JPH0586992A - Egr control device for inter-cylinder fuel-injection type engine - Google Patents

Abstract

(57) [Summary] (Correction) [Object] To provide an EGR gas supply means capable of reducing NOx and HC and directly supplying exhaust gas to a combustion chamber. An ignition gap 8 is arranged substantially in the center of a combustion chamber 1, and fuel is directly injected into the combustion chamber 1 from a fuel injection valve 9. The intake valve 5 and the main exhaust valve 6 are opened / closed at normal timing in synchronization with the engine speed. The sub exhaust valve 7 is
It is opened from the latter half of the exhaust stroke to the first half of the intake stroke. As a result, a high temperature and a large amount of EGR gas is introduced into the combustion chamber 1. In the case of a multi-cylinder engine, the exhaust gas discharged from a certain cylinder can be used as the EGR gas of another cylinder. In this case, using the dynamic effect of exhaust,
It is also possible to effectively introduce the EGR gas through the auxiliary exhaust valve 7. Instead of using the auxiliary exhaust valve 7, a storage chamber for storing EGR gas is formed in the vicinity of the combustion chamber, and an opening / closing valve for connecting and disconnecting the storage chamber and the combustion chamber is provided during the expansion stroke and the compression stroke. You may open each at.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an EGR control device for a cylinder fuel injection engine.

[0002]

2. Description of the Related Art Some engines include Japanese Patent Laid-Open No. 58-154.
As shown in Japanese Patent No. 825, there is one in which fuel is directly injected into a combustion chamber. That is, by injecting fuel directly from the fuel injection valve into the combustion chamber, the fuel is concentrated around the ignition gap to perform stratification (stratification),
It aims to improve fuel efficiency.

[0003]

However, in the case of directly injecting fuel into the combustion chamber, there is a new problem that HC increases. In particular, in this type of engine, the exhaust gas temperature becomes low and the combustion becomes lean, so that reduction of HC and NOx by the exhaust gas purification catalyst cannot be expected so much.

Therefore, an object of the present invention is to provide an EGR control device for a cylinder fuel injection engine which can reduce HC and NOx.

In order to achieve the above object, the present invention is basically designed to perform combustion utilizing high temperature EGR gas. That is, performing EGR suppresses an increase in combustion speed and reduces NOx. Further, the high temperature EGR gas promotes the oxidation of the fuel to reduce the generation of HC itself, and the exhaust gas temperature rises sufficiently so that the catalyst is sufficiently activated and the HC as a whole is sufficiently reduced.

Specifically, the basic structure of the present invention is as follows. That is, an in-cylinder injection type engine in which fuel is directly injected into a combustion chamber is equipped with EGR gas supply means for directly supplying exhaust gas to the combustion chamber without premixing exhaust gas with intake air in the intake passage. It has a unique structure.

In the present invention having the basic structure as described above, the required EGR gas is a high temperature and a considerably large amount. In order to satisfy such requirements, in the present invention, in order to obtain a high temperature and a large amount of EGR gas, the following is performed. First, it has the following configuration. That is, an intake port opened / closed by an intake valve, a main exhaust port opened / closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into a combustion chamber, and ignition of a mixture in the combustion chamber. An ignition gap and an auxiliary exhaust port opened and closed by the auxiliary exhaust valve are provided, and the opening timing of the auxiliary exhaust valve is set to be at least from the latter half of the exhaust stroke to the first half of the intake stroke. It is composed.

Secondly, it has the following configuration. That is, an intake port opened / closed by an intake valve, a main exhaust port opened / closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into a combustion chamber, and ignition of a mixture in the combustion chamber. An ignition gap, a storage chamber connected to the combustion chamber for storing EGR gas, and an on-off valve interposed between the storage chamber and the combustion chamber and opened during the expansion stroke and the compression stroke, respectively. , Is provided.

