TWI392797B - Engine, partition member, and production method of the partition member - Google Patents

Description

Engine, partition member, and method of manufacturing the same

The present invention relates to an engine and a partition member for an engine.

An engine is known in which a fuel injector configuration is adjacent to an intake valve opening and an auxiliary air supply port faces adjacent one of the fuel injectors. As a document revealing such a technique, Patent Document 1 below is known.

In the engine, the fuel injector is attached to a cylinder head via an adapter. In another aspect, the throttle body is provided in the middle of an intake pipe, and the two throttle valves are respectively mounted in the throttle body in an openable and closable manner. One end side of the bypass pipe opened between the two throttle valves is connected to the throttle valve, and the other end of the bypass pipe is open to a peripheral side formed at a tip end portion of the adapter It flows into the room. The auxiliary air introduced into the inflow chamber is blown toward the vicinity of the injection port of the fuel injector via a communication hole opened at the tip end portion of the adapter.

[Previous Technical Document]

[Patent Document]

[Patent Document 1] International Publication No. WO2005/098231A1

At the same time, from an environmental protection point of view, people have been looking for improved fuel atomization efficiency to reduce engine fuel consumption. In this regard, in the prior art, the details of the adapter and its surroundings that affect the efficiency of fuel atomization have not been eagerly considered.

The present invention has been completed based on the above circumstances, and is intended to provide an engine capable of improving fuel atomization efficiency.

As a method for achieving the above object, the engine of the present invention according to claim 1 is characterized in that a structure comprising a cylinder block for containing a piston in a reciprocating manner and a cylinder head is used. Forming a combustion chamber with the cylinder block, the cylinder head having at least a portion of a main passage for introducing intake air into the combustion chamber via an intake valve opening; a fuel injector mounted to the cylinder head And having an injection port for injecting fuel toward the intake valve opening; a chamber in which the injection port is located; a bypass passage having one end communicating with an intermediate portion of the main passage and the other end communicating with the chamber a partition member having: a cylindrical wall portion extending in an injection direction of one of the fuel injectors to radially partition the chamber while surrounding the injection port, and a cylindrical wall portion formed in the vicinity of the fuel injection port a communication hole; and first and second sealing portions for positioning a wall surface of the chamber and the partition member at a position behind and in front of the communication hole in the ejection direction One of the outer surfaces is sealed.

[The effect of the present invention]

Therefore, the engine of the present invention can improve fuel atomization efficiency.

Hereinafter, Embodiments 1, 2, and 3 of the present invention will be explained with reference to Figs. In Embodiments 1, 2 and 3, as an example of an engine of the present invention, an engine mounted on a motorcycle will be exemplified. The descriptions of "front", "back", "left" and "right" as used in the following description are based on the direction of a rider sitting on one of the seats of a motorcycle.

<Example 1>

1 shows an entire motorcycle 100 to which an engine 120 according to Embodiment 1 is applied. First, the entire structure of the motorcycle 100 will be explained, and the engine 120 of Embodiment 1 will be described in detail later.

1. The entire structure of the motorcycle

As shown in FIG. 1, the motorcycle 100 is equipped with a bottom bone type vehicle underframe (hereinafter simply referred to as "vehicle frame") 110. The undercarriage 110 is composed of a head tube 111, a spine portion 112, and a seat rail 113 which are disposed in this order from the front side (the right side in FIG. 1) toward the rear side (the left side in FIG. 1).

A steering shaft 103 is attached to the head pipe 11 in a rotatable manner. A handle 103a is coupled to the upper end of the steering shaft 103. The fork 102 is further coupled to the steering shaft 103 as soon as the front wheel 101 is rotatably supported. The front fork 102 has a fender 106 having a shape that covers a range from an upper portion of the front wheel 101 to a rear portion thereof.

The spine portion 112 is disposed on the axis of the motorcycle 100, that is, disposed on a center line extending in the front-rear direction. The front end side of the spine portion 112 is fastened to the head tube 111, and its rear side extends obliquely downward and rearward. An air cleaner 140, an intake pipe 141 and an engine 120 are fastened to the lower portion of the spine portion 112 in a suspended manner. Therefore, the engine 120 is positioned substantially at the center portion of the wheelbase of the motorcycle 100.

The seat rail 113 is also disposed on the axis of the motorcycle 100, that is, on the center line extending in the front-rear direction. The front end side of the seat rail 113 is connected to the rear end portion of the spine portion 112, and the rear end side thereof extends obliquely rearward and upward. A seat 114 is disposed above the seat rail 113. At the front end side of the seat rail 113, a downwardly extending rear arm bracket (not illustrated) is provided. A front end side of the wall 105 for rotatably supporting a rear wheel 104 is rotatably supported by the rear arm bracket. A suspension portion 118 is provided between the rear end side of the seat rail 113 and the rear end side of the rear arm 105 to absorb vibration transmitted from the rear arm 105 to the undercarriage 110.

The undercarriage 110 has a body cover 115 having a shape that completely covers the undercarriage 110 from above, and a front cover 115a having a shape that covers the right and left sides of the air cleaner 140 and the engine 120 from the front surface of the head pipe 111.

2. Engine structure

In Embodiment 1, a four-stroke single-cylinder engine is illustrated and explained for simplicity of explanation. However, the engine of the present invention is not limited to this structure. Further, the present invention is applicable to both an air-cooled type engine and a water-cooled type engine, and thus the following description will be made without limiting the cooling type to any one of them.

As shown in FIG. 1, the engine 120 has a cylinder block 122, a cylinder head 121 integrally fastened to the front side of the cylinder block 122, and a crankcase 123 integrally fastened to the rear side of the cylinder block 122.

As shown in Fig. 2, the cylinder block 122 has a cylinder bore 122a formed therein. The cylinder axis A, which is one of the center axes of the cylinder bore 122a, is set to be substantially horizontal in the front-rear direction. In the cylinder bore 122a, a piston 124 is slidably inserted.

The type of cooling of the engine 120 can be either an air-cooled type or a water-cooled type. In the case where the cooling type of the engine 120 is an air-cooled type, a plurality of fins (not illustrated) projecting outward from the outer peripheral surface of the cylinder block 122 are supplied to the cylinder block 122. On the other hand, in the case where the cooling type of the engine 120 is a water-cooling type, a water jacket (not illustrated) that is formed to surround the cylinder bore 122a and configured to cause cooling water to circulate therein is supplied to the cylinder block 122. The engine 120 is configured to be cooled by the fins or the water jacket to prevent excessive temperature rise.

The crankcase 123 (see Fig. 1) is mounted on a structurally known crankshaft (not illustrated) and a transmission (not illustrated). As shown in Figure 2, the piston 124 is coupled to the crankshaft by a link 125 (not illustrated). Reciprocal movement of the piston 124 in the cylinder bore 122a causes the crankshaft to move via rotation of the link 125. Then, the driving force is transmitted to the rear wheel 104 via the transmission or a chain (not shown) to rotate the rear wheel 104.

The cylinder head 121 is fastened to the front side of the cylinder block 122 in a state in which the combustion concave portion 121b formed at the side of the rear surface 121a closes the cylinder bore 122a. The combustion concave portion 121b, the cylinder bore 122a, and the piston 124 form a combustion chamber C.

