JP4186814B2 - Starter for in-cylinder internal combustion engine - Google Patents

Description

The present invention relates to a startup device for a cylinder injection internal combustion engine that directly injects fuel into the cylinder.

  2. Description of the Related Art In a cylinder injection internal combustion engine (hereinafter simply referred to as an internal combustion engine) that directly injects fuel into a cylinder, when the internal combustion engine is started, the fuel is injected into the cylinder in the expansion stroke and the fuel is combusted. By doing so, a technology for starting is developed.

As a multi-cylinder internal combustion engine employing such a technique, when starting the multi-cylinder internal combustion engine, fuel is injected into the cylinder in the expansion stroke to burn the fuel, and in the cylinder in the compression stroke There is one that reduces the pressure (for example, see Patent Document 1).
JP 2002-39038 A Japanese Patent Laid-Open No. 2002-4985 JP-A-11-159374

  However, when the internal combustion engine is stopped, the internal temperature and pressure of the cylinder in the expansion stroke are considerably lower than those during operation of the internal combustion engine. Therefore, even when fuel is injected into the cylinder in the expansion stroke when starting the internal combustion engine, the fuel is not vaporized or ignited, and further, flame propagation is not performed well, and the internal combustion engine may not be started. .

  The present invention has been made in view of the above problems, and in a direct injection internal combustion engine that starts by injecting fuel into a cylinder in an expansion stroke and burning the fuel, the start is more reliably performed. It is an object of the present invention to provide a technique that can be performed in the future.

The first invention employs the following means in order to solve the above problems.
That is, the present invention is a method of starting a direct injection internal combustion engine in which fuel is directly injected into a cylinder,
When starting the in-cylinder internal combustion engine, if the position of the piston in the cylinder in the expansion stroke is within a specified range, first, pre-combustion, which is relatively small-scale combustion, is performed in the cylinder. Then, while the cylinder is in the expansion stroke, main combustion, which is a larger-scale combustion than the pre-combustion, is performed.

  Here, the small-scale combustion is combustion in a state where the fuel injection amount is small. That is, the pre-combustion according to the present invention is performed when the temperature or pressure in the cylinder in the expansion stroke (hereinafter referred to as the expansion stroke cylinder) is considerably lower than that during the operation of the internal combustion engine (for example, in the atmosphere) Even when the state is close to the state), the amount of fuel injected is a small amount of combustion possible. By performing this pre-combustion, the temperature and pressure in the expansion stroke cylinder are increased more than before the pre-combustion is performed.

The specified range here is a range in which the state in the expansion stroke cylinder becomes a state in which pre-combustion is possible, and is a range determined in advance by experiments or the like. For example, when the position of the piston is not within the specified range, the specified range may be set as a range in which it is difficult to perform pre-combustion due to an excessive or excessive amount of oxygen in the expansion stroke cylinder. Further, when the position of the piston is not within the specified range, the specified range may be determined as a range in which the distribution of the injected fuel in the expansion stroke cylinder is not suitable for pre-combustion.

  Then, after this pre-combustion is performed, in the expansion stroke cylinder, combustion having a larger scale than the pre-combustion, that is, main combustion, which is combustion in a state where the fuel injection amount is larger than that during pre-combustion, is performed. The internal combustion engine is started by pushing down the piston in the expansion stroke cylinder by the energy obtained by the pre-combustion and the main combustion.

  According to the present invention, when the internal combustion engine is started, the temperature and pressure in the expansion stroke cylinder are increased by pre-combustion, and then the main combustion is performed. It can be made to burn more suitably. As a result, the internal combustion engine can be started more reliably.

  During main combustion, the temperature and pressure in the expansion stroke cylinder are increased by pre-combustion, and the fuel is easily combusted. Therefore, the fuel injection amount for main combustion is greater than the fuel injection amount for pre-combustion. However, it is preferable that the air-fuel ratio of the air-fuel mixture formed at the time of the main combustion be an amount close to the stoichiometric air-fuel ratio.

  The pre-combustion may be performed once every time the internal combustion engine is started, or may be performed in a plurality of times.

The second invention employs the following means in order to solve the above problems.
That is, the starter for a direct injection internal combustion engine according to the present invention is:
Fuel injection means for directly injecting fuel into the cylinder;
Ignition means for igniting the fuel injected by the fuel injection means;
A starter for a cylinder injection internal combustion engine comprising:
When starting the cylinder injection internal combustion engine, if the position of the piston in the cylinder in the expansion stroke is within a specified range, the fuel injection means injects a specified amount of fuel in the cylinder, Pre-combustion is performed by igniting the injected fuel by the ignition means, and then more fuel is injected by the fuel injection means than during pre-combustion while the cylinder is in the expansion stroke, The main combustion is performed by igniting the injected fuel by the ignition means.

