JPH01208563A - Fuel injection valve - Google Patents
Fuel injection valveInfo
- Publication number
- JPH01208563A JPH01208563A JP63030296A JP3029688A JPH01208563A JP H01208563 A JPH01208563 A JP H01208563A JP 63030296 A JP63030296 A JP 63030296A JP 3029688 A JP3029688 A JP 3029688A JP H01208563 A JPH01208563 A JP H01208563A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- orifice
- fuel
- orifices
- injection valve
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 180
- 238000002347 injection Methods 0.000 title claims abstract description 63
- 239000007924 injection Substances 0.000 title claims abstract description 63
- 239000007921 spray Substances 0.000 description 20
- 238000010586 diagram Methods 0.000 description 7
- 230000000694 effects Effects 0.000 description 7
- 230000000149 penetrating effect Effects 0.000 description 6
- 230000007423 decrease Effects 0.000 description 5
- 239000002245 particle Substances 0.000 description 5
- 230000035515 penetration Effects 0.000 description 5
- 239000000203 mixture Substances 0.000 description 4
- 238000000889 atomisation Methods 0.000 description 3
- 238000002156 mixing Methods 0.000 description 3
- 238000007796 conventional method Methods 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 239000008240 homogeneous mixture Substances 0.000 description 2
- 230000002452 interceptive effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000002195 synergetic effect Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical group [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 1
- 241000283973 Oryctolagus cuniculus Species 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1853—Orifice plates
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
- F02M61/18—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for
- F02M61/1806—Injection nozzles, e.g. having valve seats; Details of valve member seated ends, not otherwise provided for characterised by the arrangement of discharge orifices, e.g. orientation or size
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、例えばエンジン等の燃料供給に使用される燃
料噴射弁に係り、特に１気筒あたり吸気弁を複数有する
エンジンに用いて好適な燃料噴射弁に関するものである
。Detailed Description of the Invention [Field of Industrial Application] The present invention relates to a fuel injection valve used for supplying fuel to, for example, an engine, and particularly to a fuel injection valve suitable for use in an engine having a plurality of intake valves per cylinder. This relates to injection valves.
［従来の技術〕
自動車用のガソリンエンジンの分野では、近年増々高回
転、高出力化の傾向にあり、そのため。[Conventional technology] In the field of gasoline engines for automobiles, there has been a trend toward higher rotation speeds and higher outputs in recent years.
エンジンの各気筒の吸気弁の数を２つとした２吸気弁の
エンジン（例えばＤＯＨＣエンジン）が広く用いられつ
つある。Two-intake valve engines (for example, DOHC engines) in which each cylinder of the engine has two intake valves are becoming widely used.
このようなエンジンに使用される燃料噴射弁（例えば電
磁式燃料噴射弁）としては、各気筒の２つの吸気弁の夫
々に向けて燃料を分配噴射させる方式のものがある。こ
の種の燃料噴射弁は、例えば、特開昭６０−１１３０６
５号公報等に開示されるように、噴射弁本体内の可動弁
（弁体）の下流に一つの計量オリフィスを配する他に、
この計量オリフィスの下流に各気筒の各吸気弁に向けて
複数の燃料分配オリフィス（燃料通路）を配してなる。Some fuel injection valves (for example, electromagnetic fuel injection valves) used in such engines are of a type that distributes and injects fuel toward each of the two intake valves of each cylinder. This type of fuel injection valve is known, for example, from Japanese Patent Application Laid-open No. 60-11306.
As disclosed in Publication No. 5, etc., in addition to disposing one metering orifice downstream of the movable valve (valve body) within the injection valve body,
A plurality of fuel distribution orifices (fuel passages) are arranged downstream of this metering orifice toward each intake valve of each cylinder.
そして、計量オリフィスで先ず燃料の流量制限（計量）
を行なった後に、この燃料を前記複数の燃料通路に分配
し通過させて、吸気系通路（マニホールド、吸気ポート
等）に噴射させていた。Then, first, the fuel flow rate is restricted (metered) at the metering orifice.
After this, the fuel is distributed and passed through the plurality of fuel passages, and is injected into the intake system passage (manifold, intake port, etc.).
このような燃料噴射方式は、１つの噴射弁で気筒の複数
吸気弁に向けて燃料噴射を行なうので合理的であり５分
配噴射によりエンジン応答性を高める利点を有する。Such a fuel injection system is rational because one injector injects fuel toward a plurality of intake valves in a cylinder, and has the advantage of improving engine responsiveness through five-distribution injection.
ところで、前述した如き従来の複数吸気弁対応の燃料噴
射弁は、複数の分配オリフィスの上流に計量オリフィス
が配されるが、このようなオリフィス配置構造では、分
配オリフィスの合計の流路面積が計量オリフィスの流路
面積より大きいため（すなわち、計量オリフィスは計量
機能を保つために流路面積が流路系のうち最小としであ
る）、−度計量オリフイスで絞られた燃料が分配オリフ
ィスを通過する過程で流速が低下し、噴射燃料の貫通力
（噴射燃料が目標位置に向う時の力）が小さくなる傾向
がある。By the way, in the conventional fuel injection valve compatible with multiple intake valves as described above, a metering orifice is arranged upstream of a plurality of distribution orifices, but in such an orifice arrangement structure, the total flow path area of the distribution orifices is The fuel throttled by the metering orifice passes through the distribution orifice because it is larger than the flow area of the orifice (i.e., the metering orifice has the smallest flow area of the flow path to maintain metering function). In the process, the flow velocity decreases, and the penetrating force of the injected fuel (the force with which the injected fuel moves toward the target position) tends to decrease.
一方、最近のエンジン分野においては、吸気管の曲りを
小さくして吸気抵抗を小さくし、且つ燃料噴射弁の設置
位置を気筒からできるだけ離して、気筒に至るまでの混
合気の温度を噴射燃料の気化熱により下げ（空気重量の
増大）、このようにして出力向上化が図られつつある。On the other hand, in the recent engine field, the bending of the intake pipe is made smaller to reduce intake resistance, and the fuel injection valve is installed as far away from the cylinder as possible to reduce the temperature of the air-fuel mixture up to the cylinder. It is being lowered by the heat of vaporization (increasing the air weight), and in this way the output is being improved.
しかし、前述したように噴射燃料の貫通力が比較的小さ
い状態で燃料噴射弁の設置位置を気筒から遠ざけようと
すると、特にエンジンの高回転時など吸気管内の空気流
速が大きい時には、噴霧が空気流によって目標位置に至
るまでに流されて吸気管壁面に付着しやすく、この付着
燃料が液状のまま気筒内に流入してエンジン性能に低下
をきたすおそれがあった。また、噴射燃料の貫通力の低
下は、燃料の噴射流速が低下するので噴震の平均粒径が
２００μｍ以上と大きくなり易い傾向があった。However, as mentioned above, if you try to move the fuel injector away from the cylinder when the penetration force of the injected fuel is relatively small, especially when the air flow velocity in the intake pipe is high, such as when the engine is running at high speeds, the spray will The fuel tends to be carried away by the flow and adhere to the wall surface of the intake pipe before reaching the target position, and there is a risk that this adhering fuel may flow into the cylinder in a liquid state and cause a decrease in engine performance. Furthermore, the decrease in the penetration force of the injected fuel tends to increase the average particle size of the jets to 200 μm or more because the fuel injection flow rate decreases.
本発明は以上の点に鑑みてなされたものであり、その目
的とするところは、１気筒につき複数の吸気弁を有する
エンジンに使用される燃料噴射弁において、エンジンの
吸気系通路に燃料を各気筒の吸気弁に向けて噴射させる
場合に、その噴射燃料の貫通力を高めて、噴射燃料が空
気流の影響をさ程受けずに目標位置にスムーズに到達し
、且つ噴霧粒径を小さくしてエンジン性能を向上させる
ことにある。The present invention has been made in view of the above points, and its object is to inject fuel into each intake system passage of the engine in a fuel injection valve used in an engine having a plurality of intake valves per cylinder. When injecting toward the intake valve of a cylinder, the penetrating force of the injected fuel is increased so that the injected fuel reaches the target position smoothly without being affected by air flow, and the spray particle size is reduced. The purpose is to improve engine performance.
