200530502 九、發明說明： 【發明所屬之技術領域】 本發明係關於一種供給燃料至引擎之燃料供給裝置及具 備其之車輛。 【先前技術】 作為供給燃料至引擎之燃料供給裝置，有將燃料噴射器 配設於吸氣通路之節氣閥之下游側及上游側者。又，作為 此種燃料喷射器之配置構造，有將下游側之燃料噴射器配 置於吸氣通路之外側，將上游側之燃料喷射器配置於較吸 氣通路之吸入口更上游側且大致平行於吸氣通路之軸線者 (例如參照專利文獻1)。 專利文獻1 :曰本專利特開平1〇-196494號公報 發明所欲解決之問題 下游側及上游側之燃料噴射器均於引擎之吸氣步驟中喷 射燃料。然而，開始吸氣步驟時，藉由吸氣閥打開可能於 吸氣通路内產生脈動波，該脈動波向著吸入口逆流動於吸 氣通路内。脈動波係空氣之疏密波，藉此自燃料喷射器喷 射之燃料有時向著吸入口方向逆流動於吸氣通路内（以下 稱為「吹回」）。 若自燃料喷射器喷射之燃料以此方式吹回，則即使自燃 料噴射器喷射燃料，一部分燃料亦無法供給至引擎。因此， 特別是於引擎之高運轉/高負荷時，存有至引擎之燃料供給 Ϊ不足，引發引擎性能之下降之問題。 本發明係鑒於上述先前之問題點開發而成者，本發明之 97328.doc 200530502 目的在於提供一種即使於引擎之高運轉/高負荷時等亦可 供給充足之燃料的燃料供給裝置。 【發明内容】 本發明之燃料供給裝置具備吸氣通路，其含有導入空氣 之開口部’將自上述開口部導入之空氣供給至引擎；以及 噴射器’其配置於上述吸氣通路之外方，並喷射燃料於導 入至上述開π部之空氣；上述吸氣通路俦包含剝離層誘發 部者，該祕層誘發部將導人於上述開口部之空氣自通路 内面剝離之剝離層料至上述開口部《者自Λ述開口部誘 導至下游侧。 又，本發明之其他燃料供給裝置具備吸氣通路，其含有 導入空氣之鐘形嘴及連接於上述鐘形嘴之下游端之通路本 體，並將自上述鐘形嘴導入之空氣通過上述通路本體引導 至引擎；以及噴射器，其離開上述鐘形嘴而設於上述鐘形 凫之上私側，並Τ射燃料於導入於上述鐘形嘴之空氣丨且 上述叙开> 噶之下游端之流路方向的切線與上述通路本體之 與上述鐘形嘴之連接端之流路方向的切線不連續。 再者，本發明之其他燃料供給裝置具備吸氣通路，其含 有導入空氣之開口部，將自上述開口部導入之空氣供給至 引擎，以及噴射器，其配置於上述吸氣通路之外方，並噴 射燃料於導入於上述開口部之空氣；且上述吸氣通路係具 備燃料捕捉部者，該燃料捕捉部於上述開口部捕捉自較上 述開口部更下游側向著上述開口部逆流之燃料。 依據上述燃料供給裝置，自吸氣通路之下游側乘著脈動 97328.doc 200530502200530502 IX. Description of the invention: [Technical field to which the invention belongs] The present invention relates to a fuel supply device for supplying fuel to an engine and a vehicle having the same. [Prior Art] As a fuel supply device for supplying fuel to an engine, there are a fuel injector and a downstream side and an upstream side of a throttle valve of an intake passage. Further, as the arrangement structure of such a fuel injector, a fuel injector on the downstream side is arranged outside the intake path, and a fuel injector on the upstream side is arranged upstream and substantially parallel to the intake port of the intake path. On the axis of the intake path (for example, refer to Patent Document 1). Patent Document 1: Japanese Patent Application Laid-Open No. 10-196494. Problems to be Solved by the Invention The fuel injectors on the downstream and upstream sides inject fuel in the intake step of the engine. However, when the inhalation step is started, a pulsating wave may be generated in the inhalation path by opening the inhalation valve, and the pulsation wave flows backward in the inhalation path toward the suction port. The pulsating wave is a dense wave of air, whereby the fuel injected from the fuel injector may flow countercurrently in the intake path toward the suction port (hereinafter referred to as "blow-back"). If the fuel injected from the fuel injector is blown back in this way, even if the fuel is injected from the fuel injector, a part of the fuel cannot be supplied to the engine. Therefore, especially when the engine is running at high load, there is a shortage of fuel supply to the engine, which causes a problem that the performance of the engine is reduced. The present invention has been developed in view of the foregoing problems, and an object of the present invention is 97328.doc 200530502 to provide a fuel supply device that can supply a sufficient amount of fuel even under high engine operation / high load conditions. [Summary of the Invention] The fuel supply device of the present invention includes an air intake passage including an air introduction opening 'supplying air introduced from the opening to the engine; and an injector' disposed outside the air intake passage, And injecting fuel into the air introduced into the open π portion; the suction path 俦 includes a peeling layer induction portion, and the secretory layer induction portion peels the air layer leading to the opening portion from the inner surface of the passage to the opening; The part "is induced from the opening to the downstream side. Further, another fuel supply device of the present invention includes an air intake passage including a bell mouth for introducing air and a passage body connected to a downstream end of the bell mouth, and passing air introduced from the bell mouth through the passage body. Leading to the engine; and an injector, which leaves the bell-shaped mouth and is disposed on the private side of the bell-shaped ridge, and emits fuel to the air introduced into the bell-shaped mouth; The tangent in the direction of the flow path is not continuous with the tangent in the direction of the flow path of the connection body of the passage body and the connection end of the bell mouth. Furthermore, another fuel supply device of the present invention includes an air intake passage that includes an opening for introducing air, supplies air introduced from the opening to the engine, and an injector that is disposed outside the air intake passage, And injecting fuel into the air introduced into the opening; and the intake path is provided with a fuel capturing section that captures fuel that flows backward from the downstream side toward the opening from the opening. According to the above-mentioned fuel supply device, a pulsation rides from the downstream side of the intake path 97328.doc 200530502
