JP4521334B2 - Port injection engine fuel injection valve and port injection engine - Google Patents

Description

  The present invention relates to a port injection engine capable of reducing unburned hydrocarbons (HC) and a fuel injection valve thereof.

In a port injection engine provided with a fuel injection valve in the intake pipe, the fuel injected into the port adheres to the intake valve surface and the intake pipe wall surface to form a liquid film. When the engine is cold-started, the temperature of the valve and the wall surface of the port is low, so that the fuel liquid film formed on the wall surface is slowly vaporized, and the ratio of the liquid phase supplied into the combustion chamber increases. In this way, most of the fuel that has entered the combustion chamber in the liquid phase is discharged from the exhaust pipe without burning because it is poorly mixed with the oxidant air. This is a factor in the emission of unburned HC when the engine is started. In order to reduce unburned HC at the time of starting, a technique for optimizing the form of fuel spray is known. For example, in an intake two-valve engine, a technique for biasing the flow rate of fuel inside two intake valves is known. “JP 2004-2004
No. 225598 ”. In this technique, a large amount of fuel is injected toward the inside of the intake valve, thereby preventing fuel from adhering to the wall surface of the combustion chamber and reducing unburned HC.

On the other hand, a technique for forming a strong vortex flow in the combustion chamber for the purpose of stabilizing the combustion of the engine is described in, for example, “JP-A-2005-120994”. In this technology, a plate (tumble generating plate) that divides the cross section of the intake pipe vertically is provided, and a butterfly valve that controls the inflow of air to the lower side of the vertically divided passage at the upstream end of the tumble generating plate is provided. Provide. By closing the butterfly valve, air flows only above the intake pipe, and as a result, a strong tumble flow (longitudinal vortex) is formed in the combustion chamber. This tumble promotes the mixing of air and fuel, and increases in gas flow turbulence increases the combustion speed and stabilizes combustion.

JP 2004-225598 A JP 2005-120994 A

By the way, in the case where such a tumble generating plate is provided, it is conceivable that the optimum spray form changes because the gas flow in the intake pipe changes. However, in the prior art, the spray form when the tumble generating plate is installed is not taken into consideration. The present invention
An object of the present invention is to improve a fuel injection valve that injects fuel into an intake port provided with a tumble generating plate and supply a large amount of fuel to a portion where the air flow rate of the intake valve is high.

In order to solve the above problems, in the present invention, an intake pipe that branches into two intake ports, two intake valves that open and close two openings where the two intake ports open into the combustion chamber, and the intake air An air flow generation plate formed by dividing a cross-sectional passage of the pipe and having a plate surface parallel to a straight line connecting the centers of the two intake valves, and a velocity distribution of an air flow velocity in the intake port In a fuel injection valve of a port injection engine having two peaks in a direction perpendicular to a straight line connecting the centers of the two intake valves on a cross section perpendicular to the air flow direction, A straight line connecting the centers of the two intake valves on a cross section perpendicular to the air flow direction, in which each flow rate flux distribution in the vicinity of each intake valve position of the injected spray is in the thickness direction of the air flow generation plate. Direction perpendicular to In, Chi lifting the maximum value at both sides of the straight line connecting the center of the injection hole the intake valve, and in the direction of the straight line connecting the centers of the two intake valves, the maximum value is to have one The flow rate injected into the central portion of the intake valve and the flow rate injected into the portion on the side away from the other intake valve with respect to the center of each intake valve in the linear direction connecting the centers of the two intake valves. And on both sides of a straight line connecting the nozzle hole and the center of the intake valve in a direction perpendicular to a straight line connecting the centers of the two intake valves on a cross section perpendicular to the air flow direction. It is characterized by being smaller than the flow rate injected into the generated maximum value portion .
In the fuel injection valve, having a perforated plate spaced plurality of injection holes at the tip, a plurality of injection holes of the perforated plate, in two virtual planes that intersect each other through the center portion of the perforated plate 4 If divided into One area, after the fuel spray of the plurality of groups that are injected from the plurality of injection holes of the porous plate is injected from the porous plate, which is perforated with an inclination angle to be directed away from each other , also may the plurality of holes comprises at least two injection holes drilled with Matoiru gradient angle spray of each one in the direction of injection forward in each zone. The plurality of holes may be arranged concentrically with respect to the center of the perforated plate .

