveniently not so much influencing the control characteristics of the fuel pressure regulator 16 as in the particular form shown. It may not be.

This is due to the fact that the change in the area of the flow path through the port 40 will be caused by the balance of forces in the passage member 41. This equilibrium is an equilibrium between the hydraulic pressure in the port 40 acting on the discharge area of the port orthogonal to the passage member and the electromagnetic force generated by the coil 42 orthogonal to the passage member 41 around the pit 45. . This pivot is not essential for such operation since electromagnetic forces may act directly on the valve element associated with the port 40.

Conveniently, electromagnetic forces are generated by the permanent magnet 44 which interacts with the current in the coil 42 via the sustained path 43. As a result, a force is generated which is proportional to the current in the coil, which in turn causes a proportional pressure drop between the port 40 and the tube 37. As such, the input of current to the coil 2 causes a corresponding pressure drop in proportion to the current and is almost independent of the characteristics of the fuel pump 14.

There may also be optional methods for controlling the differential pressure between the air passage 13 and the fuel supply tube 12 in communication with the air supply tube 31.

Additional information regarding the detailed configuration of suitable devices for performing the functions of the semi-static pressure regulator 34 and the controlled fuel pressure regulator 16 may be found in International Patent Application No. PCT / AU 85/00176 and its corresponding application. The contents of US patent application no. 849,501 and the description of these applications are incorporated herein by reference.

The metering of fuel under the above-described relationship between the fuel pressure in the fuel passages 8 and 9 and the air supply pressure obtainable in the air passage 13 is performed as follows. When energizing the coil 26 of the electromagnetic valve actuator 25, the armature 27 moves downward to cause the valve element 22 to open the feed port 20. In this step, air flows from the air passage 13 through the transfer port 20, and at the same time, fuel flows from the fuel passages 8 and 9 into the transfer port 20 and passes through the transfer port 20. Included immediately in the genus. Therefore, fuel and air continue to flow from the delivery port 20 as long as energy is applied to the electromagnetic valve actuator 25.

If no energy is applied to the coil 26, the valve element 22 immediately returns to the closed position by the spring load, contacts the seat of the feed port 20, and stops supply of air and fuel from the feed port 20. Let's do it.

The operation of the electromagnetic valve actuator 25 is controlled by a suitable mechanism, which energizes the valve mechanism 25 in a timed fashion relative to the rotational cycle of the engine, which timing varies with the engine operating state. The period in which the valve actuator is energized causes fuel to be transferred from the delivery port 20 sufficiently to meet the demands of the engine at the time.

Control of the amount of fuel supplied varies the time the energy is applied to the valve actuator, or the number of cycles of energy on the valve actuator for each cycle of the engine, although the time length of the cycle of energizing is constant. Will be done by changing In addition to controlling the period or number of times of the valve actuator, as described above, by controlling the fuel pressure against air pressure, the amount of fuel delivered to the engine can be changed. These controls may also be operated in combination with each other to regulate the amount of fuel delivered to the engine.

According to various known programs for detecting the engine operation state, a control process suitable for controlling the operation of the fuel pressure regulator 16 and the energization of the valve actuator 25 is established, and the amount of fuel transferred to the engine is controlled. To generate electrical signals suitable for actuating the electromagnetic valve actuator or the like.

Referring now to FIG. 2, therein is shown in more detail a metering device 10 comprising a body 60 and an electronic unit 65. The main body 50 has a fuel inlet 61 to which the fuel supply pipe 12 is connected and an air inlet 62 to which the air supply pipe 31 is connected.

The main body 60 has a step 63 and a central chamber 66 extending axially through such a stem. Such axial chamber 66 has a feed port 71 which communicates with the air inlet 62 at its upper end and cooperates with the valve element 72 at its lower end, as will be explained below. The valve element 72 is rigidly attached to an actuating rod 76 extending from the electromagnet unit 65 through the axial chamber 66.

The fuel inlet 61 communicates with two fuel passages 68 provided on the stem 63 on both sides of the chamber 66 in the axial direction. The fuel passage 68 extends to the port 69 provided on the sealing surface 67 of the delivery port 71. As shown in FIG. 3, the fuel passages 68 have restricting orifices 80 at each port 69. Compared to the fuel passage 68 and other fuel passages that follow from the fuel pressure regulator, the aperture of the orifice 80 is narrowed to determine the pressure of the pressure regulator and orifices coming from the orifices. The downstream end of each orifice 80 is opened into an annular cavity 81 formed in the sealing surface 67 of the conveying port 1. The sealing surface 67 is divided into two annular sealing surfaces 67a and 67b.