之高運轉/高負荷時，亦 射器噴射之燃料飛散至吸氣通路之開 郎可供給至引擎。故而，即使於引擎 亦可供給充足量之燃料，可提高引擎 性能。 發明之效果 依據本發明，即使於引擎之高運轉/高負荷時等亦可供給 充足之燃料，提高引擎之性能。 【實施方式】 基於附圖說明本發明之實施形態。 圖1係表示本發明之實施形態之車輛之例的側面圖。本實 施形態之車輛係機車（包含摩托車、速克達等）1〇〇。同圖中'， 左側係車輛前方，右側係車輛後方。機車1〇〇包含取入空氣 之取入口 81、空氣淨化器10、引擎21及消音器料。再者， 本貫轭形悲之引擎21係水冷式四行程並排四汽缸引擎。取 入口 81與空氣淨化器1〇經由吸氣管82連接。空氣淨化器⑺ 與引擎21之燃燒室2C(於圖1中未圖示。參照圖2)經由吸氣通 路90連接。燃燒室2C與消音器84經由排氣通路83連接。於 空氣淨化器10之内部配置有上游側燃料喷射器14，於吸氣 通路90配置有下游側燃料噴射器13。 於機車100，自取入口 81吸入之空氣通過吸氣管82引導至 空氣淨化器10。其後，藉由空氣淨化器1〇淨化之空氣與自 燃料噴射器14噴射之燃料吸入至吸氣通路9〇。於吸氣通路 90中，自燃料噴射器13進一步噴射燃料。其後，吸氣通路 97328.doc 200530502 9〇内之空氣與燃料於引擎21之吸氣步驟中供給至燃燒室 2c 〇 供給至燃燒室2c之空氣與燃料於壓縮步驟中得以壓縮， 於燃燒步驟中燃燒之後，於排氣步驟中送出至排氣通路 8 3。送出至排氣通路8 3之排出氣體自消音器§ 4排放至外部。 於以下說明中’將自取入口 8 1通過空氣淨化器丨〇及吸氣 通路90供給至引擎21之燃燒室2c之空氣之氣流方向的上游 間早稱為上游，將該氣流方向之下游簡單稱為下游。 圖2及圖3係用以說明燃料供給裝置之圖。如圖2所示，於 引擎21之汽缸體丨之上側合面la搭載有汽缸蓋2。汽缸蓋埃 汽缸體1藉由未圖示之汽缸蓋螺絲締結。於汽缸蓋2之上側 合面2a裝接有缸頭蓋3。該引擎21相對於車體框安裝為前傾 狀態或起立狀態，引擎21之缸徑軸線b相對於垂直線乂成〇 至50度之角度。 於汽缸蓋2之下側合面2b形成凹部，該凹部形成燃燒室 之一部分。開口於燃燒室2e之吸氣閥開a2d、排氣闕開口 (未^示）分別藉由吸氣閥牦、排氣閥仆得以打開關閉。此等 吸氣閥4a、排氣閥4b分別藉由吸氣凸輪軸、排氣凸輪軸 5b得以開關驅動。 吸氣閥開口 2d形成於吸氣孔26之下游端，於吸氣孔〜之 上游端形成有外部連接口 2f。於外部連接巧經由筒狀之接 合構件6連接有筒狀之節氣閥體7。進而，於節氣閥體7之上 =端形成有連接G7b，於連接心連接有通風井8。藉由此 4通風井8、節氣閥體7、接合構件6以及吸氣孔挪成含有 97328.doc 200530502 直線狀之中心線A之吸氣通路9〇。再者，該中心線A相對於 紅徑軸線B成20至50度之角度。 、 接合構件6係耐熱橡膠製圓筒狀者，接合構件6之下端法 蘭部（未圖示）螺栓固定於汽缸蓋2之外部連接口訂的周邊。 於接合構件6之上端連接口 6a内插入有節氣閥體了之下游開 口部7a，接合構件6與節氣閥體7藉由固定帶讣得以固定。 尸節氣閥體7係圓筒狀者，於其長度方向略中央處配置有節 氣閥9。该節氣閥9具備閥軸9a，其於平行於凸輪軸之方向 (以下稱為凸輪軸方向）貫通節氣閥體7 ;以及閥板朴，其固 定於閥軸9a。雖省略圖示，閥轴％藉由連結體與相鄰之節 乳閥之閥軸連結。於該連結體裝接有節氣閥滑輪，該節氣 閥滑輪經由節氣閥電線連結於操向柄之節氣閥夹。 連接於各節氣閥體7之上游端之通風井8開口於空氣淨化 器1〇内。該空氣淨化器10包含延伸於車寬度方向（凸輪軸方 向）之箱狀空氣淨化器盒n。於空氣淨化器盒u之内部形成 有吸氣室，並配設有元件12。 空氣淨化器盒11係包含下側盒丨la與上側盒丨lb之上下兩 分割型者。形成於下側盒lla、上側盒Ub之分割面之周邊 的法蘭部11 e、11 f藉由螺栓得以固定。 下側盒1 la劃分為前側部分與後側部分，於前側部分形成 開口於下方之空氣入口 llc，後側部分含有膨出於下方之出 口部lid。且於該出口部lld之底面，裝接有四組以各汽缸 為單位之通風井8。再者，將空氣淨化器1〇配設於特定位置 時，各通風井8嵌合於上述各汽缸之節氣閥體7之連接口 ％。 97328.doc -11- 200530502 元件12係覆蓋下側盒lla之空氣入口 Uc之厚板狀者，藉 由兩法蘭部lie、Ilf得以夾持。上側盒Ub於橫剖面看大致 成圓弧狀。藉由上側盒lib具有此種圓弧形狀，於元件12之 二次側（較元件12更下游側）確保必要之容積。又，自空氣入 口 11c吸入之空氣之主流以其中心線％成圖2所示之圓弧狀 之方式改變流通方向，並引導至通風井8。 於較各節氣閥體7之節氣閥9更下游側，以各汽缸為單位 配設下游側燃料喷射器13，於上游側以各汽缸為單位配設 上游側燃料喷射器14。 於節氣閥體7之後壁，即夾著吸氣通路中心線a位於汽缸 軸線B之相反側之壁，形成有輪轂部乃。各燃料噴射器u 於插入於輪㈣7e之狀態下得以固定。再者，燃料喷射器 13之噴射噴嘴13c之尖端部位於節氣閥體了之内表面附近。 且自凸輪軸方向（再者’凸輪轴方向亦係曲柄轴方向）看，燃 料噴射n此錢㈣13a於錢孔2e之人口料與吸氣 通路軸線Α交又，又指向吸氣孔26之天壁。於各燃料嘴射器 13之上端設有燃料導入部Ub，各燃料導入部ub連接於自 燃料供給管17分歧之管道17a。該燃料供給管17延伸於凸輪 軸方向，係於各燃料噴射器13通用者。 ' 如各燃料噴射器14經由通用之支樓托架15支撐於空氣淨化 為10之上側盒11b之後壁Ug。支撐托架15形成為含有縱壁 15a與杈壁15b之橫剖面略L字形狀。縱壁Ha與橫壁之卢 右兩端部以略三角形狀之端壁…分別連接（參照圖3)。於 榡托架15與後壁llg之間，劃分有略三角柱狀之別室。於縱 97328.doc •12- 200530502 壁⑸、橫壁職端壁15c之周邊形成有法蘭部⑸，法蘭 部m以可裝卸之方式螺栓固定於後壁…。再者，於法蘭 部15f與後壁1 lg之間存在密封構件l5e。 〜干明單又可4丄j α 〇各幣、 料噴射器14於插入於輪轂部1 5d之妝能n：we 孕又I i 3d炙狀態下得以固定，噴射噴 嘴14c自輪轂部15d突出於下方。私々w + 、 卜万於各燃料喷射器14之上端 設有燃料導入部14b，：):铁料導入邱】4羊 心 Λ"、丁十V入邛14b插入於自一根通用之 燃料供給管丨6分歧之管道16a内且得以連接。 如圖3所示，燃料供給管16之兩端貫通上側盒⑽之後壁 Ug突崎方(圖3之紙面背面方向)，於燃料供給管Η之外 方突出部設有接合16b、16e，該接合㈣、⑹連接於燃料 :給側及燃料返回側之燃料管。如圖2所示，於各燃料喷射 裔14分別連接有供給電力用之配線…。雖省略圖示，四組 供給電力用配線l4e於捆束狀態下貫通後壁Ug，並導出至 外方。且於該導出端部設有連結用連接器。 X此方式，上述四個燃料噴射器14與燃料供給管16及供 給電力用配線14e-併安裝於支撐托架15,作為喷射器單元 得以-體化。且該喷射器單元配設於空氣淨化器_。另一 九’:料t、、、Ό官16之接合16b、16c與連接於配線⑷之端 緣之連接錢於^氣淨化器⑺之㈣卜並與外部電路連接。 如圖2所示，各燃料噴射器14配置於成圓弧狀之空氣主流 中線Μ之外側（與圓弧之中心側相反之側）。又，自曲柄 軸方向看，各燃料噴射器14之喷射軸線於節氣閥9之閥 軸9a邛刀，與吸氣通路卯之中心線a以及上述主流之尹心線 97328.doc 200530502 Μ交又。又，上述喷射軸線14a向著位於全開位置之閥板 9b(圖2中以兩點虛線圖示）之後面（圖2之右側面）。再者，支 撐托架15之縱壁15a亦作為使上述主流面向通風井8之導向 板發揮作用。 於本燃料供給裝置中，將上游側燃料喷射器丨4配置於成 圓孤狀之空氣主流之中心線Μ的外侧，故而可抑制該燃料 喷射Is 14吸引至吸氣通路90成為空氣流動之阻抗。因此， 可避免燃料喷射器14之空氣阻抗成為阻礙引擎輸出之提高 的主要原因。 又，自凸輪軸方向看時，主流之中心線Μ與燃料噴射器 14之Τ射軸線14a於較吸氣通路90之上游端開口（通風井8 之上端開口）更下游側，更加詳細的是於節氣閥9之閥軸％ 部分交又，故而可抑制燃料之吹回。 又，於本燃料供給裝置中，將燃料噴射器14、燃料供給 管16以及供給電力用配線14e安裝於支撐托架15，藉此作為 喷射器單元一體形成。且將該喷射器單元配置於空氣淨化 器10内，以可裝卸之方式螺拴固定於空氣淨化器盒丨丨。故 而，不拘於具備複數個燃料噴射器14，可簡化此等燃料喷 射器14或燃料供給管16等之安裝作業。又，噴射器單元整 體位於空氣淨化器盒丨丨内，特別是燃料噴射器14未突出= 外方，故而可避免燃料噴射器14與其他車載零件干擾並損 傷等之問題。 < 貝 又，於本燃料供給裝置中，使燃料供給管16之兩端部突 出於空氣淨化器盒11之外側，於該突出部設置接合161^、 97328.doc -14- 200530502 16c。又，將連接於供給電力用配線14e之端緣之連接器配 置於空氣淨化态盒1 1之外侧。故而，不拘於將噴射器單元 配置於空氣淨化器10内，可容易地進行燃料電路或電性電 路之連接及切離作業。 然而，上游側燃料喷射器14或空氣淨化器10之形狀等並 非僅限於上述者。如圖4所示，亦可實質性地將燃料噴射器 14配置於空氣淨化器盒11之外側。本例中，空氣淨化器1〇 之下側盒11a之前側部分（圖4之右側部分）較大地膨出於下 方，於該膨出部1U之侧壁形成有吸入口 Uc，。又，於上側 盒iib之後壁Ug，相當於上述支撐托架15之支撐托架部 二私出於工氣淨化器盒i i之内方之方式—體形成。於該支 撐托木邰15之輪轂部15d，上游側燃料噴射器14於插入狀態 下得以固定。At high operation / high load, the fuel sprayed by the injector to the intake path can be supplied to the engine. Therefore, sufficient fuel can be supplied even to the engine, which can improve engine performance. Effects of the Invention According to the present invention, sufficient fuel can be supplied even at high engine running / high load conditions, and the performance of the engine can be improved. [Embodiment] An embodiment of the present invention will be described based on the drawings. FIG. 1 is a side view showing an example of a vehicle according to an embodiment of the present invention. The vehicle in this embodiment is a locomotive (including motorcycles, Sukda, etc.) 100. As shown in the figure, the left side is the front of the vehicle and the right side is the rear of the vehicle. The locomotive 100 includes an air inlet 81 for taking in air, an air cleaner 10, an engine 21, and a muffler material. Furthermore, the yoke-shaped saddle engine 21 is a water-cooled