JPH07224699A - Internal combustion engine - Google Patents

Internal combustion engine

Info

Publication number
JPH07224699A
JPH07224699A JP6016431A JP1643194A JPH07224699A JP H07224699 A JPH07224699 A JP H07224699A JP 6016431 A JP6016431 A JP 6016431A JP 1643194 A JP1643194 A JP 1643194A JP H07224699 A JPH07224699 A JP H07224699A
Authority
JP
Japan
Prior art keywords
cylinder
intake
injection
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP6016431A
Other languages
Japanese (ja)
Inventor
Shigeki Miyashita
茂樹 宮下
Kenichi Nomura
憲一 野村
Hiroaki Nihei
裕昭 仁平
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP6016431A priority Critical patent/JPH07224699A/en
Publication of JPH07224699A publication Critical patent/JPH07224699A/en
Pending legal-status Critical Current

Links

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Electrical Control Of Ignition Timing (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

PURPOSE:To decrease fuel consumption at the time of cold start of an engine, and considerably reduce its cost in comparison with an internal combustion engine having a first fuel injection valve for injecting fuel to an intake passage per cylinder, and a second fuel injection valve for directly injecting fuel into the cylinder. CONSTITUTION:An internal combustion engine is formed of an intake passage injection cylinder 10 having only a first fuel injection valve 7 for injecting fuel in an intake passage, and an inter-cylinder injection cylinder having only a second fuel injection valve 7' for injecting the fuel into the cylinders. Increase in a fuel quantity is carried out so as to practise uniform combustion by an air-fuel mixture richer than a theoretical air-fuel ratio in the intake passage injection cylinder 10, at the time of cold stat of the engine, and the fuel injection quantity at this time is at least smaller than the fuel injection quantity of the intake passage injection cylinder 10, in the inter-cylinder injection cylinder 10', and then layered combustion by air-fuel mixture leaner than the theoretical air-fuel ratio is carried out.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】本発明は、内燃機関に関する。FIELD OF THE INVENTION The present invention relates to internal combustion engines.

【０００２】[0002]

【従来の技術】特開平６０−３０４１６号公報には、各
気筒毎に吸気通路に燃料を噴射する第１燃料噴射弁と気
筒内へ直接燃料を噴射する第２燃料噴射弁とを具備し、
機関運転状態に応じて第１燃料噴射弁を使用しての均一
燃焼と第２燃料噴射弁を使用しての成層燃焼を全気筒同
時に切り換える内燃機関が記載されている。2. Description of the Related Art Japanese Unexamined Patent Publication No. 60-30416 includes a first fuel injection valve for injecting fuel into an intake passage for each cylinder and a second fuel injection valve for directly injecting fuel into the cylinder.
An internal combustion engine is described in which uniform combustion using the first fuel injection valve and stratified combustion using the second fuel injection valve are switched simultaneously for all cylinders according to the engine operating state.

【０００３】このような内燃機関により、機関高負荷時
には多量の燃料を燃焼させるために均一燃焼が実行さ
れ、機関低中負荷時には成層燃焼が実行され燃費を低減
することができる。With such an internal combustion engine, uniform combustion is performed to burn a large amount of fuel when the engine is heavily loaded, and stratified charge combustion is performed when the engine is lightly loaded to reduce fuel consumption.

【０００４】[0004]

【発明が解決しようとする課題】前述の内燃機関におい
て、機関始動時には、高い燃料圧力が必要とされ、この
昇圧に比較的長い時間を必要とする成層燃焼は、特に大
型のバッテリを搭載しない限り実行不可能であり、均一
燃焼が選択される。この時の均一燃焼において、機関冷
間時であれば、確実に着火させると共に燃焼を安定化さ
せるために燃料増量が行われ、混合気は理論空燃比より
リッチとされ、未燃燃焼が多量に排出されるだけでなく
この時の燃費が非常に悪化する。さらに、前述の内燃機
関は、各気筒毎に二つの燃料噴射弁が必要であり、高い
燃料圧力を必要とする第２燃料噴射弁が気筒数設けられ
ているために、大型の燃料ポンプが要求され、それによ
り、この内燃機関は全体的に大型化するたけでなく、か
なりの高価なものとなる。In the above-mentioned internal combustion engine, a high fuel pressure is required at the time of starting the engine, and stratified charge combustion which requires a relatively long time to increase the pressure is required unless a large battery is mounted. Infeasible, uniform combustion is selected. In the uniform combustion at this time, if the engine is cold, the amount of fuel is increased in order to reliably ignite and stabilize the combustion, and the air-fuel mixture is richer than the stoichiometric air-fuel ratio, resulting in a large amount of unburned combustion. Not only is it discharged, but the fuel efficiency at this time is also extremely deteriorated. Further, the above-described internal combustion engine requires two fuel injection valves for each cylinder, and the second fuel injection valve that requires high fuel pressure is provided in the number of cylinders, so that a large fuel pump is required. As a result, this internal combustion engine is not only large in size but also quite expensive.

【０００５】従って、本発明の目的は、従来に比較し
て、機関冷間始動時の燃費を低減することができると共
に、かなりのコストダウンを実現可能な内燃機関を提供
することである。Therefore, an object of the present invention is to provide an internal combustion engine capable of reducing the fuel consumption at the time of cold start of the engine and realizing a considerable cost reduction as compared with the prior art.

【０００６】[0006]

【課題を解決するための手段】本発明による第１の内燃
機関は、複数の気筒を具備し、前記複数の気筒が、吸気
通路に燃料を噴射する第１燃料噴射弁だけを有する吸気
通路噴射気筒と、筒内に燃料を噴射する第２燃料噴射弁
だけを有する筒内噴射気筒とからなり、機関冷間始動時
には、前記吸気通路噴射気筒において、燃料増量が実行
されて理論空燃比よりリッチな混合気での均一燃焼が実
行され、前記筒内噴射気筒において、この時の燃料噴射
量は少なくとも前記吸気通路噴射気筒の燃料噴射量より
少なくされて理論空燃比よりリーンな混合気での成層燃
焼が実行されることを特徴とする。A first internal combustion engine according to the present invention comprises a plurality of cylinders, and the plurality of cylinders have only a first fuel injection valve for injecting fuel into an intake passage. It is composed of a cylinder and an in-cylinder injection cylinder having only a second fuel injection valve for injecting fuel into the cylinder. When the engine is cold-started, the amount of fuel is increased in the intake passage injection cylinder so that it is richer than the theoretical air-fuel ratio. A uniform combustion is performed in the air-fuel mixture, and in the in-cylinder injection cylinder, the fuel injection amount at this time is at least smaller than the fuel injection amount in the intake passage injection cylinder, and stratification is performed in the air-fuel mixture leaner than the stoichiometric air-fuel ratio. Combustion is performed.

【０００７】本発明による第２の内燃機関は、前述の第
１の内燃機関において、前記吸気通路噴射気筒と前記筒
内噴射気筒のうちの少なくとも一方の種類の気筒が、連
続して点火時期を迎えることがなく、可能な限り一定の
クランク角度毎に点火時期を迎えるようになっているこ
とを特徴とする。A second internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, wherein at least one of the intake passage injection cylinder and the in-cylinder injection cylinder has a continuous ignition timing. It is characterized in that the ignition timing is reached at a constant crank angle as much as possible.

【０００８】本発明による第３の内燃機関は、前述の第
１の内燃機関において、前記吸気通路噴射気筒と前記筒
内噴射気筒とが交互に点火時期を迎えるようになってい
ることを特徴とする。A third internal combustion engine according to the present invention is characterized in that, in the above-described first internal combustion engine, the intake passage injection cylinder and the in-cylinder injection cylinder alternately reach ignition timing. To do.

【０００９】本発明による第４の内燃機関は、前述の第
１の内燃機関において、全ての前記吸気通路噴射気筒が
直線的に隣接して配置されていることを特徴とする。A fourth internal combustion engine according to the present invention is characterized in that, in the above-mentioned first internal combustion engine, all the intake passage injection cylinders are arranged linearly adjacent to each other.

【００１０】本発明による第５の内燃機関は、前述の第
１の内燃機関において、全ての前記筒内噴射気筒が直線
的に隣接して配置されていることを特徴とする。A fifth internal combustion engine according to the present invention is characterized in that, in the above-mentioned first internal combustion engine, all of the in-cylinder injection cylinders are arranged linearly adjacent to each other.

【００１１】本発明による第６の内燃機関は、前述の第
１の内燃機関において、前記複数の気筒は二つの気筒群
からなるＶ型に配置され、一方の気筒群は前記吸気通路
噴射気筒からなり、他方の気筒群は前記筒内噴射気筒か
らなることを特徴とする。A sixth internal combustion engine according to the present invention is the above-described first internal combustion engine, wherein the plurality of cylinders are arranged in a V-shape composed of two cylinder groups, and one cylinder group is connected to the intake passage injection cylinder. And the other cylinder group includes the in-cylinder injection cylinder.

【００１２】本発明による第７の内燃機関は、前述の第
１の内燃機関において、前記吸気通路噴射気筒と前記筒
内噴射気筒とが内燃機関長手方向に交互に配置されてい
ることを特徴とする。A seventh internal combustion engine according to the present invention is characterized in that, in the above-mentioned first internal combustion engine, the intake passage injection cylinders and the in-cylinder injection cylinders are alternately arranged in a longitudinal direction of the internal combustion engine. To do.

【００１３】本発明による第８の内燃機関は、前述の第
１の内燃機関において、前記筒内噴射気筒の数は前記吸
気通路噴射気筒の数以上とすることを特徴とする。An eighth internal combustion engine according to the present invention is characterized in that, in the first internal combustion engine, the number of in-cylinder injection cylinders is equal to or more than the number of intake passage injection cylinders.

【００１４】本発明による第９の内燃機関は、前述の第
１の内燃機関において、さらに、前記内燃機関の長手方
向の一方の端部に取り付けられた前記第２燃料噴射弁用
の燃料ポンプを具備し、前記筒内噴射気筒が前記内燃機
関の長手方向の前記端部側に配置されていることを特徴
とする。A ninth internal combustion engine according to the present invention is the above-mentioned first internal combustion engine, further comprising a fuel pump for the second fuel injection valve, which is attached to one longitudinal end of the internal combustion engine. It is characterized in that the in-cylinder injection cylinder is arranged on the end side in the longitudinal direction of the internal combustion engine.

【００１５】本発明による第１０の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じ、第１スロットル弁が設けられた第１吸
気通路と、全ての前記筒内噴射気筒へ通じ、第２スロッ
トル弁が設けられた第２吸気通路と、前記第１及び第２
スロットル弁によって前記吸気通路噴射気筒の吸入空気
量と前記筒内噴射気筒の吸入空気量とを独立して制御す
る吸入空気量制御手段、とを具備することを特徴とす
る。A tenth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all the first intake passages. A second intake passage communicating with the in-cylinder injection cylinder and provided with a second throttle valve; and the first and second intake passages.
Intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by a throttle valve are provided.

【００１６】本発明による第１１の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じ、第１スロットル弁が設けられた第１吸
気通路と、全ての前記筒内噴射気筒へ通じ、第２スロッ
トル弁が設けられた第２吸気通路と、前記第１及び第２
スロットル弁によって前記吸気通路噴射気筒の吸入空気
量と前記筒内噴射気筒の吸入空気量とを独立して制御す
る吸入空気量制御手段と、機関冷間時において前記吸気
通路噴射気筒の点火時期遅角量に比較して前記筒内噴射
気筒の点火時期遅角量を大きくする点火時期制御手段、
とを具備することを特徴とする。An eleventh internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all the first intake passages. A second intake passage communicating with the in-cylinder injection cylinder and provided with a second throttle valve; and the first and second intake passages.
An intake air amount control means for independently controlling an intake air amount of the intake passage injection cylinder and an intake air amount of the in-cylinder injection cylinder by a throttle valve, and an ignition timing delay of the intake passage injection cylinder when the engine is cold. Ignition timing control means for increasing the ignition timing retard amount of the in-cylinder injection cylinder as compared with the angular amount,
And is provided.

【００１７】本発明による第１２の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じ、第１スロットル弁が設けられた第１吸
気通路と、全ての前記筒内噴射気筒へ通じ、第２スロッ
トル弁が設けられた第２吸気通路と、前記第１及び第２
スロットル弁によって前記吸気通路噴射気筒の吸入空気
量と前記筒内噴射気筒の吸入空気量とを独立して制御す
る吸入空気量制御手段とを具備し、前記第１吸気通路の
前記第１スロットル弁の上流側と前記第２吸気通路の前
記第２スロットル弁の上流側とが合流され、この合流部
上流には単一のエアフローメータが配置され、前記第２
吸気通路の第２スロットル弁下流には吸気圧力検出手段
が配置され、前記エアフローメータの出力と前記吸気圧
力検出手段の出力とによって前記吸気通路噴射気筒の吸
入空気量と前記筒内噴射気筒の吸入空気量とを算出する
吸入空気量算出手段が設けられていることを特徴とす
る。A twelfth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first intake passage communicating with all of the intake passage injection cylinders and provided with a first throttle valve, and all the first intake passages. A second intake passage communicating with the in-cylinder injection cylinder and provided with a second throttle valve; and the first and second intake passages.
An intake air amount control means for independently controlling an intake air amount of the intake passage injection cylinder and an intake air amount of the in-cylinder injection cylinder by a throttle valve; and the first throttle valve of the first intake passage. The upstream side of the second throttle valve in the second intake passage, and a single air flow meter is arranged upstream of the merging portion.
Intake pressure detection means is arranged downstream of the second throttle valve in the intake passage, and the intake air amount of the intake passage injection cylinder and the intake of the in-cylinder injection cylinder are controlled by the output of the air flow meter and the output of the intake pressure detection means. An intake air amount calculating means for calculating the air amount and is provided.

【００１８】本発明による第１３の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じ、第１スロットル弁が設けられた第１吸
気通路と、全ての前記筒内噴射気筒へ通じ、第２スロッ
トル弁が設けられた第２吸気通路と、前記第１及び第２
スロットル弁によって前記吸気通路噴射気筒の吸入空気
量と前記筒内噴射気筒の吸入空気量とを独立して制御す
る吸入空気量制御手段とを具備し、前記第１吸気通路の
前記第１スロットル弁上流には前記吸気通路噴射気筒の
吸入空気量を測定するための単一のエアフローメータが
配置され、前記筒内噴射気筒の吸入空気量を機関回転数
に基づいて算出する吸入空気量算出手段が設けられてい
ることを特徴とする。A thirteenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all the first intake passages. A second intake passage communicating with the in-cylinder injection cylinder and provided with a second throttle valve; and the first and second intake passages.
An intake air amount control means for independently controlling an intake air amount of the intake passage injection cylinder and an intake air amount of the in-cylinder injection cylinder by a throttle valve; and the first throttle valve of the first intake passage. A single air flow meter for measuring the intake air amount of the intake passage injection cylinder is arranged upstream, and an intake air amount calculation means for calculating the intake air amount of the in-cylinder injection cylinder based on the engine speed. It is characterized by being provided.

【００１９】本発明による第１４の内燃機関は、前述の
第１の内燃機関において、さらに、サージタンクを具備
し、前記サージタンク内は第３スロットル弁によって前
記筒内噴射気筒が連通される上流側室と前記吸気通路噴
射気筒が連通される下流側室とに分割されていることを
特徴とする。A fourteenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, further comprising a surge tank, and the inside of the surge tank is upstream of which the in-cylinder injection cylinder is communicated by a third throttle valve. It is characterized in that it is divided into a side chamber and a downstream side chamber which communicates with the intake passage injection cylinder.

【００２０】本発明による第１５の内燃機関は、前述の
第１の内燃機関において、さらに、前記吸気通路噴射気
筒の排気ガスを前記筒内噴射気筒へ再循環させる排気ガ
ス再循環装置を具備することを特徴とする。A fifteenth internal combustion engine according to the present invention is the above first internal combustion engine, further comprising an exhaust gas recirculation device for recirculating exhaust gas of the intake passage injection cylinder to the cylinder injection cylinder. It is characterized by

【００２１】本発明による第１６の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部上流の前記第２排気通路には通電発熱式触媒コン
バータが配置されていることを特徴とする。A sixteenth internal combustion engine according to the present invention is the above-described first internal combustion engine, further including a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the cylinder injection cylinders. An exhaust passage is provided, a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, a three-way catalytic converter is arranged downstream of the merged portion, and the three-way catalytic converter is provided upstream of the merged portion. An electric heating type catalytic converter is arranged in the two exhaust passages.

【００２２】本発明による第１７の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部上流の前記第２排気通路にはリーンＮＯX 触媒コ
ンバータが配置されていることを特徴とする。A seventeenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the in-cylinder injection cylinders. An exhaust passage is provided, a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, a three-way catalytic converter is arranged downstream of the merged portion, and the three-way catalytic converter is provided upstream of the merged portion. the second exhaust passage, characterized in that the lean NO X catalyst converter is disposed.

【００２３】本発明による第１８の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部上流の前記第１排気通路にはステップ出力式酸素
センサが配置され、この合流部上流の前記第２排気通路
にはリニア出力式酸素センサが配置されていることを特
徴とする。An eighteenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, further including a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the cylinder injection cylinders. An exhaust passage is provided, a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, a three-way catalytic converter is arranged downstream of the merged portion, and the three-way catalytic converter is provided upstream of the merged portion. A step output type oxygen sensor is arranged in one exhaust passage, and a linear output type oxygen sensor is arranged in the second exhaust passage upstream of the merging portion.

【００２４】本発明による第１９の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部上流の前記第１排気通路はこの合流部上流の前記
第２排気通路に比較して低い熱容量を有していることを
特徴とする。A nineteenth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, further including a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the cylinder injection cylinders. An exhaust passage is provided, a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, a three-way catalytic converter is arranged downstream of the merged portion, and the three-way catalytic converter is provided upstream of the merged portion. The first exhaust passage has a heat capacity lower than that of the second exhaust passage upstream of the merging portion.

【００２５】本発明による第２０の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路には二次空気導入手段が接続されていることを特徴と
する。A twentieth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, further including a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the in-cylinder injection cylinders. An exhaust passage, and secondary air introducing means is connected to the first exhaust passage.

【００２６】本発明による第２１の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部近傍は、前記第２排気通路を通る排気ガスを前記
三元触媒コンバータの端面中央部に導くために、二重管
構造となっていることを特徴とする。A twenty-first internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, further including a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the in-cylinder injection cylinders. An exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, a three-way catalytic converter is arranged downstream of the joining portion, and the vicinity of the joining portion is In order to guide the exhaust gas passing through the second exhaust passage to the central portion of the end face of the three-way catalytic converter, it has a double pipe structure.

【００２７】本発明による第２２の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部の容積は、前記第１排気通路及び前記第２排気通
路を通る排気ガスが十分に混合するように拡大されてい
ることを特徴とする。A twenty-second internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the cylinder injection cylinders. An exhaust passage is provided, the downstream side of the first exhaust passage and the downstream side of the second exhaust passage merge, and a three-way catalytic converter is arranged downstream of the merged portion, and the volume of the merged portion is The exhaust gas passing through the first exhaust passage and the second exhaust passage is enlarged so as to be sufficiently mixed.

【００２８】本発明による第２３の内燃機関は、前述の
第１の内燃機関において、さらに、全ての前記吸気通路
噴射気筒へ通じる第１排気通路と、全ての前記筒内噴射
気筒へ通じる第２排気通路とを具備し、前記第１排気通
路の下流側と前記第２排気通路の下流側とが合流し、こ
の合流部下流には三元触媒コンバータが配置され、この
合流部近傍には、前記第２排気通路を通る排気ガスを前
記三元触媒コンバータの端面全体に局所的に分散させる
ための分散手段が設けられていることを特徴とする。A twenty-third internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, further including a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the cylinder injection cylinders. An exhaust passage is provided, the downstream side of the first exhaust passage and the downstream side of the second exhaust passage merge, and a three-way catalytic converter is arranged downstream of the merged portion, and in the vicinity of the merged portion, Dispersing means for locally dispersing exhaust gas passing through the second exhaust passage over the entire end surface of the three-way catalytic converter is provided.

【００２９】本発明による第２４の内燃機関は、前述の
第１の内燃機関において、前記吸気通路噴射気筒が車両
前面側に配置されていることを特徴とする。A twenty-fourth internal combustion engine according to the present invention is characterized in that, in the above-mentioned first internal combustion engine, the intake passage injection cylinder is arranged on the front side of the vehicle.

【００３０】本発明による第２５の内燃機関は、前述の
第１の内燃機関において、前記筒内噴射気筒のシリンダ
容積が前記吸気通路噴射気筒のシリンダ容積に比較して
小さくされていることを特徴とする。A twenty-fifth internal combustion engine according to the present invention is characterized in that, in the first internal combustion engine, the cylinder volume of the cylinder injection cylinder is smaller than the cylinder volume of the intake passage injection cylinder. And

【００３１】本発明による第２６の内燃機関は、前述の
第１の内燃機関において、特定機関運転状態の時に、前
記吸気通路噴射気筒及び前記筒内噴射気筒において均一
燃焼が実行され、さらに、この時に前記吸気通路噴射気
筒の吸気充填効率と前記筒内噴射気筒の吸気充填効率と
をほぼ等しくするための吸気充填効率調整手段を具備す
ることを特徴とする。A twenty-sixth internal combustion engine according to the present invention is the above-mentioned first internal combustion engine, wherein uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder in a specific engine operating state. It is characterized by further comprising an intake charging efficiency adjusting means for making the intake charging efficiency of the intake passage injection cylinder and the intake charging efficiency of the in-cylinder injection cylinder substantially equal.

【００３２】本発明による第２７の内燃機関は、前述の
第１の内燃機関において、特定機関運転状態の時に、前
記吸気通路噴射気筒及び前記筒内噴射気筒において均一
燃焼が実行され、さらに、この時に前記吸気通路噴射気
筒の吸気充填効率と前記筒内噴射気筒の吸気充填効率と
をほぼ等しくするための吸気充填効率調整手段を具備
し、前記吸気充填効率調整手段として、前記筒内噴射気
筒の吸気弁閉弁時期を調節するバルブタイミング制御手
段を有することを特徴とする。In a twenty-seventh internal combustion engine according to the present invention, in the above-mentioned first internal combustion engine, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder in a specific engine operating state. Occasionally, an intake charge efficiency adjusting means for making the intake charge efficiency of the intake passage injection cylinder and the intake charge efficiency of the in-cylinder injection cylinder substantially equal is provided. It is characterized by having a valve timing control means for adjusting the intake valve closing timing.

【００３３】本発明による第２８の内燃機関は、前述の
第１の内燃機関において、特定機関運転状態の時に、前
記吸気通路噴射気筒及び前記筒内噴射気筒において均一
燃焼が実行され、さらに、この時に前記吸気通路噴射気
筒の吸気充填効率と前記筒内噴射気筒の吸気充填効率と
をほぼ等しくするための吸気充填効率調整手段を具備
し、前記吸気充填効率調整手段として、前記吸気通路噴
射気筒の吸気管長だけが前記特定機関運転状態の時にお
いて慣性過給効果が得られるように選択されていること
を特徴とする。A twenty-eighth internal combustion engine according to the present invention is the above-mentioned first internal combustion engine, wherein uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder in a specific engine operating state. Occasionally, the intake passage injection cylinder is equipped with intake charge efficiency adjusting means for making the intake charge efficiency of the intake passage injection cylinder and the intake charge efficiency of the in-cylinder injection cylinder substantially equal. Only the intake pipe length is selected so that the inertia supercharging effect can be obtained when the specific engine is operating.