〔課題を解決するための手段〕
本発明は上記目的を達成するために、１気筒にｉ数の吸
気弁を有するエンジンに使用される燃料噴射弁であって
、噴射弁本体内には、燃料流路の開閉を行なう弁体と弁
シートを備え、前記弁体及び弁シートの下流側に前記気
筒の各吸気弁に向（ブて燃料噴射を行なうための複数の
オリフィスを配してなるものにおいて、前記複数のオリ
フィスの合計の断面積が前記噴射弁本体の弁全開時の流
路系のうちで流路面積が最も小さくなるように設定し、
且つこれらの各オリフィスは全長にわたりほぼ同径とな
るように形成してなる。具体的には、例えば噴射弁にお
ける弁体と弁シートの下流側に位置する燃料噴射側一端
にオリフィスボディを配し、このオリフィスボディに前
記複数吸気弁の夫々に向うような傾斜角度を配した複数
の計量オリフィスを配設し、且つこの計量オリフィスは
全長がほぼ同径となるように形成してなる。[Means for Solving the Problems] In order to achieve the above object, the present invention provides a fuel injection valve used in an engine having i number of intake valves in one cylinder, in which a fuel injection valve is provided in the injection valve body. A device comprising a valve body and a valve seat for opening and closing a flow path, and a plurality of orifices for injecting fuel toward each intake valve of the cylinder on the downstream side of the valve body and valve seat. , the total cross-sectional area of the plurality of orifices is set such that the flow path area is the smallest among the flow path systems of the injection valve body when the valve is fully open;
Each of these orifices is formed to have approximately the same diameter over the entire length. Specifically, for example, an orifice body is arranged at one end of the fuel injection side located downstream of the valve body and the valve seat of the injection valve, and the orifice body is arranged at an inclination angle so as to face each of the plurality of intake valves. A plurality of metering orifices are provided, and the metering orifices are formed so that their entire lengths have approximately the same diameter.
このような構成よりなる本発明によれば、燃料噴射弁の
開弁時に、弁と弁シートとの間で形成される通路を経て
燃料が流れ、その後、複数のオリフィスを介して吸気通
路内に燃料が各気筒の各吸気弁に向けつつ分配噴射され
る。そして１本発明では、燃料噴射弁の弁全開時の流路
系のうちで前記複数のオリフィスの断面積の合計が最も
小さくしであるので、これらの複数オリフィスが分配オ
リフィスと計量オリフィスを兼ねる。燃料はこれらのオ
リフィスで燃料流量の最大値を決定（計量）されつつ各
吸気弁に向って分配噴射され、しかも燃料流路がこれら
のオリフィスで最も絞られて燃料流速が助勢されて、吸
気通路に噴射される。しかして、本発明は、従来のよう
に計量された燃料を計量オリフィスより面積の大きな分
配オリフィスに通過させる方式と異なり、分配オリフィ
スそのものが流路面積を絞って燃料流速を大きくしつつ
燃料噴射させるので、噴射燃料の貫通力を大きくするこ
とができる。更に噴射燃料流速を大きくすることで、燃
料の微粒化が促進され、またオリフィスをほぼ同径通路
とすることにより、オリフィスから噴出する燃料噴霧の
広がり角を小さくすることができる。 ′
従って、本発明によれば以上の各作用の相乗効果により
、良好に微粒化された燃料噴霧を空気流に流されること
なく均質な混合を形成して迅速に気筒側に供給でき、エ
ンジン性能の向上化を図り得る。According to the present invention having such a configuration, when the fuel injection valve is opened, fuel flows through the passage formed between the valve and the valve seat, and then flows into the intake passage through the plurality of orifices. Fuel is distributed and injected toward each intake valve of each cylinder. In the present invention, the total cross-sectional area of the plurality of orifices is the smallest in the flow path system of the fuel injection valve when the valve is fully open, so these plurality of orifices serve both as a distribution orifice and a metering orifice. The fuel is distributed and injected toward each intake valve while the maximum fuel flow rate is determined (metered) by these orifices, and the fuel flow path is narrowed down to the maximum by these orifices to assist the fuel flow velocity, so that the fuel flow rate is is injected into. Therefore, unlike the conventional method in which the metered fuel passes through a distribution orifice having a larger area than the metering orifice, the present invention injects fuel while increasing the fuel flow velocity by reducing the flow path area of the distribution orifice itself. Therefore, the penetrating force of the injected fuel can be increased. Further, by increasing the flow rate of the injected fuel, atomization of the fuel is promoted, and by making the orifice a passage with approximately the same diameter, it is possible to reduce the spread angle of the fuel spray ejected from the orifice. ' Therefore, according to the present invention, due to the synergistic effect of the above-mentioned actions, a homogeneous mixture of well-atomized fuel spray can be formed without being carried away by the airflow, and it can be rapidly supplied to the cylinder side, improving engine performance. It is possible to improve the
本発明の実施例を図面に基づき説明する。 Embodiments of the present invention will be described based on the drawings.
第１図ないし第１０図は本発明の第１実施例を示すもの
である。1 to 10 show a first embodiment of the present invention.
第１図は第１実施例たる燃料噴射弁の縦断面図で、本実
施例は、−例としてボトムフィード方式の電磁式燃料噴
射弁を例示する。FIG. 1 is a longitudinal cross-sectional view of a fuel injection valve according to a first embodiment, and this embodiment illustrates a bottom feed type electromagnetic fuel injection valve as an example.
第１図において、１は噴射弁本体で、ヨーク２゜固定鉄
心３．電磁コイル４等で構成される。In Fig. 1, 1 is the injection valve body, yoke 2° fixed iron core 3. It consists of 4 electromagnetic coils.
５は噴射弁本体１内にばね９を介して往復動可能に組込
まれる可動弁で、可動弁５は弁体（ボール）６．プラン
ジャロッド７及びプランジャ８からなり、プランジャ８
にばね９の力が加わって、弁体６が弁シート１ｏ側に付
勢されている。電磁コイル４に電圧を印加すると、コイ
ルの励磁作用によりプランジャ８ひいては可動弁５全体
がばね９の力に抗して上方（固定鉄心３側）に磁気吸引
され、弁体６と弁シート１０との間が開き流路が形成さ
れる。また、電磁コイル４への電圧の印加を止めると、
弁体６はばね９の作用によって下方へもどされ弁体６が
弁シート１ｏに接して燃料の流出が停止する。このよう
にして弁開閉動作がなされ、さらに電磁コイル４に印加
する電圧（を流）をデユーティ制御すれば、燃料の流量
を制御することができる。Reference numeral 5 designates a movable valve that is incorporated into the injection valve body 1 via a spring 9 so as to be able to reciprocate, and the movable valve 5 has a valve body (ball) 6. Consisting of a plunger rod 7 and a plunger 8, the plunger 8
The force of the spring 9 is applied to urge the valve body 6 toward the valve seat 1o. When a voltage is applied to the electromagnetic coil 4, the plunger 8 and the entire movable valve 5 are magnetically attracted upward (towards the fixed core 3) against the force of the spring 9 due to the excitation action of the coil, and the valve body 6 and the valve seat 10 are The space between the two is opened to form a flow path. Also, when the voltage application to the electromagnetic coil 4 is stopped,
The valve body 6 is returned downward by the action of the spring 9, and the valve body 6 contacts the valve seat 1o, stopping the outflow of fuel. By opening and closing the valve in this manner, and by controlling the voltage applied to the electromagnetic coil 4 by duty, the flow rate of the fuel can be controlled.
１１はオリフィスボディで、複数のオリフィス１２を有
し、このオリフィスボディ１１が噴射弁本体１の噴射側
端部１ａの開口に嵌装固定される。Reference numeral 11 denotes an orifice body having a plurality of orifices 12, and this orifice body 11 is fitted and fixed into an opening of the injection side end 1a of the injection valve main body 1.
本実施例では、オリフィスボディ１１は流路１３を介し
て弁体６及び弁シート１０の下流近傍に配される。In this embodiment, the orifice body 11 is arranged near the downstream side of the valve body 6 and the valve seat 10 via the flow path 13.
第２図にオリフィスボディ１１の取付状態の詳細を示す
。第３図は第２図をＰ方向がらみた図である。第４図は
（ａ）、（ｂ）、（ｃ）はオリフィスボディ１１の上面
図、縦断面図、下面図を表わし、第５図及び第６図はそ
の動作説明図である。FIG. 2 shows details of the mounting state of the orifice body 11. FIG. 3 is a diagram of FIG. 2 viewed from the P direction. 4A, 4B, and 4C show a top view, a vertical sectional view, and a bottom view of the orifice body 11, and FIGS. 5 and 6 are explanatory views of its operation.