The cylinder head 121 has an intake port 131 communicating with a combustion chamber C via an intake valve opening 128 and an exhaust port 129 communicating with the combustion chamber C via an exhaust valve opening 127. A cylinder head cover 121d is attached to the front surface of the cylinder head 121. In a space formed between the front surface of the cylinder head 121 and the cylinder head cover 121d, an exhaust rocker arm 134, an intake rocker arm 135, a cam 133a, and the like are disposed.

The intake port 131 is formed in a shape that is upwardly bent from the combustion concave portion 121b in the cylinder head 121, or is bent from the intake valve opening 128 in a direction substantially perpendicular to the cylinder axis A (substantially perpendicular direction) and extends upward. The shape to the top surface of the cylinder head 121.

The intake port 131 constitutes a portion of the main passage for introducing intake air to the combustion chamber C via the intake valve opening 128. The intake port 131 has an external connection opening 131a that opens at the upper surface of the cylinder head 121. A cylindrical throttle body 160, which forms part of the main passage together with the intake port 131, is connected to this external connection opening 131a.

In the throttle body 160, a first throttle valve 161 located at a side close to the intake port 131 and a second throttle valve 162 located at a side away from the intake port 131 are provided. One of the upstream end openings 180b of the bypass passage 180 mentioned below communicates with the inner wall surface of the intake port 131 between the first and second throttle valves 161 and 162.

The first and second throttle valves 161 and 162 are swingably supported by the respective rocker shafts 161a and 162a. Although will be described in detail later, the first and second throttle valves 161 and 162 change the opening degree by swinging the respective rocker shafts 161a and 162a in a swingable manner in accordance with the throttle operation of the rider. Therefore, the flow rate of the intake air flowing from the throttle body 160 to the intake port 131 and the auxiliary air to be introduced into the chamber 174 via the bypass passage 180 from the upstream end opening 180b are adjusted. Flow rate.

As shown in FIG. 1, the intake pipe 141 constituting the rest of the main passage is connected to the upper portion of the throttle body 160. The intake pipe 141 extends obliquely forward and upward along the lower surface of the spine portion 112 and is connected to the air cleaner 140.

As shown in FIG. 2, above the cylinder axis A of the cylinder head 121, there is an intake valve 132. The intake valve 132 has a valve head 132a for opening and closing the intake valve opening 128, and a valve stem 132b for guiding the valve head 132a for implementation in a direction perpendicular to the intake valve opening 128. Forward and reverse movement; and a valve spring 132d for urging the valve head 132a in a direction to close the intake valve opening 128. The valve stem 132b is inclined obliquely upward at a predetermined angle with respect to the cylinder axis A.

On the other hand, the exhaust port 129 extends obliquely downward from the exhaust valve opening 127 to the bottom surface of the cylinder head 121. The combustion gas in the combustion chamber C is introduced from the exhaust valve opening 127 to the bottom side of the cylinder head 121 via the exhaust port 129 and then via an exhaust pipe (not illustrated) and a muffler (for example) Unillustrated) discharged outward.

Below the cylinder axis A of the cylinder head 121, there is an exhaust valve 130. The exhaust valve 130 has a valve head 130a for opening and closing the exhaust valve opening 127, and a valve stem 130b for guiding the valve head 130a for implementation in a direction perpendicular to the exhaust valve opening 127. Forward and reverse movement; and a valve spring 130d for urging the valve head 130a in a direction to close the exhaust valve opening 127. The valve stem 130b is inclined downward obliquely at a predetermined angle with respect to the cylinder axis A.

In this embodiment, when the engine 120 is viewed from the side, the intake valve 132 and the exhaust valve 130 are disposed at a position substantially symmetrical with respect to the cylinder axis A which is an axis of symmetry. Between the valve spring 132d of the intake valve 132 and the valve spring 130d of the exhaust valve 130, a cam shaft 133 is provided rotatably, which is generally used for the intake and exhaust valves and has a cam 133a.

An intake rocker arm 135 is disposed between the camshaft 133 and the intake valve 132. The intake rocker arm 135 is rotatably supported to the cylinder head 121 by the intake rocker shaft 135a at its substantially central position. An exhaust rocker arm 134 is disposed between the camshaft 133 and the exhaust valve 130. The exhaust rocker arm 134 is rotatably supported to the cylinder head 121 by the intake rocker shaft 134a at its substantially central position.

One end portion of each of the intake rocker arm 135 and the exhaust rocker arm 134 is in contact with the cam 133a. The rotational movement of the camshaft 133 synchronized with the crankshaft causes the other end portions of the intake rocker arm 135 and the exhaust rocker arm 134 to push down the respective valve stems 130b and 132b at respective predetermined timings, thereby overcoming the urging force of the respective valve springs 130d and 132d. The valve heads 130a and 132a are moved. Therefore, the intake valve 132 and the exhaust valve 130 open and close the intake valve opening 128 and the exhaust valve opening 127 at a predetermined timing in synchronization with the reciprocating movement of the piston 124.

3. Detailed description of the fuel injector

As shown in an enlarged manner in FIGS. 3 and 4, an intake portion 137 having an opening at the outer surface of the cylinder head 121 is formed between the intake port 131 and the intake valve 132 in the cylinder head 121. One end and the other end open at the inner wall surface of the air inlet 131. The containing portion 137 is formed in a multi-stepped substantially tapered hole shape having an axis S1 as a central axis, and the other end side of the containing portion opening at the inner wall surface of the air inlet 131 is opposite to the opening One end side of the outer surface of the cylinder head 121 is tapered. The fuel injector 170 is attached to the containing portion 137 via an adapter 10 (a partitioning member which is a structural member of the present invention) formed separately from the cylinder head 121. The bobbin S1 coincides with the central axis of the adapter 10 in a state of being mounted in the containing portion 137.

The fuel injector 170 has a fuel injector body 172 having a built-in electromagnetic control valve, an injection port 171 formed at one end side of the fuel injector body 172, and a fuel supply hose connection portion 172a. It protrudes from the other end side of the fuel injector body 172. Fuel injector 170 is conventional in construction and thus will be simplified. As shown in FIG. 3, the injection port 171 is formed to become a central axis in a state in which the fuel injector is attached to the containing portion 137 via the adapter 10. The direction in which the forward movement along the axis S1 is one of the injection directions of the fuel injector 170.

The axis S1 is oriented in a direction through or near the center of the circular exhaust valve opening 128. More specifically, the axis S1 is set at an appropriate position and angle such that the fuel injected from the injection port 171 and the fuel-air mixture flowing through the intake port 131 cause the air to move, such as the rolling airflow in the combustion chamber C. Here, the direction in which the axis S1 advances toward the intake valve opening 128 is defined as an axis S1 forwardly forward (injection direction of the fuel injector 170) and the opposite direction is defined as an axis S1 direction rearward (with the fuel injector 170) The direction of the spray is opposite).

As shown in Figs. 6 and 7, the adapter 10 is a resin integrally molded member having a flange 19 and a cylindrical wall portion 11 formed in a multi-step cylindrical shape.

The flange 19 extends in a radially outward direction with respect to the axis S1 and is formed in an elongated flat plate shape that protrudes only in a specific radially outward direction. In the convex elongated portion of the flange 19, a locking hole 19a penetrates parallel to the axis S1. In the flange 19, at a portion on the opposite side of the locking hole 19a along the axis S1, a positioning portion 19b recessed toward the front side from the rear side in the direction of the axis S1 is formed.

