Abstract:
The present invention relates to a fuel supplying device for an internal combustion engine having multiple cylinder. The present invention comprises a plurality of fuel injection valves, a fuel pipe through which fuel flows, and a plurality of holder means on the fuel pipe so that the fuel from the fuel pipe is supplied to the holder means. The holder means accommodates the fuel injection valve so that the fuel is supplied to the fuel injection valve, and a start timing of the fuel supplied from the fuel pipe to at least one of the holder means is different from the start timing of the fuel supplied from the fuel pipe to the remaining holder means.

Description:
BACKGROUND OF THE INVENTION 
     This invention relates to a fuel supplying device for an internal combustion engine having multiple cylinder. 
     In conventional multiple cylinder internal combustion engines, a fuel supply unit (injection valve) 1 as shown in FIG. 38 is used, in which fuel is received from a fuel pipe 2 at a top portion of the injection valve and supplied to an internal combustion engine 3 from a lower portion of the injection valve. In such a structure, however, vapor (fuel vapor) is generated when the engine is restarted in a high temperature condition, making starting impossible or causing stalling or rough idling. Further, since the fuel injection valve 1 is cooled only by a small quantity of fuel flowing therethrough, the temperature of the fuel injection valve 1 lowers little. The foregoing inconveniences last for a long time. 
     In view of the foregoing defects, or to quickly lower the temperature of the fuel injection valve after restarting in a high temperature condition, Japanese Utility Model Laid-Open No. 63-168, for example, has proposed to introduce fuel into the fuel injection valve through the vicinity of a side face or lower portion thereof or to cause fuel flow around the fuel infection valve by providing a holder portion in a fuel pipe. Even incorporating such measures, however, stalling or rough idling continues (for a few seconds to some tens of seconds) until the temperature of the fuel injection valve lowers down to a level where no vapor is generated. 
     Specifically, as shown in FIGS. 39 and 40, where the minimum distance (hereinafter referred to as the offset) L between the center of a fuel flow path defined by a fuel pipe 4 and the center of a fuel injection valve 6 provided with a holder portion 5 is &#34;zero&#34; or very small, since a high boiling point component (liquid) of fuel remains inside the fuel pipe 4 or fuel injection valve 6 even after a low boiling point component of fuel changes into vapor because of an increase in temperature of the fuel in the fuel pipe 4 or fuel injection valve 6, restarting is possible. However, upon actuation of a fuel pump, the high boiling point component (liquid) of fuel is pushed out or the fuel just supplied generates new vapor inside the fuel pipe 4 or fuel injection valve 6 still kept in a high temperature condition; thus, stalling or rough idling occurs. On the other hand, as shown in FIGS. 41 and 42, where the offset L is large, the residual high boiling point component (liquid) of fuel is not pushed out entirely; however, since the flow of fuel does not come into direct contact with the fuel injection valve 6, the fuel injection valve is cooled very slowly. Therefore, after the high boiling point component (liquid) of fuel is consumed, vapor is generated. 