In the preferred embodiment, the flow path given to the gas flow from the central chamber 66, as shown in FIG. 3, is formed between each of the sealing surfaces 87a and 87b for the valve member 72 having its open position. It is formed in the minimum flow area by the annular restriction part. In addition to the ratio of the air supply pressure provided to the annular chamber 66 to the pressure downstream of the feed port 71, the ratio of the chambers also determines the air pressure in the annular cavity 81. The air pressure is regulated so that a pressure lower than the fuel pressure is generated in the cavity 81 at the time of opening the valve element 72, and the fuel flow rate through the feed port 71 at the opening of the valve element 72 is changed to the cavity ( Is determined by the difference between these inputs.

By accurately forming the restricting portions in the fuel passage and the air passage in contact with the transfer port 71, it is possible to improve the accuracy of the control of the differential pressure and thus the fuel feed rate. In addition, providing restricting portions between the sealing surfaces 67a and 67b and the valve member 72 caused by the limited range of motion of the valve element 72 is such that the pressure generated in the cavity 81 as the gas flow passes through the valve It is not significantly affected by the movement provided by the electromagnetic valve actuation mechanism connected to the member 72, i.e. by the change in the degree of opening of the valve, which may occur due to undesirable changes in the magnitude of the stroke. Has the advantage.

According to the above-described configuration, the downward movement of the actuating rod 76 displaces the valve element 72 with respect to the feed port 71, thus opening the valve to open the two sealing surfaces 70 of the valve element 72. It will be appreciated that it will be displaced from both of the sealing faces 67a and 67b of. Thus, when the port 71 is opened so that air passes through the sealing surface 67a and passes through another sealing surface 67a while forming a pressure in the cavity 81, such pressure is spaced apart from the valve 72. It depends on the ratio of the area of the shrinkage groove formed by the sealing surfaces 67a and 67b. The fuel enters the cavity and is included in the air, whereby it is transferred to the substrate as a mixture of air. The differential pressure between the air in the cavity 81 and the fuel entering the cavity through the orifice 80 determines the flow rate of the fuel hydraulically into the airflow and thus the fuel supply rate to the engine. Therefore, this change in the differential pressure is one factor controlling fuel demand. The restriction provided by the orifice 80 and the sealing surfaces 67a and 67b and the valve element 72 has a certain dimension and, as described above, the air in the chamber 66 in the axial direction and the fuel in the fuel passage 68. It provides an efficient way of metering the amount of fuel to the engine to meet the engine's fuel demands, with control of the differential pressure in the liver.

As described above, the preferred embodiment has two limitations formed by sealing surfaces 67a and 67b in spaced relation to the valve element 72. This has the advantage that the change in the degree of opening of the valve element does not significantly affect the pressure of the cavity 81 due to the fact that the pressure is related more to the ratio between each area of the restriction than to the size of each area of the restriction. The area of each contraction portion changes in direct proportion to the degree of opening of the valve element 72 so that the proportion of the areas remains nearly constant, resulting in a relatively constant pressure in the cavity 81.

Nevertheless, it has been found useful in some applications of the injection system to provide a directional flow nozzle beyond the port 71 in the downstream direction to make a more direct flow trajectory for atomizing fuel. As shown in FIG. 4, in the case of this variation it is convenient to provide a constant restrictive orifice 102 upstream of the supplementary feed port 71 to a constant restriction of the direct nozzle 105. The proportion of these constant loads primarily determines the pressure in the cavity 81 for a given air supply pressure in the annular chamber 66 of FIG. In this case, as described above on both sides of the cavity 91, the restrictions formed by the sealing surfaces 67a, 67b affect the pressure to a much smaller extent than in the previous case.

