JP2008180129A - Fuel direct injection type internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily and efficiently reduce pressure in a combustion chamber when starting an engine, by using an air-fuel mixture injection injector, in a fuel direct injection type internal combustion engine of a plurality of cylinders. <P>SOLUTION: This fuel direct injection type internal combustion engine operates an air injection valve of the air-fuel mixture injection injector 40 for opening in a predetermined time after the air-fuel mixture injection timing into the combustion chamber 30 by the air-fuel mixture injection injector 40 in response to an operation state of the engine 20. The engine 20 has front and rear cylinders 23a and 23b different in phase. Front and rear air supply passages 66a and 66b to the respective air-fuel mixture injection injectors 40 arranged in the respective cylinders 23a and 23b, are mutually connected to communicate with each other. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a fuel direct injection internal combustion engine that directly injects a pressurized air-fuel mixture into a combustion chamber.

Conventionally, in the internal combustion engine, an air-fuel mixture injector for injecting an air-fuel mixture pressurized by opening / closing operation of an air injection valve into a combustion chamber, an operating state detecting means for detecting an operating state of the internal combustion engine, and the air-fuel mixture A control device for controlling the operation of the injector, and according to the operating condition of the internal combustion engine, the air of the mixture injector at a predetermined time after the mixture injection timing into the combustion chamber by the mixture injector There is one that improves the startability of the internal combustion engine by releasing the compression pressure in the combustion chamber when starting the internal combustion engine by opening the injection valve (see, for example, Patent Document 1).
JP 2005-105826 A

By the way, in the above-described conventional configuration, the compression pressure in the combustion chamber is released into the air-fuel mixture injector and the air supply path to the air-fuel mixture injector. That is, the capacity of the air supply passage affects the pressure reduction in the combustion chamber, but increasing the capacity has problems such as increasing the passage length and lowering the air pressure. In particular, when trying to increase the injection pressure of the air-fuel mixture, there is a problem that the residual pressure in the air supply passage is easily affected and it is difficult to sufficiently reduce the pressure in the fuel chamber.
The present invention has been made in view of the above circumstances, and an object of the present invention is to easily and efficiently reduce the pressure in a combustion chamber at the time of engine start using a mixture injection injector in a multiple cylinder fuel direct injection internal combustion engine. .

  As a means for solving the above problems, the invention described in claim 1 is directed to a fuel direct injection type internal combustion engine (for example, in the embodiment) in which a pressurized air-fuel mixture is directly injected into a combustion chamber (for example, the combustion chamber 30 in the embodiment). An engine 20), and an air-fuel mixture injector (for example, the air-fuel mixture injector 40 of the embodiment) that injects the air-fuel mixture into the combustion chamber by opening and closing an air injection valve (for example, the air injection valve 44 of the embodiment); Operating state detecting means for detecting the operating state of the internal combustion engine (for example, the throttle opening sensor 71, the rotational speed sensor 72, and the crank angle sensor 73 in the embodiment) and a control device (for example, controlling the operation of the air-fuel mixture injector) And a mixture injection timing into the combustion chamber by the mixture injection injector according to the operating state of the internal combustion engine. In a fuel direct injection internal combustion engine that opens the air injection valve of the air-fuel mixture injector at a predetermined time after the operation, a plurality of cylinders (for example, the front and rear cylinders 23a and 23b in the embodiment) having different phases are used. The air supply passages (for example, the front and rear air supply passages 66a and 66b in the embodiment) to each of the air-fuel mixture injectors provided in the respective cylinders communicate with each other corresponding to the cylinders having different phases. It is characterized by.

  The invention described in claim 2 is characterized in that the internal combustion engine is a V-type two-cylinder engine, and the air introduction path is arranged between the cylinders.