The maximum position of each flow rate flux distribution at each intake valve position in the linear direction connecting the centers of the two intake valves may be on the other intake valve side with respect to each intake valve center. Further, at the fuel flow rate at each intake valve position, the total amount of fuel flow injected from the center of each intake valve to the other intake valve side is injected from the center of each intake valve to the side opposite to the other intake valve side. It should be larger than the total amount of fuel flow.

In the present invention, the intake pipe that branches into two intake ports, the two intake valves that open and close the two openings where the two intake ports open to the combustion chamber, and the cross-sectional passage of the intake pipe are moved up and down. And an air flow generation plate provided so that the plate surface is parallel to a straight line connecting the centers of the two intake ports, and a lower portion of the intake passage vertically divided according to the operating state of the engine An air flow control plate that closes the intake passage, and a port injection engine in which the velocity distribution of the air flow velocity in the intake port has two peaks in a direction perpendicular to a straight line connecting the centers of the two intake ports. Using the above fuel injection valve, a plurality of fuel sprays from the fuel injection valve increase the flow velocity of the air flow generated in the intake pipe by the air flow generation plate, and the peripheral position off the center of each intake valve Oriented to, characterized in that it is injected.

According to the present invention, a fuel injection valve that injects fuel into an intake port provided with an air flow generation plate , which can supply more fuel to a portion where the air flow rate on the intake valve is high. An injection valve can be provided.

  According to a more preferred configuration, it is possible to obtain a fuel injection valve with less fuel adhering to the central portion of the intake valve, where the fuel is less likely to vaporize, and with less wall flow.

  Hereinafter, two embodiments of the fuel injection valve of the present invention will be described in detail with reference to the drawings.

  1 and 2 show an internal combustion engine common to two embodiments of the present invention, and shows a state in which the fuel injection valve 20 of the two embodiments is mounted on the internal combustion engine 1. FIG. 1 shows a longitudinal section of an internal combustion engine, and FIG. 2 schematically shows an upper transverse section of the internal combustion engine.

  The internal combustion engine 1 includes a cylinder block 2, a cylinder head 9, and a piston 3 inserted into the cylinder block 2, and a combustion chamber 4 is formed in the cylinder block 2. An intake pipe 5 and an exhaust pipe 6 formed in the cylinder head 9 are opened in the combustion chamber 4, and two intake valves 7A and 7B and exhaust valves 8A and 8B that open and close the opening are cylinders. It is arranged on the head 9. A throttle valve 11 (not shown) for adjusting the amount of air sucked into the combustion chamber 4 and the fuel injection valve 20 of the present embodiment are arranged upstream of the intake pipe 5. A spark plug 10 is provided at the center upper portion of the combustion chamber 4 while being disposed at a position where fuel can be injected toward 7B.

  A tumble generating plate 30 is provided in a substantially central section of the intake pipe 5, and a tumble control valve 31 is provided on the upstream side of the tumble generating plate 30. The tumble generating plate 30 divides the passage of the intake pipe 5 up and down, and the tip position thereof is set as close to the intake valve as possible within the range where the sprayed fuel injected from the fuel injection valve 20 does not hit. The tumble control valve 31 is a valve that controls the amount of air flowing into the lower passage of the tumble generating plate 30, and its opening degree can be adjusted by a motor (not shown).

  The sprayed fuel F injected from the fuel injection valve 20 extends in two directions, and the sprayed fuel F is injected in the direction of one sprayed fuel FA in the direction of the intake valve 7A and the other sprayed fuel FB in the intake air. Each is directed in the direction of the valve 7B. The spray angles α2 and α3 are determined so that the sprayed fuels FA and FB do not easily hit the inner wall of the intake pipe 5 as much as possible.

  3 and 4 show the configuration of the nozzle portion 21 of the fuel injection valve 20 according to the first embodiment of the present invention, and FIG. 3 is a longitudinal sectional view of the nozzle portion 21 of the fuel injection valve 20 ( 4 is a view of the fuel injection valve 20 as viewed from the front end side of the nozzle portion 21. FIG.

  A porous plate 13 is fixed to the valve body 15 by a guide 14 in the nozzle portion 21 at the tip of the fuel injection valve 20 of the present embodiment. A plurality of nozzle holes 16 are formed in the perforated plate 13. The ball valve 17 is provided so as to move up and down. As the ball valve 17 moves up, fuel flows through the gap between the guide 14 and the ball valve 17 and flows into the nozzle hole 16.