Thirdly, the following configuration is adopted. That is, each cylinder has an intake port opened and closed by an intake valve, a main exhaust port opened and closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into the combustion chamber, and a mixture in the combustion chamber. A multi-cylinder engine having an ignition gap for igniting air and an auxiliary exhaust port opened and closed by an auxiliary exhaust valve, wherein the auxiliary exhaust valve is opened in the first half of an intake stroke or a compression stroke. , The auxiliary exhaust port of one cylinder is connected to the main exhaust port of another cylinder, and an exhaust pulsation caused by opening and closing of the main exhaust valve of the other cylinder is generated at least in a predetermined operation region. The exhaust path length is set so that the opening timing of the auxiliary exhaust valve of the one cylinder is reached.

Fourthly, the following configuration is adopted. That is, each cylinder has an intake port opened and closed by an intake valve, a main exhaust port opened and closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into the combustion chamber, and a mixture in the combustion chamber. A multi-cylinder engine having an ignition gap for igniting air and an auxiliary exhaust port opened / closed by an auxiliary exhaust valve, wherein an exhaust passage has each of the main exhaust port and each of the auxiliary exhaust ports. -Is configured to communicate with each other.

[0011]

According to the present invention, a high temperature and a large amount of EGR are used.
The gas can be used to reduce HC and NOx.

With the configuration as described in claim 2, it is possible to reliably introduce a high temperature and a large amount of EGR gas into the combustion chamber at a predetermined timing by utilizing the auxiliary exhaust valve.

With the structure as described in claim 6, a high temperature and a large amount of EGR gas can be surely introduced into the combustion chamber at a predetermined timing by utilizing the EGR gas storage chamber and the opening / closing valve. ..

According to the structure described in claim 15, in a predetermined operation region where reduction of HC and NOx is particularly required, the dynamic effect of exhaust is utilized to increase the temperature through the auxiliary exhaust valve. Moreover, a large amount of EGR gas can be introduced into the combustion chamber.

With the structure as set forth in claim 17, the exhaust gas of the other cylinders can be effectively utilized to introduce a high temperature and a large amount of EGR gas into the combustion chamber. Preferred aspects of the invention and advantages thereof will become apparent from the description of the examples below.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In FIG. 1, reference numeral 1 is a combustion chamber, and this combustion chamber 1
Intake port 2, main exhaust port 3, auxiliary exhaust port 4
Is opened. The intake port 2 is opened and closed by an intake valve 5 and the main exhaust port 3 is opened and closed by a main exhaust valve 6 at a known timing in synchronization with the rotation of the engine.

The sub-exhaust port 4 is opened / closed by the sub-exhaust valve 7 in synchronism with the rotation of the engine, and its opening / closing timing is as shown in FIG. That is, the sub exhaust valve 7 is opened from the latter half of the exhaust stroke to the first half of the intake stroke. More specifically, the sub exhaust valve 4 is opened before the intake valve 5 starts to open, and is closed considerably after the main exhaust valve 6 is closed. The maximum effective opening area of the auxiliary exhaust port 4, that is, the auxiliary exhaust valve 7 is 1/4 or less of the maximum effective opening area of the main exhaust port 3, that is, the main exhaust valve 6, and more specifically, 1/6 to It is set in the range of 1/4.

The valves 5 to 7 are opened and closed by a cam shaft (not shown) which is rotated in synchronization with the engine. Further, an ignition gap 8 is arranged substantially in the center of the combustion chamber 1, and a fuel injection valve 9 for directly injecting fuel into the combustion chamber 1 is provided.

In the above structure, the auxiliary exhaust valve 7
However, it is opened from the latter half of the exhaust stroke to the first half of the intake stroke.
As a result, during the intake stroke, through the auxiliary exhaust port 4,
A large amount of high-temperature exhaust gas, that is, EGR gas, is generated in the combustion chamber 2
Will be introduced to. By introducing this EGR gas, rapid combustion is suppressed and NOx is reduced.

Further, a large amount of high temperature EGR gas is used in the combustion chamber 1.
Introduced into the fuel cell promotes the oxidation of the fuel (fuel mixture), so that HC itself generated in the combustion chamber 1 is reduced. In addition to this, since the temperature of the exhaust gas itself that is discharged becomes considerably high, when a catalyst (an oxidation catalyst, not shown) is provided in the exhaust passage, this catalyst is also sufficiently activated and HC is significantly reduced. Will be.