  According to the first aspect of the present invention, when the internal combustion engine is started, when the air injection valve is opened after the air-fuel mixture injection timing from the air-fuel mixture injector and decompression (decompression) in the combustion chamber is performed, The pressure in the combustion chamber is released using not only the corresponding air introduction path but also the air introduction path corresponding to another cylinder, and if the other cylinder is in the exhaust stroke, the mixture injection injector of the cylinder By opening the air injection valve, the pressure in the air introduction path can be released together with the exhaust gas. That is, it is possible to easily and efficiently reduce the pressure in the combustion chamber when starting the engine.

  According to the second aspect of the present invention, even when the air introduction path to each cylinder can be efficiently arranged and the air compressor connected to this is arranged between the banks of each cylinder, the air compressor and the air It can be easily connected to the introduction path.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle unless otherwise specified. In the figure, the arrow FR indicates the front of the vehicle, the arrow LH indicates the left side of the vehicle, and the arrow UP indicates the upper side of the vehicle.

  FIG. 1 shows a motorcycle 1 equipped with an engine (fuel direct injection internal combustion engine) 20 according to an embodiment of the present invention. As shown in FIG. 1, a front wheel 2 of a motorcycle 1 is pivotally supported by lower ends of a pair of left and right front forks 3, and an upper portion of the left and right front forks 3 is connected to a head pipe at a front end of a vehicle body frame 5 via a steering stem 4. 6 is pivotally supported to be steerable. A steering bar handle 7 is attached to the upper portion of the steering stem 4. The rear wheel 8 of the motorcycle 1 is pivotally supported at the rear end portion of the swing arm 9, and the front end portion of the swing arm 9 is pivotally supported by the pivot bracket 11 at the rear portion of the vehicle body frame 5 so as to be swingable up and down. Left and right rear cushions 12 are disposed between the left and right arms of the rear part of the swing arm and the both sides of the rear part of the vehicle body frame 5, respectively.

  The vehicle body frame 5 is a so-called cradle type surrounding the engine 20 as a prime mover of the motorcycle 1 positioned substantially in the center of the vehicle body, and includes a main pipe 13 extending obliquely downward and rearward from the upper part of the head pipe 6 above the engine 20, and a head The left and right down pipes 15 branch from the lower part of the pipe 6 to the left and right, form a steeper slope than the main pipe 13 and extend obliquely rearward and downward, and then bend and extend rearward. The left and right pivot bracket 11 straddling between the end portions is mainly used. A fuel tank 16 is disposed above the main pipe 13, a driver's front seat 17 is disposed behind the fuel tank 16, and a rear passenger's rear seat 18 is disposed behind the front seat 17. Is disposed.

  Referring also to FIG. 2, the engine 20 is a narrow-angle V-type two-cylinder engine having a single crankshaft 22 along the left-right direction, and the crankcase 21 is inclined so that the upper side is the front side. The front cylinder 23a and the rear cylinder 23b which inclines so as to be on the rear side toward the upper side are erected. In the figure, reference sign C1 indicates the rotational axis of the crankshaft 22. A pair of downstream ends of the intake manifold 31a are connected to the rear side of the front cylinder 23a and the front side of the rear cylinder 23b, respectively. A throttle body and an air cleaner case (both not shown) are connected to the upstream end of the intake manifold 31a. On the other hand, the upstream end of the exhaust pipe 32a is connected to the front side of the front cylinder 23a and the rear side of the rear cylinder 23b. Each exhaust pipe 32a is routed to the lower right of the vehicle body, and its downstream end is connected to a silencer 32b located to the left of the rear wheel 8 (see FIG. 1).

  The front and rear cylinders 23a and 23b are formed by integrally connecting a cylinder body 24 mounted on the crankcase 21, a cylinder head 25 mounted on the cylinder body 24, and a head cover 26 mounted on the cylinder head 25. . The cylinder head 25 and the head cover 26 form a valve operating chamber 27. A piston 28 is fitted in each cylinder body 24 so as to be reciprocally movable, and each piston 28 is connected to a crank pin 22 a (see FIG. 3) of the crankshaft 22 via a connecting rod 29. Each piston 28 forms a combustion chamber 30 together with the cylinder head 25 and the cylinder body 24. Rotational power of the crankshaft 22 generated by the reciprocating motion of each piston 28 is transmitted to the rear wheel 8 via a transmission housed in the rear part of the crankcase 21 and a shaft drive type transmission mechanism (both not shown). Is done.