  Here, the X, Y, and Z axes and the first to fourth quadrants are defined as shown in FIGS. The inclination angle of the central axis of the injection hole 16 and the fuel injection valve 20 in the X-axis direction is defined as θx, and the inclination angle in the Y-axis direction is defined as θy.

Three injection holes 16 are formed in each quadrant, and the inclination angles θx,
θy has different angles. Explaining the first quadrant, three nozzle holes 16a, 16b, and 16c are formed, and the nozzle hole 16c has a larger inclination θx in the X-axis direction than the other two nozzle holes, and the Y axis The inclination θy in the direction is small. On the other hand, the nozzle hole 16a has a smaller inclination θx in the X-axis direction and a larger inclination θy in the Y-axis direction than the other two nozzle holes. The inclination θx in the X-axis direction and the inclination θy in the Y-axis direction of the nozzle hole 16b are intermediate between the nozzle hole 16a and the nozzle hole 16c. The nozzle holes 16 in the other quadrants are in the form of axial objects in which the nozzle holes in the first quadrant are rotated about 90 around the central axis of the fuel injection valve 20.

  The perforated plate 13 is provided at the tip of the fuel injection valve 20 so that the X axis is parallel to the piston pin.

  In the fuel injection valve 20 of the present embodiment, when fuel is injected from the fuel injection valve 20 in the exhaust stroke of the internal combustion engine, the injection hole 16 is injected so as to be directed in the + direction and the − direction with respect to the X axis. Since the holes are formed, the spray fuels FA and FB traveling in two directions are generated. In addition, since the injection hole is formed so that the inclination of the injection hole 16 in the Y-axis direction is directed in the + direction in the first and second quadrants and in the − direction in the third and fourth quadrants, the umbrella of the intake valve The fuel flow rate is small near the center of the section, and there are peak positions above and below the fuel flow rate. Therefore, when the injected fuel adheres to the umbrella portion of the intake valve 7, the fuel liquid film formed near the center of the umbrella portion of the intake valve 7 is thinner than the fuel liquid film formed above and below the umbrella portion. ing.

  FIG. 5 shows one spray state of sprayed fuel when fuel is injected using the fuel injection valve 20 of the present embodiment.

In the spray state, the flow rate distribution of the sprayed fuel F (FA, FB) in FIG. 5 is equal to the flow rate ratio when the injected fuel passes through the AA cross section 100 mm below the nozzle in FIG. The line and the flow rate flux (flow rate per unit area) in the Y-axis direction in the BB cross section are shown. FIG.
As shown in (b), the flow distributions of the spray fuels FA and FB are substantially symmetrical with respect to the Y axis. In addition, the flow rate in the center (BB) cross section of each of the spray fuels FA and FB has a concave distribution with a low central portion and peaks on both sides thereof. If the peak flow rates on both sides are P1 and P3, and the flow rate in the center is P2, for example, P1 and P3 are 1.5 times P2.

  Next, the state at the time of operation | movement of the internal combustion engine using the fuel injection valve 20 of this embodiment is demonstrated. The operating condition is a low load operation with an engine speed of 1200 r / min immediately after starting. Therefore, the fuel injection amount is small, and the throttle valve opening is reduced so as to reduce the intake air amount in order to adjust the air-fuel ratio to about 15 which is the theoretical mixing ratio of gasoline.

  The tumble control valve is opened, that is, set so that air flows through both the upper and lower passages of the tumble generating plate 30.

  The fuel is injected during the exhaust stroke, and the fuel injection is started at least when the fuel has been injected before the intake valve 7 is opened. When fuel is injected at this timing, since there is almost no air flow in the intake pipe 5, the sprayed fuel F is hardly disturbed and almost adheres to the umbrella portion of the intake valve 7 to form a liquid film. . FIG. 6 is a view showing the formation state of the liquid film FL of the intake valve 7 immediately after the fuel injection is finished. As described above, the flow rate distribution of the fuel injected from the injection valve is small in the central portion of the intake valve, and the flow rates on the intake side and exhaust side (+ Y direction and -Y direction with respect to the intake valve center) of the intake valve are Therefore, the amount of liquid film in the central portion of the intake valve 7 is small, and the amount of liquid film in the + Y direction and −Y direction from the central portion of the intake valve 7 is larger than that in the central portion.

