JP2762614B2 - Fuel supply system for multi-cylinder internal combustion engine - Google Patents

Description

The present invention relates to a fuel supply device for a multi-cylinder internal combustion engine.

(Conventional technology and problems)

Conventionally, as shown in FIG. 26, a fuel supply device (injector) 1 for a multi-cylinder internal combustion engine takes fuel in a fuel pipe 2 from a top portion and supplies fuel to an internal combustion engine (engine) 3 from a lower portion. However, it has been known that this configuration generates a vapor (fuel vapor) when the engine is restarted in a high temperature state, resulting in inability to start, frequent stalls, and rough idle. Further, the cooling of the fuel injection valve 1 depends on a small amount of fuel flowing inside, and the temperature of the fuel injection valve 1 does not readily decrease, so that the above-mentioned problem continues for a long time.

For this purpose, fuel can be taken in from the side or near the bottom of the fuel injection valve, or a holder can be provided in the fuel pipe to allow the fuel to flow around the fuel injection valve to quickly lower the temperature of the fuel injection valve after a high-temperature restart. It is known that such a process is performed (for example, Japanese Utility Model Application Laid-Open No. 63-168). However, even when using these methods, while the temperature of the fuel injection valve drops from a high state to a temperature at which vapor does not occur (several seconds to several tens of seconds),
Stalls and rough idols continued.

That is, for example, as shown in FIGS. 27 and 28, the minimum distance (hereinafter referred to as an offset) L between the fuel flow path formed by the fuel pipe 4 and the center of the fuel injection valve 6 having the holder portion 5 is “0”. Or very small, the fuel in the fuel pipe 4 or the fuel injection valve 6 becomes high temperature, and the low boiling point component of the fuel becomes vapor (fuel vapor).
High boiling point component (liquid) of fuel remains in the tank, so restart is possible, but the high boiling point component (liquid) of fuel is swept away or newly sent by driving the fuel pump Since new vapor is generated in the fuel pipe 4 and the fuel injection valve 6 where the fuel is still at a high temperature, a stall or rough idle occurs. FIG. 29 and FIG.
As shown in FIG. 30, when the offset L is large, the high-boiling component (liquid) of the remaining fuel does not flow, but the flow of the fuel does not directly hit and the cooling of the fuel injection valve 6 is slow. Therefore, vapor is generated after the high boiling point component (liquid) of the fuel is exhausted.

SUMMARY OF THE INVENTION An object of the present invention is to provide a fuel supply device for a multi-cylinder internal combustion engine that can maintain a fuel supply using a residual high boiling point component (liquid) of the fuel and obtain good high-temperature restartability.

[Means for solving the problem]

A first aspect of the present invention provides a fuel supply system for a multi-cylinder internal combustion engine that sequentially supplies fuel delivered by a fuel pump through a fuel pipe to a holder that holds a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine. The gist of the invention is a fuel supply device for a multi-cylinder internal combustion engine in which a minimum distance between a central axis of a fuel pipe for supplying fuel to the holder portion and a central axis of the fuel injection valve is changed depending on a cylinder.

A second invention provides a fuel supply system for a multi-cylinder internal combustion engine, which sequentially supplies fuel delivered by a fuel pump to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine through a fuel pipe. In the apparatus, the fuel pipes including the holder section are connected in parallel, and the fuel flow rate of each of the fuel pipes connected in parallel is changed, so that the fuel remaining in the holder when the engine is stopped is reduced after the operation of the fuel pump. The gist of the present invention is a fuel supply device for a multi-cylinder internal combustion engine in which the time of replacement by newly flowing fuel is changed for each fuel pipe.

According to a third aspect of the present invention, there is provided a fuel supply system for a multi-cylinder internal combustion engine which sequentially supplies fuel delivered by a fuel pump through a fuel pipe to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine. In the apparatus, fuel is stored downstream of the holder located at the most upstream position in the holder in the fuel pipe, and upstream of the holder located at the most downstream position of the holder in the fuel pipe. The gist of the present invention is a fuel supply device for a multi-cylinder internal combustion engine in which a tank is disposed and a steam pipe for extracting fuel vapor from the tank is connected between the tank and the fuel pipe downstream of the tank. .

