JPH0972264A - Fuel supply device for internal combustion engine and fuel supply method - Google Patents

Abstract

(57) [Abstract] [Purpose] A fuel injection apparatus for a multi-cylinder internal combustion engine, which supplies fuel to a plurality of cylinders by a fuel injection valve having at least one orifice capable of injecting fuel in a plurality of directions, Provided is a fuel supply device and a supply method that enable fuel to be distributed to each cylinder as evenly and stably as possible. In a fuel supply system for an internal combustion engine, a fuel injection valve 6 is provided with one or more orifices capable of injecting fuel in a plurality of directions, and an intake path is divided into a plurality of branches extending to each cylinder of the engine. Intake branch pipes 4 are included, and each intake branch pipe extends substantially linearly from the mounting position of the fuel injection valve to each cylinder of the engine 5. Since the intake path extends linearly, the fuel injected from each orifice of the injection valve does not collide with the wall surface of the intake branch pipe on the way, but goes straight to the vicinity of the intake valve of the engine while diffusing. Although the wall collision position in each intake path cannot be set to exactly the same condition, the difference between each cylinder can be reduced by setting the position of each intake port of the engine.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention uses a fuel injection valve provided with at least one or more orifices capable of injecting fuel in a plurality of directions at its tip, and one fuel injection valve is used for a plurality of internal combustion engines. The present invention relates to a fuel supply device and a fuel injection method for a multi-cylinder internal combustion engine that supplies fuel to cylinders.

[0002]

2. Description of the Related Art A conventional fuel injection method for a multi-cylinder internal combustion engine generally has a fuel injection valve for each cylinder. However, since the cost of the injection valve itself is high, an injection valve is attached to each cylinder. The use also increases the cost of the entire device.

As a countermeasure against this, Japanese Patent Laid-Open No. 56-41452 has been proposed.
As described in Japanese Patent Laid-Open No. 59-39965 and Japanese Patent Laid-Open No. 59-39965, fuel is injected into a plurality of cylinders by one injection valve whose injection direction is determined corresponding to an intake branch pipe of a multi-cylinder internal combustion engine. A method has been proposed. Alternatively, JP-A-61
As described in JP-A-87968, JP-A-64-63648, etc., fuel injected from one fuel injection valve having a plurality of fuel injection ports is supplied to a multi-cylinder internal combustion engine through a distribution pipe. A method of leading each cylinder is also proposed.

[0004]

However, in the fuel injection device constructed as the former, the mounting position of the fuel injection valve, the relationship between the air flow direction and the fuel injection direction, the fuel injection timing, etc. Due to the influence, there is a drawback that fuel cannot be uniformly supplied to each cylinder. As a result, the fuel distribution among the cylinders deteriorates, and there is a problem that a large number of man-hours are required for positioning the fuel injection valve. Further, the air flow in the intake branch pipe is greatly different between when the engine speed is high and when the engine speed is low, and as a result, the fuel distribution characteristics between the cylinders are not stable, resulting in a decrease in engine output and exhaust gas emission. Could lead to an increase in harmful components.

On the other hand, in the latter method, the fuel is supplied to each cylinder through the distribution pipe, so that the fuel distribution among the cylinders is appropriately maintained, but the air and the fuel are mixed well in the intake branch pipe. Since it is not performed, there was a problem that complete combustion cannot be expected. Further, the use of the distribution pipe for supplying fuel to each cylinder complicates the structure, increases the number of parts, and causes a cost increase.

An object of the present invention is to provide a fuel injection device for a multi-cylinder internal combustion engine which supplies fuel to a plurality of cylinders by a fuel injection valve having at least one orifice capable of injecting fuel in a plurality of directions. It is an object of the present invention to provide a fuel supply device and a supply method that enable the fuel to be distributed to each cylinder as evenly and stably as possible.

