JP2003328903A - Fuel injection device and fuel injection valve for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly change a direction of injection to a proper direction according to the operation status of an internal combustion engine regarding a fuel injection device to inject fuel to a direct injection type internal combustion engine. <P>SOLUTION: A fuel injection device is provided with a first to a third spray holes 62, 64, and 66 formed in a manner to stand in a straight line. Fuels injected through the first and second spray holes 62 and 64 are collided with each other to form a fan-shaped first spray 70 having an injection inclination angle α1. Fuel injected through the first to the third spray holes 62, 64, and 66 are collided with each other to form a fan-shaped second spray 72 having a spray inclination angle α2. During laminated operation of an internal combustion engine, a first needle valve 40 is opened and closed in a manner to form the first spray 70. During uniform operation of the internal combustion engine, first and second needle valves 40 and 50 are opened and closed to form the second spray 72. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device and a fuel injection valve for an internal combustion engine, and more particularly to a fuel injection device and a fuel injection valve suitable for injecting fuel into a direct injection type internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Laid-Open No. 2001-10782.
Japanese Patent Publication No. 5 discloses a fuel injection valve for injecting fuel in a desired spray shape to a direct injection type internal combustion engine. More specifically, this publication discloses the following matters. (1) A pair of spray holes are provided in the fuel injection valve, and the fuel sprayed from these can collide with each other to form a fan-shaped spray (hereinafter referred to as "fan spray"). (2) Direct injection type The shape and form of the spray for the internal combustion engine of (1) above are required to vary depending on the mounting structure of the cylinder head and the combustibility of the internal combustion engine, and (3)
If a third spray hole is provided in addition to the above-mentioned pair of spray holes and the fuel injected from the third spray hole is made to collide with the fuel injected from the pair of spray holes, spray variations can be obtained. .

Based on the above disclosure, the addition of a suitable third spray hole to a basic fuel injection valve having a pair of spray holes, with different spray characteristics required in each individual internal combustion engine. It can be realized in. According to such a method, many variations required for each model of the internal combustion engine can be realized relatively easily.

[0004]

By the way, the spray characteristic required by the internal combustion engine is not always constant in each internal combustion engine. More specifically, in each individual internal combustion engine, it may occur that it is desirable to change the direction of spray depending on the operating state. The technique disclosed in the above publication is a technique for realizing one spray characteristic in each internal combustion engine. Therefore, the technique cannot change the direction of spray depending on the operating state of the internal combustion engine.

The present invention has been made in order to solve the above problems, and a fuel injection device for an internal combustion engine capable of changing the direction of the spray in an appropriate direction according to the operating state of the internal combustion engine. The first purpose is to provide.
A second object of the present invention is to provide a fuel injection valve suitable for realizing the above fuel injection device.

[0006]

A first invention is the above-mentioned first invention.
In order to achieve the above object, in a fuel injection device for an internal combustion engine, first and second spray holes are provided so that fuel injected from each of them collides with each other to form a fan-shaped first spray. And the injected fuel collides with the fuel injected from the first and second spray holes on a straight line connecting the first and second spray holes to form a fan-shaped second spray. Third spray hole provided in such a manner, a first valve mechanism for controlling fuel injection from the first and second spray holes, and a second valve for controlling fuel injection from the third spray hole. A fuel injection valve including a mechanism, an operating state detection unit that detects an operating state of the internal combustion engine, an open / closed state of the first valve mechanism, and a second valve mechanism according to the operating state of the internal combustion engine. Spray switching means that changes the combination with the open / closed state of Characterized in that it obtain.

In a second aspect based on the first aspect, the fuel injection valve is supported so that fuel is injected into a cylinder of an internal combustion engine, and the first spray and the second spray are provided. The spray is formed such that the angles formed by the central axis of the spray and the axis of the cylinder are different from each other, and the operating state detection means includes a stratified region in which the internal combustion engine is to perform the stratified combustion and a homogeneous operation of the internal combustion engine. Area determination means for determining a homogeneous area to be performed, the spray switching means,
In the stratified region, one of the first spray and the second spray, which is larger toward the bottom dead center direction of the cylinder, is formed, and in the homogeneous region, the first spray and the second spray. It is characterized by further comprising a valve mechanism control means for controlling the first valve mechanism and the second valve mechanism so that the other spray is formed.

A third invention is characterized in that, in the second invention, the one spray is the first spray and the other spray is the second spray.

