JPH08177684A - Fuel injection valve and internal combustion engine device provided with this fuel injection valve - Google Patents

Abstract

PURPOSE: To perform stable combustion over a wide operating range further to reduce a harmful component in exhaust gas. CONSTITUTION: In a fuel injection valve 80, a spread atomized angle can be changed of fuel injected from this fuel injection valve. The fuel injection valve 80 is mounted in a cylinder 17 so as to directly inject fuel from this fuel injection valve 80 into a cylinder chamber 12. The spread atomized angle of fuel is widened with fuel from the fuel injection valve 80 facing in a direction of a terminal of a spark plug 40, to form a good mixture in the vicinity of this terminal, at partial load time, and the spread angle of fuel is narrowed also to advance the fuel injection timing with mixing in air accelerated, at high load time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection valve for directly injecting fuel into a cylinder of a 4-cycle engine, and an internal combustion engine device equipped with this fuel injection valve.

[0002]

2. Description of the Related Art Conventionally, as an internal combustion engine for directly injecting fuel into a cylinder, there is, for example, one described in JP-A-60-30420.

This internal combustion engine is equipped with a fuel injection valve whose fuel injection direction is directed toward the spark plug, and an air injection valve which injects air so as to interfere with the fuel injected from this fuel injection valve. It is a thing. In this technology, when the load is low, that is, when the fuel injection amount is small, fuel is injected from the fuel injection valve toward the ignition plug, and air is injected into the fuel from the air injection valve to concentrate the fuel around the ignition plug. The fuel is supplied to the fuel tank to achieve lean combustion and reduce pumping loss.

[0004]

However, such a conventional technique has a problem that an additional air injection valve is required and the manufacturing cost increases. Further, in recent years, it has been desired to reduce the emission of unburned hydrocarbons as low as possible as a measure against pollution.

The present invention has been made by paying attention to such conventional problems, and it is possible to suppress an increase in manufacturing cost as much as possible and to suppress unburned hydrocarbon emission as low as possible and to cover a wide operating range. An object of the present invention is to provide a fuel injection valve capable of realizing stable combustion and an internal combustion engine device including the fuel injection valve.

[0006]

A fuel injection valve for achieving the above object includes a fuel passage having one end serving as a fuel inlet and the other end serving as a fuel injection port, and the fuel passage. A valve body moving space formed in the middle of the passage, a valve casing provided inside, a valve body movably arranged in the valve body moving space in the valve casing, and the valve body A valve body position adjusting means for adjusting the position of the valve body in the moving space, and as the fuel passage formed in the valve casing, the spread angle of the fuel sprayed therethrough is predetermined. The valve body has a narrow-angle spray passage having a specific angle and a wide-angle spray passage through which the spread angle of fuel sprayed is larger than the specific angle, and the valve body has the narrow-angle spray passage. The fuel flows and the The narrow-angle spray position where the fuel does not flow in the spray passage, the wide-angle spray position in which the fuel flows in the wide-angle spray fuel passage, and the fuel in the narrow-angle spray fuel passage and the wide-angle spray fuel passage A valve body moving space of the valve casing is formed so as to be movable between a valve closing position where no flow occurs, and the valve body position adjusting means includes a narrow angle spraying position, a wide angle spraying position, and a valve closing position. The valve body can be moved between them.

Here, the fuel injection valve has a space inlet side passage for guiding the fuel from the fuel inlet into the valve body moving space as the fuel passage, and the fuel in the valve body moving space for the fuel. A space outlet side passage leading to an outlet, and the space outlet side passage is formed in a cylindrical shape around an imaginary axis (hereinafter, referred to as an injection center axis) that is oriented in a certain direction, and the space inlet. The side passage is divided into two immediately before reaching the valve body moving space, and one passage of the two divided passages has the fuel flowing from the passage into the valve body moving space from the injection center axis. It is formed to rotate as a center,
The other passage is formed so that fuel flowing from the passage into the valve body moving space flows from the one passage to weaken the swirling force of the fuel swirling in the valve body moving space. The wide-angle spray passage may be formed, and the other passage may be the narrow-angle spray passage.

Further, the fuel injection valve has a space inlet-side passage for guiding the fuel from the fuel inlet into the valve body moving space as the fuel passage, and the fuel in the valve body moving space for the fuel outlet. A plurality of space outlet side passages, each of which forms the fuel outlet, and a plurality of the space outlet side passages of the plurality of space outlet side passages are formed. The side passage extends in a direction that forms a predetermined specific angle with respect to an imaginary axis (hereinafter, referred to as an injection center axis) that faces a certain direction, and the remaining space outlet side passages of the other groups are: The group of space outlet-side passages forms the narrow-angle spray passage, and the group of outlet-side passages extends in a direction that forms an angle larger than the specific angle with respect to the injection center axis. It is characterized by forming a wide-angle spray passage. Good.

An internal combustion engine device for achieving the above object is a four-cycle engine having a cylinder, a piston that reciprocates inside the cylinder, and an ignition plug that scatters sparks inside the cylinder, and the fuel injection. Valve and
Injection timing adjusting means for adjusting the timing at which fuel is injected from the fuel injection valve, fuel injection amount calculating means for obtaining the fuel injection amount injected from the fuel injection valve, and the fuel obtained by the fuel injection amount calculating means The fuel injection timing adjusting means is instructed to change the timing of injecting fuel from the fuel injection valve according to whether or not the injection amount reaches a predetermined value, and the valve body of the fuel injection valve is also instructed. Control means for instructing the position adjusting means to change the position of the valve element, the fuel injection valve is capable of directly injecting fuel into the cylinder, and the valve element is in the wide-angle spray position. The fuel is injected into the cylinder so that it is directed toward the terminals of the spark plug when the cylinder is in the position.

In the four-cycle engine of the internal combustion engine device, in the process in which the piston reciprocates and repeats the intake process, compression process, expansion process, and exhaust process, the compression stroke in the compression process is more than that in the compression stroke. It may have a mirror cycle executing means for increasing the expansion stroke in the expansion step.

[0011]

The fuel injection timing and the fuel spray angle are related to the concentration of hydrocarbons discharged from the engine.
Further, there is a certain relationship between the conversion efficiency of the catalyst and the hydrocarbon concentration in the exhaust gas. Therefore, if these relationships are investigated in advance and the fuel injection valve of the present invention is used to control the fuel injection timing and the fuel spray angle, the harmful substances in the exhaust gas can be efficiently removed. You can

Further, in the present invention, in-cylinder injection is executed. Therefore, it is possible to prevent the fuel from adhering to the inner surface of the intake pipe or the upper surface of the intake valve, so that it is possible to reliably supply the target fuel amount into the cylinder chamber at the target time. Furthermore, by avoiding the fuel from adhering to the inner surface of the intake pipe or the upper surface of the intake valve, it is not necessary to increase the compression temperature in order to increase the evaporation rate of the fuel, resulting in a higher filling air amount and a higher engine output. Not only can it be improved, but also knock resistance can be improved.

Further, at the time of partial load, the spray angle of the fuel is widened so that the fuel from the fuel injection valve is directed toward the terminal of the spark plug to form a good air-fuel mixture near this terminal, At the time of load, since the spread angle of fuel is narrowed and the fuel injection timing is advanced to promote mixing with air, stable combustion can be achieved over a wide operating range without providing a separate fuel injection valve as in the prior art. Can be achieved.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Various embodiments according to the present invention will be described below with reference to the drawings. First, an internal combustion engine device according to the present invention will be described.

FIG. 1 shows an internal combustion engine (engine) of this embodiment.
Also, a configuration example around the engine is shown. The engine of this embodiment is a 4-cylinder mirror cycle gasoline engine 1
0. An intake port 13 and an exhaust port 14 are formed in the cylinder head of the engine 10, and an intake pipe 20 and an exhaust pipe 30 are connected to each. A fuel injection valve 80 and a spark plug 40 are further provided on the cylinder head. An intake valve 15 is provided at the intake port 13.
The exhaust port 14 is provided with an exhaust valve 16. The intake pipe 20 is provided with a throttle valve 21 for adjusting the flow rate of air passing therethrough. On the other hand, the exhaust pipe 30 is provided with a catalytic converter 31 for removing harmful components from the exhaust gas passing through the exhaust pipe 30. A water jacket 18 is provided on the outer periphery of the cylinder 17 for containing cooling water. The water jacket 18 is connected to a radiator (not shown) by a pipe so that cooling water circulates between the radiator and the radiator (not shown).