four-stroke side-by-side four-cylinder engine. The inlet 81 is connected to the air cleaner 10 via an air suction pipe 82. The air cleaner ⑺ is connected to a combustion chamber 2C of the engine 21 (not shown in Fig. 1; see Fig. 2) via an intake passage 90. The combustion chamber 2C and the muffler 84 are connected via an exhaust passage 83. An upstream-side fuel injector 14 is disposed inside the air cleaner 10, and an intake passage 90 is provided with a downstream-side fuel injector 13. In the locomotive 100, the air sucked from the inlet 81 is guided to the air cleaner 10 through the suction pipe 82. Thereafter, the air purified by the air cleaner 10 and the fuel injected from the fuel injector 14 are sucked into the intake passage 90. In the intake passage 90, the fuel is further injected from the fuel injector 13. Thereafter, the air and fuel in the intake passage 97328.doc 200530502 90 are supplied to the combustion chamber 2c in the intake step of the engine 21, and the air and fuel supplied to the combustion chamber 2c are compressed in the compression step, and are then compressed in the combustion step. After the intermediate combustion, it is sent to the exhaust passage 83 in the exhaust step. The exhaust gas sent to the exhaust passage 83 is discharged from the muffler § 4 to the outside. In the following description, the upstream direction of the airflow direction of the air supplied from the self-intake inlet 81 to the combustion chamber 2c of the engine 21 through the air purifier and the intake passage 90 is called upstream, and the downstream of the airflow direction is simple Called downstream. 2 and 3 are diagrams for explaining a fuel supply device. As shown in FIG. 2, a cylinder head 2 is mounted on the upper joint surface la of the cylinder block 丨 of the engine 21. Cylinder head A cylinder block 1 is connected by a cylinder head screw (not shown). A cylinder head cover 3 is attached to the upper surface 2a of the cylinder head 2. The engine 21 is installed in a forward leaning state or a standing state with respect to the body frame, and a cylinder bore axis b of the engine 21 is angled from 0 to 50 degrees with respect to a vertical line. A recessed portion is formed in the lower joint surface 2b of the cylinder head 2, and the recessed portion forms a part of the combustion chamber. The suction valve opening a2d and the exhaust opening (not shown) opening in the combustion chamber 2e can be opened and closed by the suction valve 牦 and the exhaust valve, respectively. The suction valve 4a and the exhaust valve 4b are driven by the suction cam shaft and the exhaust cam shaft 5b, respectively. The suction valve opening 2d is formed at the downstream end of the suction hole 26, and an external connection port 2f is formed at the upstream end of the suction hole ~. To the outside, a cylindrical throttle body 7 is connected via a cylindrical coupling member 6. Further, a connection G7b is formed on the upper end of the throttle body 7 and a ventilation shaft 8 is connected to the connection core. As a result, the ventilation shaft 8, the throttle body 7, the joint member 6, and the suction hole are moved into a suction passage 90 containing a linear centerline A of 97328.doc 200530502. Furthermore, the centerline A makes an angle of 20 to 50 degrees with respect to the red-diameter axis B. The joining member 6 is a cylinder made of heat-resistant rubber, and the flange portion (not shown) of the lower end of the joining member 6 is bolted to the periphery of the external connection port of the cylinder head 2. A downstream opening 7a is inserted into the upper end connection port 6a of the joint member 6, and the joint member 6 and the throttle body 7 are fixed by a fixing band 讣. The corpse throttle body 7 is a cylindrical body, and a throttle valve 9 is arranged at a position slightly in the center in the longitudinal direction. The throttle valve 9 includes a valve shaft 9a that penetrates the throttle body 7 in a direction parallel to the cam shaft (hereinafter referred to as the cam shaft direction); and a valve plate that is fixed to the valve shaft 9a. Although not shown in the figure, the valve shaft% is connected to the valve shaft of an adjacent breast valve by a coupling body. A throttle valve pulley is attached to the connecting body, and the throttle valve pulley is connected to the throttle clip of the steering handle via a throttle wire. A ventilation shaft 8 connected to the upstream end of each throttle body 7 is opened in the air cleaner 10. The air cleaner 10 includes a box-shaped air cleaner box n extending in the vehicle width direction (camshaft direction). An air suction chamber is formed inside the air cleaner box u, and an element 12 is provided. The air purifier box 11 is composed of a lower side box 1a and an upper side box 1b. The flange portions 11e, 11f formed around the divided surfaces of the lower case 11a and the upper case Ub are fixed by bolts. The lower case 11a is divided into a front side portion and a rear side portion, and an air inlet llc opening to the lower side is formed in the front side portion, and the rear side portion includes an outlet portion lid that bulges downward. And on the bottom surface of the exit portion 11d, four groups of ventilation shafts 8 in units of cylinders are connected. When the air cleaner 10 is disposed at a specific position, each of the ventilation shafts 8 is fitted to the connection port of the throttle body 7 of each of the cylinders. 