Information
-
Patent Grant
-
6453888
-
Patent Number
6,453,888
-
Date Filed
Wednesday, November 1, 200024 years ago
-
Date Issued
Tuesday, September 24, 200222 years ago
-
Inventors
-
Original Assignees
-
Examiners
- Wolfe; Willis R.
- Gimie; Mahmoud
Agents
- Birch, Stewart, Kolasch & Birch, LLP
-
CPC
-
US Classifications
Field of Search
US
- 123 531
- 123 533
- 123 525
- 123 527
- 123 590
- 123 17916
- 123 17917
-
International Classifications
-
Abstract
An intake path organizer forms an intake path communicating with an air cleaner. The intake path organizer has a fuel passage for guiding fuel from a fuel injection valve fitted into the intake path organizer, at least one fuel induction port having one end communicating with the fuel passage and the other end communicating with the intake path, and an air bleed passageway having one end communicating with the intake path further upstream than the fuel induction port and the other end communicating with the fuel passageway, all of the elements being provided in the intake path organizer to promote atomization of fuel in an engine fuel supply system. The fuel induction ports can open to the intake path in a direction orthogonal to the airflow in the intake path.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to an engine fuel supply system, particularly to a fuel supply system having a fuel injection valve fitted in an intake path. The present invention utilizes a fuel supply system having an intake path organizer to promote more reliable and efficient fuel atomization.
2. Background Art
A fuel supply system of the background art is shown in Japanese Patent Laid-open No. Hei. 5-26132. This system utilizes a compressed air pump that works as a pump when the negative pressure in an intake route nearer to the engine side than the throttle valve does not exceed a predetermined level. When a throttle valve is driven in a low opening region, an OFF signal from a pressure sensor is output to the compressed air pump so that compressed air is not supplied to a second air route.
However, with the fuel supply systems of the related art, the fuel induction port opens facing a downstream side of an airflow inside the intake path. Accordingly, favorable atomization of fuel inside the airflow is not reliably maintained throughout operation.
SUMMARY OF THE INVENTION
The present invention overcomes the shortcomings associated with the prior art and achieves other advantages not realized by the prior art.
An object of the present invention is to promote more reliable and effective fuel atomization.
An object of the present invention is to utilize the improved fuel atomization of the present fuel supply system in order to reduce fuel consumption, improve exhaust quality and improve engine output.
A further object of the present invention is to avoid increasing ventilation resistance and thereby significantly improve engine output.
A further object of the present invention is to prevent fuel from sticking to the inner surface of fuel system intake paths.
A further object of the present invention is to more effectively atomize fuel by causing fuel streams from opposite fuel induction ports to collide and combine with each other.
These and other objects are accomplished by an engine fuel supply system an engine fuel supply system comprising a fuel injection valve fitted in an intake path organizer, said intake path organizer forming an intake path communicating with an air cleaner, wherein said intake path organizer further includes a fuel passage for guiding fuel from the fuel injection valve, said fuel passage including an annular groove surrounding said intake path, at least one fuel induction port each having a first end communicating with the annular groove and a second end communicating directly with the intake path, and an air bleed passageway having a first end communicating with the intake path in a position further upstream with respect to said intake path than each fuel induction port and a second end communicating with the fuel passage; and wherein said second end of each fuel induction port is opened to the intake path in a direction orthogonal to an airflow in the intake path.
These and other objects are further accomplished by an engine fuel supply system comprising a fuel injection valve fitted in an intake path organizer, said intake path organizer forming an intake path communicating with an air cleaner, and wherein said intake path organizer further includes a fuel passage for guiding fuel from the fuel injection valve, said fuel passage including an annular groove surrounding said intake path, at least one fuel induction port having a first end communicating with the annular groove and a second end communicating directly with the intake path, and an air bleed passageway having a first end communicating with the intake path in a position further upstream with respect to said intake path than each fuel induction port and a second end communicating with the fuel passage; and wherein a narrowed section constituting part of the intake path is provided in the intake path organizer, said narrowed section having a smaller internal diameter than the intake path at a position on the upstream side of the narrowed section, and the second end of each fuel induction port opens to an inner surface of the narrowed section in a direction orthogonal to an air flow circulating in the narrowed section.
Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will become more fully understood from the detailed description given hereinafter and the accompanying drawings which are given by way of illustration only, and thus are not limiting of the present invention, and wherein:
FIG. 1
is a cut-away cross sectional view showing an engine intake system according to an embodiment of the present invention;
FIG. 2
is an enlarged vertical cross sectional view of an intake path organizer according to an embodiment of the present invention;
FIG. 3
is a cross sectional view taken along line
3
—
3
in
FIG. 2
;
FIG. 4
is a graphical view showing a relationship between fuel supply pressure and exhaust quality;
FIG. 5
is a graphical view showing a relationship between fuel injection timing and exhaust quality;
FIG. 6
is a graphical view showing a relationship between brake-mean effective pressure and exhaust quality;
FIG. 7
is a cross sectional view of an engine intake system according to an embodiment of the present invention;
FIG. 8
is a cross sectional view of an engine intake system according to an embodiment of the present invention; and
FIG. 9
is a cross sectional view of an engine intake system according to an embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Embodiments of the present invention will now be described in the following with reference to the attached drawings.
A first embodiment of the present invention is shown in FIG.
1
-FIG.
6
.
FIG. 1
is a cut-away cross sectional view showing an engine intake system according to an embodiment of the present invention,
FIG. 2
is an enlarged vertical cross sectional view of an intake path organizer according to an embodiment of the present invention,
FIG. 3
is a cross sectional view taken along line
3
—
3
in
FIG. 2
,
FIG. 4
is a graphical view showing a relationship between fuel supply pressure and exhaust quality,
FIG. 5
is a graphical view showing a relationship between fuel injection timing and exhaust quality, and
FIG. 6
is a graphical view showing a relationship between brake-mean effective pressure and exhaust quality;.
In
FIG. 1
, an engine E comprises a cylinder block
11
and a cylinder head
12
joined to the cylinder block
11
. A combustion chamber
15
is formed between a piston
14
slidably fitted in a cylinder bore
13
and the cylinder block
11
and the cylinder head
12
.
An intake port
16
and an exhaust port
17
capable of communicating with the combustion chamber are provided in the cylinder head
12
, an intake valve
18
for switching between communication and disconnection between the intake port
16
and the combustion chamber, and an exhaust valve
17
for switching between communication and disconnection between the exhaust port and the combustion chamber, are supported in the cylinder head
12
so as to enable opening and closing operations during respective intake and exhaust cycles. The intake valve
18
and the exhaust valve
19
are opened and closed by a conventional valve mechanism
20
.
A fuel supply system
22
is connected to the intake port
16
via an intake pipe
21
. This fuel supply system
22
comprises an intake path organizer
23
and a fuel injection valve
24
mounted in the intake path organizer
23
.
In
FIG. 2
, the intake path organizer
23
is comprised of an intake path main component
26
having a passageway
25
, and a narrowed section
27
fixed to the intake path main component
26
by fitting into a downstream side of the passageway
25
. The intake path main component
23
includes an intake path
30
that has an upper end communicating with an air cleaner
29
via an intake hose
28
, and a lower end communicating with the intake pipe
21
. The intake path
30
is comprised of a portion permitting the removal of sections, to which the narrowing member
27
in the passageway
25
is fitted, and a narrowed section
31
formed at an inner surface of the narrowing member
27
. The narrowed section
31
is formed having a smaller internal diameter than the intake path
30
positioned further upstream than the narrowed section
31
, i.e. smaller than the passageway
25
.
A butterfly type throttle valve
32
for controlling the opening extent of the intake path
30
is rotatably supported in the intake path main component
26
of the intake path organizer
23
further upstream than the narrowed section
31
.
With reference to FIG.