Another object of the present invention is to provide a fuel injection device for a multi-cylinder internal combustion engine which supplies fuel to a plurality of cylinders by a fuel injection valve having at least one orifice capable of injecting fuel in a plurality of directions. The purpose of the present invention is to provide a fuel supply device and a supply method that sufficiently mix air and fuel in each cylinder.

[0008]

In order to achieve the above object, according to the present invention, there is provided a throttle valve assembly having a throttle valve for controlling the amount of intake air, and a throttle valve assembly connected to the outlet of the throttle valve assembly. In a fuel supply device for an internal combustion engine, comprising an intake passage for branching and supplying air to each cylinder of an engine, and a fuel injection valve attached to the intake passage, the fuel injection valve can inject fuel in a plurality of directions. At least one or more orifices are provided, and the intake path includes a plurality of intake branch pipes branched and extended to each cylinder of the engine, each intake branch pipe from a mounting position of the fuel injection valve. It is characterized in that it extends substantially linearly to each cylinder of the engine.

Another feature of the present invention is that in a fuel supply system or a fuel supply method for an internal combustion engine, the fuel injection valve is provided with at least one orifice capable of injecting fuel in a plurality of directions, and the intake path is A surface including a plurality of intake branch pipes branched and extended to each cylinder of the engine, the fuel being injected from the orifice of the injection valve and propagating while spreading, first collides with a wall surface of the engine intake path, It is located at each intake port of the engine or at the downstream side thereof.

Another feature of the present invention is that the intake air is introduced from a direction substantially perpendicular to the injection plane of the fuel injection valve.

Another feature of the present invention is that the orifice of the fuel injection valve is provided in the intake branch pipe downstream of the collector, and the air exiting the collector is directed along the fuel injection plane of the fuel injection valve in the injection direction. It is arranged to be introduced substantially parallel to the intake branch pipe.

[0012]

Since the intake path extends linearly, the fuel injected from each orifice of the injection valve does not collide with the wall surface of the intake branch pipe on the way, but diffuses and goes straight to the vicinity of the intake valve of the engine. . It is not possible to make the fuel wall collision position in each intake path exactly the same, but it is possible to reduce the difference between the cylinders by setting at least the position of each intake port of the engine. Since the wall collision position of the fuel is at each intake port of the engine or a position downstream thereof, the fuel is sucked into the engine without adhering to the wall surface of the intake passage during that time. That is, the amount of fuel adhering to the wall surface of the intake path is greatly reduced. Therefore, the amount of fuel sucked into each cylinder of the engine is always determined by the metering by a plurality of orifices of the fuel injection valve, with little difference between the intake branch pipes.

Thus, it is possible to provide a method and a structure for distributing the fuel to the cylinders of the engine as evenly and stably as possible.

Further, since the air flow supplied from the intake path is configured so as not to affect the direction of the fuel injected from each orifice of the injection valve, the fuel may flow to the wall surface of the intake branch pipe midway. It goes straight to the vicinity of the intake valve of the engine without collision. Therefore, it is possible to provide the fuel supply device and the supply method in which the lean air-fuel ratio due to the fuel supply delay in each cylinder is prevented and the air and the fuel in each cylinder are sufficiently mixed.

According to the present invention, the overall volume becomes compact, and a fuel injection device suitable for a light vehicle can be obtained.

[0016]

An embodiment of the present invention will be described below. First,
FIG. 1 shows a system configuration diagram of a fuel injection device to which the present invention is applied. Reference numeral 1 is an air cleaner, 2 is a throttle valve assembly having a throttle valve for controlling the amount of intake air, that is, a throttle body, and a plurality of intake branch pipes 4 for branching and supplying air to each cylinder of an engine 5 are connected to the outlet. Has been done. 6
Is an electronically controlled fuel injection valve attached to the intake branch pipe 4. An intake valve 7 is provided on the suction side of the engine 5, and an exhaust pipe 8 is provided on the discharge side. Reference numeral 10 denotes a controller, which receives the outputs of the O2 sensor 11, the water temperature sensor 12, the cam angle sensor 13, the pressure sensor 14, the throttle sensor 15 and the like as inputs, and the fuel injection valve 6, the ignition coil 9, the ISC valve 21, the fuel pump 32. Output a control signal. Reference numeral 22 is a battery, 23 is a main relay for the controller 10, and 24 is a fuel pump relay. 30 is a fuel chamber, and fuel is a fuel pump 31
Is sucked out by the pressure regulator 32 and pressure-regulated by the pressure regulator 32, and then reaches the fuel injection valve 6 through the fuel pipe 33.
The appropriate injection amount of the fuel injection valve 6 is calculated and determined by the control unit 10 based on inputs from various sensors.