【００３４】本発明による第２９の内燃機関は、前述の
第１の内燃機関において、さらに、前記吸気通路噴射気
筒へ排気ガスを再循環させる第１排気ガス再循環装置
と、前記筒内噴射気筒へ排気ガスを再循環させる第２排
気ガス再循環装置とを具備し、前記筒内噴射気筒の排気
ガス再循環率が前記吸気通路噴射気筒の排気ガス再循環
率に比較して大きくなるように前記第１排気ガス再循環
装置と前記第２排気ガス再循環装置とを独立して制御す
ることを特徴とする。A twenty-ninth internal combustion engine according to the present invention is the above first internal combustion engine, further comprising a first exhaust gas recirculation device for recirculating exhaust gas to the intake passage injection cylinder, and the cylinder injection cylinder. A second exhaust gas recirculation device for recirculating exhaust gas to the in-cylinder injection cylinder so that the exhaust gas recirculation rate of the in-cylinder injection cylinder is higher than the exhaust gas recirculation rate of the intake passage injection cylinder. The first exhaust gas recirculation device and the second exhaust gas recirculation device are independently controlled.

【００３５】本発明による第３０の内燃機関は、前述の
第１の内燃機関において、前記筒内噴射気筒の圧縮比が
前記吸気通路噴射気筒の圧縮比に比較して小さくされる
ことを特徴とする。A thirtieth internal combustion engine according to the present invention is characterized in that, in the first internal combustion engine, the compression ratio of the cylinder injection cylinder is made smaller than that of the intake passage injection cylinder. To do.

【００３６】[0036]

【作用】本発明による第１の内燃機関は、複数の気筒を
具備し、これらの複数の気筒が、吸気通路に燃料を噴射
する第１燃料噴射弁だけを有する吸気通路噴射気筒と、
筒内に燃料を噴射する第２燃料噴射弁だけを有する筒内
噴射気筒とからなり、機関冷間始動時には、吸気通路噴
射気筒において、燃料増量が実行されて理論空燃比より
リッチな混合気での均一燃焼が実行されるために、この
均一燃焼は着火性の良好な安定したものとなり、この機
関出力により第２燃料噴射弁の燃料圧力は十分に昇圧さ
れ、筒内噴射気筒において、この時の燃料噴射量は少な
くとも吸気通路噴射気筒の燃料噴射量より少なくされて
理論空燃比よりリーンな混合気での成層燃焼が実行され
る。A first internal combustion engine according to the present invention comprises a plurality of cylinders, and the plurality of cylinders have an intake passage injection cylinder having only a first fuel injection valve for injecting fuel into the intake passage,
It is composed of an in-cylinder injection cylinder having only a second fuel injection valve for injecting fuel into the cylinder, and when the engine is cold-started, the fuel increase is executed in the intake passage injection cylinder to generate a mixture richer than the stoichiometric air-fuel ratio. Since the uniform combustion is performed, the uniform combustion becomes stable with good ignitability, and the fuel pressure of the second fuel injection valve is sufficiently increased by this engine output. The fuel injection amount is less than the fuel injection amount of at least the intake passage injection cylinder, so that the stratified charge combustion is performed with the air-fuel mixture leaner than the stoichiometric air-fuel ratio.

【００３７】本発明による第２の内燃機関は、前述の第
１の内燃機関において、吸気通路噴射気筒と筒内噴射気
筒のうちの少なくとも一方の種類の気筒が、連続して点
火時期を迎えることがなく、可能な限り一定のクランク
角度毎に点火時期を迎えるようになっており、一方の種
類の気筒の燃焼がほぼ周期的に行われる。A second internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, in which at least one of the intake passage injection cylinder and the in-cylinder injection cylinder has a continuous ignition timing. Therefore, the ignition timing is reached at a constant crank angle as much as possible, and combustion of one type of cylinder is performed almost periodically.

【００３８】本発明による第３の内燃機関は、前述の第
１の内燃機関において、吸気通路噴射気筒と筒内噴射気
筒とが交互に点火時期を迎えるようになっており、全気
筒の排気管合流部において二種類の気筒から排出される
排気ガスは時間的に混合されやすい。A third internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, except that the intake passage injection cylinder and the cylinder injection cylinder alternately reach ignition timing, and the exhaust pipes of all cylinders are exhausted. Exhaust gases discharged from the two types of cylinders at the merging portion are likely to be temporally mixed.

【００３９】本発明による第４の内燃機関は、前述の第
１の内燃機関において、全ての前記吸気通路噴射気筒が
直線的に隣接して配置されており、第１燃料噴射弁へ燃
料を供給する燃料供給系が小型化可能である。A fourth internal combustion engine according to the present invention is the above-mentioned first internal combustion engine, in which all the intake passage injection cylinders are arranged linearly adjacent to each other and supply fuel to the first fuel injection valve. The fuel supply system can be downsized.

【００４０】本発明による第５の内燃機関は、前述の第
１の内燃機関において、全ての前記筒内噴射気筒が直線
的に隣接して配置されており、第２燃料噴射弁へ燃料を
供給する燃料供給系が小型化可能である。A fifth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, in which all the in-cylinder injection cylinders are arranged linearly adjacent to each other and supply fuel to the second fuel injection valve. The fuel supply system can be downsized.

【００４１】本発明による第６の内燃機関は、前述の第
１の内燃機関において、複数の気筒は二つの気筒群から
なるＶ型に配置され、一方の気筒群は吸気通路噴射気筒
からなり、他方の気筒群は筒内噴射気筒からなり、単一
のサージタンクにおいて吸気通路噴射気筒の吸気管開口
部と筒内噴射気筒の吸気管開口部とが隣接しない。A sixth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, in which a plurality of cylinders are arranged in a V-shape composed of two cylinder groups, and one cylinder group is composed of an intake passage injection cylinder, The other cylinder group includes in-cylinder injection cylinders, and the intake pipe opening of the intake passage injection cylinder and the intake pipe opening of the in-cylinder injection cylinder are not adjacent to each other in a single surge tank.

【００４２】本発明による第７の内燃機関は、前述の第
１の内燃機関において、吸気通路噴射気筒と筒内噴射気
筒とが内燃機関長手方向に交互に配置されており、全気
筒の排気管合流部において二種類の気筒から排出される
排気ガスは位置的に混合されやすい。A seventh internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, in which intake passage injection cylinders and in-cylinder injection cylinders are alternately arranged in the longitudinal direction of the internal combustion engine, and exhaust pipes of all cylinders are provided. Exhaust gases discharged from the two types of cylinders at the merging portion are likely to be positionally mixed.

【００４３】本発明による第８の内燃機関は、前述の第
１の内燃機関において、筒内噴射気筒の数は吸気通路噴
射気筒の数以上となっており、吸気通路噴射気筒が理論
空燃比よりリッチで運転される場合において、全体の排
気ガスをストイキにする筒内噴射気筒の空燃比は、それ
程リーンとはならない。An eighth internal combustion engine according to the present invention is the same as the first internal combustion engine described above, in which the number of in-cylinder injection cylinders is greater than or equal to the number of intake passage injection cylinders, and the intake passage injection cylinders have a theoretical air-fuel ratio higher than the theoretical air-fuel ratio. When the engine is operated rich, the air-fuel ratio of the in-cylinder injection cylinder that makes the entire exhaust gas stoichiometric does not become so lean.

【００４４】本発明による第９の内燃機関は、前述の第
１の内燃機関において、さらに、内燃機関の長手方向の
一方の端部に取り付けられた第２燃料噴射弁用の燃料ポ
ンプを具備し、筒内噴射気筒が内燃機関の長手方向のこ
の端部側に配置されており、第２燃料噴射弁と燃料ポン
プとを接続する配管が短くなる。A ninth internal combustion engine according to the present invention is the above-mentioned first internal combustion engine, further comprising a fuel pump for the second fuel injection valve attached to one longitudinal end of the internal combustion engine. The in-cylinder injection cylinder is arranged on the end side in the longitudinal direction of the internal combustion engine, and the pipe connecting the second fuel injection valve and the fuel pump is shortened.

【００４５】本発明による第１０の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じ、第１スロットル弁が設けられた第１吸気通
路と、全ての筒内噴射気筒へ通じ、第２スロットル弁が
設けられた第２吸気通路と、第１及び第２スロットル弁
によって吸気通路噴射気筒の吸入空気量と筒内噴射気筒
の吸入空気量とを独立して制御する吸入空気量制御手
段、とを具備しており、二つの種類の気筒への燃料噴射
量を同一にしても二種類の気筒における独自の理論空燃
比制御が可能である。A tenth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all cylinders. The second intake passage, which communicates with the internal injection cylinder, is provided with the second throttle valve, and the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder are independently provided by the first and second throttle valves. Intake air amount control means for controlling is provided, and even if the fuel injection amounts to the two types of cylinders are the same, the theoretical air-fuel ratio control of the two types of cylinders is possible.

【００４６】本発明による第１１の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じ、第１スロットル弁が設けられた第１吸気通
路と、全ての筒内噴射気筒へ通じ、第２スロットル弁が
設けられた第２吸気通路と、第１及び第２スロットル弁
によって吸気通路噴射気筒の吸入空気量と筒内噴射気筒
の吸入空気量とを独立して制御する吸入空気量制御手段
と、機関冷間時において吸気通路噴射気筒の点火時期遅
角量に比較して前記筒内噴射気筒の点火時期遅角量を大
きくする点火時期制御手段、とを具備しており、機関冷
間時における点火時期遅角による排気ガス温度は、点火
時期遅角量を大きくしてもバックファイヤが起きない筒
内噴射気筒においてより高くなり、この時、吸入空気量
制御手段によって二種類の気筒の吸入空気量を制御する
ことにより、二種類の気筒の発生トルクをほぼ等しくす
ることができる。An eleventh internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all the cylinders. The second intake passage, which communicates with the internal injection cylinder, is provided with the second throttle valve, and the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder are independently provided by the first and second throttle valves. An intake air amount control means for controlling, and an ignition timing control means for increasing the ignition timing retard amount of the in-cylinder injection cylinder as compared with the ignition timing retard amount of the intake passage injection cylinder when the engine is cold. Therefore, the exhaust gas temperature due to the ignition timing retard when the engine is cold becomes higher in the in-cylinder injection cylinder where backfire does not occur even if the ignition timing retard amount is increased. By means By controlling the amount of intake air type cylinder, it is possible to substantially equalize the torque generated by two types of cylinders.

【００４７】本発明による第１２の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じ、第１スロットル弁が設けられた第１吸気通
路と、全ての筒内噴射気筒へ通じ、第２スロットル弁が
設けられた第２吸気通路と、第１及び第２スロットル弁
によって吸気通路噴射気筒の吸入空気量と筒内噴射気筒
の吸入空気量とを独立して制御する吸入空気量制御手段
とを具備し、第１吸気通路の第１スロットル弁の上流側
と第２吸気通路の第２スロットル弁の上流側とが合流さ
れ、この合流部上流には単一のエアフローメータが配置
され、第２吸気通路の第２スロットル弁下流には吸気圧
力検出手段が配置され、エアフローメータの出力と吸気
圧力検出手段の出力とによって吸気通路噴射気筒の吸入
空気量と筒内噴射気筒の吸入空気量とを算出する吸入空
気量算出手段が設けられており、吸気圧力検出手段によ
って単一のエアフローメータで二種類の気筒の吸入空気
量を把握することができる。A twelfth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all the cylinders. The second intake passage, which communicates with the internal injection cylinder, is provided with the second throttle valve, and the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder are independently provided by the first and second throttle valves. And an intake air amount control means for controlling, wherein the upstream side of the first throttle valve in the first intake passage and the upstream side of the second throttle valve in the second intake passage are joined together, and a single inlet is provided upstream of this joining portion. And an intake pressure detecting means arranged downstream of the second throttle valve in the second intake passage, and the intake air amount and cylinder of the intake passage injection cylinder are determined by the output of the air flow meter and the output of the intake pressure detecting means. Internal injection Intake air amount of the cylinder and has the intake air quantity calculation means is provided for calculating a can grasp the intake air amount of two cylinders with a single air flow meter by the intake pressure detecting means.

【００４８】本発明による第１３の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じ、第１スロットル弁が設けられた第１吸気通
路と、全ての筒内噴射気筒へ通じ、第２スロットル弁が
設けられた第２吸気通路と、第１及び第２スロットル弁
によって吸気通路噴射気筒の吸入空気量と筒内噴射気筒
の吸入空気量とを独立して制御する吸入空気量制御手段
とを具備し、第１吸気通路の第１スロットル弁上流には
吸気通路噴射気筒の吸入空気量を測定するための単一の
エアフローメータが配置され、筒内噴射気筒の吸入空気
量を機関回転数に基づいて算出する吸入空気量算出手段
が設けられており、単一のエアフローメータにより吸気
通路噴射気筒の吸入空気量がわかり、吸入空気量算出手
段により筒内噴射気筒の吸入空気量が機関回転数を基に
算出される。A thirteenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and all the cylinders. The second intake passage, which communicates with the internal injection cylinder, is provided with the second throttle valve, and the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder are independently provided by the first and second throttle valves. A single air flow meter for measuring the intake air amount of the intake passage injection cylinder is arranged upstream of the first throttle valve in the first intake passage, and the intake air amount control means for controlling the intake air amount is controlled. The intake air amount calculating means for calculating the intake air amount of the intake air amount based on the engine speed is provided, and the intake air amount of the intake passage injection cylinder can be known by a single air flow meter, and the in-cylinder injection can be performed by the intake air amount calculating means. Intake air amount of the cylinder is calculated based on the engine speed.

【００４９】本発明による第１４の内燃機関は、前述の
第１の内燃機関において、さらに、サージタンクを具備
し、サージタンク内は第３スロットル弁によって全ての
筒内噴射気筒が連通される上流側室と全ての吸気通路噴
射気筒が連通される下流側室とに分割されており、吸気
系全体が小型化される。A fourteenth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, further comprising a surge tank, and the inside of the surge tank is an upstream side where all in-cylinder injection cylinders are communicated by a third throttle valve. It is divided into a side chamber and a downstream chamber in which all the intake passage injection cylinders communicate with each other, and the entire intake system is downsized.

【００５０】本発明による第１５の内燃機関は、前述の
第１の内燃機関において、さらに、吸気通路噴射気筒の
排気ガスを筒内噴射気筒へ再循環させる排気ガス再循環
装置を具備しており、筒内噴射気筒へ再循環される排気
ガスは、吸気通路噴射気筒における理論空燃比混合気の
燃焼後のものであり、高温度で負活性ガスを多く含んで
いる。A fifteenth internal combustion engine according to the present invention is the above-described first internal combustion engine, further comprising an exhaust gas recirculation device for recirculating exhaust gas from the intake passage injection cylinder to the in-cylinder injection cylinder. The exhaust gas recirculated to the in-cylinder injection cylinder is one after combustion of the stoichiometric air-fuel ratio mixture in the intake passage injection cylinder, and contains a large amount of negative active gas at high temperature.

【００５１】本発明による第１６の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部上流の前記
第２排気通路には通電発熱式触媒コンバータが配置され
ており、機関冷間時において、炭化水素を多く含む筒内
噴射気筒の排気ガスは、通電発熱式触媒コンバータで酸
化されて浄化され、この反応熱により加熱される排気ガ
スが三元触媒コンバータを良好に加熱する。A sixteenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the in-cylinder injection cylinders. And a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, and a three-way catalytic converter is arranged downstream of the merge portion, and the three-way catalytic converter is arranged in the second exhaust passage upstream of the merge portion. In the engine cold state, the exhaust gas of the in-cylinder injection cylinder containing a large amount of hydrocarbons is oxidized and purified by the electric heat generation type catalytic converter and heated by the reaction heat when the engine is cold. Exhaust gas heats the three-way catalytic converter well.

【００５２】本発明による第１７の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部上流の第２
排気通路にはリーンＮＯX 触媒コンバータが配置されて
おり、筒内噴射気筒の排気ガス中のＮＯX は浄化され
る。The seventeenth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the in-cylinder injection cylinders. And a downstream side of the first exhaust passage and a downstream side of the second exhaust passage are joined together, and a three-way catalytic converter is arranged downstream of the joined portion.
The exhaust passage is disposed a lean NO X catalyst converter, NO X in the exhaust gas of the direct injection cylinder is purified.

【００５３】本発明による第１８の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部上流の第１
排気通路にはステップ出力式酸素センサが配置され、こ
の合流部上流の第２排気通路にはリニア出力式酸素セン
サが配置されており、吸気通路噴射気筒の理論空燃比制
御と筒内噴射気筒の理論空燃比よりリーン域での空燃比
制御が可能である。An eighteenth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage communicating with all the intake passage injection cylinders and a second exhaust passage communicating with all the in-cylinder injection cylinders. And a downstream side of the first exhaust passage and a downstream side of the second exhaust passage are joined together, and a three-way catalytic converter is arranged downstream of the joined portion.
A step output type oxygen sensor is arranged in the exhaust passage, and a linear output type oxygen sensor is arranged in the second exhaust passage upstream of the confluence part. The theoretical air-fuel ratio control of the intake passage injection cylinder and the cylinder injection cylinder It is possible to control the air-fuel ratio in the lean range based on the theoretical air-fuel ratio.

【００５４】本発明による第１９の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部上流の第１
排気通路はこの合流部上流の第２排気通路に比較して低
い熱容量を有しており、比較的高温度の吸気通路噴射気
筒の排気ガスを高温度のまま三元触媒コンバータに導く
ことができる。A nineteenth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first exhaust passage leading to all the intake passage injection cylinders and a second exhaust passage leading to all the in-cylinder injection cylinders. And a downstream side of the first exhaust passage and a downstream side of the second exhaust passage are joined together, and a three-way catalytic converter is arranged downstream of the joined portion.
The exhaust passage has a lower heat capacity than the second exhaust passage upstream of the joining portion, and the exhaust gas of the intake passage injection cylinder having a relatively high temperature can be guided to the three-way catalytic converter at a high temperature. .

【００５５】本発明による第２０の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路には二次空
気導入手段が接続されており、吸気通路燃料噴射気筒が
理論空燃比よりリッチで運転される場合においてその排
気ガスをストイキ制御できる。The twentieth internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage leading to all the intake passage injection cylinders and a second exhaust passage leading to all the in-cylinder injection cylinders. The secondary air introducing means is connected to the first exhaust passage, and the exhaust gas can be stoichiometrically controlled when the intake passage fuel injection cylinder is operated richer than the stoichiometric air-fuel ratio.

【００５６】本発明による第２１の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部近傍は、第
２排気通路を通る排気ガスを三元触媒コンバータの端面
中央部に導くために、二重管構造となっており、相対的
に高温度となっている三元触媒コンバータの端面中央部
に比較的低温度の筒内噴射気筒の排気ガスが導かれる。A twenty-first internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage leading to all the intake passage injection cylinders and a second exhaust passage leading to all the in-cylinder injection cylinders. And a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, and a three-way catalytic converter is arranged downstream of the merged portion, and the vicinity of the merged portion includes the second exhaust passage. In order to guide the exhaust gas passing therethrough to the center of the end surface of the three-way catalytic converter, a double-tube structure is used. The exhaust gas of the internal injection cylinder is guided.

【００５７】本発明による第２２の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部の容積は、
第１排気通路及び第２排気通路を通る排気ガスが十分に
混合するように拡大されており、二種類の気筒の排気ガ
スは前述の合流部において十分に混合された後、三元触
媒コンバータに導かれる。A twenty-second internal combustion engine according to the present invention is the same as the above-mentioned first internal combustion engine, but further includes a first exhaust passage leading to all the intake passage injection cylinders and a second exhaust passage leading to all the in-cylinder injection cylinders. And a downstream side of the first exhaust passage and a downstream side of the second exhaust passage are joined, and a three-way catalytic converter is arranged downstream of the joined portion, and the volume of the joined portion is
The exhaust gases passing through the first exhaust passage and the second exhaust passage are enlarged so as to be sufficiently mixed, and the exhaust gases of the two types of cylinders are sufficiently mixed at the above-mentioned merging portion and then fed to the three-way catalytic converter. Be guided.

【００５８】本発明による第２３の内燃機関は、前述の
第１の内燃機関において、さらに、全ての吸気通路噴射
気筒へ通じる第１排気通路と、全ての筒内噴射気筒へ通
じる第２排気通路とを具備し、第１排気通路の下流側と
第２排気通路の下流側とが合流し、この合流部下流には
三元触媒コンバータが配置され、この合流部近傍には、
第２排気通路を通る排気ガスを三元触媒コンバータの端
面全体に局所的に分散させるための分散手段が設けられ
ており、筒内噴射気筒の排気ガスは、三元触媒コンバー
タの端面全体に局部的に分散されて導かれる。A twenty-third internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first exhaust passage leading to all the intake passage injection cylinders and a second exhaust passage leading to all the in-cylinder injection cylinders. The downstream side of the first exhaust passage and the downstream side of the second exhaust passage are joined together, and a three-way catalytic converter is arranged downstream of this joined portion, and in the vicinity of this joined portion,
Dispersion means for locally dispersing exhaust gas passing through the second exhaust passage over the entire end surface of the three-way catalytic converter is provided, and the exhaust gas of the cylinder injection cylinder is locally distributed over the entire end surface of the three-way catalytic converter. Are distributed and guided.

【００５９】本発明による第２４の内燃機関は、前述の
第１の内燃機関において、吸気通路噴射気筒が車両前面
側に配置されており、排気ガス温度が比較的高くなる吸
気通路噴射気筒の排気通路が車両前面側となる。A twenty-fourth internal combustion engine according to the present invention is the same as the first internal combustion engine described above, in which the intake passage injection cylinder is arranged on the front side of the vehicle, and the exhaust gas temperature of the intake passage injection cylinder is relatively high. The passage is on the front side of the vehicle.

【００６０】本発明による第２５の内燃機関は、前述の
第１の内燃機関において、筒内噴射気筒のシリンダ容積
が吸気通路噴射気筒のシリンダ容積に比較して小さくさ
れており、筒内噴射気筒のシリンダ容積が吸気通路噴射
気筒のシリンダ容積と等しい場合に比較して筒内噴射気
筒の出力は低下する。A twenty-fifth internal combustion engine according to the present invention is the above-described first internal combustion engine, wherein the cylinder volume of the cylinder injection cylinder is smaller than the cylinder volume of the intake passage injection cylinder. The output of the in-cylinder injection cylinder is reduced as compared with the case where the cylinder volume of is equal to the cylinder volume of the intake passage injection cylinder.

【００６１】本発明による第２６の内燃機関は、前述の
第１の内燃機関において、特定機関運転状態の時に、吸
気通路噴射気筒及び筒内噴射気筒において均一燃焼が実
行され、さらに、この時に筒内噴射吸気通路噴射気筒の
吸気充填効率と筒内噴射気筒の吸気充填効率とをほぼ等
しくするための吸気充填効率調整手段を具備しており、
この時の二つの種類の気筒における出力がほぼ等しくな
る。The twenty-sixth internal combustion engine according to the present invention is the above-mentioned first internal combustion engine, in which the uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder in the specific engine operating state. The internal injection intake passage is equipped with intake charging efficiency adjusting means for making the intake charging efficiency of the injection cylinder and the intake charging efficiency of the in-cylinder injection cylinder substantially equal,
At this time, the outputs of the two types of cylinders become substantially equal.

【００６２】本発明による第２７の内燃機関は、前述の
第１の内燃機関において、特定機関運転状態の時に、吸
気通路噴射気筒及び筒内噴射気筒において均一燃焼が実
行され、さらに、この時に吸気通路噴射気筒の吸気充填
効率と筒内噴射気筒の吸気充填効率とをほぼ等しくする
ための吸気充填効率調整手段を具備し、吸気充填効率調
整手段として、筒内噴射気筒の吸気弁閉弁時期を調節す
るバルブタイミング制御手段を有しており、この時の二
つの種類の気筒における出力がほぼ等しくなる。In the twenty-seventh internal combustion engine according to the present invention, in the above-mentioned first internal combustion engine, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder when the specific engine is operating, and the intake air is also injected at this time. An intake charge efficiency adjusting means for making the intake charge efficiency of the passage injection cylinder and the intake charge efficiency of the cylinder injection cylinder substantially equal is provided, and the intake valve closing timing of the cylinder injection cylinder is used as the intake charge efficiency adjusting means. It has a valve timing control means for adjusting, and the outputs in the two types of cylinders at this time are substantially equal.