第２図及び第３図に示すように本実施例のオリフィスボ
ディ１１にはオリフィス１２が２個配設される、これら
のオリフィス１２は、第４図（ｂ）に示すように軸線Ｏ
を基準にして下流側に向けてＯｌ及び０１′の広がり傾
斜角度をなす、ここで、０五及びＯ１２は燃料噴射弁１
を吸気通路２゜（第１０図に示す）の所定位置に設置し
た時に各吸気弁２１．２２に向う角度である。また、複
数のオリフィス１２は、その合計の断面積が噴射弁本体
１の弁全開時の燃料流路系のうちで流路面積が最も小さ
くなるように設定される。具体的には。As shown in FIGS. 2 and 3, two orifices 12 are provided in the orifice body 11 of this embodiment. These orifices 12 are aligned with the axis O as shown in FIG. 4(b).
05 and 012 are the fuel injection valve 1.
is the angle toward each intake valve 21, 22 when it is installed at a predetermined position in the intake passage 2° (as shown in FIG. 10). Further, the plurality of orifices 12 are set such that the total cross-sectional area thereof is the smallest in the fuel flow path system of the injection valve body 1 when the valve is fully open. in particular.
第６図に示すように噴射弁１の弁体６が最大位置まで引
上げられて、弁体６と弁シート１ｏとの間が最大に離れ
た時（弁全開時）、弁体６と弁シート１０とで形成され
る環状隙間面積の最大値ＡＩに対して、弁下流に設けた
複数のオリフィス１２の断面積の合計Ａ２が小さくなる
ように各オリフィス１２の面積を設定し、その他弁体６
下流の円筒状の流路１３の面積Ａ８に対してもＡ２を小
さくする。すなわち、
Ａ ＊ ＜ Ａ １かっＡ ｚ ＜ Ａ ａとなるよう
に、オリフィス１２のオリフィス径を設定する。また、
オリフィスの合計面積Ａ２は。As shown in FIG. 6, when the valve body 6 of the injection valve 1 is pulled up to the maximum position and the distance between the valve body 6 and the valve seat 1o is the maximum (when the valve is fully open), the valve body 6 and the valve seat The area of each orifice 12 is set so that the total cross-sectional area A2 of the plurality of orifices 12 provided downstream of the valve is smaller than the maximum value AI of the annular gap area formed by the valve body 6.
A2 is also made smaller than the area A8 of the downstream cylindrical flow path 13. That is, the orifice diameter of the orifice 12 is set so that A*<A1-Az<Aa. Also,
The total area A2 of the orifice is.
Ａｔ、Ａｓ以外の流路に対しても小さく設定される。It is also set small for channels other than At and As.
しかして、このような構成よりなる本実施例によれば、
弁体６が電磁コイル４の励磁により上方へ引き上げられ
ると、燃料がバルブボディ１ａに配した複数の燃料通路
１４．１５からバルブボディ１ａ内に流入し、その後弁
体６と弁シート１０の間を通過した後、弁体６の下流に
位置する通路１３を経て、２個のオリフィス１２を介し
て吸気通路内に燃料が各気筒の各吸気弁に向けつつ分配
噴射される。そして１本実施例では、燃料噴射弁の弁全
開時の流路系のうちで、複数のオリフィス１２の流路面
積の合計が最も小さいので、これらのオリフィス１２に
より燃料の流量制限（計量）がなされる、燃料は、これ
らのオリフィス１２で燃料流量の最大値が決定されつつ
各吸気弁に向って分配噴射され、しかも燃料がこれらの
オリフィス１２で最も絞られ、その結果、オリフィス１
２で燃料流速が助勢されつつ直ちに吸気通路に噴出され
る。However, according to this embodiment having such a configuration,
When the valve body 6 is pulled upward by the excitation of the electromagnetic coil 4, fuel flows into the valve body 1a from the plurality of fuel passages 14, 15 arranged in the valve body 1a, and then flows between the valve body 6 and the valve seat 10. After passing through the passage 13 located downstream of the valve body 6, the fuel is distributed and injected into the intake passage through two orifices 12 while being directed to each intake valve of each cylinder. In this embodiment, the total flow area of the plurality of orifices 12 is the smallest in the flow path system of the fuel injection valve when the valve is fully open, so these orifices 12 limit the flow rate (metering) of the fuel. The fuel is distributed and injected toward each intake valve while the maximum fuel flow rate is determined by these orifices 12, and the fuel is most restricted in these orifices 12.
2, the fuel flow rate is assisted and the fuel is immediately injected into the intake passage.
第５図にオリフィス１２から噴出する燃料の挙動を示し
た。オリフィス１♀の方向に一致するように燃料が噴出
する０本実施例におけるオリフィス１２は全長にわたり
同径通路とするもので、このようなオリフィス設定によ
りオリフィス内で助走して噴出する燃料は、その広がり
を小さくすることができる。ここで、燃料の広がりを小
さくしつつ、燃料をオリフィスで助走させるためにはオ
リフィス１２の長さをオリフィスの径ｄ以上とする必要
がある。FIG. 5 shows the behavior of the fuel ejected from the orifice 12. The orifice 12 in this embodiment has the same diameter passage over its entire length, and with this orifice setting, the fuel that runs up in the orifice and is ejected is in the same direction as the orifice 1♀. The spread can be reduced. Here, in order to make the fuel run-up through the orifice while reducing the spread of the fuel, it is necessary to make the length of the orifice 12 greater than or equal to the diameter d of the orifice.
その理由を第７図から第１０図に基づき説明する。第７
図は、オリフィス１２通路内の燃料の流れの様子を示す
もので、同図に示すようにオリフィス１２内を流れる燃
料は、オリフィス、入口近傍で燃料の流れに剥離が生じ
る。これは、オリフィス内の燃料の流れは、−度収縮し
てからオリフィス通路内を充満するためである。そして
、通常は、燃料が一度収縮（剥離）してから充満するま
でに要するオリフィス長さａは、オリフィス１２の径ｄ
の少なくとも１．５倍（Ω＝１．５ ｄ）以上とされ
る。The reason for this will be explained based on FIGS. 7 to 10. 7th
The figure shows the state of the flow of fuel in the passage of the orifice 12. As shown in the figure, the fuel flowing in the orifice 12 causes separation in the flow of the fuel near the orifice and the inlet. This is because the fuel flow within the orifice contracts by -degrees before filling the orifice passage. Normally, the length a of the orifice required from when the fuel once contracts (separates) until it is filled is the diameter d of the orifice 12.
(Ω=1.5 d) or more.
第８図（ａ）に、オリフィス１２の長さａが１．５Ｘｄ
以上の場合の、オリフィス通路出口における流れの速
度分布を示す、ａが大きい場合、流れは収縮した後、オ
リフィス通路内を充満する。In Fig. 8(a), the length a of the orifice 12 is 1.5Xd.
In the above case, when a, which indicates the velocity distribution of the flow at the outlet of the orifice passage, is large, the flow contracts and then fills the orifice passage.
そのため、オリフィス出口における燃料の流れは軸方向
に一致するようになり、噴射燃料の広がり角を小さくす
ることができる。Therefore, the flow of fuel at the orifice outlet becomes consistent in the axial direction, and the spread angle of the injected fuel can be reduced.
第９図（ｂ）に、オリフィス１２の長さΩが１．５Ｘｄ
以下の場合の、オリフィス通路出口における流れの速
度分布を示す、Ｑが１．５Ｘｄ より小さい場合、オ
リフィス管壁から剥離した流れは、オリフィス内に付着
しないまま拡大流となってオリフィス出口から流出する
。そのため、オリフィス出口における燃料の流れは、軸
方向に一致せず広がる。In Fig. 9(b), the length Ω of the orifice 12 is 1.5Xd.
This shows the velocity distribution of the flow at the orifice passage outlet in the following case. When Q is smaller than 1.5Xd, the flow separated from the orifice pipe wall becomes an enlarged flow without adhering to the orifice and flows out from the orifice outlet. . Therefore, the flow of fuel at the orifice outlet does not coincide with the axial direction but spreads out.
第９図は、オリフィス１２の長さ悲とオリフィス径ｄの
比Ｑ／ｄとオリフィスから噴出する燃料噴震の広がり角
θとの関係を表わす実験データで、Ｑ／ｄを大きくする
とθを小さくでき、特にＱ／ｄを１．５以上とすればθ
を５度以下におさえることができる。Figure 9 shows experimental data showing the relationship between the ratio Q/d of the length of the orifice 12 and the orifice diameter d and the spread angle θ of the fuel jet ejected from the orifice. In particular, if Q/d is 1.5 or more, θ
can be kept below 5 degrees.
第１０図は、Ｑ／ｄと噴霧の到達距離りとの関係を表わ
す実験データである。第１１図のデータ値は、吸気管の
空気流速を２０ｍ／ｓ（絞り弁全開時の空気流速値に相
当する値）とした条件の下で測定したもので、Ｑ／ｄを
適宜に大きくすると、噴霧の到達距離りが大きくなる。FIG. 10 shows experimental data showing the relationship between Q/d and spray reach distance. The data values in Figure 11 were measured under the condition that the air flow velocity in the intake pipe was 20 m/s (a value corresponding to the air flow velocity value when the throttle valve is fully open), and if Q/d was increased appropriately. , the reach distance of the spray increases.