The cylindrical wall portion 11 includes: a cylindrical large diameter portion 12 adjacent to the flange 19; a cylindrical small diameter portion 14 which is smaller in diameter than the large diameter portion 12; and a multi-stepped tapered cylindrical intermediate portion Portion 13 is located between the large diameter portion 12 and the small diameter portion 14. The large diameter portion 12, the intermediate portion 13 and the small diameter portion 14 are formed coaxially.

On the large diameter portion 12, a first mounting groove 31a having a square cross-sectional shape recessed on the outer surface and extending circumferentially along the outer surface is formed. In the first mounting groove 31a, a seal ring 31b is assembled which is a fluorine-series adhesive O-ring which is excellent in heat resistance. The first mounting groove 31a and the seal ring 31b constitute a first sealing portion 31.

On the small diameter portion 14, a second mounting groove 32a is formed having a square cross-sectional shape recessed on the outer surface and extending circumferentially along the outer surface. In the second mounting groove 32a, a seal ring 32b is assembled which is a fluorine series rubber O-ring which is excellent in heat resistance. The second mounting groove 32a and the seal ring 32b constitute a second sealing portion 32. The material constituting the seal rings 31b and 32b is not limited to the fluorine-based adhesive, but a material having a material property (for example, heat resistance, gasoline resistance, and water resistance) to the extent that it is allowed to be mounted on an engine is preferably used.

The intermediate portion 13 reduces and joins the large diameter portion 12 and the small diameter portion 14 in the outer diameter and the inner diameter in a multi-stepped tapered manner.

As shown in FIG. 4, when the fuel injector body 172 is mounted in the cylindrical wall portion 11, the inner peripheral surface of the large diameter portion 12 and the inner peripheral surface of the intermediate portion 13 are assembled with the outer peripheral surface of the fuel injector body 172. . Further, the tip end of the fuel injector body 172 is in contact with the tip side stepped portion of the intermediate portion to position the fuel port 171 to the tip end side of the intermediate portion 13. At this time, a projection (not shown) formed on the fuel injector body 172 is fitted in the positioning portion 19b to position the fuel injector body 172 with respect to the adapter 10 around the axis S1.

Between the outer peripheral surface of the fuel injector body 172 and the inner peripheral surface of the large diameter portion 12, there is a seal ring 172b which is a fluorine series rubber O-ring which is excellent in heat resistance. The seal ring 172b is configured to seal a gap between the fuel injection body 172 and the cylindrical wall portion 11 to prevent air from leaking to the outside of the cylinder ring 172b. The material constituting the seal ring 172b is not limited to the fluorine-based adhesive, but a material having properties (for example, heat resistance, gasoline resistance, and water resistance) that allow mounting on an engine is preferably used.

As shown in FIGS. 4 to 7, at the tip end side of the intermediate portion 13, four communication holes 15 are formed. The communication holes 15 are arranged in a row in the circumferential direction of the cylindrical wall portion 10 at intervals of 90 degrees. The shape and size of each of the communication holes 15 are set to be the same. As best shown in Figures 7 and 9, each of the communication holes 15 is formed as an elongated hole elongated in the circumferential direction of the cylindrical wall portion 11, and more specifically, a rectangular hole elongated in the circumferential direction. . Between the adjacent communication holes 15, a column portion 16 is formed which is a portion for separating the communication holes 15.

As shown in FIG. 7, each of the communication holes 15 is positioned forward in the direction of the axis S1 of the cylindrical wall portion 11 with respect to the ejection opening 171 positioned at the tip end side of the intermediate portion 13. Among the opening edges of each of the communication holes 15 opened at the inner surface side of the cylindrical wall portion 11, an edge extending in a direction intersecting the ejection direction of the fuel injector 170 and located at a side close to the ejection opening 171 The portion 15a is located on a plane P (shown only in Fig. 7) perpendicular to the direction of the axis S1 in a range other than the end corner R portion. Preferably, the distance between the plane P and the injection port 171 is set to be as short as possible to enhance fuel atomization.

As shown in FIGS. 7 and 9, in the portion in which the cylindrical wall portion 11 of each of the communication holes 15 is formed, the outer surface side is formed into a tapered shape in the direction of the axis S1 (more specifically, when the axis S1 When viewed from the side, the outer surface of the cylindrical wall portion 11 is tapered forward to about one-half of each of the communication ports 15, and then extends forward in the direction of the axis S1), and the inner surface side is oriented along the axis S1. form. Each of the communication holes 15 penetrates in a direction perpendicular to the direction of the axis S1. By forming the shape as mentioned above, the area of the opening plane 15p of the outer surface side of the cylindrical wall portion 11 in each of the communication holes 15 (the area surrounded by the virtual double-dot line in Fig. 9 is actually The area of the curved surface is smaller than the area 15q of the opening plane on the outer surface side (the area of the range surrounded by the dotted line in Fig. 9, actually the area of the curved surface). In other words, each of the communication holes 15 is formed in an aperture shape which is reduced in cross-sectional area from the outer surface side of the cylindrical wall portion 11 toward the inner surface side thereof.

Preferably, the resin forming the adapter 10 of the first embodiment is high in heat resistance, thermal insulation, gasoline resistance, water resistance and strength. Specifically, a phenol resin (generally upper temperature limit: about 180°) or a PPS (polyphenylene sulfide) resin (generally upper temperature limit: about 260°) is preferably used as the resin. This makes it difficult for the high temperature of the cylinder head 121 to be conducted to the fuel injector 170 while ensuring that the adapter 10 secures the fuel injector 170.

As shown in Fig. 8, the adapter 10 formed of a resin can be integrally molded by performing injection molding or transfer molding using two split molds 91a and 91b and a slide core 92.

Specifically, the split molds 91a and 91b have a fitting surface extending along a section cut along the line VIII-VIII (shown in FIG. 6) and including the axis S1 of the cylindrical wall portion 11, and are configured to form the adapter 10. The outer surface and four communication holes 15. The slide core 92 is slidable in the direction of the axis S1 of the cylindrical wall portion 11 and is configured to form an inner surface of the cylindrical wall portion 11.

As shown in Fig. 6, in each of the communication holes 15 which is in the shape of a sector as seen from the direction of the axis S1, the angle formed by the two linear sides of the sector form is set to 90 degrees. One of the two sides is parallel to the VIII-VIII cross section and the other is perpendicular to the VIII-VIII cross section. Therefore, according to the split molds 91a and 91b having the fitting faces extending along the VIII-VIII section, the molded adapters 10 can be removed from the split molds 91a and 91b without causing any damage to each of the molded communication holes 15.

The slide core 92 is formed to have a shape capable of simultaneously forming the lock hole 19a and the positioning portion 19b. Further, in Figure 6, the flange 19 itself is asymmetrical with respect to the VIII-VIII cross section. Therefore, when the VIII-VIII section is used as a fitting surface, it is impossible to remove the portion of the mold adjacent to the locking hole 19a from the mold. In order to solve this problem, by fitting a portion of the split mold 91a corresponding to the vicinity of the locking hole 19a of the flange 19 toward the split mold 91b to partially deform the fitting faces of the split molds 91a and 91b, the mold can be self-modulated. The vicinity of the locking hole 19a of the flange 19 is removed.