2
and
FIG. 3
, an annular groove is provided around the outer periphery of the narrowing member
27
, and a pair of annular seal members
33
,
33
are fitted sandwiching the annular groove. The narrowing member
27
is fitted into the intake path main component
26
, and an annular fuel passage
34
is formed in a fixed state between the narrowing member
27
and the intake path main component
26
using the annular groove, with both sides of the fuel passageway
34
being sealed by the seal members
33
,
33
interposed between the intake path main component
26
and the narrowing member
27
. Specifically, an annular fuel passageway
34
concentrically surrounding the intake path
30
is provided in the intake path organizer
23
at sections corresponding to the narrowed section
31
.
A plurality of, for example four, fuel induction ports
35
,
35
each having one end leading to the fuel passage
34
and an other end opening to an inner surface of the narrowed section
31
are provided so that the other end opening sections of respective fuel induction ports
35
,
35
are opposite to each other. Also, each of the fuel induction ports
35
,
35
is arranged in a plane orthogonal to the axis of the narrowed section
31
. The other ends of each of the fuel induction ports
35
,
35
are open to an inner surface of the narrowed section
31
in a direction orthogonal to a flow direction of air circulating in the narrowed section
31
.
A small diameter hole
37
having an end wall
36
at an inner end, an intermediate diameter hole
38
having a larger diameter than the small diameter hole
37
and with an inner end leading coaxially to an outer end of the small diameter hole
37
, and a large diameter hole
39
having a larger diameter than the intermediate diameter hole
38
and an inner end leading coaxially to an outer end of the intermediate hole
38
. The large diameter hole has an opening outer end provided in the intake path main component
26
of the intake path organizer
23
. A cylindrical collar
40
having a closed inner end and an outer end is fitted into the small diameter hole
37
.
The tip of the fuel injection valve
24
is inserted into the intermediate diameter hole
38
and the large diameter hole
39
with an annular seal member
41
interposed between the large diameter hole
39
and the fuel injection valve
24
. A cylindrical fuel injection nozzle
24
a
provided at an extreme end of the fuel injection valve
24
is fitted into the collar
40
.
A bleed chamber
42
is formed between the fuel injection nozzle
24
a and the collar
40
. The bleed chamber
42
communicates with the fuel passage
34
through an axial communicating hole
43
provided in a tip blocking section of the collar
40
and a second axial communicating hole
44
provided in the end wall
36
coaxially with the communicating hole
43
. An annular seal member
45
is interposed between an outer end of the collar
40
and the fuel injection nozzle
24
a,
and an annular sealing member
46
for pressing against the inner surface of the small diameter hole is fitted onto the outer surface of the inner end of the collar
40
.
An annular recess is provided in an outer surface of a middle part of the collar
40
for forming an annular chamber
47
between the inner surface of the small diameter hole
37
and the collar
40
. A plurality of communicating holes
48
,
48
communicating between the annular chamber
47
and the bleed chamber
42
are also provided in the collar
40
.
An air bleed passage
49
having one end leading to the intake path
30
at a point further upstream than each of the fuel induction ports
35
,
35
and further upstream than the throttle valve
32
in this embodiment, is provided in the fuel path main component member
26
of the fuel path organizer
23
. The other end of the air bleed passage
49
leads to the annular chamber
47
, and an air jet
50
is press-fitted into one of the ends of this air bleed passage
49
. Specifically, the air bleed passage
49
has one end communicating with the intake path
30
upstream of the throttle valve
32
and the other end communicating with the fuel passage
34
through the annular chamber
47
, the communicating holes
48
,
48
, the bleed chamber
42
and the axial communicating holes
43
and
44
.
Operation of this first embodiment will now be described with reference to the accompanying drawings. Fuel is injected from the fuel injection valve
24
inside the bleed chamber
42
. The fuel is metered and mixed by the air jet
50
, and mixed with assist air supplied from the air bleed passage
49
and guided to the fuel passage
34
. The fuel is then sucked from the fuel induction ports
35
,
35
to the intake path
30
by the airflow circulating in the intake path
30
and is thereby atomized. Since each of the fuel induction ports
35
,
35
opens to the intake path
30
in a direction orthogonal to the air flow circulating in the intake path
30
, the fuel is effectively atomized because of collision between the air flow circulating in the intake path
30
and the fuel sucked into the air flow from the fuel induction holes
35
,
35
. This arrangement promotes efficient and reliable fuel atomization, which therefore makes it possible to reduce fuel consumption and enables improvement in exhaust quality and engine output.