As will be described later, the fuel injection valve 6 is equipped with one or more orifices capable of injecting fuel in a plurality of directions, and instead of one injection valve for each cylinder of the engine 5, one
This injection valve has a plurality of injection ports for injecting fuel into at least two of the plurality of branch pipes in a multi-cylinder.

FIG. 2 and FIG. 3 show a front view and a side view, respectively, of a partial cross section of the intake system of the embodiment of the present invention. The intake branch pipe 4 connected to the wake of the throttle body 2 includes a fuel injection valve 6
In the vicinity of the mounting position, a straight intake branch pipe 4A that bends in a V shape and extends radially to each cylinder of the engine 5.
It branches into 4B and 4C. The fuel injection valve 6 is the engine 5
However, since the pressure regulator 2 is directly fitted to the side portion of the fuel injection valve 6, the fuel connecting pipe is unnecessary.

4 and 5 are views showing the vicinity of the nozzle of the fuel injection valve 6 according to an embodiment of the present invention. Fuel injection valve 6
The main body of is a side feed type in which fuel is introduced from the side of the main body. The fuel that has entered the fuel injection valve 6 is provided with three orifices 65 provided in a movable valve 63 and a nozzle 64 that move up and down by electromagnetic force, that is, a first cylinder orifice 65a, a second cylinder orifice 65b, and a third cylinder. Is measured and ejected by the orifice 65c. In order to make the fuel distribution uniform, the orientation of the three orifices 65a, 65b, 65c provided in the fuel injection valve 6 is set to the engine 5
The configuration is such that it goes to the intake ports 5A, 5B, 5C of each cylinder.

6 and 7 show an embodiment showing the shape of the intake branch pipe 4 of the present invention and its mounting state. Intake branch pipe 4
Is divided into three intake branch pipes 4A, 4B, 4C in the case of a three-cylinder engine, for example, according to the number of cylinders of the engine 5. The intake path for each cylinder is from the position where the fuel injection valve 6 is attached to the position shown by A in FIG. 6 (hereinafter, position A) near the intake valve 7 of the engine 5 via the intake branch pipes 4A, 4B and 4C. It extends in a substantially straight line when viewed in any of the vertical and horizontal cross sections. The position A should be as close as possible to the intake valve 7, and at least the intake ports 5A, 5B, 5C of the engine 5
Is desirable. In other words, the position A is the position where the fuel that is injected from the orifice 65 of the fuel injection valve 6 and spreads and collides first with the wall surface of the intake path. In the present invention, the intake ports 5A, 5B, 5C of the engine 5 or It is located downstream of this. As described above, the intake path of the present invention, including the intake branch pipes 4A, 4B, and 4C, is branched radially from the mounting position of the fuel injection valve 6 to the position A while extending substantially linearly.