     SUMMARY OF THE INVENTION 
     It is an object of the present invention to provide a fuel supplying device for an internal combustion engine having multiple cylinder, the fuel supplying device which maintains fuel supply by means of a residual high boiling point component (liquid) of fuel to obtain a superior high temperature restarting capability. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a plan view of a first embodiment; 
     FIG. 2 is a front view of a first embodiment; 
     FIG. 3 is a side view of a first embodiment; 
     FIG. 4 is a schematic view of a first embodiment; 
     FIG. 5 is a fragmentary sectional view of a first embodiment; 
     FIGS. 6 to 10 are time charts explanatory of the operation of a fuel supply device at the time of restarting; 
     FIGS. 11 to 16 are plan views showing modification of the first embodiment; 
     FIG. 17 is a plan view of a second embodiment; 
     FIG. 18 is a plan view of a third embodiment; 
     FIG. 19 is a front view of a third embodiment; 
     FIG. 20 is a side view of a third embodiment; 
     FIG. 21 is a sectional view of a tank; 
     FIG. 22 is a plan view showing a modification; 
     FIG. 23 is a front view showing a modification; 
     FIG. 24 is a plan view of a fourth embodiment; 
     FIG. 25 is a front view of a fourth embodiment; 
     FIG. 26 is a side view of a fourth embodiment; 
     FIG. 27 is a plan view of a flow divider 
     FIG. 28 is a front view of a flow divider; 
     FIG. 29 is a side view of a flow divider; 
     FIG. 30 is a plan view showing a modification of the fourth embodiment; 
     FIG. 31 is front view showing modification of the fourth embodiment; 
     FIG. 32 is plan view of a fifth embodiment; 
     FIG. 33 is plan view showing a modification of the fifth embodiment; 
     FIG. 34 is a plan view showing another modification of the fifth embodiment; 
     FIG. 35 is a plan view showing another modification of the fifth embodiment; 
     FIG. 36 is a plan view showing a sixth embodiment with a fuel injection valve in side view; 
     FIG. 37 is a fragmentary sectional view of a sixth embodiment; 
     FIG. 38 is a sectional view of a conventional fuel supply device; 
     FIG. 39 is a plan view of a conventional fuel supply device; 
     FIG. 40 is a front view of a conventional fuel supply device; 
     FIG. 41 is another plan view of a conventional fuel supply device; and 
     FIG. 42 is another front view of a conventional fuel supply device. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     A first embodiment according to a first feature of the present invention will be described. FIG. 4 schematically shows the first embodiment of fuel supplying device used in a V-type six cylinder engine 10. An intake pipe 11 is connected with the V-type six cylinder engine 10 and combined with a fuel pipe 12 equipped with fuel injection valves (injectors) 17a to 17f for supplying fuel to each cylinder. The fuel supplied from a fuel tank 13 with pressure by a fuel pump 14 acting as fuel supply pump is filtered by a fuel filter 15, sent to the fuel pipe 12, and supplied to the engine 10. The remainder of fuel not consumed passes through a pressure governer 16 and returns to the fuel tank 13. 
     The fuel pipe 12 and its surroundings will be described in greater detail. 
     As shown in FIGS. 1 to 3, holder portions 18a to 18f for accommodating the fuel injection valves 17a to 17f are attached to the fuel 12 extending from a fuel inlet to a fuel outlet. Specifically, with respect to each cylinder, as shown in FIG. 5, a retainer member 19a (to 19f) is connected and secured to the holder portion 18a (to 18f) by screws 20 such that the fuel injection valve 17a (to 17f) is accommodated in the inside of these parts. Upper and lower O-rings 21 and 22 are provided on the fuel injection valve 17a (to 17f) such that the fuel circulates through the fuel injection valve and the holder portion 18a (to 18f). The fuel injection valve 17a (to 17f) receives the fuel through feed holes 23. 
     With respect to the holder portions 18a to 18c for the three cylinders arranged in the fuel inlet section of the fuel pipe 12, the center of each of the fuel injection valves 17a to 17c is in accord with the center of the fuel pipe 12 (the offset L=0). On the contrary, with respect to the holder portions 18d to 18f for the three cylinders arranged in the fuel outlet section of the fuel pipe 12, the distance between the center of each of the fuel pipe 12 is large (the offset L=L1). 
     The operation of the foregoing fuel supply device will be described. 
     When the engine 10 is stopped after it is operated for a long time in heavy load condition, the temperature of an engine room rises, and the fuel pipe 12 also becomes a high temperature condition. At this time, a low boiling point component of fuel changes into vapor. Although the fuel still in a liquid state together with the generated vapor flows out of the pressure governer 16 due to the pressure of the vapor, a part of a high boiling point component (liquid) of fuel remains inside the fuel injection valves 17a to 17f and/or the holder portions 18a to 18f. If the engine 10 is restarted in this condition, the engine 10 can restart by means of the residual high boiling point component (liquid) of fuel. Then, upon actuation of the fuel pump 14, the cold fuel in the fuel tank 13 is sent out therefrom. 