  When the intake valve 7 starts to open during the intake stroke, the piston 3 descends to lower the pressure in the combustion chamber 4 from the intake pipe 5, and air is sucked. Since the intake pipe 5 has a tumble generating plate 30 in the vicinity of its central cross section, air flows separately on the upper side and the lower side of the tumble generating plate 30. At this time, since shear stress acts on the surface of the tumble generating plate 30, the gas velocity decreases near the surface of the tumble generating plate 30. Further, since a shearing force similarly acts on the wall surface of the intake pipe 5, the gas flow in the upper and lower passages of the tumble generating plate 30 has a convex velocity distribution.

  FIG. 12 shows the velocity distribution of the intake pipe 5 during the intake stroke. Even after the air passes through the installation portion of the tumble generating plate 30, the momentum does not diffuse immediately, so that a velocity distribution having two peaks in the vertical direction is maintained also downstream of the tumble generating plate 30. FIG. 7 shows the velocity vector of the gas flowing toward the intake valve 7. The length of the vector represents the gas velocity. As shown in FIG. 7, the air flow velocity flowing on the liquid film surface at the center of the intake valve 7 is slow, and the air flow velocity flowing on the liquid film surface generated in the ± Y direction from the center of the intake valve 7 is high.

The liquid film FL on the intake valve 7 is vaporized by the air flow. The vaporization rate of the liquid film is expressed by equation (1).

(Equation 1)
m _v = K · S · (ρ _s −ρ _∞ ) (1)
Where m _v : vaporization rate (kg / s), K: mass transfer rate (m / s), S: surface area of the liquid film,
ρ _s : saturated vapor density on the liquid film surface (kg / m ³ ), ρ _∞ : vapor density in air (kg / m ³ )

  The mass transfer rate K in the equation (1) is a function of the flow velocity, and is represented by, for example, the equation (2).

ここに、ｄ：吸気管の直径（ｍ），Ｄ：拡散係数（ｍ²／ｓ），Ｖ_g：空気の速度（ｍ／ｓ），Ｖ_f：液膜の速度（ｍ／ｓ），ν：空気の動粘性係数（ｍ²／ｓ），Ｓｃ：シュミット数

Where d: diameter of intake pipe (m), D: diffusion coefficient (m ² / s), V _g : velocity of air (m / s), V _f : velocity of liquid film (m / s), ν : Kinematic viscosity coefficient of air (m ² / s), Sc: Schmidt number

  From equations (1) and (2), it is shown that the higher the air velocity, the greater the evaporation rate of the liquid film. Therefore, the vaporization rate of the liquid film near the center of the intake valve having a low flow rate is slow, and the vaporization rate of the liquid film generated in the ± Y direction from the center of the intake valve is high. That is, when the fuel injection valve of the present embodiment is used, a lot of liquid film is formed at a position away from the center of the intake valve 7 in the ± Y direction with high vaporization efficiency, and the central portion of the intake valve with poor vaporization efficiency is formed. By reducing the amount of the liquid film, the vaporization rate of the entire liquid film can be improved. As a result, the amount of fuel flowing into the combustion chamber in a liquid film state can be reduced as compared with the conventional case, and unburned HC can be reduced.

Next, the fuel injection valve of 2nd embodiment of this invention is demonstrated. The configuration of the internal combustion engine in which the fuel injection valve of this embodiment is used is the same as that of the first embodiment. 8 and 9 show the structure of the nozzle portion 21 of the fuel injection valve 20 according to the second embodiment of the present invention. FIG. 8 shows a longitudinal section of the nozzle portion 21 passing through the center of the fuel injection valve 20. FIG. 9 is a view as seen from the front end side of the nozzle portion 21 of the fuel injection valve 20.

  A porous plate 13 is fixed to the valve body 15 by a guide 14 at the tip of the nozzle portion 21 of the fuel injection valve 20. A plurality of nozzle holes 16 are formed in the perforated plate 13. The ball valve 17 is provided so as to move up and down. As the ball valve 17 moves up, fuel flows through the gap between the guide 14 and the ball valve 17 and flows into the nozzle hole 16.

  The injection hole 16 is bored in the axial direction inclined with respect to the central axis of the fuel injection valve 20, and in FIGS. 8 and 9, the X axis, the Y axis, the Z axis, and the first quadrant, respectively. Define four quadrants.