The intake valve 15 and the exhaust valve 16 include
An intake / exhaust valve drive mechanism 50 is connected. Further, a fuel distributor (injection timing adjusting means) 60 for adjusting the flow rate and the supply timing of the fuel supplied to each cylinder is connected to the fuel injection valve 80 of each cylinder. The throttle valve 21 is connected to the accelerator pedal 23 by a wire 22 so as to operate in association with the operation amount of the accelerator pedal 23. The spark plug 40 includes a spark plug drive circuit 41.
Is connected. Intake / exhaust valve drive mechanism 50, fuel distributor 60, fuel injection valve 80, and spark plug drive circuit 4
A control unit (ECU) 90 that outputs a control signal to these is connected to 1.

The intake pipe 20 is provided with an air flow meter 91 for detecting a mass flow rate A of air passing therethrough. On the other hand, the exhaust pipe 30 is provided with an exhaust gas thermometer 94 for detecting the temperature of the exhaust gas Tg passing therethrough. Also,
The water jacket 18 is provided with a cooling water thermometer 93 that detects the temperature of the cooling water Tw. The throttle valve 21 has a throttle opening meter 92 for detecting its opening.
Is provided. A crankshaft (not shown) of the engine 10 is provided with an engine revolution counter 95 for detecting the revolution speed (engine revolution speed).

An air flow meter 91, a throttle opening meter 92,
The cooling water thermometer 93 and the exhaust gas thermometer 94 are connected to the control unit 90 so that detection signals from these instruments can be output to the control unit 90. The control unit 90
In the so-called microcomputer, each instrument 91, 92,
A / which converts the analog signal from ... into a digital signal
D converter (not shown), ROM (not shown) in which various programs are stored, ROM
A CPU (not shown) that executes various calculations based on the programs stored in the RAM, a RAM (not shown) that temporarily stores the detection results from each instrument, the calculation results by the CPU, and the like. ) And the like. This control unit 90 is a distributor 6 which is a fuel injection amount calculation means for obtaining a fuel injection amount and a fuel injection timing adjustment means.
0 and the fuel injection valve 80 and the like constitute a control means for outputting a control signal.

As shown in FIG. 2, the intake pipe 20 is linearly formed in the vicinity of the intake port 13 of the engine 10. Here, the intake pipe 2 near the intake port 13
The relationship between the radius of curvature R of 0 and the pressure loss is as shown in FIG.
That is, when the radius of curvature R of the intake pipe 20 is set to 10 cm, the pressure loss in the intake pipe 20 becomes 1 × 10 ³ Pa, which is almost the minimum value. Almost never gets smaller. Radius of curvature R
The value of 1 × 10 ³ Pa for the pressure loss at 10 cm does not affect the output of the engine 10 at all. Therefore, in this embodiment, the intake port 1
The radius of curvature R of the intake pipe 20 in the vicinity of 3 is made slightly larger than 10 cm to avoid air flow separation and reduce pressure loss as much as possible. As a result, the amount of air filled into the engine 10 increases, and the output of the engine 10 improves.

In this embodiment, as shown in FIG. 4, an intake valve 15 and an exhaust valve 16 per cylinder (only the intake valves 15a and 15b are shown in the figure).
2 are provided for each. The intake / exhaust valve drive mechanism 50 operates these valves 15 and 16 at an appropriate time. The intake / exhaust valve drive mechanism 50 is
Crankshaft of engine 10 (not shown)
And a cam 52 that is connected by a timing chain, a cam 52 that rotates by the rotation of the cam shaft 51, one end contacts the peripheral surface of the cam 52, and the other end contacts the valves 15a, 15b. Rocker arms 53a and 53b that come into contact with the stem head and rocker shafts 54a and 54b that swingably support the rocker arms 53a and 53b. Rocker arm 53
a and 53b have one end swinging along the circumferential surface of the cam, and the other end pushing the stem heads of the valves 15a and 15b to operate the valves 15a and 15b. The lift amount and the operation timing of the valves 15a and 15b are changed by changing the profile of the cam 52.
It can be adjusted. The operation timing of the valve will be described later. 1 and 4, the drive mechanism for the exhaust valve 16 is not shown, but the basic structure is the same as the drive mechanism for the intake valve 15 shown in FIG.

In this embodiment, as shown in FIG. 4, a fuel injection valve 80 is arranged so that fuel can be directly injected into the cylinder chamber 12 of the engine 10. In the intake port fuel injection method found in a general gasoline engine, fuel adheres to the inner surface of the intake pipe 20 and the upper surface of the intake valve 15, so that a desired amount of fuel can be sent into the cylinder chamber at a desired time. Therefore, combustion in the cylinder chamber may become unstable. Especially when the lift of the intake valve 15 is small
(1.8 mm or less), the fuel retained on the upper surface of the intake valve 15 intermittently enters the cylinder chamber, and combustion becomes unstable,
As shown in FIG. 5, the engine rotation tends to be unstable. Therefore, in this embodiment, in-cylinder injection of fuel is performed,
The fuel is prevented from adhering to the inner surface of the intake pipe 20 and the upper surface of the intake valve 15. Further, in the present embodiment, the two intake valves 15a and 15b are used during the intake stroke at low speed.
Among these, the operation of one intake valve 15b is temporarily stopped, the other intake valve 15a is opened, and the cylinder chamber 1
A swirl flow is formed in 2 to promote combustion. As a result, as shown in FIG. 5, in this embodiment, the engine speed during idling is extremely stable.

As shown in FIG. 6, the fuel injection valve 80 has a valve body 86 and a position adjuster 87 for adjusting the position of the valve body 86.
And the valve casing 81 that covers the fuel passages 82 and 83 and the valve body moving space 85 and covers them. One end of each of the fuel passages 82 and 83 serves as a fuel inlet (not shown), and the other end serves as a fuel injection port 84. A valve body moving space 85 is formed in the middle of the fuel passages 82 and 83, and the fuel also flows into the valve body moving space 85. That is, a part of the valve body moving space 85 also serves as a fuel passage. A passage (hereinafter referred to as a valve body space outlet side passage) 83 from the valve body moving space 85 to the fuel injection port 84.
Is formed in a cylindrical shape. The passage 82 from the fuel inlet to the valve body moving space 85 (hereinafter referred to as the valve body space inlet side passage) 82 is divided into two immediately before reaching the valve body moving space 85. One of the two divided passages 82a and 82b (hereinafter referred to as a wide-angle spray passage) 8
2a extends in a direction perpendicular to the central axis C of the cylindrical outlet-side passage 83, and the other passage (hereinafter referred to as a narrow-angle spray passage) 82b forms an obtuse angle with respect to the central axis of the outlet-side passage 83. It extends in the direction of eggplant. The valve body 86 has a valve closed position that closes the valve movement space side opening of the valve body space outlet side passage 83, and the valve body movement space side opening of the wide angle spray passage 82a, while the narrow angle spray passage 82b is open. A wide-angle spraying position that closes the valve body moving space side opening (state of FIG. 6), and a narrow opening where the valve body moving space side opening of the wide angle spraying passage 82a and the valve body moving space side opening of the narrow angle spraying passage 82b are opened. It is provided in the valve body moving space 85 so as to be movable to the angular spray position (state of FIG. 7). The position adjuster 87 includes a small stepping motor 87a to which a control signal from the ECU 90 is input, and the stepping motor 8a.
It has a stopper 87b which operates by driving 7a.
In the position adjuster 87, the stopper 87b contacts the valve body 86 to position the valve body 86 at a target position. Specifically, the position adjuster 87 positions the valve element 86 at the valve closed position, the wide-angle spray position, and the narrow-angle spray position described above in response to the signal from the ECU 90.

When the valve body 86 is located at the valve closed position, fuel cannot flow from the valve body moving space 85 to the outlet side passage 83, and fuel is not injected from the valve 80. Valve 8
When 6 is located at the wide-angle spray position, the wide-angle spray passage 8 extending in a direction perpendicular to the outlet-side passage 83 is provided.
Only 2a is open. Therefore, this wide-angle spray passage 8
When the fuel is discharged from 2a, the fuel becomes a swirl flow in the valve body moving space 85, and is injected in a conical shape from the fuel injection port 84 via the outlet side passage 83. Further, when the valve body 86 is located at the narrow-angle spray position, the wide-angle spray passage 82a and the narrow-angle spray passage 82b are open. Since the narrow-angle spray passage 82b extends in a direction forming an obtuse angle with respect to the outlet-side passage 83, the swirling force of the fuel discharged from the wide-angle spray passage 82a is weakened. Therefore, the spread spray angle of the fuel discharged from the fuel injection port 84 becomes narrower when the valve body 86 is located at the narrow-angle spray position than when it is located at the wide-angle spray position. Specifically, as shown in FIG. 6, when the valve body 86 is located at the wide-angle spray position, the fuel spray spread angle is 120 °, and when the valve body 86 is located at the narrow-angle spray position. The spread spray angle of the fuel is 60 °.