【００６３】本発明による第２８の内燃機関は、前述の
第１の内燃機関において、特定機関運転状態の時に、吸
気通路噴射気筒及び筒内噴射気筒において均一燃焼が実
行され、さらに、この時に吸気通路噴射気筒の吸気充填
効率と筒内噴射気筒の吸気充填効率とをほぼ等しくする
ための吸気充填効率調整手段を具備し、吸気充填効率調
整手段として、吸気通路噴射気筒の吸気管長だけが前記
特定機関運転状態の時において慣性過給効果が得られる
ように選択されており、この時の二つの種類の気筒にお
ける出力がほぼ等しくなる。In the twenty-eighth internal combustion engine according to the present invention, in the above-mentioned first internal combustion engine, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder in the specific engine operating state, and the intake air is also injected at this time. An intake charge efficiency adjusting means for making the intake charge efficiency of the passage injection cylinder and the intake charge efficiency of the in-cylinder injection cylinder substantially equal is provided, and only the intake pipe length of the intake passage injection cylinder is specified as the intake charge efficiency adjusting means. It is selected so that the inertia supercharging effect is obtained when the engine is operating, and the outputs of the two types of cylinders at this time are substantially equal.

【００６４】本発明による第２９の内燃機関は、前述の
第１の内燃機関において、さらに、吸気通路噴射気筒へ
排気ガスを再循環させる第１排気ガス再循環装置と、筒
内噴射気筒へ排気ガスを再循環させる第２排気ガス再循
環装置とを具備し、筒内噴射気筒の排気ガス再循環率が
吸気通路噴射気筒の排気ガス再循環率に比較して大きく
なるように第１排気ガス再循環装置と前記第２排気ガス
再循環装置とを独立して制御するようになっており、排
気ガス再循環を実行しない時に比較して、筒内噴射気筒
の出力の低下率が吸気通路噴射気筒の出力の低下率より
大きくなる。The twenty-ninth internal combustion engine according to the present invention is the same as the above-described first internal combustion engine, but further includes a first exhaust gas recirculation device for recirculating exhaust gas to the intake passage injection cylinder and exhaust to the cylinder injection cylinder. A second exhaust gas recirculation device for recirculating gas, the first exhaust gas so that the exhaust gas recirculation rate of the cylinder injection cylinder is higher than the exhaust gas recirculation rate of the intake passage injection cylinder. The recirculation device and the second exhaust gas recirculation device are controlled independently of each other, and the reduction rate of the output of the in-cylinder injection cylinder is smaller than that when the exhaust gas recirculation is not executed. It becomes larger than the reduction rate of the output of the cylinder.

【００６５】本発明による第３０の内燃機関は、前述の
第１の内燃機関において、筒内噴射気筒の圧縮比が吸気
通路噴射気筒の圧縮比に比較して小さくなっており、筒
内噴射気筒の圧縮比が吸気通路噴射気筒の圧縮比と等し
い場合に比較して筒内噴射気筒の出力が低下する。A thirtieth internal combustion engine according to the present invention is the first internal combustion engine described above, wherein the compression ratio of the cylinder injection cylinder is smaller than that of the intake passage injection cylinder, and the cylinder injection cylinder is The output of the in-cylinder injection cylinder is lower than that in the case where the compression ratio is equal to the compression ratio of the intake passage injection cylinder.

【００６６】[0066]

【実施例】図１は、吸気通路噴射気筒の概略縦断面図で
ある。同図において、１は吸気弁２を介して気筒３内へ
通じる吸気通路であり、４は排気弁５を介して気筒３内
へ通じる排気通路である。６はピストンであり、図示さ
れていないが点火栓が気筒上部略中心に配置されてい
る。７は第１燃料噴射弁であり、吸気通路１内へ燃料を
噴射するものである。この吸気通路噴射気筒１０は、吸
気通路２内に噴射された燃料を吸気と共に気筒３内へ供
給し、点火までに十分に均一化された混合気を形成して
着火燃焼させる均一燃焼を行わせるものである。1 is a schematic vertical sectional view of an intake passage injection cylinder. In the figure, 1 is an intake passage communicating with the inside of the cylinder 3 via the intake valve 2, and 4 is an exhaust passage communicating with the inside of the cylinder 3 via the exhaust valve 5. Reference numeral 6 denotes a piston, and a spark plug (not shown) is arranged substantially in the center of the upper portion of the cylinder. Reference numeral 7 denotes a first fuel injection valve, which injects fuel into the intake passage 1. The intake passage injection cylinder 10 supplies the fuel injected into the intake passage 2 into the cylinder 3 together with the intake air to form a sufficiently homogenized air-fuel mixture by ignition and perform uniform combustion. It is a thing.

【００６７】一方、図２は筒内噴射気筒の概略縦断面図
である。同図において、１’は吸気弁２’を介して気筒
３’内へ通じる吸気通路であり、４’は排気弁５’を介
して気筒３’内へ通じる排気通路である。６’はピスト
ンであり、その頂面には凹状の燃焼室６’ａが形成され
ている。図示されていないが点火栓が気筒上部略中心に
配置されている。７’は第２燃料噴射弁であり、燃料を
気筒３内へ直接噴射するものである。この筒内噴射気筒
１０’は、燃料の吸気通路１’壁面等への付着がないた
めに、噴射される必要量の燃料を確実に気筒３’内へ供
給することができ、また、圧縮行程における燃料供給が
可能であるために、燃焼室６’ａ内の点火栓近傍だけに
燃料を集中させることができ、全体として理論空燃比よ
りはリーンな混合気を確実に着火燃焼させる成層燃焼が
実現可能である。もちろん、吸気行程から燃料噴射を開
始することで点火までに均一化された混合気を形成し、
均一燃焼を行わせることも可能である。On the other hand, FIG. 2 is a schematic vertical sectional view of an in-cylinder injection cylinder. In the figure, 1'is an intake passage communicating with the cylinder 3'through an intake valve 2 ', and 4'is an exhaust passage communicating with the cylinder 3'through an exhaust valve 5'. Reference numeral 6'denotes a piston, and a concave combustion chamber 6'a is formed on the top surface thereof. Although not shown, the spark plug is arranged substantially in the center of the upper part of the cylinder. Reference numeral 7'denotes a second fuel injection valve, which directly injects fuel into the cylinder 3. Since this in-cylinder injection cylinder 10 'does not have fuel adhering to the wall surface of the intake passage 1', it is possible to reliably supply the required amount of fuel to be injected into the cylinder 3 ', and to perform the compression stroke. Since the fuel can be supplied in the combustion chamber 6'a, the fuel can be concentrated only in the vicinity of the spark plug in the combustion chamber 6'a, and the stratified combustion in which the air-fuel mixture leaner than the stoichiometric air-fuel ratio is surely ignited and burned is achieved. It is feasible. Of course, by starting fuel injection from the intake stroke, a uniform air-fuel mixture is formed by ignition,
It is also possible to carry out uniform combustion.

【００６８】本発明による内燃機関は、このような吸気
通路噴射気筒１０と筒内噴射気筒１０’とを両方有する
ものである。成層燃焼は、前述したようにリーンな混合
気を燃焼可能であるために、特に機関低中負荷時におい
て発生するポンピングロスを均一燃焼に比較して低減す
ることができ、その分の燃費低減が可能となる。それに
より、全ての気筒において常時均一燃焼を実行する一般
的な内燃機関に比較して、少なくとも特定機関運転状態
において筒内噴射気筒１０’により成層燃焼を行わせる
ことによって燃費を低減することができる。The internal combustion engine according to the present invention has both the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 '. Since stratified charge combustion can burn a lean air-fuel mixture as described above, it is possible to reduce the pumping loss that occurs particularly when the engine is operating at low and medium loads, compared to uniform combustion, which reduces fuel consumption by that amount. It will be possible. As a result, compared with a general internal combustion engine that always executes uniform combustion in all cylinders, stratified charge combustion is performed by the in-cylinder injection cylinder 10 ′ at least in a specific engine operating state, thereby reducing fuel consumption. .

【００６９】また、この内燃機関は、機関冷間始動時に
は、吸気通路噴射気筒１０において燃料増量が実行され
て理論空燃比よりリッチな混合気での均一燃焼を実行す
ると共に、筒内噴射気筒１０’において、この時の燃料
噴射量は少なくとも吸気通路噴射気筒１０の燃料噴射量
より少なくされて理論空燃比より全体的にリーンな混合
気での成層燃焼を実行するようになっている。それによ
り、吸気通路噴射気筒１０において着火性の良好な安定
した燃焼が実現され、また、この機関出力によって燃料
ポンプが駆動され第２燃料噴射弁７’で噴射される燃料
が昇圧されるために、この時、従来のように大型バッテ
リを必要とすることなく筒内噴射気筒１０’による成層
燃焼が可能となる。Further, in this internal combustion engine, when the engine is cold-started, the amount of fuel is increased in the intake passage injection cylinder 10 to perform uniform combustion with the air-fuel mixture richer than the stoichiometric air-fuel ratio, and the cylinder injection cylinder 10 ', The fuel injection amount at this time is made smaller than at least the fuel injection amount of the intake passage injection cylinder 10 so that the stratified charge combustion is performed with the air-fuel mixture which is leaner than the theoretical air-fuel ratio. As a result, stable combustion with good ignitability is realized in the intake passage injection cylinder 10, and the fuel pump is driven by this engine output to boost the fuel injected by the second fuel injection valve 7 '. At this time, stratified charge combustion by the in-cylinder injection cylinder 10 'can be performed without requiring a large battery as in the conventional case.

【００７０】従って、従来に比較して、この時の良好な
始動性は維持されると共に、筒内噴射気筒１０’におけ
る吸気通路噴射気筒１０より少ない燃料噴射量でのリー
ンな混合気による成層燃焼によってこの時の全体的な燃
費は低減され、またリッチな混合気による均一燃焼を実
行する吸気通路噴射気筒１０の数が減少されるために全
体としての未燃燃焼の排出量も低減することができる。
また、この内燃機関に、一般的な排気系、すなわち各気
筒の排気通路が集合して一つの三元触媒コンバータに通
じているものが使用される場合において、この時の吸気
通路噴射気筒１０の混合気空燃比のリッチ程度と筒内噴
射気筒１０’の混合気空燃比のリーン程度とを適当に選
択することで、この時の全体的な排気ガスを理論空燃比
での燃焼後の排気ガスと同等なもの（以下ストイキと表
現する）にすることができ、従来、酸素不足により三元
触媒コンバータにおいて酸化されずに排出されていた炭
化水素及び一酸化炭素等を良好に酸化させることができ
ると共に、酸化窒素を過不足なく還元させることがで
き、この時の排気エミッションをかなり改善することが
できる。Therefore, compared to the conventional case, good startability at this time is maintained, and stratified charge combustion by lean mixture with a smaller fuel injection amount than the intake passage injection cylinder 10 in the cylinder injection cylinder 10 '. As a result, the overall fuel consumption at this time is reduced, and since the number of intake passage injection cylinders 10 that perform uniform combustion with a rich air-fuel mixture is reduced, the amount of unburned combustion as a whole can be reduced. it can.
Further, in the case where a general exhaust system, that is, a system in which the exhaust passages of each cylinder are connected to one three-way catalytic converter is used for this internal combustion engine, the intake passage injection cylinder 10 at this time is used. By appropriately selecting the rich degree of the air-fuel ratio of the air-fuel mixture and the lean degree of the air-fuel ratio of the air-fuel mixture of the in-cylinder injection cylinder 10 ', the overall exhaust gas at this time is exhaust gas after combustion at the stoichiometric air-fuel ratio. (Hereinafter referred to as stoichiometry), and can satisfactorily oxidize hydrocarbons, carbon monoxide, etc. that were conventionally discharged without being oxidized in a three-way catalytic converter due to lack of oxygen. At the same time, it is possible to reduce nitric oxide without excess or deficiency, and exhaust emission at this time can be considerably improved.

【００７１】さらに、従来に比較して、各気筒には単一
の燃焼噴射弁７又は７’だけしか設けられておらず、特
に高い燃料圧力を必要とする第２燃料噴射弁７’の数は
減少されるために、そのための燃料ポンプは小型化さ
れ、内燃機関全体を小型化することができると共に、か
なりのコストダウンが可能である。Further, compared to the conventional case, each cylinder is provided with only a single combustion injection valve 7 or 7 ', and the number of the second fuel injection valves 7'requiring a particularly high fuel pressure. Since the fuel consumption is reduced, the fuel pump for that purpose can be miniaturized, the entire internal combustion engine can be miniaturized, and the cost can be considerably reduced.

【００７２】本発明の内燃機関に一般的な吸気系を接続
すると共に噴射される燃料を各気筒同量にするような簡
単な燃料噴射量制御が適用される場合において、筒内噴
射気筒１０’で成層燃焼が実行される時には、ポンピン
グロスの低減により、また均一燃焼が実行される時に
は、気筒３’内が燃料によって冷却されるために、吸気
温度が低くなって充填効率が向上することにより、筒内
噴射気筒１０’は吸気通路噴射気筒１０に比較して高い
出力が得られ、二つの種類の気筒には出力差が発生す
る。従って、この出力差による機関振動を低減すること
を目的とした気筒配置を図３〜図６及び図７〜図１０に
示す。図３〜図６は内燃機関が直列気筒内燃機関の場合
を、図７〜図１０は内燃機関がＶ型気筒内燃機関の場合
を示しており、図３は二気筒、図４は三気筒、図５及び
図７は四気筒、図６及び図８は六気筒、図９は八気筒、
図１０は十二気筒の内燃機関である。When a general intake system is connected to the internal combustion engine of the present invention and a simple fuel injection amount control is applied so that the injected fuel has the same amount in each cylinder, the cylinder injection cylinder 10 'is used. When stratified charge combustion is performed, the pumping loss is reduced, and when uniform combustion is performed, the inside of the cylinder 3'is cooled by the fuel, so that the intake temperature is lowered and the charging efficiency is improved. The in-cylinder injection cylinder 10 'obtains a higher output than the intake passage injection cylinder 10, and an output difference occurs between the two types of cylinders. Therefore, the cylinder arrangement for the purpose of reducing the engine vibration due to this output difference is shown in FIGS. 3 to 6 and 7 to 10. 3 to 6 show the case where the internal combustion engine is an in-line cylinder internal combustion engine, and FIGS. 7 to 10 show the case where the internal combustion engine is a V-type cylinder internal combustion engine. FIG. 3 shows two cylinders, FIG. 4 shows three cylinders, 5 and 7 are four cylinders, FIGS. 6 and 8 are six cylinders, FIG. 9 is eight cylinders,
FIG. 10 shows a twelve-cylinder internal combustion engine.

【００７３】各図面には気筒番号と点火順序が記載され
ており、この点火順序に基づく二つの種類の気筒の配置
が示されている。本発明による内燃機関は、吸気通路噴
射気筒１０と筒内噴射気筒１０’とからなるものであれ
ば、前述の効果を得ることができるために、各種類の気
筒数の限定は不要である。これらの図面に示した気筒配
置は、吸気通路噴射気筒１０と筒内噴射気筒１０’のう
ちの少なくとも一方の種類の気筒が、連続して点火時期
を迎えることがなく、可能な限り一定のクランク角度毎
に点火時期を迎えるようになっており、この考え方に基
づく図示されていない他の多くの配置も可能である。こ
のように気筒配置された内燃機関は、一方の種類の気筒
のおける燃焼がほぼ周期的に行われるために、二つの種
類の気筒において出力差が生じても、機関振動を最小限
に抑えることができる。In each drawing, the cylinder number and the ignition sequence are described, and the arrangement of two types of cylinders based on this ignition sequence is shown. As long as the internal combustion engine according to the present invention comprises the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 ', it is possible to obtain the above-described effects, and thus the number of cylinders of each type is not limited. The cylinder arrangement shown in these drawings is such that at least one of the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 'does not reach the ignition timing in succession, and the cylinders have a constant crank as much as possible. The ignition timing is set for each angle, and many other arrangements (not shown) based on this concept are possible. In an internal combustion engine with cylinders arranged in this way, combustion in one type of cylinder is performed almost periodically, so engine vibration should be minimized even if there is a difference in output between the two types of cylinders. You can

【００７４】また、全気筒数が偶数の場合において、例
えば図６（Ａ）に示すように、吸気通路噴射気筒１０と
筒内噴射気筒１０’の数を等しくして交互に点火時期を
迎えるようにすることで、前述のように機関振動低減に
有効であるだけでなく、前述の一般的な排気系が使用さ
れる場合において、各排気通路の合流部において、排気
ガスは時間的に混合されやすい連続する二回の燃焼でス
トイキとなるために、良好にストイキ化された排気ガス
を三元触媒コンバータに流入させることができる。When the total number of cylinders is an even number, the intake passage injection cylinders 10 and the in-cylinder injection cylinders 10 'are made equal in number and the ignition timing is alternately reached as shown in FIG. 6 (A). As described above, not only is it effective in reducing engine vibration as described above, but when the above-mentioned general exhaust system is used, the exhaust gas is temporally mixed at the confluence of each exhaust passage. Since it becomes stoichiometric by easy and continuous two-time combustion, it is possible to allow the exhaust gas that has been well stoked to flow into the three-way catalytic converter.

【００７５】また、気筒数にかかわらず、例えば図６
（Ａ）及び図６（Ｂ）に示すように、複数の全ての吸気
通路噴射気筒１０を直線的に隣接して配置することで、
比較的低い燃料圧力が維持される第１蓄圧室（図示せ
ず）からこれらの気筒に設けられた各第１燃料噴射弁７
へ接続される各燃料通路（図示せず）を短くすることが
可能であり、この第１燃料供給系（図示せず）を小型化
することができる。Further, regardless of the number of cylinders, for example, as shown in FIG.
As shown in (A) and FIG. 6 (B), by arranging all the plurality of intake passage injection cylinders 10 linearly adjacent to each other,
From the first pressure accumulating chamber (not shown) where a relatively low fuel pressure is maintained, to the first fuel injection valves 7 provided in these cylinders.
It is possible to shorten each fuel passage (not shown) connected to the first fuel supply system (not shown) and to downsize the first fuel supply system (not shown).

【００７６】同様に、気筒数にかかわらず、例えば図６
（Ａ）及び図６（Ｅ）に示すように、複数の全ての筒内
噴射気筒１０’を直線的に隣接して配置することで、比
較的高い燃料圧力が維持される第２蓄圧室（図示せず）
からこれらの気筒に設けられた各第２燃料噴射弁７’へ
接続される各燃料通路（図示せず）を短くすることが可
能であり、この第２燃料供給系（図示せず）を小型化す
ることができる。Similarly, regardless of the number of cylinders, for example, as shown in FIG.
As shown in (A) and FIG. 6 (E), by arranging all of the plurality of in-cylinder injection cylinders 10 ′ in a straight line, a second accumulator chamber (a relatively high fuel pressure is maintained) (Not shown)
It is possible to shorten each fuel passage (not shown) connected to each second fuel injection valve 7'provided in these cylinders, and to make this second fuel supply system (not shown) compact. Can be converted.

【００７７】図１１〜図１４は、内燃機関がＶ型気筒内
燃機関の場合における別の考え方に基づく気筒配置を示
している。図１１は四気筒、図１２は六気筒、図１３は
八気筒、図１４は十二気筒の内燃機関である。この気筒
配置は、これらの図に示されているように、Ｖ型気筒内
燃機関の一方のバンクを構成する気筒群は全て吸気通路
噴射気筒１０とされ、他方のバンクを構成する気筒群は
全て筒内噴射気筒１０’とされるものである。このよう
な気筒配置によれば、前述同様、第１及び第２燃料噴射
弁の各燃料供給系を小型化することができると共に、こ
れらの内燃機関に、一般的な吸気系、すなわち各気筒の
吸気通路が一つのサージタンクに接続されるものが使用
される場合において、各吸気通路噴射気筒１０の吸気通
路１のサージタンクにおける接続開口部は、互いに隣接
し、いずれの筒内噴射気筒１０’の吸気通路１’のサー
ジタンクにおける接続開口部と隣接することがないため
に、第１燃料噴射弁７により吸気通路１に噴射され、そ
の壁面に付着して留まる燃料が、特定機関状態の時に発
生する吸気逆流によってサージタンクに戻される時に、
その多くは同一気筒の吸気行程の際に吸入され、その一
部は接続開口部同士が比較的離れている筒内噴射気筒へ
は吸入されずに接続開口部同士が隣接する吸気通路噴射
気筒１０の吸気行程の際に吸入され、吸気通路噴射気筒
１０間で互いに相殺し合い各吸気通路噴射気筒１０にお
いて所望の空燃比が実現されると共に、このような燃料
逆流が起こらない筒内噴射気筒１０’の空燃比を濃くす
ることは防止される。11 to 14 show cylinder arrangements based on another concept when the internal combustion engine is a V-cylinder internal combustion engine. 11 shows a four-cylinder engine, FIG. 12 shows a six-cylinder engine, FIG. 13 shows an eight-cylinder engine, and FIG. 14 shows a twelve-cylinder engine. In this cylinder arrangement, as shown in these figures, all the cylinder groups forming one bank of the V-type cylinder internal combustion engine are intake passage injection cylinders 10, and all the cylinder groups forming the other bank are The in-cylinder injection cylinder 10 'is used. According to such a cylinder arrangement, each fuel supply system of the first and second fuel injection valves can be downsized as described above, and at the same time, a general intake system of each internal combustion engine, that is, each cylinder When the one in which the intake passage is connected to one surge tank is used, the connection openings in the surge tank of the intake passage 1 of each intake passage injection cylinder 10 are adjacent to each other, and any of the in-cylinder injection cylinders 10 '. When the fuel that is injected into the intake passage 1 by the first fuel injection valve 7 and stays attached to the wall surface of the intake passage 1'is not adjoining to the connection opening in the surge tank in the specific engine state, When it is returned to the surge tank by the generated backflow of intake air,
Most of them are sucked during the intake stroke of the same cylinder, and some of them are not sucked into the in-cylinder injection cylinder in which the connection openings are relatively distant from each other, but the intake passage injection cylinder 10 in which the connection openings are adjacent to each other. Of the intake passage injection cylinders 10 are canceled by each other during the intake stroke of the intake stroke to achieve a desired air-fuel ratio in each of the intake passage injection cylinders 10, and such a fuel reverse flow does not occur. It is prevented that the air-fuel ratio of is increased.

【００７８】図１５〜図２２は、さらに別の考え方に基
づく気筒配置を示している。図１５〜図１８は内燃機関
が直列気筒内燃機関の場合、図１９〜図２２は内燃機関
がＶ型気筒内燃機関の場合を示している。図１５は二気
筒、図１６は三気筒、図１７及び図１９は四気筒、図１
８及び図２０は六気筒、図２１は八気筒、図２２は十二
気筒の内燃機関である。この気筒配置は、これらの図に
示されているように、吸気通路噴射気筒１０と筒内噴射
気筒１０’とが機関長手方向に交互に配置されているも
のである。このような気筒配置によれば、前述の一般的
な排気系が使用される場合において、各排気通路の合流
部において、吸気通路噴射気筒１０の排気通路４の開口
部と筒内噴射気筒１０’の排気通路４’の開口部とが互
いに隣接するために、二つの種類の気筒の排気ガスが位
置的に混合されやすく、機関冷間始動時において良好に
ストイキ化された排気ガスを三元触媒コンバータに流入
させることができる。15 to 22 show cylinder arrangements based on yet another concept. 15 to 18 show the case where the internal combustion engine is an in-line cylinder internal combustion engine, and FIGS. 19 to 22 show the case where the internal combustion engine is a V-type cylinder internal combustion engine. FIG. 15 shows two cylinders, FIG. 16 shows three cylinders, FIGS. 17 and 19 show four cylinders, and FIG.
8 and 20 show a six-cylinder internal combustion engine, FIG. 21 an eight-cylinder internal combustion engine, and FIG. In this cylinder arrangement, as shown in these figures, the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 'are alternately arranged in the longitudinal direction of the engine. According to such a cylinder arrangement, in the case where the above-mentioned general exhaust system is used, the opening of the exhaust passage 4 of the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 ′ are formed at the confluence of the exhaust passages. The exhaust gas of the two types of cylinders is likely to be mixed in position because the exhaust passage of the exhaust passage 4'is adjacent to each other, and the exhaust gas satisfactorily stoichied at the time of cold starting of the engine is a three-way catalyst. Can flow into the converter.