97328.doc -11- 200530502 The element 12 is a thick plate that covers the air inlet Uc of the lower box 11a, and is held by the two flange portions lie and Ilf. The upper case Ub is substantially arc-shaped when viewed in cross section. Since the upper box lib has such an arc shape, a necessary volume is secured on the secondary side of the element 12 (more downstream than the element 12). In addition, the main flow of the air sucked from the air inlet 11c changes its circulation direction so that its center line% becomes an arc shape as shown in FIG. 2 and is guided to the ventilation shaft 8. On the downstream side of the throttle valve 9 of each throttle body 7, a downstream-side fuel injector 13 is provided for each cylinder unit, and an upstream-side fuel injector 14 is provided for each cylinder unit on the upstream side. A hub portion is formed on the rear wall of the throttle body 7, that is, the wall located on the opposite side of the cylinder axis B with the center line a of the intake passage interposed therebetween. Each fuel injector u is fixed in a state where it is inserted into the wheel hub 7e. The tip of the injection nozzle 13c of the fuel injector 13 is located near the inner surface of the throttle body. And when viewed from the direction of the camshaft (also, the direction of the camshaft is also the direction of the crankshaft), the fuel injection n 13a in the money hole 2e intersects with the suction path axis A and points to the suction hole 26 wall. A fuel introduction part Ub is provided at the upper end of each fuel injector 13 and each fuel introduction part ub is connected to a pipe 17a branched from the fuel supply pipe 17. This fuel supply pipe 17 extends in the direction of the cam axis and is connected to each fuel injector 13 in common. 'For example, each fuel injector 14 is supported by a general-purpose branch bracket 15 on the rear wall Ug of the side box 11b on which the air is purified to 10. The support bracket 15 is formed into a substantially L-shaped cross section including a vertical wall 15a and a branch wall 15b. The vertical walls Ha and the right end portions of the horizontal walls are connected to each other by a slightly triangular end wall ... (see FIG. 3). Between the cymbal bracket 15 and the rear wall 11g, a slightly triangular columnar compartment is divided. A flange part 纵 is formed in the periphery of the niche 9715.doc • 12- 200530502 in the perimeter of the niche and the horizontal end wall 15c. The flange part m is bolted to the rear wall in a detachable manner ... Furthermore, a sealing member 15e is provided between the flange portion 15f and the rear wall 11g. ~ The dry order can also be 4 丄 j α 〇 Each coin, the material sprayer 14 is inserted into the hub part 15d for makeup performance n: we can be fixed in the state of I 3d, the spray nozzle 14c protrudes from the hub part 15d Below. Private w +, Bu Wan is equipped with a fuel introduction part 14b at the upper end of each fuel injector 14 :): iron material introduction Qiu] 4 Yangxin Λ ", Ding Shi V inlet 14b is inserted into a common fuel The supply pipe 6a is connected to the branched pipe 16a. As shown in FIG. 3, both ends of the fuel supply pipe 16 penetrate through the upper side of the upper case 突 and the wall Ug protrudes from the rear side (direction of the back of the paper surface in FIG. 3). Joints ㈣ and ⑹ are connected to the fuel: fuel pipe on the feed side and the fuel return side. As shown in FIG. 2, wirings for supplying electric power are connected to the fuel injection lines 14 respectively. Although not shown in the figure, four sets of power supply wirings 14e pass through the rear wall Ug in a bundled state and are led out. A connecting connector is provided at the lead-out end. In this way, the four fuel injectors 14 and the fuel supply pipe 16 and the power supply wiring 14e are installed on the support bracket 15 to be integrated as an injector unit. And the ejector unit is disposed in the air cleaner. Another nine ': the joints 16b, 16c of the material 16 and the eunuch 16 and the connection money connected to the edge of the wiring ⑷ are connected to the air purifier 并 and connected to an external circuit. As shown in FIG. 2, each of the fuel injectors 14 is disposed outside the arc-shaped main flow center line M (the side opposite to the center side of the arc). In addition, viewed from the crank axis direction, the injection axis of each fuel injector 14 is located on the valve shaft 9a of the throttle valve 9 and intersects with the center line a of the intake passage 卯 