Since the engine 10 of this embodiment is a four-cylinder engine as described above, a fuel injection valve 80 is provided for each cylinder, that is, a total of four fuel injection valves 80 are provided. As shown in FIG. 1, on the upstream side of each fuel injection valve 80, fuel from a fuel tank (not shown) and a fuel pump (not shown) is supplied to each fuel injection valve 80.
There is provided a distributor 60 for distributing to.

As shown in FIG. 11, the distributor 60 includes a distributor casing 61, a plunger 66 that reciprocates while rotating in the casing 61, and a plunger 66.
Plunger drive mechanism 7 that reciprocates while rotating
0, a fuel flow rate adjusting mechanism 68 for adjusting the amount of fuel supplied to each fuel injection valve 80, and a fuel injection timing adjusting mechanism 76 for adjusting the supply timing of fuel supplied to each fuel injection valve 80. ing.

The distributor casing 61 has a plunger moving space 65, one fuel inlet 62 communicating with the plunger moving space 65, and four fuel inlets 80a, ..., 80d communicating from the plunger moving space 65. , 63d (shown in FIG. 13) are formed. The casing fuel inlet 62 is connected to a fuel pump (not shown). The plunger 66 has a cylindrical shape, and the fuel main passage 6 is provided at a position corresponding to the central axis thereof.
7 are formed. A fuel inlet 67a is formed at one end of the fuel main passage 67 to guide the fuel flowing from the fuel inlet 62 of the distributor casing 61 into the plunger moving space 65 into the fuel main passage 67 of the plunger 66. At the other end, a fuel discharge port 67b for returning the fuel having entered the main fuel passage 67 to a fuel tank (not shown) is formed. Plunger fuel outlets 67c, 67d leading to the casing fuel outlets 63a, ..., 63d are formed in the middle of the main fuel passage 67. The plunger fuel outlets 67c and 67d include a first fuel outlet 67c and a second fuel outlet 67d, and both 67c and 67d are symmetrical with respect to the central axis of the plunger 66 and the center of the plunger 66. There is a slight deviation in the direction in which the shaft extends.

The plunger drive mechanism 70 includes a cam disk 71 fixed to the end of the plunger 66, a roller 72 in contact with the surface of the cam disk 71 from the outer circumference, and a roller for rotatably supporting the roller 72. The support plate 73, the camshaft 74 connected to the crankshaft of the engine 10 via a timing belt, and one end thereof are connected to the camshaft 74 so as to be movable in the central axis direction of the plunger 66. The other end has a connecting rod 75 fixed to the cam disk 71. The crankshaft of the engine 10 and the camshaft 74 are connected so that the camshaft 74 makes two rotations when the crankshaft makes one rotation. Therefore, the engine 10
When the crankshaft of the
4, via the connecting rod 75 and the cam disk 71, the plunger 66 makes two rotations about its central axis. On the surface from the outer periphery of the cam disk 71, four convex portions 71a, 7a
1b, ... Are formed. The roller 72 has the convex portion 7
It is arranged so as to come into contact with 1a, 71b, .... Therefore, when the cam shaft 74 makes one revolution, the cam disc 71 and the plunger 66 fixed thereto reciprocate four times while making one revolution.

The fuel flow rate adjusting mechanism 68 has an annular shape so as to come into contact with the outer circumference of the cylindrical plunger 66, and can reciprocate between a position where the plunger fuel discharge port 67b is closed and a position where the fuel discharge port 67b is opened. Flow control ring 68a
And an electromagnetic solenoid 68b for reciprocating the ring 68a, and a connecting rod 68c for connecting the electromagnetic solenoid 68b and the flow rate adjusting ring 68a.

The fuel injection timing adjusting mechanism 76 has an annular shape so as to contact the outer circumference of the cylindrical plunger 66, and opens the first plunger fuel outlet 67c while closing the second plunger fuel outlet 67d. An injection timing adjusting ring 77 capable of reciprocating between a position and a plunger second injection position that closes the plunger first fuel outlet 67c while opening the plunger second fuel outlet 67d, and reciprocally moves the ring 77. It has an electromagnetic solenoid 78 for causing it and a connecting rod 79 for connecting the electromagnetic solenoid 78 and the injection timing adjusting ring 77. As shown in FIG. 13, the injection timing adjusting ring 77 is formed with communication holes 77a, ..., 77d that communicate with the respective fuel outlets 63a, ..., 63d of the casing 61 at the first injection position.

The fuel distributor 60 introduces the fuel from the casing fuel inlet 62 into the plunger moving space 65 by the reciprocating movement of the plunger 66 due to the rotation of the cam shaft 74, while flowing into the plunger moving space 65. , 63d through the fuel main passage 67 of the plunger 66 and the communication holes 77a, ..., 77d of the injection timing adjusting ring 77 from the casing fuel outlets 63a ,. Of the plurality of casing fuel outlets 63a, ..., 63d, the fuel outlet from which the fuel flows out is determined by the rotation angle of the plunger 66 with respect to the casing 61. As shown in FIG. 13, the fuel distributor 60 causes the first cylinder fuel injection valve 8 to rotate by the rotation of the plunger 66.
0a, the fuel injection valve for the third cylinder 80c, the fuel injection valve for the fourth cylinder 80d, and the fuel injection valve for the second cylinder 80b are distributed in this order to the fuel injection valves.

The amount of fuel flowing out from the casing fuel outlets 63a, ..., 63d is adjusted by the fuel flow rate adjusting mechanism 68. The fuel that has flowed into the plunger fuel main passage 67 from the plunger fuel inlet 67a is not only the plunger fuel outlets 67c and 67d but also the plunger fuel outlet 6
It can also flow out from 7b. Therefore, by appropriately moving the flow rate adjusting ring 68a of the fuel flow rate adjusting mechanism 66,
The fuel flowing out from the plunger fuel discharge port 67b is adjusted, and indirectly, the amount of fuel flowing out of the casing 61 from the plunger fuel outlets 67c, 67d through the casing fuel outlets 63a, ..., 63d is adjusted. The fuel discharged from the plunger fuel discharge port 67b is returned to the fuel tank.

The fuel supply timing from the fuel distributor 60 to each fuel injection valve 80 is adjusted by the fuel injection timing adjusting mechanism 76. For example, as shown in FIGS. 11 and 13, the position of the plunger first fuel outlet 67c and the position of the casing fuel outlet 63a for the first cylinder coincide with each other, and the injection timing adjusting ring 77 is located at the first injection position. During the operation, the plunger first fuel outlet 67c and the casing fuel outlet 63a for the first cylinder communicate with each other through the communication hole 77a of the injection timing adjusting ring 77. Therefore, the fuel in the fuel main passage 67 of the plunger 66 is injected into the fuel for the first cylinder through the plunger first fuel outlet 67c, the communication hole 77a of the ring 77, and the casing fuel outlet 63a for the first cylinder. It is supplied to the valve 80a. Even if the position of the plunger first fuel outlet 67c and the position of the casing fuel outlet 63a for the first cylinder coincide with each other, as shown in FIG. 14, the injection timing adjusting ring 77 is located at the second injection position. During this, the plunger first fuel outlet 67c is closed by the injection timing adjusting ring 77, the plunger second fuel outlet 67d is opened, and the plunger second fuel outlet 67c is opened.
d and the casing fuel outlet 63d for the fourth cylinder communicate with each other. Therefore, the fuel in the fuel main passage 67 of the plunger 66 is supplied to the fuel injection valve 80d for the fourth cylinder via the plunger second fuel outlet 67d and the casing fuel outlet 63d for the fourth cylinder. In this way, by moving the injection timing adjusting ring 77, fuel is not supplied to the first cylinder fuel injection valve 80a at the time when fuel is supplied to the first cylinder fuel injection valve 80a, and the fourth cylinder Fuel can be supplied to the fuel injection valve 80d. In other words, by operating the fuel injection timing adjustment mechanism 76, as shown in FIG.
° Can be changed.

Here, the Miller cycle adopted by the engine 10 of this embodiment will be briefly described with reference to FIG. A normal four-cycle engine basically has the same stroke length as the compression stroke and the expansion stroke, but the Miller cycle engine 10 increases the expansion stroke with respect to the compression stroke in order to increase the effective work of the engine. That is, (expansion stroke) / compression stroke> 1.