【００７９】本発明による内燃機関において、気筒配置
にかかわらず、例えば図６（Ｅ）に示すように、吸気通
路噴射気筒１０の数より筒内噴射気筒１０’の数を多く
することにより、前述の機関冷間始動時において、吸気
通路噴射気筒１０におけるリッチ側の混合気所定空燃比
に対して、全体的な排気ガスをストイキにするための各
筒内噴射気筒１０’の混合気のリーン程度は、比較的小
さくすることができ、この時の各筒内噴射気筒１０’の
成層燃焼を良好なものとすることができる。In the internal combustion engine according to the present invention, the number of in-cylinder injection cylinders 10 ′ is made larger than the number of intake passage injection cylinders 10 irrespective of the cylinder arrangement, as shown in FIG. When the engine is cold-started, the lean air-fuel mixture of each in-cylinder injection cylinder 10 'for making the exhaust gas stoichiometric with respect to the rich air-fuel mixture predetermined air-fuel ratio in the intake passage injection cylinder 10 Can be made relatively small, and the stratified charge combustion of each in-cylinder injection cylinder 10 'at this time can be made favorable.

【００８０】図２３〜図３０は、さらに別の考え方に基
づく気筒配置を示している。図２３〜図２６は内燃機関
が直列気筒内燃機関の場合、図２７〜図３０は内燃機関
がＶ型気筒内燃機関の場合を示している。図２３は二気
筒、図２４は三気筒、図２５及び図２７は四気筒、図２
６及び図２８は六気筒、図２９は八気筒、図３０は十二
気筒の内燃機関である。この気筒配置は、これらの図に
示されているように、一般的に、燃料圧力を上昇させる
燃料ポンプが、機関クランクシャフトにより駆動される
ために機関長手方向の一方の端部に取り付けられること
に注目して、特に第２燃料噴射弁７’用の第２燃料ポン
プ１１’が取り付けられる側の機関長手方向端部に全て
の筒内噴射気筒１０’を配置したものである。23 to 30 show cylinder arrangements based on yet another concept. 23 to 26 show the case where the internal combustion engine is an in-line cylinder internal combustion engine, and FIGS. 27 to 30 show the case where the internal combustion engine is a V-type cylinder internal combustion engine. FIG. 23 shows two cylinders, FIG. 24 shows three cylinders, FIGS. 25 and 27 show four cylinders, and FIG.
6 and 28 are six cylinders, FIG. 29 is eight cylinders, and FIG. 30 is twelve cylinders. This cylinder arrangement, as shown in these figures, generally has a fuel pump for increasing fuel pressure mounted at one end in the longitudinal direction of the engine to be driven by the engine crankshaft. In particular, all the in-cylinder injection cylinders 10 'are arranged at the end portion in the engine longitudinal direction on the side where the second fuel pump 11' for the second fuel injection valve 7'is attached.

【００８１】このような気筒配置によれば、第２燃料ポ
ンプ１１’から各筒内噴射気筒１０’の第２燃料噴射弁
７’までの距離を比較的短くすることができるために、
全体的な燃料通路容積を小さくすることができ、所望の
燃料圧力までの昇圧時間を短縮することが可能となる。
この効果は、図２５（Ａ）に示すように、第２燃料ポン
プ１１’に最も近い気筒が筒内噴射気筒１０’とされな
くても十分に得ることができる。また、このように燃料
通路容積が小さいと、例えば、機関高負荷時に、筒内噴
射気筒１０’において均一燃焼を実行させる場合に、一
回の燃料噴射において、燃料を噴射する毎の燃料圧力の
降下が顕著になり、それに伴い噴射される燃料の貫徹力
が段々と弱まってその到達点が徐々に噴口に近づけられ
るために、噴射される燃料は気筒３’内全体に広く分布
され、点火までに十分に均一化された混合気を形成する
ことができ、この均一燃焼を非常に良好なものとするこ
とができる。With such a cylinder arrangement, the distance from the second fuel pump 11 'to the second fuel injection valve 7'of each in-cylinder injection cylinder 10' can be made relatively short.
The overall fuel passage volume can be reduced, and the boosting time to the desired fuel pressure can be shortened.
As shown in FIG. 25 (A), this effect can be sufficiently obtained even if the cylinder closest to the second fuel pump 11 ′ is not the in-cylinder injection cylinder 10 ′. Further, when the fuel passage volume is small in this way, for example, when uniform combustion is executed in the in-cylinder injection cylinder 10 ′ when the engine has a high load, the fuel pressure for each fuel injection in one fuel injection is increased. As the descent becomes noticeable, the penetration force of the injected fuel gradually weakens, and the arrival point gradually approaches the injection port, so the injected fuel is widely distributed in the entire cylinder 3'and until ignition. A sufficiently uniform air-fuel mixture can be formed, and this uniform combustion can be made very good.

【００８２】図３１は、本発明の内燃機関に取り付けら
れる第１吸気装置の例を示す概略図である。内燃機関は
直列六気筒の場合が示されており、この第１吸気装置と
の接続を容易にするために、機関長手方向に三つの吸気
通路噴射気筒１０と三つの筒内噴射気筒１０’とがそれ
ぞれ連続して配置されている。第１吸気装置１００は、
各吸気通路噴射気筒１０の吸気通路１が接続される第１
サージタンク１０１と、各筒内噴射気筒１０’の吸気通
路１’が接続される第２サージタンク１０２とを有して
いる。エアクリーナ（図示せず）に通じる単一の上流側
吸気通路１０３は、上流側第１吸気通路１０４及び上流
側第２吸気通路１０５に分岐し、それぞれが、第１サー
ジタンク１０１及び第２サージタンク１０２に接続され
ている。上流側第１吸気通路１０４には第１スロットル
弁１０６が、また上流側第２吸気通路１０５には第２ス
ロットル弁１０７が設けられている。FIG. 31 is a schematic view showing an example of the first intake system attached to the internal combustion engine of the present invention. It is shown that the internal combustion engine has six in-line cylinders. In order to facilitate the connection with the first intake system, three intake passage injection cylinders 10 and three in-cylinder injection cylinders 10 'are provided in the longitudinal direction of the engine. Are arranged in succession. The first intake device 100 is
First to which the intake passage 1 of each intake passage injection cylinder 10 is connected
It has a surge tank 101 and a second surge tank 102 to which the intake passage 1 ′ of each in-cylinder injection cylinder 10 ′ is connected. A single upstream intake passage 103 leading to an air cleaner (not shown) branches into an upstream first intake passage 104 and an upstream second intake passage 105, and each of them is a first surge tank 101 and a second surge tank. It is connected to 102. A first throttle valve 106 is provided in the upstream first intake passage 104, and a second throttle valve 107 is provided in the upstream second intake passage 105.

【００８３】第１及び第２サージタンク１０１，１０２
は、吸気制御弁１０８によって互いに連通可能となって
おり、特に第１サージタンク１０１には、それ内の吸気
圧力を測定するための圧力センサ１０９が設けられてい
る。上流側吸気通路１０３の分岐部上流には、吸入空気
量を測定するためのエアフローメータ１１０が配置され
ている。また、上流側第１吸気通路１０４の第１スロッ
トル弁１０６上流と第１サージタンク１０１とは、第１
アイドルスピードコントロールバルブ１１１が設けられ
た第１連通路１１２によって連通され、同様に上流側第
２吸気通路１０５の第２スロットル弁１０７上流と第２
サージタンク１０２とは、第２アイドルスピードコント
ロールバルブ１１３が設けられた第２連通路１１４によ
って連通されている。First and second surge tanks 101 and 102
Can be communicated with each other by an intake control valve 108, and in particular, the first surge tank 101 is provided with a pressure sensor 109 for measuring the intake pressure therein. An air flow meter 110 for measuring the amount of intake air is arranged upstream of the branch portion of the upstream intake passage 103. Further, the upstream side of the first throttle valve 106 in the upstream side first intake passage 104 and the first surge tank 101 are
It is communicated by a first communication passage 112 provided with an idle speed control valve 111, and similarly, a second throttle valve 107 upstream and a second throttle valve 107 of an upstream second intake passage 105 are connected.
The surge tank 102 is communicated with a second communication passage 114 provided with a second idle speed control valve 113.

【００８４】このように構成された第１吸気装置１００
によれば、第１スロットル弁１０６によって各吸気通路
噴射気筒１０の吸入空気量が、また第２スロットル弁１
０７によって筒内噴射気筒１０’の吸入空気量がそれぞ
れ独立して制御可能であるために、燃料噴射量制御を簡
単化して筒内噴射気筒１０’の燃料噴射量を吸気通路噴
射気筒１０の燃料噴射量と等しく制御しても、筒内噴射
気筒１０’への吸入空気量を増加させることで所望のリ
ーン混合気による成層燃焼を実現することができる。吸
気制御弁１０８は、開弁され開度制御されることで吸気
通路噴射気筒１０と筒内噴射気筒１０’の各吸入空気量
をさらに調整可能とするものである。また、第１アイド
ルスピードコントロールバルブ１１１及び第２アイドル
スピードコントロールバルブ１１３によって、アイドル
運転時における二つの種類の気筒の回転数を所定値に維
持するように、吸気通路噴射気筒１０及び筒内噴射気筒
１０’のそれぞれの吸入空気量の微調整が可能である。The first intake device 100 configured as described above
According to the first throttle valve 106, the intake air amount of each intake passage injection cylinder 10 is changed to the second throttle valve 1
Since the intake air amount of the cylinder injection cylinder 10 ′ can be controlled independently by 07, the fuel injection amount control is simplified and the fuel injection amount of the cylinder injection cylinder 10 ′ is changed to the fuel of the intake passage injection cylinder 10. Even if it is controlled to be equal to the injection amount, it is possible to realize the desired stratified charge combustion with a lean mixture by increasing the intake air amount to the in-cylinder injection cylinder 10 '. The intake control valve 108 is opened and the opening thereof is controlled to further adjust the intake air amounts of the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 '. Further, the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 are controlled by the first idle speed control valve 111 and the second idle speed control valve 113 so that the rotational speeds of the two types of cylinders during idle operation are maintained at predetermined values. Fine adjustment of the intake air amount of each of 10 'is possible.

【００８５】さらに、機関冷間時に触媒コンバータの早
期暖機を目的とし点火時期を遅角して排気ガス温度を高
めることは公知であり、このような点火時期遅角制御が
実施される場合において、第１吸気装置１００によって
二つの種類の気筒への吸入空気量が独立して制御可能で
あると、吸気通路１壁面の燃料付着によりバックファイ
ヤが発生する可能性のある吸気通路噴射気筒１０に比較
してこの心配の無い筒内噴射気筒１０’の点火時期遅角
量を大きくし、筒内噴射気筒１０’の排気ガス温度だけ
をさらに上昇させることにより、触媒コンバータのさら
に良好な早期暖機を実現する際に、これら二つの種類の
気筒への各吸入空気量を適当に制御することで、それぞ
れの発生トルクをほぼ等しくすることができる。Further, it is known that the ignition timing is retarded to raise the exhaust gas temperature for the purpose of early warm-up of the catalytic converter when the engine is cold, and when such ignition timing retard control is carried out. If the intake air amounts to the two types of cylinders can be independently controlled by the first intake device 100, the intake passage injection cylinder 10 in which backfire may occur due to fuel adhesion on the wall surface of the intake passage 1 is introduced. By comparison, by increasing the ignition timing retard amount of the cylinder injection cylinder 10 ′ without any fear and further increasing only the exhaust gas temperature of the cylinder injection cylinder 10 ′, a better early warm-up of the catalytic converter can be achieved. When realizing the above, by appropriately controlling the respective intake air amounts to these two types of cylinders, the respective generated torques can be made substantially equal.

【００８６】第１吸気装置１００において、吸気通路噴
射気筒１０及び筒内噴射気筒１０’の各吸入空気量の把
握には、一つのエアフローメータ１１０と第１サージタ
ンク１０１に設けられた圧力センサ１０９とが利用され
る。第１スロットル弁１０６が全開でない時には、圧力
センサ１０９により検出される第１サージタンク１０１
内の吸気負圧を基に吸気通路噴射気筒１０の吸入空気量
Ｇ１が推定され、エアフローメータ１１０により測定さ
れる全体の吸入空気量Ｇからこの吸気通路噴射気筒１０
の吸入空気量Ｇ１が減算されることにより、筒内噴射気
筒１０’の吸入空気量Ｇ２が推定される。また、機関最
大負荷時となって第１スロットル弁１０６及び第２スロ
ットル弁１０７が全開となる時には、設計上定まるこの
時の吸気通路噴射気筒１０及び筒内噴射気筒１０’の充
填効率差を基にエアフローメータ１１０により測定され
る全体の吸入空気量Ｇから二つの種類の気筒へ供給され
た吸入空気量Ｇ１，Ｇ２が推定される。このように第１
吸気装置１００によれば、各吸入空気量Ｇ１，Ｇ２の把
握に二つのエアフローメータを必要とせず、コストアッ
プを防止することができる。In the first intake device 100, one air flow meter 110 and a pressure sensor 109 provided in the first surge tank 101 are used to grasp the intake air amounts of the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 '. And are used. When the first throttle valve 106 is not fully opened, the first surge tank 101 detected by the pressure sensor 109.
The intake air amount G1 of the intake passage injection cylinder 10 is estimated on the basis of the intake negative pressure inside, and the intake passage injection cylinder 10 is calculated from the total intake air amount G measured by the air flow meter 110.
By subtracting the intake air amount G1 of, the intake air amount G2 of the in-cylinder injection cylinder 10 'is estimated. Further, when the maximum load of the engine is reached and the first throttle valve 106 and the second throttle valve 107 are fully opened, the difference in charging efficiency between the intake passage injection cylinder 10 and the in-cylinder injection cylinder 10 ′ at this time, which is determined by design, is used as a basis. In addition, the intake air amounts G1 and G2 supplied to the two types of cylinders are estimated from the total intake air amount G measured by the air flow meter 110. Like this first
According to the intake device 100, it is not necessary to use two air flow meters to grasp the intake air amounts G1 and G2, and it is possible to prevent an increase in cost.

【００８７】図３２は、本発明の内燃機関に取り付けら
れる第２吸気装置の例を示す概略図である。内燃機関は
第１吸気装置と同様な直列六気筒の場合が示されてい
る。以下、第１吸気装置１００との違いについてのみ説
明する。この第２吸気装置２００の上流側第２吸気通路
２０５は、第２スロットル弁及び第２連通路が省略され
ている。また、エアフローメータ２１０は、上流側吸気
通路２０３の分岐部下流で上流側第１吸気通路２０４の
第１スロットル弁２０６上流に配置されている。さら
に、第１サージタンク２０１は、圧力センサが省略され
ている。FIG. 32 is a schematic view showing an example of the second intake system attached to the internal combustion engine of the present invention. The internal combustion engine is shown as a case of an in-line six-cylinder similar to the first intake system. Only the difference from the first intake device 100 will be described below. The upstream side second intake passage 205 of the second intake device 200 does not include the second throttle valve and the second communication passage. The air flow meter 210 is arranged downstream of the branch portion of the upstream intake passage 203 and upstream of the first throttle valve 206 in the upstream first intake passage 204. Furthermore, the pressure sensor is omitted in the first surge tank 201.

【００８８】このように構成された第２吸気装置２００
が使用される場合、吸気通路噴射気筒１０の吸入空気量
は、第１スロットル弁２０１によって機関負荷に応じて
制御されるが、筒内噴射気筒１０’の吸入空気量は無制
御となっている。エアフローメータ２１０は、吸気通路
噴射気筒１０の吸入空気量Ｇ１を測定することができ、
この測定値を基に所望の空燃比を実現するために、第１
燃料噴射弁７の燃料噴射量が決定される。筒内噴射気筒
１０’の第２燃料噴射弁７’の燃料噴射量制御は、第１
燃料噴射弁７の燃料噴射量とほぼ同量に、すなわちディ
ーゼルエンジン同様、吸入空気量にかかわらず機関負荷
に応じて決定される。しかし、前述したような機関冷間
始動時のように、筒内噴射気筒１０’の混合気空燃比を
正確に制御する方が好ましい時があり、この時の筒内噴
射気筒１０’における吸入空気量Ｇ２の把握には、回転
センサにより検出される機関回転数との特定の関係が利
用され、吸入空気量Ｇ２が算出される。このように第２
吸気装置２００によっても、二つの種類の吸入空気量Ｇ
１，Ｇ２の把握に二つのエアフローメータを必要とせ
ず、コストアップを防止することができる。The second air intake device 200 configured as described above
When the engine is used, the intake air amount of the intake passage injection cylinder 10 is controlled by the first throttle valve 201 according to the engine load, but the intake air amount of the in-cylinder injection cylinder 10 ′ is uncontrolled. . The air flow meter 210 can measure the intake air amount G1 of the intake passage injection cylinder 10,
In order to achieve the desired air-fuel ratio based on this measured value, the first
The fuel injection amount of the fuel injection valve 7 is determined. The fuel injection amount control of the second fuel injection valve 7 ′ of the in-cylinder injection cylinder 10 ′ is performed by the first
It is determined to be approximately the same as the fuel injection amount of the fuel injection valve 7, that is, similar to the diesel engine, according to the engine load regardless of the intake air amount. However, there are times when it is preferable to accurately control the air-fuel ratio of the air-fuel mixture in the in-cylinder injection cylinder 10 ', as in the cold start of the engine as described above, and the intake air in the in-cylinder injection cylinder 10' at this time is preferable. To grasp the amount G2, a specific relationship with the engine speed detected by the rotation sensor is used to calculate the intake air amount G2. Second like this
The intake device 200 also allows two types of intake air amount G
Two air flow meters are not required for grasping 1 and G2, and it is possible to prevent cost increase.

【００８９】図３３は、本発明の内燃機関に取り付けら
れる第３吸気装置の例を示す概略図である。内燃機関は
第１吸気装置と同様な直列六気筒の場合が示されてい
る。この第３吸気装置３００のサージタンク３３０は、
各吸気通路噴射気筒１０の吸気通路１が連通する下流側
室３３１と、各筒内噴射気筒１０’の吸気通路１’が連
通すると共に単一の上流側吸気通路３３３が連通する上
流側室３３２とに分割され、上流側室３３１と下流側室
３３２とはスロットル弁３３４によって連通可能となっ
ている。また、下流側室３３１には圧力センサ３３５が
設けられている。FIG. 33 is a schematic diagram showing an example of a third intake system attached to the internal combustion engine of the present invention. The internal combustion engine is shown as a case of an in-line six-cylinder similar to the first intake system. The surge tank 330 of the third intake device 300 is
A downstream chamber 331 that communicates with the intake passage 1 of each intake passage injection cylinder 10, and an upstream chamber 332 that communicates with the intake passage 1 ′ of each in-cylinder injection cylinder 10 ′ and a single upstream intake passage 333 that communicates therewith. It is divided, and the upstream chamber 331 and the downstream chamber 332 can communicate with each other by a throttle valve 334. A pressure sensor 335 is provided in the downstream chamber 331.

【００９０】このように構成された第３吸気装置３００
が使用される場合、前述した第２吸気装置２００と同様
に、吸気通路噴射気筒１０の吸入空気量は、スロットル
弁３３４によって機関負荷に応じて制御されるが、筒内
噴射気筒１０’の吸入空気量は無制御となっている。吸
気通路噴射気筒１０の吸入空気量Ｇ１は圧力センサ３３
５の出力により算出され、また筒内噴射気筒１０’の吸
入空気量Ｇ２の把握が必要な場合には、第２吸気装置２
００同様、機関回転数が利用される。この第３吸気装置
３００は、前述の第１及び第２吸気装置１００，２００
に比較して構造が非常に簡単であるために、製造コスト
は安く小型化可能である。The third air intake device 300 configured as described above
Is used, the intake air amount of the intake passage injection cylinder 10 is controlled by the throttle valve 334 according to the engine load, as in the case of the second intake device 200 described above, but the intake air of the in-cylinder injection cylinder 10 ′ is controlled. The amount of air is uncontrolled. The intake air amount G1 of the intake passage injection cylinder 10 is measured by the pressure sensor 33.
If the intake air amount G2 of the in-cylinder injection cylinder 10 ′ needs to be calculated, the second intake device 2
As with 00, the engine speed is used. The third intake device 300 is the same as the first and second intake devices 100 and 200 described above.
Since the structure is very simple as compared with, the manufacturing cost is low and the size can be reduced.

【００９１】図３４は、本発明の内燃機関に取り付けら
れる排気装置の例を示す概略図である。内燃機関はＶ型
八気筒の場合が示されており、この排気装置４００との
接続を容易にするために、一方のバンクは吸気通路噴射
気筒１０だけから構成され、他方のバンクは筒内噴射気
筒１０’だけから構成されている。この排気装置４００
は、各吸気通路噴射気筒１０に接続された第１排気通路
４０１と、各筒内噴射気筒１０’に接続された第２排気
通路４０２とを有している。これら二つの排気通路４０
１，４０２の下流側は、合流して三元触媒コンバータ４
０３を介して下流側排気通路４０４に接続されている。FIG. 34 is a schematic view showing an example of an exhaust system attached to the internal combustion engine of the present invention. The internal combustion engine is shown as a V-type eight-cylinder case. To facilitate the connection with the exhaust system 400, one bank is composed of only the intake passage injection cylinder 10 and the other bank is in-cylinder injection. It is composed of only the cylinder 10 '. This exhaust device 400
Has a first exhaust passage 401 connected to each intake passage injection cylinder 10 and a second exhaust passage 402 connected to each in-cylinder injection cylinder 10 '. These two exhaust passages 40
The downstream side of 1,402 merges into the three-way catalytic converter 4
It is connected to the downstream side exhaust passage 404 via 03.

【００９２】この合流部上流において、第１排気通路４
０１には第１触媒コンバータ４０５が、また第２排気通
路４０２には第２触媒コンバータ４０６がそれぞれ設け
られている。また、第１排気通路４０１の第１触媒コン
バータ４０５上流には、第１酸素センサ４０７が、また
第２排気通路４０２の第２触媒コンバータ４０６上流に
は第２酸素センサ４０８がそれぞれ設置されている。ま
た、吸気系には、各吸気通路噴射気筒１０に通じる第１
サージタンク４０９と各筒内噴射気筒１０’に通じる第
２サージタンク４１０とが別々に設けられ、この第２サ
ージタンク４１０と第１排気通路４０１の第１触媒コン
バータ４０５上流とを連通し、途中に制御弁４１１ａが
配置された排気ガス再循環装置４１１が設けられてい
る。さらに、第１排気通路４０１の第１触媒コンバータ
４０５上流側には、二次空気導入装置４１２が接続され
ている。Upstream of this confluence, the first exhaust passage 4
A first catalytic converter 405 is provided at 01, and a second catalytic converter 406 is provided at the second exhaust passage 402. A first oxygen sensor 407 is installed upstream of the first catalytic converter 405 in the first exhaust passage 401, and a second oxygen sensor 408 is installed upstream of the second catalytic converter 406 in the second exhaust passage 402. . In addition, the intake system includes the first communication to each intake passage injection cylinder 10.
A surge tank 409 and a second surge tank 410 communicating with each in-cylinder injection cylinder 10 ′ are provided separately, and the second surge tank 410 and the first catalytic converter 405 upstream of the first exhaust passage 401 are communicated with each other. An exhaust gas recirculation device 411 in which a control valve 411a is arranged is provided. Further, a secondary air introducing device 412 is connected to the upstream side of the first catalytic converter 405 in the first exhaust passage 401.