  The inclination angle θy of the nozzle hole 16a in the Y-axis direction is 0 and has an inclination in the X-axis direction. On the other hand, the nozzle holes 16b and 16c are inclined to both the X axis and the Y axis. The inclination angle θy of the nozzle hole 16c in the Y direction is smaller than θy of the nozzle hole 16b, while the inclination angle θx of the nozzle hole 16c in the X direction is larger than θx of the nozzle hole 16b. The second quadrant nozzle holes 16d, 16e, and 16f are symmetrical with respect to the YZ plane with respect to the first quadrant nozzle holes 16c, 16b, and 16a. The nozzle holes in the third quadrant and the fourth quadrant are symmetrical with respect to the XZ plane with respect to the nozzle holes in the first quadrant and the second quadrant.

  The perforated plate 13 is provided at the tip of the fuel injection valve 20 so that the X axis is parallel to the piston pin.

  FIG. 10 shows the sprayed state of sprayed fuel when fuel is injected using the fuel injection valve 20 of the present embodiment.

  In the spray state, the flow rate distribution of the sprayed fuel F in FIG. 10 shows the flow rate ratio when the injected fuel passes through the AA cross section 100 mm below the nozzle in FIG. As shown in FIG. 10B, the flow distributions of the spray fuels FA and FB are substantially symmetrical, and each spray has a C shape.

  The flow rate flux in the BB cross section has a distribution with a small central portion and peak values on both sides thereof, which is the same distribution as in the first embodiment of the present invention.

  On the other hand, the flow rate flux of the CC cross section has a distribution in which the central portion is almost zero and has two peaks of P4 and P5 on both sides thereof, and P4 and P5 are inside the valve center.

  Or, as shown in FIG. 11, when the center position a of the spray FA and the spray FB, the intake valve center position b, and the spray outermost position c, the spray flow rate integration between a and b is the spray between bc. Greater than flow integration.

  Next, the state at the time of operation | movement of the internal combustion engine using the fuel injection valve 20 of this embodiment is demonstrated using FIG. 1, FIG. The operating condition is a low load operation with an engine speed of 1200 r / min immediately after starting. Therefore, the fuel injection amount is small, and the throttle valve opening is reduced so as to reduce the intake air amount in order to adjust the air-fuel ratio to about 15 which is the theoretical mixing ratio of gasoline.

  Further, the tumble control valve 31 is set to open, that is, so that air flows through the upper and lower passages of the tumble generating plate 30.

  The fuel is injected during the exhaust stroke, and the fuel injection is started at least when the fuel has been injected before the intake valve 7 is opened. When fuel is injected at this timing, since there is almost no air flow in the intake pipe 5, the sprayed fuel F is hardly disturbed and almost adheres to the umbrella portion of the intake valve 7 to form a liquid film. . As described above, the flow rate distribution is small in the central portion of the intake valve 7, and the flow rates on the intake side and the exhaust side of the intake valve 7 (+ Y direction and -Y direction with respect to the intake valve center) are large. Further, the flow rate inside the two intake valves 7A and 7B is large and the outside is small. For this reason, the amount of liquid film outside the center of the intake valve 7 (outward as viewed from the center of the combustion chamber) is small, the amount of liquid film in the + Y direction and the −Y direction from the center of the intake valve 7, and two intakes The amount of liquid film in the inner direction of the valves 7A and 7B (in the center of the combustion chamber) is increased.

  When the intake valve 7 starts to open during the intake stroke, the piston 3 descends to lower the pressure in the combustion chamber 4 from the intake pipe 5, and air is sucked. Since the intake pipe 5 has a tumble generating plate 30 in the vicinity of its central cross section, air flows separately on the upper side and the lower side of the tumble generating plate 30. At this time, since shear stress acts on the surface of the tumble generating plate 30, the gas velocity decreases near the surface of the tumble generating plate 30. Further, since a shearing force similarly acts on the wall surface of the intake pipe 5, the gas flow flowing through the upper and lower passages of the tumble generating plate 30 has a convex velocity distribution.

  FIG. 12 shows the velocity distribution of air in the intake pipe 5 during the intake stroke.