Further, in order to achieve the above-mentioned second object, the fourth invention is a fuel injection valve for an internal combustion engine, wherein the fuel injected from each collides with each other and the first fan-shaped fuel injection valve collides with each other.
On a straight line connecting the first and second spray holes and the first and second spray holes provided so as to form a spray,
A third spray hole provided so as to form a fan-shaped second spray by colliding the injected fuel with the fuel sprayed from the first and second spray holes, and the first and second spray holes.
A first valve mechanism for controlling the fuel injection from the spray holes of the second and a second valve mechanism for controlling the fuel injection from the third spray holes,
It is characterized by including.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. It should be noted that elements common to each drawing are denoted by the same reference numerals, and redundant description will be omitted.

Embodiment 1. FIG. 1 is a diagram for explaining the configuration of an internal combustion engine 10 including the fuel injection device according to the first embodiment of the present invention. The internal combustion engine 10 includes a cylinder head 12. The cylinder head 12 is provided with an intake port 14 and an exhaust port 16. The intake port 1 and the exhaust port 16 each have an intake valve 1
8 and the exhaust valve 20 are arranged. The cylinder head 12 also incorporates a fuel injection valve 22 for directly injecting fuel into the cylinder. The configuration of the fuel injection valve 22 will be described later in detail with reference to FIG.

A spark plug 24 is incorporated in the internal combustion engine 10 so that the tip (ignition portion) is exposed in the cylinder. A piston 26 that slides inside the cylinder of the internal combustion engine 10 is incorporated. A cavity 28 having a predetermined shape is provided on the upper surface of the piston 26.

The system shown in FIG. 1 is an ECU (Electronic C
ontrol unit) 30. The ECU 30 includes various sensors for detecting the operating state of the internal combustion engine 10, for example, an air flow meter 3 for detecting the intake air amount Ga.
2, a rotation speed sensor 34 for detecting the engine rotation speed NE,
Alternatively, a throttle sensor 36 or the like for detecting the throttle opening TA is connected. The ECU 30 detects the operating state of the internal combustion engine 10 based on the outputs of those sensors, and controls the fuel injection valve 22 according to the operating state.

FIG. 2 is a diagram for explaining two operation modes realized in the internal combustion engine 10 of this embodiment. More specifically, FIG. 2 (A) is a diagram for explaining the state of the inside of the cylinder during stratification operation, while FIG.
(B) is a diagram for explaining the state in the cylinder during homogeneous operation.

Stratification operation is performed at the timing of ignition.
This is an operation of injecting fuel so that a high-concentration gas layer is formed in the vicinity of the spark plug 24. On the other hand, the homogeneous operation is an operation in which the ignition is performed under the condition that the air-fuel mixture exists almost uniformly in the entire cylinder. According to the stratified operation, the air-fuel ratio can be lowered as compared with the homogeneous operation without causing misfire, and the fuel consumption can be improved. On the other hand, according to the homogeneous operation, it is possible to generate a higher output in the internal combustion engine 10 than in the stratified operation.

As shown in FIG. 2 (A), during the stratification operation,
Fuel is injected at a predetermined time when the piston 26 is moving toward the top dead center near the top dead center, that is, at a predetermined time in the final stage of the compression stroke. The cavity 28 of the piston 26 is formed so that the fuel injected at such timing is guided to the vicinity of the spark plug 24 by advancing along the wall surface of the cavity 28. Therefore, during the stratification operation, a high-concentration gas layer can be formed around the spark plug 24 at the ignition timing.

As shown in FIG. 2B, during homogeneous operation,
Fuel is injected beyond the top dead center of the piston 26 and after the intake valve 18 is opened, that is, after the intake stroke is started. The fuel injected at such timing is
It is atomized by the flow of air flowing into the cylinder, and is then sufficiently homogenized until the intake stroke and compression stroke are completed. Therefore, during the homogeneous operation, the air-fuel mixture can be uniformly distributed in the cylinder at the ignition timing.

In the internal combustion engine 10, in order to form a high-concentration gas layer around the spark plug 24 during the stratification operation, the fuel injected from the fuel injection valve 22 is not atomized, and the fuel of the spark plug 24 is not atomized. It is desirable to proceed to the vicinity. In order to meet the above requirements, it is preferable that the fuel injected from the fuel injection valve 22 travels along the wall surface of the cavity 28 and reaches the vicinity of the spark plug 24 without being affected by the air flow.