In this embodiment, in order to increase the expansion stroke with respect to the compression stroke, it is realized by controlling the opening / closing timing of the intake valve 15. Specifically, first, the intake valve 15 opens, the piston 11 descends,
Air enters the cylinder chamber 12 (FIG. 17 (a)). The piston 11 reaches the bottom dead center ((b) in the figure), and then the piston 11 slightly moves up and then the intake valve 15 is closed ((c) in the figure). The compression process is from the time when the intake valve 15 is closed until the piston 11 reaches the top dead center. The ignition of the fuel is executed immediately before the piston 11 reaches the top dead center ((d) in the same figure). Piston 11
When it reaches top dead center, is pushed down by the force of the fuel explosion ((e) in the figure). The expansion process is a period from when the piston 11 reaches the top dead center to the bottom dead center ((f) in the same figure). The exhaust valve 16 opens just before the piston 11 reaches the bottom dead center. The piston 11 starts to move up again, and the exhaust gas in the cylinder chamber 12 is exhausted to the exhaust pipe 30 (FIG. 9 (g)).

As described above, in this embodiment, in the process of changing from the intake stroke to the compression stroke, the intake valve 15 is kept open even though the piston 11 begins to rise and the volume in the cylinder chamber begins to decrease. , By closing the intake valve 15 later than the normal 4-cycle engine, the compression stroke is made smaller than the expansion stroke,
In other words, the expansion stroke is made larger than the compression stroke. The control of the opening / closing timing of the intake valve 15 is realized by changing the profile of the cam 52 of the valve drive mechanism 50 as described above.

In the Miller cycle, the compression stroke is small and the compression ratio is small, so that the compression temperature usually decreases, and the evaporation rate of the fuel tends to decrease.
Therefore, there is a drawback that the fuel may not be combusted at the target air-fuel ratio. On the other hand, when the compression temperature is low, there is an advantage that knocking hardly occurs.

Therefore, in the present embodiment, in order to solve this drawback, in-cylinder injection for directly injecting fuel into the cylinder chamber 12 is performed as described above. Normally, in the intake port injection, in order to promote the evaporation of fuel in the intake port portion, specifically, specifically, the inner peripheral surface of the intake pipe 20 and the intake valve 15
The temperature of the intake valve 15 and the cylinder head is raised in order to vaporize the fuel adhering to the back surface (the surface opposite to the surface facing the cylinder chamber). For this reason, in the intake port injection, a decrease in the amount of filled air due to a rise in temperature and a decrease in output due to knocking tend to occur. On the other hand, in the present embodiment, since the fuel is directly injected into the cylinder chamber 12, the fuel does not adhere to the intake port portion, and the compression temperature is increased to increase the evaporation rate of the fuel. There is no need. Further, since it is not necessary to raise the compression temperature, it is possible to avoid the drawback of the intake port injection, that is, the reduction of the output due to the reduction of the filling air amount or the knocking. That is, in the present embodiment, the knock resistance can be improved, and the output of the engine 10 can also be improved as a result of the increased amount of filled air.

In normal intake port injection, the intake valve 1 is delayed by 30 ° or more in crank angle from the intake bottom dead center.
When the valve No. 5 is closed, the compression temperature decreases, and as a result, the evaporation rate of the fuel decreases, and the combustion of the engine 10 becomes unstable. On the other hand, in the present embodiment, even if the intake valve 15 is closed by delaying the crank angle by 30 ° or more from the intake bottom dead center,
Since in-cylinder injection is performed, stable combustion can be maintained for the reasons described above. Therefore, the compression work, which is the purpose of the Miller cycle, can be significantly reduced. It should be noted that closing the intake valve 15 by delaying the crank angle by 30 ° or more from the intake bottom dead center means, in other words, closing the intake valve 15 within 150 ° at the front crank angle from the compression top dead center.

FIG. 9 shows the relationship between the injection timing and the hydrocarbon concentration in the exhaust gas for each of the fuel spray angles by the fuel injection valve 80 of this embodiment described above. In the figure, the injection timing 0 ° on the horizontal axis represents the compression top dead center. As shown in the figure, when the spread angle of the fuel is set to 120 °, as the injection timing is delayed (changing the injection timing toward the compression top dead center (0 °)), hydrocarbons in the exhaust gas The concentration increases, and the injection timing is about -100 ° in crank angle from the compression top dead center (0 °).
The hydrocarbon concentration becomes the highest when the above is set, and if the injection timing is delayed any more, the hydrocarbon concentration becomes lower conversely. Further, when the spread angle of the fuel is set to 60 °, even if the injection timing is delayed, the hydrocarbon concentration remains at the fuel concentration until the injection timing reaches from the compression top dead center (0 °) to the crank angle of about −40 °. Is lower than the hydrocarbon concentration when the divergence spray angle is 120 ° and hardly changes. As described above, until the injection timing becomes approximately −40 ° at the crank angle from the compression top dead center (0 °), the hydrocarbon concentration is higher at 120 ° than when the fuel spread angle is 60 °. This is because the amount of fuel adhering to the wall surface of the cylinder 17 is larger when the spread angle of fuel is 120 °. Further, after the injection timing becomes approximately −40 ° in crank angle from the compression top dead center (0 °), it is 6 from the time when the fuel spray angle is 120 °.
The hydrocarbon concentration is higher at 0 ° because the piston 11 becomes closer to the fuel injection valve 80 by delaying the injection timing to near compression top dead center, and the fuel spread angle is 60 °.
This is because the amount of fuel that adheres to the upper surface of the piston 11 increases.

Therefore, when the injection timing is advanced, specifically, the crank angle is about −40 from the compression top dead center (0 °).
When injecting the fuel into the cylinder before reaching 0 °, the spread angle of the fuel is set to 60 °, and when the injection timing is delayed,
Specifically, the crank angle from compression top dead center (0 °) is approximately −
When injecting the fuel in the cylinder after reaching 40 °, the spread angle of the fuel is set to 120 ° and the hydrocarbon concentration in the exhaust gas is reduced as much as possible.

By the way, during a partial load operation in which the fuel injection amount is small, the concentration of the air-fuel mixture around the spark plug 40 becomes lean and combustion may become unstable. For this reason,
At the time of partial load operation, as shown in FIG.
If the fuel spray angle is set to 120 ° so that a large amount of fuel is injected in the direction of 0, the concentration of the air-fuel mixture around the spark plug 40 can be set to a certain concentration or more, and stable combustion can be ensured. .

Summarizing the above, as shown in FIG.
During partial load operation, the injection timing is delayed and the spray angle is set to 1
In the high load operation at 20 °, the injection timing is advanced and the spray angle is set at 60 ° to reduce the hydrocarbon concentration in the exhaust gas and ensure stable combustion. In the present embodiment, in order to execute such control, the EPU 90 is
When the fuel injection amount determined according to the air flow rate detected by the air flow meter 91 and the opening degree of the throttle valve 21 detected by the throttle opening degree meter 92 is equal to or less than a predetermined value, the fuel distributor 60 The fuel injection timing adjustment mechanism 76 is instructed to delay the fuel injection timing, and the valve body position adjuster 57 of the fuel injection valve 80 is instructed to set the spray angle to 120 °. When the fuel injection amount determined by the EPU 90 exceeds a predetermined value, the EPU 90 instructs the fuel injection timing adjusting mechanism 76 of the fuel distributor 60 to advance the fuel injection timing by about 180 ° in crank angle. And the valve body position adjuster 5 of the fuel injection valve 80.
7 is instructed to set the spray angle to 60 °.

According to the experiment, the spray angle should be 100 ° or more at the partial load, and 9 at the high load.
It has been found that it may be 0 ° or less. Further, in this embodiment, when the valve body 86 is located at the narrow-angle spray position,
Although the valve body moving space side opening of the wide-angle spray passage 82a and the valve body moving space side opening of the narrow-angle spray passage 82b are open, the valve body moving space side opening of the wide-angle spray passage 82a is closed to close the narrow-angle spray. You may make it open only the valve body movement space side opening of the use passage 82b.

By the way, the hydrocarbon concentration in the exhaust gas is
There is a correlation with the conversion efficiency of the catalytic converter 31 for purifying nitrogen oxides described later, and as shown in FIG. 10, the conversion efficiency of the catalytic converter 31 that converts nitrogen oxides into nitrogen increases as the hydrocarbon concentration increases. To rise. Typically,
Since the nitrogen oxide concentration in the exhaust gas is regulated, it is necessary to meet this regulation. Therefore, if the hydrocarbon concentration is lowered too low, the catalytic converter 3
The conversion efficiency of No. 1 becomes low, the nitrogen oxide concentration becomes high, and the regulation value may not be satisfied. Therefore, in consideration of the conversion efficiency of the catalytic converter 31, it is necessary to execute control to reduce the hydrocarbon concentration within a range in which the nitrogen oxide concentration does not exceed the regulation value.