As shown in FIG. 4, when the cylindrical wall portion 11 of the adapter 10 is inserted into the containing portion 137 and the fuel injector 170 is held by the adapter, the flange 19 is in contact with the outer surface of the cylinder head 121. Then, a bolt (not illustrated) is inserted into a mounting hole (not illustrated) formed in the fuel injection body 172 and the locking hole 19a and internally threaded (not illustrated) formed in the outer surface of the cylinder head 121 Engage. Therefore, the fuel injector 170 is fastened to the containing portion 137 via the adapter 10.

The large diameter portion 12 is positioned at the outer surface side of the cylinder head 121 and the adapter 10 is positioned in the containing portion 137. The outer peripheral surface of the large diameter portion 12 is fixedly fitted to the wall surface of the containing portion 137 outside the cylinder head 121 in an assembled manner. At this time, the first sealing portion 31 is sealed between the outer peripheral surface of the large diameter portion 12 and the wall surface of the containing portion 137.

In a state in which the adapter 10 is disposed in the containing portion 137, the small direct portion 14 is positioned near the side of the intake valve opening 128 and in the direction of the axis S1 of the injection port 171 (injection along the fuel injector 170) Direction) protrudes forward. The outer peripheral surface of the small diameter portion 14 is fixedly fitted to the wall surface of the containing portion 137 of the air inlet 131 in an assembled manner. At this time, the second seal portion 32 is sealed between the outer peripheral surface of the small diameter portion 14 and the wall surface of the containing portion 137.

Therefore, the outer surface of the cylindrical wall portion 11 and the wall surface of the containing portion 137 form a first chamber 174a. The first chamber 174a is an annular space centered on the axis S1. Further, at the inner surface side of the cylindrical portion 11, a second chamber 174b is formed. The second chamber 174b extends forward in the direction of the axis S1 and communicates with the intake port 131 while being surrounded by the inner peripheral surface of the small-diameter portion 14 and the wall surface of the containing portion 137. The first chamber 174a and the second chamber 174b are in communication by the communication hole 15. The first chamber 174a and the second chamber 174b form a chamber 174.

One of the downstream side openings 180b of the bypass passage 180, which is branched from the throttle body 160, communicates with the first chamber 174a of the chamber 174. The bypass passage 180 communicates with the upstream side opening 180a via, for example, a connecting pipe 180c and a hose 180d (see FIG. 2).

As shown in FIG. 4, the opening of each of the communication holes 15 at the outer surface side of the cylindrical wall portion 11 is shifted rearward in the direction of the axis S1 with respect to the downstream side opening 180b of the bypass passage 180 in the chamber 174. This will achieve that the auxiliary air to be introduced into the second chamber 174b is in various directions centered on the axis S1 by bending the flow passage of the auxiliary air flowing from the first chamber 174a of the chamber 174 toward each of the communication holes 15 ( More uniform on 360°).

As shown in FIGS. 4 and 5, one of the column portions 16 for dividing the portion adjacent to the communication hole 15 is disposed in the projection range E obtained by the following means (only shown in FIGS. 4 and 5). Inner: The opening surface of the downstream side opening 180b of the bypass passage 180 at the side of the chamber 174 is projected to the side of the cylindrical wall portion 11 along the center axis S2 of the bypass passage 180 (shown only in FIG. 5). This will achieve agitation by contacting the auxiliary air to be introduced into the first chamber 174a of the chamber 174 with one of the column portions 16.

From the viewpoint of achieving uniformization of the auxiliary air in each direction centered on the central axis S1, the central axis S2 located near the downstream side end opening 180b of the bypass passage 180 passes through the central axis S1 of the chamber 174 to be considered to be more preferable. However, in this case, the processing steps of the cylinder head 121 using the five-axis machine become complicated, so that it is difficult to achieve a reduction in manufacturing cost in some cases. For this reason, in Embodiment 1, the center axis S2 of the bypass passage 180 located in the vicinity of the downstream side opening 180b deviates from the center axis S1 of the chamber 174 to achieve simplification of the processing steps of the cylinder head 121 using the five-axis machine.

In the fuel injector 170 constructed as described above, fuel in a fuel tank (not illustrated) is introduced to the fuel injector body via a fuel supply hose (not illustrated) and a fuel supply hose connection portion 172a. 172. The electromagnetically operated valve installed in the fuel injector body 172 performs an opening and closing operation at a predetermined timing in synchronization with the opening and closing operations of the intake valve 132 to spray the fuel from the injection port 171 in the direction of the axis S1 (injection along the fuel injector 170) Direction) forward. Therefore, the fuel-air mixture of fuel and intake air is introduced into the combustion chamber C. This fuel injection timing is controlled by a controller such as an ECU (Engine Control Unit).

At this time, the first and second throttle valves 161 and 162 are controlled by the rider's throttle operation to swing around the respective rocker shafts 161a and 162a to control the flow from the throttle body 160 to the intake port 131. The flow rate of gas and the rate of flow of auxiliary air introduced into the first chamber 174a of chamber 174.

The second throttle valve 162 is coupled to a throttle operating cable (not illustrated) coupled to the throttle handle of the handle 103 shown in FIG. The first throttle valve 161 is coupled to a linked delay mechanism (not illustrated) for transmitting the operation of the throttle cable (not illustrated) in a delayed manner. Therefore, when the rider increases the amount of operation of the throttle handle, the opening degree of the second throttle valve 162 increases correspondingly to the amount of operation. On the other hand, the opening degree of the first throttle valve 161 is kept in a completely closed state until the throttle handle is operated for a predetermined operation amount. When it exceeds the predetermined operation amount, the opening degree is increased by the same ratio while being delayed with respect to the second throttle valve 162.

For example, as shown in FIG. 3, when the engine is in an idle state (idle state) or in a low load state (in a state in which the operation amount of the throttle handle is small), The throttle valve 161 is in a fully closed state. Therefore, the flow rate of the intake air flowing from the throttle body 160 constituting the main passage to the intake port 131 becomes zero. On the other hand, the second throttle valve 162 is not in a fully closed state, and thus the auxiliary air is introduced into the first chamber 174a of the chamber 174 from the upstream side opening 180a via the bypass passage 180. Then, this auxiliary air is introduced into the vicinity of the ejection port 171 in the second chamber 174b via each of the communication holes 15. Therefore, the atomization of the fuel to be injected from the injection port 171 is enhanced. The auxiliary air simultaneously cools the tip end side of the fuel injector body 171.

Next, when the engine becomes a high load state (in which the operation amount of the throttle handle is large), the first throttle valve 161 is no longer in a fully closed state and increases in opening degree, which in turn The flow rate of the intake air to flow from the throttle body 160 to the intake port 131 is increased. Therefore, the intake air to be introduced into the combustion chamber C increases, and thus the output of the engine 120 increases. In addition, the opening degree of the second throttle valve 162 is further increased, thereby causing more auxiliary air to be introduced into the second chamber 174b from the upstream side opening 180a via the bypass passage 180, the first chamber 174a, and each of the communication holes 15. Near the injection port 171. Therefore, the atomization of the fuel injected from the injection port 171 is further enhanced. The cooling effect of the auxiliary air on the tip end side of the fuel injector body 171 is maintained.

