An internal combustion engine

Abstract: An engine comprising a first intake valve (6a) and a second intake valve (6b) that are arranged on each side of a plane (K-K) including the axis of the cylinder of the engine. A first intake passage (7a) and a second intake passage (7b) are connected to the combustion chamber via the first intake valve (6a) and the second intake valve (6b), respectively and extend along the plane in the same direction. A first fuel injector (11a) is arranged in the combustion chamber to inject fuel toward a region of the combustion chamber, which is located on the first intake valve side of the plane. A second fuel injector (11b) is arranged in the second intake passage to inject fuel into the second intake passage.

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine. 2. Description of the Related Art In an engine proposed by the same applicant, a first fuel injector is arranged in the combustion chamber, and a second fuel injector is arranged in the intake port of the engine. An air-fuel mixture is formed in the combustion chamber by both fuel injected into the combustion chamber by the first fuel injector and by fuel injected into the intake port by the second fuel injector. However, when the fuel is simply injected into the combustion chamber by the first fuel injector, if the fuel injected by the first fuel injector and the fuel injected by the second fuel injector are collected in the same region in the combustion chamber, the air-fuel mixture formed in the region in which both fuels are collected becomes rich, and the air-fuel mixture formed in the other region becomes lean. As a result, a problem arises in that good combustion cannot be obtained. From the DE 4029572 A1 it is known to provide an injection nozzle only in one intake passage in case of a fourvalve engine and to inject fuel directly into the combustion chamber by means of a second injection nozzle. In this connection, the second injection nozzle is arranged centrally between the two intake passages and steadily injects the fuel or fuel/air mixture, in addition fuel can be injected into the first intake passage through the first injection nozzle. The US 3 154 059 shows a combustion engine having an inlet valve and an outlet valve. In the intake passage of the inlet valve an injection nozzle is disposed which injects fuel into this passage. Furthermore, a second injection nozzle is provided which injects fuel directly into the combustion chamber. In this connection, fuel is injected by the second injection nozzle into the region of the outlet valve in order to guarantee a more homogeneous formation of the fuelair mixture in the combustion chamber. SUMMARY OF THE INVENTION The object underlies the subject matter of the application to produce an engine which is capable of obtaining good combustion even if fuel is injected into both the combustion chamber and the intake port. This object is achieved by the features of the claim 1. According to the characterizing portion of the claim 1, the first fuel injector injects fuel exclusively into a region of said combustion chamber which is located on the first intake valve side of a plane K-K near said first intake valve; said plane K-K including an axis of the cylinder of the engine and a first and a second intake valve being arranged on each side of said plane. By means of these features it is avoided that the mixture becomes too rich in the region of the second intake valve and the combustion is thus improved, especially when the fuel is injected by both fuel injectors. The present invention may be more fully understood from the description of a preferred embodiment of the invention set forth below, together with accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS In the drawings: Fig. 1 is a general view of an engine; Fig. 2 is a cross-sectional plan view of a cylinder head; Fig. 3 is a plan view of the top face of a piston; Fig. 4 is a cross-sectional view of the engine taken along the line IV-IV in Fig. 2; Fig. 5 is a cross-sectional view of the engine taken along the line V-V in Fig. 2; Fig. 6 is a cross-sectional side view of the engine taken along the line VI-VI in Fig. 2; Fig. 7 is a view illustrating the amount of injection fuel and the injection time; Fig. 8 is a view illustrating the amount of lift of the intake valve and the exhaust valve; Figs. 9A and 9B are cross-sectional side views of the engine, taken along the same cross-section as in Fig. 5; Fig. 10 is a diagram illustrating the degree of opening of the intake control valve; Figs. 11A to 11C are views illustrating the combustion method under engine light load operation conditions; Figs. 12A to 12D are views illustrating the combustion method