The sub-exhaust port 4 or sub-exhaust valve 7 operates substantially only when the engine is running at low engine speed. That is, due to the setting of the maximum effective opening area for the main exhaust port 3 (main exhaust valve 6) described above, at the time of low engine speed,
The ratio of the amount of EGR gas that passes through the auxiliary exhaust valve 7 and is introduced into the combustion chamber 1 to the total amount of intake air is sufficiently high, and the above-described action of reducing HC and NOx is sufficiently performed.

On the other hand, when the engine is running at high speed, the proportion of air discharged through the main exhaust valve 6 (main exhaust port 3) having a small ventilation resistance to the atmosphere increases, while the auxiliary exhaust gas having a large ventilation resistance increases. EGR introduced into combustion chamber 1 through valve 7
Since the amount of gas decreases, in other words, the ratio of the amount of EGR gas to the total amount of intake becomes extremely small, and the auxiliary exhaust valve 7 (auxiliary exhaust port 4) is virtually the same as it does not exist. Will be the one.

As described above, in order to introduce a large amount of EGR gas into the combustion chamber 1 through the auxiliary exhaust valve 7 only when the engine speed is low, it is achieved by incorporating a variable valve timing mechanism into the drive system of the auxiliary exhaust valve 7, for example. You may do so. However, the variable valve timing mechanism is used
Since the structure will be complicated and the cost will increase significantly,
Setting the maximum effective opening area as described above is advantageous because the same effect can be obtained without using the variable valve timing mechanism.

Here, in the embodiment, although the average air-fuel ratio of the air-fuel mixture in the combustion chamber 1 is set to be leaner than the stoichiometric air-fuel ratio, it is injected from the fuel injection valve 9. By stratifying the fuel, the air-fuel ratio near the ignition gap 8 becomes rich, and reliable ignition is obtained. Further, in the embodiment, the intake port 2 is a so-called helical port, and the intake swirl generated thereby ensures sufficient combustion stability. Of course, intake port 2
Can be formed as a straight port, but in this case, it is preferable to direct the intake port 2 in the tangential direction of the combustion chamber 1 to generate the intake swirl.

As shown in FIG. 3, the auxiliary exhaust valve 7 may be opened at a timing earlier than the opening timing of the main exhaust valve 6. In this case, it is preferable to exhaust the exhaust gas in the expansion stroke to the exhaust path at an early stage to activate the catalyst.

4 to 6 show another embodiment of the present invention, showing an example in which a storage chamber for storing EGR gas is provided. The same components as those of the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted (this is the same for the following other embodiments).

First, in FIG. 4, 11 is a cylinder head, 12 is a cylinder block, and 13 is a piston.
The combustion chamber 1 is configured as a caldera type by setting the shape of the top surface of the piston 13. That is, piston 1
On the top surface of 3, there is formed a central recess 14 having a substantially hemispherical shape, and an annular recess 15 surrounding the center recess. Corresponding to the both recesses 14 and 15, as shown by the alternate long and short dash line in FIG. 4, protrusions 16 and 17 shaped to fit into the recesses are formed on the lower surface of the cylinder head 11. However, notches or the like are appropriately formed in the convex portions 16 and 17 so as not to interfere with the contact of the air-fuel mixture with the ignition gap described later, the fuel injection from the fuel injection valve, and the EGR gas injection from the EGR gas storage chamber. Has been

In FIGS. 4 and 5, 21 is a fuel injection valve, 22 is an ignition gap, 23 is a storage chamber, and 24 is an opening / closing valve. The fuel injection valve 21 is attached to the cylinder head 11,
Center recess 1 when piston 13 is located near top dead center
4 is directed to inject fuel toward the inside. The ignition gap 22 is attached to the cylinder head 11 so as to be located at the center of the central recess 14.

The storage chamber 23 is formed in the cylinder head 1 and communicates with the combustion chamber 1 via a communication passage 25. An on-off valve 24 is arranged between the combustion chamber 1 and the communication passage 25. More specifically, the on-off valve 24 is of a stem type that is driven to open and close by a cam shaft, has a valve body 24a and a valve chamber 24b, and the valve chamber 24b moves up and down, that is, opens and closes. It communicates with the combustion chamber 1 and is shut off. The communication passage 25 is opened to the valve chamber 24b, but its directing direction is set so as to be in the central recess 14 when the piston 13 is near the top dead center.