Since each of the fuel induction holes
35
,
35
is open to the inner surface of the intake path
30
, the airflow inside the intake path
30
is not disturbed by any structure normally provided in the related art. Accordingly, it is possible to avoid any unnecessary increases in the ventilation resistance of the intake path, and it is therefore possible to significantly improve engine output.
The fuel induction ports
35
,
35
open to an inner surface of the intake path
30
at positions opposite to each other. This causes the fuel streams from each fuel induction port
35
to collide in the intake path
30
with adjacent and opposite fuel streams. By causing collisions between respective fuel streams sucked into the air flow side from the mutually opposite fuel induction holes
35
,
35
, the fuel is prevented from sticking to the inner surface of the intake path
30
. This arrangement makes it possible to significantly reduce fuel consumption and to improve exhaust quality and engine output.
In particular, the narrowed section
31
constituting part of the intake path
30
is provided in the intake path organizer
23
having an internal diameter smaller than the intake path
30
further upstream. The fuel induction holes
35
,
35
open to an inner surface of the narrowed section
31
in directions orthogonal to air flow circulating in the narrowed section
31
, which means that it becomes possible to more effectively suck fuel from the fuel induction holes
35
,
35
to the air flow side using negative intake pressure at the narrowed section
31
. This combination of structural arrangements makes it possible to further significantly reduce fuel consumption and further possible to improve exhaust quality and engine output.
In
FIG. 4
, exhaust quality of the fuel supply system
22
of the present invention and exhaust quality of a fuel supply system using only fuel injection from a fuel injection valve are compared with variations in fuel supply pressure under running conditions of engine speed of 4000 rpm and brake mean effective pressure P
me
of 400 kPa. With the fuel supply system
22
using only fuel injected from a fuel injection valve, fuel supply pressure has a lower limit threshold of 250 kPa.
In contrast, the fuel supply system
22
of the present invention can produce fuel sprays which can suppress hydrocarbon (HC) concentration in the exhaust gas limited to about 180 ppm. This achieves results which are about the same as a conventional carburetor, even if the fuel supply pressure to the fuel injection valve is reduced to 0 kPa. As aforementioned, sufficient atomization of the fuel is not obtained with the fuel supply system of the related art using only fuel injection from a fuel injection valve unless the fuel supply pressure is set to at least 250 kPa. However, the fuel supply system
22
of the present invention makes it possible to sufficiently atomize fuel even if the fuel supply pressure is reduced to almost 0 kPa.
Accordingly, it is possible to make a fuel pump connected to the fuel injection valve
24
relatively small in size, and to thereby significantly reduce power consumption. Consequently, it is also possible to reduce the cost of unnecessary fuel piping provided between the fuel injection valve
24
and the fuel pump. Instead of using the fuel pump, it is also possible to supply fuel to the fuel injection valve
24
using only head pressure from a fuel tank arranged above the fuel injection valve
24
and to meter fuel by simply switching the fuel injection valve
24
on and off.
Since it is possible to perform adequate fuel atomization in the aforementioned manner, it becomes possible to shorten the length of an intake pipe from the fuel passage organizer
22
to the intake port
16
, and it is possible to reduce the overall size of an engine, particularly the intake system.
In addition, the fuel injection valve
24
can be fitted into the intake path organizer
23
with any orientation that still permits fuel supply to the fuel passage
34
. This further increases the degree of freedom for the designer with respect to the design of the fuel injection valve
24
and the supporting structure. The fuel injection valve
24
is fitted so that it is orthogonal to the intake path
30
in this embodiment, that permits a significant reduction in the overall size of the engine, including the intake system achieved by reducing the length of the intake system.