  Here, the specified range is a range in which combustion with a small amount of fuel is possible even when the temperature and pressure in the expansion stroke cylinder are considerably lower than when the internal combustion engine is operating. For example, when the position of the piston is not within the specified range, the specified range is defined as a range in which the amount of oxygen in the expansion stroke cylinder becomes excessive or too small to be difficult to perform even with combustion with a small amount of fuel. May be. Further, when the position of the piston is not within the specified range, the specified range may be determined as a range in which the distribution of the injected fuel in the expansion stroke cylinder is not suitable for combustion with a small amount of fuel. This specified range is a range determined in advance by experiments or the like.

  The specified amount here means that the position of the piston in the expansion stroke cylinder is within the specified range even when the temperature or pressure in the expansion stroke cylinder is considerably lower than that during operation of the internal combustion engine. If it is within, it is the amount of fuel injection that can be burned. The defined amount may be determined by where the piston position is within the defined range.

  In the present invention, a pre-combustion is performed by injecting a specified amount of fuel into the expansion stroke cylinder and igniting and burning the fuel. By performing this pre-combustion, the temperature and pressure in the expansion stroke cylinder are increased more than before the pre-combustion is performed.

  Then, after this pre-combustion is performed, in the expansion stroke cylinder, more fuel is injected than during pre-combustion, and the injected fuel is ignited and combusted to perform main combustion. The internal combustion engine is started by pushing down the piston in the expansion stroke cylinder by the energy obtained by the pre-combustion and the main combustion.

  According to the present invention, since the main combustion is performed after the temperature and pressure in the expansion stroke cylinder are increased by the pre-combustion, the fuel injected for the main combustion can be burned more reliably and more suitably. . As a result, the internal combustion engine can be started more reliably.

  In the present invention, as in the first invention, the fuel injection amount for main combustion is set so that the air-fuel ratio of the air-fuel mixture formed at the time of main combustion is close to the stoichiometric air-fuel ratio. preferable.

  The pre-combustion may be performed once every time the internal combustion engine is started, or may be performed in a plurality of times.

  In the present invention, when pre-combustion is performed, it is preferable to fix the position of the piston in the expansion stroke cylinder.

  By fixing the position of the piston, it is possible to suppress the piston from being pushed down by the energy generated by the pre-combustion. Therefore, the temperature and pressure in the expansion stroke cylinder can be further increased by pre-combustion. As a result, the main combustion can be performed more reliably and more suitably.

  The pre-combustion is preferably stratified combustion. The stratified combustion here is combustion in which fuel injected for pre-combustion is distributed in a layered manner in the expansion stroke cylinder. That is, at the time of pre-combustion, combustion is performed in a state where a portion with a high fuel concentration and a portion with a thin fuel concentration are formed in the expansion stroke cylinder.

  In stratified combustion, the injected fuel is not widely diffused but distributed more in a part of the expansion stroke cylinder, so that even if the injected fuel is small, the fuel can be burned more reliably. . In other words, combustion can be performed with a smaller amount of fuel.

  Therefore, by making pre-combustion stratified combustion, the fuel injected for pre-combustion can be burned more reliably. In addition, pre-combustion can be performed with a smaller amount of fuel.

  On the other hand, the main combustion is preferably a homogeneous combustion. Homogeneous combustion here refers to combustion that is performed with fuel injected for main combustion being distributed substantially uniformly in the expansion stroke cylinder. That is, at the time of main combustion, combustion is performed in a state where the fuel concentration in the expansion stroke cylinder is substantially uniform.

  In homogeneous combustion, the injected fuel is widely diffused and burned, so that more oxygen in the expansion stroke cylinder can be used for combustion. Therefore, more fuel can be burned more reliably.

  Therefore, by making the main combustion homogeneous, more fuel can be burned more reliably than during the main combustion. As a result, more energy can be obtained, and thus the internal combustion engine can be started more reliably.

  In the present invention, when the moving means for moving the position of the piston in the expansion stroke cylinder is further provided, when the internal combustion engine is started and the position of the piston is not within the specified range, the moving means moves the piston. May be moved to a position within the specified range, and then pre-combustion may be performed.