The opening / closing timing of (the valve body 24a of) the opening / closing valve 24 is set as shown in FIG. That is, the on-off valve 24 is opened before the exhaust valve 6 is opened, then closed in the middle of the exhaust stroke, and then opened once more in the middle of the intake stroke, and then the intake valve 5 is closed. Closed after.

In the above structure, the opening / closing valve 24 is opened during the expansion stroke, so that a high temperature and a large amount of EGR gas is temporarily stored in the storage chamber 24. The EGR gas stored in the storage chamber 24 is communicated with the communication passage 25 and the valve chamber 24b when the opening / closing valve 24 is opened again during the intake stroke.
Is injected toward the storage chamber recess 14 of the combustion chamber 1.

As a result, a high temperature and a large amount of EGR gas is supplied to the combustion chamber 1, and HC and NOx are reduced as in the above-described embodiment. In particular, while the fuel is concentrated on the central recess 14, the EG is concentrated on the portion where the fuel is concentrated.
Since the R gas is concentrated, the mixing (atomization) of the fuel in the central recess 14 is improved, the fuel is concentrated in the central recess 14, that is, in the vicinity of the ignition gap 22, and the fuel evaporation from the wall surface of the central recess 14 is improved. Depending on the effect, HC and NO
Not only is the reduction of x performed more effectively, but also the improvement of the ignitability and the subsequent improvement of the flammability are sufficiently achieved.

FIG. 7 shows the communication passage 25 in the case of FIG.
That is, the ignition gap 22 is oriented in the directing direction of the EGR gas from the storage chamber 23. That is, high temperature E
The GR gas raises the temperature of the ignition gap 22 and its vicinity to increase the ignitability.

FIG. 8 shows the communication passage 25 in the case of FIG.
That is, the directing direction of the EGR gas from the storage chamber 23 is set so as to collide with the fuel injected from the fuel injection valve 21 from the opposite directions. In this case, the mixing of the injected fuel becomes good (fuel atomization promotion). 8 has a larger diameter in the central recess 14 than that of FIG. 4, so that the fuel colliding with the EGR gas is prevented from diffusing to the outer peripheral side of the combustion chamber as much as possible. In addition, in the partition wall that is the boundary with the annular recess 15,
A predetermined number of notches 13a are formed at equal intervals in the circumferential direction to promote the flame spread of the flame generated in the central recess 14 to the annular recess 15 side.

FIG. 9 is the same as that of FIG.
Is supplied along the bottom surface of the central concave portion 14, and the EGR gas is made into a vortex flow in the central concave portion 14 by utilizing the curved shape of the bottom surface of the central concave portion 14,
The EGR gas and the fuel are sufficiently retained in the central recess 14. In addition, in the case of FIG. 9, the notch 13a is not formed.

FIG. 10 differs from that of FIG. 5 in that the storage chamber 2
The direction of the EGR gas from 3 is set substantially in the tangential direction of the combustion chamber 1, that is, in the direction opposite to the intake swirl. In this case, when the intake swirl and the EGR gas collide with each other, both are deflected toward the center of the combustion chamber 1 so that the EGR gas is introduced into the central concave portion 14, that is, near the ignition gap 22. It was done.

In FIG. 11, the volume of the valve chamber 24b in FIGS. 4, 7 and 8 is made sufficiently large so that the valve chamber 24b also serves as the storage chamber 23. In this case, valve chamber 2
4b, that is, to prevent cooling of the storage chamber 23,
Cooling water passages 26 and 27 are formed around. Also,
In order to specify the injection direction of the EGR gas from the storage chamber 23, as shown in FIG. 12, a vertical wall 28 is formed on the upper surface of the valve body 24a by cutting out only a part in the circumferential direction. The valve body 24a is stopped from rotating.