In a high load state, when the amount of operation of the throttle handle is further increased, the opening degree of the first throttle valve 161 corresponds to its further increase. Therefore, the flow rate of the intake air flowing from the throttle body 160 to the intake port 131 is further increased, thereby contributing to further increase in the output of the engine 120. In this case, although the opening degree of the second throttle valve 162 is further increased, the difference between the pressure in the intake port 131 and the pressure in the bypass passage 180 is also increased, thereby achieving introduction to the side. One of the peak rates of the flow rate of the auxiliary air in the road channel 180.

4. Description of the function and effect of the embodiment 1

The portion of the adapter 10 other than the flange 19 (i.e., in the direction of the axis S1 (in the direction in which the fuel injector 170 is ejected) extends forward while surrounding the injection port 171, along the radial partition chamber 174, and has a jet formation The cylindrical wall portion 11) of each of the communication holes 15 in the cylindrical wall portion 11 near the port 171 functions as a partition member constituting the engine 120 of the first embodiment.

In the engine 120 of Embodiment 1, the first and second sealing portions 31 and 32 are sealed to the wall of the containing portion 137 forming the chamber 174 at a position intervening in each of the communication holes 15 forward and backward in the direction of the axis S1. The surface is between the outer peripheral surface of the cylindrical wall portion 11. In other words, not only the first sealing portion 31 prevents air leakage from the first chamber 174a of the chamber 174 to the outside of the cylinder head 121, but also the second sealing portion 32 prevents direct from the first chamber 174a toward the air inlet 131 constituting the main passage. Air leaks. Therefore, in this engine 120, the auxiliary air introduced into the first chamber 174a via the bypass passage 180 may be blown into the vicinity of the injection port 171 in the second chamber 174b via each of the communication holes 15, thereby enhancing the mist of the fuel. Chemical.

Therefore, the engine 120 of Embodiment 1 can improve the atomization efficiency of the fuel.

Further, in this engine 120, the containing portion 137 having a wall surface 137a forming the chamber 174 is formed in the cylinder head 121 and the opening is opened at the outer surface of the cylinder head. The adapter 10 is a member formed separately from the cylinder head 121. The fuel injector 170 is mounted in the containing portion 137 via the adapter 10. Therefore, in this engine 120, a member for mounting the fuel injector 170 in the cylinder head 121 and a member for the compartment 174 can be constituted by a single member, thereby preventing an increase in the number of components.

Further, in the engine 120, the first and second sealing portions 31 and 32 are formed by the first and second mounting grooves 31a and 32a formed at both sides of each of the communication holes 15 in the direction of the axis S1 of the ejection opening 171. It is constituted by the seal rings 31b and 32b which are respectively fitted in the mounting grooves 31a and 32a. The adapter 10 is constructed such that the seal rings 31b and 32b can be mounted thereon to achieve a sealing structure only at the side of the fuel injector 170. Therefore, the assembly work of the fuel injector 171 and the engine 120 can be easily performed.

Further, in this engine 120, each of the communication holes 15 is formed in a circumferentially enlarged shape. For this reason, the auxiliary air to be introduced from each of the communication holes 15 toward the injection port 171 is concentrated near the injection port under the premise that the opening area is the same as that of a circular hole or an elongated hole elongated in the direction of the axis S1. 171 is possible. Therefore, in this engine 120, the auxiliary air can be efficiently introduced to the injection port 171, resulting in improved atomization efficiency. On the other hand, in the case of a circular hole, in order to satisfy the above-mentioned preconditions, it is necessary to arrange the holes in a zigzag configuration or to increase the aperture, thereby causing the effect of concentrating the auxiliary air close to the ejection port 171 to deteriorate. Further, with this configuration, it is difficult to shorten the size of the adapter 10 in the axial direction.

Further, in this engine 120, four communication holes 15 are arranged along the circumferential direction of the cylindrical wall portion 11. Therefore, the introduction of the auxiliary air can be performed without a single communication hole via a plurality of portions arranged in a dispersed state in the circumferential direction, thereby making it possible to perform atomization of the fuel more efficiently. In particular, in this embodiment, since the communication holes 15 are arranged in a row in the circumferential direction as compared with the zigzag configuration, shortening the adapter 10 in the axial direction can be easily performed.

Further, in this engine 120, among the opening edges of each of the communication holes 15 opening at the inner surface side of the cylindrical wall portion 11, it extends in the direction intersecting the ejection direction of the fuel injector 170 and is located close to each other. The edge portion 15a at the side of the ejection opening 171 is located on a plane P perpendicular to the direction of the axis S1 (the ejection direction of the fuel injector 170) in a range other than the end corner portion R. Therefore, in this engine 120, the auxiliary air to be introduced from the communication port 15 toward the injection port 171 can be more effectively concentrated in the vicinity of the ejection port 171. Therefore, the atomization efficiency can be further improved.

Further, in this engine 120, the area 15p of the opening of each of the communication holes 15 at the inner peripheral surface side of the cylindrical wall portion 11 is set smaller than the area of the opening of each of the communication holes 15 at the outer peripheral surface side. 15q. For this reason, each of the communication holes 15 can exert an orifice effect, thereby increasing the flow velocity of the auxiliary air to be introduced from the first chamber 174a to the second chamber 174b via each of the communication holes 15. Therefore, in this engine 120, the atomization efficiency is further improved.

Further, in this engine 120, a portion in which the cylindrical wall portion 11 of each of the communication holes 15 is formed is formed such that its outer surface side is tapered in the direction of the axis S1 (in the ejection direction of the fuel injector 170) and therein The surface side is formed in the direction of the axis S1 (in the ejection direction of the fuel injector 170). Each of the communication holes 15 penetrates in a direction perpendicular to the axis S1 (in the ejection direction of the fuel injector 170). Therefore, in this engine 120, each of the communication holes 15 can be easily formed in the above-described shape of the orifice to avoid an increase in manufacturing cost.

Further, in this engine 120, if it is assumed that each of the communication holes 15 is positioned rearward with respect to the ejection opening 171 in the direction of the axis S1 of the cylindrical wall portion 11 (the direction opposite to the ejection direction of the fuel injector 170), The auxiliary air introduced into the second chamber 174b through each of the communication holes 15 by the one chamber 174a has to bypass the tip end portion of the fuel injector body 172 having the injection port 171. However, in this engine 120, each of the communication holes 15 is positioned forward relative to the injection port 171 in the direction of the axis S1 of the cylindrical wall portion 11 (the ejection direction of the fuel injector 170). For this reason, the auxiliary air to be introduced from the first chamber 174a to the second chamber 174b via each of the communication holes 15 reaches the ejection opening 171 without being bypassed in the second chamber 174b. Therefore, the atomization efficiency is further improved.

Further, in this engine 120, the opening of each of the communication holes 15 at the outer surface side of the cylindrical wall portion 11 is directed in the direction of the axis S1 with respect to the downstream side opening 180b of the bypass passage 180 (injection with the fuel injector 170) The direction of the opposite direction is shifted backwards. Therefore, the auxiliary air introduced into the first chamber 174a from the bypass passage 180 strikes the outer peripheral surface of the cylindrical wall portion 11 and flows into the second chamber 174b via each of the communication holes 15 while changing the flow direction rearward in the direction of the axis S1. Thus, in this engine 120, the auxiliary air to be introduced into the second chamber 174b can be further homogenized in various directions centered on the axis S1, thereby facilitating better atomization.