     The cold fuel passing through the fuel inlet section of the fuel pipe 12 comes into direct contact with the fuel injection valves 17a to 17c for the three cylinders arranged in the inlet section to quickly cool the fuel injection valves 17a to 17c. However, the residual high boiling point component (liquid) of fuel flows out of the holder portions 18a to 18c for the first three cylinders, and the following fuel just supplied becomes high in temperature, generating vapor (FIG. 6). Here, if the offset L is set small for all the six cylinders, stalling and/or rough idling occurs as shown in FIG. 8. 
     On the other hand, the fuel injection valves 17d to 17f for the three cylinders arranged in the outlet section of the fuel pipe 12 are large in offset L such that the fuel does not come into direct contact with these valves, and thus, the residual high boiling point component (liquid) of fuel still remains there; therefore, the engine 10 can be supplied with fuel while the residual high boiling point component (liquid) is in existence. After a while, the residual high boiling point component relative to the three cylinders arranged in the outlet section o the fuel pipe 12 is consumed entirely: as a result, vapor is generated (FIG. 7) because the fuel injection valves 17d to 17f are not sufficiently cooled yet. Here, if the offset L is set large for all the six cylinders, stalling and/or rough idling occurs as shown in FIG. 9. In this embodiment, however, since the temperature of the fuel injection valves 17a to 17c for the three cylinders arranged in the inlet section becomes fairly lower than a vapor generation temperature at this time, there is no problem in relation to fuel supply. In this way, a high temperature restarting capability free of stalling can be ensured (FIG. 10). 
     The reason why the offset L of each fuel injection valve (17a to 17c) arranged in the fuel inlet section of the fuel pipe 12 is set small (L=0) is that the fuel injection valves arranged in the fuel inlet section are effectively and quickly cooled more than the others by the new fuel supplied from the fuel tank 13 because the temperature of the new fuel rises simply as it passes inside the fuel pipe 12. 
     As described above, in this embodiment, the minimum distance (offset L) between the center of the pipe 12 (acting as fuel flow path and coupled with the holder portions 18a to 18f) and the center of each of the fuel injection valves 17a to 17f is changed from cylinder to cylinder such that the cylinders are divided into two groups in terms of the offset, or that the fuel injection valves 17a to 17c of the multiple cylinder internal combustion engine are quickly cooled and remaining cylinders (corresponding to the fuel injection valves 17d to 17f) utilize the residual high boiling point component (liquid) of fuel to maintain fuel supply, whereby fuel supply can be maintained to obtain a superior high temperature restarting capability. 
     Modifications of this embodiment will be described. 
     Although this embodiment is configured such that the offset L of each of the holder portions 18a to 18c for the three cylinders arranged in the fuel inlet section of the fuel pipe 12 is made zero, it is not necessarily set to zero. It is sufficient to set the offset relative to the fuel inlet section of the fuel pipe 12 fairly smaller than that in the fuel outlet section. 
     Although this embodiment uses two kinds of offset (L=0 and L=L1), the offset L may be increased from cylinder to cylinder progressively in the flow direction of fuel (L1&lt;L2&lt;L3&lt;L4&lt;L5&lt;L6) as shown in FIG. 11. In this case, the fuel injection valves are differentiated in operation mode from one another such that the fuel injection valve 17a is quickly cooled and the fuel injection valve 17f supplies much fuel by means of the residual high boiling point component of fuel. That is, the moment when the supply amount of fuel decreases is shifted from cylinder to cylinder, whereby continuity in smooth revolution can be expected. 
     This embodiment can be applied to a serial four cylinder engine as shown in FIG. 12. In this case, the serial four cylinder engine uses two kinds of offset (L=0 and L-L1). Further, as shown in FIG. 13, the offset L may be changed from cylinder to cylinder progressively in the flow direction of fuel (L1&lt;L2&lt;L3&lt;L4). 