これは、Ｑ／ｄを大きくするとオリフィス出口から噴出
する燃料の速度は、オリフィス出口方向に一致するため
、噴射燃料の貫通力が大きくなり、吸気管内の空気流の
影響を受けにくいためである。This is because when Q/d is increased, the velocity of the fuel injected from the orifice outlet matches the direction of the orifice outlet, which increases the penetrating force of the injected fuel and makes it less susceptible to the influence of airflow in the intake pipe.
一方、Ω／ｄを小さくすると、噴射燃料の貫通力が小さ
くなり、空気流の影響を受けやすくなるのでＬは小さく
なる。On the other hand, when Ω/d is made smaller, the penetration force of the injected fuel becomes smaller and it becomes more susceptible to the influence of airflow, so L becomes smaller.
但し、Ｑ／ｄを大きくしすぎる場合にも、オリフィス内
の管壁の摩擦によって、燃料流のエネルギが損失し、貫
通力が小さくなる。そのため、Ｑ／ｄは、１．５〜１２
とするのが、望ましい。However, if Q/d is made too large, the energy of the fuel flow is lost due to the friction of the tube wall inside the orifice, and the penetration force becomes small. Therefore, Q/d is 1.5 to 12
It is desirable to do so.
また、オリフィス１２から噴出する燃料は、オリフィス
ボディ１１の噴射側一端に設けた開口１６を経て噴射さ
れるが、開口１６はその周りにオリフィス傾斜角度に沿
った傾斜案内壁面１１ａが先端に向って形成されるので
、この傾斜案内壁面１１ａに沿って噴射される。そして
、この噴射燃料が案内壁面１１ａの内面に接触するのを
避けるためには、第５図に示すようにオリフィス１２の
中心軸線Ｑと案内壁１１ａ内面との距離Ｓを少なくとも
オリフィス径６以上とするのが好ましい。Further, the fuel ejected from the orifice 12 is injected through an opening 16 provided at one end of the injection side of the orifice body 11, and the opening 16 is surrounded by an inclined guide wall surface 11a along the orifice inclination angle toward the tip. Therefore, it is injected along this inclined guide wall surface 11a. In order to avoid this injected fuel from coming into contact with the inner surface of the guide wall surface 11a, the distance S between the central axis Q of the orifice 12 and the inner surface of the guide wall 11a must be at least 6 or more in diameter, as shown in FIG. It is preferable to do so.
しかして、本実施例は、従来のように計量された燃料を
計量オリフィスより面積の大きな分配オリフィスに通過
させる方式と異なり、分配オリフィス１２そのものが流
路面積を絞って燃料流速を大きくしつつ燃料噴射させる
ので、噴射燃料の貫通力を大きくすることができる。更
に噴射燃料流速を大きくすることで、燃料の微粒化が促
進され、またオリフィスを同径通路とすることにより、
オリフィスから噴出する燃料噴霧の広がり角を小さくす
ることができる。However, unlike the conventional method in which the metered fuel passes through a distribution orifice having a larger area than the metering orifice, this embodiment has the advantage that the distribution orifice 12 itself narrows the flow path area to increase the fuel flow rate while allowing the fuel to flow through the metered orifice. Since the fuel is injected, the penetrating force of the injected fuel can be increased. Furthermore, by increasing the injected fuel flow rate, fuel atomization is promoted, and by making the orifice a passage with the same diameter,
The spread angle of the fuel spray ejected from the orifice can be reduced.
従って、本実施例によれば以上の各作用の相乗効果によ
り、良好に微粒化された燃料噴霧を空気流に流されるこ
となく均質な混合を形成して迅速に気筒側に供給でき、
エンジン性能の向上化を図り得る。Therefore, according to this embodiment, due to the synergistic effect of each of the above-mentioned actions, it is possible to form a homogeneous mixture of well-atomized fuel spray without being carried away by the air flow, and to quickly supply it to the cylinder side.
It is possible to improve engine performance.
第１１図は本発明の第２実施例を示す要部断面図、第１
２図は第１１図のＰ方向からみた図であり、図中既述し
た第１実施例と同一符号は同−或いは共通する要素を示
す（なお、第１３図以降の符号も同様である）。本実施
例のオリフィス１２は第１実施例と同様に構成するもの
で５第１実施例と異なる点は、第１実施例のように弁体
（ボール）６及び弁シート１０とオリフィス１２との間
に中間通路１３を介在させることなく、オリフィス１２
を弁体６及び弁シート１０と近接して配置する。そして
、弁体６が弁シート１０に接する状態にあると、オリフ
ィス１２一端も弁体６の先端一部と接する。FIG. 11 is a cross-sectional view of main parts showing a second embodiment of the present invention;
FIG. 2 is a view seen from the P direction of FIG. 11, and in the figure, the same reference numerals as in the first embodiment described above indicate the same or common elements (note that the same reference numerals are used in FIGS. 13 and onwards). . The orifice 12 of this embodiment is constructed in the same manner as in the first embodiment.5 The difference from the first embodiment is that the valve body (ball) 6, valve seat 10, and orifice 12 are connected to each other as in the first embodiment. orifice 12 without intermediate passage 13 interposed therebetween.
is arranged close to the valve body 6 and the valve seat 10. When the valve body 6 is in contact with the valve seat 10, one end of the orifice 12 also comes into contact with a portion of the tip of the valve body 6.
本実施例によれば、弁体６と弁シート１０間を通過する
燃料が直ちに複数のオリフィス１２に分配流入するので
、中間通路１３の削除分だけ通路抵抗の減少を図り、ひ
いては、噴射燃料の貫通力を更に大きくすることができ
る。また、本実施例では、弁体６をオリフィスボディ１
１に当接させることでオリフィス１２を塞ぐことも可能
であり、このようにして、オリフィスボディ１１を弁シ
ート１０と兼用させることもできる。According to this embodiment, since the fuel passing between the valve body 6 and the valve seat 10 immediately distributes and flows into the plurality of orifices 12, the passage resistance is reduced by the removal of the intermediate passage 13, and as a result, the injected fuel The penetrating force can be further increased. Further, in this embodiment, the valve body 6 is connected to the orifice body 1.
It is also possible to close the orifice 12 by bringing it into contact with the valve seat 10, and in this way, the orifice body 11 can also be used as the valve seat 10.
第１３図は本発明の第３実施例を示す要部断面図、第１
４図は第１３図のＰ方向からみた図である。本実施例は
弁体６をボールに代えて逆円錐形のヘッド面を有する棒
状弁体を使用し、その効果は第２実施例同様の効果を奏
し得る。FIG. 13 is a cross-sectional view of main parts showing the third embodiment of the present invention;
FIG. 4 is a view seen from direction P in FIG. 13. In this embodiment, a rod-shaped valve body having an inverted conical head surface is used instead of a ball as the valve body 6, and the effect can be similar to that of the second embodiment.
第１５図（ａ）、（ｂ）、（ｃ）は、本発明の第４実施
例に用いるオリフィスボディの平面図。FIGS. 15(a), 15(b), and 15(c) are plan views of an orifice body used in a fourth embodiment of the present invention.
縦断面図、底面図である。本実施例はオリフィスボディ
１１の底部開口１６を、円筒形の穴１６ａと、穴１６ａ
の周縁一部に切欠き形成した２個の略半円形の切欠き１
６ｂとで構成する。切欠き１６ｂは、各オリフィス１２
の軸線Ｑと傾斜角度が一致し、且つ切欠き１６ｂの内壁
と軸線Ｑとの間の距離Ｓ１は、オリフィス１２からの噴
射燃料が切欠き１６ｂ内壁に接触するのを避けるため、
オリフィス１２の径ｄ以上としである６例えば、オリフ
ィス１２の半径ｄ／２を０．２ｍ とした場合、Ｓｌは
０．５ｍ程度に設定しである０本実施例では、切欠き１
６ｂが噴射燃料を案内する壁面となり、切欠き１６ｂを
部分的に設けることで、オリフィスボディ１１の開口１
６の大部分（円筒形穴１６ａ）の径ｄ１を第１．第２実
施例の開口１６よりも径を小さくできる。They are a vertical sectional view and a bottom view. In this embodiment, the bottom opening 16 of the orifice body 11 is formed into a cylindrical hole 16a and a hole 16a.
Two approximately semicircular notches 1 formed on a part of the periphery of the
6b. The cutout 16b is located in each orifice 12.