FIG. 5
shows a comparison of exhaust quality of the fuel supply system
22
of the present invention and exhaust quality of a fuel supply system using only fuel injected from a fuel injection valve under running conditions of engine speed of 4000 rpm and brake mean effective pressure P
me
of 400 kPa with variation in fuel injection timing (crank angle before OTDC). As is clear from
FIG. 5
, there is no variation in exhaust quality with the fuel supply system
22
of the present invention even if the injection timing of the fuel injection valve
24
is varied.
However, the exhaust quality significantly varies according to variations in injection timing with the fuel supply system
22
of the related art using only fuel injection from a fuel injection valve. Specifically, with the fuel supply system
22
of the present invention, fuel is metered using intake negative pressure according to running conditions of the engine E and sucked into the intake path
30
, and the fuel injection valve
24
preferably supplies fuel according to the amount of fuel sucked into the intake path
30
. This makes it possible to sufficiently atomize the fuel and obtain improved exhaust quality without having to control injection timing of the fuel injection valve
24
with high precision. However, with the fuel supply system of the related art using only fuel injection from a fuel injection valve, adequate fuel atomization is not obtained unless the fuel injection timing is controlled with high precision and exhaust quality is bad.
FIG. 6
shows a comparison of exhaust quality of the fuel supply system
22
of the present invention and exhaust quality of a fuel supply system of the relate art using only fuel injection from a fuel injection valve under low engine running conditions of 2000 rpm with variations in brake mean effective pressure P
me
. As is clear from
FIG. 6
, with the fuel supply system
22
of the present invention, when brake mean effective pressure P
me
is low, namely when the engine is running at a low speed of 2000 rpm or at high load, fuel is sufficiently atomized and good exhaust quality is obtained. However, the fuel system of the related art using only fuel injection from a fuel injection valve cannot sufficiently atomize the fuel leading to degradation of exhaust quality. Specifically, with the fuel supply system
22
of the present invention atomization is also carried out using assist air, which means that it is possible to sufficiently atomize the fuel even under high load, low speed running conditions.
In a conventional engine in which fuel is supplied using a single fuel injection valve, it is difficult to handle fuel supply over a wide driving range from idle opening of the throttle valve to fully open, with a single fuel injection valve. Therefore, an additional fuel injection valve is necessary and is therefore arranged upstream of the throttle valve. However, the fuel supply system of the present invention can replace complicated and expensive systems utilizing the additional fuel injection valve.
The intake system in this type of situation will now be described in a second embodiment. In
FIG. 7
, a fuel injection valve
52
for mainly handling fuel to be supplied to an engine E is attached to an intake pipe
53
connected to an intake port
16
of the engine E, and the intake pipe is connected to an air cleaner
29
through a throttle body provided with a throttle valve, and a fuel supply system
22
′.
The fuel supply system
22
′ has the same structure as the fuel supply system
22
of the first embodiment described above except for the fact that the throttle valve
32
(shown in dashed lines) is not provided, and supplements fuel when an amount of fuel injected from the fuel injection valve
52
is insufficient.
According to the second embodiment, it is possible to avoid increasing intake resistance due to the fuel supply system
22
′ regardless of the fact that the fuel system
22
′ is arranged upstream of the throttle valve
32
in place of the additional fuel injection valve.
FIG. 8
shows a third embodiment of the present invention. A fuel injection system with a throttle valve
32
is connected to an intake port
16
of an engine mainly responsible for supply of fuel to the engine E, and an additional fuel injection valve
54
is attached between the throttle valve
32
and the air cleaner
29
.
The injection direction of the additional fuel injection valve
54
is set to a direction coincident with a central axis of the narrowed section
31
of the fuel supply system.
According to the third embodiment, in the fuel supply system
22
fiuel is injected from the additional fuel injection valve
54
towards fuel sucked into the air flow from the respective fuel induction ports
35
at the inside of the narrowed section
31
. Therefore, it is possible to make the concentration of air-fuel mixture uniform when the throttle valve
32
is fully open.