under engine middle load operation conditions; Figs. 13A and 13B are views illustrating the combustion method under engine heavy load operation conditions; Fig. 14 is a flow chart for executing a main routine; and Fig. 15 is a view illustrating the map of injection time. DESCRIPTION OF A PREFERRED EMBODIMENT Referring to Figure 1, an engine body 1 comprises four cylinders 1a, and the construction of the cylinders 1a is illustrated in Figures 2 through 6. Referring to Figs. 2 through 6, reference numeral 2 designates a cylinder block, 3 a piston reciprocally movable in the cylinder block 2, 4 a cylinder head fixed to the cylinder block, and 5 a combustion chamber formed between the piston 3 and the cylinder head 4; 6a designates a first intake valve, 6b a second intake valve, 7a a first intake port, and 7b a second intake port; 8 designates a pair of exhaust valves, and 9 a pair of exhaust ports. As illustrated in Fig. 2, the first intake valve 6a and the second intake valve 6b are arranged on opposite sides of the plane K-K including the cylinder axis and extend in the same direction along the plane K-K. In addition, as illustrated in Fig. 2, the first intake port 7a is constructed as a helical port, and the second intake port 7b is constructed as a substantially straight extending straight port. Furthermore, as illustrated in Fig. 2, a spark plug 10 is arranged at the central portion of the inner wall of the cylinder head 4, and a first fuel injector lla is arranged on the peripheral portion of the inner wall of the cylinder head 4 near the first intake valve 6a and the second intake valve 6b. As illustrated in Figs. 3 and 4, a shallow dish portion 12 having a substantially circular shaped contour and extending from a point beneath the first fuel injector 11a to a point beneath the spark plug 10 is formed on the top face of the piston 3, and a deep dish portion 13 having a substantially semi-spherical shape is formed on the central portion of the shallow dish portion 12. In addition, a recessed portion 14 having a substantially spherical shape is formed on the connecting portion of the shallow dish portion 12 and the deep dish portion 13 beneath the spark plug 10. As illustrated in Fig. 1, the first intake port 7a and the second intake port 7b of each cylinder la are connected to a surge tank 16 via a first intake passage 15a and a second intake passage 15b formed in a branch pipe 15, respectively and, as illustrated in Figs. 1, 2 and 6, a second fuel injector llb and an intake control valve 17 are arranged in each second intake passage 15b. The intake control valves 17 are connected, via a common shaft 18, to an actuator 19 formed by, for example, a step motor. This step motor 19 is actuated on the basis of a signal output from an electronic control unit 30. The surge tank 16 is connected to an air cleaner 21 via an intake duct 20, and a throttle valve 23 driven by a step motor 22 is arranged in the intake duct 20. The throttle valve 23 is closed to some extent only when the engine load is extremely low, and the throttle valve 23 is maintained at a fully open position when the engine load becomes slightly high. The exhaust ports 9 of all the cylinders la are connected to an exhaust manifold 24. The electronic control unit 30 is constructed as a digital computer and comprises a RAM (random access memory) 32, a ROM (read only memory) 33, a CPU (microprocessor etc.) 34, an input port 35 and an output port 36. The RAM 32, the ROM 33, the CPU 34, the input port 35 and the output port 36 are interconnected to each via a bidirectional bus 31. A load sensor 26 producing an output voltage that is proportional to the depression of the accelerator pedal 25 is connected to the accelerator pedal 25, and the output voltage of the load sensor 26 is input into the input port 35 via an AD converter 37. A TDC sensor 27 produces an output pulse when the crankangle of, for example, No. 1 cylinder la reaches top dead center in the intake stroke, and this output pulse is put into the input port 35. A crankangle sensor 28 produces an output pulse, for example, every revolution of 30 degrees of the crankshaft, and this output pulse is put into the input port 35. In the CPU 34, the current crankangle is calculated from the output pulse of the TDC sensor 27 and the output pulse of the crankangle sensor 28, and the engine speed is calculated from the output pulses of the crankangle sensor 28. The output port 36 is connected to the first fuel injectors 11a, the second fuel injectors 11b and the step motors 19 and 22 via corresponding drive circuits 38. In the embodiment according to the present invention, fuel is injected by the first fuel injector 11a in two directions as illustrated