and the mainstream Yinxin line 97328.doc 200530502 . In addition, the above-mentioned injection axis 14a faces the rear surface (the right side surface in FIG. 2) of the valve plate 9b (illustrated by two dotted lines in FIG. 2) in the fully open position. Furthermore, the vertical wall 15a of the support bracket 15 also functions as a guide plate for making the above-mentioned mainstream face the ventilation shaft 8. In this fuel supply device, the upstream-side fuel injector 丨 4 is arranged outside the centerline M of the circularly-shaped air main flow, so that the fuel injection Is 14 can be suppressed from being attracted to the intake path 90 to become an impedance of air flow. . Therefore, it is possible to prevent the air resistance of the fuel injector 14 from being a factor that hinders the increase in engine output. In addition, when viewed from the cam axis direction, the centerline M of the main flow and the T-axis 14a of the fuel injector 14 are more downstream than the upstream end opening of the intake passage 90 (the upper end opening of the ventilation shaft 8). A part of the valve shaft% of the throttle valve 9 alternates, so that the blowback of the fuel can be suppressed. In the present fuel supply device, the fuel injector 14, the fuel supply pipe 16, and the power supply wiring 14e are attached to the support bracket 15 to be integrally formed as an injector unit. The ejector unit is arranged in the air cleaner 10, and is screwed and fixed to the air cleaner box 丨 丨 in a removable manner. Therefore, it is not limited to having a plurality of fuel injectors 14, so that the installation work of the fuel injectors 14 or the fuel supply pipe 16 can be simplified. In addition, the injector unit as a whole is located inside the air cleaner box, and in particular, the fuel injector 14 is not protruding = outside, so that the problem of interference and damage of the fuel injector 14 and other on-board parts can be avoided. < In the present fuel supply device, both ends of the fuel supply pipe 16 protrude from the outside of the air cleaner box 11, and 161 ^, 97328.doc -14-200530502 16c are provided on the protruding portions. Further, a connector connected to an end edge of the power supply wiring 14e is disposed on the outside of the air-purifying state box 11. Therefore, it is possible to easily connect and disconnect the fuel circuit or the electric circuit without arranging the injector unit in the air cleaner 10. However, the shape and the like of the upstream fuel injector 14 and the air cleaner 10 are not limited to those described above. As shown in FIG. 4, the fuel injector 14 may be substantially disposed outside the air cleaner case 11. In this example, the front side portion (right side portion in Fig. 4) of the lower side box 11a of the air purifier 10 is largely bulged downward, and a suction port Uc is formed on the side wall of the bulged portion 1U. In addition, the wall Ug behind the upper box iib corresponds to the support bracket portion of the above-mentioned support bracket 15 and is formed as a single body from the inside of the gas purifier box i i. At the hub portion 15d of the support bracket 15, the upstream fuel injector 14 is fixed in the inserted state.
匕处通風井8經由接合構件6’連接於節氣閥體7。通風 井8具有吸人側成略大徑之錐形狀，通風井8之尖端藉由鐘 形嘴（bell_th)形成。且該鐘形嘴形成剝離 層誘發部8a， 及制離層誘發部於外方將吸入口此(參照圖5)之周邊彎曲成 圓5瓜狀換5之，於吸入口 8b形成有剝離層誘發部8a，其 包含開口成放射狀之曲面。再者，成為剝離層誘發部8a之 曲面之氣流方向下游端以後之部分具有-樣之錐形狀。 該錐形狀之部分8c 接合構件6,、節氣閥體7、接合構件6 以及吸氣孔2e^錢通物之通路本體。 且剝離層誘發部8 a以 至節氣閥體7之空氣流 以下方式構成：使通過通風井8吸引 之剝離層a積極地形成於該通風井8 97328.doc •15- 200530502 之内表面。 再者，於上述圖2及圖3所示之例主要係表示上游側燃料 喷射器14及空氣淨化器1〇之形狀或配置等之一例者，上述 例中省略通風井8之剝離層誘發部8a之圖示及說明。 如圖5所示，將通風井8之吸入口朴之直徑設為〇時，剝離 層誘發部8a成為氣流方向之曲率半徑r為〇·33至〇 〇1 xD左右 之圓弧狀之曲面。此處將上述曲率半徑]^設為〇 33xD之情形 時，流量係數約為〇.99。然而，曲率半徑1>為〇33><1)之情形 時，不會因吸氣入口角度產生流動之縮流，但曲率半徑『不 滿0.33XD時，則流量係數惡化，並且產生邊界層之剝離。 此處上述數值〇·33成為形成剝離層a時上述曲率半徑[對於 上述f徑D之比率r/D之臨限值。再者，剝離層&之形狀或大 小可藉由變更曲率半徑r或直徑D調節。 進而 、，成為剥離層誘發部8a之曲面之氣流方向下游端合 切線並未沿著通風井8之錐形狀之部分k，相互對向之位^ ::8線之間交又。即’剝離層誘發部8a之下游端與錐形狀 離層誘雖物理性連接’但此等並未平滑連接’剝 切^ S。下游端之⑽與錐形狀部分8e之上游端之 切、、泉不一致。換言之，於通 8a至錐形井之内面，自剝離層誘發部 叫狀部分8c之it中，沿著氣 連續之部分。進-絲〜、 门之切線存在有不 著泣踗 7 之，於通風井8之内面，形成有沿 者机路方向彎曲之部分。 /现有/ 口 故而The dagger ventilation shaft 8 is connected to the throttle body 7 via a joint member 6 '. The ventilation shaft 8 has a cone shape with a slightly larger diameter on the suction side, and the tip of the ventilation shaft 8 is formed by a bell mouth (bell_th). In addition, the bell-shaped mouth forms a peeling layer induction portion 8a, and the ionospheric layer induction portion bends the periphery of the suction port (see FIG. 5) into a circle 5 in a melon shape for 5, and a peeling layer is formed in the suction port 8b. The induction portion 8a includes a curved surface opened radially. Further, the portion after the downstream end in the airflow direction of the curved surface of the peeling layer inducing portion 8a has a tapered shape. The cone-shaped portion 8c is the joint member 6, the throttle body 7, the joint member 6, and the passage body of the suction hole 2e. And the peeling layer