【００９３】このように構成された排気装置４００は、
機関運転状態に応じて排気ガス再循環装置４１１の制御
弁４１１ａの開度が制御され、吸気通路噴射気筒１０の
排気ガスが筒内噴射気筒１０’に再循環される。筒内噴
射気筒１０’によって行われるリーンな混合気での成層
燃焼は、一方で有害な酸化窒素の発生量が増加する問題
を有しており、酸化窒素の発生量を減少させるために、
多量の負活性ガスを含む排気ガスを再循環させ、その大
きな熱容量により燃焼温度を低下させることが公知であ
る。排気装置４００による排気ガス再循環は、このよう
に筒内噴射気筒１０’の酸化窒素発生量を低減させるだ
けでなく、再循環される排気ガスが吸気通路噴射気筒１
０で行われる均一燃焼によるものであるために比較的高
温であり、筒内噴射気筒１０’の排気ガスを再循環させ
る場合に比較して噴射される燃焼の気化状態を向上さ
せ、この時の燃焼をさらに良好なものとすることができ
る。The exhaust device 400 having the above structure is
The opening degree of the control valve 411a of the exhaust gas recirculation device 411 is controlled according to the engine operating state, and the exhaust gas of the intake passage injection cylinder 10 is recirculated to the in-cylinder injection cylinder 10 '. On the other hand, the stratified charge combustion with a lean air-fuel mixture performed by the in-cylinder injection cylinder 10 ′ has a problem that the generation amount of harmful nitrogen oxides increases, and in order to reduce the generation amount of nitric oxide,
It is known to recirculate exhaust gas containing a large amount of negatively active gas and to lower the combustion temperature due to its large heat capacity. The exhaust gas recirculation by the exhaust device 400 not only reduces the amount of nitrogen oxides generated in the in-cylinder injection cylinder 10 ′ in this way, but the exhaust gas to be recirculated is the intake passage injection cylinder 1
Since it is due to the uniform combustion performed at 0, the temperature is relatively high, and the vaporization state of the injected combustion is improved as compared with the case where the exhaust gas of the in-cylinder injection cylinder 10 ′ is recirculated. Combustion can be further improved.

【００９４】また、この再循環される排気ガスは、吸気
通路噴射気筒１０において通常は理論空燃比混合気での
燃焼によるものであり、酸素のような活性ガスの含有量
は少なく、酸素含有量の多い筒内噴射気筒１０’の排気
ガスを再循環させる場合に比較して、同じ酸化窒素低減
効果を得るための再循環排気ガス量はかなり少なくてよ
く、排気ガス再循環装置４１１の配管径及び制御弁４１
１ａを小さくすることができ、排気ガス再循環装置全体
のコスト低減及び小型化が実現されると共に、再循環排
気ガスにより筒内噴射気筒１０’の吸気系に付着するデ
ポジット量をかなり低減することができる。Further, the recirculated exhaust gas is usually produced by combustion in the intake passage injection cylinder 10 with the stoichiometric air-fuel ratio mixture, and the content of the active gas such as oxygen is small and the oxygen content is small. In comparison with the case of recirculating the exhaust gas of the in-cylinder injection cylinder 10 ', which has a large amount of exhaust gas, the recirculation exhaust gas amount for obtaining the same nitric oxide reduction effect may be considerably small. And control valve 41
1a can be made small, the cost and size of the entire exhaust gas recirculation device can be reduced, and the amount of deposit attached to the intake system of the in-cylinder injection cylinder 10 'by the recirculated exhaust gas can be considerably reduced. You can

【００９５】この排気装置４００において、第２排気通
路４０２の第２触媒コンバータ４０６として触媒温度を
素早く活性化温度に昇温できる通電発熱式触媒コンバー
タを使用することで、機関冷間時において、筒内噴射気
筒１０’で行われるリーンな混合気の成層燃焼後の排気
ガスは、それに多く含まれる酸素を利用して通電発熱式
触媒コンバータによって排気ガス中の炭化水素及び一酸
化炭素が酸化されるために、この反応熱により加熱さ
れ、その下流に位置する三元触媒コンバータ４０３を早
期に暖機することができ、この内燃機関全体の排気ガス
をこの三元触媒コンバータ４０３によって早くから浄化
させることが可能となる。In this exhaust system 400, by using an electric heating type catalytic converter capable of quickly raising the catalyst temperature to the activation temperature as the second catalytic converter 406 of the second exhaust passage 402, the cylinder can be operated when the engine is cold. The exhaust gas after the stratified combustion of the lean air-fuel mixture performed in the internal injection cylinder 10 ′ utilizes oxygen contained in a large amount thereof to oxidize hydrocarbons and carbon monoxide in the exhaust gas by the electric heat generation type catalytic converter. Therefore, the three-way catalytic converter 403 located downstream of the three-way catalytic converter can be warmed up early by this reaction heat, and the exhaust gas of the entire internal combustion engine can be purified by the three-way catalytic converter 403 from an early stage. It will be possible.

【００９６】近年、ストイキよりリーンな排気ガスにお
いても酸化窒素を浄化することができるリーンＮＯX 触
媒コンバータが開発されており、第２排気通路４０２の
第２触媒コンバータ４０６としてこのリーンＮＯX 触媒
コンバータを使用することで、筒内噴射気筒１０’で行
われるリーンな混合気の成層燃焼後の排気ガスには比較
的多くの酸化窒素が含まれるが、この酸化窒素を良好に
浄化することができる。[0096] In recent years, even in lean exhaust gas of stoichiometry are developed lean NO X catalyst converter capable of purifying the nitrogen oxide, the lean NO X catalyst converter as a second catalytic converter 406 of the second exhaust path 402 By using, the exhaust gas after the stratified combustion of the lean air-fuel mixture performed in the in-cylinder injection cylinder 10 ′ contains a relatively large amount of nitric oxide, but this nitric oxide can be satisfactorily purified. .

【００９７】内燃機関の空燃比制御には、一般的に排気
ガス中の酸素濃度に基づくフィードバック制御が用いら
れる。排気ガス中の酸素濃度を検出するための酸素セン
サとして、排気ガスがストイキよりリーンであるか又は
リッチであるかだけを検出することが可能なステップ出
力式の酸素センサと、排気ガスがストイキよりどの程度
リーンであるか又はどの程度リッチであるかまで検出可
能なリニア出力式の酸素センサが公知となっている。前
者の酸素センサに比較して後者の酸素センサはかなり高
価なものである。Feedback control based on the oxygen concentration in the exhaust gas is generally used for the air-fuel ratio control of the internal combustion engine. As an oxygen sensor to detect the oxygen concentration in the exhaust gas, a step output type oxygen sensor that can only detect whether the exhaust gas is leaner or richer than the stoichiometry, and the exhaust gas from the stoichiometry A linear output type oxygen sensor capable of detecting how lean or how rich it is is known. The latter oxygen sensor is considerably more expensive than the former oxygen sensor.

【００９８】前述の排気装置４００において、第１酸素
センサ４０７にはステップ出力式の酸素センサが使用さ
れ、吸気通路噴射気筒１０において、一般的に行われて
いるこの酸素センサを使用しての理論空燃比制御が実行
され、また、第２酸素センサ４０８にはリニア出力式の
酸素センサが使用され、筒内噴射気筒１０’において
は、理論空燃比よりリーン域における精密な空燃比制御
を実行し、それにより、機関運転状態に応じて変化する
最適な空燃比により近づけることが可能となり、この成
層燃焼を安定化させると共に燃料消費量を低減させるこ
とができる。In the exhaust device 400 described above, a step output type oxygen sensor is used as the first oxygen sensor 407, and a theory using this oxygen sensor that is generally used in the intake passage injection cylinder 10 is used. The air-fuel ratio control is executed, a linear output type oxygen sensor is used for the second oxygen sensor 408, and in the in-cylinder injection cylinder 10 ′, precise air-fuel ratio control is executed in a lean range rather than the theoretical air-fuel ratio. As a result, it becomes possible to bring the air-fuel ratio closer to the optimum air-fuel ratio that changes according to the engine operating state, and this stratified charge combustion can be stabilized and the fuel consumption can be reduced.

【００９９】また、前述したように、吸気通路噴射気筒
１０の排気ガス温度は、筒内噴射気筒１０’の排気ガス
温度に比較してかなり高く、この熱を三元触媒コンバー
タ４０３の暖機に有効に利用するために、第１排気通路
４０１のを熱容量を低くすることが提案される。このた
めに、第１排気通路４０１は、二重管構造としたり、ま
たセラミック等の材料により形成することが考えられる
が、いずれもコストアップを必要とするために、このよ
うな低熱容量化は第２排気通路４０２には実施せず、コ
ストアップを最小限に抑えることが好ましい。Further, as described above, the exhaust gas temperature of the intake passage injection cylinder 10 is considerably higher than the exhaust gas temperature of the in-cylinder injection cylinder 10 ', and this heat is used to warm up the three-way catalytic converter 403. In order to make effective use, it is proposed to reduce the heat capacity of the first exhaust passage 401. Therefore, it is conceivable that the first exhaust passage 401 has a double-pipe structure or is made of a material such as ceramics. However, since it requires an increase in cost, it is not possible to reduce the heat capacity. It is preferable that the second exhaust passage 402 is not implemented, and cost increase is minimized.

【０１００】さらに、機関冷間始動時等において、吸気
通路噴射気筒１０で燃料増量が実行される時には、エア
ポンプ等を有する二次空気導入装置４１２によって第１
排気通路４０１の第１触媒コンバータ４０５の上流には
二次空気が供給される。それにより、この時のストイキ
よりリッチな排気ガスは、供給される二次空気に含まれ
る酸素によってストイキ近傍とされ、第１触媒コンバー
タ４０５として設けられた通電発熱式触媒コンバータ及
びその下流の三元触媒コンバータ４０３によって、この
時の吸気通路噴射気筒１０の排気ガス中に含まれる炭化
水素及び一酸化炭素は酸化されると共に酸化窒素は過不
足なく還元され、この時の排気ガスを良好に浄化させる
ことができる。Further, at the time of engine cold start or the like, when the fuel increase is executed in the intake passage injection cylinder 10, the first air is introduced by the secondary air introducing device 412 having an air pump or the like.
Secondary air is supplied to the exhaust passage 401 upstream of the first catalytic converter 405. As a result, the exhaust gas richer than the stoichiometry at this time is made to be in the vicinity of the stoichiometry by the oxygen contained in the supplied secondary air, and the energization heat generation type catalytic converter provided as the first catalytic converter 405 and the downstream three-way catalytic converter are provided. By the catalytic converter 403, the hydrocarbons and carbon monoxide contained in the exhaust gas of the intake passage injection cylinder 10 at this time are oxidized and the nitrogen oxides are reduced in just proportion, and the exhaust gas at this time is satisfactorily purified. be able to.

【０１０１】図３５は第１及び第２排気通路４０１，４
０２の合流部構造の一例を示す断面図であり、図３６は
そのＰ−Ｐ断面図である。これらの図に示すように、こ
の合流部には内管部材５００が設けられている。この内
管部材５００の下流側端部５００ａは、三元触媒コンバ
ータ４０３の直上流の排気通路より小さな断面積を有
し、三元触媒コンバータ４０３の端面中央部の直上流に
位置し、上流側端部５００ｂは、拡管され、この合流部
直上流において第２排気通路４０２の内壁全体に密着さ
れており、筒内噴射気筒１０’の排気ガスは全て三元触
媒コンバータ４０３の端面中央部に導かれるようになっ
ている。FIG. 35 shows the first and second exhaust passages 401, 4
It is sectional drawing which shows an example of the confluence | merging part structure of 02, and FIG. 36 is the PP sectional drawing. As shown in these figures, an inner pipe member 500 is provided at this junction. The downstream end portion 500a of the inner pipe member 500 has a smaller cross-sectional area than the exhaust passage immediately upstream of the three-way catalytic converter 403, is located immediately upstream of the center portion of the end face of the three-way catalytic converter 403, and is upstream. The end portion 500b is expanded and is in close contact with the entire inner wall of the second exhaust passage 402 immediately upstream of this joining portion, and all the exhaust gas of the in-cylinder injection cylinder 10 'is guided to the center portion of the end surface of the three-way catalytic converter 403. It is designed so that it can be used.

【０１０２】従って、この合流部構造によれば、前述の
機関冷間時における点火時期遅角制御が実行される場合
において、点火時期遅角量を吸気通路噴射気筒１０に比
較して大きくし、より高温度となる筒内噴射気筒１０’
の排気ガスが、熱放出の活発な三元触媒コンバータ４０
３の周囲部を避けて中央部に流入するために、この排気
ガス熱がこの三元触媒コンバータ４０３の加熱に有効に
利用され、触媒が活性化温度となる触媒暖機時期をさら
に早めることができる。また、第２排気通路４０２だけ
に前述の通電発熱式触媒コンバータが設けられる場合に
も同様な効果を得ることができる。Therefore, according to this confluence structure, the ignition timing retard amount is made larger than that of the intake passage injection cylinder 10 when the ignition timing retard control is executed when the engine is cold. In-cylinder injection cylinder 10 'with higher temperature
Exhaust gas of the three-way catalytic converter 40 with active heat release
The exhaust gas heat is effectively used for heating the three-way catalytic converter 403 in order to avoid the peripheral portion of No. 3 and flow into the central portion, so that the catalyst warm-up time at which the catalyst reaches the activation temperature can be further advanced. it can. Further, the same effect can be obtained even when the above-described energization heat generation type catalytic converter is provided only in the second exhaust passage 402.

【０１０３】さらに、吸気通路噴射気筒１０で理論空燃
比混合気の均一燃焼が実行され、筒内噴射気筒１０’で
リーンな空燃比混合気の成層燃焼が実行される機関通常
運転時では、筒内噴射気筒１０’の方が排気ガス温度が
低く、この時には、すでに暖機されて周囲部に比較して
高温度となっている三元触媒コンバータ４０３の中央部
に、この比較的低温度の排気ガスが導かれることにな
り、三元触媒コンバータ４０３の局部的な過熱は防止さ
れ、三元触媒コンバータ４０３全体を触媒活性化温度に
維持することができ、良好な排気エミッションが実現さ
れると共に、触媒の劣化時期を遅らせることができる。Further, in the normal engine operation of the engine in which the intake passage injection cylinder 10 performs uniform combustion of the stoichiometric air-fuel mixture and the in-cylinder injection cylinder 10 'executes lean stratified combustion of the air-fuel mixture, The exhaust gas temperature of the internal injection cylinder 10 ′ is lower, and at this time, at the center of the three-way catalytic converter 403, which has already been warmed up and has a higher temperature than the surroundings, the relatively low temperature is present. Exhaust gas is introduced, local overheating of the three-way catalytic converter 403 is prevented, the entire three-way catalytic converter 403 can be maintained at the catalyst activation temperature, and good exhaust emission is realized. Therefore, it is possible to delay the deterioration time of the catalyst.

【０１０４】図３７は第１及び第２排気通路４０１，４
０２の合流部構造のもう一つの例を示す断面図である。
同図に示すように、この合流部には球状に拡大された排
気ガス溜め部分６００が形成されている。それにより、
この合流部構造によれば、前述したように機関冷間始動
時に吸気通路噴射気筒１０で燃料増量によりリッチな空
燃比混合気の均一燃焼が実行され、筒内噴射気筒１０’
で全体的な排気ガスがストイキになるように設定された
リーンな空燃比混合気の成層燃焼が実行される場合にお
いて、第１排気通路４０１を通る吸気通路噴射気筒１０
の排気ガスと、第２排気通路４０２を通る筒内噴射気筒
１０’の排気ガスとは、排気ガス溜め部分６００におい
て十分に混合され良好にストイキ化された後、三元触媒
コンバータ４０３に流入するために、三元触媒コンバー
タ４０３による有害物質の酸化及び還元作用がいずれも
活発なものとなり、この時の排気エミッションをさらに
改善することができる。FIG. 37 shows the first and second exhaust passages 401, 4
It is sectional drawing which shows another example of the confluent part structure of 02.
As shown in the figure, a spherically expanded exhaust gas storage portion 600 is formed at this confluence portion. Thereby,
According to this merging portion structure, as described above, the uniform combustion of the rich air-fuel ratio mixture is executed by the fuel increase in the intake passage injection cylinder 10 at the time of engine cold start, and the in-cylinder injection cylinder 10 '.
When the lean stratified combustion of the air-fuel mixture is set so that the exhaust gas becomes stoichiometric, the intake passage injection cylinder 10 passing through the first exhaust passage 401
Exhaust gas and the exhaust gas of the in-cylinder injection cylinder 10 ′ passing through the second exhaust passage 402 are sufficiently mixed in the exhaust gas reservoir portion 600 to be well stoked, and then flow into the three-way catalytic converter 403. Therefore, the oxidation and reduction actions of harmful substances by the three-way catalytic converter 403 become active, and the exhaust emission at this time can be further improved.

【０１０５】図３８は第１及び第２排気通路４０１，４
０２の合流部構造のさらにもう一つの例を示す断面図で
あり、図３９はそのＱ−Ｑ断面図である。これらの図に
示すように、この合流部には多数の内管７００が設けら
れている。この内管７００の断面積は非常に小さく、そ
の各上流側端部７００ａは合流部直上流において第２排
気通路４０２に設けられた隔壁７０１に開口し、各下流
側端部５００ｂは三元触媒コンバータ４０３直上流に位
置しており、筒内噴射気筒１０’の排気ガスは三元触媒
コンバータ４０３の端面全体に局所的に分散して流入す
るようになっている。FIG. 38 shows the first and second exhaust passages 401, 4
It is sectional drawing which shows another example of the joining part structure of 02, and FIG. 39 is the QQ sectional view. As shown in these figures, a large number of inner pipes 700 are provided at this junction. The cross-sectional area of the inner pipe 700 is very small, and each upstream end 700a thereof opens to a partition 701 provided in the second exhaust passage 402 immediately upstream of the confluence, and each downstream end 500b has a three-way catalyst. Located immediately upstream of the converter 403, the exhaust gas of the in-cylinder injection cylinder 10 ′ is locally dispersed and flows into the entire end surface of the three-way catalytic converter 403.

【０１０６】従って、この合流部構造によれば、前述の
機関冷間時における点火時期遅角制御が実行される場合
において、点火時期遅角量を吸気通路噴射気筒１０に比
較して大きくし、より高温度となる筒内噴射気筒１０’
の排気ガスが、三元触媒コンバータ４０３の端面全体に
局所的に分散されて供給され、まず、これらの局所的な
各部分の触媒が活性化されて排気ガスを浄化し、この反
応熱によって前述の各部分の回りが加熱されるために、
三元触媒コンバータ４０３全体を素早く暖機することが
できる。また、第２排気通路４０２だけに前述の通電発
熱式触媒コンバータが設けられる場合にも同様な効果を
得ることができる。Therefore, according to this confluence structure, in the case where the ignition timing retard control is executed when the engine is cold, the ignition timing retard amount is made larger than that of the intake passage injection cylinder 10. In-cylinder injection cylinder 10 'with higher temperature
Exhaust gas is locally dispersed and supplied to the entire end surface of the three-way catalytic converter 403. First, the catalyst in each of these local parts is activated to purify the exhaust gas, and the reaction heat causes Because around each part of is heated,
The entire three-way catalytic converter 403 can be quickly warmed up. Further, the same effect can be obtained even when the above-described energization heat generation type catalytic converter is provided only in the second exhaust passage 402.

【０１０７】図４０は本発明による内燃機関の車両搭載
を示す図である。内燃機関は、Ｖ型六気筒で、一方のバ
ンクが吸気通路噴射気筒１０からなり、また他方のバン
クが筒内噴射気筒１０’からなる場合が示されている。
このＶ型内燃機関は、車両フロントのエンジンルーム内
において、吸気通路噴射気筒１０からなるバンクが車両
前側に位置し、筒内噴射気筒１０’からなるバンクが車
両後側に位置するように、横置きに搭載されている。従
って、走行風により十分に冷却されるエンジンルームの
車両前側には、通常運転時において排気ガス温度が比較
的高い吸気通路噴射気筒１０が配置され、低温度の走行
風が達しにくく、十分な冷却が実現されないエンジンル
ーム内の車両後側には、通常運転状態において排気ガス
温度が比較的低い筒内噴射気筒１０’が配置されるため
に、こちら側に吸気通路噴射気筒１０が配置される場合
には排気管の耐久性向上のために材料又は構造を工夫す
る必要があるが、この工夫は不要であり、そのためのコ
ストアップを防止することができる。FIG. 40 is a diagram showing how the internal combustion engine according to the present invention is mounted on a vehicle. The internal combustion engine is a V-type six cylinder, and one bank is composed of the intake passage injection cylinder 10 and the other bank is composed of the in-cylinder injection cylinder 10 '.
In this V-type internal combustion engine, in the engine room at the front of the vehicle, the bank including the intake passage injection cylinders 10 is located on the front side of the vehicle, and the bank including the in-cylinder injection cylinders 10 'is located on the rear side of the vehicle. It is mounted on a stand. Therefore, the intake passage injection cylinder 10 in which the exhaust gas temperature is relatively high during normal operation is arranged on the vehicle front side of the engine room that is sufficiently cooled by the running wind, and the low-temperature running wind is hard to reach and sufficient cooling is achieved. In the case where the intake passage injection cylinder 10 is arranged on the rear side of the vehicle in the engine room where the exhaust gas temperature is relatively low in the normal operating state because the cylinder injection cylinder 10 'is arranged on the rear side of the vehicle. In order to improve the durability of the exhaust pipe, it is necessary to devise a material or structure, but this devise is not necessary, and the cost increase for that can be prevented.

【０１０８】内燃機関が直列気筒内燃機関の場合には、
二つの種類の気筒配置は例えば図６（Ａ）が選択され、
吸気通路噴射気筒１０側（図中右側）をエンジンルーム
内の車両前側に位置させ、筒内噴射気筒１０’側（図中
左側）を車両後側に位置させるように縦置きに搭載する
ことで、同様な効果を得ることができる。When the internal combustion engine is an in-line cylinder internal combustion engine,
For example, FIG. 6A is selected for the two types of cylinder arrangements,
By vertically installing the intake passage injection cylinder 10 side (right side in the drawing) to the front side of the vehicle in the engine room, and the cylinder injection cylinder 10 'side (left side in the drawing) to the rear side of the vehicle. , A similar effect can be obtained.

【０１０９】前述したように、二つの種類の気筒には出
力差が存在するために、以下にこの出力差を小さくして
騒音振動を低減させる例を示す。図４１に示す本発明に
よる内燃機関は、筒内噴射気筒１０’のシリンダ径ｄ１
が吸気通路噴射気筒１０のシリンダ径ｄ２に比較して小
さくなっている。As described above, there is an output difference between the two types of cylinders. Therefore, an example of reducing the output difference to reduce noise and vibration will be described below. The internal combustion engine according to the present invention shown in FIG. 41 has a cylinder diameter d1 of an in-cylinder injection cylinder 10 '.
Is smaller than the cylinder diameter d2 of the intake passage injection cylinder 10.

【０１１０】この内燃機関は、二つの種類の気筒のシリ
ンダ径に差を持たせ、筒内噴射気筒１０’のシリンダ容
積を吸気通路噴射気筒１０のシリンダ容積に比較して小
さくすることにより、吸気通路噴射気筒１０に比較し
て、成層燃焼時にはポンピングロス低減によって、また
均一燃焼時には噴射される燃料による吸気温度低下に伴
う吸気充填効率向上によって高い出力が得られる筒内噴
射気筒１０’の出力を低下させて、二つの種類の気筒の
出力をほぼ一致させるものであり、特に二つの種類の気
筒の配置を工夫しなくても出力差により発生する振動騒
音を低減することが可能となる。In this internal combustion engine, the cylinder diameters of the two types of cylinders are made different from each other, and the cylinder volume of the in-cylinder injection cylinder 10 'is made smaller than the cylinder volume of the intake passage injection cylinder 10. Compared with the passage injection cylinder 10, the output of the in-cylinder injection cylinder 10 'is obtained by reducing the pumping loss during the stratified charge combustion and by improving the intake charge efficiency due to the decrease of the intake air temperature due to the injected fuel during the uniform combustion. By lowering it, the outputs of the two types of cylinders are made to substantially match, and it is possible to reduce the vibration noise generated due to the output difference without particularly devising the arrangement of the two types of cylinders.