Since the intake path extends linearly in this way, the fuel injected from the fuel injection valve 6 does not collide with the wall surface of the intake branch pipe 4 on the way, as shown in the figure.
While spreading, the intake valve 7 of the engine 5
Go straight to near. As can be seen from the example in the figure, the A position in each intake path cannot be set to exactly the same condition, but at least each intake port 5A, 5B of the engine 5,
By setting the position to 5C, the difference between the cylinders can be reduced. Therefore, the amount of fuel distributed and sucked into each cylinder of the engine 5 has a small difference between the intake passages of the intake branch pipes 4A, 4B, and 4C, and is mainly determined by measurement by the three orifices of the fuel injection valve 6. It

FIG. 8 shows the structure of the intake branch pipe 4 in the conventional example shown for comparison.
Is curved downward in the middle. As a result, the position A where the fuel injected from the single fuel injection valve 6 first collides with the wall surface of each intake path is at each intake port 5A, 5B of the engine 5,
It is a wall surface in the middle of the intake branch pipes 4A, 4B, 4C on the upstream side of 5C. Since the intake branch pipes 4A and 4C at both ends are generally bent more than the central intake branch pipe 4B, the A position is on the upstream side by that much, and a long distance from this A position to the intake valve 7 of the engine 5 is provided. The fuel is sucked into the engine 5 while flowing along the wall surface. Therefore, it takes time until the injected fuel is taken into the engine 5. On the other hand, since the central intake branch pipe 4B has a relatively small bend, most of the fuel is sucked into the engine 5 without forming a wall flow. As a result, the intake branch pipes 4A, 4 at both ends are
The distribution characteristic of the fuel between C and the intake branch pipe 4B at the center is deteriorated, and the distribution characteristic is deteriorated particularly during transient operation.

According to the present invention, as described above, since the intake path extends linearly, the fuel injected from the fuel injection valve 6 diffuses without colliding with the wall surface of each intake branch pipe 4 on the way. However, since the engine 5 goes straight to the vicinity of the intake valve 7, the fuel distribution among the cylinders is substantially uniform.

FIG. 9 shows an example of the structure of an intake branch pipe when the present invention is applied to a four-cylinder engine. The four orifices provided in the fuel injection valve 6 are oriented so that the orientation of each orifice is opening. It is configured so as to face the parts 5A, 5B, 5C, and 5D. Because the intake path extends linearly,
As shown in the figure, the fuel injected from the fuel injection valve 6 travels straight to the vicinity of the intake valve 7 of the engine 5 while diffusing, without colliding with the wall surface of the intake branch pipe 4 on the way. In addition,
When the number of cylinders increases, the intake paths 5A, 5 located outside
Although it is difficult to make D completely linear to the intake port of the engine 5, it is possible to make the fuel distribution characteristics among the cylinders uniform by making it as linear as possible.

FIG. 10 shows another embodiment for providing the relationship between the intake passage and the injection valve arrangement of the present invention, in which the orifice 65 of the fuel injection valve 6 has a large cross-sectional area (compared to the front and rear intake passages). (2 times or more).
Since the flow velocity of the intake air decreases in the air reservoir 45, the influence of the intake air on the spray direction of the fuel injected from the fuel injection valve 6 is mitigated. That is, the orifice 6 can be used during low speed operation, high speed operation, or transient operation.
The directions of the sprays injected from 5 to 3 directions are not disturbed by the intake air flow, and are stably directed toward the intake port of the engine 5. Therefore, there are advantages that the sprays in the three directions are uniformly maintained, the responsiveness of the fuel supply is not hindered, and good drivability is always obtained.

FIG. 11 shows an example of the structure of the intake path without the air reservoir 45 and the injection valve shown for comparison with the present invention. The intake air is the fuel injected from the fuel injection valve 6. Influences the spray direction of. That is, during low speed operation with a small intake air amount Qa, the spray injected from the orifice 65 toward the intake port of the engine 5 (a)
However, during high-speed operation or transient operation in which the intake air amount Qb increases, it is pushed downward by the intake air flow and atomized (b).
As described above, the fuel is sucked into the engine 5 along the wall surface, which causes a fuel suction delay. Therefore, the A / F becomes transiently lean, and the response such as acceleration deteriorates. According to the intake passage of the present invention shown in FIG. 10, such a problem is alleviated by the action of the air reservoir 45.