     FIG. 10 shows a V-type six cylinder engine in which the fuel pipe 12 is divided at the fuel inlet end into two paths which are united at the fuel outlet end. In this case, each pipe path of the pipe 12 is provided with the holder portions, the offset L of the upper pipe path is set to zero (L=0), and the offset L of the lower pipe path is made large (L=L1). When the engine is restarted in a high temperature condition, the fuel flowing through the upper pipe path comes into direct contact with the fuel injection valves 17a to 17c to quickly cool them. On the other hand, the fuel in the lower pipe path flows beside the fuel injection valves 17d to 17f whereby the fuel injection valves 17d to 17f of the lower pipe path can supply the high boiling point component (liquid) of fuel to the engine for a long time. 
     FIG. 15 shows a serial four cylinder engine in which the fuel pipe 12 defines parallel pipe paths (which are united at the inlet end and outlet end). 
     In the parallel type of piping as shown in FIG. 14 and 15, also, the offset L may be changed from cylinder to cylinder progressively. Specifically;, the offset L of one pipe path 12 may be increased &#34;from small to medium&#34; in the flow direction of fuel, and the offset L of the other pipe path 12 may be increased &#34;from medium to large&#34; in the flow direction of fuel. 
     Further, this embodiment can be applied to an engine in which the fuel pipe 12 is divided into three or more parallel pipe paths. 
     FIG. 16 shows a V-type six cylinder engine in which a bulge portion B or a partition portion D for changing the flow path of fuel is provided inside each of the holder portions 18a to 18f to change the offset L from cylinder to cylinder. In this engine, the minimum distance (offset) between the center of the fuel flow path defined by the fuel pipe 12 and the center of each of the fuel injection valves 17a to 17c for the upper three cylinders is set to L1 by the bulge portion B, and the minimum distance (offset) between the center of the fuel flow path defined by the fuel pipe 12 and the center of each of the fuel injection valves 17d to 17f is set to L2 (&gt;L1) by the partition portion D. 
     In this way, the present invention can be applied to any multiple cylinder engine irrespective of the type of engine, the number of cylinders, the kind of piping, the manner of setting the offset, L, etc. 
     A second embodiment according to a second feature of the present invention will be described. 
     FIG. 17 shows the second embodiment of the fuel supply device used in a V-type six cylinder engine. In FIG. 17, parts identical with those shown in FIGS. 1 to 5 are designated by the same reference numerals, with their description omitted. 
     One pipe section with the holder portions 18a to 18c and the other pipe section with the holder portions 18d to 18f are connected in parallel, and an electromagnetic valve 33 is provided at the inlet end of the pipe section including the holder portion 18a to 18c. When in a nonenergized condition, the electromagnetic valve 33 is in an open state, so that an equal amount of fuel flows through both the one pipe section including the holder portions 18a to 18c and the other pipe section including the holder portions 18d to 18f. When in an energized condition, the electromagnetic valve 33 is in a closed state, so that no fuel flows through the one pipe section including the holder portions 18a to 18c. 
     The operation of the foregoing fuel supply device will be described. 
     When the engine 10 is stopped after it is operated for a long time in a heavy load condition, the temperature of the engine room rises, and the fuel pipe 12 also becomes a high temperature condition. At this time, the low boiling point component of fuel changes into vapor and flows out of the pressure governer 16. But, a part of the high boiling point component (liquid) of fuel remains inside the fuel injection valves 17a to 17f and/or the holder portions 18a to 18f. In this case, the electromagnetic valve 33 is in the open state. 
     Then, if the engine 10 is restarted in this condition, the electromagnetic valve 33 is closed. Upon restarting, the engine 10 can restart because of the presence of the residual high boiling point component (liquid) of fuel. Then, because the electromagnetic valve 33 is in the closed state, no flow of fuel is formed in the pipe section including the holder portions 18a to 18c even after the fuel pump 14 is actuated, so that the high boiling point component (liquid) of fuel remains there. Therefore, the engine 10 can be supplied with fuel while the residual high boiling point component (liquid) of fuel is in existence. 
     After a while, the residual high boiling point component in the pipe section including the holder portions 18a to 18c is consumed entirely. However, the fuel injection valves 17d to 17f of the pipe section including the holder portions 18d to 18f are cooled by the cold fuel sent from the fuel tank 13 upon actuation of the fuel pump 14; as a result, the temperature of these valves becomes fairly lower than a vapor generation temperature; therefore, there is no problem in relation to subsequent fuel supply. 