The inclination angle coincides with the axis Q of the notch 16b, and the distance S1 between the inner wall of the notch 16b and the axis Q is set such that the injected fuel from the orifice 12 is prevented from coming into contact with the inner wall of the notch 16b.
For example, when the radius d/2 of the orifice 12 is set to 0.2 m, Sl is set to about 0.5 m. In this embodiment, the notch 1
6b becomes a wall surface that guides the injected fuel, and by partially providing the notch 16b, the opening 1 of the orifice body 11
6 (the cylindrical hole 16a) has a diameter d1 of 1. The diameter can be made smaller than the opening 16 of the second embodiment.
第１６図（ａ）、（ｂ）、（ｃ）、（ｄ）は本発明の第
５実施例に用いるオリフィスボディの平面図、縦断面図
、底面図、動作説明図である０本実施例は、複数のオリ
フィス１２の合計が４個で。FIGS. 16(a), (b), (c), and (d) are a plan view, a vertical sectional view, a bottom view, and an operation explanatory view of an orifice body used in a fifth embodiment of the present invention. The total number of multiple orifices 12 is 4.
これらのオリフィス１２を２吸気弁・気筒の各吸気弁に
対応してオリフィス１２の個数が各吸気弁毎に２個ずつ
となるように配分する。そして、各吸気弁対応の２個ず
つのオリフィスは、各吸気弁に向うように配置される０
本実施例では、１２ａ。These orifices 12 are distributed so that the number of orifices 12 is two for each intake valve, corresponding to each intake valve of the two intake valves/cylinder. Two orifices corresponding to each intake valve are arranged so as to face each intake valve.
In this embodiment, 12a.
１２ｂ及び１２ｃ、１２ｄが夫々組の２個ずつのオリフ
ィスで、これらのオリフィスのうち１２ａ。12b, 12c, and 12d each have a set of two orifices, and among these orifices, 12a.
１２ｄが外側に１２ｂ、１２ｃが内側に配され、オリフ
ィスボディ１１の底部開口１６ａには、外側のオリフィ
ス１２ａ、１２ｄに対応してオリフィス軸線Ｑと傾斜角
度が一致する切欠き１６ｂが開口１６ａの周縁に部分的
に形成され、内側のオリフィス１２ｂ、１２ｃに対応し
て軸線Ｑと傾斜角度が一致する孔１６ｃが形成される。12d is arranged on the outside, and 12b and 12c are arranged on the inside, and in the bottom opening 16a of the orifice body 11, a notch 16b whose inclination angle coincides with the orifice axis Q corresponds to the outside orifice 12a and 12d, and a notch 16b is provided at the periphery of the opening 16a. A hole 16c whose inclination angle coincides with the axis Q is formed corresponding to the inner orifices 12b and 12c.
ここで、各２つずつのオリフィス１２ａ、１２ｂ及び１
２ｃ。Here, two orifices 12a, 12b and 1
2c.
１２ｄは、オリフィスボディ１１の軸方向の中心軸Ｏに
対して０１．θ２の角度をもつようにする。12d is 01.0 with respect to the central axis O of the orifice body 11 in the axial direction. Let it have an angle of θ2.
ここで、０１は中心軸Ｏから近い方のオリフィス１２ｂ
（又は１２ｃ）と中心軸０のなす角、０２は中心軸Ｏか
ら離れた方のオリフィス１２ａ（又は１２ｄ）と中心軸
、０のなす角である０本実施例ではＯｒ≦Ｏ２とするこ
とで、オリフィス１２ａ。Here, 01 is the orifice 12b closer to the central axis O.
(or 12c) and the central axis 0, 02 is the angle between the orifice 12a (or 12d) that is farther from the central axis O and the central axis 0, 0. In this embodiment, Or≦O2. , orifice 12a.
１２ｂから噴射する燃料同士及びオリフィス１２ｃ。Fuel injected from 12b and orifice 12c.
１２ｄから噴射する燃料同士の干渉を防ぐように設定し
である。また、切欠き１６ｂの径（ＳｔＸ２）及び燃料
案内孔１６ｏの径ｄａをオリフィス１２の径より大きく
して、噴射燃料が切欠き１６ｂや燃料案内孔１６ｃの内
壁に接触するのを防止している。更に、一方の組のオリ
フィス１２ａ、１２ｂの噴射燃料が他の組のオリフィス
１２ｃ、１２ｄと干渉し合うのを防ぐため、オリフィス
１２ａ。This setting is made to prevent interference between the fuels injected from 12d. Further, the diameter (StX2) of the notch 16b and the diameter da of the fuel guide hole 16o are made larger than the diameter of the orifice 12 to prevent the injected fuel from coming into contact with the inner wall of the notch 16b and the fuel guide hole 16c. . Furthermore, in order to prevent the injected fuel of one set of orifices 12a, 12b from interfering with the other set of orifices 12c, 12d, the orifices 12a.
１２ｂとオリフィス１２ｃ、Ｌ２ｄとの配置距離Ｓ２を
オリフィス径６以上としである。The arrangement distance S2 between the orifice 12b and the orifice 12c and L2d is set to be 6 or more in diameter.
本実施例によれば、前述した各実施例と同様の効果を奏
する他に各吸気弁毎に複数の噴射燃料を供給でき、後述
する第２４図（ａ）〜（ｃ）に示すような噴射点Ａから
目標位＠（吸気弁）２１゜２２に種々の噴射経路を設定
して燃料噴射を行なうことができる。また、噴射燃料の
噴・射水数を増やして、噴射燃料と空気の混りを更に向
上させる。According to this embodiment, in addition to producing the same effects as those of the above-mentioned embodiments, a plurality of injection fuels can be supplied to each intake valve, and the injection fuel as shown in FIGS. 24(a) to 24(c) described later can be Fuel injection can be performed by setting various injection paths from point A to the target position @ (intake valve) 21°22. Furthermore, the number of injected fuel injections and water injections is increased to further improve mixing of the injected fuel and air.
第１７図（ａ） 、 （ｂ） 、 （ｃ） 、
（ｄ）は、本発明の第６実施例に用いるオリフィスボデ
ィの平面図、縦断面図、底面図及び動作説明図で、本実
施例は複数のオリフィス１２の合計が６個で、これらの
オリフィス１２を２吸気弁・気筒の各吸気弁毎に３個ず
つ配分したもので、各吸気弁対応の３個ずつのオリフィ
スは、各吸気弁に向うように配置される０本実施例は、
１２ａ、１２ｂ。Figure 17 (a), (b), (c),
(d) is a plan view, a vertical sectional view, a bottom view, and an operation explanatory diagram of an orifice body used in a sixth embodiment of the present invention. In this embodiment, the three orifices corresponding to each intake valve are arranged so as to face each intake valve.
12a, 12b.
１２ｃ及び１２ｄ、１２ｅ、１２ｆが夫々の組の３個ず
つのオリフィスで、その配列方式は第５実施例に類似す
る。オリフィス１２ａ、１２ｂ。Each set of three orifices 12c, 12d, 12e, and 12f is arranged in a manner similar to that of the fifth embodiment. Orifices 12a, 12b.
１２ｃ及び１２ｄ、１２ｅ、１２ｆは、各組ごとに０３
≦θｌ≦０２の角度をもつように設定して、各組のオリ
フィスから噴射する燃料同士が干渉し合うのを防いでい
る。なお、切欠き１６ｂの径（２ＸＳｔ）や燃料案内孔
１６ｃの径及び一方の組のオリフィスと他方の組のオリ
フィスとの配置間隔Ｓ２は第５実施例同様に設定しであ
る０本実施例は、噴射燃料を更に粗分化するので、空気
と燃料の混合を向上させることができる。12c, 12d, 12e, 12f are 03 for each set.
The angle is set to be ≦θl≦02 to prevent the fuel injected from each set of orifices from interfering with each other. Note that the diameter of the notch 16b (2XSt), the diameter of the fuel guide hole 16c, and the spacing S2 between one set of orifices and the other set are set in the same manner as in the fifth embodiment. , since the injected fuel is further coarsened, the mixing of air and fuel can be improved.
第１８図（ａ）、（ｂ）、（ｃ）、（ｄ）は本発明の第
７実施例を示す平面図、縦断面図、底面図及び動作説明
−である０本実施例は複数のオリフィス１２の合計が４
個で、これらのオリフィス１２を２吸気弁・気筒の各吸
気弁ごとに２個ずつ配分したもので、各吸気弁対応（各
組）の２個ずつのオリフィス１２ａ、１２ｂ及び１２ｃ
、１２ｄは各吸気弁に向うように配置される。そして、
本実施例でも、各２つずつのオリフィス１２ａ。FIGS. 18(a), (b), (c), and (d) are a plan view, a vertical sectional view, a bottom view, and an explanation of the operation of the seventh embodiment of the present invention. The total number of orifices 12 is 4
Two orifices 12 are distributed to each intake valve of two intake valves/cylinders, and two orifices 12a, 12b, and 12c correspond to each intake valve (each set).