As described in the case where two or more fuel ports 69 are provided, the fuel spray type and thus the fuel distribution in the engine's combustion chamber can be varied by adjusting the fuel flow rate through each port. As shown in FIG. 2, this can be done by providing a contraction member 50 which selectively protrudes into it to restrict flow through the fuel passage 68 and is actuated by hydraulic or electric motor 51. The electric motor may be controlled by the processor depending on the engine load state for the required degree of flow restriction or complete flow stop. Although only two fuel ports are shown in FIGS. 1 and 2 and 3, it is preferred to provide at least three or more, and more may be provided if necessary. Separate passages, such as reference numeral 68, may be provided for each port or multiple ports may be supplied from a single fuel passage.

The electromagnetic petroleum unit 65 is embedded in the cylindrical wall 90 that forms part of the main body 60, which is a cap 91 held by the bent edge 93 of the cylindrical wall 90, and an O-shaped ring 92. It is sealed at the upper end by). Therefore, the electro-petroleum unit is in the shell, and air from the air inlet 62 through it and through the hole 89 will be provided as air for cooling the electro-magnet unit.

The armature 95 is rigidly attached to the upper end of the actuating rod 76. A disk spring 96 is attached to the center of the working rod 76, and the edge of the disk is fitted in the annular groove 97. Normally stress is applied to the spring dispensing 96 against the actuation rod 76 to maintain the valve in the closed position. An electric coil 99 is placed around the core 98 and wound to create a magnetic field that pulls the armature down when energy is applied. The downward movement of the armature translates the working rod 76 to open the fuel port 69 and the feed port 71. When the energy of the coil 99 dissipates, the spring 96 lifts up the working rod 76 to close the fuel port 69 and the transfer port 71. The degree of downward motion of the armature 95 is limited by the abutment of the annular solder 100 with the armature.

The core of the electromagnet unit has a central hole 101 which communicates with a central axial chamber 66. The air entering the air inlet 62 enters the central hole 101, passes through the electromagnet unit, goes to the chamber 66, and passes through the feed opening at the opening of the feed opening. Air flow through the electro- ware unit cools down to keep its temperature within acceptable limits.

Claims (38)