     The electromagnetic valve 33 is designed to be closed for a given time after the engine 10 is started in a high temperature condition and to be opened thereafter. 
     As described above, in this embodiment, the pipe including the holder portions 18a to 18f is divided into the two parallel pipe sections including the holder portions 18a to 18c and the holder portions 18d to 18f, the electromagnetic valve 33 is provided which opens for a given time at the time of high temperature starting, and one of the two parallel pipe sections is blocked by the electromagnetic valve 33 as to prevent fuel flowing. Accordingly, the cylinders of the multiple cylinder internal combustion engine are divided into two groups, that is, the fuel injection valves 17d to 17f are quickly cooled and the remaining cylinders (corresponding to the fuel injection valves 17a to 17c) utilize the residual high boiling point component (liquid) of fuel to maintain fuel supply, whereby a high temperature restarting capability free of stalling can be ensured. 
     Although the electromagnetic valve 33 of this embodiment is used to prevent fuel from flowing through on of the two parallel pipe sections, the electromagnetic valve 33 may be controlled in terms of a duty factor such that the flow rate of each of the two parallel pipe sections is varied, or that the difference in flow rate between them is varied to change the discharge efficiency of the residual high boiling point component (liquid) of fuel and the efficiency of cooling. 
     A third embodiment according to a third feature of the present invention will be described. 
     FIGS. 18 to 20 show the third embodiment of the fuel supply device used in a V-type six cylinder engine. In these drawings, parts identical with those shown in FIGS. 1 to 5 are designated by the same reference numerals, with their description omitted. 
     A tank 24 for temporarily storing fuel is provided at the midpoint of the fuel pipe of the holder portions 18a  to 18f or between the holder portions 18c and 18d. As shown in FIG. 21, the tank 24 comprises a cylindrical tank body 25 whose lateral lower portion is connected with a fuel pipe section 12 leading to the holder portion 18d on the downstream side and whose lateral upper portion is connected with another fuel pipe section 12 leading to the holder portion 18c on the upstream side. Further, a top portion of the tank body 25 is connected with a vapor pipe 26 for taking fuel vapor out of the tank 25, with the other end of the vapor pipe 26 being connected with a fuel pipe section 12 connected to the downstream end of the last holder portion 18f (see FIG. 18). 
     The operation of the foregoing fuel supply device will be described. 
     When the engine 10 is stopped after it is operated for a long time in a heavy load condition, the temperature of the engine room rises, and the fuel pipe 12 also becomes a hign temperature condition. At this time, the low boiling point component of fuel changes into vapor, and together with the fuel in the liquid state, the thus generated vapor flows out of the fuel injection valves 17a to 17f by virtue of its pressure. At this time, the fuel in the fuel injection valves 17a to 17c flows into the tank 24. The hign boiling point component (liquid) of fuel is accumulated in the tank 24, whereas the low boiling point component in the form of vapor is sent through th vapor pipe 26 to the fuel pipe section 12 at the downstream end. 
     Then, if the engine 10 is restarted in this condition, the fuel is sent from the fuel tank 13 upon actuation of the fuel pump 14, and the residual high boiling point component (liquid) of fuel in the tank 24 is supplied to the fuel injection valves 17d to 17f on the downstream side of the tank 24. Thus, the engine 10 can be supplied with fuel by means of the residual high boiling point component (liquid) of fuel. Accordingly, the engine 10 can be supplied with fuel while the residual high boiling point component (liquid) of fuel is in existence. 
     After a while, the residual hign boiling point component in the tank 24 is consumed entirely. However, the fuel injection valves 17a to 17c for the three cylinders arranged in the inlet section of the fuel pipe 12 are cooled by the cold fuel sent from the fuel tank 13 upon actuation of the fuel pump 14; as a result, the temperature of these valves becomes fairly lower than a vapor generation temperature; therefore, there is no problem in relation to subsequent fuel supply. 