, 12d are arranged facing each intake valve. and,
In this embodiment as well, there are two orifices 12a each.
１２ｂ及び１２ｃ、１２ｄは、オリフィスボディ１１の
軸方向の中心軸Ｏに対して０１．θ２の角度をもつよう
にする。ここで、θ１は中心軸Ｏから近い方のオリフィ
ス１２ｂと中心軸Ｏのなす角、θ２は中心軸０から離れ
た方のオリフィス１２ａと中心軸Ｏのなす角である。こ
の例ではθ工〉θ２とする。このようなオリフィス角度
設定によって、オリフィス１２ａ、１２ｂから噴出した
２つずつの燃料同士及びオリフィス１２ｃ、１２ｄから
噴出した燃料同士が衝突して、２つの噴霧を形成させる
ことができる。また、このように燃料同士を衝突させる
ことにより、噴射燃料に衝突エネルギーが加わって、燃
料の微粒化を促進できる。第１９図は、燃料同士を衝突
させた場合の噴射点から衝突点までの距離を３ｍとし、
噴射燃料の燃料圧力を４００ｋｇＰａとした時の条件で
、燃料の衝突角度を種々設定した場合に得られた噴射燃
料の平均粒径ｄ （μｍ）の実験データ値で、同図に示
すように衝突角度θが大きくなる程、衝突エネルギーが
大きくなって噴射燃料の微粒化を図り得る。12b, 12c, and 12d are 01. Let it have an angle of θ2. Here, θ1 is the angle between the orifice 12b closer to the center axis O and the center axis O, and θ2 is the angle between the orifice 12a farther from the center axis 0 and the center axis O. In this example, θwork>θ2. By setting the orifice angle in this manner, two fuels ejected from the orifices 12a and 12b and two fuels ejected from the orifices 12c and 12d collide with each other to form two sprays. Furthermore, by causing the fuels to collide with each other in this manner, collision energy is added to the injected fuel, thereby promoting atomization of the fuel. Figure 19 shows that when fuels collide with each other, the distance from the injection point to the collision point is 3 m.
The experimental data of the average particle diameter d (μm) of the injected fuel obtained when the fuel collision angle of the fuel was set variously under the condition that the fuel pressure of the injected fuel was 400 kgPa, and the collision was as shown in the same figure. As the angle θ becomes larger, the collision energy becomes larger and the injected fuel can be atomized.
また、本実施例では、各組のオリフィス同士は、ｈだけ
オフセットしである。このオフセット量りを変えること
によって、衝突した後の噴霧床がりパターンを種々変え
ることができる。すなわち、ｈがＯでは衝突した後に形
成される噴霧は、オリフィスから噴出した燃料が正面衝
突するので、広がり角が小さくなる。またオフセットを
大きくすれば、燃料が部分的に衝突し、広がり角が大き
くなる。Further, in this embodiment, the orifices of each set are offset by h. By changing this offset measure, the spray bed pattern after collision can be varied. That is, when h is O, the spray formed after the collision will have a small spread angle because the fuel ejected from the orifice will collide head-on. Furthermore, if the offset is increased, the fuel will partially collide and the spread angle will increase.
第２０図にオフセットｈとオリフィス径ｄとの比ｈ／ｄ
に対する噴霧の広がり角の関係を示す。Figure 20 shows the ratio h/d of the offset h and the orifice diameter d.
The relationship between the spray spread angle and the spray angle is shown.
ｈ／ｄがＯでは、オフセットｈ＝ｏとなり、広がり角の
小さい噴震が形成される。またｈ／ｄが大きくなるにつ
れて噴霧床がり角が大きくなり、ｈ／ｄが０．５ に
なると燃料同士が衝突しなくなり。When h/d is O, the offset h=o, and an eruption with a small spread angle is formed. Also, as h/d increases, the spray bed angle increases, and when h/d reaches 0.5, fuels no longer collide with each other.
そのため０．５ 以上では、広がり角はオリフィス径及
びオリフィスの方向のみで決まる。Therefore, at 0.5 or more, the divergence angle is determined only by the orifice diameter and orifice direction.
しかして、このように燃料同士を衝突させると、前述し
た各実施例の効果に加えて、衝突エネルギーにより噴射
燃料が更に微粒化され、しかも所望の噴霧床がりパター
ンを設定できる効果を奏する。When the fuels are collided with each other in this way, in addition to the effects of the embodiments described above, the injected fuel is further atomized by the collision energy, and a desired spray bed pattern can be set.
第２１図（ａ）、（ｂ）、（ｃ）に本発明を２吸気弁エ
ンジンに適用した例を示した。FIGS. 21(a), (b), and (c) show an example in which the present invention is applied to a two-intake valve engine.
第２１図（ａ）、（ｂ）、（Ｑ）の図中、２０は吸気管
（マニホールド）、２１．２２は吸気弁、２３は点火プ
ラグ、２４は気筒で、吸気管２０の先端は、各吸気弁２
１．２２に対応して２つの吸気ポート２５．２６に分岐
される。本例は、燃料噴射弁１が吸気管２０における吸
気ポート２５゜２６上流のＡ点に配され、また、燃料噴
射弁１は第１実施例ないし第４実施例対応のオリフィス
（各吸気弁毎に対応のオリフィスが１個ずつ配したもの
）を使用する。21 (a), (b), and (Q), 20 is an intake pipe (manifold), 21.22 is an intake valve, 23 is a spark plug, 24 is a cylinder, and the tip of the intake pipe 20 is Each intake valve 2
1.22, it is branched into two intake ports 25.26. In this example, the fuel injection valve 1 is arranged at a point A upstream of the intake port 25 and 26 in the intake pipe 20, and the fuel injection valve 1 is arranged in the orifice corresponding to the first to fourth embodiments (for each intake valve). (one orifice corresponding to each) is used.
しかして、第２１図（ａ）は、各オリフィスから噴射さ
れる計２つの燃料（噴霧）Ｆｓ、Ｆ２の夫夫が吸気弁ス
テム２１ａ、２２ａの内側を通って吸気弁２１．２２に
至るようにしたものである。Therefore, in FIG. 21(a), a total of two fuels (sprays) Fs and F2 injected from each orifice pass through the inside of the intake valve stems 21a and 22a and reach the intake valves 21 and 22. This is what I did.
このように噴射燃料をステム２１ａ、２２ａ内側へ供給
すると、噴射燃料の到達位置がプラグ２３に近づいて、
プラグまわりに濃い燃料が供給されやすくなり、その結
果、着火性が良くなり希薄燃焼限界を大きくすることが
できる。When the injected fuel is supplied to the inside of the stems 21a and 22a in this way, the arrival position of the injected fuel approaches the plug 23,
It becomes easier to supply rich fuel around the plug, and as a result, ignitability improves and the lean burn limit can be increased.
第２１図（ｂ）は、各オリフィスから噴射される燃料が
吸気弁ステム２１ａ、２２ａに衝突しつつ吸気弁２１．
２２に至るようにしたもので、このようにすれば、吸気
弁ステム２１ａ、２２ａに燃料が衝突し、又は一部は付
着するので、燃料が気筒２４内に急に入ることを防ぎ、
吸気弁が開いているときに燃料を供給しても、燃料と空
気との混りを良くしてエンジン性能が低下しない。FIG. 21(b) shows that the fuel injected from each orifice collides with the intake valve stems 21a and 22a while the intake valve 21.
22. In this way, the fuel collides with the intake valve stems 21a and 22a, or a portion of the fuel adheres to the intake valve stems 21a and 22a, thereby preventing the fuel from suddenly entering the cylinder 24.
Even if fuel is supplied while the intake valve is open, the mixture of fuel and air is improved and engine performance does not deteriorate.
第２１図（ｃ）は、各オリフィスから噴射される燃料が
吸気弁ステム２１ａ、２２ａの外側を通って吸気弁２１
．２２に至るようにしたものである。このように噴射燃
料をステム２１ａ、２２ａの外側へ供給すると、高速回
転時には、吸気管２０内の空気流によって噴霧が内側へ
曲げられ、吸気弁ステム２１ａ、２２ａに当たるように
なり、燃料と空気の混りを良くする。FIG. 21(c) shows that the fuel injected from each orifice passes through the outside of the intake valve stems 21a and 22a, and
．． 22. When the injected fuel is supplied to the outside of the stems 21a and 22a in this way, during high-speed rotation, the spray is bent inward by the air flow in the intake pipe 20 and hits the intake valve stems 21a and 22a, causing a mixture of fuel and air. Improve the mix.