According to a fourth aspect of the invention, there is provided a fuel supply system for a multi-cylinder internal combustion engine which sequentially supplies fuel delivered by a fuel pump through a fuel pipe to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine. In the apparatus, a multi-cylinder internal combustion engine in which a time for replacing fuel in the holder portion is changed by a cylinder by changing a sectional area of a fuel inflow passage and a fuel outflow passage from the fuel pipe to the holder portion for each cylinder. The gist of the present invention is as follows.

According to a fifth aspect of the present invention, there is provided a fuel supply system for a multi-cylinder internal combustion engine which sequentially supplies fuel delivered by a fuel pump through a fuel pipe to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine. In the apparatus, each of the fuel injection valves has a fuel supply unit that introduces fuel supplied from the fuel pipe into the injection valve, and the cross-sectional area of the fuel supply unit is changed for each cylinder, thereby The gist of the present invention is a fuel supply device for a multi-cylinder internal combustion engine in which the time for replacing fuel in the fuel injection valve is changed depending on the cylinder.

First Embodiment A first embodiment of the first invention will be described with reference to the drawings.

FIG. 4 shows the overall configuration of a fuel supply device for a V-type six-cylinder engine. An intake pipe 11 is connected to the V-type six-cylinder engine 10, and a fuel pipe 12 having fuel injection valves (injectors) 17a to 17f for supplying fuel to each cylinder is connected to the intake pipe 11.
Has been assembled. Fuel pumped from a fuel tank 13 by a fuel pump 14 as a fuel supply pump is filtered by a fuel filter 15 and then sent to a fuel pipe 12 to supply necessary fuel to the engine 10, and unnecessary fuel is adjusted. The fuel is returned to the fuel tank 13 through the pressure valve 16.

 Hereinafter, the fuel pipe 12 will be described in detail.

As shown in FIGS. 1, 2 and 3, holders 18a to 18b for accommodating fuel injection valves 17a to 17f are attached to the fuel pipe 12 from the fuel inlet to the fuel outlet. That is, in each cylinder, as shown in FIG.
The fuel injection valves 17a to 17f are accommodated therein by connecting and fixing the 19a to 19f to the holder portions 18a to 18d with screws 20. O-rings 21 and 22 are provided at upper and lower portions of the fuel injection valves 17a to 17f, respectively, so that fuel can circulate between the holders 18a to 18f. Also, the fuel injection valves 17a-1
At 7f, fuel enters through the feed hole 23.

A holder 18 for three cylinders on the fuel inlet side of the fuel pipe 12 is provided.
In a to 18c, the center axes of the fuel injection valves 17a to 17c and the center axis of the fuel pipe 12 coincide (offset L = 0). On the other hand, a holder portion 18d for three cylinders on the fuel outlet side of the fuel pipe 12 is provided.
18 to 18f, the minimum distance (offset L) between the central axis of the fuel injection valves 17d to 17f and the central axis of the fuel pipe 12 is largely shifted (L = L1).

Next, the operation of the fuel supply device thus configured will be described.

When the engine 10 is stopped after being operated for a long time under a high load state, the temperature in the engine room rises, and the fuel pipe 12 also becomes in a high temperature state. At this time, the low boiling point component of the fuel becomes vapor (steam). Due to the pressure of the generated vapor, the liquid fuel that is still liquid can be adjusted together with the vapor.
Although the fuel flows out of the fuel tank 16, some of the high-boiling components (liquids) of the fuel remain in the fuel injection valves 17a to 17f and inside the holders 18a to 18f. When the engine 10 is restarted in this state, the engine 10 is restarted by the residual high boiling point component (liquid) of the fuel. Thereafter, when the fuel pump 14 is driven, the cooled fuel in the fuel tank 13 is sent.

After this fuel enters the fuel inlet side of the fuel pipe 12, it directly hits the fuel injection valves 17a to 17c of the three inlet cylinders, so that the fuel injection valves 17a to 17c are rapidly cooled. However, the remaining high-boiling components (liquids) of the fuel in the holders 18a to 18c for the three cylinders flow out, and the newly supplied fuel becomes hot and vapor is generated (FIG. 6 ( a)). At this time, if the offset L is small for all the cylinders (for all the six cylinders), a stall or rough idle occurs as shown in FIG. 6 (c).