induction part 8a is constituted by the air flow to the throttle body 7 in such a manner that the peeling layer a attracted by the ventilation shaft 8 is actively formed on the inner surface of the ventilation shaft 8 97328.doc • 15-200530502. It should be noted that the examples shown in the above FIG. 2 and FIG. 3 mainly show an example of the shape or arrangement of the upstream fuel injector 14 and the air cleaner 10, and the peeling layer induction portion of the ventilation shaft 8 is omitted in the above example. Illustration and description of 8a. As shown in Fig. 5, when the diameter of the suction port of the ventilation shaft 8 is set to 0, the peeling layer induction portion 8a becomes an arc-shaped curved surface having a radius of curvature r in the direction of airflow of about 0.33 to 0.001 xD. In the case where the above-mentioned curvature radius] ^ is set to 33xD, the flow coefficient is about 0.99. However, when the radius of curvature 1 is 〇33 > < 1), there will be no flow contraction due to the intake inlet angle. Peel off. Here, the above-mentioned value of 0.33 becomes a threshold value of the above-mentioned curvature radius [r / D with respect to the above-mentioned f-diameter D when forming the peeling layer a. Furthermore, the shape or size of the peeling layer & can be adjusted by changing the radius of curvature r or the diameter D. Furthermore, the tangent line at the downstream end of the airflow direction of the curved surface of the peeling layer inducing portion 8a does not intersect with each other at a position ^ :: 8 along the tapered portion k of the ventilation shaft 8. That is, the "downstream end of the peeling layer inducing portion 8a is physically connected to the cone-shaped delamination," but these are not smoothly connected. The cut at the downstream end does not coincide with the cut at the upstream end of the tapered portion 8e. In other words, from the passage 8a to the inner surface of the conical well, the part along the gas from the part of the peeling-layer-inducing part called the shape part 8c is continuous. There is no weeping 7 on the tangent of the door, and the inside of the ventilation shaft 8 is formed with a curved portion along the direction of the machine. / Existing / mouth
如圖5中以箭頭所示，流 度分佈為如下之分佈· k風井8之乳流之速 下之刀佈.曲面之氣流方向下游端之切線方向 97328.doc -16 - 200530502 的流速最快。該切線方向之氣流未能形成沿著通風井8之内 面之氣流，而自該内面剝離，自該氣流於通風井8之内表面 側形成空氣停滯之空間。該空間成為沿著通風井8之内表面 (即於吸氣通路90之開口部附近成環狀）形成之剝離層&，自 與切線方向之氣流之流速差異產生負壓。 考慮形成該剝離層a之狀態下，於吸氣通路9〇内產生脈動 波之情形。脈動波係開始吸氣步驟時，藉由打開吸氣間4a 自吸氣閥開口 2d產生之空氣之疏密波，向著吸入口訃之方 向逆流動於吸氣通路90。 且自下游側燃料噴射器13或上游侧燃料噴射器14噴射之 燃料流入於吸氣通路90内時，該燃料藉由脈動波向著吸入 口 8b方向吹回。吹回之燃料到達通風井8之吸入口扑時，將 自吸入口 8b飛散於空氣淨化器1〇内。 然而，如上所述，於形成於吸入口訃之附近之剝離層a產 生有負壓，故而傳送通過吸氣通路90之通路内面附近並吹 回之燃料粒子如圖7所示，藉由剝離層a得以捕捉卷成旋 渦。且藉由剝離層a捕捉較多量之燃料粒子時，卷成旋渴之 燃料粒子結合成為滴狀’傳過吸氣通路9 〇之通路内面並供 給至汽缸蓋2之燃燒室2c。 因此，燃料不會自吸入口 8b之周邊部分吹回至空氣淨化 器10内。另一方面，於吸入口 8b之中央部分，燃料將向著 空氣淨化器10内飛散（參照圖7)。 以此方式，於吸入口 8b之中央部分燃料將吹回，但吸入 口 8b為開放端，故而於吸入口 8b脈動波之傳播方向反轉， 97328.doc 17 200530502 脈動波再次向著燃燒室2c行進於吸氣通路9〇内。同時，進 行吸氣步驟中通常之吸氣，空氣及燃料靠著脈動波供給至 燃燒室2c。藉此，可實現利用脈動波之充填效率之提高， 可實現引擎性能之進一步提高。 且自產生脈動波至如上述般進行吸氣為止之時間微小， 故而將自吸入口 8b之中央部分向著空氣淨化器1〇内吹回之 燃料於飛散至吸入口 8b之外方前再次自吸入口肋吸入。 又，燃料不會自吸入口 8b之周邊部分吹回至空氣淨化器籲 10内，故而結果是，吹回通過吸氣通路9〇内之所有燃料再 次向者燃燒室2c。換言之，吹回之燃料不會飛散於空氣淨 化器10内，而供給至燃燒室2C。 再者，於本實施形態中，形成空氣停滞之剝離層a，故而 通風井8或節氣閥體7之實質性内徑相比未形成剝離層&之 情形較小。故而，較好的是考慮形成剝離層a之情形，將通 風井8或節氣閥體7之物理性内徑D設為比通常大。具體的 是，形成剝離層a時之實質性内徑為可確保引擎之期望輸出隹 所必要之吸氣量之程度即可。 又，亦可預先考慮因剝離層a之形成造成實質性内徑之狹 乍，思量通風井8或節氣閥體7之形狀。即，關於形成剝離 €之。卩刀之一部分或全部’將其物理性内徑設為比其他部 刀大亦較好。藉由該處理，即使通風井8等之實質内徑因剝 離層a、交小，亦可緩和供給至燃燒室2c之吸氣量之減少。 上述燃料噴射器14以向著較吸氣通路90之剝離層a更内 側嘴射燃料之方式配置。換言之，燃料喷射器1 4向著通風 97328.doc -18- 200530502 井8之剝離層a之内側噴射燃料。於圖仲，符號…係表示 燃料喷射器14噴射燃料之方向之中心的喷射軸線。以該噴 射軸線14a與特定之嘴射角規定之嘴射區域（圖钟以虛線 表不）位於較剝離層a更内側，該剝離層a形成於吸氣通路 9〇。藉此，自燃料喷射器14嘴射之燃料不會向著通風井8之 吸^ 口 8b之外方吹散’ χ，不會藉由剝離層&得以捕捉而 與氣流一併流向吸氣通路90。 如以上說明，依據本實施形態，積極地形成剝離層a，自 該剝離層a向著吸氣通路9〇之中心側噴射燃料，因此可藉由 上述剝離層a阻止吹回之燃料飛散至外方，可抑制燃料之吹 回。 再者，於上述實施形態中，剝離層&僅形成於通風井8之 =側H剝離層a亦可自通風井8延伸至接合構件61或節 氧閥體7之内側。即’剝離層少可形成於吸氣通路％之 開口部之—部分’剝離層a之氣流方向長度並非特別限定 者。 再者，於圖4所示之例中，節氣閥體7於節氣閥9之上游側 具備隔m緩衝’。於該緩衝閥19中’增$吸氣通路 面積之活塞閥19a施力於關閉側。又，活塞閥19a連接於隔 膜19b，且以將吸氣通路9〇之負壓導入至隔膜室i9c内之方 式構成。藉由具備此種緩衝閥19，於急劇打開節氣閥9之情 形時，活塞閥19a稍微延遲打開吸氣通路90，使空氣量之辦 加符合於燃料噴射量之增加，藉此引擎可順暢地旋轉里上升曰。 又，於圖4所示之例中，以實質性位於空氣淨化器盒Η之 97328.doc •19- 200530502 外側=方式配置燃料噴射器14’且使噴㈣嘴…部分突出 ;氣夢化器盈u内，故而可提高燃料喷射器μ之檢查維 修性。 一 圖8及圖9係用以說明其他燃料嘴射裝置之圖。此處，與 圖2及圖4相同之符號表示相同或相當部分。本燃料供給裝 置係將上游側燃料噴射器14配置於空氣淨化器盒u内且於 主流之中心線M之内侧（圓弧形狀之中心側）之例。 1 燃料噴射器14支撑於筒狀之支撑托㈣，·。該支撑托架 15貝通空乳淨化ϋ±11之左右側壁。該貫通部分藉由下側 盒11a及上側盒llb之法蘭部得以夾持，以大氣不侵入至空 氣淨化器内之方式密封。 各燃料噴射器14於插入於支撐托架15 ”之輪轂部15d之狀 態下得以固定，且噴射喷嘴14c突出於下方。又，於各燃料 噴射器14之上端連接有通用之燃料供給管16，燃料供給管 Μ之端部突出於空氣淨化器盒u之外方，該突出部連接於 燃料供給泵（未圖示）。以此方式，四個燃料喷射器14與燃料 供給管16及電力供給配線一併安裝於支撐托架15，，，得以一 體化，藉此構成噴射器單元。 產業上之可利用性 如上所述，本發明於引擎之燃料供給裝置及具備其之車 輛方面有用。 【圖式簡單說明】 圖1係本發明之實施形態之機車之側面圖。 圖2係本發明之實施形態之燃料供給裝置的剖面圖。 97328.doc -20- 200530502 圖3係圖2之ΙΙΐ-ΐπ線剖面圖。 圖4係本發明之其他實施形態之燃料供給裝置的剖面圖。 圖5係上述實施形態之通風井之剖面圖。 圖6係圖5之VI-VI線剖面圖。 圖7係表示燃料之舉動之說明圖。 圖8係本發明之其他實施形態之燃料供給裝置的剖面圖。 圖9係上述燃料供給裝置之平面圖。 