FIG. 9
shows a fourth embodiment of the present invention. While in the third embodiment the injection direction of the additional fuel injection valve
54
is set to a direction coincident with a central axis of the narrowed section
31
of the fuel supply system, in the fourth embodiment the injection direction of the additional fuel injection valve
54
is set so as to pass through the center of a section where the fuel induction ports
35
are provided in the narrowed section
31
.
According to the fourth embodiment, fuel injected from the additional fuel injection valve
54
is positioned to collide with fuel sucked from the fuel induction ports
35
without being obstructed by the fully open throttle valve
32
and is therefore more effectively dispersed. Accordingly, it is possible to make the air-fuel mixture concentration extremely uniform.
According to the invention as disclosed hereinabove, the airflow of the intake path and fuel sucked into the air flow side from the fuel induction port, efficiently collide with each other making it possible to effectively atomize the fuel. Accordingly, it becomes possible to reduce fuel consumption and it also becomes possible to improve exhaust quality and engine output.
According to the invention as disclosed hereinabove, it is also possible to avoid increasing ventilation resistance, thereby significantly improving engine output.
According to the combinations and arrangements of the present invention disclosed hereinabove, it is possible to prevent fuel from sticking to the inner surface of the intake path and to much more effectively atomize fuel by causing fuel streams sucked from mutually opposite fuel induction ports into the airflow side to collide with each other. This arrangement significantly reduces fuel consumption and makes it further possible to significantly improve exhaust quality and engine output.
According to another aspect of the present invention, it becomes possible to effectively suck fuel from the fuel induction port into the airflow side using negative intake pressure at a narrowed section of the intake path. It then becomes possible to more effectively atomize fuel by causing the airflow of the narrowed section and fuel sucked into the intake path to collide with each other. These arrangements make it possible to reduce fuel consumption and further possible to improve exhaust quality and engine output.
The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are intended to be included within the scope of the following claims.
Claims
- 1. An engine fuel supply system comprising:a fuel injection valve fitted in an intake path organizer, said intake path organizer forming an intake path communicating with an air cleaner, wherein said intake path organizer further includes a fuel passage for guiding fuel from the fuel injection valve, said fuel passage including an annular groove surrounding said intake path, at least one fuel induction port each having a first end communicating with the annular groove and a second end communicating directly with the intake path, and an air bleed passageway having a first end communicating with the intake path in a position further upstream with respect to said intake path than each fuel induction port and a second end communicating with the fuel passage; and wherein said second end of each fuel induction port is opened to the intake path in a direction orthogonal to an airflow in the intake path.
- 2. The engine fuel supply system according to claim 1, wherein each fuel induction port is provided in the intake path organizer and opens to an inner surface of the intake path organizer.
- 3. The engine fuel supply system according to claim 2, wherein each second end of a plurality of fuel induction ports opens to an inner surface of the intake path organizer at positions opposite to a respective fuel induction port.
- 4. The engine fuel supply system according to claim 1, wherein a butterfly type throttle valve for controlling an opening of the intake path is rotatably supported in an intake path main component of the intake path organizer.
- 5. The engine fuel supply system according to claim 1, wherein said intake path organizer further comprises an intake path main component having a small diameter hole at an inner end of said intake path main component, an intermediate diameter hole having a larger diameter than said small diameter hole and with an inner end leading coaxially to an outer end of said small diameter hole, and a large diameter hole having a larger diameter than said intermediate diameter hole and with an inner end leading coaxially to an outer end of said intermediate hole.
- 6. The engine fuel supply system according to claim 5, wherein a cylindrical collar having a closed inner end is engaged with said small diameter hole.
- 7. The engine fuel supply system according to claim 6, wherein a cylindrical fuel injection nozzle on a tip of the fuel injection valve is inserted into said collar.
- 8. The engine fuel supply system according to claim 7, wherein said intake path organizer further comprises a bleed chamber formed between said fuel injection nozzle and said collar.
- 9. The engine fuel supply system according to claim 8, wherein said bleed chamber communicates with the fuel passage through a communicating hole provided in a tip blocking section of the collar and a second communicating hole coaxial with said communicating hole and provided in the end wall of the intake path main component.