On the other hand, in the internal combustion engine 10, in order to form a homogeneous fuel distribution during homogeneous operation, the fuel injection valve 22
It is desirable that the fuel injected from the cylinder is easily atomized in the cylinder. Further, during homogenous operation, it is preferable that the atomized fuel does not easily enter the cavity 28 because the fuel is likely to be graphitized in the cavity 28. In order to meet such a demand, it is effective to inject fuel into the air stream flowing from the intake port 14 during the homogeneous operation.

As described above, the spray characteristics required in the internal combustion engine 10 are different between the stratified operation and the homogeneous operation. The requirements required for each operation are satisfied by forming a spray that progresses toward the inside of the cavity 28 during the stratification operation and by forming a spray that progresses toward the center of the cylinder during the homogeneous operation. You can In other words, in order to satisfy the above requirements, the fuel injection valve 22 is made to form two types of sprays having different advancing directions (axial directions), and during the stratification operation, one of these two types of sprays is closer to the bottom dead center side. It is effective to generate the spray toward the one side and, on the other hand, generate the other of the two kinds of sprays during the homogeneous operation.

In the present embodiment, the fuel injection valve 22 has a first spray having an injection inclination angle α (the angle between its own axis and the axis of the spray) = α1 in order to meet the above requirements, and the injection inclination angle. A function that can selectively generate the second spray of α = α2 (<α1) is provided. Then, the ECU 30 controls the fuel injection valve 22 so that the first spray having the injection inclination angle α1 is generated during the stratification operation and the second spray having the injection inclination angle α2 is generated during the homogeneous operation. Therefore, according to the system of the present embodiment, it is possible to realize a stable combustion state in the cylinder of the internal combustion engine 10 during both the stratified operation and the homogeneous operation.

Specific configurations and controls for realizing the above functions will be described below with reference to FIGS. FIG. 3 shows a cross-sectional view of the fuel injection valve 22 used in the system of this embodiment.

The fuel injection valve 22 is the first needle valve 4
It has 0. The end of the first needle valve 40 (see FIG.
The first movable iron core 42 is fixed to the upper end). A first fixed iron core 44 is arranged near the first movable iron core 42. The fuel injection valve 22 includes a first movable iron core 42.
The first biasing the first fixed iron core 44 away from the first fixed iron core 44
The first electromagnetic coil 48 is provided so as to surround the spring 46 and both the first movable iron core 42 and the first fixed iron core 44. When the exciting current is supplied to the first electromagnetic coil 48, the first movable iron core 42 approaches the first fixed iron core 44 by the electromagnetic force generated as a result, and when the exciting current is cut off, the first spring 46 moves. It is separated from the first fixed iron core 44 by the urging force generated.

The fuel injection valve 22 also includes a second needle valve 50. The second movable iron core 52 is fixed to the end portion (upper end in FIG. 3) of the second needle valve 50. A second fixed iron core 54 is arranged near the second movable iron core 52. The fuel injection valve 22 is arranged so as to surround the second movable iron core 52, the second spring 56 that biases the second movable iron core 52 in a direction of separating it from the second fixed iron core 54, and both the second movable iron core 52 and the second fixed iron core 54. The second electromagnetic coil 58 is provided. The second movable iron core 52 is
When the exciting current is supplied to the second electromagnetic coil 58, the electromagnetic force generated as a result approaches the second fixed iron core 54, and when the exciting current is cut off, the second fixing force is generated by the second spring 56. It is separated from the iron core 54.

The fuel injection valve 22 has a valve seat 60 at the lower end shown in FIG. FIG. 4A shows an enlarged view of the periphery of the valve seat 60. Further, FIG. 4B shows the valve seat 60.
FIG. 4 shows a view of FIG. As shown in these drawings, the valve seat 60 includes the first needle valve 40.
First and second spray holes 62, 64 opened and closed by
And a third spray hole 66 that is opened and closed by the second needle valve 50. First to third spray holes 6
2, 64 and 66 have their axes intersecting each other (see FIG.
(See (A)), their opening positions are aligned with each other (see FIG. 4 (B)), and their axes belong to the same plane.

The first needle valve 40 is separated from the valve seat 60 when the first movable iron core 42 approaches the first fixed iron core 44, and the first movable iron core 42 is separated from the first fixed iron core 44. The valve seat 60 is seated by moving. Therefore, the first and second spray holes 62, 64 are opened by supplying the exciting current to the first electromagnetic coil 48, and are closed by cutting off the exciting current. By the same operation, the third spray hole 66 is
When the exciting current is supplied to the electromagnetic coil 58, the electromagnetic coil 58 is opened, and when the exciting current is cut off, the electromagnetic coil 58 is closed.