by F₁ and F₂ in Figs. 2 and 3, and fuel is injected by the second fuel injector 11b into the second intake port 7b as illustrated by F₃ in Fig. 2. Figure 7 illustrates the amount of fuel injected and the injection time of the first fuel injector 11a and the second fuel injector 11b. In fig. 7, L indicates the depression of the accelerator pedal 25. As can be seen from Fig. 7, when the engine is operating under a light load wherein the depression L of the accelerator pedal 25 is smaller than L₁, the amount of fuel Q₂ is injected by the first fuel injector 11a into the combustion chamber 5 at the end of the compression stroke. In addition, when the engine is operating under a middle load wherein the depression L of the accelerator pedal 25 is between L₁ and L₂, the amount of fuel Q₁ is injected by the first fuel injector lla into the combustion chamber 5 in the intake stroke, and then the amount of fuel Q₂ is injected by the first fuel injector 11a into the combustion chamber 5 at the end of the compression stroke. Namely, when the engine is operating under a middle load, the fuel is injected twice by the first fuel injector lla into the combustion chamber 5 in the intake stroke and at the end of the compression stroke. Furthermore, when the engine is operating under a heavy load wherein the depression L of the accelerator pedal 25 is larger than L₂, the amount of fuel Q₁ is injected by the first fuel injector 11a into the combustion chamber 5 in the intake stroke, and the amount of fuel Q₃ is injected by the second fuel injector 11b into the second intake port 7b in the intake stroke. Namely, when the engine is operating under a heavy load, the fuel is injected by both the first fuel injector lla and the second fuel injector llb at almost the same point in the intake stroke. Note that, in Fig. 7, S1 and E1 indicate the injection start time and the injection completion time, respectively, of the fuel injection Q₁ which is carried out by the first fuel injector 11a in the intake stroke, and S2 and E2 indicate the injection start time and the injection completion time, respectively, of the fuel injection Q₂ that is carried out by the first fuel injector 11a at the end of the compression stroke. In addition, S3 and E3 indicate the injection start time and the injection completion time, respectively, of the fuel injection Q₃ that is carried out by the second fuel injector llb during the intake stroke. In the embodiment according to the present invention, as illustrated in Fig. 2, the fuels F₁ and F₂ are injected by the first fuel injector 11a so that they move forward beneath the first intake valve 6a, and the fuels F₁ and F₂ impinge upon the rear face of the valve head of the first intake valve 6a at the time of the intake stroke injection carried out when the engine is operating under a heavy load. This will be described next in reference to Figures 8 and 9. Fig. 8 illustrates the valve lift X of both the first intake valve 6a and the second intake valve 6b and the valve lift Y of the exhaust valves 8. As can be seen from Fig. 8, the valve lift X of the first intake valve 6a and the second intake valve 6b is maximum at the central portion of the intake stroke. Figures 9A and 9B illustrate the relationship between the first intake valve 6a and the injected fuel F₁. As illustrated in Figs. 9A and 9B, the fuel F₁ is injected slightly downward relative to the horizontal plane. In addition, the fuel F₂ (not shown in Figs. 9A and 9B) is also injected slightly downward relative to the horizontal plane. As can be seen from Figs. 9A and 9B, the relative position between the first intake valve 6a and the first fuel injector lla and the injecting direction of fuel injected by the first fuel injector lla are determined so that the injected fuel F₁ does not impinge upon the first intake valve 6a when the amount of valve lift of the first intake valve 6a is small as illustrated in Fig. 9A, and the injected fuel F₁ impinges upon the rear face of the valve head of the first intake valve 6a when the amount of valve lift of the first intake valve 6a becomes large as illustrated in Fig. 9B. Z in Fig. 8 indicates a crankangle region in which the injected fuel F₁ impinges upon the rear face of the valve head of the first intake valve 6a. In addition, the injected fuel F₂ (not shown in Figs. 9A and 9B) also impinges upon the rear face of the valve head of the first intake valve 6a in this crankangle region Z. As mentioned above, if fuel is injected by the first fuel injector lla in the crankangle region Z illustrated in Fig. 8, the fuel F₁ thus injected impinges upon the rear face of the valve head of the first intake valve 6a as illustrated in Fig. 9B. At this time, if the