【主要元件符號說明】 7 節氣閥體 8 通風井（燃料捕捉部） 8a 剝離層誘發部（鐘形嘴） 9 節氣閥 11 空氣淨化器倉 13 下游側燃料噴射琴 14 上游側燃料噴射器（噴肩 14a 喷射流之中心線 、 14c 喷射噴嘴 90 吸氣通路 a 剝離層 Μ 主流之中心線 97328.docAs shown by the arrow in Fig. 5, the fluidity distribution is as follows: The knives at the speed of the milk flow of the wind well 8. The airflow direction of the curved surface is the tangential direction of the downstream end 97328.doc -16-200530502. fast. The airflow in the tangential direction fails to form an airflow along the inner surface of the ventilation shaft 8, but is peeled off from the inner surface, and a space for air stagnation is formed from the airflow on the inner surface side of the ventilation shaft 8. This space becomes a peeling layer & formed along the inner surface of the ventilation shaft 8 (i.e., in a ring shape near the opening of the suction passage 90), and a negative pressure is generated from the difference in the flow velocity of the airflow from the tangential direction. Consider a case where a pulsating wave is generated in the air intake path 90 while the peeling layer a is formed. When the pulsation wave starts the inhalation step, the dense wave of the air generated from the inhalation valve opening 2d by opening the inhalation chamber 4a flows in the inhalation path 90 in the direction of the suction port. When the fuel injected from the downstream fuel injector 13 or the upstream fuel injector 14 flows into the intake passage 90, the fuel is blown back toward the suction port 8b by a pulsation wave. When the blown-back fuel reaches the suction port of the ventilation shaft 8, it is scattered from the suction port 8b into the air cleaner 10. However, as described above, a negative pressure is generated in the peeling layer a formed near the suction port 讣. Therefore, the fuel particles transported through the inner surface of the path of the suction passage 90 and blown back are shown in FIG. a was able to capture and roll into a vortex. And when a larger amount of fuel particles are captured by the peeling layer a, the fuel particles rolled into a thirsty are combined into droplets and passed through the inner surface of the suction path 90 and supplied to the combustion chamber 2c of the cylinder head 2. Therefore, the fuel is not blown back into the air cleaner 10 from the peripheral portion of the suction port 8b. On the other hand, in the center portion of the suction port 8b, the fuel is scattered toward the air cleaner 10 (see Fig. 7). In this way, the fuel in the central part of the suction port 8b will blow back, but the suction port 8b is open, so the propagation direction of the pulsating wave at the suction port 8b is reversed, and the pulsating wave travels toward the combustion chamber 2c again. 97328.doc 17 200530502 Within the suction path 90. At the same time, the usual inhalation in the inhalation step is performed, and air and fuel are supplied to the combustion chamber 2c by pulse waves. Thereby, the filling efficiency using pulsation waves can be improved, and the performance of the engine can be further improved. In addition, the time from the generation of the pulsating wave to the inhalation as described above is small, so the fuel blown back from the central part of the suction port 8b toward the air purifier 10 is scattered again before it is scattered outside the suction port 8b Oral ribs inhalation. In addition, the fuel is not blown back into the air cleaner 10 from the peripheral portion of the suction port 8b, so as a result, all the fuel blown back through the suction passage 90 is again directed to the combustion chamber 2c. In other words, the blown-back fuel is not scattered in the air cleaner 10 and is supplied to the combustion chamber 2C. Furthermore, in this embodiment, a peeling layer a with stagnation of air is formed, so that the substantial inner diameter of the ventilation shaft 8 or the throttle body 7 is smaller than the case where the peeling layer & is not formed. Therefore, it is preferable to consider the case where the peeling layer a is formed, and to set the physical inner diameter D of the ventilation shaft 8 or the throttle body 7 larger than usual. Specifically, the substantial inner diameter at the time of forming the peeling layer a may be such a degree that the required air intake required for the desired output of the engine can be ensured. In addition, it is also possible to consider the shape of the ventilation shaft 8 or the throttle body 7 in advance due to the formation of the substantial inner diameter due to the formation of the peeling layer a. That is, about the formation of peeling. It is also preferable that one or all of the trowels have a physical inner diameter larger than that of the other trowels. By this treatment, even if the substantial inner diameter of the ventilation shaft 8 or the like is reduced due to the peeling layer a, the reduction in the intake air amount supplied to the combustion chamber 2c can be alleviated. The fuel injector 14 is disposed so as to inject fuel toward the inside of the release layer a of the intake passage 90. In other words, the fuel injector 14 injects fuel toward the inside of the peeling layer a of the ventilating 97328.doc -18-200530502 well 8. In the figure, the symbols... Indicate the injection axis of the center of the direction in which the fuel injector 14 injects fuel. A nozzle firing area (shown by a dotted line in the figure) indicated by the spray axis 14a and a specific nozzle firing angle is located more inside than the peeling layer a, which is formed in the air intake path 90. As a result, the fuel emitted from the nozzle of the fuel injector 14 will not be blown out of the suction port 8b of the ventilation shaft 8 'χ, and will not be captured by the release layer & and flow into the suction path together. 