  Each cylinder head 25 is formed with intake and exhaust ports 31 and 32, and the combustion chamber side openings of the intake and exhaust ports 31 and 32 are opened and closed by intake and exhaust valves 33 and 34, respectively. The stems of the intake / exhaust valves 33, 34 are arranged in a V shape when viewed from the side, and the camshaft 35 for driving the intake / exhaust valves 33, 34 is arranged along the left-right direction between the stems. In the figure, reference symbol C2 indicates the rotational axis of the camshaft 35. Each camshaft 35 rotates in synchronization with the crankshaft 22 using, for example, a chain transmission mechanism. Each camshaft 35 is provided with an intake / exhaust cam, and intake / exhaust valves 33, 34 are operated by intake / exhaust rocker arms 36, 37 swinging in contact with the intake / exhaust cams. Open and close each combustion chamber side opening.

  As shown in FIGS. 3 and 6, the engine 20 is configured as a fuel direct injection internal combustion engine that directly injects a pressurized air-fuel mixture into the combustion chamber 30 of each cylinder 23a, 23b by control according to the operating state. The Specifically, the engine 20 includes an air-fuel mixture injector 40 that injects the air-fuel mixture into the combustion chamber 30 by opening and closing an air injection valve 44, which will be described later, and an operating state detection unit that detects the operating state of the engine 20. As a throttle opening sensor 71, a rotation speed sensor 72, a crank angle sensor 73, and a control device 70 for controlling the operation of the air-fuel mixture injector 40. FIG. 3 shows the front cylinder 23a, but the rear cylinder 23b has the same configuration. Moreover, the code | symbol 25a in FIG. 3 shows a spark plug.

  The air-fuel mixture injector 40 generates a pressurized air-fuel mixture composed of compressed air and pressurized fuel in the internal mixing chamber 42b (see FIG. 4), and so-called air that injects the air-fuel mixture into the combustion chamber 30. Assist type. The air-fuel mixture injector 40 is disposed at the center of the cylinder head 25 along the axis (cylinder axis) C3, and has an injection port 49 (see FIG. 4) provided at the end of its own combustion chamber. The air-fuel mixture can be injected from the injection port 49 toward the upper surface of the piston 28 substantially vertically (along the cylinder axis C3).

  The air-fuel mixture injector 40 includes an air injector 41 that is inserted into the cylinder head 25 so as to constitute a main body portion thereof, and a fuel injector 51 that is connected to the valve chamber side of the air injector 41.

  As shown in FIGS. 3 and 4, the air injector 41 includes a cylindrical housing 42 inserted and held in the cylinder head 25, a conduit 43 formed in the housing 42 along the axis thereof, and the conduit 43, an air injection valve 44 that is fitted in an axial direction along the axis thereof, a core 45 that is integrally provided on the valve operating chamber side of the air injection valve 44, and the core 45 on the valve operating chamber side. A spring 46 for biasing and a coil 47 held by the housing 42 so as to surround the outer periphery of the core 45 are provided. The coil 47 can be excited by supplying power from the control device 70.

  A plug member 48 is connected to the lower end portion of the air injection valve 44. When the coil 47 is in a non-excited state, the core 45, the air injection valve 44, and the plug member 48 are moved to the valve chamber side by the biasing force of the spring 46. Accordingly, the plug member 48 closes the injection port 49 formed at the combustion chamber side end of the pipe line 43. On the other hand, when the coil 47 is excited, the core 45, the air injection valve 44, and the plug member 48 move toward the combustion chamber against the urging force of the spring 46, and the plug member 48 opens the injection port 49. . At this time, the pressurized air-fuel mixture generated in the mixing chamber 42 b communicating with the valve chamber side end of the conduit 43 can be injected into the combustion chamber 30 from the injection port 49.