FIG. 5 shows the fuel injection valve 2 in this embodiment.
FIG. 2 is a diagram for explaining two states that 2 can realize. More specifically, FIG. 5A shows a state in which the first needle valve 40 is opened and closed while the second needle valve 50 is closed. Hereinafter, this state will be referred to as “first
"State". Further, FIG. 5B shows a state in which both the first and second needle valves 40, 50 are opened and closed. Hereinafter, this state is referred to as a "second state". The fuel injection valve 22 can operate so that either the first state or the second state is realized.

According to the first state shown in FIG. 5A, the third state
Of the first and second spray holes 6 with the spray holes 66 of
2,64 can be opened. As described above, the first and second spray holes 62 and 64 are provided such that their axes belong to the same plane. Therefore, when the first and second spray holes 62, 64 are opened, the fuel injected from them collides with each other, and the direction perpendicular to the paper surface in FIG. , The injection inclination angle is α1
Fan-shaped fan spray 70 (hereinafter referred to as “first spray 7
0 ") is formed.

According to the second state shown in FIG. 5B, the first state
And the third spray hole 66 together with the second spray holes 62, 64.
Can also be opened. As described above, the third spray holes 66 are provided so that the axes of the first to third spray holes 62, 64, 66 belong to the same plane. Therefore, when the third spray hole 66 is opened in addition to the first and second spray holes 62 and 64, it has a spread in the same direction as the first spray, and the injection inclination angle is α2 ( A fan-shaped fan spray 72 (hereinafter referred to as "second spray 72") having <α1) is formed. However, in the present embodiment, the axis of the first spray hole 62 and the axis of the second spray hole 64 have a downward inclination with respect to the axis of the fuel injection valve 22,
Moreover, it is assumed that the axis of the third spray hole 66 has an upward inclination with respect to the axis of the fuel injection valve 22.

As described above, the fuel injection valve 22 has two types of spray (first and second sprays) having different injection inclination angles α depending on whether the first state or the second state is realized. A spray 70, 72) can be formed. Then, the ECU 30 is configured to selectively generate the first and second sprays 70 and 72 according to the operating state of the internal combustion engine 10.

FIG. 6 shows an ECU 30 for realizing the above functions.
3 is a flowchart of a control routine executed by the. Figure 6
In the routine shown in (1), first, the operating state of the internal combustion engine 10 is detected based on the outputs of various sensors connected to the ECU 30 (step 100).

Next, it is judged whether or not the detected operation state belongs to the region where the stratified operation should be executed (step 102). The ECU 30 determines the engine speed NE and the intake air amount G
A map is stored that distinguishes the region of stratified operation and the region of homogeneous operation with a or the like as a variable. In this step 102, it is judged whether or not it is in the stratified operation region by referring to the map.

In step 102, the internal combustion engine 1
When it is determined that the operating state of 0 belongs to the stratified operating region, the first state is selected as the state to be realized in the fuel injection valve 22. That is, as a control method of the fuel injection valve 22, the first needle valve 50 is kept closed while the first needle valve 50 is closed.
A method of opening and closing only the needle valve 40 is selected (step 104).

When the process of step 104 is executed, thereafter, in the fuel injection valve 22, only the first and second spray holes 62 and 64 are opened and closed while the third spray hole 66 is closed. To be driven. As a result, the internal combustion engine 10
In the cylinder of the first spray 70 having an injection inclination angle of α1,
That is, the first spray 70 that advances toward the inside of the cavity 28 (toward the bottom dead center direction) is formed. Therefore, according to the system of this embodiment, a high-concentration gas layer can be efficiently formed in the vicinity of the spark plug 24 during the stratification operation.

On the other hand, when it is determined in step 102 that the operating state of the internal combustion engine 10 does not belong to the stratified operating region, the second state is selected as the state to be realized in the fuel injection valve 22. That is, the fuel injection valve 2
As a control method of No. 2, the first and second needle valves 4
A method of opening and closing both 0 and 50 is selected (step 106).

When the process of step 106 is executed, the fuel injection valve 22 is subsequently used for the first to third spray holes 6
All of 2, 64, 66 are driven so as to be opened and closed.
As a result, in the cylinder of the internal combustion engine 10, the second spray 72 having the injection inclination angle of α2, that is, the second spray 7 advancing toward the central portion (near the opening of the intake port 14) in the cylinder.
2 is formed. Therefore, according to the system of the present embodiment, it is possible to uniformly distribute the gas throughout the cylinder without causing a large amount of fuel to enter the cavity 28 during the homogeneous operation.