【０１１１】一般的な内燃機関において、吸気充填効率
を高めるためには、機関高回転域では吸気の吸入遅れを
考慮して吸気下死点後しばらくは吸気弁が開弁されてい
る方が好ましく、また機関低回転域ではこのような吸気
弁の開弁は吸気の逆流をもたらすために、吸気下死点直
後に吸気弁を閉弁したほうが好ましい。このような矛盾
に対して、一般的な吸気弁閉弁時期は、高出力が必要な
機関高回転域を優先して吸気下死点後の所定クランク角
度に設定されている。従って、筒内噴射気筒１０’にお
いて均一燃焼が実行される場合に、機関高回転域の時に
は、筒内噴射気筒１０’の吸気弁２’の閉弁時期を吸気
通路噴射気筒１０の吸気弁２に比較して早くすることに
より両者のこの時の充填効率をほぼ一致させることが可
能であり、また、機関低回転域の時には、逆に、筒内噴
射気筒１０’の吸気弁２’の閉弁時期を吸気通路噴射気
筒１０の吸気弁２に比較して遅くすることにより両者の
この時の充填効率をほぼ一致させることが可能である。
このように筒内噴射気筒１０’の吸気弁閉弁時期を調整
するバルブタイミング制御を適用してもこの時の二つの
種類の気筒の出力差を無くすことができる。もちろん、
両気筒の通常時の吸気弁閉弁時期が、機関低回転域を優
先して吸気下死点直後に設定されている場合には、機関
回転数にかかわらず筒内噴射気筒１０’の吸気弁閉弁時
期を早めることで二つの気筒の出力差を無くすことがで
きる。In a general internal combustion engine, in order to improve the intake charging efficiency, it is preferable that the intake valve be opened for a while after the intake bottom dead center in consideration of the intake intake delay in the high engine speed region. In addition, in the low engine speed region, such opening of the intake valve causes backflow of intake air, so it is preferable to close the intake valve immediately after intake bottom dead center. In response to such a contradiction, a general intake valve closing timing is set to a predetermined crank angle after the intake bottom dead center by giving priority to an engine high speed region where high output is required. Therefore, when uniform combustion is executed in the in-cylinder injection cylinder 10 ', the closing timing of the intake valve 2'of the in-cylinder injection cylinder 10' is set to the intake valve 2 of the intake passage injection cylinder 10 in the high engine speed range. It is possible to make the charging efficiencies of both of them at this time substantially equal to each other by making the intake valve 2 ′ of the in-cylinder injection cylinder 10 ′ close when the engine is in the low engine speed region. By making the valve timing later than that of the intake valve 2 of the intake passage injection cylinder 10, it is possible to make the charging efficiencies of both of them substantially the same.
Even if the valve timing control for adjusting the intake valve closing timing of the in-cylinder injection cylinder 10 'is applied as described above, the output difference between the two types of cylinders at this time can be eliminated. of course,
When the normal intake valve closing timings of both cylinders are set immediately after the intake bottom dead center with priority given to the engine low speed region, the intake valve of the in-cylinder injection cylinder 10 'is irrespective of the engine speed. By advancing the valve closing timing, the output difference between the two cylinders can be eliminated.

【０１１２】さらに、筒内噴射気筒１０’において均一
燃焼が実行される時において、図４２に示すように、サ
ージタンク８００から二つの種類の気筒までの吸気管長
Ｌ１，Ｌ２に意図的に差を持たせ、吸気通路噴射気筒１
０側の吸気管長Ｌ２をこの時の運転状態において慣性過
給が起こる長さとすることで、この時に、吸気通路噴射
気筒１０の充填効率が慣性過給によって向上され、筒内
噴射気筒１０’の充填効率にほぼ一致させることがで
き、前述同様な効果を得ることができる。この方法は、
二つの種類の気筒の充填効率をほぼ一致させるために、
筒内噴射気筒の充填効率を低下させることなく吸気通路
噴射気筒１０の充填効率を高めるものであり、機関全体
の出力を高めることができる。Furthermore, when uniform combustion is executed in the cylinder injection cylinder 10 ', as shown in FIG. 42, the intake pipe lengths L1 and L2 from the surge tank 800 to the two types of cylinders are intentionally varied. Have, intake passage injection cylinder 1
By setting the intake pipe length L2 on the 0 side to a length at which inertia supercharging occurs in the operating state at this time, at this time, the charging efficiency of the intake passage injection cylinder 10 is improved by the inertia supercharging, and the cylinder injection cylinder 10 ' The filling efficiency can be almost matched, and the same effect as described above can be obtained. This method
In order to make the charging efficiency of the two types of cylinders almost equal,
The charging efficiency of the intake passage injection cylinder 10 is increased without lowering the charging efficiency of the in-cylinder injection cylinder, and the output of the entire engine can be increased.

【０１１３】二つの種類の気筒の出力をほぼ一致させる
ための他の方法として、筒内噴射気筒１０’の圧縮比を
吸気通路噴射気筒１０に比較して下げることも可能であ
り、また、二つの種類の気筒において排気ガス再循環を
実行させる時には、二つの種類の気筒へ再循環させる排
気ガス量を独自に調整可能に構成すると共に、筒内噴射
気筒１０’の気筒内の全気体量（吸入空気及び再循環排
気ガス）に対する再循環排気ガス量の割合、すなわち、
排気ガス再循環率を吸気通路噴射気筒１０に比較して大
きくするように制御することでも、筒内噴射気筒１０’
の吸入空気量の減少率が吸気通路噴射気筒１０に比較し
て大きくなり、排気ガス再循環を実行しない時に比較し
て二つの種類の気筒の出力はいずれも低下するが、筒内
噴射気筒１０’の出力低下率が大きくなり、吸気通路気
筒１０の出力にほぼ一致させることができる。As another method for making the outputs of the two types of cylinders substantially equal, it is also possible to lower the compression ratio of the in-cylinder injection cylinder 10 'as compared with the intake passage injection cylinder 10. When performing exhaust gas recirculation in one type of cylinder, the amount of exhaust gas to be recirculated to the two types of cylinders can be adjusted independently, and the total amount of gas in the cylinder of the cylinder injection cylinder 10 '( Ratio of recirculated exhaust gas to intake air and recirculated exhaust gas, ie,
By controlling the exhaust gas recirculation rate to be larger than that of the intake passage injection cylinder 10, the in-cylinder injection cylinder 10 'is also provided.
The reduction rate of the intake air amount of the cylinder is larger than that of the intake passage injection cylinder 10, and the outputs of the two types of cylinders are both lower than when the exhaust gas recirculation is not executed. The output reduction rate of 'becomes large, and the output of the intake passage cylinder 10 can be substantially matched.

【０１１４】[0114]

【発明の効果】本発明による第１の内燃機関によれば、
複数の気筒を具備し、これらの複数の気筒が、吸気通路
に燃料を噴射する第１燃料噴射弁だけを有する吸気通路
噴射気筒と、筒内に燃料を噴射する第２燃料噴射弁だけ
を有する筒内噴射気筒とからなり、機関冷間始動時に
は、吸気通路噴射気筒において、燃料増量が実行されて
理論空燃比よりリッチな混合気での均一燃焼が実行さ
れ、筒内噴射気筒において、この時の燃料噴射量は少な
くとも吸気通路噴射気筒の燃料噴射量より少なくされて
理論空燃比よりリーンな混合気での成層燃焼が実行され
るために、この時、吸気通路噴射気筒において着火性の
良好な安定した燃焼が実現され、この機関出力によって
第２燃料噴射弁用の燃料ポンプが駆動され燃料が昇圧さ
れて従来のように大型のバッテリを使用することなく筒
内噴射気筒での成層燃焼が可能となり、従来に比較し
て、この時の良好な始動性は維持されると共に、筒内噴
射気筒での吸気通路噴射気筒よりは少ない燃焼噴射量で
の成層燃焼によって、この時の燃費を低減することがで
きる。According to the first internal combustion engine of the present invention,
A plurality of cylinders are provided, and these plurality of cylinders have only an intake passage injection cylinder having only a first fuel injection valve for injecting fuel into an intake passage and a second fuel injection valve for injecting fuel into the cylinder. It consists of an in-cylinder injection cylinder, and at the time of engine cold start, fuel increase is executed in the intake passage injection cylinder to perform uniform combustion in a mixture richer than the stoichiometric air-fuel ratio. The fuel injection amount of at least is made smaller than the fuel injection amount of the intake passage injection cylinder, and stratified charge combustion is performed with an air-fuel mixture leaner than the stoichiometric air-fuel ratio. Stable combustion is realized, and the engine output drives the fuel pump for the second fuel injection valve to boost the pressure of the fuel, thus stratifying the fuel in the cylinder injection cylinder without using a large battery as in the conventional case. As compared with the conventional engine, good startability at this time is maintained, and the fuel consumption at this time is improved by the stratified charge combustion with a smaller combustion injection amount than the intake passage injection cylinder in the in-cylinder injection cylinder. It can be reduced.

【０１１５】また、本発明による第２の内燃機関によれ
ば、前述の第１の内燃機関において、吸気通路噴射気筒
と筒内噴射気筒のうちの少なくとも一方の種類の気筒
が、連続して点火時期を迎えることがなく、可能な限り
一定のクランク角度毎に点火時期を迎えるようになって
おり、一方の種類の気筒の燃焼がほぼ周期的に行われる
ために、二つの種類の気筒には出力差が発生するが、こ
の騒音振動を最小限に抑えることができる。According to the second internal combustion engine of the present invention, in the above-described first internal combustion engine, at least one of the intake passage injection cylinder and the cylinder injection cylinder is continuously ignited. The ignition timing is reached at a constant crank angle as much as possible without timing, and because combustion of one type of cylinder is performed almost periodically, two types of cylinders have Although there is an output difference, this noise and vibration can be minimized.

【０１１６】また、本発明による第３の内燃機関によれ
ば、前述の第１の内燃機関において、吸気通路噴射気筒
と筒内噴射気筒とが交互に点火時期を迎えるようになっ
ており、全気筒の排気管合流部において二種類の気筒か
ら排出される排気ガスは時間的に混合されやすいため
に、機関冷間始動において、吸気通路噴射気筒のリッチ
な排気ガスと筒内噴射気筒のリーンな排気ガスとが十分
に混合されてストイキ近傍となり、三元触媒コンバータ
によって排気ガスが十分に浄化され、この時の排気エミ
ッションを改善することができる。Further, according to the third internal combustion engine of the present invention, in the first internal combustion engine described above, the intake passage injection cylinder and the in-cylinder injection cylinder alternately reach the ignition timing. Since the exhaust gases discharged from the two types of cylinders in the exhaust pipe merging portion of the cylinders are likely to be temporally mixed, during the engine cold start, the rich exhaust gas of the intake passage injection cylinder and the lean exhaust gas of the in-cylinder injection cylinder are mixed. The exhaust gas is sufficiently mixed to be in the vicinity of stoichiometry, the exhaust gas is sufficiently purified by the three-way catalytic converter, and the exhaust emission at this time can be improved.

【０１１７】また、本発明による第４の内燃機関によれ
ば、前述の第１の内燃機関において、全ての前記吸気通
路噴射気筒が直線的に隣接して配置されているために、
第１燃料噴射弁へ燃料を供給する各燃料通路が短縮さ
れ、この燃料供給系を小型化することができる。Further, according to the fourth internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, since all the intake passage injection cylinders are arranged linearly adjacent to each other,
Each fuel passage for supplying fuel to the first fuel injection valve is shortened, and this fuel supply system can be downsized.

【０１１８】また、本発明による第５の内燃機関によれ
ば、前述の第１の内燃機関において、全ての前記筒内噴
射気筒が直線的に隣接して配置されているために、第２
燃料噴射弁へ燃料を供給する各燃料通路が短縮され、こ
の燃料供給系を小型化することができる。Further, according to the fifth internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, all the in-cylinder injection cylinders are arranged linearly adjacent to each other.
Each fuel passage for supplying fuel to the fuel injection valve is shortened, and this fuel supply system can be downsized.

【０１１９】また、本発明による第６の内燃機関によれ
ば、前述の第１の内燃機関において、複数の気筒は二つ
の気筒群からなるＶ型に配置され、一方の気筒群は吸気
通路噴射気筒からなり、他方の気筒群は筒内噴射気筒か
らなり、単一のサージタンクにおいて吸気通路噴射気筒
の吸気管開口部と筒内噴射気筒の吸気管開口部とが隣接
しないために、吸気通路噴射気筒のサージタンクへの燃
料逆流が発生しても、再び同一気筒に吸入される以外の
燃料は、隣接する吸気通路噴射気筒に吸入されて互いに
相殺され、筒内噴射気筒に吸入されないので、吸気通路
噴射気筒及び筒内噴射気筒において所望の空燃比を実現
することができる。Further, according to the sixth internal combustion engine of the present invention, in the aforementioned first internal combustion engine, the plurality of cylinders are arranged in a V-shape composed of two cylinder groups, and one of the cylinder groups is provided with intake passage injection. The other cylinder group is composed of in-cylinder injection cylinders, and since the intake pipe opening of the intake passage injection cylinder and the intake pipe opening of the in-cylinder injection cylinder are not adjacent to each other in a single surge tank, the intake passage Even if the fuel reverse flow to the surge tank of the injection cylinder occurs, the fuel other than being sucked into the same cylinder again is sucked into the adjacent intake passage injection cylinders and offset each other, and is not sucked into the in-cylinder injection cylinder. A desired air-fuel ratio can be realized in the intake passage injection cylinder and the in-cylinder injection cylinder.

【０１２０】また、本発明による第７の内燃機関によれ
ば、前述の第１の内燃機関において、吸気通路噴射気筒
と筒内噴射気筒とが内燃機関長手方向に交互に配置され
ており、全気筒の排気管合流部において二種類の気筒か
ら排出される排気ガスは位置的に混合されやすいため
に、機関冷間始動において、吸気通路噴射気筒のリッチ
な排気ガスと筒内噴射気筒のリーンな排気ガスとが十分
に混合されてストイキ近傍となり、三元触媒コンバータ
によって排気ガスが十分に浄化され、この時の排気エミ
ッションを改善することができる。Further, according to the seventh internal combustion engine of the present invention, in the aforementioned first internal combustion engine, the intake passage injection cylinder and the in-cylinder injection cylinder are alternately arranged in the longitudinal direction of the internal combustion engine. Exhaust gas discharged from the two types of cylinders in the exhaust pipe merging portion of the cylinders is likely to be positionally mixed, and therefore, in the engine cold start, the rich exhaust gas of the intake passage injection cylinder and the lean exhaust gas of the in-cylinder injection cylinder are mixed. The exhaust gas is sufficiently mixed to be in the vicinity of stoichiometry, the exhaust gas is sufficiently purified by the three-way catalytic converter, and the exhaust emission at this time can be improved.

【０１２１】また、本発明による第８の内燃機関によれ
ば、前述の第１の内燃機関において、筒内噴射気筒の数
は吸気通路噴射気筒の数以上となっており、機関冷間始
動時に、理論空燃比よりリッチで運転される吸気通路噴
射気筒に対して、全体の排気ガスをストイキにする筒内
噴射気筒の空燃比は、それ程リーンとはならないため
に、この時の成層燃焼を良好なものにすることができ
る。According to the eighth internal combustion engine of the present invention, in the above-described first internal combustion engine, the number of in-cylinder injection cylinders is equal to or greater than the number of intake passage injection cylinders, and at the time of engine cold start. , The air-fuel ratio of the in-cylinder injection cylinder that stokes the entire exhaust gas to the intake passage injection cylinder that is operated richer than the theoretical air-fuel ratio is not so lean, so stratified combustion at this time is good. It can be anything.

【０１２２】また、本発明による第９の内燃機関によれ
ば、前述の第１の内燃機関において、さらに、内燃機関
の長手方向の一方の端部に取り付けられた第２燃料噴射
弁用の燃料ポンプを具備し、筒内噴射気筒が内燃機関の
長手方向のこの端部側に配置されているために、第２燃
料噴射弁と燃料ポンプとを接続する配管が短くなり、第
２燃焼噴射弁の燃料供給系を小型化することができる。According to the ninth internal combustion engine of the present invention, in addition to the above-mentioned first internal combustion engine, the fuel for the second fuel injection valve is further attached to one end of the internal combustion engine in the longitudinal direction. Since the in-cylinder injection cylinder is provided on this end side in the longitudinal direction of the internal combustion engine, the pipe connecting the second fuel injection valve and the fuel pump is shortened, and the second combustion injection valve is provided. The fuel supply system can be downsized.

【０１２３】また、本発明による第１０の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じ、第１スロットル弁が設けられ
た第１吸気通路と、全ての筒内噴射気筒へ通じ、第２ス
ロットル弁が設けられた第２吸気通路と、第１及び第２
スロットル弁によって吸気通路噴射気筒の吸入空気量と
筒内噴射気筒の吸入空気量とを独立して制御する吸入空
気量制御手段、とを具備しており、二つの種類の気筒へ
の燃料噴射量を同一にしても二つの種類の気筒における
独自の理論空燃比制御が可能であり、それぞれの燃焼を
良好なものとすることができる。According to the tenth internal combustion engine of the present invention, in addition to the first internal combustion engine described above, a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve is provided. , A second intake passage communicating with all in-cylinder injection cylinders and provided with a second throttle valve, and first and second intake passages.
An intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by the throttle valve, and the fuel injection amount to the two types of cylinders. Even if they are the same, the original theoretical air-fuel ratio control in the two types of cylinders is possible, and each combustion can be made favorable.

【０１２４】また、本発明による第１１の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じ、第１スロットル弁が設けられ
た第１吸気通路と、全ての筒内噴射気筒へ通じ、第２ス
ロットル弁が設けられた第２吸気通路と、第１及び第２
スロットル弁によって吸気通路噴射気筒の吸入空気量と
筒内噴射気筒の吸入空気量とを独立して制御する吸入空
気量制御手段と、機関冷間時において吸気通路噴射気筒
の点火時期遅角量に比較して前記筒内噴射気筒の点火時
期遅角量を大きくする点火時期制御手段、とを具備して
おり、機関冷間時における点火時期遅角による排気ガス
温度は、点火時期遅角量を大きくしてもバックファイヤ
が起きない筒内噴射気筒においてより高くすることがで
き、触媒コンバータの暖機時期を早めることができ、ま
た、この時、吸入空気量制御手段によって二種類の気筒
の吸入空気量を制御することにより、二種類の気筒の発
生トルクをほぼ等しくすることができ、騒音振動を低減
することができる。According to the eleventh internal combustion engine of the present invention, in addition to the first internal combustion engine described above, a first intake passage communicating with all intake passage injection cylinders and provided with a first throttle valve is provided. , A second intake passage communicating with all in-cylinder injection cylinders and provided with a second throttle valve, and first and second intake passages.
An intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by the throttle valve, and the ignition timing retard amount of the intake passage injection cylinder when the engine is cold. In comparison, the ignition timing control means for increasing the ignition timing retard amount of the in-cylinder injection cylinder is provided, and the exhaust gas temperature due to the ignition timing retard angle when the engine is cold is equal to the ignition timing retard amount. Even if it is increased, it can be made higher in the in-cylinder injection cylinder where backfire does not occur, and the warm-up time of the catalytic converter can be accelerated, and at this time, the intake air amount control means can be used to intake the two types of cylinders. By controlling the amount of air, the generated torques of the two types of cylinders can be made substantially equal, and noise and vibration can be reduced.

【０１２５】また、本発明による第１２の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じ、第１スロットル弁が設けられ
た第１吸気通路と、全ての筒内噴射気筒へ通じ、第２ス
ロットル弁が設けられた第２吸気通路と、第１及び第２
スロットル弁によって吸気通路噴射気筒の吸入空気量と
筒内噴射気筒の吸入空気量とを独立して制御する吸入空
気量制御手段とを具備し、第１吸気通路の第１スロット
ル弁の上流側と第２吸気通路の第２スロットル弁の上流
側とが合流され、この合流部上流には単一のエアフロー
メータが配置され、第２吸気通路の第２スロットル弁下
流には吸気圧力検出手段が配置され、エアフローメータ
の出力と吸気圧力検出手段の出力とによって吸気通路噴
射気筒の吸入空気量と筒内噴射気筒の吸入空気量とを算
出する吸入空気量算出手段が設けられており、吸気圧力
検出手段によって単一のエアフローメータで二種類の気
筒の吸入空気量を把握することができるために、二つの
エアフローメータを設ける等のコストアップを防止する
ことができる。Further, according to the twelfth internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve is provided. , A second intake passage communicating with all in-cylinder injection cylinders and provided with a second throttle valve, and first and second intake passages.
An intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by means of a throttle valve; and an upstream side of the first throttle valve in the first intake passage. An upstream side of the second throttle valve in the second intake passage is joined, a single air flow meter is arranged upstream of this joining portion, and an intake pressure detecting means is arranged downstream of the second throttle valve in the second intake passage. Intake air amount calculation means for calculating the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder based on the output of the air flow meter and the output of the intake pressure detection means is provided. Since the intake air amounts of the two types of cylinders can be grasped by a single air flow meter by the means, it is possible to prevent an increase in cost such as providing two air flow meters.

【０１２６】また、本発明による第１３の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じ、第１スロットル弁が設けられ
た第１吸気通路と、全ての筒内噴射気筒へ通じ、第２ス
ロットル弁が設けられた第２吸気通路と、第１及び第２
スロットル弁によって吸気通路噴射気筒の吸入空気量と
筒内噴射気筒の吸入空気量とを独立して制御する吸入空
気量制御手段とを具備し、第１吸気通路の第１スロット
ル弁上流には吸気通路噴射気筒の吸入空気量を測定する
ための単一のエアフローメータが配置され、筒内噴射気
筒の吸入空気量を機関回転数に基づいて算出する吸入空
気量算出手段が設けられており、単一のエアフローメー
タにより吸気通路噴射気筒の吸入空気量がわかり、吸入
空気量算出手段により筒内噴射気筒の吸入空気量が機関
回転数を基に算出されるために、二つのエアフローメー
タを設ける等のコストアップを防止することができる。According to the thirteenth internal combustion engine of the present invention, in the first internal combustion engine described above, a first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve is provided. , A second intake passage communicating with all in-cylinder injection cylinders and provided with a second throttle valve, and first and second intake passages.
An intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by a throttle valve is provided, and intake air is provided upstream of the first throttle valve in the first intake passage. A single air flow meter for measuring the intake air amount of the passage injection cylinder is arranged, and an intake air amount calculation means for calculating the intake air amount of the cylinder injection cylinder based on the engine speed is provided. Two air flow meters are provided so that the intake air amount of the intake passage injection cylinder can be known by one air flow meter, and the intake air amount of the in-cylinder injection cylinder can be calculated by the intake air amount calculation means based on the engine speed. It is possible to prevent the cost increase.

【０１２７】また、本発明による第１４の内燃機関によ
れば、前述の第１の内燃機関において、さらに、サージ
タンクを具備し、サージタンク内は第３スロットル弁に
よって全ての筒内噴射気筒が連通される上流側室と全て
の吸気通路噴射気筒が連通される下流側室とに分割され
ているために、吸気系全体が小型化されると共に、前述
の第１３の内燃機関と同様な吸入空気量制御が可能であ
る。According to the fourteenth internal combustion engine of the present invention, in addition to the above-mentioned first internal combustion engine, a surge tank is further provided, and all the cylinder injection cylinders are provided in the surge tank by the third throttle valve. Since the upstream side chamber that is communicated and the downstream side chamber that is communicated with all the intake passage injection cylinders are divided, the entire intake system is downsized, and the intake air amount is the same as that of the thirteenth internal combustion engine described above. It can be controlled.

【０１２８】また、本発明による第１５の内燃機関によ
れば、前述の第１の内燃機関において、さらに、吸気通
路噴射気筒の排気ガスを筒内噴射気筒へ再循環させる排
気ガス再循環装置を具備しており、筒内噴射気筒へ再循
環される排気ガスは、吸気通路噴射気筒における理論空
燃比混合気の燃焼後のものであり、高温度で負活性ガス
を多く含んでいるために、筒内噴射気筒の燃料の霧化状
態が改善されてこの時の燃焼を良好なものとすることが
できると共に、再循環させる排気ガス量は少なくてよ
く、排気ガス再循環装置全体を小型化することができ、
また吸気系へのデポジット付着量を低減することかでき
る。According to the fifteenth internal combustion engine of the present invention, in addition to the above-described first internal combustion engine, an exhaust gas recirculation device for recirculating the exhaust gas of the intake passage injection cylinder to the cylinder injection cylinder is further provided. The exhaust gas recirculated to the in-cylinder injection cylinder is after combustion of the stoichiometric air-fuel ratio mixture in the intake passage injection cylinder, and contains a lot of negative active gas at high temperature. The atomization state of the fuel in the in-cylinder cylinder can be improved to improve the combustion at this time, and the amount of exhaust gas to be recirculated can be small, and the entire exhaust gas recirculation device can be downsized. It is possible,
Further, it is possible to reduce the amount of deposit adhered to the intake system.