  Referring also to FIG. 5, the fuel injector 51 includes a cylindrical housing 52 that is connected to the valve chamber side of the housing 42 of the air injector 41 and a nozzle that is integrally provided on the combustion chamber side of the housing 52. 53, a fuel injection valve 54 fitted into the nozzle portion 53 so as to be reciprocable along the axis thereof, a core 55 integrally provided on the valve chamber side of the fuel injection valve 54, the core A spring 56 for urging 55 to the combustion chamber side and a coil 57 held by the housing 52 so as to surround the outer periphery of the core 55 are provided. The coil 57 can be excited by supplying power from the control device 70.

  An inner wall 53a perpendicular to the axis is formed in the nozzle portion 53, and a fuel injection port 59 is formed in the center of the inner wall 53a. A plug ball 58 is sandwiched between the end of the fuel injection port 59 on the side of the valve chamber and the end of the fuel injection valve 54 on the side of the combustion chamber. When the coil 57 is in a non-excited state, the biasing force of the spring 56 is used. The core 55, the fuel injection valve 54, and the plug ball 58 are urged toward the combustion chamber, and the plug ball 58 closes the fuel injection port 59. On the other hand, when the coil 57 is excited, the core 55, the fuel injection valve 54, and the plug ball 58 move toward the valve chamber against the urging force of the spring 56, and the plug ball 58 opens the fuel injection port 59. Open.

  The inside of the valve chamber side of the housing 42 of the air injector 41 is a fuel injector mounting space that opens upward, and a nozzle holding member 42 a that fits and holds the nozzle portion 53 of the fuel injector 51 is provided at the bottom of the space. The internal space of the nozzle holding member 42 a is a mixing chamber 42 b that mixes the pressurized fuel from the fuel injector 51 and the compressed air from the air compressor 65. The mixing chamber 42b is provided in communication with the pipe line 43 (the internal space of the air injection valve 44) via a communication passage 42c extending to the combustion chamber side.

  A fuel chamber 53b capable of supplying pressurized fuel from the fuel pump 61 is provided on the valve chamber side of the inner wall 53a in the nozzle portion 53 of the fuel injector 51, and when the fuel injection port 59 is opened as described above. Thus, the fuel in the fuel chamber 53b can be injected into the mixing chamber 42b from the fuel injection port 59. The fuel injected into the mixing chamber 42b is mixed with compressed air to become a high-concentration pressurized air-fuel mixture, and the air-fuel mixture can be injected from the air-fuel mixture injector 40 (from the air injector 41) by its own pressure.

  Here, as shown in FIG. 7, the air-fuel mixture injectors 40 of the front and rear cylinders 23 a and 23 b share a single fuel pump 61 and an air compressor 65. A fuel supply path 62 extending from the discharge port of the fuel pump 61 branches into the front and rear fuel supply paths 62a and 62b toward the air-fuel mixture injector 40 (fuel injector 51) of the front and rear cylinders 23a and 23b. Similarly, the air supply path 66 extending from the discharge port of the air compressor 65 branches into the front and rear air supply paths 66a and 66b toward the air-fuel mixture injector 40 (air injector 41) of the front and rear cylinders 23a and 23b.

  Each supply path includes at least one of a pipe independent of the front and rear cylinders 23a and 23b, or a path formed in the cylinder head 25 or the air-fuel mixture injector 40. These supply paths, the fuel pump 61 and the air compressor are arranged between the banks of the front and rear cylinders 23a and 23b. Control valves 63 and 67 whose opening / closing operations are controlled by the control device 70 are provided at the discharge ports of the fuel pump 61 and the air compressor 65, respectively.

  As shown in FIG. 6, the control device 70 has a throttle opening sensor 71 that detects the opening degree of the throttle valve (throttle opening degree) of the throttle body, and a rotation that detects the rotation speed (engine speed) of the crankshaft 22. The number sensor 72 and a crank angle sensor 73 for detecting the rotation angle (crank angle) of the crankshaft 22 are electrically connected, and the injection of the air injector 41 and the fuel injector 51 is based on detection information from these sensors. Control (injection control of the air-fuel mixture into the fuel chamber 53b) is performed.