- 10. The engine fuel supply system according to claim 9, wherein said intake path main component further comprises an annular seal member interposed between an outer end of said collar and the fuel injection nozzle, and an annular sealing member for sealing against an inner surface of the small diameter hole is engaged with an outer surface of the collar.
- 11. The engine fuel supply system according to claim 1, wherein said intake path organizer further comprises an intake path main component having a plurality of holes formed in an inner end of said intake path main component, and said fuel injection valve is positioned within said plurality of holes in a position orthogonal to said airflow in said intake path.
- 12. The engine fuel supply system according to claim 10, wherein a cylindrical collar having a closed inner end is engaged with said plurality of holes formed in said intake path main component and a cylindrical fuel injection nozzle on a tip of the fuel injection valve is inserted into said collar.
- 13. An engine fuel supply system comprising:a fuel injection valve fitted in an intake path organizer, said intake path organizer forming an intake path communicating with an air cleaner, wherein said intake path organizer further includes a fuel passage for guiding fuel from the fuel injection valve, said fuel passage including an annular groove surrounding said intake path, at least one fuel induction port each having a first end communicating with the annular groove and a second end communicating directly with the intake path, an air bleed passageway having a first end communicating with the intake path in a position further upstream with respect to said intake path than each fuel induction port and a second end communicating with the fuel passage, said second end of each fuel induction port being opened to the intake path in a direction orthogonal to an airflow in the intake path; an intake path main component of said intake path organizer having a small diameter hole at an inner end of said intake path main component, an intermediate diameter hole having a larger diameter than said small diameter hole and with an inner end leading coaxially to an outer end of said small diameter hole, and a large diameter hole having a larger diameter than said intermediate diameter hole and with an inner end leading coaxially to an outer end of said intermediate hole; a cylindrical collar having a closed inner end being engaged with said small diameter hole; a cylindrical fuel injection nozzle on a tip of the fuel injection valve insertable into said collar; a bleed chamber formed between said fuel injection nozzle and said collar, wherein said bleed chamber communicates with the fuel passage through a communicating hole provided in a tip blocking section of the collar and a second communicating hole coaxial with said communicating hole and provided in the end wall of the intake path main component, and said air bleed passageway being connected with an annular chamber formed between an inner surface of said small diameter hole and the collar.
- 14. The engine fuel supply system according to claim 13, wherein an air jet is fitted in the first end of said air bleed passage.
- 15. The engine fuel supply system according to claim 13, wherein said intake path organizer further comprises a bleed chamber formed between said fuel injection nozzle and said collar.
- 16. An engine fuel supply system comprising:a fuel injection valve fitted in an intake path organizer, said intake path organizer forming an intake path communicating with an air cleaner, and wherein said intake path organizer further includes a fuel passage for guiding fuel from the fuel injection valve, said fuel passage including an annular groove surrounding said intake path, at least one fuel induction port having a first end communicating with the annular groove and a second end communicating directly with the intake path, and an air bleed passageway having a first end communicating with the intake path in a position further upstream with respect to said intake path than each fuel induction port and a second end communicating with the fuel passage; and wherein a narrowed section constituting part of the intake path is provided in the intake path organizer, said narrowed section having a smaller internal diameter than the intake path at a position on the upstream side of the narrowed section, and the second end of each fuel induction port opens to an inner surface of the narrowed section in a direction orthogonal to an air flow circulating in the narrowed section.
- 17. The engine fuel supply system according to claim 16, wherein a butterfly type throttle valve for controlling an opening of the intake path is rotatably supported in an intake path main component of the intake path organizer and is located in a position in said airflow upstream of said narrowed section.
- 18. The engine fuel supply system according to claim 17, said annular groove being provided around an outer periphery of said narrowed section, and a pair of annular seal members sandwiching said annular groove.
Priority Claims (1)
Number |
Date |
Country |
Kind |
11-311469 |
Nov 1999 |
JP |
|
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Ebihara |
Oct 1982 |
A |
4991561 |
Gerassimov et al. |
Feb 1991 |
A |
5887574 |
Smith |
Mar 1999 |
A |
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A526132 |
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