It has a fuel delivery port (71: fuel delivery port) and the valve element 72 that can be selectively opened, and when the valve is opened to communicate with the engine through the fuel delivery port 71, and when the valve is closed the fuel delivery port ( Of fuel for an engine, which is hermetically coupled at two positions 67a, 67b spaced apart in the flow direction through 71, and a cavity 81 is formed between the two sealing positions 67a, 67b. In a method of metering a supply, a fuel and a gas are independently supplied to the fuel feed port 71 under respective pressures, wherein one of the fuel and the gas is supplied to the cavity 81 and the other one of the two It is included in the gas by supplying fuel and gas supplied upstream from the sealing coupling parts 67a and 67b and opening the valve element 72 in a cyclical manner so that the fuel transfer port 71 communicates with the engine. to transfer the entrained fuel to the engine Adjusting the pressure difference between the fuel and the gas to control the inflow of the fuel hydraulic oil into the gas in the cavity 81 by adjusting the opening step of the valve element to be delivered and the pressure difference between the fuel and the gas in the cavity 81. Method for metering the supply of fuel to the engine, characterized in that. 2. The method of claim 1 wherein the differential pressure is adjusted according to engine load. 3. A method according to claim 1 or 2, characterized in that the period of communication between the fuel feed port and the engine is adjusted according to the engine load. Method according to one of the preceding claims, characterized in that fuel is supplied to the cavity (81). 5. The amount of fuel supplied to an engine according to claim 4, characterized in that the bridge is supplied to the cavity (81) at a plurality of positions (80: orifice positions) spaced along the entire length of the cavity (81). How to. 6. A method according to claim 5, characterized in that the number of said positions (80) where fuel is supplied during operation of the engine is varied to control the distribution of the transfer fuel to the engine. 6. The amount of fuel supplied to an engine according to claim 5, characterized in that the supply of fuel supplied to the cavity 81 at at least a portion of the position 80 is varied to control the distribution of the transfer fuel to the engine. How to weigh it. In the apparatus for measuring the amount of fuel supplied to the engine, the fuel supply means (12, 14, 15, 16: fuel supply pipe, fuel pump, fuel tank, fuel pressure regulator) for supplying fuel and gas to the same fuel transfer port 71, respectively And a gas supply means (30, 31, 34: air compressor, air supply pipe, pressure regulator), and a valve capable of selectively opening the fuel feed port 71 to allow the fuel feed port 71 to communicate with the engine when in use Valve element operation for cyclically operating the valve element 72 to open the fuel feed port 71 so as to transfer the element 72 and the fuel contained in the gas to the engine through the fuel feed port 71. Means 26, 27, 28: armature coils, armatures, springs) and differential pressure control to regulate the differential pressure between the fuel supply pressure and the gas supply pressure in the cavity 81 to control the inflow of fuel into the gas Means (16, 34: fuel pressure regulator, Force regulator), wherein the fuel feed port 71 and the valve element 72 are closed in two positions 67a and 76b spaced apart in the flow direction through the fuel feed port 71 when closed. A cavity 81 is formed between the sealing engagement positions 67a, 76b of the fuel cell, and one of the fuel supply means 12, 14, 15, 16 and the gas supply means 30, 31, 36 is formed in the cavity ( 81) and the other being configured to be in communication with the fuel transfer port (71) upstream of the two sealing engagement positions (67a, 76b). 9. Apparatus according to claim 8, characterized in that the fuel supply means (12, 14, 15, 16) are in communication with the cavity (81). 10. The method of claim 9, characterized in that the fuel supply means (12, 14, 15, 16) communicate with the cavity (81) through a plurality of orifices (80) spaced along the periphery of the cavity (81). Device for metering the supply of fuel to engines. 11. Apparatus according to claim 10, characterized in that means are provided for varying the number of orifices (80) which allow the fuel supply means and the cavity to communicate with each other. Device according to claim 10, characterized in that means (50, 51: chambers, inlets) for varying the flow rate of fuel through at least a portion of said orifices (80) are provided. 12. An apparatus as claimed in claim 11, wherein said means for varying the number of orifices in communication with said fuel supply means is capable of operating correspondingly in accordance with an engine operating condition. 14. A means according to any one of claims 8 to 13, wherein means (16, 34: fuel pressure regulator, pressure regulator) for regulating the differential pressure between the fuel supply pressure and the gas supply pressure in the cavity 81 is provided. A device for metering the amount of fuel supplied to an engine, characterized by being capable of operating in response to fuel demand. 14. The amount of fuel supplied to an engine according to any one of claims 8 to 13, characterized in that the means (16, 34) for regulating the differential pressure are configured to adjust the fuel pressure in accordance with the fuel demand of the engine. Metering device. 14. The fuel transfer port (71) according to any one of claims 8 to 13, wherein the fuel transfer port (71) has two annular sealing surfaces (67a, 67b) spaced in the direction of the open motion of the valve demand (72), The valve element 72 is configured to engage the sealing engagement surfaces when in the closed position, and the cavity 81 is in the fuel feed port 71 coaxial with the annular sealing engagement surfaces 67a and 67b. Apparatus for measuring the amount of fuel supplied to the engine, characterized in that the annular groove. 17. An engine according to claim 16, wherein the valve element (71) forms restricting parts on both sides of the cavity (81) together with the sealing engagement surfaces (67a, 67b) when in the open position. Device for metering the supply of fuel for 17. The method of claim 16, wherein the fuel feed port (71) is frustoconical or spherical in shape and provided with sealing engagement surfaces (67a, 67b) on its inner surface. Device. 