In FIG. 11, the EGR stored in the storage chamber 23 depends on the operating condition of the engine, especially the engine load.
The opening timing of the on-off valve 24 when the gas is injected into the combustion chamber 1 is changed. Specifically, when the engine load is small, the opening timing of the on-off valve 24 is advanced as compared to when the engine load is large. The fact that the opening timing of the on-off valve 24 is early means that the opening time of the storage chamber 23 is sufficiently higher than the pressure of the combustion chamber 1 (the pressure difference is large). Then, the spread angle of the EGR gas injected from the storage chamber 23 becomes smaller.

Therefore, when the load is high, the spread angle of the EGR gas becomes small, and the EGR gas tends to concentrate in the central concave portion 14, which is preferable for reducing NOx. Further, when the load is low, the spread angle of the EGR gas becomes large, and the EGR gas is more widely dispersed in the combustion chamber 1, which generally increases the in-cylinder temperature, which is preferable in reducing HC. Become.

As shown in FIG. 13, the upper portion of the valve body 24a is formed as a cylindrical valve portion 24c, and the cylindrical valve portion 24 is formed.
It is also possible to open and close the communication passage 29 that connects the storage chamber 23 and the combustion chamber 1 with c. in this case,
It is not necessary to separately prevent the valve body 24a (24c) from rotating, and the directivity of the EGR gas from the inside of the storage chamber 23 to the combustion chamber 1 can be enhanced.

FIG. 14 is the same as that of FIG.
An example in which R is also used is shown. That is, the exhaust passage 3
The EGR passage 32 derived from 1 is communicated with the intake port 2, while the EGR passage 32 is oriented substantially tangentially to the combustion chamber 1. As a result, the EGR gas introduced into the combustion chamber 1 from the EGR passage 32 flows along the outer periphery of the combustion chamber to reduce the cooling loss in the outer peripheral edge of the combustion chamber and to oxidize the fuel in the outer peripheral edge. Be promoted.
In this case, it is preferable to provide the throttle valve 33 in the EGR passage 32 and adjust the opening degree of the throttle valve 33 according to the required amount of external EGR.

FIG. 15 shows a multi-cylinder engine in which each cylinder is basically constructed as shown in FIG. 1 by utilizing the dynamic effect of exhaust gas, that is, pulsation, to obtain E from the sub-exhaust port 4.
This is intended to enhance the effect of introducing GR gas. That is, in FIG. 15, the case of the two cylinders C1 and C2 is taken as an example, and the independent exhaust passages 41A and 41 from each main exhaust port 3 are shown.
B and independent exhaust passages 42A, 4A from the respective sub-exhaust ports 4
2B and 2B are connected to the common exhaust passage 43.

The opening and closing timings of the valves 5 to 7 are set as shown in FIG. Then, the main exhaust port of one cylinder
The exhaust passage length relationship between the port 3 and the sub-exhaust port 4 of the other cylinder is controlled by the positive pressure wave generated when the main exhaust valve 6 is closed when the sub-exhaust valve 7 is opened. It is set so as to reach the sub exhaust valve 7. The dynamic effect of the exhaust gas as described above can be obtained only near a certain engine speed, that is, near the tuning speed, but this tuning speed is set to be in the low engine speed range.

FIGS. 17 and 18 show a main exhaust port of a cylinder in a four-cylinder engine having four cylinders C1 to C4.
The exhaust gas from the other cylinders to the E from the auxiliary exhaust port of the other cylinder.
The case where it is used for introducing GR gas is shown. That is,
In FIG. 17, the independent exhaust passages 51A to 51D extending from the main exhaust port 3 of each of the cylinders C1 to C4 are communicated with each other by a communication exhaust passage 52.
Independent exhaust passages 53A to 53D extending from the sub exhaust port 4 of the cylinders C1 to C4 are connected.

Throttle valves 54A to 54D are provided in the independent exhaust passages 53A to 53D, respectively.
Although it is possible to adjust the EGR gas amount through
The opening timing of the throttle valves 54A to 54D coincides with the opening timing of the intake valve 5. In addition, each of the independent exhaust passages 51A to 51
Throttle valves 55A to 55D are provided at D on the downstream side of the communication exhaust passage 52. This throttle valve 55A ~
The 55D is throttled when the amount of exhaust gas is small,
When there is a sufficient amount of exhaust gas, it is fully opened.