第２１図（ａ）、（ｂ）、（ｃ）の燃料噴射パターンの
いずれを採用するかは、その車の特性や指向に合せて選
定すればよく、このような条件に対応するオリフィス角
度を設定する。Which of the fuel injection patterns shown in Fig. 21 (a), (b), and (c) should be selected should be selected according to the characteristics and orientation of the vehicle, and the orifice angle that corresponds to these conditions should be selected. Set.
第２２図（ａ）、（ｂ）、（Ｑ）は各吸気弁２１．２２
につき２個ずつ（計４個）の噴霧燃料を吸気弁に向って
噴射させたものである。Fig. 22 (a), (b), (Q) shows each intake valve 21.22.
Two atomized fuels (four in total) are injected toward the intake valves.
第２２図（ａ）は、各２個ずつ噴射燃料のうち一方をス
テム内側に、他方をステム外側に向けて噴射させるもの
で、本方式によれば、燃料が吸気弁２１．２２に均一に
当たるので、蒸発しやすく、空気と燃料の混合が促進さ
れる。In Fig. 22(a), one of the two injected fuels is injected toward the inside of the stem and the other toward the outside of the stem. According to this method, the fuel hits the intake valves 21 and 22 uniformly. Therefore, it evaporates easily and the mixing of air and fuel is promoted.
また、第２２図（ｂ）は第２１図（ｃ）と同様の効果を
奏し、第２２図（ｃ）は第２１図（ａ）と同様の効果を
奏し、且つ噴射燃料数を増やすことで、空気と燃料との
均一化を更に向上させることができる。なお、各吸気弁
対応の噴射燃料数を３個ずつ以上とする場合でも、同様
に、空気と燃料が均一に混合されやすくなる。Moreover, FIG. 22(b) has the same effect as FIG. 21(c), and FIG. 22(c) has the same effect as FIG. 21(a), and by increasing the number of injected fuels. , it is possible to further improve the uniformity of air and fuel. Note that even when the number of injected fuels corresponding to each intake valve is three or more, it is also easier to mix air and fuel uniformly.
以上のように本発明によれば、１気筒につき複数の吸気
弁を有するエンジンに使用される燃料噴射弁において、
各吸気弁に向って燃料を分配するオリフィスの断面積の
合計を流路系のうち最も小さくすることで、噴射燃料の
貫通力を高め、その結果、噴射燃料が空気流の流れの影
響をさ程受けずに目標位置にスムーズに到達でき、且つ
噴霧粒径を小さくしてエンジン性能の向上化を図り得る
。As described above, according to the present invention, in a fuel injection valve used in an engine having a plurality of intake valves per cylinder,
By making the sum of the cross-sectional areas of the orifices that distribute fuel towards each intake valve the smallest in the flow path system, the penetration power of the injected fuel is increased and, as a result, the injected fuel is less affected by the airflow flow. It is possible to smoothly reach the target position without suffering any damage, and it is possible to improve the engine performance by reducing the spray particle size.
第１図は本発明の第１実施例を示す縦断面図。
第２図は第１実施例の要部断面図、第３図は第２図をＰ
方向からみた図、第４図（ａ）は第１実施例に用いるオ
リフィスボディの平面図、第４図（ｂ）は第４図（ａ）
、のＡ−Ａ縦断面図、第４図（ｃ）は上記オリフィスボ
ディの底面図、第５図は第１実施例の燃料噴射状態を表
わす部分断面図。
第６図は第１実施例の流路系の仕様を説明するための要
部断面図、第７図及び第８図（ａ）、（ｂ）はオリフィ
ス内を通過する燃料の状態説明図、第９図はオリフィス
の長さａと径ｄの比に対する噴射燃料数がり角θを示す
線図、第１０図はオリフィスの長さΩと径ｄの比に対す
る噴射燃料の到達距離りを表わす線図、第１１図は本発
明の第２実施例を示す要部断面図、第１２図は第１１図
をＰ方向からみた図、第１３図は本発明の第３実施例を
示す要部断面図、第１４図は第１３図をＰ方向からみた
図、第１５図（ａ）は本発明の第４実施例に用いるオリ
フィスボディの平面図、第１５図（ｂ）は第１５図（ａ
）のＡ−Ａ縦断面図、第１５図（Ｑ）は第４実施例のオ
リフィスボディの底面図、第１６図（ａ）は本発明の第
５実施例に用いるオリフィスボディの平面図、第１６図
（ｂ）は第１６図（ａ）のＡ−Ａ断面図、第１６図（Ｃ
）は第５実施例のオリフィスボディの底面図、第１６図
（ｄ）は第５実施例の動作状態を表わす部分断面図、第
１７図（ａ）は本発明の第６実施例に用いるオリフィス
ボディの平面図、第１７図（ｂ）は第１７図（＝）のＡ
−Ａ縦断面図、第１７図（Ｑ）は第６実施例のオリフィ
スボディの底面図、第１７図（ｄ）は第６実施例の動作
状態を表わす部分断面図、第１８図（ａ）は本発明の第
７実施例に用いるオリフィスボディの平面図、第１８図
（ｂ）は第１８図（ａ）のＡ−Ａ断面図。
第１８図（ｃ）は第７実施例のオリフィスボディの底面
図、第１８図（ｄ）は第７実施例の動作状態を表わす部
分断面図、第１９図は第７実施例の噴霧粒径特性図、第
２０図は第７実施例の噴霧広がり角特性図、第２１図（
ａ）、（ｂ）、（ｅ）及び第２２図（ａ）、（ｂ）、（
ｃ）は本発明の複数の噴霧燃料を用いた噴射パターン例
を表わす図である。
１・・・燃料噴射弁、５・・・可動弁、６・・・弁体、
７・・・プランジャロッド、８・・・プランジャ、１０
・・・弁シート、１１・・・オリフィスボディ、ｌｌａ
・・・傾斜案内壁面、１２・・・オリフィス（計量兼分
配オリフィス）、Ｙ ｊ 図
ｔ２−−− ｔリクイ又
第２０
第３図
芋４ 図
（Ｉ！２）
（Ｃジ
第５図
第７回
ｔ８図
第１０図
衿ｄ
卯１１０
茶１２昭
／６
茶１３困
第１４図
第１５図
＄を６図
茶１７区
第１８０
（ごｌ）
第 １９１
メジ’：Ｆ＋＊＊？Ｊ ｉｔ・）
／ｖｄ
ｇｚＩ図
ｚ２ダFIG. 1 is a longitudinal sectional view showing a first embodiment of the present invention. Figure 2 is a sectional view of the main part of the first embodiment, and Figure 3 is a cross-sectional view of the main part of the first embodiment.
4(a) is a plan view of the orifice body used in the first embodiment, and FIG. 4(b) is a diagram of FIG. 4(a) as seen from the direction.
, FIG. 4(c) is a bottom view of the orifice body, and FIG. 5 is a partial sectional view showing the fuel injection state of the first embodiment. FIG. 6 is a sectional view of a main part for explaining the specifications of the flow path system of the first embodiment, FIGS. 7 and 8 (a) and (b) are diagrams explaining the state of fuel passing through the orifice, Fig. 9 is a line showing the angle of injected fuel number θ versus the ratio of orifice length a and diameter d, and Fig. 10 is a line showing the reach distance of injected fuel versus the ratio of orifice length Ω and diameter d. 11 is a sectional view of the main part showing the second embodiment of the present invention, FIG. 12 is a view of FIG. 11 seen from the P direction, and FIG. 13 is a sectional view of the main part showing the third embodiment of the invention. 14 is a view of FIG. 13 viewed from the P direction, FIG. 15(a) is a plan view of the orifice body used in the fourth embodiment of the present invention, and FIG.