  The diagram of FIG. 8 shows the opening period of the air injection valve 44 (injection port 49) and the fuel injection valve 54 (fuel injection port 59) with respect to the crank angle of the engine 20, and the crank angle at the top dead center is 0 degree. The counterclockwise direction (advance side) is the + direction (the advance angle is increased counterclockwise).

  The valve opening period of the fuel injection valve 54 is when the crank angle detected by the crank angle sensor 73 is, for example, 330 ° to 210 ° before compression top dead center. During this time, the control device 70 supplies power to the coil 57 and supplies the fuel injector. Fuel is injected from 51 into the mixing chamber 42b. On the other hand, the opening period of the air injection valve 44 is when the crank angle is, for example, 120 ° to 30 ° before the compression top dead center. During this time, the control device 70 supplies power to the coil 47 to supply the fuel chamber 53b from the air injector 41. The air-fuel mixture generated in the mixing chamber 42b is injected into the inside. Hereinafter, the valve opening period of the fuel injection valve 54 is referred to as fuel injection timing, and the valve opening period of the air injection valve 44 is referred to as air-fuel mixture injection timing.

  The air-fuel mixture injected into the combustion chamber 30 at a predetermined air-fuel mixture injection timing starts combustion by ignition of the spark plug 25a and shifts to a combustion (expansion) stroke. At this time, by injecting a high-concentration air-fuel mixture around the ignition part (electrode part) of the spark plug 25a from the air-fuel mixture injector 40, efficient combustion and overall lean combustion are realized. Improve fuel efficiency and purify exhaust gas.

  Here, the air-fuel mixture injector 40 also functions as a decompression device that releases the compression pressure in the combustion chamber 30 at the time of low crank rotation such as when the engine 20 is started. Specifically, the air-fuel mixture injector 40 opens the air injection valve 44 to release the compression pressure in the combustion chamber 30 when the engine 20 is immediately before the compression top dead center (the final stage of the compression stroke). .

  When the crankshaft 22 rotates at a speed lower than a predetermined speed (corresponding to a stable rotational speed after the engine is started) when the engine 20 is started, the control device 70 performs mixing while keeping the fuel injection valve 54 closed at the fuel injection timing. Even if the fuel injection valve 54 and the control valve 67 remain closed at the air-fuel mixture injection timing (the second half of the compression stroke), the air-fuel injection injector does not inject fuel into the chamber 42b. No air-fuel mixture is injected from 40.

  Thereafter, the control device 70 opens the air injection valve 44 while keeping the fuel injection valve 54 and the control valve 67 closed at the decompression operation timing at the end of the compression stroke (for example, 30 ° to 0 ° before compression top dead center). The compression pressure in the combustion chamber 30 is released through the pipe 43 and the air supply paths 66a and 66b. The opening operation of the air injection valve 44 at this time may be performed continuously from the opening operation of the air-fuel mixture injection timing or may be performed after it is once closed. Thereby, the rotation suppression force of the crankshaft 22 due to the pressure increase immediately before the compression top dead center is suppressed, and the rotation of the crankshaft 22 is sufficiently accelerated. The decompression operation timing is set in accordance with not only the crank angle but also the engine operating state including the throttle opening, the engine speed, and the like.

  On the other hand, when the crankshaft 22 starts to rotate at the predetermined speed or more, the control device 70 opens the control valve 63 and the fuel injection valve 54 at the fuel injection timing to inject fuel into the mixing chamber 42b. In addition, the control valve 67 and the air injection valve 44 are opened at the air-fuel mixture injection timing to inject the air-fuel mixture from the air-fuel mixture injector 40. When the air-fuel mixture is injected by opening the air injection valve 44, the fuel injection valve 54 is closed to prevent the pressurized air-fuel mixture from flowing backward into the fuel injector 51.