【０１２９】また、本発明による第１６の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部上流の前記第２排気通路には通電発熱式触媒コンバー
タが配置されており、機関冷間時において、炭化水素を
多く含む筒内噴射気筒の排気ガスは、通電発熱式触媒コ
ンバータで酸化されて浄化され、この反応熱により加熱
される排気ガスが三元触媒コンバータを良好に加熱する
ために、三元触媒コンバータの暖機時期を早めることが
できる。Further, according to the sixteenth internal combustion engine of the present invention, in the above-described first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, a three-way catalytic converter is arranged downstream of the joining portion, and the three-way catalytic converter is provided upstream of the joining portion. An exhaust heat type catalytic converter is arranged in the two exhaust passages. When the engine is cold, the exhaust gas of the cylinder injection cylinder containing a large amount of hydrocarbons is oxidized and purified by the conductive heat type catalytic converter, and this reaction Since the exhaust gas heated by heat heats the three-way catalytic converter well, the warm-up time of the three-way catalytic converter can be advanced.

【０１３０】また、本発明による第１７の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部上流の第２排気通路にはリーンＮＯX 触媒コンバータ
が配置されているために、筒内噴射気筒でのリーンな成
層燃焼の排気ガスでもＮＯX を浄化することができる。Further, according to the seventeenth internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, further, the first exhaust passage communicating with all the intake passage injection cylinders and all the cylinder injection cylinders are communicated. A second exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, and a three-way catalytic converter is arranged downstream of the joining portion. the exhaust passage may be for the lean NO X catalyst converter is arranged, to purify NO X in the exhaust gas of lean stratified charge combustion in-cylinder injection cylinder.

【０１３１】また、本発明による第１８の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部上流の第１排気通路にはステップ出力式酸素センサが
配置され、この合流部上流の第２排気通路にはリニア出
力式酸素センサが配置されており、吸気通路噴射気筒の
理論空燃比制御と筒内噴射気筒の理論空燃比よりリーン
域での空燃比制御が可能であるために、それぞれの燃焼
を良好なものとすることができる。Further, according to the eighteenth internal combustion engine of the present invention, in the above-described first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, and a three-way catalytic converter is arranged downstream of the joining portion. A step output type oxygen sensor is arranged in the exhaust passage, and a linear output type oxygen sensor is arranged in the second exhaust passage upstream of the confluence part. The theoretical air-fuel ratio control of the intake passage injection cylinder and the cylinder injection cylinder Since the air-fuel ratio can be controlled in the lean range based on the theoretical air-fuel ratio, each combustion can be made favorable.

【０１３２】また、本発明による第１９の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部上流の第１排気通路はこの合流部上流の第２排気通路
に比較して低い熱容量を有しており、比較的高温度の吸
気通路噴射気筒の排気ガスを高温度のまま三元触媒コン
バータに導くことができるために、三元触媒コンバータ
の暖機時期を早めることができる。Further, according to the nineteenth internal combustion engine of the present invention, in the above-described first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, and a three-way catalytic converter is arranged downstream of the joining portion. The exhaust passage has a lower heat capacity than the second exhaust passage upstream of the joining portion, and the exhaust gas of the intake passage injection cylinder having a relatively high temperature can be guided to the three-way catalytic converter at a high temperature. Therefore, the warm-up time of the three-way catalytic converter can be advanced.

【０１３３】また、本発明による第２０の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路には二次空気導入手段が接続されており、吸気通路燃
料噴射気筒が理論空燃比よりリッチで運転される場合に
おいてその排気ガスをストイキ制御できるために、三元
触媒コンバータにおけるこの排気ガスの良好な浄化が実
現される。Further, according to the twentieth internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, and a secondary air introduction means is connected to the first exhaust passage. When the intake passage fuel injection cylinder is operated richer than the stoichiometric air-fuel ratio, the exhaust gas can be stoichiometrically controlled. Therefore, good purification of this exhaust gas in the three-way catalytic converter is realized.

【０１３４】また、本発明による第２１の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部近傍は、第２排気通路を通る排気ガスを三元触媒コン
バータの端面中央部に導くために、二重管構造となって
おり、相対的に高温度となっている三元触媒コンバータ
の端面中央部に比較的低温度の筒内噴射気筒の排気ガス
が導かれるために、三元触媒コンバータの過熱を防止
し、その劣化時期を遅らせることができる。Further, according to the twenty-first internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, and a three-way catalytic converter is arranged downstream of this joining portion. 2 In order to guide the exhaust gas passing through the exhaust passage to the central part of the end face of the three-way catalytic converter, a double pipe structure is provided, and the central part of the end face of the three-way catalytic converter, which has a relatively high temperature, is relatively Since the exhaust gas of the low temperature in-cylinder injection cylinder is guided, it is possible to prevent overheating of the three-way catalytic converter and delay its deterioration time.

【０１３５】また、本発明による第２２の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部の容積は、第１排気通路及び第２排気通路を通る排気
ガスが十分に混合するように拡大されており、二種類の
気筒の排気ガスは前述の合流部において十分に混合され
た後、三元触媒コンバータに導かれるために、機関冷間
始動時における排気ガスの浄化程度を向上することがで
きる。Further, according to the twenty-second internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, a downstream side of the first exhaust passage and a downstream side of the second exhaust passage merge, and a three-way catalytic converter is arranged downstream of the merged portion, and the volume of the merged portion is The exhaust gases passing through the first exhaust passage and the second exhaust passage are enlarged so as to be sufficiently mixed, and the exhaust gases of the two types of cylinders are sufficiently mixed at the above-mentioned merging portion and then fed to the three-way catalytic converter. Since it is guided, the degree of purification of exhaust gas at the time of cold starting of the engine can be improved.

【０１３６】また、本発明による第２３の内燃機関によ
れば、前述の第１の内燃機関において、さらに、全ての
吸気通路噴射気筒へ通じる第１排気通路と、全ての筒内
噴射気筒へ通じる第２排気通路とを具備し、第１排気通
路の下流側と第２排気通路の下流側とが合流し、この合
流部下流には三元触媒コンバータが配置され、この合流
部近傍には、第２排気通路を通る排気ガスを三元触媒コ
ンバータの端面全体に局所的に分散させるための分散手
段が設けられており、機関冷間時に、大幅な点火時期遅
角が可能で高温度とされる筒内噴射気筒の排気ガスは、
三元触媒コンバータの端面全体に局部的に分散されて導
かれるために、まずこの局部において触媒が活性化され
て排気ガスを浄化し、その反応熱がその回りを加熱する
ことにより、三元触媒コンバータ全体の暖機時期を早め
ることができる。According to the twenty-third internal combustion engine of the present invention, in the above-described first internal combustion engine, further, the first exhaust passage leading to all the intake passage injection cylinders and all the in-cylinder injection cylinders are communicated. A second exhaust passage is provided, and a downstream side of the first exhaust passage and a downstream side of the second exhaust passage join together, a three-way catalytic converter is arranged downstream of the joining portion, and in the vicinity of the joining portion, Dispersing means for locally dispersing exhaust gas passing through the second exhaust passage over the entire end surface of the three-way catalytic converter is provided, and when the engine is cold, a large ignition timing retardation is possible and a high temperature is set. Exhaust gas from the in-cylinder injection cylinder
Since the catalyst is locally dispersed and guided to the entire end surface of the three-way catalytic converter, the catalyst is first activated in this local area to purify exhaust gas, and the heat of reaction thereof heats the three-way catalytic converter. The warm-up time of the entire converter can be advanced.

【０１３７】また、本発明による第２４の内燃機関によ
れば、前述の第１の内燃機関において、吸気通路噴射気
筒が車両前面側に配置されており、排気ガス温度が比較
的高くなる吸気通路噴射気筒の排気通路が車両前面側と
なるために、吸気通路噴射気筒の排気通路が冷却性の悪
い車両後面側に配置され、耐久性向上のための処置が行
われるものに比較して、この必要はなく、その分のコス
トアップを防止することができる。According to the twenty-fourth internal combustion engine of the present invention, in the above-described first internal combustion engine, the intake passage injection cylinder is arranged on the front side of the vehicle, and the intake passage in which the exhaust gas temperature becomes relatively high. Since the exhaust passage of the injection cylinder is on the front side of the vehicle, the exhaust passage of the intake passage injection cylinder is arranged on the rear side of the vehicle with poor cooling performance. There is no need, and the cost increase can be prevented.

【０１３８】また、本発明による第２５の内燃機関によ
れば、前述の第１の内燃機関において、筒内噴射気筒の
シリンダ容積が吸気通路噴射気筒のシリンダ容積に比較
して小さくされており、筒内噴射気筒のシリンダ容積が
吸気通路噴射気筒のシリンダ容積と等しい場合に比較し
て筒内噴射気筒の出力が低下するために、吸気通路噴射
気筒に比較して、同量の燃料が噴射される場合に成層燃
焼及び均一燃焼にかかわらず高出力が得られる筒内噴射
気筒の出力を吸気通路噴射気筒に近づけることができ、
両者の出力差による騒音振動を低減することができる。According to the twenty-fifth internal combustion engine of the present invention, in the above-described first internal combustion engine, the cylinder volume of the cylinder injection cylinder is made smaller than the cylinder volume of the intake passage injection cylinder, Since the output of the in-cylinder injection cylinder is lower than when the cylinder volume of the in-cylinder injection cylinder is equal to the cylinder volume of the intake passage injection cylinder, the same amount of fuel is injected as compared to the intake passage injection cylinder. In this case, the output of the in-cylinder injection cylinder that can obtain high output regardless of stratified charge combustion and uniform combustion can be brought close to the intake passage injection cylinder,
It is possible to reduce noise and vibration due to the output difference between the two.

【０１３９】また、本発明による第２６の内燃機関によ
れば、前述の第１の内燃機関において、特定機関運転状
態の時に、吸気通路噴射気筒及び筒内噴射気筒において
均一燃焼が実行され、さらに、この時に筒内噴射吸気通
路噴射気筒の吸気充填効率と筒内噴射気筒の吸気充填効
率とをほぼ等しくするための吸気充填効率調整手段を具
備しているために、この時の二つの種類の気筒における
出力がほぼ等しくなり、両者の出力差による騒音振動を
低減することができる。According to the twenty-sixth internal combustion engine of the present invention, in the above-described first internal combustion engine, uniform combustion is executed in the intake passage injection cylinder and the cylinder injection cylinder when the specific engine is operating, and At this time, since there is an intake charge efficiency adjusting means for making the intake charge efficiency of the cylinder injection intake passage injection cylinder and the intake charge efficiency of the cylinder injection cylinder substantially equal, The outputs in the cylinders become almost equal, and noise vibration due to the difference in output between the two can be reduced.

【０１４０】また、本発明による第２７の内燃機関によ
れば、前述の第１の内燃機関において、特定機関運転状
態の時に、吸気通路噴射気筒及び筒内噴射気筒において
均一燃焼が実行され、さらに、この時に吸気通路噴射気
筒の吸気充填効率と筒内噴射気筒の吸気充填効率とをほ
ぼ等しくするための吸気充填効率調整手段を具備し、吸
気充填効率調整手段として、筒内噴射気筒の吸気弁閉弁
時期を調節するバルブタイミング制御手段を有している
ために、この時の二つの種類の気筒における出力がほぼ
等しくなり、両者の出力差による騒音振動を低減するこ
とができる。According to the twenty-seventh internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder when the specific engine is operating, and At this time, an intake valve charging efficiency adjusting means for making the intake charging efficiency of the intake passage injection cylinder and the intake charging efficiency of the in-cylinder injection cylinder substantially equal is provided. Since the valve timing control means for adjusting the valve closing timing is provided, the outputs of the two types of cylinders at this time become substantially equal, and noise vibration due to the output difference between the two can be reduced.

【０１４１】また、本発明による第２８の内燃機関によ
れば、前述の第１の内燃機関において、特定機関運転状
態の時に、吸気通路噴射気筒及び筒内噴射気筒において
均一燃焼が実行され、さらに、この時に吸気通路噴射気
筒の吸気充填効率と筒内噴射気筒の吸気充填効率とをほ
ぼ等しくするための吸気充填効率調整手段を具備し、吸
気充填効率調整手段として、吸気通路噴射気筒の吸気管
長だけが前記特定機関運転状態の時において慣性過給効
果が得られるように選択されており、この時の二つの種
類の気筒における出力がほぼ等しくなり、両者の出力差
による騒音振動を低減することができる。According to the twenty-eighth internal combustion engine of the present invention, in the above-mentioned first internal combustion engine, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder when the specific engine is operating, and At this time, an intake charge efficiency adjusting means for making the intake charge efficiency of the intake passage injection cylinder and the intake charge efficiency of the in-cylinder injection cylinder substantially equal is provided, and the intake pipe length of the intake passage injection cylinder is used as the intake charge efficiency adjusting means. Is selected so that the inertia supercharging effect can be obtained when the specific engine is operating, and the outputs in the two types of cylinders at this time are almost equal, and noise vibration due to the difference in output between the two is reduced. You can

【０１４２】また、本発明による第２９の内燃機関によ
れば、前述の第１の内燃機関において、さらに、吸気通
路噴射気筒へ排気ガスを再循環させる第１排気ガス再循
環装置と、筒内噴射気筒へ排気ガスを再循環させる第２
排気ガス再循環装置とを具備し、筒内噴射気筒の排気ガ
ス再循環率が吸気通路噴射気筒の排気ガス再循環率に比
較して大きくなるように第１排気ガス再循環装置と前記
第２排気ガス再循環装置とを独立して制御するようにな
っており、排気ガス再循環を実行しない時に比較して、
筒内噴射気筒の吸入空気量の減少率が吸気通路噴射気筒
より大きくなってその分大きく出力が低下するために、
二つの種類の気筒における出力がほぼ等しくなり、両者
の出力差による騒音振動を低減することができる。According to the twenty-ninth internal combustion engine of the present invention, in addition to the above-described first internal combustion engine, a first exhaust gas recirculation device for recirculating exhaust gas to the intake passage injection cylinder, and an in-cylinder Second recirculation of exhaust gas to injection cylinder
An exhaust gas recirculation device, wherein the first exhaust gas recirculation device and the second exhaust gas recirculation device are arranged so that the exhaust gas recirculation ratio of the cylinder injection cylinder is higher than the exhaust gas recirculation ratio of the intake passage injection cylinder. It is designed to control the exhaust gas recirculation device independently, compared to when exhaust gas recirculation is not executed,
Since the reduction rate of the intake air amount of the in-cylinder injection cylinder is larger than that of the intake passage injection cylinder, and the output is greatly reduced accordingly,
The outputs of the two types of cylinders become substantially equal, and noise and vibration due to the output difference between the two types can be reduced.

【０１４３】また、本発明による第３０の内燃機関によ
れば、前述の第１の内燃機関において、筒内噴射気筒の
圧縮比が吸気通路噴射気筒の圧縮比に比較して小さくな
っており、筒内噴射気筒の圧縮比が吸気通路噴射気筒の
圧縮比と等しい場合に比較して筒内噴射気筒の出力が低
下するために、二つの種類の気筒における出力がほぼ等
しくなり、両者の出力差による騒音振動を低減すること
ができる。According to the thirtieth internal combustion engine of the present invention, in the above-described first internal combustion engine, the compression ratio of the cylinder injection cylinder is smaller than that of the intake passage injection cylinder, Since the output of the in-cylinder injection cylinder is lower than that when the compression ratio of the in-cylinder injection cylinder is equal to that of the intake passage injection cylinder, the outputs of the two types of cylinders become almost equal, and the output difference between the two types It is possible to reduce noise and vibration caused by.

【図面の簡単な説明】[Brief description of drawings]

【図１】本発明による内燃機関に使用される吸気通路噴
射気筒の概略縦断面図である。FIG. 1 is a schematic vertical sectional view of an intake passage injection cylinder used in an internal combustion engine according to the present invention.

【図２】本発明による内燃機関に使用される筒内噴射気
筒の概略縦断面図である。FIG. 2 is a schematic vertical sectional view of an in-cylinder injection cylinder used in the internal combustion engine according to the present invention.

【図３】本発明による内燃機関の直列二気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 3 is a diagram showing an example of cylinder arrangement based on the first idea in the case of an in-line two-cylinder internal combustion engine according to the present invention.

【図４】本発明による内燃機関の直列三気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 4 is a diagram showing an example of cylinder arrangement based on the first idea in the case of an in-line three-cylinder internal combustion engine according to the present invention.

【図５】本発明による内燃機関の直列四気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 5 is a diagram showing an example of cylinder arrangement based on the first idea in the case of an in-line four-cylinder internal combustion engine according to the present invention.

【図６】本発明による内燃機関の直列六気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 6 is a diagram showing an example of cylinder arrangement based on the first idea in the case of an in-line six-cylinder internal combustion engine according to the present invention.

【図７】本発明による内燃機関のＶ型四気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 7 is a diagram showing an example of cylinder arrangement based on the first idea in the case of a V-type four-cylinder internal combustion engine according to the present invention.

【図８】本発明による内燃機関のＶ型六気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 8 is a diagram showing an example of cylinder arrangement based on the first idea in the case of a V-type six cylinder of an internal combustion engine according to the present invention.

【図９】本発明による内燃機関のＶ型八気筒の場合の第
１の考え方に基づく気筒配置の例を示す図である。FIG. 9 is a diagram showing an example of cylinder arrangement based on the first idea in the case of a V-type eight cylinder of an internal combustion engine according to the present invention.

【図１０】本発明による内燃機関のＶ型十二気筒の場合
の第１の考え方に基づく気筒配置の例を示す図である。FIG. 10 is a diagram showing an example of cylinder arrangement based on the first idea in the case of a V-type twelve cylinder of an internal combustion engine according to the present invention.

【図１１】本発明による内燃機関のＶ型四気筒の場合の
第２の考え方に基づく気筒配置の例を示す図である。FIG. 11 is a diagram showing an example of cylinder arrangement based on a second concept in the case of a V-type four-cylinder internal combustion engine according to the present invention.

【図１２】本発明による内燃機関のＶ型六気筒の場合の
第２の考え方に基づく気筒配置の例を示す図である。FIG. 12 is a diagram showing an example of cylinder arrangement based on a second concept in the case of a V-type six cylinder of an internal combustion engine according to the present invention.

【図１３】本発明による内燃機関のＶ型八気筒の場合の
第２の考え方に基づく気筒配置の例を示す図である。FIG. 13 is a diagram showing an example of cylinder arrangement based on a second concept in the case of a V-type eight cylinder of an internal combustion engine according to the present invention.

【図１４】本発明による内燃機関のＶ型十二気筒の場合
の第２の考え方に基づく気筒配置の例を示す図である。FIG. 14 is a diagram showing an example of a cylinder arrangement based on a second concept in the case of a V-type twelve cylinder of the internal combustion engine according to the present invention.

【図１５】本発明による内燃機関の直列二気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 15 is a diagram showing an example of a cylinder arrangement based on a third concept in the case of an in-line two-cylinder internal combustion engine according to the present invention.

【図１６】本発明による内燃機関の直列三気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 16 is a diagram showing an example of cylinder arrangement based on a third concept in the case of an in-line three-cylinder internal combustion engine according to the present invention.

【図１７】本発明による内燃機関の直列四気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 17 is a diagram showing an example of cylinder arrangement based on a third concept in the case of an in-line four-cylinder internal combustion engine according to the present invention.

【図１８】本発明による内燃機関の直列六気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 18 is a diagram showing an example of cylinder arrangement based on a third concept in the case of an in-line six-cylinder internal combustion engine according to the present invention.

【図１９】本発明による内燃機関のＶ型四気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 19 is a diagram showing an example of cylinder arrangement based on a third concept in the case of a V-type four-cylinder internal combustion engine according to the present invention.

【図２０】本発明による内燃機関のＶ型六気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 20 is a diagram showing an example of cylinder arrangement based on a third idea in the case of a V-type six cylinder of an internal combustion engine according to the present invention.

【図２１】本発明による内燃機関のＶ型八気筒の場合の
第３の考え方に基づく気筒配置の例を示す図である。FIG. 21 is a diagram showing an example of cylinder arrangement based on a third idea in the case of a V-type eight cylinder of an internal combustion engine according to the present invention.

【図２２】本発明による内燃機関のＶ型十二気筒の場合
の第３の考え方に基づく気筒配置例を示す図である。FIG. 22 is a diagram showing an example of cylinder arrangement based on a third concept in the case of a V-type twelve cylinder of the internal combustion engine according to the present invention.

【図２３】本発明による内燃機関の直列二気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 23 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of an in-line two-cylinder internal combustion engine according to the present invention.

【図２４】本発明による内燃機関の直列三気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 24 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of an in-line three-cylinder internal combustion engine according to the present invention.

【図２５】本発明による内燃機関の直列四気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 25 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of an in-line four-cylinder internal combustion engine according to the present invention.

【図２６】本発明による内燃機関の直列六気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 26 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of an in-line six-cylinder internal combustion engine according to the present invention.

【図２７】本発明による内燃機関のＶ型四気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 27 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of a V-type four-cylinder internal combustion engine according to the present invention.

【図２８】本発明による内燃機関のＶ型六気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 28 is a diagram showing an example of cylinder arrangement based on the fourth concept in the case of a V-type six cylinder of an internal combustion engine according to the present invention.

【図２９】本発明による内燃機関のＶ型八気筒の場合の
第４の考え方に基づく気筒配置の例を示す図である。FIG. 29 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of a V-type eight cylinder of an internal combustion engine according to the present invention.

【図３０】本発明による内燃機関のＶ型十二気筒の場合
の第４の考え方に基づく気筒配置例を示す図である。FIG. 30 is a diagram showing an example of cylinder arrangement based on a fourth concept in the case of a V-type twelve cylinder of an internal combustion engine according to the present invention.

【図３１】本発明の内燃機関に取り付けられる第１吸気
装置の概略断面図である。FIG. 31 is a schematic cross-sectional view of a first intake device attached to the internal combustion engine of the present invention.

【図３２】本発明の内燃機関に取り付けられる第２吸気
装置の概略断面図である。FIG. 32 is a schematic cross-sectional view of a second intake device attached to the internal combustion engine of the present invention.

【図３３】本発明の内燃機関に取り付けられる第３吸気
装置の概略断面図である。FIG. 33 is a schematic cross-sectional view of a third intake device attached to the internal combustion engine of the present invention.

【図３４】本発明の内燃機関に取り付けられる排気装置
の概略断面図である。FIG. 34 is a schematic cross-sectional view of an exhaust device attached to the internal combustion engine of the present invention.

【図３５】図３４の排気装置の排気集合部構造の例を示
す概略断面図である。35 is a schematic cross-sectional view showing an example of the structure of an exhaust collecting portion of the exhaust device shown in FIG. 34.

【図３６】図３５のＰ−Ｐ断面図である。36 is a sectional view taken along the line P-P in FIG. 35.

【図３７】図３４の排気装置の排気集合部構造の別の例
を示す概略断面図である。37 is a schematic cross-sectional view showing another example of the structure of an exhaust gas collecting portion of the exhaust device in FIG. 34.

【図３８】図３４の排気装置の排気集合部構造のさらに
別の例を示す概略断面図である。38 is a schematic cross-sectional view showing still another example of the structure of the exhaust gas collecting portion of the exhaust device shown in FIG. 34.

【図３９】図３８のＱ−Ｑ断面図である。39 is a QQ sectional view of FIG. 38. FIG.

【図４０】本発明による内燃機関の車両搭載を示す図で
ある。FIG. 40 is a diagram showing how the internal combustion engine according to the present invention is mounted on a vehicle.