As shown in FIG. 15, the catalytic converter 31 provided in the exhaust pipe 30 is provided with a metal ion exchange zeolite catalyst 31a on the engine 10 side and a platinum alumina catalyst 31b on the exhaust port side. ing. The metal ion-exchanged zeolite catalyst 31a has high low temperature activity,
There is a characteristic that the O selective reduction characteristic is low. Further, the platinum-alumina-based catalyst 31b has a property that the low-temperature activity is low, but the NO selective reduction property is high. Therefore, high rotation,
In the operating region where the hydrocarbon (HC) concentration at high load is low and the nitrogen oxide-nitrogen conversion efficiency of the catalyst tends to be low as described above with reference to FIG. 10, mainly when the temperature of the catalyst environment is high. Platinum-alumina catalyst 31 with high NO selective reduction characteristics
In the operating region where b functions, the HC concentration is high at low rotation speed and low load, and the nitrogen oxide-nitrogen conversion efficiency of the catalyst is high as described above, the catalyst is mainly activated even when the temperature of the catalyst environment is low. The metal ion-exchanged zeolite catalyst 31a is functioning. The reason why the HC concentration is low at high rotation and high load is that the oxidation reaction progresses in the process of HC being exhausted from the exhaust pipe 30 from the cylinder chamber 12 due to the high exhaust gas temperature. Also, the high HC concentration at low rotation and low load
Because the exhaust gas temperature is low, the oxidation reaction does not proceed and the gas is exhausted as it is.

The HC discharged at the time of starting the engine is mainly adsorbed on the metal ion exchange zeolite catalyst 31a. When the temperature of the catalytic converter 31 rises due to the exhaust gas,
H adsorbed on the metal ion-exchanged zeolite catalyst 31a
C is released and is oxidized by the platinum alumina catalyst 31b. A normal platinum-alumina-based catalyst easily produces nitrogen dioxide N ₂ O when HC is not oxidized at low temperature. In order to avoid this, the platinum-alumina-based catalyst 31 of this embodiment is used.
Palladium or the like is added to b in order to enhance the catalytic activity at low temperature. Further, in order to increase the conversion efficiency of nitrogen dioxide N ₂ O at the time of engine start, the fuel injection timing is delayed to raise the exhaust gas temperature, or the expansion stroke / compression stroke ratio is changed in the mirror cycle to raise the exhaust temperature. Etc. may be controlled.

Immediately after starting, as shown in FIG. 16, since the temperature of the exhaust gas is low, HC and NOx are adsorbed on the metal ion exchange zeolite catalyst 31a. During this period, the fuel injection timing is delayed to raise the exhaust gas temperature and suppress the generation of NOx as much as possible. When the temperature of the exhaust gas rises, HC and NOx adsorbed on the metal ion-exchanged zeolite catalyst 31
Is gradually converted into H ₂ O, CO ₂ , and N ₂ . At this time, NOx in the exhaust gas is also converted by the adsorbed HC. When the HC adsorbed on the metal ion-exchanged zeolite catalyst 31 disappears, the injection timing is advanced and H in the exhaust gas is increased.
Increase C. Furthermore, when the temperature rises, the platinum-alumina-based catalyst 31b mainly starts to function.

In the present embodiment, as described above, the control is performed such that the injection timing is delayed during the partial load operation and the injection timing is advanced during the high load operation. In order to raise the temperature, it is recognized based on the temperature of the cooling water thermometer 93 whether or not it is at the time of starting, and at the time of starting, depending on the temperature detected by the exhaust gas thermometer 94 provided in the catalytic converter 31. To control the fuel injection timing. Specifically, until the temperature detected by the cooling water thermometer 93 reaches a predetermined temperature, the ECU 90 recognizes that the engine is starting, and at this time, the temperature detected by the exhaust gas thermometer 94. Until the temperature reaches a predetermined temperature, the fuel injection timing adjusting mechanism 76 of the fuel distributor 60 is instructed to delay the injection timing, and the temperature detected by the exhaust gas thermometer 94 is kept at the predetermined temperature. When it exceeds, the fuel injection timing adjustment mechanism 76 of the fuel distributor 60 is instructed to advance the injection timing. When the temperature detected by the cooling water thermometer 93 exceeds a predetermined temperature, the ECU 90 recognizes that the starting state has ended, and controls the injection timing according to the load.

As described above, in this embodiment, the in-cylinder injection is executed to prevent the fuel from adhering to the inner surface of the intake pipe 20 and the upper surface of the intake valve 15.
Therefore, the target fuel amount can be reliably supplied at the target time. Furthermore, since the fuel is prevented from adhering to the inner surface of the intake pipe 20 and the upper surface of the intake valve 15, it is not necessary to increase the compression temperature in order to increase the evaporation rate of the fuel, and as a result, the amount of filled air is increased and the engine is increased. The output can be improved and the knock resistance can be improved.

Further, in this embodiment, at the time of partial load, the spread angle of the fuel is set to 100 ° or more and the spark plug 4 is set.
A good air-fuel mixture is formed in the vicinity of 0, and when the load is high, the spread angle of the fuel is 90 ° or less and the fuel injection timing is advanced to promote mixing with air, so stable combustion is achieved over a wide operating range. Can be achieved. Further, in the present embodiment, the fuel injection timing and the fuel spread spray angle are controlled to reduce the hydrocarbons exhausted from the engine 10 itself, and at the same time the catalytic converter 31 is made to function efficiently. The efficiency of removing harmful substances in the inside can be increased.

Although the present invention is applied to the Miller cycle engine in this embodiment, the present invention is not limited to this and may be applied to a normal gasoline engine.

Next, a second embodiment of the fuel injection valve will be described with reference to FIGS. The fuel injection valve 100 of the present embodiment, as shown in FIG.
It has a position adjuster 107 for adjusting the position of the valve body 106, and a valve casing 101 in which the fuel passages 102 and 103 and the valve body moving space 105 are formed and which cover them. Each of the fuel passages 102 and 103 has a fuel inlet (not shown) at one end and a fuel injection port 104 at the other end. This fuel passage 10
A valve body moving space 105 is formed in the middle of 2, 103,
Fuel also flows into the valve body moving space 105. A passage 103 from the valve body moving space 105 to the fuel injection port 104 (hereinafter referred to as a space outlet side passage) 103 is
A plurality is formed. A group of passages (hereinafter, referred to as narrow-angle spray passages) 103b among the plurality of space outlet side passages.
Extends in a direction forming 30 ° with respect to the injection center axis C, and the remaining passages of other groups (hereinafter, referred to as wide-angle spray passages) 103a form 60 ° with respect to the injection center axis. Extending in the direction.

The valve body 106 includes a valve end portion 106b for closing the valve body movement space side opening of the wide angle spray passage 103a and the valve body movement space side opening of the narrow angle spray passage 103b, and the valve end portion 106.
b has a main body 106a provided at the tip. The valve body moving space 105 is the valve end portion 106 of the valve body 106.
valve end moving space 105b into which only b enters and the valve body 10
6 has a main body moving space 105a in which the main body 106a is accommodated. The valve casing 101 includes a valve end moving space 10
The boundary between 5b and the main body moving space 105a forms a valve seat 101a.

The valve body 106 contacts the valve seat 101a,
The fuel in the main body moving space 105a is the valve end moving space 105
b closed position (state of FIG. 18) that does not flow into b, and wide-angle spray position that closes the valve body moving space side opening of the narrow-angle spray passage 103b while opening the valve body moving space side opening of the wide-angle spray passage 103a. (State of FIG. 19) and wide-angle spray passage 103
The narrow-angle spray passage 1 while closing the valve body movement space side of a.
The narrow angle spray position for opening the valve body movement space side of 03b (Fig. 2
The state (0)) is movably provided in the valve body moving space 105.

The position adjuster 107 has a small stepping motor 107a to which a signal from the ECU 90 is input, and a stopper 107b which operates by driving the stepping motor 107a. In the position adjuster 107, the stopper 107 b contacts the valve body 106,
To the desired position. Specifically, the position adjuster 1
07 indicates the valve body 106 in response to a signal from the ECU 90.
Are positioned at the valve closed position, the wide-angle spray position, and the narrow-angle spray position described above.