17. The amount of fuel supplied to the engine according to claim 16, characterized in that an annular limiting portion (82) coaxial with such sealing engagement surfaces (67a, 67b) is provided upstream of said sealing engagement surfaces (67a, 67b). Device for weighing. 20. Apparatus as claimed in claim 19, characterized in that a limiting portion (105) is provided downstream of the sealing engagement surfaces (67a, 67b). In the method for transferring fuel to an engine, a step of supplying fuel and gas independently supplying fuel and gas under respective pressures to a fuel transfer port 71 that can selectively communicate with a combustion chamber of the engine, and the fuel transfer port ( The fuel feed port 71 is cyclical to the combustion chamber of the engine so that fuel and gas flow into the combustion chamber from the fuel chamber 71 to the combustion chamber side, wherein the fuel feed port 71 is cyclical; Of the fuel delivered to the engine per cycle and the opening stage of the fuel delivery port 71 which leads to controlling the position of inflow of fuel into the gas to regulate the distribution of fuel in the combustion chamber while it is in communication with the combustion chamber. And adjusting the differential pressure to control the differential pressure between the fuel supply pressure and the gas supply pressure according to the engine load to control the amount. To transfer fuel to an engine. 22. The fuel delivery system according to claim 21, wherein the fuel can be transferred to the fuel delivery port 71 at a plurality of spaced positions 80 (orifice positions), and the number of positions 80 at which the fuel is delivered depends on the desired fuel distribution type. A method of transferring fuel to an engine, characterized by a change. 22. A method according to claim 21, characterized in that the feed rate of fuel at at least a portion of the position (80) varies in accordance with a predetermined fuel distribution. 24. An engine according to any one of claims 21 to 23, characterized in that it is configured to control the amount of fuel transferred to the engine per cycle by controlling the period in which the fuel transfer port 71 and the combustion chamber communicate with each other. How to transport fuel. In the apparatus for transferring fuel to the engine, the fuel supply means (12, 14, 15, 16: fuel supply pipe, fuel pump, fuel container, configured to transfer fuel and gas to the fuel feed port 71 that can be selectively opened, respectively) Fuel pressure regulator) and gas supply means (30, 31, 34: air compressor, air supply pipe, pressure regulator), and the fuel feed port 71 is cyclically opened to allow fuel and gas to flow into the combustion chamber of the engine. Fuel inlet opening means for communicating with the combustion chamber, and inlet position control means and engine for controlling the position at which fuel flows into the gas at the time of opening of the fuel inlet 71 to adjust the fuel distribution form in the combustion chamber. In order to control the amount of fuel to be transported, it is possible to adjust the pressure difference between the fuel supply pressure and the gas supply pressure at the fuel feed port 71 according to the fuel demand of the engine (16, 34: fuel pressure regulator, pressure regulator). Device for feeding fuel to the engine characterized in that. 26. The fuel inlet according to claim 25, wherein the fuel supply means (12, 14, 15, 16) is configured to supply fuel to a plurality of positions (80: positions of orifices) entering the fuel feed port (71), and the inflow position control means An apparatus for transferring fuel to an engine, characterized in that the fuel inlet position (80) is changed in accordance with this predetermined fuel distribution form. 27. An apparatus according to claim 26, wherein means are provided for varying the rate of transfer of fuel at at least a portion of said fuel inlet location (80) in accordance with a desired fuel distribution. 28. An apparatus according to any one of claims 25 to 27, wherein means are provided for changing the engine with which the fuel transfer port (71) communicates with the combustion chamber per cycle of the engine. 24. An apparatus as claimed in any of claims 21 to 23, wherein the fuel delivery port directs a fuel-gas mixture directly to the engine's combustion chamber. 28. An apparatus according to any one of claims 25 to 27, wherein said fuel feed port (71) is configured to transfer said soft mix directly to a combustion chamber of an engine. In an internal combustion engine, the means for transferring fuel to the engine is a method of measuring the amount of fuel supplied to the engine according to claim 1 or the transfer of fuel to the engine according to any one of claims 21 to 23. An internal combustion engine, configured to operate according to the method. In an internal combustion engine for automobiles, the means for transferring fuel to the engine includes the method of measuring the fuel supply amount to the engine according to claim 1 or the fuel to the engine according to any one of claims 21 to 23. Automotive internal combustion engine, characterized in that configured to operate in accordance with the transfer method. In a marine engine, the means for transferring fuel to the engine is a method of measuring the amount of fuel supplied to the engine according to claim 1 or the transfer of fuel to the engine according to any one of claims 21 to 23. A marine internal combustion engine, characterized in that it is configured to operate according to a method. An internal combustion engine comprising a metering device for fuel supply to an engine according to any one of claims 8 to 13 or a device for transferring fuel to the engine according to any one of claims 25 to 27. An internal combustion engine for automobiles comprising a metering device for supplying fuel to an engine according to any one of claims 8 to 13 or a device for transferring fuel to the engine according to any one of claims 25 to 27. A marine internal combustion engine comprising a metering device for supplying fuel to an engine according to any one of claims 8 to 13 or a device for transferring fuel to the engine according to any one of claims 25 to 27. 3. A method according to claim 1 or 2, characterized in that the fuel feed port (71) transfers the soft mix directly to the engine's combustion stall. 4. Apparatus as claimed in any one of claims 8 to 3, characterized in that the fuel feed port (71) is configured to transfer the soft mix directly to the combustion chamber of the engine.

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