  The moving means here is means for moving the position of the piston without burning the fuel in the expansion stroke cylinder.

  According to such a configuration, when starting the internal combustion engine, even if the position of the piston is not in a position where pre-combustion is possible, it is possible to perform pre-combustion by moving the piston. .

  According to the start method and start device for a direct injection internal combustion engine according to the present invention, in a direct injection internal combustion engine that starts by injecting fuel into a cylinder in an expansion stroke and burning the fuel, Starting can be performed more reliably.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a starting method and a starting device for a direct injection internal combustion engine according to the present invention will be described below with reference to the drawings.

<Schematic configuration of in-cylinder internal combustion engine>
FIG. 1 is a diagram showing a schematic configuration of a direct injection internal combustion engine according to the present embodiment. The cylinder injection internal combustion engine 1 (hereinafter simply referred to as the internal combustion engine 1) is a four-cylinder gasoline internal combustion engine.

  In the internal combustion engine 1, an intake passage 11 and an exhaust passage 12 are connected to the cylinder 2 so that each opening is opened to the combustion chamber. Further, the internal combustion engine 1 is provided with an intake valve 6 and an exhaust valve 7 for opening and closing openings of the intake passage 11 and the exhaust passage 12 to the combustion chamber. The intake valve 6 and the exhaust valve 7 are driven by the rotation of the intake side camshaft 8 and the exhaust side camshaft 9, respectively. The intake camshaft 8 and the exhaust camshaft 9 operate in conjunction with each other.

  A fuel injection valve 4 for injecting fuel into the cylinder 2 and a spark plug 5 for igniting the fuel injected from the fuel injection valve 4 are installed at the upper part of the cylinder 2.

  A piston 3 is slidably provided in the cylinder 2. The piston 3 is connected to the crankshaft 16 via the connecting rod 3, and the crankshaft 16 rotates as the piston 3 reciprocates. A flywheel 14 having a ring gear formed on the outer periphery is provided at the end of the crankshaft 16. The internal combustion engine 1 is provided with a starter 15 that operates using a motor as a drive source. The starter 15 is provided with a pinion formed so as to mesh with a ring gear formed on the flywheel 14, and the flywheel 14 rotates when the starter 15 is driven.

  Further, the internal combustion engine 1 is provided with a cam position sensor 22 that detects the cam angle of the intake camshaft 8 and a crank position sensor 21 that detects the crank angle of the crankshaft 16.

The internal combustion engine 1 configured as described above is provided with an electronic control unit (ECU) 20 for controlling the internal combustion engine 1. The ECU 20 is a unit that controls the operation state of the internal combustion engine 1 in accordance with the operation conditions of the internal combustion engine 1 and the request of the driver. The ECU 20 is electrically connected to various sensors such as the crank position sensor 21 and the cam position sensor 22, and these output signals are input to the ECU 20. The ECU 20 is electrically connected to the fuel injection valve 4, the spark plug 5, and the starter 15, and can control them.

<Starting control of internal combustion engine>
Next, start control of the internal combustion engine 1 according to the present embodiment will be described. In the following description, the cylinder 2 shown in FIG. 1 will be described as a cylinder in the expansion stroke when the internal combustion engine 1 is started.

  The ECU 20 controls the fuel injection valve 4 and the spark plug 5 when starting the internal combustion engine 1, so that first, in the cylinder 2, relatively small-scale combustion, that is, in a state where the fuel injection amount is small. Pre-combustion is performed. Then, after the temperature and pressure in the cylinder 2 are increased by the pre-combustion, the combustion in the cylinder 2 is larger in scale than the pre-combustion, that is, the fuel injection amount is larger than that in the pre-combustion. Main combustion that is combustion is performed. The piston 3 in the cylinder 2 is pushed down by the energy obtained by the pre-combustion and the main combustion, and the internal combustion engine 1 is started.

  In the present embodiment, the pre-combustion is performed so that the fuel injected from the fuel injection valve 4 for the pre-combustion is not diffused widely in the cylinder 2 but distributed more in the vicinity of the spark plug 5. Combustion. Then, the main combustion is a homogeneous combustion performed so that the fuel injected from the fuel injection valve 4 for the main combustion diffuses widely and is distributed substantially uniformly in the cylinder 2.

  Here, the start control routine of the internal combustion engine according to the present embodiment will be described based on the flowcharts shown in FIGS. This routine is stored in advance in the ECU 20 and is repeated every predetermined time after the ECU 20 is activated.