velocity of the injected fuel F₁ is low, the injected fuel F₁ moves forward along the rear face of the valve head of the first intake valve 6a and then moves toward the peripheral portion of the combustion chamber 5, which is located opposite the first fuel injector lla, after the injected fuel F₁ impinges upon the rear face of the valve head of the first intake valve 6a. However, if the velocity of the injected fuel F₁ is high, the injected fuel F₁ is reflected and moves forward to the first intake port 7a after it impinges upon the rear face of the valve head of the first intake valve 6a, as illustrated in Fig. 9B. Similarly, if the velocity of the injected fuel F₂ is high, the injected fuel F₂ is reflected and moves forward to the first intake port 7a after it impinges upon the rear face of the valve head of the first intake valve 6a. In the embodiment according to the present invention, the velocities of both injected fuels F₁ and F₂ are determined so that the injected fuels F₁ and F₂ move forward to the first intake port 7a after they are reflected on the rear face of the valve head of the first intake valve 7a. In this case, the velocities of both injected fuels F₁ and F₂ are mainly determined by fuel injection pressure and, in the embodiment according to the present invention, the fuel injection pressure of the first fuel injector 11a is set at more than 70 Kg/cm². Conversely, the fuel injection pressure of the second fuel injector llb is set considerably lower than 70 Kg/cm². Figure 10 illustrates the relationship between the degree of opening of the intake control valve 17 and the depression L of the accelerator pedal 25. As illustrated in Fig. 10, when the engine is operating under a light load wherein the depression L of the accelerator 25 is smaller than L₁, the intake control valve 17 is maintained at the closed position and, when the depression L of the accelerator pedal 25 becomes larger than L₁, the degree of opening of the intake control valve 17 becomes large as the depression L of the accelerator pedal 25 becomes large. When the intake control valve 17 is closed, air flows, while swirling, into the combustion chamber 5 via the helically shaped first intake port 7a, and thus a strong swirl motion, as illustrated by the arrow S in Fig. 2, is created in the combustion chamber 5. Conversely, when the intake control valve 17 is open, air flows into the combustion chamber 5 also from the second intake port 7b. In Fig. 7, the crankangle region Z, illustrated in Fig. 8, is shown. As can be seen from Fig. 7, when the engine is operating under a heavy load, fuel injection Q₁ by the first fuel injector lla is carried out in the crankangle region Z during almost the entire heavy load operating state of the engine. Accordingly, when the engine is operating under a heavy load, the entire fuel injected by the first fuel injector 11a flows into the first intake port 7a after it impinges upon the rear face of the valve head of the first intake valve 6a. Conversely, when the engine is operating under a middle load, the injection time of the first fuel injection Q₁ by the first fuel injector 11a is advanced, compared with the case wherein the engine is operating under a heavy load, and at this time, the first fuel injection Q₁ by the first fuel injector 11a is carried out before the crankangle reaches the crankangle region Z during the entire middle load operating state of the engine. If the fuel injection is carried out at a crankangle before the crankangle region Z, the injected fuel F₁ moves forward without impinging upon the first intake valve 6a. Next, the combustion method will be described with reference to Figs. 7, and 11A to 13B. Note that Figs. 11A to 11C illustrate the combustion method under a light load operating state of the engine; Figs. 12A to 12D illustrate the combustion method under a middle load operating state of the engine; and Figs. 13A and 13B illustrate the combustion method under a heavy load operating state of the engine. As illustrated in Fig. 7, when the engine is operating under a light load wherein the depression L of the accelerator pedal 25 is lower than L₁, fuel is injected by the first fuel injector lla into the combustion chamber 5 at the end of the compression stroke. At this time, as illustrated in Figs. llA and llB, the injected fuels F₁ and F₂ impinge upon the circumferential wall of the deep dish portion 13. In this case, the amount of injected fuel Q₂ is increased as the depression L of the accelerator pedal 25 becomes large, as illustrated in Fig. 7. The fuel that impinges upon the circumferential wall of the deep dish portion 13 spreads, while being vaporized by the swirl motion S, and thereby an air-fuel mixture G