On the other hand, the fuel injection valves 17d to 17d-1
In 7f, since the offset L is large and the fuel does not directly hit, the residual high-boiling component (liquid) of the fuel remains, and the fuel can be supplied to the engine 10 while the residual high-boiling component (liquid) remains. After a while, the residual high-boiling components of the three cylinders on the outlet side of the fuel pipe 12 are also used, and vapor is generated because the fuel injection valves 17d to 17f are not sufficiently cooled (Sixth Embodiment).
Figure (b). At this time, all cylinders (all 6 cylinders)
If the offset L is large, a stall or rough idle occurs as shown in FIG. 6 (d). At this time, the fuel injection valves 17a to 17c of the three inlet cylinders are sufficiently lower than the vapor generation temperature, There is no problem in supply. In this way, stall-free high-temperature restartability can be ensured (No. 6).
Figure (e).

The reason why the offset of the fuel injection valves 17a to 17c on the fuel inlet side of the fuel pipe 12 is made small (L = 0) and the fuel is cooled quickly is that new fuel sent from the fuel tank 13 is used. This is because the temperature rises only by passing through the inside, so that the cooling effect can be enhanced on the inlet side.

As described above, in the present embodiment, the pipe 12 to the holder portions 18a to 18f is connected to the fuel flow path by the pipe 12 and the fuel injection valve 17a.
The minimum distance (offset L) from the center axis of the fuel injection valve 17 to the fuel injection valve 17 of the multi-cylinder internal combustion engine is changed.
The cylinders that can cool the a to 17c quickly and the cylinders that maintain the fuel supply by using the residual high boiling point component (liquid) of the fuel (the fuel injection valves 17c to 17f) share the roles and maintain the fuel supply. Good high-temperature restartability can be obtained.

 Next, an application example of this embodiment will be described below.

In the above embodiment, the holders 18a to 18c for the three cylinders on the fuel inlet side of the fuel pipe 12 set the offset L to "0". However, the offset L may not be "0" and is sufficiently smaller than the offset on the fuel outlet side of the fuel pipe 12. A value is fine.

In the above embodiment, two types of offsets are set (L = 0 and L = L1). However, as shown in FIG. 7, the offset L is gradually changed from the fuel inlet to the fuel outlet of the fuel pipe 12 (L1). <L2 <L3 <L4 <L5 <L6). This makes it possible to divide the fuel injection valve 17a, which cools rapidly, from the fuel injection valve 17f, which supplies the most fuel with the residual high boiling point component of the fuel, into multiple stages, and the timing at which the fuel supply amount decreases is shifted in each cylinder. By doing so, a smoother rotation connection can be expected.

Further, the engine may be embodied as an in-line four-cylinder engine as shown in FIG. That is, two kinds of offsets (L = 0 and L = L1) may be set in the in-line four-cylinder engine.
Also in this in-line four-cylinder engine, as shown in FIG. 9, the offset L may be gradually changed from the fuel inlet to the outlet of the fuel pipe 12 (L1 <L2 <L3 <L).
Four).

Further, FIG. 10 shows a case in which the fuel pipe 12 is divided into two at the fuel inlet of the fuel pipe 12 in the V-type six-cylinder engine and the fuel pipe 12 is assembled at the fuel outlet. In this case, each of the divided fuel pipes 12 is provided with a holder portion. Of these, in the figure, the upper side has an offset L = 0, and the lower side has a large offset (L = L).
1) In this case, when the engine is restarted at a high temperature, the fuel flowing upward in the figure directly hits the fuel injection valves 17a to 17c, thereby rapidly cooling the fuel injection valves 17a to 17c.
Also, in the figure, the lower fuel injection valves 17d to 17f can supply the high boiling point component (liquid) of the fuel to the engine for a long time because the fuel flows beside the fuel injection valves 17d to 17f.

FIG. 11 shows a case in which the fuel pipe 12 is connected in parallel to the in-line four-cylinder engine (pipe to be assembled at the inlet and the outlet).

Further, even when the parallel type piping shown in FIGS. 10 and 11 is used, the present invention may be applied to a configuration in which the offset L is gradually changed. That is, the offset L of one of the divided fuel pipes 12 may be changed from small to medium from the inlet to the outlet, and the offset L of the other fuel pipe 12 may be changed from medium to large from the inlet to the outlet. .