  In this routine, first, in S101, the ECU 20 determines whether or not the internal combustion engine 1 is stopped. Here, the stop of the internal combustion engine 1 may be a stop by turning off the ignition switch, or may be a stop by an automatic stop / starting device for automatically stopping / starting the internal combustion engine 1. Here, as a condition for determining that the internal combustion engine 1 is stopped, the engine speed of the internal combustion engine 1 derived from the detection value of the crank position sensor 21 is 0, or the fuel from the fuel injection valve 5 is A case where the injection and ignition by the spark plug 5 are stopped can be exemplified. If an affirmative determination is made in S101, the ECU 20 proceeds to S102, and if a negative determination is made, the ECU 20 once ends the execution of this routine.

  In S102, the ECU 20 determines whether there is a request for starting the internal combustion engine 1. Here, the start of the internal combustion engine 1 may be a start by turning on an ignition switch, or may be a start by an automatic stop / start device for automatically stopping / starting the internal combustion engine 1. Here, examples of the condition for determining that the internal combustion engine 1 is requested to start include a case where the ignition switch is turned from OFF to ON, a case where the accelerator pedal is depressed from a state where the accelerator opening is 0, and the like. If an affirmative determination is made in S102, the ECU 20 proceeds to S103, and if a negative determination is made, the ECU 20 once ends the execution of this routine.

  In S103, the ECU 20 determines which cylinder is the expansion stroke cylinder (here, cylinder 2) in the internal combustion engine 1 at the present time (before starting). Here, for example, the expansion stroke cylinder may be determined from the crank angle detected by the crank position sensor 21 and the cam angle detected by the cam position sensor 22.

Next, the ECU 20 proceeds to S104 and determines whether or not the position of the piston 3 in the cylinder 2 is within a specified range. Here, the specified range means that, if the position of the piston 3 is within the specified range, even if the temperature and pressure in the cylinder 2 are considerably lower than when the internal combustion engine 1 is operating, Pre-combustion is a possible range.

  When pre-combustion is performed, if the position of the piston 3 is too close to the top dead center, the oxygen in the cylinder 2 is insufficient. On the other hand, if the position of the piston 3 is too close to the bottom dead center, the oxygen in the cylinder 2 is excessive. Therefore, in any case, it becomes difficult to sufficiently burn the fuel injected for pre-combustion. In addition, the distribution in the cylinder 2 of the fuel injected for pre-combustion is a distribution capable of stratified combustion, regardless of whether the position of the piston 3 is too close to the top dead center or too close to the bottom dead center. It becomes difficult to do.

  That is, the specified range is a range in which the amount of oxygen in the cylinder 2 can sufficiently burn the fuel injected for the pre-combustion, and the fuel injected for the pre-combustion in the cylinder 2 The distribution is in a range that can be stratified combustion. This specified range is a range predetermined by experiment or the like (for example, 20 to 80 ° CA with top dead center being 0 ° CA).

  If a negative determination is made in S104, the ECU 20 proceeds to S105, where the flywheel 14 is rotated by the starter 15 and the crankshaft 16 is cranked to move the position of the piston 3 within the specified range. The ECU 20 repeats the processes of S104 and S105 until the position of the piston 3 is within the specified range. On the other hand, if an affirmative determination is made in S104, the ECU 20 proceeds to S106.

  In S106, the ECU 20 calculates a fuel injection amount fp injected from the fuel injection valve 4 for pre-combustion and an ignition interval tp from fuel injection during pre-combustion to ignition by the spark plug 5.

  Here, even if the temperature and pressure in the cylinder 2 are considerably lower than when the internal combustion engine 1 is operating, the fuel injection amount fp is as long as the position of the piston 3 is within the specified range. This is the amount of fuel that can be burned. Accordingly, the fuel injection amount fp is small. The fuel injection amount fp is determined by where the position of the piston 3 is within the specified range, and is decreased as the position is closer to the top dead center. The relationship between the fuel injection amount fp and the position of the piston 3 is obtained through experiments or the like and stored in the ECU 20 in advance.

  The ignition interval tp is set so that ignition is performed before the injected fuel is diffused widely into the cylinder 2. That is, by shortening the ignition interval tp, fuel diffusion is suppressed and stratified combustion becomes possible. Like the fuel injection amount fp, the ignition interval tp is determined by where the position of the piston 3 is within the specified range, and is shortened as it approaches the top dead center. The relationship between the ignition interval tp and the position of the piston 3 is obtained by experiments or the like and stored in the ECU 20 in advance.