is formed in the recessed portion 14 and the deep dish portion 13, as illustrated in Fig. 11C. Then, the air-fuel mixture G is ignited by the spark plug 10. When the engine is operating under a middle load wherein the depression L of the accelerator pedal 25 is between L₁ and L₂ in Fig. 7, the first fuel injection Q₁ by the first fuel injector lla is started in the intake stroke at a crankangle before the crankangle region Z, and then the second fuel injection Q₂ by the first fuel injector lla is carried out at the end of the compression stroke. Namely, the first fuel injection by the first fuel injector lla is initially carried out at the beginning of the intake stroke, but at this time, the injected fuels F₁ and F₂ impinge upon the circumferential wall of the deep dish portion 13 without impinging upon the first intake valve 6a, as illustrated in Figs. 12A and 12B. A large part of the fuel impinging upon the circumferential wall of the deep dish portion 13 continues to stay in the deep dish portion 13 during the time the piston 3 moves downward. Accordingly, when the piston 3 moves upward, and the engine stroke reaches the end of the compression stroke, an air-fuel mixture is collected in the deep dish portion 13 and in the periphery thereof. Then, the second fuel injection by the first fuel injector 11a is carried out at the end of the compression stroke. As can be seen from Fig. 7, when the engine is operating under a middle load, the injection time of the compression stroke injection Q₂ is slightly advanced, compared with the case wherein the engine is operating under a light load. Accordingly, at this time, the fuel is injected toward both the deep dish portion 13 and the shallow dish portion 12 as illustrated in Fig. 12C, and an ignitable air-fuel mixture forming an ignition source is formed in the recessed portion 14 and the deep dish portion 13 by this injected fuel, as illustrated in Fig. 12D. The air-fuel mixture G is ignited by the spark plug 10, and the air-fuel mixture formed by the first fuel injection Q₁ is ignited by the flame of the ignited air-fuel mixture G. Since the air-fuel mixture formed by the first fuel injection Q₁ is collected around the deep dish portion 13 as mentioned above; this air-fuel mixture does not become extremely lean. Accordingly, since a flame rapidly propagates in this air-fuel mixture, good combustion can be obtained. In this case, since the fuel injected at the end of the compression stroke is used mainly for ignition only, the amount of fuel Q₂ injected at the end of the compression stroke remains constant regardless of the depression L of the accelerator pedal 25 when the engine is operating under a middle load, as illustrated in Fig. 7. Conversely, the amount of fuel Q₁ injected at the beginning of the intake stroke is increased as the depression L of the accelerator pedal 25 increases. When the engine is operating under a heavy load wherein the depression L of the accelerator pedal 25 is larger than L₂ in Fig. 7, fuel is injected by the first fuel injector lla in the crankangle region Z during the intake stroke and, in addition, fuel is also injected by the second fuel injector 11b at almost the same time. Accordingly, at this time, fuel is injected by the first fuel injector 11a toward the rear face of the valve head of the first intake valve 6a as illustrated in Fig. 13A, and the injected fuel is reflected on the rear face of the valve head of the first intake valve 6a and flows into the first intake port 7a. Then, the injected fuel flows again into the combustion chamber 5 together with air. In this case, the amount of fuel Q₁ injected by the first fuel injector lla increases slightly as the depression L of the accelerator pedal 25 increases, as illustrated in Fig. 7. The fuel injected by the second fuel injector 11b into the second intake port 7b flows into the combustion chamber 5 via the second intake valve 6b. In this case, the amount of fuel Q₃ injected by the second fuel injector 11b is increased as the depression L of the accelerator pedal 25 increases, as illustrated in Fig. 7. When the injected fuel reflected on the rear face of the valve head of the first intake valve 6a flows into the first intake port 7a as illustrated in Fig. 13A, the injected fuel is mixed with air in the first intake port 7a, and then the injected fuel and air, which are sufficiently mixed, are fed into the combustion chamber 5. Namely, a mixture of fuel and air, which are mixed in advance in the first intake port 7a, similar to the air-fuel mixture fed from the second intake port 7b, is fed into the combustion chamber 5 via the first intake valve 6a. When the engine is operating under a heavy load, since the intake control