As shown in FIG. 18, when the valve body 106 is located at the valve closed position and is in contact with the valve seat 101a of the valve casing 101, fuel flows from the main body moving space 105a to the valve end moving space 105b. Can not flow, valve 10
No fuel injection from 0. In addition, as shown in FIG.
The valve body 106 is slightly lifted up and positioned at the wide-angle spraying position, and the valve end portion 106b of the valve body 106 has the narrow-angle spray passage 1
When only the valve body movement space side opening of 03b is blocked,
The fuel in the valve body moving space 105 has a wide-angle spray passage 103a.
And is injected from the fuel outlet 104a at its end. At this time, the spread spray angle of the fuel is 120 °. Further, as shown in FIG. 20, the valve body 106 is further lifted up and positioned at the narrow-angle spray position, and the valve end portion 10 of the valve body 106 is
When 6b closes only the valve body moving space side opening of the wide-angle spray passage 103a, the fuel in the valve body moving space 105 passes through the narrow-angle spray passage 103b and the fuel outlet 1 at the end thereof.
It is injected from 04b. At this time, the spread spray angle of the fuel is 60 °.

Thus, the fuel injection valve 100 of this embodiment is
However, since the spray spread angle can be changed, basically the same effect can be obtained by using the fuel injection valve 100 of this embodiment instead of the fuel injection valve 80 of the previous embodiment.

By the way, in the fuel injection valve 100 of this embodiment, the fuel injection shape from one fuel outlet 104 is rod-shaped,
In the fuel injection valve 20 of the previous embodiment, the shape of the fuel spray from the one fuel outlet 84 is conical, so as shown in FIG. The cone-shaped spray has a higher hydrocarbon concentration. This is because in the case of rod-shaped spray, the spread of fuel is poor,
This is because a dense air-fuel mixture is locally formed. Therefore,
As the fuel injection valve, it is preferable to adopt one in which the shape of fuel spray from one fuel outlet is conical.

FIG. 22 shows the relationship between the hydrocarbon concentration and the injection timing of the fuel injection valve for spraying the fuel in a rod shape. When the injection timing is advanced, the fuel reaches the cylinder wall surface by ignition, the amount of fuel forming a film increases, and the hydrocarbon concentration increases. As described above, since the hydrocarbon concentration is related to the conversion efficiency of the catalytic converter, even when the rod-shaped spray type fuel injection valve 100 as in the present embodiment is adopted, the hydrocarbon concentration is taken into consideration in consideration of this conversion efficiency. Is preferably controlled.

Next, a third embodiment of the fuel injection valve will be described with reference to FIG. Fuel injection valve 1 of the present embodiment
In FIG. 10, a spherical valve body 112 is used as the valve body as shown in FIG. The spherical valve body 112 is flexibly coupled to the piston 117 via a pin 116 by a flexible thin connecting rod 115. Therefore, even if an error such as eccentricity due to mechanical processing is matched with the valve seat 111a of the valve casing 111, it can be absorbed by the connecting rod 115. When the valve body 119a of the solenoid valve 119 is pulled up, the pressure in the pressure chamber 118 decreases, and the piston 1
17 is pushed up by the force of the spring 114, the spherical valve body 112 rises, the space between the valve seat 111a and the spherical valve body 112 is opened, and fuel is injected. The movable part is a spherical valve element 11.
2, guide 113, connecting rod 115, piston 117
All of them are small, lightweight, and have high responsiveness, and it is possible to inject twice in one cycle. Solenoid valve 119
When the valve body 119a is closed, the pressure in the pressure chamber 118 rises, the piston 117 is pushed down, and the spherical valve body 112 is closed.

Here, the electromagnetic valve 119 is used to adjust the pressure of the pressure chamber 118, but a laminated piezoelectric element may be used instead of the electromagnetic valve 119. As shown in FIG. 24, a laminated piezoelectric element 120 is provided on a part of the wall surface forming the pressure chamber 118. Since the fuel flows into the pressure chamber 118, the pressure here is high. Therefore, the piston 117 is pushed down, the spherical valve body 112 is pushed against the valve seat 111a of the casing 111, and the piezoelectric element 120 is pushed. When the piezoelectric element 120 is pushed in this way, electric charges are stored in the capacitor 121. At the end of the compression stroke, the switch 122 is closed and the condenser 1
The electric charge stored in 21 is discharged, and the piezoelectric element 120
Contract and the pressure in the pressure chamber 118 decreases. As a result, the piston 117 rises slightly and the spherical valve element 11
2 is lifted slightly and fuel is injected.

Next, a fourth embodiment of the fuel injection valve will be described with reference to FIGS. 25 and 26. As shown in FIG. 25, the fuel injection valve 130 of the present embodiment includes a valve casing 131 in which a valve body moving space 132 and a solenoid housing 133 are formed, and a valve body 134 that moves in the valve body moving space 132. , A spring 136 for urging the valve element 134 in the valve closing direction, an armature 135 fixed to the end of the valve element 134, and the valve element 1 together with the armature 135.
Solenoid 137 for moving 34 and solenoid 13
7, a solenoid drive circuit 140 for driving the valve 7, and a fuel filter 138 for removing foreign matters in the fuel entering the valve casing 131. When the valve is opened or closed, the solenoid 137 is excited or demagnetized to move the valve body 134.
Specifically, when the solenoid 137 is excited, the valve body 134 opens against the spring force, and when demagnetized, the valve body 134 closes due to the spring force.

As shown in FIG. 26, the solenoid drive circuit 140 includes a low voltage power supply 141 provided in parallel with each other.
And a high-voltage power supply 142, a changeover switch 143 for applying a voltage from only one of the power supplies to the solenoid 137, and a transistor 144 for controlling the amount of current flowing through the solenoid 137. Valve body 134
When the valve is opened (valve opening operation), the switch 1 is controlled so that the voltage from the high voltage power source 142 is applied to the solenoid 137.
43 is operated. When the valve body 134 is completely lifted and is kept in that state, the switch 143 is operated so that the voltage from the low-voltage power source 141 is applied to the solenoid 137. As described above, since the high voltage power source 142 is used when the valve element 134 is operated, the responsiveness can be improved and the combustion injection can be performed twice in one cycle. Further, since the low-voltage power supply 141 is used when holding the valve element 134 at a specific position, it is possible to reduce power consumption and prevent overheating of the solenoid 137.

In the third and fourth embodiments of the fuel injection valve described above, neither the spread of fuel nor the spray angle can be changed, but the spray angle can be changed in the first and second embodiments. Even if the flexible connecting rod 115, which is a characteristic part of these embodiments, is used in the fuel injection valves 80, 100 of FIG.
Drive the solenoid 137 to drive the high voltage power source 1
42 and the low-voltage power supply 141 may be switched.

FIG. 27 shows a state in which the cylinder head is viewed from the inside of the cylinder chamber. In the figure, the injection nozzle 310 is provided with two injection holes 311 and 312 in close proximity to each other. The injection holes 311 and 312 form sprays 313 and 314, respectively. The electrodes 315, 316 of the spark plug are provided in the interfering region between the spray 313 and the spray 314.
To provide. The flame kernels 317 and 318 generated by the discharge between the electrodes 315 and 316 of the spark plug are sprayed 31
3 and spray 314 to move in the direction of the arrow. Since this region is smaller than the velocity of the central portions of the sprays 313 and 314, the flame kernel 317 and the flame kernel 318 are less likely to be cooled by the spray. At some point, closing the injection nozzle 310 will result in flame kernels 317 and 318 at the points shown.
Stops and flame propagation begins. Here, as shown in FIG. 28, prior to the formation of the flame kernel, the main fuel is injected into the cylinder 12 during the intake stroke to create a uniform mixture, and the ignition fuel is added at the end of the compression stroke. It is injected to ensure reliable ignition. Therefore, it is necessary to inject the fuel twice in one cycle.

In order to inject fuel twice in one cycle,
The distributor 60 in the previous embodiment needs to be modified as shown in FIG. In the distributor shown in the figure, the same parts as those in the previous embodiment are designated by the same reference numerals, and the duplicated description will be omitted.

The distributor 150 of this embodiment is a modification of the injection timing adjusting ring 77 of the distributor 60 of the previous embodiment. In the injection timing adjusting ring 157 of the present embodiment, one of the two casing fuel outlets 63a, 63d at the target position around the center axis of the plunger has the plunger first fuel outlet 67c communicating with the one casing fuel outlet 63a. Ring 1 so that the second plunger fuel outlet 67d also communicates with the other casing fuel outlet 63d when
The communication holes 157a, 157d, ... Of 57 are formed. Therefore, when the fuel is discharged from one of the casing fuel outlets of the two casing fuel outlets at the target position around the center axis of the plunger, the fuel is also discharged from the other casing fuel outlet. Specifically, as shown in the figure, when the fuel is discharged from the casing fuel outlet 63a for the first cylinder, the fuel is also discharged from the casing fuel outlet 63d for the fourth cylinder.