As described above, according to the routine shown in FIG. 6, when the internal combustion engine 10 performs the stratification operation and the homogeneous operation, the gas distribution required in each operation is calculated. Can be generated within. Therefore, according to the system of the present embodiment, stable combustion characteristics can be realized in the internal combustion engine 10 during both the stratified operation and the homogeneous operation.

By the way, in the above-described first embodiment, the first spray 70 suitable for the stratification operation is generated by the first state in which the first and second spray holes 62 and 64 are opened and closed, and the first to According to the second state in which all the third spray holes 62, 64, 66 are opened and closed, the second spray 72 suitable for homogeneous operation is generated. Stratified operation is
It is executed under the condition that the internal combustion engine 10 can be operated stably even if the air-fuel mixture is lean, that is, under the condition that a large amount of fuel is not required. On the other hand, the homogeneous operation is usually performed under a situation where a large amount of fuel is required. Therefore, according to the fuel injection valve 22 of the present embodiment, the amount of fuel can be made to correspond to the number of spray holes for injecting fuel.

However, the method for selectively generating the spray suitable for the stratification operation (spray toward the cavity 28) and the spray suitable for the homogeneous operation (spray toward the center of the cylinder) is limited to the above-mentioned method. It is not something that will be done. Hereinafter, a modified example for generating these two types of sprays will be described with reference to FIG. 7.

FIG. 7 is a diagram for explaining the structure and operation of the fuel injection valve 74 of the modification of the first embodiment. Specifically, FIG. 7A shows a state (first state) in which the first needle valve 40 is opened while the second needle valve 50 is closed in the fuel injection valve 74 of the modified example. Further, FIG. 7B shows a state (second state) in which both the first and second needle valves 40 and 50 are opened in the fuel injection valve 74 of the modified example.

As shown in FIG. 7, the fuel injection valve 74 has a first needle valve 40 and a second needle valve 40 opened and closed.
And the third spray hole 80 opened and closed by the second needle valve 50. In this example, the second and third spray holes 78, 80 have their axes inclined downward with respect to the axis of the fuel injection valve 74, and the first spray holes 76 have their axes injected with the fuel. It has an upward slope with respect to the axis of the valve 74.

When the first to third spray holes 76, 78, 80 have the above-described inclination, the first state shown in FIG. 7A causes the first spray 82 having a large horizontal component, that is, It is possible to generate the first spray 82 toward the central portion in the cylinder. Further, the second state shown in FIG. 7B can generate the second spray 84 having a large vertical component, that is, the second spray 84 advancing toward the cavity 28. Therefore, according to the fuel injection valve 74 of the modified example, the first
The first state in which only the needle valve 40 is opened and closed makes it possible to form the first spray 82 suitable for homogeneous operation, and the second state in which both the first and second needle valves 40 and 50 are opened and closed allows stratification operation. Second spray 8 suitable for
4 can be formed.

In the first embodiment described above, the injection inclination angle α is switched depending on whether the internal combustion engine 10 is in stratified operation or in homogeneous operation.
The present invention is not limited to this. That is, the injection inclination angle α may be switched so that an appropriate inclination angle α is realized depending on the operating state of the internal combustion engine, regardless of whether the stratification operation or the homogeneous operation is performed. .

In the first embodiment described above, the first needle valve 40 and its drive mechanism are the same as the "first valve mechanism" in the first invention and the fourth invention.
The second needle valve 50 and its drive mechanism are the first
And the "second valve mechanism" in the fourth invention. Further, in the above-described first embodiment, the ECU 30 uses the steps 100 and 10 described above.
The "driving state detecting means" in the first aspect of the present invention executes the processing of No. 2 and the above step 104 or 1
By executing the processing of 06, the "spray switching means" in the first aspect of the invention is realized.

Further, in the above-described first embodiment,
When the ECU 30 executes the process of step 102, the "region determining means" in the second aspect of the invention performs the process of steps 104 and 106, and the "valve mechanism control means" in the second aspect of the invention. Are realized respectively.

[0046]

Since the present invention is constructed as described above, it has the following effects. According to the first aspect, the combination of the open / closed state of the first valve mechanism and the open / closed state of the second valve mechanism can be changed according to the operating state of the internal combustion engine. As a result, according to the present invention,
It is possible to generate two types of fan-shaped sprays (first spray and second spray) having different spray directions according to the operating state of the internal combustion engine.