valve 17 is fully opened as mentioned above, air is fed into the combustion chamber 5 from both the first intake port 7a and the second intake port 7b. At this time, the swirling air that flows into the combustion chamber 5 from the first intake port 7a is blocked in the combustion chamber 5 by the air stream flowing from the second intake port 7b, and thus, a swirling motion is not created in the combustion chamber 5. At this time, the region A of the combustion chamber 5, which is located on the first intake valve 6a side of the plane K-K as illustrated in Fig. 13B, is occupied by the air flowing from the first intake port 7a, and the region B of the combustion chamber 5, which is located on the second intake valve 2b side of the plane K-K, is occupied by the air flowing from the second intake port 7b. In other words, an air-fuel mixture is formed in the region A by the fuel injected by the first fuel injector lla, and an air-fuel mixture is formed in the region B by the fuel injected by the second fuel injector 11b. In this case, of course, the air-fuel mixture formed by the fuel injected by the first fuel injector 11a and the air-fuel mixture formed by the fuel injected by the second fuel injector 11b are not completely divided on each side of the plane K-K, but the air-fuel mixtures formed by the fuels injected by the first fuel injector 11a and the second fuel injector 11b occupy the region A and the region B, respectively, without overlapping each other. As a result, the air-fuel mixture is distributed over the entire space of the combustion chamber 5, and all of the air in the combustion chamber 5 can be used for combustion. In addition, an extremely rich mixture region and an extremely lean mixture region are not formed in the combustion chamber 5, and thus good combustion and a high engine power output can be obtained. In the embodiment hereinbefore described, the fuel injected by the first fuel injector 11a impinges upon the first intake valve 6a. However, even if the fuel injected by the first fuel injector 11a does not impinge upon the first intake valve 6a, but is directed to the region A in the combustion chamber 5, since the air-fuel mixture is formed in the region A by this injected fuel, it is possible to distribute the air-fuel mixture over the entire space in the combustion chamber 5. In the embodiment according to the present invention, as mentioned above, the velocity of fuel injected by the first fuel injector 11a is increased so that the fuel injected by the first fuel injector 11a flows into the first intake port 7a after it is reflected on the first intake valve 6a. In this case, since the injected fuel impinges upon the rear face of the valve head of the first intake valve 6a at a high speed, the injected fuel is atomized upon impingement, and thus the atomized fuel moves forward to the first intake port 7a. At this time, since the moving direction of the fuel is opposite the flow direction of the inflow air, the fuel is subjected to a strong shearing force by the inflow air, and thus the fuel is further atomized. As mentioned above, since the injected fuel is atomized upon impingement and then atomized because of the strong shearing force, good atomization of the injected fuel can be obtained. Therefore, it is possible to obtain further good combustion by causing the injected fuel to impinge upon the rear face of the valve head of the first intake valve 6a. In the embodiment according to the present invention, the injection start time S1 of the intake stroke injection Q₁ by the first fuel injector 11a, the injection start time S2 of the compression stroke injection Q₂ by the first fuel injector 11a, and the injection start time S3 of the injection by the second fuel injector 11b, which are illustrated in Fig. 7, are determined in advance and stored in the ROM33 as a function of the depression L of the accelerator pedal 25. Accordingly, the injection completion times E1, E2 and E3 are controlled on the basis of the amount of fuel Q₁, Q₂ and Q₃ to be injected, respectively. Figure 14 illustrates a routine for controlling the fuel injection, and this routine is repeatedly executed. Referring to Fig. 14, in step 40, the amount of fuel Q is calculated. This amount fuel Q is stored in advance in the ROM 33 as a function of the engine speed N and the depression L of the accelerator pedal 25, as illustrated in Fig. 15. Then, in step 41, it is determined whether or not the depression L of the accelerator pedal 25 is smaller than L₁, i.e., the engine is operating under a light load. If L < L₁, the procedure goes to step 42, and the injection start time S2 of the compression stroke injection by the first fuel injector 11a is calculated. Then, in