Further, in this engine 120, one of the column portions 16 for separating among the plurality of columns 16 adjacent to the communication hole 15 is disposed in the projection range E of the downstream side opening 180b of the bypass passage 180. Therefore, the auxiliary air to be introduced into the first chamber 174a from the bypass passage 180 is agitated by the column 16. Thus, the secondary air advanced into the second chamber 174b can be more uniform with respect to the various directions centered on the axis S1, thereby facilitating better atomization. In Embodiment 1, the center axis S2 of the bypass passage 180 deviates from the center axis S1 of the chamber 174 as viewed from the direction of the axis S1. However, also in this case, by the agitation effect of the column portion 16, the auxiliary air advancing toward the inside of the cylindrical wall portion can be easily homogenized in various directions centered on the axis S1.

Further, in this engine 120, the adapter 10 is made of a resin excellent in workability and formability with respect to metal, and thus it is possible to achieve a reduction in manufacturing cost. In particular, in the first embodiment, as the resin forming the adapter 10, a phenol resin or a PPS resin which is high in thermal insulation, heat resistance, gasoline resistance, water resistance and strength is used. Therefore, the adapter 10 can be secured to the cylinder head 121 even under a strict use environment.

In particular, the adapter 10 is formed of a resin having high heat resistance. Therefore, even if the cooling type of the engine 120 is a water-cooling type or an air-cooling type, the high temperature of the cylinder head 121 to the hard conduction of the fuel injector 170 can be achieved while maintaining the strength of the adapter 10 itself. Therefore, a heat insulating material is not required in Embodiment 1, which increases the necessity of intervening between the adapter and the cylinder head 121 when the adapter 10 is made of metal. Therefore, in this engine 120, a reduction in manufacturing cost by reducing the number of components can be achieved.

Further, in this engine 120, at the end portion of the cylindrical wall portion 11 of the adapter 10 formed of the resin at the rear side in the direction of the axis S1 (the opposite side to the ejection direction of the fuel injector 170), The flange 19 to be fastened to the cylinder head 121 is integrally molded with the fuel injector 170. Therefore, in this engine 120, simplification of the device structure and shortening of the assembly man-hour can be achieved. Further, one body molding of the flange 19 can reduce manufacturing costs.

Further, in this engine 120, the flange 19 has a locking hole 19a for locking the flange with the fuel injector 170. Therefore, it is sufficient to provide only one locking portion, thereby facilitating an easy assembly work.

Further, in this engine 120, the flange 19 has a concave positioning portion 19a for urging the circumferential portion of the cylindrical wall portion 11 with respect to the fuel by engaging with the fuel injector 170. The device 170 is positioned around the axis S1. Therefore, in this engine 120, the working time for assembling the fuel injector 170 in the adapter can be reduced.

Further, the adapter 10 of the first embodiment itself has the first and second sealing portions 31 and 32, so that the number of parts can be reduced and the assembly work time can be reduced.

The adapter 10 of the embodiment 1 is manufactured by integrally molding the resin adapter 10 using the above-described split molds 91a and 91b and the slide core 92 and simultaneously forming each of the communication holes 15. Therefore, a significant reduction in manufacturing cost can be achieved as compared with the case where each of the communication holes 15 is formed in the adapter by a post-processing.

<Example 2>

As shown in Fig. 10, the engine of the embodiment 2 is different from the engine of the embodiment 1 in that a heat insulating member 299 is provided at the wall surface on which the containing portion 137 of the adapter 10 is attached; The opening of each of the communication holes 15 at the outer peripheral surface side of the cylindrical wall portion 11 is forwardly displaced in the direction of the axis S1 (the ejection direction of the fuel injector 170) with respect to the downstream side opening 180b of the bypass passage 180 in the chamber 174. shift. The other configuration of the second embodiment is the same as that of the first embodiment, and therefore the description will be omitted by assigning the same reference numerals except for the different parts.

The heat insulating member 299 is formed in a multi-stepped tapered hole shape in which the above-described multi-stepped tapered hole-shaped receiving portion 137 is formed at the inner surface side and the outer surface side is in contact with and fastened to the cylinder head 121. The method of fastening the heat insulating member 299 may be any method, but it is preferable to seal a gap between the heat insulating member and the cylinder head to prevent air from leaking to the outside of the cylinder head 121.

Preferably, the material forming the heat insulating member 299 is high in thermal insulation, heat resistance, gasoline resistance, water resistance and strength. In particular, ceramic, phenol resin or PPS resin is preferably used.

The engine of the embodiment 2 constructed as described above also exerts the same functions and functions as those of the engine of the first embodiment.

Further, in this engine, even in the case where the thermal insulation of the adapter 10 cannot be sufficiently ensured, more specifically, an adapter formed of a material having insufficient heat resistance such as resin or metal is employed therein. In the case of 10, the thermal insulation member 299 ensures that the high temperature of the cylinder head 121 can be achieved to the hard conduction of the fuel injector 170. Thus, in this engine, regardless of the type of engine cooling, a water-cooled type or an air-cooled type, the fuel injector 170 ensures protection.

Further, in this engine, each of the communication holes 15 is forwardly displaced in the direction of the axis S1 (the ejection direction of the fuel injector 170) with respect to the downstream side opening 180b of the bypass passage 180. Therefore, the auxiliary air introduced into the first chamber 174a from the bypass passage 180 strikes the outer peripheral surface of the cylindrical wall portion 11 and flows into the second chamber 174b via each of the communication holes 15 while changing the flow direction forward in the direction of the axis S1. . Thus, in this engine 120, the auxiliary air to be introduced into the second chamber 174b can be further homogenized in various directions centered on the axis S1, thereby facilitating better atomization.

<Example 3>

Figure 11 shows an engine structure of Embodiment 3. In the above-described Embodiments 1 and 2, the other end (downstream side end) of the bypass passage 180 is directly connected to the metal cylindrical head 121. In Embodiment 3, the downstream end of the bypass passage 300 is connected to the cylinder head 301 via a connecting member 310 made of synthetic resin. The cylinder head 301 has a circular mounting portion 303 that is concentrically recessed relative to the containing portion 302 (chamber 174) on the upper surface of the cylinder head and has a larger diameter than the upper end portion of the containing portion 302. The diameter.

The connection chamber 310 has a cylindrical body 311 integrally formed with the adapter 10. At a lower end portion of the main body 311, a small-diameter cylindrical portion 312 is integrally formed, and the small-diameter cylindrical portion has an outer diameter concentrically arranged with the main body 311 and which is reduced in a stepwise manner on the outer diameter. A seal groove 313a is formed on the outer periphery of the cylindrical portion 312 and is assembled by a seal ring 313b, and this seal groove 313a forms a third seal portion 313 with the seal ring 313b.

The main body 311 has a circular connecting hole 314 penetrating from the outer peripheral surface to the inner peripheral surface in the axial direction. Further, on the outer periphery of the main body 311, a cylindrical connecting portion 315 which is formed concentrically with the connecting hole 314 is formed in a convex manner. Up to this connection port 315, the downstream side end portion of the bypass passage 300 is hermetically assembled and fastened.