FIG. 12 is a top view of another example of the intake passage and injection valve arrangement shown for comparison with the present invention.
Since the air is introduced from the direction (transverse direction) perpendicular to the jet planes in the three directions, it has a great influence on the atomization distribution. That is, the fuel injected into the intake branch pipe 4 is laterally pushed by the flow of air, and the fuel injected into the intake branch pipe 4A is most strongly affected by the inflow air. Therefore,
Since the characteristics of fuel distribution between cylinders deteriorate, it is necessary to set the injection direction and the size of the injection port in consideration of this.

FIG. 13 is a schematic configuration diagram of another embodiment of the present invention for solving the problem shown in FIG. In this embodiment, fuel is injected into the collector 3 arranged upstream of the intake branch pipe 4. The collector 3 has a function of a surge tank and is provided between the throttle body 2 and the intake branch pipe 4. In this case, the air exiting the throttle body 2 is introduced into the intake branch pipe 4 along the fuel injection planes in three directions in the collector 3 so as to be substantially parallel to the injection direction. Therefore, the influence of the inflowing air on the atomization distribution is small.

FIG. 14 is also a schematic diagram of another embodiment of the present invention, in which fuel is injected into the intake branch pipe 4 downstream of the collector 3. In this case, since the air whose velocity has decreased in the collector 3 is introduced into the intake branch pipe 4 from the direction perpendicular to the fuel injection planes in the three directions, the influence on the fuel atomization distribution is small.

FIG. 15 is also a schematic diagram of the configuration of another embodiment of the present invention. In this embodiment, injection is made to the collector 3. In this case, injection is performed along the fuel injection planes in three directions. Since air is introduced almost parallel to the direction,
The impact on fog distribution is small.

Further, FIGS. 16 and 17 are also schematic configuration diagrams of another embodiment of the present invention. In this embodiment, the influence of the change in the air flow velocity due to the magnitude of the engine speed on the wall flow of fuel is reduced. That is, the three orifices 65 a, 65 b, 65 provided in the fuel injection valve 6
Of the orientations of c, the orientations of the orifices 65a and 65c at both ends are preliminarily set to be slightly outward from the center of the intake ports 5A and 5C of each cylinder of the engine 5. When the engine is operated at a low rotational speed, as shown in FIG. 16, the direction of the fuel injected from the orifices 65a and 65c of the fuel injection valve 6 is slightly outward, so that a slight wall flow is generated, but at a low speed. Since it is rotating, it does not affect A / F so much.

On the other hand, when the engine is accelerated or rotated at a high speed, as shown in FIG. 17, the injection direction of the fuel is pushed inward by the flow velocity of the intake air, and the wall flow is not generated. Therefore, it is possible to prevent the A / F from becoming lean due to the delay of the fuel supply, and maintain good acceleration performance. By adding such consideration, the difference in A / F between the cylinders can be reduced throughout the entire operating state including the transient operation.

In the above-mentioned embodiment, the fuel is injected into each cylinder of the engine 5 by one injection valve having the number of orifices corresponding to the number of cylinders. In this case, a plurality of injection valves may be used instead of one injection valve, and each injection valve may inject fuel into at least two branch pipes.

[0034]

According to the present invention, a fuel injection device for a multi-cylinder internal combustion engine that supplies fuel to a plurality of cylinders by a fuel injection valve having at least one orifice capable of injecting fuel in a plurality of directions. In the above, the fuel can be uniformly distributed to each cylinder, and the difference in A / F between the cylinders can be reduced. As a result, it is possible to improve the drivability of the engine, reduce toxic exhaust gas, and provide a low-cost fuel injection device.

Further, in a fuel injection device of a multi-cylinder internal combustion engine which supplies fuel to a plurality of cylinders by means of a fuel injection valve having at least one orifice capable of injecting fuel in a plurality of directions, transients of each cylinder A / during dynamic driving
Leaning of F can be prevented. As a result, the A / F in each cylinder can be maintained at an appropriate value throughout the entire operating state including transitional operation, and good drivability can always be maintained.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of a fuel injection device to which the present invention is applied.