By the way, in the case of a four-cylinder engine, FIG.
As shown in, when the first cylinder shifts from the exhaust stroke to the intake stroke, the fourth cylinder shifts from the compression stroke to the explosion stroke, and when the first cylinder shifts from the compression stroke to the explosion stroke,
The fourth cylinder is the time from the exhaust process to the intake process. Therefore, as shown in FIG. 28, when the main fuel injection and the ignition fuel injection are performed, the ignition fuel injection is performed in the fourth cylinder and the fourth cylinder is performed while the main fuel injection is performed in the first cylinder. Ignition fuel injection may be performed in the first cylinder during main fuel injection. Therefore, in this embodiment, when the fuel is coming out from the casing fuel outlet 63a for the first cylinder, the fuel outlet 63d for the fourth cylinder is provided.
I'm trying to get fuel out of.

However, when the main fuel (the amount of fuel is large) is discharged from the one casing fuel outlet 63a, the ignition fuel (the amount of fuel is small) is required to be discharged from the other casing fuel outlet 63d. Even when one casing fuel outlet 63a and the plunger first fuel outlet 67c are in complete communication, the other casing fuel outlet 63a
d and the plunger second fuel outlet 67d are in a semi-opened state, the communication holes 157a, 157d,
... are formed. In the figure, when the main fuel injection is performed in the fourth cylinder and the ignition fuel injection is performed in the first cylinder at the same time, the injection timing adjusting ring 157 may be moved slightly to the right.

Like the distributor 150 of this embodiment, when the fuel is discharged from one of the casing fuel outlets 63a and 63d at the target position around the plunger central axis, the fuel is discharged from one casing fuel outlet 63a. If the fuel is also discharged from the other casing fuel outlet 63d at the same time, if there is a difference in the flow rate characteristics between the fuel injection valves, the flow rate characteristics will be significantly affected, and both the main injection amount and the ignition injection amount will be affected. Can't get the target amount. That is, for example, in the case where the pressure loss of one fuel injection valve is large and the pressure loss of the other fuel injection valve is small, if fuel is simultaneously supplied from the same fuel supply source, one fuel injection valve has a target Less fuel than the desired amount is supplied, and the other fuel injection valve is supplied with more fuel than the target amount.
Therefore, here, FIG. 30 is shown as a third embodiment of the distributor regarding a distributor that can supply a target amount of fuel to each fuel injection valve even if there is a difference in flow rate characteristics between the fuel injection valves. It demonstrates using.

The distributor 160 shown in the figure has a plunger first fuel outlet 167 centered on the plunger central axis.
180 for the plunger second fuel outlet 167d for c
It was not stretched in the direction of °, but was stretched in the direction of an angle slightly smaller than 180 °. The rest of the configuration is the same as that of the second embodiment of the distributor 150 shown in FIG. Thus each plunger fuel outlet 167
By forming c and 167d, for example, when fuel is being supplied to the fuel injection valve for the fourth cylinder, fuel is not supplied to the fuel injection valve for the first cylinder, and the first cylinder is slightly delayed. The fuel will be supplied to the fuel injection valve for the vehicle.
Therefore, the fuel is not supplied from the distributor 160 to each fuel injection valve at the same time, and even if there is a difference in the flow rate characteristics of each fuel injection valve, it is possible to supply a substantially target amount of fuel to each fuel injection valve. it can.

Next, the embodiment of the fuel pump is shown in FIG.
This will be described with reference to FIGS. In the various examples above,
The fuel from one fuel pump (not shown) was supplied to the fuel injection valve for each cylinder by the fuel distributor, but here, a fuel pump is provided for each cylinder and each fuel pump is provided. A so-called in-line injection pump that supplies fuel from a pump to a corresponding fuel injection valve will be described.

The fuel pump 170 of this embodiment has a pump casing 171, a piston 172 that reciprocates in the pump casing 171, and a piston drive mechanism 173 that reciprocates the piston 172. The piston drive mechanism 173 has a camshaft 174 connected to a crankshaft via a timing belt or the like.
And the advance cam 175 fixed to the camshaft 174 so as to rotate with the rotation of the camshaft 174.
a and the delay cam 175b, and the advance cam follower rod 1 arranged so as to contact the outer peripheral surface of the advance cam 175a.
76a, a delay cam follower rod 176b arranged in contact with the outer peripheral surface of the delay cam 175b, and a swing rod 176c contacting the end of the piston 172.
A support pin 178 for independently swingably supporting the advancing cam follower rod 176a, the lagging cam follower rod 176b, and the swing rod 176c, and the swing rod according to the movement of one of the two cam follower rods 176a, 176b. It has a timing switching pin 179 for swinging the 176c and a solenoid (not shown) for moving the timing switching pin 179. The lead cam follower rod 176a, the lag cam follower rod 176b, and the swing rod 176c are arranged in parallel to each other, and one end of each of them is a support pin 178.
Supported by. A switching pin through hole 177c through which the timing switching pin 179 penetrates is formed at the other end of the swing rod 176c, and the advance cam follower rod 17 is formed.
The other end of 6a and the delay cam follower rod 176.
Switching pin fitting portions 177a and 177b into which the ends of the timing switching pin 179 are fitted are formed at the other end portion of b. The timing switching pin 179 is always inserted into the switching pin through hole 1777c of the swing rod 176c, but its end portion is, depending on its own position, the fitting portion 177a and the delay cam of the advance cam follower rod 176a. Among the fitting portion 177b of the follower rod 176b,
It will fit into either one.

The fuel pump 170 operates as follows. The crankshaft rotates and the camshaft 1
When 74 rotates, the advance cam 17 fixed to it
5a and the delay cam 175b rotate. These cams 1
When 75a and 175b rotate, these cams 175
The cam follower rods 176a and 176b in contact with the outer peripheral surfaces of the a and 175b swing around the support pin 178 depending on the shape of the contacting cams. At this time, the timing switching pin 179 advances and the cam follower rod 1
When it is fitted in the fitting portion 177a of the rocking rod 76a, the rocking rod 1 moves in accordance with the rocking of the forward cam follower rod 176a.
76c also swings. When the timing switching pin 179 is fitted in the fitting portion 177b of the delay cam follower rod 176b, the swing rod 176c also swings in accordance with the swing of the delay cam follower rod 176b. The piston 172 reciprocates according to the swing of the swing rod 176c.

As described above, by driving the solenoid in accordance with the instruction from the ECU 90 and moving the timing switching pin 179, one of the two cams 175a, 175b
Since the piston operation that matches one of the cam operations can be performed, the fuel injection timing can be changed as shown in FIG.

[0076]

The fuel injection timing and the fuel spray angle are related to the concentration of hydrocarbons discharged from the engine. Further, there is a certain relationship between the conversion efficiency of the catalyst and the hydrocarbon concentration in the exhaust gas. Therefore, if these relationships are investigated in advance and the fuel injection valve of the present invention is used to control the fuel injection timing and the fuel spray angle, the harmful substances in the exhaust gas can be efficiently removed. You can

Further, at the time of partial load, the spread angle of the fuel is widened so that the fuel from the fuel injection valve is directed in the direction of the terminal of the spark plug to form a good air-fuel mixture in the vicinity of this terminal, At the time of load, the spread angle of the fuel is narrowed and the fuel injection timing is advanced to promote the mixing with air, so that stable combustion can be achieved over a wide operating range.

[Brief description of drawings]

FIG. 1 is a configuration diagram around an engine according to an embodiment of the present invention.

FIG. 2 is a configuration diagram around a cylinder head of an engine according to an embodiment of the present invention.

FIG. 3 is a graph showing the relationship between the radius of curvature of the intake pipe and the pressure loss.

FIG. 4 is a configuration diagram of an intake / exhaust valve drive mechanism according to an embodiment of the present invention.

FIG. 5 is a graph showing stability of engine speed during idling in intake port injection and in-cylinder injection.

FIG. 6 is a cross-sectional view of a fuel injection valve (a state of a wide-angle spray position) of a first embodiment according to the present invention.

FIG. 7 is a cross-sectional view of a fuel injection valve of the first embodiment according to the present invention (a state of a narrow angle spray position).

FIG. 8 is an explanatory view showing the positional relationship between the fuel injection valve and the spark plug of the first embodiment according to the present invention.

FIG. 9 is a graph showing the relationship between the injection timing and the hydrocarbon concentration for each spread spray angle when the fuel injection valve of the first embodiment according to the present invention is used.