The connecting member 310 is attached to the cylinder head 301 in a state in which the cylindrical portion 312 is fitted in the mounting portion 303 and the lower end surface of the main body 311 is in contact with the upper surface of the cylinder head 301. In the mounted state of the connecting member 310, the inner peripheral wall of the main body 311 constitutes one of the inner peripheral wall portions of the containing portion 302 (the first chamber 174a of the chamber 174) along the end side of the injection direction of the fuel injector 170. Half zone (upper side zone in Figure 11). Further, the third seal portion 313 hermetically seals a gap between the outer peripheral surface of the cylindrical portion 312 and the inner peripheral surface of the mounting portion 303.

The adapter 10 on which the fuel injector 170 is previously attached is inserted into the body 311 of the connecting member 310. Therefore, the fuel injector 170 is attached to the cylinder head 300 via the connecting member 310 and the adapter 10 (Translator's Note: correctly 301). In the attached state of the fuel injector 170, the inside of the chamber 174 is partitioned by the cylindrical wall portion 11 into an outer peripheral side first chamber 174a and an inner peripheral side second chamber 174b. The inner peripheral surface of the body 311 faces the first chamber 174a. The downstream side of the bypass passage 300 connected to the connecting portion 315 communicates with the inside of the first chamber 174a via the connecting hole 314. The connection hole 314 is offset rearward with respect to the communication hole 15 in the ejection direction of the fuel injector 170.

In this embodiment 3, the connecting member 310 made of synthetic resin is interposed between the bypass passage 300 and the cylinder head 301 so that the bypass passage 300 is not in direct contact with the cylinder head 301 made of metal. Therefore, the heat of the cylinder head 301 is hardly transmitted to the bypass passage 300. This suppresses the concentration of oxygen caused by the thermal expansion of the auxiliary air flowing through the bypass passage 300, which in turn avoids deterioration of combustion efficiency due to degraded oxygen concentration.

<Other Embodiments>

The invention is not limited to the embodiments explained with reference to the description and the drawings. For example, the following embodiments are still within the technical scope of the present invention. In addition, various modifications may be made without departing from the spirit and scope of the invention.

(1) By way of example, in Embodiment 1, the description is so simplified that the engine 120 is constituted by a single intake valve opening 128, a single exhaust valve opening 127, and a single fuel injector 170, but the engine according to the present invention is not limited thereto. This structure. For example, engine 120 may include any number of exhaust valve openings, intake valve openings, and fuel injectors.

(2) The adapter (separating member) may be formed of a common material such as, for example, a resin, a fiber-reinforced resin, or a metal. The fiber-reinforced resin may be a conventional reinforcing fiber such as, for example, glass fiber or carbon fiber. The adapter (separating member) can be manufactured by double molding using a rubber and a resin, and can be configured such that a communication port which should be maintained in shape without deformation and a vicinity thereof are formed of a resin, and the remaining portion is formed of a gelatin. . The adapter (separating member) may be composed of a single member or a combination of a plurality of members. In the case where the adapter (separator member) is formed of a resin, the resin is preferably high in thermal insulation, heat resistance, gasoline resistance, water resistance, and strength.

(3) The cylindrical wall portion does not need to be completely cylindrical as long as it is formed in a cylindrical shape. For example, as the first and second sealing portions, a gasket, a sealant, and a glue can be used for baking. As the seal ring, any commercially available member made of, for example, metal, glue or elastomer can be used.

(4) The communication hole may have any shape such as, for example, a vertical elongated hole, a horizontal elongated hole, a circular hole, a one-hole, a rectangular hole, and a half-moon hole. The number and size of the communication holes are not limited to the above embodiments.

(5) The treatment method of the adapter (separating member) may be a manufacturing method such as, for example, cutting, injection molding, transfer molding, or compression molding.

(6) In the above-described Embodiment 3, the connection member is placed in direct contact with the adapter (separating member), but the connecting member and the adapter (separating member) may be in a non-contact state.

(7) In the above-described Embodiment 3, the connecting member directly faces the first chamber, but it may be configured such that the connecting member does not directly face the first chamber. In this case, it may be configured such that a hole portion that communicates between the connecting member and the first chamber is formed in the cylinder head.

(8) In the above-described Embodiment 3, the wall surface forming the first chamber is constituted by the cylinder head and the connecting member, but it may be configured such that the entire wall surface forming the first chamber is constituted only by the connecting member.

(9) In the above-described Embodiment 3, the connecting member has a cylindrical shape, but may have any shape different from a cylindrical state (for example, a square shape).

(10) In the above-described Embodiment 3, the connecting member is a member formed separately from the adapter (separating member), but it can be used to perform two functions (a function of attaching the fuel injector to the cylinder head and One or both of the functions of a partition member for axially dividing the chamber.

(11) In the above embodiments 1 to 3, the adapter for mounting the fuel injector on the cylinder head also functions as a partition member, but another dedicated partition member may be used to supplement the adapter.

(12) In the above embodiments 1 to 3, the adapter (separating member) and the fuel injector are fastened to the cylinder head by locking a bolt, but the adapter and the fuel injector may also be separately fastened to the cylinder cover.

(13) In the above-described Embodiment 3, it may be configured to omit the first sealing portion by using a member in which the adapter is integrated with the connecting member and the first chamber is sealed with the second sealing portion and the third sealing portion.

10. . . Adapter (separator)

11. . . Cylindrical wall portion

15. . . Connecting hole

15a. . . An edge portion of the opening edge of the communication hole extending in a direction intersecting the injection direction of the fuel injector and located at a side close to the ejection opening

15p. . . The area of the opening of the communication hole at the inner side of the cylindrical wall portion

15q. . . The area of the opening of the communication hole at the outer side of the cylindrical wall portion

16. . . Column section

19. . . Flange

19a. . . Locking hole

19b. . . Positioning part

31. . . First sealing part

31a. . . First mounting slot

31b. . . Sealing ring

32. . . Second sealing part

32a. . . Second mounting slot

32b. . . Sealing ring

120. . . engine

121. . . cylinder head

122. . . Cylinder block

124. . . piston

128. . . Intake valve opening

131, 160, 141. . . Main channel (131...air inlet, 160...throttle body, 141...intake pipe)

137. . . Inclusion part

137a. . . Forming a wall surface of a chamber

170‧‧‧ fuel injector

171‧‧‧jet

Room 174‧‧

180‧‧‧bypass

180a‧‧‧One end of the bypass channel (opening at the upstream end)

180b‧‧‧The other end of the bypass channel (opening at the downstream end)

299‧‧‧ Thermal insulation components

310‧‧‧Connecting members (connection room)

C‧‧‧ combustion chamber

E‧‧‧Projection range

P‧‧‧ a plane perpendicular to the direction of the jet of the injector

S1‧‧‧ shows the axis of the injection direction of the injector, showing the axis of the cylindrical wall portion

Central axis of the S2‧‧‧ bypass channel

1] FIG. 1 is a side view of a motorcycle in which an engine of Embodiment 1 is applied; [FIG. 2] FIG. 2 is a cross-sectional view of an engine of Embodiment 1; [FIG. 3] FIG. One of the main parts of the engine shown in the enlarged cross-sectional view; [Fig. 4] Fig. 4 is an enlarged cross-sectional view of one of the main parts shown in Fig. 3; [Fig. 5] Fig. 5 shows a VV cross section of Fig. 4. Fig. 6 is a plan view of the adapter (separating member) taken along the direction of the arrow VI in Fig. 4; [Fig. 7] Fig. 7 is a cross section showing the section VII-VII of Fig. 6. Fig. 8 is a cross-sectional view showing a section taken along the line VIII-VIII of Fig. 6; Fig. 9 is a side view showing the vicinity of the communication hole shown in Fig. 8; [Fig. 10] 10 is an enlarged cross-sectional view showing a main portion of an engine according to Embodiment 2; and [FIG. 11] FIG. 11 is an enlarged cross-sectional view showing an essential part of an engine according to Embodiment 3.