【図４１】本発明による内燃機関の一例を示す図であ
る。FIG. 41 is a diagram showing an example of an internal combustion engine according to the present invention.

【図４２】本発明による内燃機関の別の例を示すサージ
タンクを含む図である。FIG. 42 is a diagram including a surge tank showing another example of the internal combustion engine according to the present invention.

【符号の説明】[Explanation of symbols]

１０…吸気通路噴射気筒 １０’…筒内噴射気筒 10 ... Intake passage injection cylinder 10 '... In-cylinder injection cylinder

───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｂ 17/00 Ｆ 75/18 Ｃ Ｋ Ｆ０２Ｄ 41/02 ３３０ Ｆ 41/18 Ｆ 43/00 ３０１ Ｈ Ｂ Ｋ Ｎ Ｔ Ｆ０２Ｍ 25/07 ５７０ Ａ ５８０ Ｃ 35/10 63/00 Ａ Ｕ Ｆ０２Ｐ 5/15 ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification code Internal reference number FI Technical display location F02B 17/00 F 75/18 C K F02D 41/02 330 F 41/18 F 43/00 301 H B K N F T02M 25/07 570 A 580 C 35/10 63/00 A U F02P 5/15

Claims (30)

【特許請求の範囲】[Claims] 【請求項１】 複数の気筒を具備し、前記複数の気筒
が、吸気通路に燃料を噴射する第１燃料噴射弁だけを有
する吸気通路噴射気筒と、筒内に燃料を噴射する第２燃
料噴射弁だけを有する筒内噴射気筒とからなり、機関冷
間始動時には、前記吸気通路噴射気筒において、燃料増
量が実行されて理論空燃比よりリッチな混合気での均一
燃焼が実行され、前記筒内噴射気筒において、この時の
燃料噴射量は少なくとも前記吸気通路噴射気筒の燃料噴
射量より少なくされて理論空燃比よりリーンな混合気で
の成層燃焼が実行されることを特徴とする内燃機関。1. An intake passage injection cylinder comprising a plurality of cylinders, wherein each of the plurality of cylinders has only a first fuel injection valve for injecting fuel into an intake passage, and a second fuel injection for injecting fuel into the cylinder. It is composed of an in-cylinder injection cylinder having only a valve, and at the time of engine cold start, in the intake passage injection cylinder, fuel increase is executed to execute uniform combustion in a mixture richer than the stoichiometric air-fuel ratio. In the injection cylinder, the fuel injection amount at this time is made smaller than at least the fuel injection amount of the intake passage injection cylinder, and stratified charge combustion is performed in an air-fuel mixture leaner than the stoichiometric air-fuel ratio. 【請求項２】 前記吸気通路噴射気筒と前記筒内噴射気
筒のうちの少なくとも一方の種類の気筒が、連続して点
火時期を迎えることがなく、可能な限り一定のクランク
角度毎に点火時期を迎えるようになっていることを特徴
とする請求項１に記載の内燃機関。2. A cylinder of at least one of the intake passage injection cylinder and the in-cylinder injection cylinder does not reach the ignition timing continuously, and the ignition timing is set at a constant crank angle as much as possible. The internal combustion engine according to claim 1, wherein the internal combustion engine is adapted to meet. 【請求項３】 前記吸気通路噴射気筒と前記筒内噴射気
筒とが交互に点火時期を迎えるようになっていることを
特徴とする請求項１に記載の内燃機関。3. The internal combustion engine according to claim 1, wherein the intake passage injection cylinder and the in-cylinder injection cylinder alternately come to reach ignition timing. 【請求項４】 全ての前記吸気通路噴射気筒が直線的に
隣接して配置されていることを特徴とする請求項１に記
載の内燃機関。4. The internal combustion engine according to claim 1, wherein all the intake passage injection cylinders are arranged linearly adjacent to each other. 【請求項５】 全ての前記筒内噴射気筒が直線的に隣接
して配置されていることを特徴とする請求項１に記載の
内燃機関。5. The internal combustion engine according to claim 1, wherein all the in-cylinder injection cylinders are arranged linearly adjacent to each other. 【請求項６】 前記複数の気筒は二つの気筒群からなる
Ｖ型に配置され、一方の気筒群は前記吸気通路噴射気筒
からなり、他方の気筒群は前記筒内噴射気筒からなるこ
とを特徴とする請求項１に記載の内燃機関。6. The plurality of cylinders are arranged in a V-shape composed of two cylinder groups, one cylinder group consisting of the intake passage injection cylinder, and the other cylinder group consisting of the in-cylinder injection cylinder. The internal combustion engine according to claim 1. 【請求項７】 前記吸気通路噴射気筒と前記筒内噴射気
筒とが内燃機関長手方向に交互に配置されていることを
特徴とする請求項１に記載の内燃機関。7. The internal combustion engine according to claim 1, wherein the intake passage injection cylinder and the in-cylinder injection cylinder are alternately arranged in a longitudinal direction of the internal combustion engine. 【請求項８】 前記筒内噴射気筒の数は前記吸気通路噴
射気筒の数以上とすることを特徴とする請求項１に記載
の内燃機関。8. The internal combustion engine according to claim 1, wherein the number of in-cylinder injection cylinders is equal to or greater than the number of intake passage injection cylinders. 【請求項９】 前記内燃機関の長手方向の一方の端部に
取り付けられた前記第２燃料噴射弁用の燃料ポンプを具
備し、前記筒内噴射気筒が前記内燃機関の長手方向の前
記端部側に配置されていることを特徴とする請求項１に
記載の内燃機関。9. A fuel pump for the second fuel injection valve, which is attached to one longitudinal end of the internal combustion engine, wherein the in-cylinder injection cylinder is the longitudinal end of the internal combustion engine. The internal combustion engine according to claim 1, wherein the internal combustion engine is disposed on the side. 【請求項１０】 さらに、全ての前記吸気通路噴射気筒
へ通じ、第１スロットル弁が設けられた第１吸気通路
と、全ての前記筒内噴射気筒へ通じ、第２スロットル弁
が設けられた第２吸気通路と、前記第１及び第２スロッ
トル弁によって前記吸気通路噴射気筒の吸入空気量と前
記筒内噴射気筒の吸入空気量とを独立して制御する吸入
空気量制御手段、とを具備することを特徴とする請求項
１に記載の内燃機関。10. A first intake passage communicating with all of the intake passage injection cylinders and provided with a first throttle valve, and a second intake passage communicating with all of the cylinder injection cylinders and provided with a second throttle valve. Two intake passages, and intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by the first and second throttle valves. The internal combustion engine according to claim 1, wherein: 【請求項１１】 さらに、全ての前記吸気通路噴射気筒
へ通じ、第１スロットル弁が設けられた第１吸気通路
と、全ての前記筒内噴射気筒へ通じ、第２スロットル弁
が設けられた第２吸気通路と、前記第１及び第２スロッ
トル弁によって前記吸気通路噴射気筒の吸入空気量と前
記筒内噴射気筒の吸入空気量とを独立して制御する吸入
空気量制御手段と、機関冷間時において前記吸気通路噴
射気筒の点火時期遅角量に比較して前記筒内噴射気筒の
点火時期遅角量を大きくする点火時期制御手段、とを具
備することを特徴とする請求項１に記載の内燃機関。11. A first intake passage communicating with all the intake passage injection cylinders and provided with a first throttle valve, and a first intake passage communicating with all of the cylinder injection cylinders and provided with a second throttle valve. An intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by the first and second throttle valves; Ignition timing control means for increasing the ignition timing retard amount of the in-cylinder injection cylinder as compared with the ignition timing retard amount of the intake passage injection cylinder. Internal combustion engine. 【請求項１２】 さらに、全ての前記吸気通路噴射気筒
へ通じ、第１スロットル弁が設けられた第１吸気通路
と、全ての前記筒内噴射気筒へ通じ、第２スロットル弁
が設けられた第２吸気通路と、前記第１及び第２スロッ
トル弁によって前記吸気通路噴射気筒の吸入空気量と前
記筒内噴射気筒の吸入空気量とを独立して制御する吸入
空気量制御手段とを具備し、前記第１吸気通路の前記第
１スロットル弁の上流側と前記第２吸気通路の前記第２
スロットル弁の上流側とが合流され、この合流部上流に
は単一のエアフローメータが配置され、前記第２吸気通
路の第２スロットル弁下流には吸気圧力検出手段が配置
され、前記エアフローメータの出力と前記吸気圧力検出
手段の出力とによって前記吸気通路噴射気筒の吸入空気
量と前記筒内噴射気筒の吸入空気量とを算出する吸入空
気量算出手段が設けられていることを特徴とする請求項
１に記載の内燃機関。12. A first intake passage communicating with all of the intake passage injection cylinders and provided with a first throttle valve, and a second intake passage communicating with all of the cylinder injection cylinders and provided with a second throttle valve. Two intake passages, and intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by the first and second throttle valves, The upstream side of the first throttle valve of the first intake passage and the second side of the second intake passage.
The upstream side of the throttle valve is merged, a single air flow meter is arranged upstream of this merged portion, and an intake pressure detecting means is arranged downstream of the second throttle valve in the second intake passage. An intake air amount calculating means for calculating an intake air amount of the intake passage injection cylinder and an intake air amount of the in-cylinder injection cylinder based on an output and an output of the intake pressure detecting means is provided. Item 1. The internal combustion engine according to item 1. 【請求項１３】 さらに、全ての前記吸気通路噴射気筒
へ通じ、第１スロットル弁が設けられた第１吸気通路
と、全ての前記筒内噴射気筒へ通じ、第２スロットル弁
が設けられた第２吸気通路と、前記第１及び第２スロッ
トル弁によって前記吸気通路噴射気筒の吸入空気量と前
記筒内噴射気筒の吸入空気量とを独立して制御する吸入
空気量制御手段とを具備し、前記第１吸気通路の前記第
１スロットル弁上流には前記吸気通路噴射気筒の吸入空
気量を測定するための単一のエアフローメータが配置さ
れ、前記筒内噴射気筒の吸入空気量を機関回転数に基づ
いて算出する吸入空気量算出手段が設けられていること
を特徴とする請求項１に記載の内燃機関。13. A first intake passage communicating with all of the intake passage injection cylinders and provided with a first throttle valve, and a first intake passage communicating with all of the cylinder injection cylinders and provided with a second throttle valve. Two intake passages, and intake air amount control means for independently controlling the intake air amount of the intake passage injection cylinder and the intake air amount of the in-cylinder injection cylinder by the first and second throttle valves, A single air flow meter for measuring the intake air amount of the intake passage injection cylinder is arranged upstream of the first throttle valve in the first intake passage, and the intake air amount of the cylinder injection cylinder is measured by the engine speed. The internal combustion engine according to claim 1, further comprising: an intake air amount calculation means for calculating the intake air amount. 【請求項１４】 さらに、サージタンクを具備し、前記
サージタンク内は第３スロットル弁によって前記筒内噴
射気筒が連通される上流側室と前記吸気通路噴射気筒が
連通される下流側室とに分割されていることを特徴とす
る請求項１に記載の内燃機関。14. A surge tank is further provided, and the inside of the surge tank is divided by a third throttle valve into an upstream chamber which communicates with the in-cylinder injection cylinder and a downstream chamber which communicates with the intake passage injection cylinder. The internal combustion engine according to claim 1, wherein: 【請求項１５】 さらに、前記吸気通路噴射気筒の排気
ガスを前記筒内噴射気筒へ再循環させる排気ガス再循環
装置を具備することを特徴とする請求項１に記載の内燃
機関。15. The internal combustion engine according to claim 1, further comprising an exhaust gas recirculation device that recirculates exhaust gas from the intake passage injection cylinder to the in-cylinder injection cylinder. 【請求項１６】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部上
流の前記第２排気通路には通電発熱式触媒コンバータが
配置されていることを特徴とする請求項１に記載の内燃
機関。16. A first exhaust passage communicating with all of the intake passage injection cylinders, and a second exhaust passage communicating with all of the in-cylinder injection cylinders, and a downstream side of the first exhaust passage. The downstream side of the second exhaust passage is merged, a three-way catalytic converter is arranged downstream of the merged portion, and an electric heating type catalytic converter is arranged in the second exhaust passage upstream of the merged portion. The internal combustion engine according to claim 1, which is characterized in that. 【請求項１７】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部上
流の前記第２排気通路にはリーンＮＯ X 触媒コンバータ
が配置されていることを特徴とする請求項１に記載の内
燃機関。17. Further, all the intake passage injection cylinders
To the first exhaust passage leading to all the in-cylinder injection cylinders.
And a second exhaust passage, which is downstream of the first exhaust passage.
Side merges with the downstream side of the second exhaust passage, and this merge portion
A three-way catalytic converter is placed downstream,
Lean NO in the second exhaust passage of the flow XCatalytic converter
2. The interior of claim 1, characterized in that
Combustion engine. 【請求項１８】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部上
流の前記第１排気通路にはステップ出力式酸素センサが
配置され、この合流部上流の前記第２排気通路にはリニ
ア出力式酸素センサが配置されていることを特徴とする
請求項１に記載の内燃機関。18. A first exhaust passage communicating with all of the intake passage injection cylinders, and a second exhaust passage communicating with all of the in-cylinder injection cylinders are provided, and the second exhaust passage is provided downstream of the first exhaust passage. The downstream side of the second exhaust passage merges, a three-way catalytic converter is arranged downstream of the merged portion, and a step output type oxygen sensor is arranged in the first exhaust passage upstream of the merged portion. The internal combustion engine according to claim 1, wherein a linear output type oxygen sensor is arranged in the second exhaust passage upstream. 【請求項１９】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部上
流の前記第１排気通路はこの合流部上流の前記第２排気
通路に比較して低い熱容量を有していることを特徴とす
る請求項１に記載の内燃機関。19. Further, a first exhaust passage communicating with all of the intake passage injection cylinders and a second exhaust passage communicating with all of the in-cylinder injection cylinders are provided, and the second exhaust passage is provided downstream of the first exhaust passage. The downstream side of the second exhaust passage joins, and a three-way catalytic converter is arranged downstream of the joining portion, and the first exhaust passage upstream of the joining portion is compared with the second exhaust passage upstream of the joining portion. The internal combustion engine according to claim 1, wherein the internal combustion engine has a low heat capacity. 【請求項２０】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路には二
次空気導入手段が接続されていることを特徴とする請求
項１に記載の内燃機関。20. A first exhaust passage communicating with all of the intake passage injection cylinders, and a second exhaust passage communicating with all of the in-cylinder injection cylinders are provided. Secondary air is provided in the first exhaust passage. The internal combustion engine according to claim 1, wherein an introducing means is connected. 【請求項２１】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部近
傍は、前記第２排気通路を通る排気ガスを前記三元触媒
コンバータの端面中央部に導くために、二重管構造とな
っていることを特徴とする請求項１に記載の内燃機関。21. Further, a first exhaust passage communicating with all of the intake passage injection cylinders and a second exhaust passage communicating with all of the in-cylinder injection cylinders are provided, and the second exhaust passage is provided downstream of the first exhaust passage. The downstream side of the second exhaust passage merges, and a three-way catalytic converter is arranged downstream of the merged portion. In the vicinity of this merged portion, exhaust gas passing through the second exhaust passage is centered on the end face of the three-way catalytic converter. The internal combustion engine according to claim 1, wherein the internal combustion engine has a double-pipe structure for guiding to the section. 【請求項２２】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部の
容積は、前記第１排気通路及び前記第２排気通路を通る
排気ガスが十分に混合するように拡大されていることを
特徴とする請求項１に記載の内燃機関。22. Further, a first exhaust passage communicating with all of the intake passage injection cylinders and a second exhaust passage communicating with all of the in-cylinder injection cylinders are provided, and the second exhaust passage and the downstream side of the first exhaust passage are provided. The downstream side of the second exhaust passage merges, and a three-way catalytic converter is arranged downstream of the merged portion. The volume of the merged portion is large enough for exhaust gas passing through the first exhaust passage and the second exhaust passage. 2. The internal combustion engine of claim 1, wherein the internal combustion engine is enlarged to mix with. 【請求項２３】 さらに、全ての前記吸気通路噴射気筒
へ通じる第１排気通路と、全ての前記筒内噴射気筒へ通
じる第２排気通路とを具備し、前記第１排気通路の下流
側と前記第２排気通路の下流側とが合流し、この合流部
下流には三元触媒コンバータが配置され、この合流部近
傍には、前記第２排気通路を通る排気ガスを前記三元触
媒コンバータの端面全体に局所的に分散させるための分
散手段が設けられていることを特徴とする請求項１に記
載の内燃機関。23. A first exhaust passage communicating with all of the intake passage injection cylinders and a second exhaust passage communicating with all of the in-cylinder injection cylinders are provided, and the second exhaust passage is provided downstream of the first exhaust passage. The downstream side of the second exhaust passage merges, and a three-way catalytic converter is arranged downstream of the merged portion. Exhaust gas passing through the second exhaust passage is provided in the vicinity of the merged portion with an end surface of the three-way catalytic converter. The internal combustion engine according to claim 1, further comprising a dispersion means for locally dispersing the entire surface. 【請求項２４】 前記吸気通路噴射気筒が車両前面側に
配置されていることを特徴とする請求項１に記載の内燃
機関。24. The internal combustion engine according to claim 1, wherein the intake passage injection cylinder is arranged on the front side of the vehicle. 【請求項２５】 前記筒内噴射気筒のシリンダ容積が前
記吸気通路噴射気筒のシリンダ容積に比較して小さくさ
れていることを特徴とする請求項１に記載の内燃機関。25. The internal combustion engine according to claim 1, wherein the cylinder volume of the in-cylinder injection cylinder is smaller than the cylinder volume of the intake passage injection cylinder. 【請求項２６】 特定機関運転状態に時に、前記吸気通
路噴射気筒及び前記筒内噴射気筒において均一燃焼が実
行され、さらに、この時に前記吸気通路噴射気筒の吸気
充填効率と前記筒内噴射気筒の吸気充填効率とをほぼ等
しくするための吸気充填効率調整手段を具備することを
特徴とする請求項１に記載の内燃機関。26. At the time of a specific engine operating state, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder, and at this time, the intake charging efficiency of the intake passage injection cylinder and the in-cylinder injection cylinder The internal combustion engine according to claim 1, further comprising an intake charge efficiency adjusting means for making the intake charge efficiency substantially equal. 【請求項２７】 特定機関運転状態に時に、前記吸気通
路噴射気筒及び前記筒内噴射気筒において均一燃焼が実
行され、さらに、この時に前記吸気通路噴射気筒の吸気
充填効率と前記筒内噴射気筒の吸気充填効率とをほぼ等
しくするための吸気充填効率調整手段を具備し、前記吸
気充填効率調整手段として、前記筒内噴射気筒の吸気弁
閉弁時期を調整するバルブタイミング制御手段を有する
ことを特徴とする請求項１に記載の内燃機関。27. At the time of a specific engine operating state, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder, and at this time, the intake charge efficiency of the intake passage injection cylinder and the in-cylinder injection cylinder An intake charging efficiency adjusting means for making the intake charging efficiency substantially equal is provided, and the intake charging efficiency adjusting means has a valve timing control means for adjusting an intake valve closing timing of the in-cylinder injection cylinder. The internal combustion engine according to claim 1. 【請求項２８】 特定機関運転状態に時に、前記吸気通
路噴射気筒及び前記筒内噴射気筒において均一燃焼が実
行され、さらに、この時に前記吸気通路噴射気筒の吸気
充填効率と前記筒内噴射気筒の吸気充填効率とをほぼ等
しくするための吸気充填効率調整手段を具備し、前記吸
気充填効率調整手段として、前記吸気通路噴射気筒の吸
気管長だけが前記特定機関運転状態の時において慣性過
給効果が得られるように選択されていることを特徴とす
る請求項１に記載の内燃機関。28. When in a specific engine operating state, uniform combustion is executed in the intake passage injection cylinder and the in-cylinder injection cylinder, and at this time, the intake charge efficiency of the intake passage injection cylinder and the in-cylinder injection cylinder The intake charging efficiency adjusting means for making the intake charging efficiency substantially equal to each other is provided, and as the intake charging efficiency adjusting means, only the intake pipe length of the intake passage injection cylinder has an inertia supercharging effect in the specific engine operating state. The internal combustion engine of claim 1, wherein the internal combustion engine is selected to be obtained. 【請求項２９】 さらに、前記吸気通路噴射気筒へ排気
ガスを再循環させる第１排気ガス再循環装置と、前記筒
内噴射気筒へ排気ガスを再循環させる第２排気ガス再循
環装置とを具備し、前記筒内噴射気筒の排気ガス再循環
率が前記吸気通路噴射気筒の排気ガス再循環率に比較し
て大きくなるように前記第１排気ガス再循環装置と前記
第２排気ガス再循環装置とを独立して制御することを特
徴とする請求項１に記載の内燃機関。29. A first exhaust gas recirculation device that recirculates exhaust gas to the intake passage injection cylinder, and a second exhaust gas recirculation device that recirculates exhaust gas to the in-cylinder injection cylinder. The first exhaust gas recirculation device and the second exhaust gas recirculation device so that the exhaust gas recirculation rate of the in-cylinder injection cylinder is higher than the exhaust gas recirculation rate of the intake passage injection cylinder. The internal combustion engine according to claim 1, wherein and are independently controlled. 【請求項３０】 前記筒内噴射気筒の圧縮比が前記吸気
通路噴射気筒の圧縮比に比較して小さくなっていること
を特徴とする請求項１に記載の内燃機関。30. The internal combustion engine according to claim 1, wherein the compression ratio of the in-cylinder injection cylinder is smaller than the compression ratio of the intake passage injection cylinder.
JP6016431A 1994-02-10 1994-02-10 Internal combustion engine Pending JPH07224699A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP6016431A JPH07224699A (en) 1994-02-10 1994-02-10 Internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP6016431A JPH07224699A (en) 1994-02-10 1994-02-10 Internal combustion engine

Publications (1)

Publication Number Publication Date
JPH07224699A true JPH07224699A (en) 1995-08-22

Family

ID=11916055

Family Applications (1)

Application Number Title Priority Date Filing Date
JP6016431A Pending JPH07224699A (en) 1994-02-10 1994-02-10 Internal combustion engine

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Country Link
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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002242772A (en) * 2001-02-14 2002-08-28 Honda Motor Co Ltd Intake negative pressure detector for outboard motor
JP2005048626A (en) * 2003-07-31 2005-02-24 Toyota Motor Corp Gasoline engine
JP2007247557A (en) * 2006-03-16 2007-09-27 Toyota Motor Corp Start control device for internal combustion engine
WO2014103447A1 (en) * 2012-12-27 2014-07-03 三菱自動車工業株式会社 Engine
JP2014126044A (en) * 2012-12-27 2014-07-07 Mitsubishi Motors Corp Engine
US9272702B2 (en) 2012-09-25 2016-03-01 Toyota Jidosha Kabushiki Kaisha Internal combustion engine control for a hybrid vehicle

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002242772A (en) * 2001-02-14 2002-08-28 Honda Motor Co Ltd Intake negative pressure detector for outboard motor
JP2005048626A (en) * 2003-07-31 2005-02-24 Toyota Motor Corp Gasoline engine
JP2007247557A (en) * 2006-03-16 2007-09-27 Toyota Motor Corp Start control device for internal combustion engine
US9272702B2 (en) 2012-09-25 2016-03-01 Toyota Jidosha Kabushiki Kaisha Internal combustion engine control for a hybrid vehicle
WO2014103447A1 (en) * 2012-12-27 2014-07-03 三菱自動車工業株式会社 Engine
JP2014126044A (en) * 2012-12-27 2014-07-07 Mitsubishi Motors Corp Engine
JP2014126045A (en) * 2012-12-27 2014-07-07 Mitsubishi Motors Corp Engine
CN104797800A (en) * 2012-12-27 2015-07-22 三菱自动车工业株式会社 Engine
US9890734B2 (en) 2012-12-27 2018-02-13 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine with cylinders each having direct injection nozzle and port injection nozzle, and injecting fuel from port injection nozzle when intake valve is closed during initial fuel injection

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