According to the second aspect of the present invention, during the stratification operation, the direction of the spray can be changed to the direction of the cylinder bottom dead center as compared with the case of the homogeneous operation. Therefore, according to the present invention, during stratification operation, it is possible to create an advantageous situation for forming a high-concentration gas layer in the vicinity of the spark plug, and during homogenization operation, it is possible to uniformly distribute gas throughout the cylinder. Can create an advantageous situation.

According to the third aspect of the present invention, fuel can be injected from the two spray holes during the stratification operation in which a relatively small injection amount is required, and the homogeneous operation in which a relatively large injection amount is required. Fuel can sometimes be injected through the three spray holes.

According to the fourth aspect of the present invention, the two different spray directions are used.
It is possible to realize a fuel injection valve that selectively generates various types of fan-shaped sprays (first spray and second spray).

[Brief description of drawings]

FIG. 1 is a diagram for explaining a configuration of a first embodiment of the present invention.

FIG. 2 is a diagram for explaining a stratified operation and a homogeneous operation performed by the internal combustion engine in the first embodiment.

FIG. 3 is a cross-sectional view of a fuel injection valve included in the internal combustion engine according to the first embodiment.

FIG. 4 is a diagram for explaining a configuration of a tip portion of the fuel injection valve shown in FIG.

FIG. 5 is a diagram for explaining a first state and a second state realized by the fuel injection valve in the first embodiment.

FIG. 6 is a flowchart of a control routine executed by the ECU in the first embodiment.

FIG. 7 is a diagram for explaining a configuration and an operation of a fuel injection valve of a modified example of the first embodiment.

[Explanation of symbols]

10 Internal combustion engine 14 Intake port 16 Exhaust port 22 Fuel injection valve 28 cavities 30 ECU (Electronic Control Unit) 32 Air flow meter 34 Revolution sensor 36 Throttle sensor 40 First needle valve 42 1st movable iron core 44 1st fixed iron core 46 1st spring 48 First electromagnetic coil 50 Second needle valve 52 Second movable iron core 54 Second fixed core 56 Second spring 58 Second electromagnetic coil 60 seat 62; 76 First spray hole 64; 78 Second spray hole 66; 80 Third spray hole 70; 82 First spray 72; 84 Second spray

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3G066 AA02 AA05 BA02 BA03 BA04                       CC06U CC12 CC14 CC27                       CC29 CC30 CC34 CC48 CE22                       DC04 DC09 DC11                 3G301 HA01 HA04 HA16 JA02 KA06                       LB04 LC01 MA29 PA01Z                       PA11Z PE01Z

Claims (4)

[Claims] 1. The first and second spray holes provided so as to form a fan-shaped first spray by colliding fuel injected from each other with each other, and the first and second spray holes. A third spray hole provided so as to form a fan-shaped second spray by colliding the injected fuel with the fuel injected from the first and second spray holes on a straight line connecting A first valve mechanism that controls fuel injection from the first and second spray holes; and a second valve mechanism that controls fuel injection from the third spray hole; Operating state detecting means for detecting an operating state of the internal combustion engine, and spray switching means for changing a combination of the open / closed state of the first valve mechanism and the open / closed state of the second valve mechanism according to the operating state of the internal combustion engine. And a fuel for an internal combustion engine comprising: Cum apparatus. 2. The fuel injection valve is supported so that fuel is injected into a cylinder of an internal combustion engine, and the first spray and the second spray have a central axis thereof and an axis of the cylinder. Are formed so that the angles formed by and are different from each other, the operating state detection means, the stratification region for causing the internal combustion engine to perform stratified combustion, the region discrimination to determine the homogeneous region to perform the homogeneous operation of the internal combustion engine Means, the spray switching means in the stratified region, the first
One of the sprays and the second spray, which is larger toward the bottom dead center of the cylinder, is formed, and the other spray of the first spray and the second spray is formed in the homogeneous region. 2. The fuel injection device for an internal combustion engine according to claim 1, further comprising valve mechanism control means for controlling the first valve mechanism and the second valve mechanism. 3. The one spray is the first spray,
The fuel injection device for an internal combustion engine according to claim 2, wherein the other spray is the second spray. 4. The first and second spray holes provided so as to form a fan-shaped first spray by colliding fuels injected from each other, and the first and second spray holes. A third spray hole provided so as to form a fan-shaped second spray by colliding the injected fuel with the fuel injected from the first and second spray holes on a straight line connecting An internal combustion engine, comprising: a first valve mechanism that controls fuel injection from the first and second spray holes; and a second valve mechanism that controls fuel injection from the third spray hole. Fuel injection valve.