     In this way, a nigh temperature restarting capability free of stalling can be ensured. 
     As described above, in this embodiment, the tank 24 for storing fuel is provided midway along the pipe with the holder portions 18a to 18f for the cylinders, the vapor pipe 26 for taking fuel vapor out of the tank 24 is connected to the downstream end of the tank 24, and thus, the residual high boiling point component (liquid) of fuel is accumulated in the tank 24, whereby fuel supply can be maintained by means of the residual high boiling point component (liquid). Therefore, a superior high temperature restarting capability can be obtained. 
     This embodiment can be applied to a serial four cylinder engine as shown in FIGS. 22 and 23. In this case, the tank 24 is disposed between two groups of two cylinders each, and the vapor pipe 26 is connected to the downstream end of the tank 24. 
     A fourth embodiment according to a fourth feature of the present invention will be described. 
     FIGS. 24 to 26 show the fourth embodiment of the fuel supply device used in a V-type six cylinder engine. In these drawings, parts identical with those shown in FIGS. 1 to 5 are designated by the same reference numerals, with their description omitted. 
     A flow divider 27 is provided between the holder portions 18c and 18d, and no pipe is provided after the fuel injection valve 17f. As shown in FIGS. 27 to 29, the flow divider 27 comprises a housing member 28 in which a first through hole 29 is formed in the horizontal direction for communicating a fuel pipe section 12 leading to the holder portion 18c with another fuel pipe section 12 leading to the holder portion 18d. Further, a second through hole 30 for returning fuel to the fuel tank 13 is formed as to extend obliquely upward from a middle portion of the first through hole 29. Further, a third through path 31 is formed as to 
     middle portion of the second through hole 30. The third through path 31 of the flow divider 27 is connected through a vapor pipe 32 to the holder portion 18f of the fuel injection valve 17f. 
     Therefore, the fuel pipe section 12 for the fuel injection valves 17a to 17c defines a circulation pipe path through which fuel circulates upon actuation of the fuel pump 14, whereas the fuel pipe section 12 for the fuel injection valves 17d to 17f defines a so-called closed pipe path through which no fuel circulates even if the fuel pump 14 is actuated Fuel vapor can be taken out of the closed pipe path by means of the vapor pipe 32. 
     The operation of the foregoing fuel supply device will be described. 
     When the engine 10 is stopped after it is operated for a long time in a heavy load condition, the temperature of the engine room rises, and the fuel pipe 12 also becomes a high temperature condition. At this time, the low boiling point component of fuel in the closed pipe path (for the fuel injection valves 17d to 17f) changes into vapor, and the thus generated vapor is sent through the vapor pipe 32 to the downstream end of the flow divider 27. As a result, the high boiling point component (liquid) of fuel is accumulated in the closed pipe path. 
     Then, if the engine 10 is restarted in this condition, the engine 10 is supplied with fuel by means of the residual high boiling point component (liquid) of fuel in the closed pipe path. That is, the engine 10 can be supplied with fuel while the residual high boiling point component (liquid) of fuel is in existence. 
     After a while, the residual high boiling point component (liquid) of fuel in the closed pipe path is consumed entirely. However, the fuel injection valves 17a to 17c are cooled by the cold fuel sent from the fuel tank 13 upon actuation of the fuel pump 14; as a result, the temperature of these valves becomes fairly lower than a vapor generation temperature; therefore, there is no problem in relation to fuel supply. 
     In this way, a high temperature restarting capability free of stalling can be ensured. 
     As described above, in this embodiment, the closed pipe path including the holder portions 18d to 18f is branched from the circulation pipe path including the holder portions 18a to 18c, and the vapor pipe 32 for taking fuel vapor out of the closed pipe path is connected on the downstream side of the branch section (the branch portion of the flow divider 27). Accordingly, the residual high boiling point component (liquid) of fuel is accumulated in the closed pipe path, whereby fuel supply can be maintained by means of the residual high boiling point component (liquid). Therefore, a superior high temperature restarting capability can be obtained. 