  Next, the ECU 20 proceeds to S107 and calculates a combustion interval tpm which is an interval between the fuel injection timing at the time of pre-combustion and the fuel injection timing at the time of main combustion. If this combustion interval tpm is too short, pre-combustion may be hindered. On the other hand, if it is too long, the temperature and pressure in the cylinder 2 that has risen due to pre-combustion may start to decrease before main combustion is performed. There is. Therefore, the combustion interval tpm is determined so that the main combustion is performed when the increase in the temperature and pressure in the cylinder 2 due to the pre-combustion reaches the vicinity of the highest point, and the position of the piston 3 is determined. It is determined by where it is within the specified range. The relationship between the combustion interval tpm and the position of the piston 3 is obtained by experiments or the like and stored in the ECU 20 in advance.

  Next, the ECU 20 proceeds to S108, and calculates the fuel injection amount fm injected from the fuel injection valve 4 for main combustion and the ignition interval tm from the fuel injection in the main combustion to the ignition by the spark plug 5.

  Here, the fuel injection amount fm is larger than the pre-combustion fuel injection amount fp, and the air-fuel ratio of the air-fuel mixture formed at the time of main combustion is close to the stoichiometric air-fuel ratio. Therefore, the fuel injection amount fm is determined depending on the pre-combustion fuel injection amount fp and where the position of the piston 3 is within the specified range. The relationship between the fuel injection amount fm, the fuel injection amount fp, and the position of the piston 3 is obtained through experiments and stored in the ECU 20 in advance.

  Further, the ignition interval tm is set so that ignition is performed after the injected fuel is widely diffused in the cylinder 2. That is, by increasing the ignition interval tm, the fuel is widely diffused and homogeneous combustion is possible. As with the ignition interval tp, the ignition interval tm is determined by where the position of the piston 3 is within the specified range, and becomes shorter as it approaches the top dead center. The relationship between the ignition interval tm and the position of the piston 3 is obtained by experiments or the like and stored in the ECU 20 in advance.

  Next, the ECU 20 proceeds to S109 and fixes the crank angle of the crankshaft 16. Here, the crank angle is fixed by prohibiting the rotation of the flywheel 15 by the starter 15. In the case where a brake is provided separately from the starter 15, the crank angle may be fixed by the brake. When the crank angle is fixed, the position of the piston 3 in the cylinder 2 is fixed.

  Next, the ECU 20 proceeds to S110, and calculates a fixed release interval tk that is a time from the fuel injection timing at the time of main combustion until the fixed crank angle is released. That is, the fixing of the crank angle is continued until the fixing release interval tk elapses after the main combustion is performed after the fixing is started in S109. If the unlocking interval tk is too short, the rise in the temperature and pressure in the cylinder 2 at the time of main combustion may be hindered. On the other hand, if it is too long, the energy obtained by the main combustion is used to start the internal combustion engine 1. There is a possibility that it cannot be used efficiently. Therefore, this fixed release interval tk is determined so that the main combustion is performed more favorably and the energy obtained by the main combustion is more efficiently used for starting the internal combustion engine 1. It is determined by where the position of 3 is within the specified range. The relationship between the unlocking interval tk and the position of the piston 3 is obtained by experiments or the like and stored in the ECU 20 in advance.

  Next, the ECU 20 proceeds to S111, injects the fuel injection amount fp from the fuel injection valve 4, and executes pre-combustion by igniting the fuel with the spark plug 5 after the ignition interval tp has elapsed from the fuel injection.

  The ECU 20 that has executed the pre-combustion proceeds to S112, and determines whether or not the combustion interval tpm has elapsed from the fuel injection timing during the pre-combustion. If a negative determination is made in S112, the ECU 20 repeats S112. On the other hand, if a positive determination is made in S112, the ECU 20 proceeds to S113.

  In S113, the ECU 20 injects the fuel injection amount fm from the fuel injection valve 4, and executes main combustion by igniting the fuel with the spark plug 5 after the ignition interval tm has elapsed from the fuel injection.

The ECU 20 that has executed main combustion proceeds to S114, and determines whether or not the fixed release interval tk has elapsed from the fuel injection timing during main combustion. If a negative determination is made in S114, the ECU 20 repeats S114. On the other hand, if an affirmative determination is made in S114, the ECU 20 proceeds to S115.

  In S115, the ECU 20 releases the fixed crank angle.