10. . . Adapter (separator)

15. . . Connecting hole

31. . . First sealing part

32. . . Second sealing part

121. . . cylinder head

121a. . . Back surface

121d. . . Cylinder head cover

128. . . Intake valve opening

131. . . Air inlet

131a. . . External connection opening

132. . . Intake valve

132a. . . Valve head

132b. . . Valve stem

132d. . . Valve spring

133. . . Camshaft

133a. . . Cam

135. . . Intake rocker

135a. . . Intake rocker shaft

137. . . Inclusion part

160. . . Threshold body

161. . . First throttle

161a. . . Rocker shaft

162. . . Second throttle valve

162a. . . Rocker shaft

170. . . Fuel injector

171. . . Injection port

172. . . Fuel injector body

172a. . . Fuel supply hose connection

172b. . . Sealing ring

174. . . room

174a. . . First room

174b. . . Second room

180. . . Bypass channel

180a. . . One end of the bypass channel (upstream end opening)

180b. . . The other end of the bypass passage (opening at the downstream end)

180d. . . hose

S1. . . Displaying the axis of the injection direction of the injector, showing the axis of the cylindrical wall portion

Claims (17)

An engine comprising: a cylinder block for containing a piston in a reciprocable manner; a cylinder head that, together with the cylinder block, forms a combustion chamber, the cylinder head having at least a portion of a main passage for use Introducing intake air into the combustion chamber via an intake valve opening; a fuel injector mounted to the cylinder head and having an injection port for injecting fuel toward the intake valve opening; a chamber The injection port is located inside thereof; a bypass passage having one end communicating with a midway portion of the main passage and the other end communicating with the chamber; a partition member having a spray direction around the injection port simultaneously along one of the fuel injectors Extending and radially separating the cylindrical wall portion of the chamber, and forming a plurality of communication holes in the vicinity of the fuel injection port of the cylindrical wall portion; and first and second sealing portions for use along the jet The direction is located at a position behind and behind the communication holes to seal between a wall surface constituting the chamber and an outer surface of the partition member; wherein the communication holes are formed to be elongated in a circumferential direction thereof a hole; wherein the communication holes are disposed along a circumferential direction of the cylindrical wall portion; wherein the cylindrical wall portion has a plurality of column portions as portions for separating adjacent communication holes, and wherein at least one of the plurality of column portions One is positioned by projecting an opening surface of the bypass passage at a side of the chamber along a central axis of the bypass passage toward the side of the cylindrical wall portion Within the range of projections obtained. The engine of claim 1, wherein the cylinder head has a receiving portion that is open to the outside, the receiving portion has a wall surface constituting the chamber, wherein the partition member is a member formed separately from the cylinder head, and wherein The fuel injector is configured to be mounted in the containing portion via the partition member. The engine of claim 2, wherein the first and second sealing portions comprise: first and second mounting grooves, which are formed on the outer surface of the partition member by sandwiching the communicating holes forward and backward in the spraying direction And a sealing ring that fits in the mounting slots. The engine of claim 1, wherein an opening edge of the communication holes opening at an inner surface side of the one of the cylindrical wall portions extends in a direction intersecting an injection direction of the fuel injector and The edge portion located on the side close to the ejection opening is located on a plane perpendicular to the ejection direction within a predetermined length range. The engine of claim 1, wherein an area of the opening of each of the communication holes on the inner surface side of the one of the cylindrical wall portions is set smaller than an opening of each of the communication holes on the outer surface side of the one of the cylindrical wall portions area. The engine of claim 5, wherein the portion of the cylindrical wall in which the communication holes are formed is formed such that an outer surface side is tapered in the ejection direction and the inner surface side is extended in the ejection direction, and each of the connections The through hole penetrates in a direction perpendicular to the ejection direction. The engine of claim 1, wherein the communication holes are positioned at the injection The direction is forwarder than the injection port. The engine of claim 1, wherein an opening of each of the communication holes at the outer surface side of the cylindrical wall portion is along the ejection direction or a direction of the ejection with respect to the opening of the bypass passage in the chamber The opposite direction is offset. The engine of claim 1, wherein the partition member is made of a resin. An engine according to claim 9, wherein one of the resin-based phenol resin and the PPS (polyphenylene sulfide) resin is formed in the partition member. The engine of claim 2, wherein the partition member is made of resin, and one of the flanges fixed to the cylinder head together with the fuel injector is integrally formed in the cylindrical wall portion along the injection direction At the side end portion. The engine of claim 11, wherein the flange has a locking aperture for locking the fuel injector together. The engine of claim 12, the flange having a raised or recessed locating portion for opposing the cylindrical wall portion by engaging the fuel injector with respect to an axis Position in one position. An engine according to claim 2, wherein a heat insulating member is provided on the partition member to be attached to a wall surface of the containing portion. An engine according to claim 1, wherein a connecting member made of synthetic resin is mounted on the cylinder head to face the chamber, and wherein the connecting member has a connecting hole for connecting the bypass passage One end is in communication with the chamber. A partition member for use in an engine, the engine comprising: a cylinder block for containing a piston in a reciprocable manner; a cylinder head that forms a combustion chamber together with the cylinder block, the cylinder head Having at least a portion of a main passage for introducing intake air into the combustion chamber via an intake valve opening; a fuel injector mounted to the cylinder head and having a fuel for directing the intake valve An injection port of the open jet; and a bypass passage having one end communicating with a portion of the main passage halfway and the other end communicating with the chamber in which the injection port is located; wherein the partition member has a circumference around the injection port along the injection One of the spray directions extends to radially partition the cylindrical wall portion of the chamber, and a plurality of communication holes are formed in the vicinity of the fuel injection port of the cylindrical wall portion, and wherein the communication is located in the spray direction Providing first and second sealing portions for sealing between a wall surface constituting the chamber and an outer surface of the partition member at a position behind and in front of the hole; wherein the communicating holes are formed a long hole elongated in a circumferential direction thereof; wherein the communication holes are disposed along a circumferential direction of the cylindrical wall portion; wherein the cylindrical wall portion has a plurality of column portions as portions for separating adjacent communication holes, And wherein at least one of the plurality of column portions is positioned by projecting an opening surface of the bypass channel at a side of the chamber along a central axis of the bypass channel toward the side of the cylindrical wall portion Within the projection range. A method of manufacturing a partition member in which two split molds and one slip are used The movable core is integrally molded with a partition member made of a resin as claimed in claim 16, the split mold having a mating surface for forming an outer surface of the partition member and the communication holes, wherein the mating surfaces include The plane of one of the cylindrical wall portions coincides; the sliding core is for forming an inner surface of the cylindrical wall portion, and the sliding core is slidable in one of the cylindrical wall portions.