  Even after the air passes through the installation portion of the tumble generating plate 30, the momentum does not diffuse immediately, so that a velocity distribution having two peaks in the vertical direction is maintained also downstream of the tumble generating plate 30. That is, the air flow velocity flowing on the liquid film surface at the center of the intake valve 7 is slow, and the air flow velocity flowing on the liquid film surface generated in the ± Y direction from the center of the intake valve 7 is high. Thereby, vaporization of the liquid film generated in the ± Y direction from the center of the intake valve 7 is promoted.

  On the other hand, the behavior of the liquid film generated inside the intake valve 7 (combustion chamber center side) will be described with reference to FIG. FIG. 13 is a view of the engine during the intake stroke as viewed from the exhaust side. As described above, in this embodiment, the amount of liquid film inside the intake valve 7 is larger than that outside the intake valve 7. In the intake stroke, air from the intake pipe 5 enters the combustion chamber from the entire circumference of the intake valve 7. In the intake two-valve engine of this embodiment, air entering from one intake valve, for example, 7A, collides with air from another opposed intake valve, for example, 7B, and the air flow from both is combined. Thus, a strong air flow GF descends in the combustion chamber. A part of the liquid film FL generated inside the intake valve 7 flows into the combustion chamber in a liquid phase state by a gas flow flowing inside the intake valve 7, and the strong air flow GF causes atomization and vaporization. It is accelerated and gasifies in the combustion chamber. Further, the liquid film entering from the inside of the intake valve 7 is not easily attached to the wall surface of the combustion chamber because the distance from the wall surface of the combustion chamber is long and the direction of the flow GF is the axial direction of the combustion chamber. On the other hand, the liquid film entering from the outside of the intake valve 7 is close to the combustion chamber wall surface, and its flow direction is directed to the combustion chamber wall surface, so that it easily collides with the combustion chamber wall surface. The liquid-phase fuel that collides with the wall surface of the combustion chamber forms a wall flow and is poorly vaporized, and is easily exhausted without being burned to become unburned HC.

  In other words, in the second embodiment of the present invention, a large amount of liquid film on the intake valve 7 is generated in the ± Y direction from the center of the intake valve 7, thereby obtaining the same effect as that of the first embodiment and the intake valve 7. By generating a large amount of the inner liquid film, the generation of wall flow in the combustion chamber is suppressed, and the liquid film inside the intake valve is vaporized by using a high-speed gas flow that enters the combustion chamber through the inner side of the intake valve 7. Can be promoted. Thereby, discharge of unburned HC can be suppressed.

  The two embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various designs can be used without departing from the spirit of the invention described in the claims. It can be changed.

  Further, the nozzle portion of the fuel injection valve of the present invention is not limited to the specific nozzle portion configuration shown in FIGS. 3 and 4 and FIGS. 8 and 9, but is described in the claims. Modifications can be made without departing from the spirit of the invention described in the invention.

  As can be understood from the above description, according to the above embodiment, when the tumble generating plate is provided in the intake pipe, the fuel injection valve of the present embodiment is a portion where the air flow velocity on the intake valve is high in the intake stroke. In addition, by supplying more fuel, it is possible to efficiently perform vaporization by air flow, and to reduce unburned HC.

1 is a longitudinal sectional view of an internal combustion engine in which a fuel injection valve according to a first embodiment of the present invention is arranged. The figure which showed typically the upper cross section of the internal combustion engine of embodiment of FIG. The longitudinal cross-sectional view of the nozzle part of the fuel injection valve of embodiment of FIG. The figure which shows the perforated plate of the nozzle part of the fuel injection valve of FIG. FIG. 1 is a fuel injection valve according to the embodiment of FIG. 1, showing a spray state of spray fuel when fuel is injected, (a) showing a flow distribution state of spray fuel F, and (b). The figure which showed the flow distribution state of the spray fuel F of the cross section AA of (a). The figure showing the liquid film state of the intake valve in 1st embodiment of this invention. The figure showing the air velocity vector of the intake valve in 1st embodiment of this invention. The longitudinal cross-sectional view of the nozzle part of the fuel injection valve of 2nd embodiment of this invention. The figure which shows the perforated plate of the nozzle part of the fuel injection valve of FIG. FIG. 8 is a fuel injection valve of the second embodiment of FIG. 8, showing the spray state of the spray fuel when fuel is injected, (a) showing the flow distribution state of the spray fuel F, ( (b) is the figure which showed the flow volume distribution state of the spray fuel F of the cross section AA of (a). The figure which showed the integrated flow amount of the cross section AA of Fig.8 (a). The figure which shows the speed distribution in an intake pipe in the intake stroke of the internal combustion engine to which this invention is applied. The schematic diagram which looked at FIG. 12 from the exhaust side.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Cylinder block, 3 ... Piston, 4 ... Combustion chamber, 5 ... Intake pipe, 7 ... Intake valve, 8 ... Exhaust valve, 9 ... Cylinder head, 13 ... Perforated plate, 14 ... Guide, 15 ... Valve body, 16 ... injection hole, 17 ... ball valve, 20 ... fuel injection valve, 21 ... nozzle part, 30 ... tumble generating plate.