step 43, the injection completion time E2 is calculated from the injection start time S2, the amount of fuel Q and the engine speed N. When it is determined in step 41 that L ≧ L₁, the procedure goes to step 44, and it is determined whether or not the depression L of the accelerator pedal 25 is smaller than L₂, i.e., the engine is operating under a middle load. When the engine is operating under a middle load, the procedure goes to step 45, and the amount of intake stroke injection Q₁ and the amount of compression stroke injection Q₂ by the first fuel injector lla are calculated. Then, in step 46, the injection start time S1 of the intake stroke injection is calculated. Then, in step 47, the injection completion time E1 is calculated from the injection start time S1, the amount of intake stroke injection Q₁ and the engine speed N. Then, in step 48, the injection start time S2 of the compression stroke injection is calculated. Then, in step 49, the injection completion time E2 is calculated from the injection start time S2, the amount of compression stroke injection Q₂ and the engine speed N. When it is determined in step 44 that L ≧ L₂, i.e., when the engine is operating under a heavy load, the procedure goes to step 50, and the amount of intake stroke injection Q₁ by the first fuel injector 11a and the amount of injection Q₃ by the second fuel injector 11b are calculated. Then, in step 51, the injection start time S1 of the intake stroke injection by the first fuel injector 11a is calculated. Then, in step 52, the injection completion time E1 is calculated from the injection start time S1, the amount of intake stroke injection Q₁ and the engine speed N. Then, in step 53, the injection start time 3 of the injection by the second fuel injector 11b is calculated. Then, in step 54, the injection completion time E3 is calculated from the injection start time S3, the amount of injection Q₃ and the engine speed N. The injection of fuel by each fuel injector 11a, 11b is carried out on the basis of the injection start times S1, S2, S3 and the injection completion times E1, E2, E3 thus calculated. According to the present invention, even when one of the fuel injectors is arranged in the combustion chamber, and the other fuel injector is arranged in the intake port, the air-fuel mixtures formed by fuel injected by both fuel injectors can be distributed over the entire interior of the combustion chamber, and thus the entire air in the combustion chamber can be used for combustion.

Claims: An engine comprising a first intake valve (6a) and a second intake valve (6b) which are arranged on each side of a plane (K-K) including an axis of a cylinder of the engine; a first intake port (7a) and a second intake port (7b) which are connected to a combustion chamber of the engine via said first intake valve (6a) and said second intake valve (6b), respectively, and which extend on each side of said plane (K-K) in the same direction; a first fuel injector (lla) arranged in said combustion chamber and injecting fuel into said combustion chamber and a second fuel injector (11b) arranged in said second intake port (7b) and injecting fuel into said second intake port (7b); characterized in that said first fuel injector (11a) injects fuel exclusively into a region of said combustion chamber which is located on said first intake valve (6a) side of said plane (K-K) near said first intake valve (6a). An engine according to claim 1, wherein the injection direction of said first fuel injector (11a) is determined so that the fuel injected by said first fuel injector (11a) impinges upon a rear face of a valve head of said first intake valve (6a) when the amount of valve lift of said first intake valve (6a) exceeds a predetermined amount, and the fuel injected by said first fuel injector (11a) moves forward toward said combustion chamber (5) beneath said first intake valve (6a) when the amount of valve lift of said first intake valve (6a) is smaller than said predetermined amount. An engine according to claim 2, wherein the injection pressure of said first fuel injector (11a) is determined so that, when the fuel injected by said first fuel injector (11a) impinges upon the rear face of the valve head of said first intake valve (6a), the fuel is reflected on the rear face of the valve head of said first intake valve (6a) and flows into said first intake port (7a). An engine according to claim 3, wherein the injection pressure of said first fuel injector (11a) is higher than 70 kg/cm². An engine according to claim 2, further comprising an injection control means for controlling the injection times and the amount of fuel injected by said first fuel injector (11a) and said second fuel