  Next, the ECU 20 proceeds to S116 and determines whether or not the internal combustion engine 1 has been started. Here, as a condition for determining that the start of the internal combustion engine 1 is completed, a case where the engine speed of the internal combustion engine 1 is equal to or greater than a predetermined value can be exemplified. If an affirmative determination is made in S116, the ECU 20 temporarily stops the execution of this routine. On the other hand, if a negative determination is made in S116, the ECU 20 proceeds to S117.

  In S117, the ECU 20 drives the starter 15 to start the internal combustion engine 1 using the starter 15. The ECU 20 repeats the processes of S116 and S117 until the start of the internal combustion engine 1 is completed. That is, even when the internal combustion engine 1 cannot be started by the pre-combustion and the main combustion, the internal combustion engine 1 can be started by the starter 15.

  According to the present embodiment, when the internal combustion engine 1 is started, the temperature and pressure in the cylinder 2 are increased by pre-combustion and then the main combustion is performed, so that the fuel injected for the main combustion is more reliably supplied. And it can be made to burn more suitably. As a result, the internal combustion engine 1 can be started more reliably.

  Further, when performing the pre-combustion, the position of the piston 3 in the cylinder 2 is fixed, so that it is possible to suppress the piston 3 from being pushed down by the energy generated by the pre-combustion. Therefore, the temperature and pressure in the cylinder 2 can be further increased by pre-combustion. As a result, the main combustion can be performed more reliably and more suitably.

  Further, by making the pre-combustion stratified combustion, the fuel injected for the pre-combustion can be burned more reliably. In addition, pre-combustion can be performed with a smaller amount of fuel. Furthermore, by making the main combustion homogeneous, more fuel can be burned more reliably during the main combustion. As a result, more energy can be obtained, and thus the internal combustion engine 1 can be started more reliably.

  Further, when starting the internal combustion engine 1, even if the position of the piston 3 is not in a position where pre-combustion is possible, pre-combustion can be performed by moving the piston 3.

  In this embodiment, the pre-combustion is performed once every time the internal combustion engine is started. However, the pre-combustion may be performed in a plurality of times.

The figure which shows schematic structure of the cylinder injection type internal combustion engine which concerns on the Example of this invention. The flowchart figure which shows a part of start control routine of the direct injection internal combustion engine which concerns on the Example of this invention. The flowchart figure which shows a part of start control routine of the direct injection internal combustion engine which concerns on the Example of this invention.

Explanation of symbols

1 ... In-cylinder injection internal combustion engine (internal combustion engine)
2. Cylinder (expansion stroke cylinder)
3. Piston 4 ... Fuel injection valve 5 ... Spark plug 8 ... Intake side camshaft 9 ... Exhaust side camshaft 14 ... Flywheel 15 ... Starter 16 ... Crankshaft 20 ...・ ECU
21 ・ ・ Crank position sensor 22 ・ ・ Cam position sensor

Claims (4)

Fuel injection means for directly injecting fuel into the cylinder;
Ignition means for igniting the fuel injected by the fuel injection means;
A starter for a cylinder injection internal combustion engine comprising:
When the cylinder injection internal combustion engine is started, when the position of the piston in the cylinder in the expansion stroke is within a specified range in the cylinder injection internal combustion engine in a stopped state, the cylinder A predetermined amount of fuel is injected by the fuel injection means, and pre-combustion is performed by igniting the injected fuel by the ignition means. Thereafter, while the cylinder is in the expansion stroke, the fuel injection means Injecting more fuel than during pre-combustion, performing main combustion by igniting the injected fuel by the ignition means , and
A starter for a direct injection internal combustion engine, further comprising piston fixing means for fixing a position of the piston in the cylinder in the expansion stroke when performing the pre-combustion . The pre-combustion, direct injection internal combustion engine according to claim 1, characterized in that the fuel injected for the pre-combustion and stratified charge combustion is performed distributed in layers in the cylinder in the expansion stroke Starting device. The in-cylinder according to claim 1 or 2 , wherein the main combustion is homogeneous combustion in which fuel injected for the main combustion is distributed substantially uniformly in a cylinder in the expansion stroke. A starter for an injection internal combustion engine. A piston moving means for moving the position of the piston;
When starting the in-cylinder injection internal combustion engine, if the position of the piston in the cylinder in the expansion stroke is not within the specified range, the piston moving means moves the piston to a position within the specified range. The starter for a direct injection internal combustion engine according to any one of claims 1 to 3 , wherein the start combustion is performed and then the pre-combustion is performed.

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