Claims (6)

An intake pipe that branches into two intake ports, and two intake valves, wherein the two intake ports to open and close the two openings which open into the combustion chamber, the cross-sectional passage of the intake pipe is divided, the two intake An air flow generation plate provided so that the plate surface is parallel to a straight line connecting the centers of the valves, and the velocity distribution of the air flow velocity in the intake port is on a cross section perpendicular to the air flow direction. In a fuel injection valve of a port injection engine having two peaks in a direction perpendicular to a straight line connecting the centers of the two intake valves ,
Each flow rate flux distribution in the vicinity of each intake valve position of the spray injected from the fuel injection valve is the thickness direction of the air flow generation plate, and the two intake valves have a cross section perpendicular to the air flow direction. in the direction perpendicular to the straight line connecting the centers, linear direction Chi lifting the maximum value at both sides of the straight line connecting the center of the injection hole the intake valves, and connecting the centers of the two intake valves Have one local maximum,
The flow rate injected into the central portion of the intake valve and the flow rate injected into the portion on the side away from the other intake valve with respect to the center of each intake valve in the linear direction connecting the centers of the two intake valves, Each occurs on both sides of a straight line connecting the nozzle hole and the center of the intake valve in a direction perpendicular to the straight line connecting the centers of the two intake valves on a cross section perpendicular to the air flow direction. A fuel injection valve for a port injection type engine characterized by being less than a flow rate injected into a maximum value portion . The fuel injection valve for a port injection engine according to claim 1,
Having a perforated plate spaced plurality of injection holes in the tip portion,
Wherein the plurality of injection holes of the perforated plate, the fuel of the case of dividing into four sections in the porous plate two virtual planes that intersect each other through the center portion of the plurality of groups that are injected from the plurality of injection holes of the porous plate After the spray is sprayed from the perforated plate, it is perforated with an inclination angle so as to be directed away from each other,
The port injection engine plurality of injection holes in each zone, characterized in that it comprises at least two injection holes drilled with Matoiru gradient angle spray of each one in the direction of injection forward Fuel injection valve. The fuel injection valve for a port injection engine according to claim 2,
Wherein the plurality of injection holes are fuel injection valves of the port injection engine, characterized in that it is arranged concentrically with respect to the center of the perforated plate. The fuel injection valve for a port injection engine according to claim 1,
A fuel for a port injection engine, wherein the maximum position of each flow rate flux distribution at each intake valve position in the linear direction connecting the centers of the two intake valves is on the other intake valve side with respect to each intake valve center Injection valve. The fuel injection valve for a port injection engine according to claim 1,
The fuel flow at the intake valves located, fuel flow amount of fuel flow from the intake valves center is injected into the other intake valve side, which is injected on the opposite side of the other intake valve side from the intake valve center A fuel injection valve of a port injection type engine characterized by being larger than the total amount. An intake pipe that branches into two intake ports, and divided the two intake valves, wherein the two intake ports to open and close the two openings which open into the combustion chamber, the cross-sectional passage of the intake pipe up and down, the two Air flow generating plate provided so that the plate surface is parallel to a straight line connecting the centers of the two intake ports, and air closing the lower intake passage of the intake passage divided vertically according to the operating state of the engine and a flow control plate, the port injection type engine having two peaks in the vertical velocity distribution of the air flow rate to a straight line connecting the centers of the two intake ports in said intake port,
The fuel injection valve according to claim 1, wherein a plurality of fuel sprays from the fuel injection valve increase the flow velocity of the air flow generated in the intake pipe by the air flow generation plate from the center of each intake valve. A port-injection engine characterized by being injected toward a deviated peripheral position.

Images