FIG. 10 is a graph showing a relationship between a hydrocarbon concentration and a nitrogen oxide-nitrogen conversion efficiency of a catalyst.

FIG. 11 is a cross-sectional view of the fuel distributor of the first embodiment according to the present invention (fuel is being supplied to the first cylinder).

FIG. 12 is a cross-sectional view of the fuel distributor of the first embodiment according to the present invention (fuel is being supplied to the fourth cylinder).

13 is a sectional view taken along line XIII-XIII in FIG.

FIG. 14 is a timing chart showing the fuel supply timing to each cylinder by the fuel distributor of the first embodiment according to the present invention.

FIG. 15 is an explanatory diagram showing a configuration of a catalytic converter according to an embodiment of the present invention.

FIG. 16 is a graph showing a change in function of a catalytic converter according to an embodiment of the present invention due to a change in temperature.

FIG. 17 is an explanatory diagram showing an operation of the Miller cycle engine according to the embodiment of the present invention.

FIG. 18 is a cross-sectional view of a fuel injection valve (state of a valve closed position) of a second embodiment according to the present invention.

FIG. 19 is a cross-sectional view of a fuel injection valve (in a wide-angle spray position) of a second embodiment according to the present invention.

FIG. 20 is a cross-sectional view of a fuel injection valve (in a narrow-angle spray position) of a second embodiment according to the present invention.

FIG. 21 is a graph showing the relationship between excess air ratio and hydrocarbon concentration for each spray shape.

FIG. 22 is a graph showing the relationship between fuel injection timing and hydrocarbon concentration during rod-shaped spraying.

FIG. 23 is a sectional view of a fuel injection valve according to a third embodiment of the present invention.

FIG. 24 is a cross-sectional view of essential parts of a modified example of the fuel injection valve according to the third embodiment of the present invention.

FIG. 25 is a sectional view of a fuel injection valve according to a fourth embodiment of the present invention.

FIG. 26 is a circuit diagram of a solenoid drive circuit for a fuel injection valve according to a fourth embodiment of the present invention.

FIG. 27 is an explanatory diagram showing a positional relationship between a fuel injection valve and an ignition plug according to another embodiment of the present invention.

FIG. 28 is a timing chart showing a fuel injection timing of another embodiment according to the present invention.

FIG. 29 is a sectional view of a distributor according to a second embodiment of the present invention.

FIG. 30 is a sectional view of a distributor according to a third embodiment of the present invention.

FIG. 31 is an explanatory diagram showing the structure of a fuel pump of one embodiment according to the present invention.

FIG. 32 is a view on arrow XXXII in FIG. 31.

FIG. 33 is a timing chart showing the fuel injection timing when the fuel pump of one embodiment according to the present invention is used.

[Explanation of symbols]

10 ... 4-cycle engine, 11 ... Piston, 12 ... Cylinder chamber, 13 ... Intake port, 14 ... Exhaust port, 1
5 ... intake valve, 16 ... exhaust valve, 17 ... cylinder,
20 ... Intake pipe, 21 ... Throttle valve, 30 ... Exhaust pipe, 31 ... Catalytic converter, 31a ... Metal ion exchange zeolite catalyst, 31b ... Platinum-alumina-based catalyst, 40 ... Spark plug, 50 ... Intake / exhaust valve drive mechanism, 60, 15
0,160 ... Fuel distributor, 61 ... Distributor casing, 6
2 ... Distributor fuel inlet, 63 ... Distributor fuel outlet, 66 ... Distributor plunger, 68 ... Fuel flow rate adjusting mechanism, 70 ... Plunger drive mechanism, 76 ... Fuel injection timing adjusting mechanism, 8
0, 100, 110, 130 ... Fuel injection valve, 81 ... Valve casing, 82 ... Valve space inlet side passage, 82a ... Wide angle spray passage, 82b ... Narrow angle spray passage, 83 ... Valve body space outlet side passage, 84 ... Fuel injection port, 85 ... Valve body moving space, 8
6 ... Valve element, 87 ... Valve element position adjuster, 90 ... ECU, 17
0 ... Row type fuel pump.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Internal reference number FI Technical indication location F02M 61/10 P (72) Inventor Toshiharu Nogi 7-1 Omikacho, Hitachi City, Ibaraki Prefecture Inside the Hitachi Research Laboratory, Hitachi, Ltd. (72) Minoru Osuga 7-1-1, Omika-cho, Hitachi-shi, Ibaraki Inside Hitachi Research Laboratory, Hitachi, Ltd.

Claims (6)

[Claims] 1. A fuel injection valve for injecting fuel for an internal combustion engine, a fuel passage having one end serving as a fuel inlet and the other end serving as a fuel ejection port, and the middle of the fuel passage. A valve casing provided inside the valve casing, a valve casing movably arranged in the valve casing moving space in the valve casing, and a valve casing moving space in the valve casing. In the fuel passage formed in the valve casing, the spread angle of the fuel sprayed through the valve passage is adjusted to a predetermined specific angle. And a wide-angle spray passage in which the spread angle of the fuel sprayed through the narrow-angle spray passage is larger than the specific angle. And the wide-angle jet Narrow-angle spray position where the fuel does not flow in the wide-angle spray passage, wide-angle spray position where the fuel flows in the wide-angle spray fuel passage, and the fuel flows in the narrow-angle spray fuel passage and the wide-angle spray fuel passage A valve body moving space of the valve casing is formed so as to be movable between a narrow valve spray position, a wide angle spray position, and a valve close position. The fuel injection valve, wherein the valve element can be moved. 2. A space inlet-side passage for guiding the fuel from the fuel inlet into the valve body moving space, as the fuel passage,
There is a space outlet side passage that guides the fuel in the valve body moving space to the fuel outlet, and the space outlet side passage has a virtual axis (hereinafter referred to as an injection center axis) that is oriented in a certain direction. Is formed in a cylindrical shape around the center, the space inlet side passage is divided into two immediately before reaching the valve body moving space, one of the two divided passages, the passage from the valve body The fuel flowing into the moving space is formed so as to swirl around the injection center axis, and the other passage has the fuel flowing into the valve body moving space from the one passage to flow inside the valve body moving space. It is formed so as to weaken the swirling force of the fuel that is swirling at, and the one passage forms the wide-angle spray passage, and the other passage forms the narrow-angle spray passage. The fuel injection valve according to claim 1. 3. A space inlet-side passage for guiding the fuel from the fuel inlet into the valve body moving space, as the fuel passage,
A space outlet side passage that guides the fuel in the valve body moving space to the fuel outlet, and a plurality of the space outlet side passages are formed, each end forming the fuel outlet, and a plurality of the spaces Of the outlet side passages, some groups of space outlet side passages extend in a direction forming a predetermined specific angle with respect to an imaginary axis (hereinafter referred to as the injection center axis) that faces a certain direction. , The space exit side passages of the remaining groups are
Extending in a direction forming an angle larger than the specific angle with respect to the injection center axis, the one group of space outlet side passages forms the narrow-angle spray passage, and the other group of outlet side passages, The fuel injection valve according to claim 1, wherein the fuel injection valve forms a wide-angle spray passage. 4. A four-cycle engine having a cylinder, a piston that reciprocates inside the cylinder, and a spark plug that scatters sparks inside the cylinder, and the fuel injection valve according to claim 1, 2 or 3, Injection timing adjusting means for adjusting the timing at which fuel is injected from the fuel injection valve, fuel injection amount calculating means for calculating the fuel injection amount injected from the fuel injection valve, and the fuel injection calculated by the fuel injection amount calculating means The fuel injection timing adjusting means is instructed to change the timing of injecting fuel from the fuel injection valve according to whether or not the amount reaches a predetermined value, and the valve body position of the fuel injection valve is changed. Control means for instructing the adjusting means to change the position of the valve body, wherein the fuel injection valve can directly inject fuel into the cylinder, and So that the fuel injected during located spray position toward the direction of the terminal of the spark plug, an internal combustion engine system, characterized in that provided in the cylinder. 5. In the four-cycle engine, in the process in which the piston reciprocates to repeat an intake process, a compression process, an expansion process, and an exhaust process, the expansion stroke in the expansion process is more than the compression stroke in the compression process. 5. The internal combustion engine device according to claim 4, further comprising a mirror cycle executing means for enlarging the direction. 6. A catalyst for removing harmful components in exhaust gas exhausted from the four-cycle engine, wherein the catalyst comprises a metal ion-exchanged zeolite catalyst and a platinum-alumina-based catalyst. The internal combustion engine device according to claim 4 or 5.