Further, three or more fuel pipes 12 from the fuel inlet to the fuel outlet may be embodied in parallel.

Further, as shown in FIG. 12, a bulge portion B or a partition portion D for changing the fuel flow path may be provided in the holders 18a to 18f, and the offset L may be changed depending on the cylinder. That is,
In the V-type six-cylinder engine, in the upper three cylinders in the figure, the minimum distance (offset) between the fuel flow path by the fuel pipe 12 and the center of the fuel injection valves 17a to 17c is L1 by the bulge portion B. , The lower three cylinders are connected to a fuel pipe by a partition wall D.
The minimum distance (offset) between the fuel flow path 12 and the center of the fuel injection valves 17d to 17f may be L2 (> L1).

Thus, for a multi-cylinder engine, the type of engine,
The method of setting the number of cylinders, the type of piping, and the offset L can be implemented without limitation.

Second Embodiment A second embodiment that embodies the second invention will be described.

FIG. 13 shows a configuration of a fuel supply device of the present embodiment embodied in a V-type six-cylinder engine. In FIG. 3, components having the same configuration as those in FIGS. 1 to 5 are denoted by the same reference numerals, and detailed description thereof will be omitted.

The pipes of the holders 18a to 18f are connected in parallel with the holders 18a, 18b, 18c and the holders 18d, 18e, 18f, and the electromagnetic opening / closing valve 33 is provided at the entrance of the pipeline including the holders 18a, 18b, 18c. Arrange. When the electromagnetic on-off valve 33 is in the non-excited state, the electromagnetic on-off valve 33 is in the open state, and the fuel in the pipeline including the holders 18a, 18b, 18c and the pipeline including the holders 18d, 18e, 18f is the same. Flow in quantity. Further, when the electromagnetic on-off valve 33 is in the excited state, the electromagnetic on-off valve 33 is in the closed state, and no fuel flows through the pipeline including the holder portions 18a, 18b, 18c.

 Next, the operation of the fuel injection device according to the present embodiment will be described.

When the engine 10 is stopped after being operated for a long time under a high load state, the temperature in the engine room rises, and the fuel pipe 12 also becomes in a high temperature state. At this time, the low boiling point component of the fuel becomes vapor (steam) and flows out of the pressure regulating valve 16, but a part of the high boiling point component (liquid) of the fuel is in the fuel injection valves 17a to 17f and in the holder portions 18a to 18f. Remains inside.
At this time, the electromagnetic on-off valve 33 is in the open state.

When the engine 10 is restarted in this state, the electromagnetic on-off valve 33 is closed. When the engine is restarted, the engine 10 is restarted by the residual high boiling point component (liquid) of the fuel.
After that, since the electromagnetic on-off valve 33 is closed in the pipeline including the holder portions 18a, 18b, 18c, no fuel flow path is formed by driving the fuel pump 14, and the residual high boiling point component (liquid) of the fuel
Remains, and fuel can be supplied to the engine 10 while the remaining high-boiling component (liquid) remains.

After a while, the residual high boiling point components in the pipeline including the holder portions 18a, 18b, 18c are used up, but the holter portions 18d, 18e,
The fuel injection valves 17d, 17e, 17f in the pipeline including 18f are sufficiently lower than the vapor generation temperature in order to be cooled by the cold fuel in the fuel tank 13 sent by driving the fuel pump 14, and There is no problem in supply.

The electromagnetic on-off valve 33 is closed only for a predetermined time after the engine 10 is started at a high temperature, and is opened thereafter.

As described above, in the present embodiment, the conduit including the holders 18a to 18f is connected to the conduit including the holders 18a to 18c and the holder 18d.
By connecting the solenoid on-off valve 33 which is connected in parallel with the pipeline including the pipes 18 to 18f and is opened only for a predetermined time at the time of high temperature starting, fuel is prevented from flowing through one of the pipelines connected in parallel. I made it. Therefore, a cylinder (fuel injection valve 17) capable of rapidly cooling the fuel injection valve of a multi-cylinder internal combustion engine.
d-17f) and the cylinders (fuel injectors 17a-17c) that maintain the fuel supply using the residual high-boiling components (liquids) of the fuel, ensuring stall-free high-temperature restartability.