90. As described above, according to this embodiment, a peeling layer a is actively formed, and fuel is injected from the peeling layer a toward the center side of the air intake path 90. Therefore, the blown-off fuel can be prevented from being scattered to the outside by the peeling layer a. , Can suppress the blowback of fuel. Furthermore, in the above-mentioned embodiment, the peeling layer & formed only on the side H of the ventilation shaft 8 may also extend from the ventilation shaft 8 to the inside of the joint member 61 or the oxygen-saving valve body 7. That is, the 'partially peeled layer can be formed in the opening portion of the suction path%-part' The airflow direction length of the peeled layer a is not particularly limited. Further, in the example shown in FIG. 4, the throttle body 7 is provided with m-buffering 'on the upstream side of the throttle valve 9. In the buffer valve 19, a piston valve 19a which increases the area of the suction passage is urged to the closed side. The piston valve 19a is connected to the diaphragm 19b, and is configured to introduce the negative pressure of the intake passage 90 into the diaphragm chamber i9c. By providing such a damper valve 19, when the throttle valve 9 is suddenly opened, the piston valve 19a is slightly delayed from opening the intake passage 90, so that the amount of air is increased in accordance with the increase in the amount of fuel injection, thereby the engine can be smoothly operated. Rises in the spin. Also, in the example shown in FIG. 4, the fuel injector 14 'is substantially located on the outside of the air purifier box 28 97328.doc • 19- 200530502, and the nozzle is partially protruding; the gas dreamer In this case, the inspection and maintainability of the fuel injector μ can be improved. Figures 8 and 9 are diagrams illustrating other fuel nozzle firing devices. Here, the same symbols as in Figs. 2 and 4 denote the same or corresponding portions. This fuel supply device is an example in which the upstream-side fuel injector 14 is disposed inside the air cleaner box u and inside the center line M of the main flow (the center side of the arc shape). 1 The fuel injector 14 is supported by a cylindrical support bracket. The support bracket has 15 bayonet empty milk purifying ϋ ± 11 left and right side walls. The through portion is held by the flange portions of the lower case 11a and the upper case 11b, and is sealed so that the atmosphere does not enter the air purifier. Each fuel injector 14 is fixed while being inserted into the hub portion 15d of the support bracket 15 ", and the injection nozzle 14c protrudes below. Furthermore, a universal fuel supply pipe 16 is connected to the upper end of each fuel injector 14, An end portion of the fuel supply pipe M protrudes outside the air cleaner box u, and the protrusion is connected to a fuel supply pump (not shown). In this manner, the four fuel injectors 14 and the fuel supply pipe 16 and power supply The wiring is integrated with the support bracket 15 and integrated to form an injector unit. Industrial Applicability As described above, the present invention is useful for an engine fuel supply device and a vehicle provided with the same. Brief description of the drawings] Fig. 1 is a side view of a locomotive according to an embodiment of the present invention. Fig. 2 is a cross-sectional view of a fuel supply device according to an embodiment of the present invention. 97328.doc -20- 200530502 Fig. 3 is a II of Fig. 2- Sectional view taken along line π. Figure 4 is a sectional view of a fuel supply device according to another embodiment of the present invention. Figure 5 is a sectional view of a ventilation shaft of the above embodiment. Figure 6 is a sectional view taken along line VI-VI of Figure 5. Figure 7 Department table An explanatory diagram showing the behavior of fuel. Fig. 8 is a cross-sectional view of a fuel supply device according to another embodiment of the present invention. Fig. 9 is a plan view of the fuel supply device described above. [Description of main component symbols] 7 Throttle valve body 8 Ventilation shaft (fuel Capture section) 8a Peel-inducing section (bell mouth) 9 Throttle valve 11 Air purifier compartment 13 Downstream fuel injection piano 14 Upstream fuel injector (Shoulder 14a Centerline of jet stream, 14c Jet nozzle 90 Intake path a The centerline of the mainstream of the peeling layer M 97328.doc