  Thereafter, the control device 70 keeps the air injection valve 44 closed at the decompression operation timing, thereby enabling a normal compression stroke in the combustion chamber 30. This makes it possible to start the engine 20 easily and reliably while reducing the initial input of the engine starting means such as a starter motor.

  As shown in the timing chart of FIG. 9, there is a phase difference of about 300 ° between the front and rear cylinders 23a, 23b, and when the front cylinder 23a is at the decompression operation timing, the rear cylinder 23b is in the intake stroke (indicated by IN in the figure). When the rear cylinder 23b is at the decompression operation timing, the front cylinder 23a is in the exhaust stroke (indicated by EX in the figure).

  In order to start the engine, first, in the front cylinder 23a, after the mixture injection timing after the intake stroke (BTDC 120 ° to 30 °) ends, the decompression operation timing (BTDC 30 ° to 0 °) shifts. The air injection valve 44 is opened while the fuel injection valve 54 and the control valve 67 are closed. At this time, not only the front cylinder 23a but also the air injection valve 44 of the rear cylinder 23b in the intake stroke is simultaneously opened.

  As a result, the combustion chamber 30 of the front cylinder 23a communicates with the air injection valve 44 and the air supply passages 66a and 66b and also with the combustion chamber 30 of the rear cylinder 23b, and the compression pressure in the front cylinder 23a is reduced. The air is released into the air injection valve 44, the air supply paths 66a and 66b, and the rear cylinder 23b. In particular, because the rear cylinder 23b is in the intake stroke, the compression pressure in the front cylinder 23a is sucked and effectively released, and the intake resistance of the rear cylinder 23b is reduced, and the rotation of the crankshaft 22 is efficiently accelerated. Is done.

Next, in the rear cylinder 23b as well, when shifting to the decompression operation timing after the air-fuel mixture injection timing, the air injection valves 44 of the front and rear cylinders 23a and 23b are simultaneously opened while the fuel injection valve 54 and the control valve 67 remain closed. To do.
As a result, as described above, the compression pressure in the rear cylinder 23b is released into the air injection valve 44, the air supply paths 66a and 66b, and the front cylinder 23a. At this time, the front cylinder 23a is in the exhaust process, and the compression pressure released into the front cylinder 23a is also released into the exhaust path.

  In this way, when the control device 70 determines that the rotation of the crankshaft 22 is sufficiently accelerated through the decompression operation timing of the front and rear cylinders 23a, 23b and the speed exceeds a predetermined value, the air-fuel mixture injector 40 And the normal four steps (intake, compression, combustion, and exhaust stroke) in which pressure reduction is not performed in the front and rear cylinders 23a, 23b are performed, and the engine 20 starts smoothly. .

  As described above, the engine 20 in the above embodiment is a direct fuel injection type internal combustion engine that directly injects a pressurized air-fuel mixture into the combustion chamber 30, and the air-fuel mixture is operated by opening and closing the air injection valve 44. An air-fuel mixture injector 40 for injecting fuel into the combustion chamber 30, a throttle opening sensor 71, a rotation speed sensor 72 and a crank angle sensor 73 as operating state detecting means for detecting the operating state of the engine 20, and the air-fuel mixture A control device 70 for controlling the operation of the injector 40, and in accordance with the operating state of the engine 20, the mixing is performed at a predetermined time after the mixture injection timing into the combustion chamber 30 by the mixture injector 40. When the air injection valve 44 of the air injection injector 40 is opened, the engine 20 is a front / rear cylinder with different phases. 23a, has a 23b, in which respective cylinders 23a, front and rear air supply passage 66a to each of the gas mixture injector 40 provided in 23b, 66b communicate with each other.