injector (11b) so as to inject fuel by said first fuel injector (11a) in the middle of the intake stroke wherein the amount of valve lift of said first intake valve (6a) is larger than said predetermined amount when an engine load is higher than a predetermined higher load (L₂) and inject fuel by said first fuel injector (11a) in a state wherein the amount of valve lift of said first intake valve (6a) is smaller than said predetermined amount when the engine load is lower than said predetermined higher load (L₂). An engine according to claim 5, wherein said injection control means injects fuel by said second fuel injector (11b) when the angine load is higher than said predetermined higher load (L₂), and said injection control means stops the injection of fuel by said second fuel injector (11b) when the engine load is lower than said predetermined higher load (L₂). An engine according to claim 6, wherein said injection control means increases the amount of fuel injected by said second fuel injector (11b) at a rate higher than the increasing rate of the amount of fuel injected by said first fuel injector (11a) as the engine load increases. An engine according to claim 6, wherein said injection control means injects fuel by said second fuel injector (11b) at almost the same time as the injection time of said first fuel injector (11a). An engine according to claim 5, wherein a cavity is formed in a top face of a piston (3) of the engine, and fuel is injected by said first fuel injector (11a) toward said cavity in a state wherein the amount of valve lift of said first intake valve (6a) is smaller than said predetermined amount when the engine load is lower than said predetermined higher load (L₂). An engine according to claim 9, wherein said injection control means injects fuel by said first fuel injector (11a) at the end of the compression stroke when the engine load is lower than a predetermined lower load (L₁) that is lower than said predetermined higher load (L₂), and said injection control means injects fuel by said first fuel injection (11a) at the beginning of the intake stroke and at the end of the compression stroke when the engine load is higher than said predetermined lower load (L₁), but is lower than said predetermined higher load (L₂). An engine according to claim 10, wherein said cavity comprises a shallow dish portion (12) and a deep dish portion (13) formed on a central portion of said shallow dish portion (12). An engine according to claim 11, wherein said first fuel injector (11a) is arranged on a periphery of an inner wall of a cylinder head (4) of the engine, and a spark plug (10) is arranged at a central portion of the inner wall of said cylinder head (4); said cavity extending from a point beneath said first fuel injector (11a) to a point beneath said spark plug (10); a recessed portion (14) being formed on a connecting portion of said shallow dish portion (12) and said deep dish portion (13) at a position beneath said spark plug (10). An engine according to claim 11, wherein fuel is injected by said first fuel injector (11a) toward said deep dish portion (13) at the end of the compression stroke when the engine load is lower than said predetermined lower load (L₁). An engine according to claim 11, wherein fuel is injected by said first fuel injector (11a) toward said deep dish portion (13) at the beginning of the intake stroke and toward both said deep dish portion (13) and said shallow dish portion (12) at the end of the compression stroke when the engine load is higher than said predetermined lower load (L₁), but is lower than said predetermined higher load (L₂). An engine according to claim 1, wherein said first intake passage (15a) comprises a helical first intake port (7a) formed in a cylinder head (4) of the engine, and said second intake passage (15b) comprises a substantially straight intake port (7b) formed in the cylinder head. An engine according to claim 1, wherein an intake control valve (17) is arranged in said second intake passage (15b) upstream of said second fuel injector (11b) and is closed when an engine load is lower than a predetermined load; said intake control valve (17) being open when the engine load is higher than said predetermined load. An engine according to claim 1, wherein said first fuel injector (11a) is arranged on a peripheral portion of an inner wall of a cylinder head (4) of the engine at a position between said first intake valve (6a) and said second intake valve (6b).

Inventors: SASAKI SHIZUO, SASAKI, SHIZUO
Applicants: TOYOTA MOTOR CO LTD, TOYOTA JIDOSHA KABUSHIKI KAISHA
Application year: 1992
Main classification: F02B17
IPC codes: F02F1, F02F3, F02B75, F02B23, F02D41, F02B17, F02M69, F02B25, F02B1