FIG. 2 is a front view in which an intake system according to an embodiment of the present invention is partially sectioned.

FIG. 3 is a side view in which an intake system according to an embodiment of the present invention is partially sectioned.

FIG. 4 is a vertical cross-sectional view showing an example of the orifice portion of the injection valve in the embodiment of the present invention.

FIG. 5 is a bottom view showing an example of an orifice portion of the injection valve in the embodiment of the present invention.

FIG. 6 is a diagram showing a vertical cross-sectional shape of an intake branch pipe according to an embodiment of the present invention and a mounting state thereof.

FIG. 7 is a view showing a cross-sectional shape of an intake branch pipe according to an embodiment of the present invention and a mounting state thereof.

FIG. 8 is a diagram showing a configuration example of a conventional intake branch pipe shown for comparison.

FIG. 9 is another embodiment of the present invention, in which the number of orifices is four.

FIG. 10 is a diagram showing a vertical cross-sectional shape of an intake branch pipe according to another embodiment of the present invention and a mounting state thereof.

FIG. 11 is a vertical cross-sectional view showing a configuration example of an intake path and an injection valve shown for comparison with the present invention.

FIG. 12 is a partial cross-sectional view and an external view showing an example of an intake system shown for comparison with the present invention.

FIG. 13 is a partial vertical cross-sectional view and an external view showing another embodiment of the intake system of the present invention.

FIG. 14 is a partial vertical cross-sectional view and an external view showing another embodiment of the intake system of the present invention.

FIG. 15 is a diagram showing a cross-sectional shape of an intake branch pipe according to an embodiment of the present invention and a mounting state thereof.

FIG. 16 is a diagram showing a cross-sectional shape of an intake branch pipe and its operating state according to another example of the present invention.

FIG. 17 is a diagram showing an operating state of the embodiment in FIG.

[Explanation of symbols]

1 ... Air cleaner, 2 ... Throttle body, 3 ... Collector, 4 (4A, 4B, 4C) ... Intake branch pipe, 5 ... Engine, 5A, 5B, 5C ... Intake port of each cylinder, 6 ... Injection valve,
7 ... Intake valve, 8 ... Exhaust pipe 8, 10 ... Controller, 32
... Fuel pressure adjusting valve (pressure regulator), 63 ... Movable valve, 64 ... Nozzle, 65 ... Injection orifice, 65a ...
Orifice for first cylinder, 65b ... Orifice for second cylinder, 65c ... Orifice for third cylinder,

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁶ Identification number Reference number within the agency FI Technical indication location F02M 69/00 350T (72) Inventor Yoshiyuki Tanabe 2520 Takaba, Hitachinaka City, Ibaraki Stock Company Hitachi, Ltd. Automotive Equipment Division (72) Inventor Atsushi Ishida 300 Takatsuka-cho, Hamamatsu-shi, Shizuoka Prefecture Suzuki stock company (72) Inventor Tsutomu Akiyama 300 Takatsuka-cho, Hamamatsu-shi, Shizuoka Suzuki stock company

Claims (11)