     This embodiment can be applied to a serial four cylinder engine as shown in FIGS. 30 and 31. In this case, the flow divider 27 is provided between two groups of two cylinders each, and the vapor pipe 32 is connected to the downstream end of the flow divider 27. 
     A fifth embodiment according to a fifth feature of the present invention will be described. 
     FIG. 32 shows the fifth embodiment of the fuel supply device used in a V-type six cylinder engine. In FIG. 32, parts identical with those shown in FIGS. 1 to 5 are designated by the same reference numerals, with their description omitted. 
     To supply the fuel sent through the fuel pipe 12 to the individual fuel injection valves 17a t 17f, fuel inflow passages 34a to 34f are formed in the holder portions 18a to 18f for the cylinders such that the passages 34a to 34c of the holder portions 18a to 18c of the upstream section are wide and the passages 34d to 34f of the holder portions 18d to 18f of the downstream section are narrow. Similarly, fuel outflow passages 35a to 35f for discharging of fuel from the holder portions 18a to 18f are formed such that the passages 35a to 35c of the upstream section are wide and the passages 35d to 35f of the downstream section are narrow. 
     According to the foregoing structure, the fuel sent through the fuel pipe 12 flows into the holder portions 18a to 18c of the upstream section and flows out of them on a large-quantity basis, whereas the fuel flows into the holder portions 18d to 18f of the downstream section and flows out of them on a small-quantity bases. Therefore, the fuel injection valves 17a to 17c of the upstream section are quickly cooled because a large quantity of fuel can flow into the holder portions 18a to 18c and flow out of them. On the other hand, the fuel injection valves 17d to 17f of the downstream section can supply the high boiling point component (liquid) of fuel remaining inside the holder portions 18d to 18f to the engine for a long time. 
     Although this embodiment uses two kinds of size in setting the fuel inflow passage 34a to 34f and the fuel outflow passages 35a to 35f, as shown in FIG. 33, the fuel passage may be narrowed from cylinder to cylinder progressively in the flow direction of fuel. 
     Further, as shown in FIG. 34, the fuel passages may be modified such that the fuel hardly flows into the holder portions 18d to 18f the downstream section, or that the fuel outflow passages 35d to 35f act also as the fuel inflow passages for the purpose of making a large quantity of fuel stay in the holder portions 18d to 18f. 
     Further, as shown in FIG. 35, the fuel inflow passages 34a to 34f may be formed at respective positions where the flowing of the fuel through them becomes difficult from cylinder to cylinder progressively in the flow direction of fuel for the purpose of progressively limiting the flowing of the fuel into the holder portions 18a to 18f. 
     A sixth embodiment according to a sixth feature of the present invention will be described. 
     FIGS. 36 and 37 show the sixth embodiment of the fuel supply device used in a V-type six cylinder engine. In these drawings, parts identical with those shown in FIGS. 1 to 5 are designated by the same reference numerals, with their description omitted. 
     Each of the fuel injection valves 17a to 17f is provided with a cover-shaped fuel supply portion (36a to 36f) for introducing fuel into the fuel injection valve, and each fuel supply portion (36a to 36f) is formed with an opening to which a filter (37a to 37f) is attached. The opening is set such that the opening area of each of the fuel injection valves 17a to 17c of the upstream section is large and the opening area of each of the fuel injection valves 17d to 17f of the downstream section is small. 
     According to the foregoing structure, a large quantity of fuel is supplied through the fuel pipe 12 to the fuel injection valves 17a to 17c of the upstream section, but not to the fuel injection valves 17d to 17f of the downstream section. Therefore, the fuel injection valves 17a to 17c of the upstream section are quickly cooled by a large supply of fuel, whereas the fuel injection valves 17d to 17f of the downstream section can supply the high boiling point component (liquid) of fuel remaining inside the fuel supply portions 36d to 36f to the engine for a long time. 
     Although this embodiment uses two kinds of size in setting the area of each opening, the opening size may be set such that each opening has a smaller opening area than one on the upstream side or has a larger opening area than one on the downstream side.