As an application example of this embodiment, in the above embodiment, the electromagnetic on-off valve 33 is configured such that no fuel flows through one of the parallel pipes. Change the flow rate for each road, that is,
Any configuration may be used as long as the flow rate is made different to change the discharge efficiency and cooling efficiency of the residual high boiling point component (liquid) of the fuel.

Third Embodiment A third embodiment that embodies the third invention will be described.

FIG. 14, FIG. 15, and FIG. 16 show the configuration of the fuel supply device of the present embodiment embodied in a V-type six-cylinder engine. In these drawings, the same reference numerals are given to the same components as those in FIGS. 1 to 5, and the detailed description is omitted.

Fuel piping to holders 18a to 18f divided into three cylinders
A tank 24 for temporarily storing the fuel is arranged in the middle of 12, that is, between the holder 18c and the holder 18d. This tank
Reference numeral 24 denotes a cylindrical tank body 25 as shown in FIG.
The fuel pipe 12 is connected from the lower part of the side surface to the holder part 18d on the downstream side, and the fuel pipe 12 from the upper part of the side surface of the tank body 25 to the holder part 18c on the upstream side. Further, the tank 24
A steam pipe 26 for extracting fuel vapor is connected to the fuel pipe 12, and the other end of the pipe 26 is connected to the fuel pipe 12 on the downstream side of the holder section 18f on the most downstream side (see FIG. 14).

 Next, the operation of the fuel supply device of the present embodiment will be described.

When the engine 10 is stopped after being operated for a long time under a high load state, the temperature in the engine room rises, and the fuel pipe 12 also becomes in a high temperature state. At this time, low-boiling components of the fuel become vapor in the fuel injection valves 17a to 17f, and the still-liquid fuel flows out of the fuel injection valves 17a to 17f together with the vapor due to the generated vapor pressure. At this time, the fuel from the fuel injection valves 17a to 17c flows out to the tank 24. In the tank 24, the high boiling component (liquid) of the fuel is stored, and the vapor of the low boiling component is sent to the downstream fuel pipe 12 via the steam pipe 26.

Then, when the engine 10 is restarted in this state, the fuel in the fuel tank 13 is sent by the driving of the fuel pump 14, and the residual high boiling point component (liquid) of the fuel in the tank 24 is discharged to the fuel injection valves 17 d to 17 d downstream of the tank 24. Supplied to 17f. The fuel can be supplied to the engine 10 with the residual high boiling point component (liquid) of the fuel. The fuel can be supplied to the engine 10 while the remaining high boiling point component (liquid) of the fuel remains.

After a while, the residual high-boiling components in the tank 24 are used up, but the fuel injection valve of the three cylinders on the inlet side of the fuel pipe 12 is used.
17a to 17c are sufficiently lower than the vapor generation temperature to cool the cooled fuel in the fuel tank 13 sent by driving the fuel pump 14, and there is no problem in the fuel supply thereafter.

In this way, stall-free high-temperature restartability can be ensured.

As described above, in the present embodiment, the holder portion 18 of each cylinder is provided.
A tank 24 for storing fuel is arranged in the middle of the pipe to a to 18f, and a steam pipe 26 for extracting fuel vapor from the tank 24 is connected to the downstream side thereof.
The residual high-boiling component (liquid) of the fuel is stored in the fuel cell, and the fuel supply can be maintained using the residual high-boiling component (liquid). Therefore, good high-temperature restartability can be obtained.

 Next, an application example of this embodiment will be described.

As shown in FIGS. 18 and 19, the invention may be embodied in an in-line four-cylinder engine. That is, the tank 24 may be inserted between every two cylinders, and the steam pipe 26 may be connected downstream of the tank 24.

Fourth Embodiment A fourth embodiment that embodies the fourth invention will be described.

FIG. 20 shows the configuration of the fuel supply device of this embodiment embodied in a V-type six-cylinder engine. In FIG. 28, components having the same configurations as those in FIGS. 1 to 5 are denoted by the same reference numerals, and detailed description thereof will be omitted.

The fuel sent from the fuel pipe 12 is supplied to each fuel injection valve 17a.
The fuel inflow passages 32a to 32f formed in the holder portions 18a to 18f of the respective cylinders are larger in the passages 32a to 32c of the cylinders 18a to 18c on the upstream side, and the cylinders 18d on the downstream side
The passages 32d to 32f of .about.18f are set to be small. Similarly, fuel outflow passages 33a to 33f for discharging fuel from the holder portions 18a to 18f also have upstream passages 33a to 3f.
3c is set large and the downstream passages 33d to 33f are set small.

According to this configuration, a large amount of fuel flows into and out of the upstream holders 18a to 18c by the fuel sent from the fuel pipe 12, but the fuel flows to the downstream holders 18d to 18f. Inflow and outflow are difficult. Therefore, the fuel injection valves 17a to 17c on the upstream side are rapidly cooled by inflow and outflow of a large amount of fuel to and from the holder portions 18a to 18c, and the fuel injection valves 17d to 17f on the downstream side are placed in the holder portions 18d to 18f. The high boiling point component (liquid) of the remaining fuel can be supplied to the engine for a long time.

 Next, an application example of this embodiment will be described below.

In the above embodiment, the sizes of the fuel inflow passages 34a to 34f and the fuel outflow passages 35a to 35f are set in two ways.
As shown in FIG. 21, the fuel inflow passages 34a to 34f and the fuel outflow passages 35a to 53f may be gradually narrowed toward the downstream side.

Further, as shown in FIG. 22, the downstream-side holder portions 18d-1
The fuel outflow passage 33 makes it difficult for fuel to flow into the fuel outlet 8f, that is, so that a large amount of fuel remains in the holder portions 18d to 18f.
d to 33f may also serve as the fuel inflow passage.

Further, as shown in FIG. 23, in order to gradually restrict the flow of fuel into the holder portions 18a to 18f, the fuel inflow passage 32a
32f may be set so that the fuel is less likely to flow in toward the downstream side.

[Fifth Embodiment] A fifth embodiment of the present invention will be described.

FIG. 24 and FIG. 25 show the configuration of the fuel supply device of the present embodiment embodied in a V-type six-cylinder engine. In these drawings, the same reference numerals are given to the same components as those in FIGS. 1 to 5, and the detailed description is omitted.

The fuel injection valves 17a to 17f are provided with cover-shaped fuel supply units 36a to 36f for introducing the fuel sent from the fuel pipe 12 into the fuel injection valves 17a to 17f. The openings 36a to 36f are provided with filters 37a to 37f to which fuel is supplied. The opening area of the opening is set large for the upstream fuel injection valves 17a to 17c and small for the downstream fuel injection valves 17d to 17f.

According to this configuration, much fuel is supplied to the upstream fuel injection valves 17a to 17c through the fuel pipe 12, but not much fuel is supplied to the downstream fuel injection valves 17d to 17f.
Therefore, the upstream fuel injection valves 17a to 17c are rapidly cooled by a large amount of fuel supply, and the downstream fuel injection valves 17d
17f can supply the high boiling point component (liquid) of the fuel remaining in the fuel supply units 36d to 36f to the engine for a long time.

In this embodiment, the opening area of the opening is set in two ways. However, the opening area may be set so as to gradually decrease toward the downstream side.

〔The invention's effect〕

As described above in detail, according to the present invention, an excellent performance is achieved in which the fuel supply can be maintained by using the residual high boiling point component (liquid) of the fuel, and good high-temperature restartability can be obtained.

[Brief description of the drawings]

1 to 6 show a first embodiment, FIG. 1 is a plan view of a fuel supply device, FIG. 2 is a front view of the fuel supply device, FIG. 3 is a side view of the fuel supply device, FIG. The figure is an overall view of the fuel supply device, FIG. 5 is a sectional view of a main part of the fuel supply device, and FIG.
7 (e) are time charts for explaining the operation of the fuel supply device at the time of restart, FIG. 7 is a plan view of the fuel supply device showing an application example of the first embodiment, and FIG. 8 is the first embodiment. FIG. 9 is a plan view of a fuel supply apparatus showing an application example of the first embodiment, and FIG. 10 is a plan view of a fuel supply apparatus showing an application example of the first embodiment. FIG. 11, FIG. 11 is a plan view of a fuel supply device showing an application example of the first embodiment, FIG. 12 is a sectional view of a fuel supply device showing an application example of the first embodiment, and FIG. 13 is a second embodiment. 14 to 17 show a third embodiment, FIG. 14 is a plan view of the fuel supply device,
15 is a front view of the fuel supply device, FIG. 16 is a side view of the fuel supply device, FIG. 17 is a sectional view of the tank, and FIG. 18 is a plan view of the fuel supply device showing an application example of the third embodiment. Fig. 19 shows the third
FIG. 20 is a plan view of a fuel supply device showing an application example of the embodiment, FIG. 20 is a plan view of a fuel supply device showing a fourth embodiment, and FIG.
FIG. 22 is a plan view of a fuel supply device showing an application example of the embodiment, FIG. 22 is a plan view of a fuel supply device showing an application example of the fourth embodiment, FIG.
The figure is a plan view of a fuel supply device showing an application example of the fourth embodiment,
FIG. 24 and FIG. 25 show a fifth embodiment, and FIG.
FIG. 2 is a plan view of the embodiment and a side view of a fuel injection valve portion thereof,
25 is a sectional view of a main part of the fuel supply device, FIG. 26 is a sectional view of the conventional fuel supply device, FIG. 27 is a plan view of the conventional fuel supply device, and FIG. 28 is a front view of the conventional fuel supply device. FIG. 29 is a plan view of a conventional fuel supply device, and FIG. 30 is a front view of the conventional fuel supply device. 10… Engine, 12… Fuel pipe, 1… Fuel pump as fuel supply pump, 17a to 17f are fuel injection valves, 18a
~ 18f is holder part, 24… tank, 26 …… steam piping, 27 ……
Flow divider, 32: Steam piping, 33: Solenoid on-off valve.

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Rei Nagasaka 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Inside Denso Co., Ltd. (56) References Japanese Utility Model Sho-63-168 (JP, U) Japanese Utility Model Hei 1 78261 (JP, U) (58) Field surveyed (Int. Cl. ⁶ , DB name) F02M 55/02

Claims (5)

(57) [Claims] 1. A fuel supply system for a multi-cylinder internal combustion engine, which sequentially supplies fuel delivered by a fuel pump to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine through a fuel pipe. 3. The fuel supply device for a multi-cylinder internal combustion engine according to claim 1, wherein a minimum distance between a center axis of a fuel pipe for supplying fuel to the holder portion and a center axis of the fuel injection valve is changed depending on a cylinder. 2. A fuel supply device for a multi-cylinder internal combustion engine which sequentially supplies fuel delivered by a fuel pump to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine through a fuel pipe. In, while connecting the fuel pipe including the holder portion in parallel,
By changing the fuel flow rate for each fuel pipe connected in parallel, fuel remaining in the holder when the engine is stopped,
A fuel supply device for a multi-cylinder internal combustion engine, wherein a time of replacement by newly flowing fuel after the operation of the fuel pump is changed for each fuel pipe. 3. A fuel supply device for a multi-cylinder internal combustion engine, which sequentially supplies fuel delivered by a fuel pump to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine through a fuel pipe. In the above, the fuel is stored downstream of the holder located at the most upstream position in the holder in the fuel pipe and upstream of the holder located at the most downstream position of the holder in the fuel piping. A fuel supply device for a multi-cylinder internal combustion engine, wherein a tank is disposed, and a steam pipe for extracting fuel vapor from the tank is connected between the tank and the fuel pipe downstream of the tank. 4. A fuel supply system for a multi-cylinder internal combustion engine which sequentially supplies fuel delivered by a fuel pump to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine through a fuel pipe. Wherein the cross-sectional area of the fuel inflow passage and the fuel outflow passage from the fuel pipe to the holder portion is changed for each cylinder, so that the time for charging fuel into the holder portion is changed for each cylinder. Fuel supply device for a multi-cylinder internal combustion engine. 5. A fuel supply device for a multi-cylinder internal combustion engine, which sequentially supplies fuel delivered by a fuel pump through a fuel pipe to a holder for holding a fuel injection valve provided for each cylinder of the multi-cylinder internal combustion engine. In each of the fuel injection valves, a fuel supply unit that introduces fuel supplied from the fuel pipe into the injection valve is provided. A fuel supply device for a multi-cylinder internal combustion engine, wherein a time for replacing fuel in an injection valve is changed depending on a cylinder.