[Claims] 1. A throttle valve assembly having a throttle valve for controlling the amount of intake air, an intake path connected to the throttle valve assembly, for supplying air to each cylinder of an engine in a branched manner, A fuel supply device for an internal combustion engine, comprising: a fuel injection valve attached to an intake path, wherein the fuel injection valve includes at least one or more orifices capable of injecting fuel in a plurality of directions; , A plurality of intake branch pipes branched and extended to each cylinder of the engine, each intake branch pipe extending substantially linearly from a mounting position of the fuel injection valve to an intake port of each cylinder of the engine. A fuel supply device for an internal combustion engine, characterized in that 2. A throttle valve assembly having a throttle valve for controlling the amount of intake air, an intake path connected to the throttle valve assembly, for supplying air to each cylinder of the engine in a branched manner, A fuel supply device for an internal combustion engine, comprising: a fuel injection valve attached to an intake path, wherein the fuel injection valve includes at least one or more orifices capable of injecting fuel in a plurality of directions; , A plurality of intake branch pipes branched and extended to each cylinder of the engine, and fuel that is distributed and injected from the fuel injection valve in a plurality of directions and proceeds while spreading first collides with a wall surface of the engine intake path. A surface is located on the intake port of each cylinder of the engine or on the downstream side of the intake port. 3. A throttle valve assembly provided with a throttle valve for controlling the amount of intake air, and an intake branch pipe having the throttle valve assembly attached to an inlet thereof and supplying air to each cylinder of an engine in a branched manner. A fuel supply device for an internal combustion engine, comprising: a collector formed with a fuel injection valve; and a fuel injection valve attached to the collector, wherein the fuel is injected in a plurality of directions to inject fuel into at least two of the plurality of intake branch pipes. At least one fuel injection valve having at least one or more orifices capable of injecting
It is attached to the collector as one assembly, and the intake branch pipe is composed of a plurality of intake branch pipes that branch from an attachment position of the fuel injection valve to an intake port of each cylinder of the engine. And the surface of the fuel, which is distributed and injected in a plurality of directions from the injection valve and propagates while spreading, first collides with the wall surface of the engine intake path is located at the intake port of each cylinder of the engine or at a downstream side thereof. A fuel supply device for an internal combustion engine. 4. The intake passage has a substantially linear shape from the mounting position of the fuel injection valve to the vicinity of the intake valve of each cylinder of the engine through each of the intake branch pipes, when viewed in a vertical or horizontal cross section. The fuel supply system for an internal combustion engine according to any one of claims 1 to 3, further comprising: 5. The direction of at least one or more orifices provided in the fuel injection valve and capable of injecting fuel in a plurality of directions is configured to face an intake port of each cylinder of the engine. The fuel supply device for an internal combustion engine according to any one of claims 1 to 3, which is characterized. 6. The fuel supply device for an internal combustion engine according to claim 1, wherein the orifice of the fuel injection valve is provided in the intake branch pipe downstream of the collector. 7. The fuel supply system for an internal combustion engine according to claim 1, wherein air is introduced from a direction substantially perpendicular to the injection plane. 8. The air leaving the collector is introduced into an intake branch pipe along a fuel injection plane of the fuel injection valve so as to be substantially parallel to the injection direction. The fuel supply system for an internal combustion engine according to any one of claims 1 to 3. 9. Among at least one or more orifices provided in the fuel injection valve and capable of injecting fuel in a plurality of directions, the directions of injection in both ends or the directions of orifices injecting fuel into both ends are set in advance. The fuel supply device for an internal combustion engine according to any one of claims 1 to 3, wherein the fuel supply device for an internal combustion engine is configured to be slightly outward from the center of the intake port of each cylinder of the corresponding engine. 10. A throttle valve assembly having a throttle valve for controlling the amount of intake air, and a plurality of intake branch pipes connected to the throttle valve assembly and having an outlet side branched and extended to each cylinder of the engine. In an internal combustion engine including an intake path including a fuel injection valve and a fuel injection valve attached to the intake path, the fuel injection valve having at least one orifice capable of injecting fuel in a plurality of directions. The fuel is injected into the intake path, and the surface of the fuel that spreads and spreads due to the injection first collides with the wall surface of the engine intake path so that it is located at the intake port of each cylinder of the engine or at the downstream side thereof. A fuel supply method for an internal combustion engine, which comprises supplying fuel. 11. The intake direction of each cylinder of an engine corresponding to the direction of injection in the cylinder direction at both ends of at least one or more orifices provided in the fuel injection valve and capable of injecting fuel in a plurality of directions. A slightly outward direction from the center of the mouth, and the intake airflow during high-speed operation or transient operation is used to deflect the injection direction in the cylinder direction at both ends to the center of the intake port of each cylinder of the corresponding engine. 11. The fuel supply method for an internal combustion engine according to claim 10.