  According to this configuration, when the engine 20 is started, the air injection valve 44 of the air-fuel mixture injector 40 corresponding to the air-fuel mixture injection timing of one cylinder is opened to reduce the compression pressure in the combustion chamber 30 (decompression). When the compression is performed, the compressed pressure is released using not only the corresponding air supply path but also the air supply path corresponding to the other cylinder, and the air injection of the mixture injection injector 40 according to the stroke of the other cylinder. By opening the valve 44, the compression pressure can be released also into the combustion chamber 30 of the other cylinder. Thereby, the pressure reduction in the combustion chamber 30 at the time of starting the engine can be performed easily and efficiently without being affected by the residual pressure in the air supply path or the control pressure of the pressure regulator provided in the air supply path.

  Further, in the engine 20, the engine 20 is a V-type two-cylinder engine, and the air supply passages 66a and 66b to the air-fuel mixture injector 40 are disposed between the cylinders 23a and 23b. When the air introduction paths 66a and 66b to the mixer injector 40 of 23a and 23b can be arranged efficiently, and the air compressor 65 corresponding to the mixture injector 40 is arranged between the banks of the cylinders 23a and 23b. In addition, the air compressor 65 and the air supply paths 66a and 66b can be easily connected.

The present invention is not limited to the above-described embodiments. For example, vehicles other than motorcycles (passenger cars, buses, trucks, motorbikes, bicycles, four-wheel buggy cars, etc.) or aircrafts, ships, boats, yachts, You may apply to the motor | power_engine of various transport apparatuses, such as a marine bike.
Also, it may be applied to DOHC engines, OHV engines, etc., may be applied to multi-cylinder engines with three or more cylinders, parallel (in-line) cylinder engines, vertical engines with a crankshaft along the vehicle longitudinal direction, etc. It may be applied to various reciprocating engines.
And the structure in the said Example is an example of this invention, and it cannot be overemphasized that a various change is possible in the range which does not deviate from the summary of the said invention.

1 is a left side view of a motorcycle according to an embodiment of the present invention. Fig. 2 is a left side view including a partial cross section of the engine of the motorcycle. It is AA sectional drawing of FIG. It is sectional drawing of the air injector of the fuel-air mixture injector of the said engine. It is sectional drawing of the fuel injector of the said fuel-air mixture injector. It is a principal block diagram of the control system of the air-fuel mixture injector. FIG. 3 is a side view corresponding to FIG. 2 showing a main configuration around an air-fuel mixture injector of front and rear cylinders of the engine. It is a diagram which shows the operating range with respect to the crank angle of the said air-fuel mixture injector. It is a timing chart which shows the change of the stroke to the crank angle of the air-fuel mixture injector of the front and rear cylinders.

Explanation of symbols

1 Motorcycle 20 Engine (Fuel Direct Injection Internal Combustion Engine)
23a Front cylinder (cylinder)
23b Rear cylinder (cylinder)
30 Combustion chamber 40 Air-fuel mixture injector 44 Air injection valve 66a Front air supply path (air supply path)
66b Rear air supply path (air supply path)
70 Control device 71 Throttle opening sensor (operating state detection means)
72 Rotational speed sensor (Operating state detection means)
73 Crank angle sensor (operating state detection means)

Claims (2)

A fuel direct injection internal combustion engine that directly injects a pressurized air-fuel mixture into a combustion chamber,
An air-fuel mixture injector that injects the air-fuel mixture into the combustion chamber by opening and closing an air injection valve; an operating state detecting means that detects an operating state of the internal combustion engine; and a control device that controls the operation of the air-fuel mixture injector. With
In a fuel direct injection internal combustion engine that opens an air injection valve of a mixture injection injector at a predetermined time after the mixture injection timing into the combustion chamber by the mixture injection injector according to the operating state of the internal combustion engine ,
The internal combustion engine has a plurality of cylinders having different phases, and the air supply paths to the mixture injectors provided in the cylinders communicate with each other corresponding to the cylinders having different phases. A fuel direct injection internal combustion engine. 2. The direct fuel injection internal combustion engine according to claim 1, wherein the internal combustion engine is a V-type two-cylinder engine, and the air introduction path is disposed between the cylinders.

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