), FIG. 15(Q) is a bottom view of the orifice body of the fourth embodiment, FIG. 16(a) is a plan view of the orifice body used in the fifth embodiment of the present invention, and FIG. Figure 16(b) is a sectional view taken along line A-A in Figure 16(a), and Figure 16(C
) is a bottom view of the orifice body of the fifth embodiment, FIG. 16(d) is a partial sectional view showing the operating state of the fifth embodiment, and FIG. 17(a) is the orifice used in the sixth embodiment of the present invention. The plan view of the body, Fig. 17 (b) is A in Fig. 17 (=)
-A vertical sectional view, FIG. 17(Q) is a bottom view of the orifice body of the sixth embodiment, FIG. 17(d) is a partial sectional view showing the operating state of the sixth embodiment, FIG. 18(a) 18(b) is a plan view of an orifice body used in a seventh embodiment of the present invention, and FIG. 18(b) is a sectional view taken along line AA in FIG. 18(a). FIG. 18(c) is a bottom view of the orifice body of the seventh embodiment, FIG. 18(d) is a partial sectional view showing the operating state of the seventh embodiment, and FIG. 19 is the spray particle diameter of the seventh embodiment. The characteristic diagram, Fig. 20, is the spray spread angle characteristic diagram of the seventh embodiment, and Fig. 21 (
a), (b), (e) and Fig. 22 (a), (b), (
c) is a diagram showing an example of an injection pattern using a plurality of sprayed fuels of the present invention. 1...Fuel injection valve, 5...Movable valve, 6...Valve body,
7...Plunger rod, 8...Plunger, 10
... Valve seat, 11... Orifice body, lla
... Slanted guide wall surface, 12 ... Orifice (measuring and distributing orifice), Y j Fig. Time t8 Figure 10 Collar d Rabbit 110 Tea 12 Show/6 Tea 13 trouble Figure 14 Figure 15 $ 6 Figure Tea 17 Ward 180 (Gol) No. 191 Meji':F+**?J it・) /vd gzI figure z2 da
Claims (6)
れる燃料噴射弁であつて、噴射弁本体の内部には、燃料
流路の開閉を行なう弁体と弁シートとを備え、前記弁体
及び弁シートの下流側に前記気筒の各吸気弁に向けて燃
料を分配噴射するための複数のオリフイスを配してなる
ものにおいて、前記複数のオリフイスの合計の断面積が
前記噴射弁本体の弁全開時の流路系のうちで流路面積が
最も小さくなるように設定し、且つこれらの各オリフイ
スは全長にわたりほぼ同径となるように形成してなるこ
とを特徴とする燃料噴射弁。1. A fuel injection valve used in an engine having a plurality of intake valves in one cylinder, the injection valve main body includes a valve body and a valve seat for opening and closing a fuel flow path, and the valve body and the valve seat are provided inside the injection valve body. A plurality of orifices for distributing and injecting fuel toward each intake valve of the cylinder are arranged on the downstream side of the seat, wherein the total cross-sectional area of the plurality of orifices is when the valve of the injection valve body is fully open. A fuel injection valve characterized in that the flow passage area is set to be the smallest among the flow passage systems, and each of these orifices is formed to have approximately the same diameter over the entire length.
れる燃料噴射弁であつて、噴射弁本体の内部には燃料流
路の開閉を行なう弁体と弁シートとを備えてなるものに
おいて、前記噴射弁本体の燃料噴射側の一端にオリフイ
スボデイを配し、このオリフイスボデイに前記複数の吸
気弁の夫夫に向うような傾斜角度を配した複数の計量オ
リフイスを配設し、且つこの計量オリフイスは全長にわ
たりほぼ同径となるように形成してなることを特徴とす
る燃料噴射弁。2. In a fuel injection valve used in an engine having a plurality of intake valves in one cylinder, the injection valve body is provided with a valve body and a valve seat for opening and closing a fuel flow path inside the injection valve body. An orifice body is disposed at one end of the fuel injection side of the valve body, and a plurality of metering orifices are disposed on the orifice body with an inclination angle facing toward the husbands of the plurality of intake valves, and the metering orifices are A fuel injection valve characterized by being formed to have substantially the same diameter over its entire length.
端には、前記各計量オリフイスの傾斜角度に沿つた傾斜
案内壁面が先端に向つて形成されてなる燃料噴射弁。3. 2. The fuel injection valve according to claim 2, wherein one end of the orifice body is formed with an inclined guide wall surface extending toward the tip along the inclination angle of each of the metering orifices.
、前記複数のオリフイスは、前記弁体が前記弁シートに
接する状態にあると、これらのオリフイス一端が前記弁
体の先端一部と接する程に前記弁体及び弁シートと近接
してなる燃料噴射弁。4. In any one of claims 1 to 3, the plurality of orifices are such that when the valve body is in contact with the valve seat, one end of these orifices comes into contact with a part of the tip of the valve body. A fuel injection valve that is adjacent to the valve body and valve seat.
、前記複数のオリフイスは、前記気筒の各吸気弁に対応
するオリフイス個数が各吸気弁毎に少なくとも２以上と
なるように配分され、且つこれらの各吸気弁毎のオリフ
イスは、各オリフイスから共通の吸気弁に向つて噴射さ
れる燃料同士が目標位置に至るまでに衝突するような傾
斜角度に設定してなる燃料噴射弁。5. In any one of claims 1 to 4, the plurality of orifices are distributed such that the number of orifices corresponding to each intake valve of the cylinder is at least two or more for each intake valve, and A fuel injection valve in which the orifice of each intake valve is set at an inclination angle such that the fuel injected from each orifice toward the common intake valve collides with each other before reaching the target position.
て、前記複数のオリフイスは各オリフイスの長さｌと径
ｄとの比ｌ／ｄを１．５〜１２の範囲に設定してなる燃
料噴射弁。6. In any one of claims 1 to 5, the plurality of orifices are configured such that a ratio l/d between a length l and a diameter d of each orifice is set in a range of 1.5 to 12. valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63030296A JP2773095B2 (en) | 1988-02-12 | 1988-02-12 | Fuel injection valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63030296A JP2773095B2 (en) | 1988-02-12 | 1988-02-12 | Fuel injection valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01208563A true JPH01208563A (en) | 1989-08-22 |
| JP2773095B2 JP2773095B2 (en) | 1998-07-09 |
Family
ID=12299772
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63030296A Expired - Fee Related JP2773095B2 (en) | 1988-02-12 | 1988-02-12 | Fuel injection valve |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2773095B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04365968A (en) * | 1991-06-11 | 1992-12-17 | Nippondenso Co Ltd | Fuel supply device of internal combustion engine |
| JP2009079598A (en) * | 2009-01-21 | 2009-04-16 | Hitachi Ltd | Fuel injection valve |
| WO2015015797A1 (en) * | 2013-08-02 | 2015-02-05 | 株式会社デンソー | Fuel injection valve |
| WO2019206899A1 (en) * | 2018-04-25 | 2019-10-31 | Robert Bosch Gmbh | Fuel injector valve seat assembly including an insert formed in place and a method of manufacturing same |
| WO2019206898A1 (en) * | 2018-04-25 | 2019-10-31 | Robert Bosch Gmbh | Fuel injector valve seat assembly including an insert having anticoking features |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59131575U (en) * | 1983-02-23 | 1984-09-04 | トヨタ自動車株式会社 | Fuel injection valve for electronically controlled engines |
| JPS62261664A (en) * | 1986-04-24 | 1987-11-13 | ゼネラル・モ−タ−ス・コ−ポレ−シヨン | Electromagnetic fuel injector and orifice director plate thereof |
-
1988
- 1988-02-12 JP JP63030296A patent/JP2773095B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59131575U (en) * | 1983-02-23 | 1984-09-04 | トヨタ自動車株式会社 | Fuel injection valve for electronically controlled engines |
| JPS62261664A (en) * | 1986-04-24 | 1987-11-13 | ゼネラル・モ−タ−ス・コ−ポレ−シヨン | Electromagnetic fuel injector and orifice director plate thereof |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04365968A (en) * | 1991-06-11 | 1992-12-17 | Nippondenso Co Ltd | Fuel supply device of internal combustion engine |
| JP2009079598A (en) * | 2009-01-21 | 2009-04-16 | Hitachi Ltd | Fuel injection valve |
| WO2015015797A1 (en) * | 2013-08-02 | 2015-02-05 | 株式会社デンソー | Fuel injection valve |
| JP2015031212A (en) * | 2013-08-02 | 2015-02-16 | 株式会社デンソー | Fuel injection valve |
| CN105473844A (en) * | 2013-08-02 | 2016-04-06 | 株式会社电装 | Fuel injection valve |
| US9828961B2 (en) | 2013-08-02 | 2017-11-28 | Denso Corporation | Fuel injector |
| US10260470B2 (en) | 2013-08-02 | 2019-04-16 | Denso Corporation | Fuel injector |
| WO2019206899A1 (en) * | 2018-04-25 | 2019-10-31 | Robert Bosch Gmbh | Fuel injector valve seat assembly including an insert formed in place and a method of manufacturing same |
| WO2019206898A1 (en) * | 2018-04-25 | 2019-10-31 | Robert Bosch Gmbh | Fuel injector valve seat assembly including an insert having anticoking features |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2773095B2 (en) | 1998-07-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |