JP2009236057A - Fuel injection valve and internal combustion engine - Google Patents

Abstract

A fuel injection valve and an internal combustion engine capable of appropriately promoting fuel atomization are provided.
SOLUTION: A housing 62 provided with a fuel passage 64 through which fuel can pass, a valve body 63 supported movably in the housing 62, and a plurality of slits 65a and 65b divided by a dividing wall 77. , Provided at the distal end portion 67 of the housing 62 in communication with the fuel passage 64 and provided at the dividing wall 77, and an injection port 65 through which the fuel can be injected through the plurality of slits 65a, 65b as the valve body 63 moves. And the flow forming portions 82a and 82b that form a flow that separates from the flow of the fuel in the slits 65a and 65b. Therefore, fuel atomization can be promoted appropriately.
[Selection] Figure 1

Description

  The present invention relates to a fuel injection valve and an internal combustion engine, and more particularly to an in-cylinder direct injection type fuel injection valve and an internal combustion engine that injects fuel directly into a combustion chamber.

  2. Description of the Related Art Conventionally, an internal combustion engine having a fuel injection valve that directly injects fuel into a combustion chamber instead of an intake port, that is, a so-called in-cylinder direct injection internal combustion engine is known. As such a conventional fuel injection valve, for example, in the spark ignition combustion method described in Patent Document 1, the fuel injection valve is disposed inclined with respect to the center axis of the cylinder, and has a slit-shaped fuel injection hole. A fuel injection valve is disclosed.

Japanese Patent No. 3301013

  By the way, in the fuel injection valve applied to the spark ignition combustion method described in Patent Document 1 described above, for example, a fuel injection port may be configured by a plurality of slits in order to promote atomization of fuel. However, further promotion of atomization has been desired.

  Therefore, an object of the present invention is to provide a fuel injection valve and an internal combustion engine that can appropriately promote fuel atomization.

  In order to achieve the above object, a fuel injection valve according to a first aspect of the present invention includes a housing provided with a fuel passage through which fuel can pass, a valve body movably supported in the housing, and a dividing wall. An injection port that is provided in communication with the fuel passage at the front end of the housing and is capable of injecting the fuel through the plurality of slits as the valve element moves. And a flow forming portion that is provided on the dividing wall and forms a flow that separates from the flow of the fuel in the slit.

  In the fuel injection valve according to the second aspect of the present invention, the flow forming portion has a protruding portion that is provided on a wall surface facing the slit of the dividing wall and protrudes inward of the slit.

  In the fuel injection valve according to the third aspect of the present invention, the flow forming portion is provided at a downstream end portion in the fuel injection direction on the wall surface of the dividing wall facing the slit, and is recessed outward of the slit. It has a hollow part.

  In a fuel injection valve according to a fourth aspect of the present invention, the wall surface on which the flow forming portion is provided is formed in a curved surface shape.

  In a fuel injection valve according to a fifth aspect of the present invention, the dividing wall divides the plurality of slits in a direction intersecting with a long side direction of the slit.

  In the fuel injection valve according to the sixth aspect of the present invention, the dividing wall divides the plurality of slits in a direction intersecting the short side direction of the slit.

  In order to achieve the above object, an internal combustion engine according to a seventh aspect of the present invention includes a combustion chamber capable of combusting a mixture of air and fuel, a housing provided with a fuel passage through which the fuel can pass, A valve body movably supported in the housing and a plurality of slits divided by a dividing wall are provided in communication with the fuel passage at the front end portion of the housing. Fuel injection means comprising: an injection port capable of directly injecting the fuel into the combustion chamber through a slit; and a flow forming portion that is provided in the dividing wall and forms a flow that separates from the fuel flow in the slit. It is characterized by providing.

  According to the fuel injection valve of the present invention, the fuel injection valve is provided with the flow forming portion that is provided on the dividing wall that divides the plurality of slits forming the injection port and forms a flow that separates from the flow of the fuel in the slit. Atomization can be promoted.

  According to the internal combustion engine of the present invention, since the fuel injection means having a flow forming portion that forms a flow separated from the flow of the fuel in the slit provided on the dividing wall that divides the plurality of slits forming the injection port, Fuel atomization can be promoted appropriately.

  Embodiments of a fuel injection valve and an internal combustion engine according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  FIG. 1 is a longitudinal sectional view of a main part showing a fuel injection valve according to a first embodiment of the present invention (cross section AA shown in FIG. 4), and FIG. 2 is an application of the fuel injection valve according to the first embodiment of the present invention. FIG. 3 is a partial sectional view including a combustion chamber of the engine according to the first embodiment of the present invention, and FIG. 4 is a front view of the injection port of the fuel injection valve according to the first embodiment of the present invention. FIG. 5 is a diagram illustrating torque fluctuations in the fuel injection valve according to the first embodiment of the present invention. FIG. 6 is a fuel injection valve according to the first embodiment of the present invention. FIG. 7 is a schematic diagram for explaining the spray length of the fuel injection valve according to the first embodiment of the present invention, and FIG. 8 is a schematic view of the fuel injection valve according to the first embodiment of the present invention and the related art. It is a diagram for comparing with the fuel injection valve concerning an example.

  The fuel injection valve 41 according to the present embodiment is applied to an engine 10 as an internal combustion engine as shown in FIGS. 2 and 3. The engine 10 according to the first embodiment is a multi-cylinder in-cylinder engine that is mounted on a vehicle such as a passenger car or a truck, and injects fuel spray 41a (see FIG. 3) directly into the combustion chamber 18 by a fuel injection valve 41. This is a so-called four-cycle engine that performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke while the piston 14 provided in the cylinder bore 13 so as to be capable of reciprocating is reciprocated twice.

  In the engine 10, a cylinder head 12 is fastened on a cylinder block 11, and pistons 14 are fitted in a plurality of cylinder bores 13 formed in the cylinder block 11 so as to be movable up and down. A crankcase 15 is fastened to the lower part of the cylinder block 11, and a crankshaft 16 is rotatably supported in the crankcase 15. Each piston 14 is connected to the crankshaft 16 via a connecting rod 17. Has been. Note that oil supplied to each part of the engine 10 is stored at the bottom of the crankcase 15.

  The combustion chamber 18 is constituted by a wall surface of the cylinder bore 13 in the cylinder block 11, an in-cylinder ceiling portion 12 a (see FIG. 3) as a lower surface of the cylinder head 12, and a top surface of the piston 14. That is, it has a pent roof shape that is inclined so that the central portion of the in-cylinder ceiling portion 12a as the lower surface of the cylinder head 12 becomes higher. In the combustion chamber 18, a mixture of fuel and air can be combusted, and an intake port 19 and an exhaust port 20 are formed to face the in-cylinder ceiling portion 12 a that is an upper portion of the combustion chamber 18. The lower end portions of the intake valve 21 and the exhaust valve 22 are positioned with respect to the port 19 and the exhaust port 20, respectively. The intake valve 21 and the exhaust valve 22 are supported by the cylinder head 12 so as to be movable in the axial direction, and are urged and supported in a direction (upward in FIG. 2) for closing the intake port 19 and the exhaust port 20. ing. An intake camshaft 23 and an exhaust camshaft 24 are rotatably supported on the cylinder head 12, and the intake cam 25 and the exhaust cam 26 are in contact with upper ends of the intake valve 21 and the exhaust valve 22.

  Although not shown, the crankshaft sprocket fixed to the crankshaft 16 and the camshaft sprockets respectively fixed to the intake camshaft 23 and the exhaust camshaft 24 are wound with endless timing chains. The crankshaft 16, the intake camshaft 23, and the exhaust camshaft 24 can be interlocked.

  Therefore, when the intake camshaft 23 and the exhaust camshaft 24 rotate in synchronization with the crankshaft 16, the intake cam 25 and the exhaust cam 26 move up and down the intake valve 21 and the exhaust valve 22 at a predetermined timing. 19 and the exhaust port 20 can be opened and closed so that the intake port 19 and the combustion chamber 18 can communicate with the combustion chamber 18 and the exhaust port 20, respectively. In this case, the intake camshaft 23 and the exhaust camshaft 24 are set to rotate once (360 degrees) while the crankshaft 16 rotates twice (720 degrees). Therefore, the engine 10 executes the four strokes of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke while the crankshaft 16 rotates twice. At this time, the intake camshaft 23 and the exhaust camshaft 24 are set to one. It will rotate.

  The valve mechanism of the engine 10 is a variable valve timing mechanism (VVT) 27, 28 that controls the intake valve 21 and the exhaust valve 22 at an optimal opening / closing timing according to the operating state. It has become. The intake / exhaust variable valve mechanisms 27, 28 as variable valve means are configured by providing VVT controllers 29, 30 at the shaft ends of the intake camshaft 23 and the exhaust camshaft 24. The phase of the camshafts 23 and 24 with respect to the camshaft sprocket is changed by applying the hydraulic pressure from 32 to an advance angle chamber and a retard angle chamber (not shown) of the VVT controllers 29 and 30 to open and close the intake valve 21 and the exhaust valve 22. The timing can be advanced or retarded. In this case, the intake / exhaust variable valve mechanisms 27, 28 advance or retard the opening / closing timing with the operating angle (opening period) of the intake valve 21 and the exhaust valve 22 being constant. Further, the intake camshaft 23 and the exhaust camshaft 24 are provided with cam position sensors 33 and 34 for detecting their rotational phases.

  A surge tank 36 is connected to the intake port 19 via an intake manifold 35, and an intake pipe 37 is connected to the surge tank 36. An air cleaner 38 is attached to an air intake port of the intake pipe 37. . An electronic throttle device 40 as a load adjusting means having a throttle valve 39 is provided downstream of the air cleaner 38 in the air flow direction. The cylinder head 12 is equipped with a fuel injection valve 41 as fuel injection means for directly injecting fuel into the combustion chamber 18. The fuel injection valve 41 is positioned on the intake port 19 side and is inclined at a predetermined angle in the vertical direction. The fuel injection valve 41 is capable of injecting fuel toward the top surface of the piston 14 so that the fuel gets on the intake air flow generated in the combustion chamber 18. A fuel injection valve 41 attached to each cylinder is connected to a delivery pipe 42, and a high pressure fuel pump (fuel pump) 44 is connected to the delivery pipe 42 via a high pressure fuel supply pipe 43. Further, the cylinder head 12 is provided with a spark plug 45 that is located above the combustion chamber 18 and ignites the air-fuel mixture.

  On the other hand, an exhaust pipe 47 is connected to the exhaust port 20 via an exhaust manifold 46. The exhaust pipe 47 is a three-way element that purifies harmful substances such as HC, CO, and NOx contained in the exhaust gas. Catalysts 48 and 49 are mounted. Further, the engine 10 is provided with a starter motor 50 that performs cranking. When an unillustrated pinion gear meshes with the ring gear when the engine is started, the rotational force is transmitted from the pinion gear to the ring gear to rotate the crankshaft 16. Can do.

  By the way, the vehicle is equipped with an electronic control unit (ECU) 51 that is configured around a microcomputer and can control each part of the engine 10, and the ECU 51 can control the fuel injection valve 41, the spark plug 45, and the like. It has become. That is, an air flow sensor 52 and an intake air temperature sensor 53 are mounted on the upstream side of the air flow direction of the intake pipe 37, and an intake pressure sensor 54 is provided in the surge tank 36, and the measured intake air amount and intake air temperature are measured. The intake pressure (intake pipe negative pressure) is output to the ECU 51. In addition, a throttle position sensor 55 is attached to the electronic throttle device 40, and the current throttle opening is output to the ECU 51. Here, the ECU 51 can calculate the engine load (load factor) as the internal combustion engine load based on the detected throttle opening and intake air amount. The accelerator position sensor 56 outputs the current accelerator opening to the ECU 51. Further, a crank angle sensor 57 serving as a crank angle detecting means for detecting the crank angle of the engine 10 outputs the detected crank angle of each cylinder to the ECU 51, and the ECU 51 performs an intake stroke in each cylinder based on the detected crank angle. In addition to determining the compression stroke, the expansion stroke, and the exhaust stroke, the engine speed is calculated. Here, the engine speed corresponds to the rotational speed of the crankshaft 16 in other words. If the rotational speed of the crankshaft 16 increases, the rotational speed of the crankshaft 16, that is, the engine rotational speed of the engine 10 also increases. Get higher.

  The cylinder block 11 is provided with a water temperature sensor 58 that detects the engine cooling water temperature, and outputs the detected engine cooling water temperature to the ECU 51. The delivery pipe 42 communicating with each fuel injection valve 41 is provided with a fuel pressure sensor 59 that detects the fuel pressure, and outputs the detected fuel pressure to the ECU 51. On the other hand, the exhaust pipe 47 is provided with an A / F sensor 60 that detects the air-fuel ratio of the engine 10 upstream of the three-way catalyst 48 in the exhaust gas flow direction, and an oxygen sensor 61 downstream of the exhaust gas flow direction. The A / F sensor 60 detects the exhaust gas air-fuel ratio of the exhaust gas before being introduced into the three-way catalyst 48, outputs the detected air-fuel ratio to the ECU 51, and the oxygen sensor 61 is discharged from the three-way catalyst 48. Thereafter, the oxygen concentration of the exhaust gas is detected, and the detected oxygen concentration is output to the ECU 51. The air-fuel ratio (estimated air-fuel ratio) detected by the A / F sensor 60 is used for feedback control of the air-fuel ratio (theoretical air-fuel ratio) of the mixed gas composed of intake air and fuel. That is, the A / F sensor 60 detects the exhaust air-fuel ratio from the rich range to the lean range from the oxygen concentration in the exhaust gas and the unburned gas concentration, and feeds this back to the ECU 51 to correct the fuel injection amount. Thus, the combustion can be controlled to an optimum combustion state that matches the operating state.

  Therefore, the ECU 51 drives the high-pressure fuel pump 44 based on the detected fuel pressure so that the fuel pressure becomes a predetermined pressure, and also detects the detected intake air amount, intake air temperature, intake pressure, throttle opening, accelerator opening. The fuel injection amount (fuel injection period), the injection timing, the ignition timing, etc. are determined based on the engine operating state such as the engine speed and the engine coolant temperature, and the fuel injection valve 41 and the ignition plug 45 are driven to perform the fuel injection and Perform ignition. Further, the ECU 51 feeds back the detected oxygen concentration of the exhaust gas to correct the fuel injection amount so that the air-fuel ratio becomes stoichiometric (theoretical air-fuel ratio).

  The ECU 51 can control the intake / exhaust variable valve mechanisms 27 and 28 based on the engine operating state. That is, when the temperature is low, the engine is started, the engine is idle, or the load is light, the exhaust gas blows back to the intake port 19 or the combustion chamber 18 by eliminating the overlap between the exhaust valve 22 closing timing and the intake valve 21 opening timing. Reduce the amount to enable stable combustion and improved fuel efficiency. Further, at the time of medium load, by increasing the overlap, the internal EGR rate is increased to improve the exhaust gas purification efficiency, and the pumping loss is reduced to improve the fuel consumption. Further, at the time of high-load low-medium rotation, the closing timing of the intake valve 21 is advanced, thereby reducing the amount of intake air that blows back to the intake port 19 and improving the volume efficiency. At the time of high load and high rotation, the closing timing of the intake valve 21 is retarded in accordance with the rotation speed, so that the timing is adjusted to the inertial force of the intake air and the volume efficiency is improved.

  In the engine 10 configured as described above, when the piston 14 descends in the cylinder bore 13, air is sucked into the combustion chamber 18 through the intake port 19 (intake stroke), and the piston 14 falls under the intake stroke. The air is compressed by moving up in the cylinder bore 13 through the dead center (compression stroke). At this time, fuel is injected into the combustion chamber 18 from the fuel injection valve 41 in the intake stroke or compression stroke, and this fuel and air mix to form an air-fuel mixture. When the piston 14 approaches the top dead center of the compression stroke, the air-fuel mixture is ignited by the spark plug 45, the air-fuel mixture burns, and the piston 14 is lowered by the combustion pressure (expansion stroke). The air-fuel mixture after combustion is discharged as exhaust gas through the exhaust port 20 when the piston 14 rises again toward the top dead center of the intake stroke via the expansion stroke bottom dead center (exhaust stroke). The reciprocating motion of the piston 14 in the cylinder bore 13 is transmitted to the crankshaft 16 through the connecting rod 17, where it is converted into a rotational motion and taken out as an output. When 16 further rotates due to inertial force, the cylinder bore 13 reciprocates as the crankshaft 16 rotates. By rotating the crankshaft 16 twice, the piston 14 reciprocates the cylinder bore 13 twice, during which a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke is performed, and once in the combustion chamber 18. Explosion takes place.

  Note that the engine 10 of the first embodiment uses two combustion modes corresponding to operating conditions. In these two combustion modes, stratified combustion that enables fuel-injection during the compression stroke to concentrate the air-fuel mixture in the vicinity of the spark plug 45 and stratify to realize operation in a lean (oxygen-rich atmosphere) state. By performing fuel injection during the intake stroke and taking a sufficient mixing time, the spray is homogeneously dispersed throughout the combustion chamber, so that the operation with the air-fuel ratio stoichiometric (theoretical air-fuel ratio) can be realized. Here, in the engine 10, a concave cavity 14 a (see FIG. 3) is formed in the intake side portion of the top surface of the piston 14 for establishing stratified combustion. In the stratified combustion, the engine 10 injects fuel from the fuel injection valve 41 toward the cavity 14a during the compression stroke, so that the fuel spray is guided along the wall of the cavity 14a of the piston 14, and this fuel spray. The directivity toward the spark plug 45 is added to the jet of the gas, so that the air-fuel mixture can be guided to the spark plug 45, and a stratified air-fuel mixture can be formed in the vicinity of the spark plug 45. The engine 10 of the first embodiment determines the fuel injection mode based on the engine speed and the throttle opening. For example, the stratification is performed in a relatively low load and low rotation operation region in all operation conditions. While performing combustion, homogeneous combustion is performed in a relatively high load and high speed operation region.

  As shown in FIG. 1, the fuel injection valve 41 mounted on the engine 10 configured as described above includes a housing 62, a needle valve 63 as a valve body, a fuel passage 64, and an injection port 65. Yes.

  The housing 62 has a main body portion 66 and a tip portion 67. The main body 66 has a hollow cylindrical shape. The distal end portion 67 has a hollow cylindrical shape coaxial with the central axis of the main body portion 66, and is formed so that the hollow portion is continuous with the hollow portion of the main body portion 66. The tip portion 67 is formed with a smaller diameter than the main body portion 66. The tip portion 67 is formed with a sack portion 68 having a spherical shape, and an injection port 65 that opens to the outside so as to communicate with the hollow portion inside.

  The needle valve 63 is configured such that a columnar valve body 70 integrally extends downward from a disk-shaped flange portion 69. The needle valve 63 is supported so that the outer peripheral surface of the flange portion 69 is fitted to the inner peripheral surface of the main body portion 66 of the housing 62 and is movable along the axial direction (vertical direction in FIG. 1). Further, the needle valve 63 has an outer peripheral surface of the valve body 70 inserted into the inner peripheral surface of the distal end portion 67 of the housing 62 with a predetermined gap, and a distal end surface 71 having a conical shape comes into contact with the inclined surface 72 of the distal end portion 67. Here, a seal portion is formed.

  Therefore, a fuel passage 64 is formed between the housing 62 and the needle valve 63, and the lower end portion side of the fuel passage 64 can communicate with the injection port 65 via the sack portion 68. The fuel passage 64 can be blocked by the tip surface 71 of the needle valve 63 coming into contact with the inclined surface 72 of the housing 62, while the fuel passage 64 is opened when the tip surface 71 moves away from the inclined surface 72. The fuel in the fuel passage 64 can be injected to the outside (combustion chamber 18) from the injection port 65 through the sack portion 68. That is, the injection port 65 is provided at the distal end portion 67 of the housing 62 in communication with the fuel passage 64 and can inject fuel as the needle valve 63 moves.

  A support plate 74 is fixed in the housing 62 via a support ring 73, and a coil spring 75 is interposed between the support plate 74 and the needle valve 63 in a compressed state. Therefore, the needle valve 63 is urged in a direction in which the distal end surface 71 is in close contact with the inclined surface 72 of the housing 62 by the urging force of the coil spring 75 and blocks the fuel passage 64. On the other hand, a solenoid 76 is built in the wall of the housing 62 so as to face the flange portion 69 of the needle valve 63 and be positioned slightly above. Therefore, when the solenoid 76 is energized, a suction force is generated, the needle valve 63 is moved upward against the biasing force of the coil spring 75, and the tip end surface 71 is separated from the inclined surface 72 of the housing 62, thereby The passage 64 can be opened.

  The base end of the fuel injection valve 41 is connected to a high-pressure fuel pump 44 (see FIG. 2) and the like via a delivery pipe 42 (see FIG. 2) and a high-pressure fuel supply pipe 43 (see FIG. 2). A fuel having a predetermined pressure is supplied to the upstream side of the fuel passage 64 through the housing 62.

  Here, as shown in FIGS. 1 and 4, the fuel injection valve 41 of the present embodiment has a plurality of injection ports 65 capable of directly injecting fuel into the combustion chamber 18, in this case, two elongated rectangular slits 65 a. , 65b. That is, the injection port 65 includes two slits 65 a and 65 b divided by a dividing wall 77, and the fuel injection valve 41 supplies fuel to the combustion chamber 18 through the two slits 65 a and 65 b of the injection port 65. Spray.

  The dividing wall 77 of the present embodiment divides the plurality of slits 65a and 65b in a direction intersecting with the long side direction of the slits 65a and 65b, in this case, in a perpendicular direction. That is, the injection port 65 is provided with slits 65a and 65b arranged side by side along the long side direction of the slits 65a and 65b with the dividing wall 77 interposed therebetween. The dividing wall 77 is set at a position where the center line along the fuel injection direction substantially coincides with the center axis B of the tip portion 67. Furthermore, the injection port 65 has the slit 65a and the slit 65b at the tip portion 67. Are substantially symmetrical with respect to the central axis B.

  Here, the long side direction of the slits 65a and 65b corresponds to a direction along the width of the slits 65a and 65b (hereinafter referred to as “slit width direction”). On the other hand, the short side direction of the slits 65a and 65b orthogonal to the long side direction of the slits 65a and 65b corresponds to a direction along the thickness of the slits 65a and 65b (hereinafter referred to as “slit thickness direction”). That is, the slit width direction (long side direction) is the longitudinal direction (flat direction) of the flat fuel spray 41 a injected from the slits 65 a and 65 b of the injection port 65.

  The slit 65a is formed by a pair of short side end faces 78a and 79a along the short side direction and a pair of long side end faces 80a and 81a along the long side direction. The short side end face 78a and the short side end face 79a face each other in the long side direction, and the long side end face 80a and the long side end face 81a face each other in the short side direction. The slit 65b is formed by a pair of short side end faces 78b and 79b along the short side direction and a pair of long side end faces 80b and 81b along the long side direction. The short side end face 78b and the short side end face 79b face each other in the long side direction, and the long side end face 80b and the long side end face 81b face each other in the short side direction. The short side end surface 79a and the short side end surface 79b are formed as wall surfaces facing the slits 65a and 65b at the dividing wall 77, respectively.

  Note that the thickness of the slits 65a and 65b described above corresponds to the distance between the pair of long side end surfaces 80a and 81a or the long side end surfaces 80b and 81b facing each other in the slits 65a and 65b. The width of the slits 65a and 65b corresponds to the distance between the pair of short side end faces 78a and 79a or the short side end faces 78b and 79b facing each other in the slits 65a and 65b.

  As shown in FIGS. 1 and 4, the fuel injection valve 41 configured as described above is energized to the solenoid 76 from a state in which the needle valve 63 closes the fuel passage 64 by the biasing force of the coil spring 75. The needle valve 63 moves upward (in the direction away from the tip portion 67) against the urging force of the coil spring 75 to open the fuel passage 64, and the fuel in the fuel passage 64 is supplied to the sack portion 68. The sack portion 68 is injected into the combustion chamber 18 through the injection port 65. Then, when the predetermined period has elapsed, the energization of the solenoid 76 is stopped, and the needle valve 63 is moved downward (in the direction approaching the tip 67) by the biasing force of the coil spring 75, thereby closing the fuel passage 64, Fuel supply from the fuel passage 64 to the sack portion 68 is stopped, and fuel injection from the injection port 65 is completed.

  At this time, the fuel spray 41a (see FIG. 3) injected from the injection port 65 is divided into the slit 65a and the slit 65b by the dividing wall 77, so that the portion corresponding to the dividing wall 77 The spray shape is such that is dropped (see, for example, FIG. 7). The fuel spray 41a has a spray shape in which a portion corresponding to the dividing wall 77 is removed, so that the intake air via the intake port 19 (see FIG. 3) causes the fuel spray 41a to enter the combustion chamber 18 (see FIG. 3). Interference with the flow of the main flow portion of the tumble flow that is formed can be suppressed, and attenuation of the flow of the main flow portion of the tumble flow can be suppressed. As a result, the fuel injection valve 41 can suppress the attenuation of the flow of the main flow portion of the tumble flow in the combustion chamber 18, so that the atomization of the fuel is promoted by the tumble flow, and the fuel and air And the mixture can be promoted, and homogenization of the air-fuel mixture can be promoted. Thereby, in the engine 10 to which the fuel injection valve 41 is applied, as shown in FIG. 5, for example, the homogenization of the air-fuel mixture is promoted compared to the case where the injection port is configured by one slit. So-called torque fluctuation can be reduced. This tumble flow is an air flow formed along the axial direction of the cylinder bore 13 (see FIG. 3) and having a longitudinal turning force.

  By the way, although the fuel injection valve 41 comprised as mentioned above promotes atomization of fuel by comprising the injection port 65 by the some slit 65a, 65b divided | segmented by the division wall 77, the further fine particle The promotion of conversion is desired.

  FIG. 12 is a view showing an example of a fuel injection valve 041 according to a conventional example. The fuel injection valve 041 includes two slits 065a and 065b in which an injection port 065 is divided by a dividing wall 077. In the slit 065a and the slit 065b, the short side end faces 078a and 079a, and the short side end faces 078b and 079b, the short side end face 079a and the short side end face 079b face the slits 065a and 065b at the dividing wall 077, respectively. Formed as.

  In this case, the fuel that passes through the fuel passage 64 and the sack portion 68 and is injected through the slits 065a and 065b is short-side end faces 078a and 078b located on the side away from the dividing wall 077, in other words, the injection port. In the vicinity of the outer short-side end faces 078a and 078b located outward with respect to the center portion of 065 (center axis B of the tip portion 67) (the C1 ′ portion surrounded by the alternate long and short dash line in the drawing) An exfoliation flow that exfoliates from the mainstream is actively formed. For this reason, in the vicinity of the short side end faces 078a and 078b, the energy that disturbs the flow of the fuel due to the separation flow increases, thereby reducing the penetration (penetration force) of the fuel spray 41a. As a result, the atomization of the fuel Is promoted.

  On the other hand, the fuel that passes through the fuel passage 64 and the sack portion 68 and is injected through the slits 065a and 065b is short-side end faces 079a and 079b located on the dividing wall 077 side, in other words, the central portion of the injection port 065. In the vicinity of the inner short side end faces 079a and 079b located on the side of (the central axis B of the tip portion 67) (the C2 ′ portion surrounded by the one-dot chain line in the figure), the fuel flow is linear, and the fuel flow A separation flow that peels off from the main stream is hardly formed. For this reason, in the vicinity of the short side end faces 079a and 079b, the flow of the fuel is not attenuated and the energy disturbing the flow is suppressed, thereby suppressing the reduction of the penetration of the fuel spray 41a. As a result, the atomization of the fuel is suppressed. May not be good.

  Further, in the case of the fuel injection valve 041 according to the conventional example, the penetration of the fuel spray 41a is reduced in the vicinity of the inner short side end faces 079a and 079b located on the central portion side (center axis B of the tip portion 67) of the injection port 065. 13 is suppressed, as shown in the schematic diagram illustrating the spray length of the fuel injection valve 041 according to the conventional example of FIG. 13, the fuel spray 41 a has a spray length on the central axis B side (partition wall 077 side), That is, the spray length on the inner edge side of the fuel spray 41a may be increased. Here, the spray length of the fuel spray 41a is the length of the fuel spray 41a from the injection port 065 in the fuel injection direction, in other words, from the injection port 065 along the fuel injection direction to the spray tip of the fuel spray 41a. Is the length of When the spray length on the inner edge side of the fuel spray 41a becomes longer, the fuel spray 41a collides with the wall surface of the cylinder bore 13 and the adhesion of fuel to the wall surface of the cylinder bore 13 increases and adheres to the wall surface of the cylinder bore 13. The fuel flows into the oil stored in the bottom of the crankcase 15 via the piston ring, which may result in oil dilution, which may result in deterioration of engine quality.

  Therefore, as shown in FIG. 1, the fuel injection valve 41 of the present embodiment is provided with flow forming portions 82 a and 82 b that form a flow separating from the fuel flow in the slits 65 a and 65 b in the dividing wall 77. Proper fuel atomization is promoted.

  Specifically, the flow forming portion 82 a is formed on the short side end surface 79 a that is a wall surface facing the slit 65 a at the dividing wall 77. The flow forming portion 82a includes a protruding portion 83a formed on the short side end face 79a and a hollow portion 84a. The protruding portion 83a is formed such that the central portion of the short side end face 79a with respect to the fuel injection direction protrudes inward of the slit 65a. In other words, the protruding portion 83a is formed in a convex shape such that the central portion of the short side end face 79a swells toward the slit 65a. The recess 84a is formed such that the downstream end 77b side of the short side end face 79a with respect to the fuel injection direction is recessed outward of the slit 65a. In other words, the recessed portion 84a is formed in a concave shape in which the downstream end portion 77b side of the short side end surface 79a is recessed toward the center side (center axis B side) of the dividing wall 77. Further, in other words, the recess 84a is formed as a recess on the downstream side in the fuel injection direction with respect to the protrusion 83a. The short side end surface 79a is formed in a curved shape from the upstream end 77a side to the downstream end 77b side with respect to the fuel injection direction as a whole, that is, the protrusion 83a and the depression 84a are continuous. It is formed in a curved surface shape.

  Similarly, the flow forming portion 82 b is formed on the short side end surface 79 b that is a wall surface facing the slit 65 b in the dividing wall 77. The flow forming portion 82b includes a protruding portion 83b formed on the short side end face 79b and a recessed portion 84b. The protruding portion 83b is formed such that the central portion of the short side end face 79b with respect to the fuel injection direction protrudes inward of the slit 65b. In other words, the protrusion 83b is formed in a convex shape such that the central portion of the short side end face 79b swells toward the slit 65b. The depression 84b is formed such that the downstream end 77b side of the short side end face 79b with respect to the fuel injection direction is depressed outward of the slit 65b. In other words, the recessed portion 84b is formed in a concave shape such that the downstream end portion 77b side of the short side end surface 79b is dented to the center side (center axis B side) of the dividing wall 77. Further, in other words, the depression 84b is formed as a depression on the downstream side in the fuel injection direction with respect to the protrusion 83b. The short side end face 79b is formed in a curved shape from the upstream end 77a side to the downstream end 77b side in the fuel injection direction as a whole, that is, the protrusion 83b and the depression 84b are continuous. It is formed in a curved surface shape.

  In the fuel injection valve 41 configured as described above, as shown in FIG. 6, the fuel that passes through the fuel passage 64 and the sack portion 68 and is injected through the slits 65 a and 65 b is separated from the dividing wall 77. Near the short side end faces 78a, 78b located on the outer side, in other words, near the outer short side end faces 78a, 78b located outward with respect to the central part (the central axis B of the tip part 67) of the injection port 65 (see FIG. In the portion C1 surrounded by the middle one-dot chain line), a separation flow that is separated from the main flow of the fuel flow is actively formed. For this reason, in the vicinity of the short side end faces 78a and 78b, the energy that disturbs the flow of the fuel due to the separation flow increases, thereby reducing the penetration (penetration force) of the fuel spray 41a, and as a result, atomization of the fuel. Is promoted.

  The fuel that passes through the fuel passage 64 and the sack portion 68 and is injected through the slits 65a and 65b is short-side end surfaces 79a and 79b located on the dividing wall 77 side, in other words, the central portion of the injection port 65. In the vicinity of the inner short side end faces 79a and 79b located on the side of (the central axis B of the tip end portion 67) (C2 portion surrounded by a one-dot chain line in the figure), the protruding portions 83a and 83b forming the flow forming portions 82a and 82b. When passing through, a transverse flow is formed that separates from the main flow of the fuel flow. That is, in the vicinity of the inner short side end faces 79a and 79b located on the dividing wall 77 side, the fuel flow is attenuated by the protrusions 83a and 83b, and this fuel flow is injected into the central portion side of the dividing wall 77, in other words, the injection. A lateral flow toward the center of the mouth 65 is formed. At this time, the fuel that has passed through the apex portions of the protrusions 83a and 83b is guided along the depressions 84a and 84b on the downstream side in the injection direction forming the flow forming portions 82a and 82b. The lateral flow of fuel to the side is promoted. Further, the short side end faces 79a and 79b are formed in a curved shape as a whole, and the projecting portions 83a and 83b and the recessed portions 84a and 84b are formed in a continuous curved shape. The lateral flow of the fuel can be stabilized.

  Therefore, even in the vicinity of the short side end faces 79a and 79b on the central portion side of the injection port 65, the fuel flow is attenuated by the flow forming portions 82a and 82b, and the central portion of the dividing wall 77 is separated from the main flow of the fuel flow. On the other hand, in other words, since a lateral flow toward the central portion of the injection port 65 is formed, the energy that disturbs the flow of fuel also increases in the vicinity of the dividing wall 77, thereby reducing the penetration of the fuel spray 41a, Fuel atomization is promoted. As a result, mixing of fuel and air is promoted, and homogenization of the air-fuel mixture can be promoted.

  Further, the penetration of the fuel spray 41a is reduced in the vicinity of the inner short side end faces 79a and 79b located on the center part (center axis B of the tip part 67) side of the injection port 65, so that the first embodiment of FIG. As shown in the schematic diagram for explaining the spray length of the fuel injection valve 41 according to the fuel spray 41a, the fuel spray 41a is sprayed on the center axis B side (partition wall 77 side), that is, on the inner edge side of the fuel spray 41a. The spray length is suppressed to be relatively short. And since the spray length of the inner edge part side of the fuel spray 41a becomes short, it is suppressed that the fuel spray 41a collides with the wall surface of the cylinder bore 13, and adhesion of the fuel to the wall surface of this cylinder bore 13 is suppressed. . As a result, the fuel adhering to the wall surface of the cylinder bore 13 is suppressed from flowing into the oil stored in the bottom of the crankcase 15 via the piston ring. As a result, the oil dilution can be reduced and the engine quality can be reduced. Can be suppressed.

  FIG. 8 is a diagram for comparing the fuel injection valve 41 according to the first embodiment of the present invention with the fuel injection valve 041 according to the conventional example, with the horizontal axis representing penetration and the vertical axis representing oil dilution rate. As is clear from this figure, the fuel injection valve 41 according to the first embodiment having the flow forming portions 82a and 82b in the dividing wall 77 reduces the oil dilution rate as compared with the fuel injection valve 041 according to the conventional example. can do.

  According to the fuel injection valve 41 according to the embodiment of the present invention described above, the housing 62 provided with the fuel passage 64 through which the fuel can pass, the needle valve 63 movably supported in the housing 62, A plurality of slits 65 a and 65 b divided by a dividing wall 77 are provided in communication with the fuel passage 64 at the distal end portion 67 of the housing 62, and the fuel is passed through the plurality of slits 65 a and 65 b as the needle valve 63 moves. , And flow forming portions 82a and 82b that are provided in the partition wall 77 and that form a flow that separates from the fuel flow in the slits 65a and 65b.

  Further, according to the engine 10 according to the embodiment of the present invention described above, the combustion chamber 18 capable of combusting a mixture of air and fuel, and the housing 62 provided with the fuel passage 64 through which the fuel can pass. The needle valve 63 movably supported in the housing 62 and a plurality of slits 65a and 65b divided by the dividing wall 77 are provided in communication with the fuel passage 64 at the tip 67 of the housing 62. Along with the movement of 63, an injection port 65 capable of directly injecting fuel into the combustion chamber 18 through a plurality of slits 65a, 65b, and a flow provided in the dividing wall 77 and separated from the fuel flow in the slits 65a, 65b. And a fuel injection valve 41 having flow forming portions 82a and 82b.

  Therefore, the fuel injection valve 41 is an injection that is separated from the main flow of the fuel flow by the flow forming portions 82a and 82b even in the vicinity of the dividing wall 77 (the central portion side of the injection port 65) that divides the plurality of slits 65a and 65b. Since a lateral flow toward the center of the mouth 65 is formed, the penetration of the fuel spray 41a can be reduced even in the vicinity of the dividing wall 77, fuel atomization can be promoted appropriately, and the air-fuel mixture The homogeneity of can be improved.

  In addition, the fuel injection valve 41 reduces the penetration of the fuel spray 41a in the vicinity of the dividing wall 77 (the central portion side of the injection port 65) that divides the plurality of slits 65a and 65b, so that the inner edge of the fuel spray 41a is reduced. Since the spray length on the part side can be suppressed to be relatively short, oil dilution can be reduced and deterioration in engine quality can be suppressed. That is, the fuel injection valve 41 of the present embodiment can realize both the promotion of atomization of fuel and the reduction of oil dilution. As a result, the promotion of atomization of fuel and the reduction of oil dilution are appropriately performed. It can be compatible.

  Furthermore, according to the fuel injection valve 41 according to the embodiment of the present invention described above, the flow forming portions 82a and 82b are formed on the short side end surfaces 79a and 79b as wall surfaces facing the slits 65a and 65b of the dividing wall 77. Protruding portions 83a and 83b that are provided and protrude inward of the slits 65a and 65b are provided. Therefore, the flow forming portions 82a and 82b are arranged in the vicinity of the dividing wall 77, in other words, on the central portion side of the dividing wall 77 where the protruding portions 83a and 83b attenuate the fuel flow and separate from the main flow of the fuel flow. In this case, a lateral flow toward the center of the injection port 65 can be formed.

  Furthermore, according to the fuel injection valve 41 according to the embodiment of the present invention described above, the flow forming portions 82a and 82b are on the short side end surfaces 79a and 79b as the wall surfaces facing the slits 65a and 65b of the dividing wall 77. Recessed portions 84a and 84b are provided on the downstream end portion 77b side in the fuel injection direction and are recessed outward of the slits 65a and 65b. Therefore, the flow forming portions 82a and 82b guide the fuel flow along the recess portions 84a and 84b, so that the fuel flows toward the central portion of the dividing wall 77, in other words, toward the central portion of the injection port 65. Cross flow can be promoted.

  Furthermore, according to the fuel injection valve 41 according to the embodiment of the present invention described above, the short side end faces 79a and 79b as the wall surfaces on which the flow forming portions 82a and 82b are provided are formed in a curved surface shape. Therefore, since the short side end faces 79a and 79b of the dividing wall 77 provided with the flow forming portions 82a and 82b are formed in a curved surface as a whole, the fuel flow that separates toward the central portion side of the injection port 65 is stabilized. Can be

  Furthermore, according to the fuel injection valve 41 according to the embodiment of the present invention described above, the dividing wall 77 divides the plurality of slits 65a and 65b in a direction intersecting with the long side direction of the slits 65a and 65b. . Therefore, the slit 65a and the slit 65b forming the ejection port 65 can be provided side by side along the long side direction of the slits 65a and 65b with the dividing wall 77 interposed therebetween. Thereby, it can suppress that the fuel spray 41a injected from the injection port 65 interferes with the flow of the main flow part of the tumble flow formed in the combustion chamber 18, and promotes atomization of fuel by this tumble flow. It is possible to promote the mixing of fuel and air, and to further promote the homogenization of the air-fuel mixture.

  FIG. 9 is a longitudinal sectional view of a main part showing a fuel injection valve according to the second embodiment of the present invention (cross section DD shown in FIG. 10), and FIG. 10 is an injection of the fuel injection valve according to the second embodiment of the present invention. Front view of the mouth (viewed from the combustion chamber side), FIG. 11 is a partial cross-sectional view for explaining the operation of the fuel injection valve according to the second embodiment of the present invention. The fuel injection valve according to the second embodiment has substantially the same configuration as the fuel injection valve according to the first embodiment, but the dividing direction of a plurality of slits forming the injection port is different from that of the fuel injection valve according to the first embodiment. In addition, about the structure, effect | action, and effect which are common in the Example mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected. Also, refer to FIGS. 1 to 3 for the configuration of the main part.

  The fuel injection valve 241 as the fuel injection means of the present embodiment is applied to the engine 10 (see FIG. 2) as the internal combustion engine, similarly to the fuel injection valve 41 of the first embodiment, and the fuel spray 41a (FIG. 3). (See) is directly injected into the combustion chamber 18.

  As shown in FIGS. 9 and 10, the fuel injection valve 241 includes a plurality of injection ports 265 that can directly inject fuel into the combustion chamber 18, here, two elongated rectangular slits 265 a and 265 b. ing. That is, the injection port 265 includes two slits 265a and 265b divided by the dividing wall 277, and the fuel injection valve 241 supplies fuel to the combustion chamber 18 through the two slits 265a and 265b of the injection port 265. Spray.

  The dividing wall 277 of this embodiment divides the plurality of slits 265a and 265b in a direction intersecting with the short side direction of the slits 65a and 65b, in this case, in a perpendicular direction. That is, in the ejection port 265, the slit 265a and the slit 265b are provided in parallel along the short side direction of the slits 265a and 265b with the dividing wall 277 interposed therebetween. The dividing wall 277 is set at a position where the center line along the fuel injection direction substantially coincides with the center axis B of the tip portion 67. In addition, the injection port 265 has the slit 265a and the slit 265b at the tip portion 67. Are substantially symmetrical with respect to the central axis B.

  The slit 265a is formed by a pair of long side end surfaces 278a and 279a along the long side direction and a pair of short side end surfaces 280a and 281a along the short side direction. The long side end surface 278a and the long side end surface 279a oppose each other in the short side direction, and the short side end surface 280a and the short side end surface 281a oppose each other in the long side direction. The slit 265b is formed by a pair of long side end surfaces 278b and 279b along the long side direction and a pair of short side end surfaces 280b and 281b along the short side direction. The long side end face 278b and the long side end face 279b oppose each other in the short side direction, and the short side end face 280b and the short side end face 281b oppose each other in the long side direction. The long side end surface 279a and the long side end surface 279b are formed as wall surfaces facing the slits 265a and 265b at the dividing wall 277, respectively.

  As shown in FIG. 9, the fuel injection valve 241 of the present embodiment is provided with flow forming portions 282a and 282b that form a flow separating from the fuel flow in the slits 265a and 265b on the dividing wall 277. Proper fuel atomization is promoted.

  Specifically, the flow forming portion 282a is formed on the long side end surface 279a which is a wall surface facing the slit 265a at the dividing wall 277. The flow forming portion 282a includes a protruding portion 283a formed on the long side end surface 279a and a recessed portion 284a. The protruding portion 283a is formed such that the central portion of the long side end surface 279a in the fuel injection direction protrudes inward of the slit 265a. The recess 284a is formed such that the downstream end 277b side of the long side end surface 279a in the fuel injection direction is recessed outward of the slit 265a. The long side end surface 279a is formed in a curved shape from the upstream end portion 277a side to the downstream end portion 277b side in the fuel injection direction as a whole, that is, the protruding portion 283a and the recessed portion 284a are continuous. It is formed in a curved surface shape.

  Similarly, the flow forming portion 282b is formed on the long side end surface 279b which is a wall surface facing the slit 265b at the dividing wall 277. The flow forming portion 282b includes a protruding portion 283b formed on the long side end surface 279b and a recessed portion 284b. The protruding portion 283b is formed such that the central portion of the long side end surface 279b with respect to the fuel injection direction protrudes inward of the slit 265b. The recess 284b is formed such that the downstream end 277b side of the long side end surface 279b in the fuel injection direction is recessed outward of the slit 265b. The long side end surface 279b is formed in a curved shape from the upstream end 277a side to the downstream end 277b side with respect to the fuel injection direction as a whole, that is, the protrusion 283b and the recess 284b are continuous. It is formed in a curved surface shape.

  In the fuel injection valve 241 configured as described above, as shown in FIG. 11, the fuel that passes through the fuel passage 64 and the sack portion 68 and is injected through the slits 265a and 265b is directed to the dividing wall 277 side. In the vicinity of the long side end surfaces 279a, 279b located on the inner side of the long side end surfaces 279a, 279b, in other words, on the side of the central portion (center axis B of the tip portion 67) of the injection port 265, the flow forming portions 282a, 282b. When passing through the projecting portions 283a and 283b, the lateral flow is formed so as to separate from the main flow of the fuel flow. That is, in the vicinity of the inner long side end faces 279a and 279b located on the dividing wall 277 side, the fuel flow is attenuated by the protrusions 283a and 283b, and this fuel flow is injected into the central portion side of the dividing wall 277, in other words, the injection. A lateral flow toward the center of the mouth 265 is formed. At this time, the fuel that has passed through the apex portions of the projecting portions 283a and 283b is guided along the depressions 284a and 284b on the downstream side in the injection direction forming the flow forming portions 282a and 282b. The lateral flow of fuel to the side is promoted. Further, since the long side end surfaces 279a and 279b are formed in a curved shape as a whole, and the projecting portions 283a and 283b and the recessed portions 284a and 284b are formed in a continuous curved shape, the center side of the injection port 65 is formed. The lateral flow of the fuel can be stabilized.

  According to the fuel injection valve 241 according to the embodiment of the present invention described above, the flow forming portions 282a and 282b can also be used in the vicinity of the dividing wall 277 (the central portion side of the injection port 265) that divides the plurality of slits 265a and 265b. Since a lateral flow toward the central portion of the injection port 265 that separates from the main flow of the fuel flow is formed, the penetration of the fuel spray 41a can be reduced even in the vicinity of the dividing wall 277, and the fuel can be appropriately supplied. Atomization can be promoted and the homogeneity of the air-fuel mixture can be improved.

  Further, the fuel injection valve 41 has an inner edge of the fuel spray 41a by reducing the penetration of the fuel spray 41a in the vicinity of the dividing wall 277 (center side of the injection port 265) that divides the plurality of slits 265a, 265b. Since the spray length on the part side can be suppressed to be relatively short, oil dilution can be reduced and deterioration in engine quality can be suppressed. That is, the fuel injection valve 241 according to the present embodiment can realize both the promotion of fuel atomization and the reduction of oil dilution. As a result, the fuel atomization and the reduction of oil dilution can be appropriately performed. It can be compatible.

  Furthermore, according to the fuel injection valve 241 according to the embodiment of the present invention described above, the dividing wall 277 divides the plurality of slits 265a, 265b in the direction intersecting the short side direction of the slits 265a, 265b. . Therefore, the slits 265a and 265b forming the ejection port 265 can be provided in parallel along the short side direction of the slits 265a and 265b with the dividing wall 277 interposed therebetween. Even in this case, the penetration of the fuel spray 41a can be reduced in the vicinity of the dividing wall 277, fuel atomization can be promoted appropriately, and the homogeneity of the air-fuel mixture can be improved.

  The fuel injection valve and the internal combustion engine according to the above-described embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made within the scope described in the claims. In the embodiment described above, the fuel injection valves 41 and 241 are arranged on the intake port 19 side, and the tip portion is inclined downward by a predetermined angle so that fuel can be injected toward the exhaust port 20 side. It is not limited to. That is, the fuel injection valves 41 and 241 may be disposed on the exhaust port 20 side, the tip end portion may be inclined downward by a predetermined angle, and fuel may be injected toward the intake port 19 side. Further, the fuel injection valves 41 and 241 are disposed between the intake port 19 and the exhaust port 20, that is, at the center upper portion of the combustion chamber 18, and the fuel is injected into the cavity 14 a of the piston 14 with the tip portion directed downward. It may be possible. Further, the fuel injection valve or the internal combustion engine of the present invention may be a combination of the fuel injection valve 41 of the first embodiment and the fuel injection valve 241 of the second embodiment described above.

  Further, in the above description, the ejection port 65 is configured by the two slits 65a and 65b, and the ejection port 265 is configured by the two slits 265a and 265b. You may make it comprise by 3 or more slits. In this case, the flow forming portions may be provided on the dividing walls that divide each slit.

  Further, in the above description, the flow forming portion may be any one provided on the dividing wall so as to form a flow that separates from the fuel flow in each slit. For example, the flow forming portion may be a protrusion or a depression provided on the dividing wall. You may make it form by either one.

  In the above description, the short-side end surfaces 79a and 79b or the long-side end surfaces 279a and 279b as the wall surface on which the flow forming portion is provided are formed in a curved surface as a whole, that is, the protruding portion and the recessed portion are continuous. However, the present invention is not limited to this. For example, the protruding portion and the recessed portion may be formed so as to be continuous via the corner portion. In this case, the process at the time of providing the some slit which makes an injection port in the front-end | tip part 67 can be facilitated, As a result, the raise of manufacturing cost can be suppressed.

  As described above, the fuel injection valve and the internal combustion engine according to the present invention appropriately promote atomization of fuel, and various in-cylinder direct injection fuel injection valves that directly inject fuel into the combustion chamber and It is suitable for use in an internal combustion engine.

It is a principal part longitudinal cross-sectional view showing the fuel injection valve which concerns on Example 1 of this invention. It is a schematic block diagram showing the engine to which the fuel injection valve concerning Example 1 of the present invention is applied. It is a fragmentary sectional view containing the combustion chamber of the engine which concerns on Example 1 of this invention. It is a front view of the injection port of the fuel injection valve concerning Example 1 of the present invention. It is a diagram explaining the torque fluctuation | variation in the fuel injection valve which concerns on Example 1 of this invention. It is a fragmentary sectional view explaining an effect | action of the fuel injection valve which concerns on Example 1 of this invention. It is a schematic diagram explaining the spray length of the fuel injection valve which concerns on Example 1 of this invention. It is a diagram for comparing the fuel injection valve which concerns on Example 1 of this invention, and the fuel injection valve which concerns on a prior art example. It is a principal part longitudinal cross-sectional view showing the fuel injection valve which concerns on Example 2 of this invention. It is a front view of the injection port of the fuel injection valve which concerns on Example 2 of this invention. It is a fragmentary sectional view explaining the effect | action of the fuel injection valve which concerns on Example 2 of this invention. It is a principal part longitudinal cross-sectional view showing the fuel injection valve which concerns on a prior art example. It is a schematic diagram explaining the spray length of the fuel injection valve which concerns on a prior art example.

Explanation of symbols

10 Engine (Internal combustion engine)
11 Cylinder block 12 Cylinder head 13 Cylinder bore 14 Piston 14a Cavity 18 Combustion chambers 41, 241 Fuel injection valve (fuel injection means)
41a Fuel spray 45 Spark plug 62 Housing 63 Needle valve (valve element)
64 Fuel passage 65, 265 Injection ports 65a, 65b, 265a, 265b Slit 66 Main body portion 67 Tip portion 68 Sack portion 77, 277 Split wall 77a, 277a Upstream end portion 77b, 277b Downstream end portion 78a, 78b, 79a, 79b, 280a, 280b, 281a, 281b Short side end faces 80a, 80b, 81a, 81b, 278a, 278b, 279a, 279b Long side end faces 82a, 82b, 282a, 282b Flow forming parts 83a, 83b, 283a, 283b Protruding parts 84a , 84b, 284a, 284b recess

Claims (7)

A housing provided with a fuel passage through which fuel can pass;
A valve body movably supported in the housing;
Injection comprising a plurality of slits divided by a dividing wall, provided in communication with the fuel passage at the front end of the housing, and capable of injecting the fuel through the plurality of slits as the valve body moves Mouth,
A flow forming portion provided on the dividing wall to form a flow that separates from the flow of the fuel in the slit,
Fuel injection valve. The flow forming portion has a protruding portion that is provided on a wall surface of the dividing wall facing the slit and protrudes inward of the slit.
The fuel injection valve according to claim 1. The flow forming portion has a hollow portion that is provided at a downstream end portion in the fuel injection direction on a wall surface facing the slit of the dividing wall and is recessed outward of the slit.
The fuel injection valve according to claim 1 or 2. The wall surface on which the flow forming portion is provided is formed in a curved surface,
The fuel injection valve according to any one of claims 1 to 3. The dividing wall divides the plurality of slits in a direction intersecting the long side direction of the slits,
The fuel injection valve according to any one of claims 1 to 4. The dividing wall divides the plurality of slits in a direction intersecting the short side direction of the slits,
The fuel injection valve according to any one of claims 1 to 5. A combustion chamber capable of burning a mixture of air and fuel;
A housing provided with a fuel passage through which the fuel can pass, a valve body supported movably in the housing, and a plurality of slits divided by a dividing wall; An injection port provided in communication and capable of directly injecting the fuel into the combustion chamber through the plurality of slits as the valve body moves, and a flow of the fuel in the slit provided in the dividing wall And a fuel injection means having a flow forming portion for forming a flow that separates from the fuel,
Internal combustion engine.

Images