In the above structure, the exhaust gas discharged from the main exhaust port 3 of a cylinder is used as the EGR gas for the auxiliary exhaust port 4 of another cylinder. The relationship is shown in FIG. Note that FIG.
In No. 8, the ignition order is set to C1, C3, C4, and C2.

[Brief description of drawings]

FIG. 1 is a simplified plan view showing an embodiment of the present invention.

FIG. 2 is a diagram showing the opening / closing timing of each valve having the configuration shown in FIG.

FIG. 3 is a diagram showing another example of setting the opening / closing timing of the auxiliary exhaust valve among the valves shown in FIG. 1.

FIG. 4 is a side sectional view showing an example of a case where EGR gas is stored in a storage chamber.

5 is a simplified plan view showing the structure of the combustion chamber of FIG.

6 is a diagram showing the opening / closing timing of each valve shown in FIG. 4;

FIG. 7 shows another example of the case where EGR gas is stored in the storage chamber, and is a side sectional view corresponding to FIG.

FIG. 8 is a side cross-sectional view corresponding to FIG. 4, showing another example of the case where EGR gas is stored in the storage chamber.

9 shows another example of the case where EGR gas is stored in the storage chamber, and is a side sectional view of a main part corresponding to FIG.

10 is a schematic plan view corresponding to FIG. 5, showing another example of the case where EGR gas is stored in the storage chamber.

FIG. 11 is a side cross-sectional view corresponding to FIG. 4, showing another example of the case where EGR gas is stored in the storage chamber.

12 is a partial cross-sectional plan view of a valve body portion of the on-off valve shown in FIG.

FIG. 13 shows another example of the case where EGR gas is stored in the storage chamber, and is a side sectional view of a main part corresponding to FIG. 11.

FIG. 14 is a schematic plan view corresponding to FIG. 5, showing an example of a case where external EGR is also performed.

FIG. 15 is a simplified plan view showing an example in which EGR is performed by utilizing a dynamic effect of exhaust gas in a multi-cylinder engine.

16 is a diagram showing the opening / closing timing of each valve shown in FIG.

FIG. 17 is a simplified plan view showing an example in which exhaust gas of one cylinder is used as EGR gas of another cylinder in a multi-cylinder engine.

18 is a diagram showing a relationship of exchange of exhaust gas between cylinders in the case of the configuration of FIG.

[Explanation of symbols]

 1: Combustion chamber 2: Intake port 3: Main exhaust port 4: Sub exhaust port 5: Intake valve 6: Main exhaust valve 7: Sub exhaust valve 8: Ignition gap 9: Fuel injection valve 11: Cylinder Head 12: Cylinder block 13: Piston 14: Central recess (caldera type combustion chamber) 15: Annular recess (caldera type combustion chamber) 21: Fuel injection valve 22: Ignition gap 23: Reservoir 24: Open / close valve 25, 29: Continuous Passage 32: EGR passage 33: Throttle valve 41A, 41B: Independent exhaust passage 42A, 42B: Independent exhaust passage 43: Common exhaust passage 51A to 51D: Independent exhaust passage 52: Common exhaust passage 53A to 53D: Independent exhaust passage 54A to 54D : Throttle valve 55A to 55D: Throttle valve

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Internal reference number FI technical display area F02M 25/07 Z 8923-3G

Claims (19)

[Claims] 1. An in-cylinder injection engine in which fuel is directly injected into a combustion chamber, comprising EGR gas supply means for directly supplying exhaust gas to the combustion chamber without premixing exhaust gas with intake air in an intake passage. An EGR control device for a cylinder fuel injection engine, characterized in that 2. An intake port opened / closed by an intake valve, a main exhaust port opened / closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into a combustion chamber, and an air-fuel mixture in a combustion chamber. An ignition gap for ignition and an auxiliary exhaust port opened / closed by an auxiliary exhaust valve are provided, and the opening timing of the auxiliary exhaust valve is set to be at least from the latter half of the exhaust stroke to the first half of the intake stroke. An EGR control device for a cylinder fuel injection engine characterized by the above. 3. The EGR gas introduction according to claim 2, wherein the EGR gas is introduced into the combustion chamber through the auxiliary exhaust valve substantially only when the engine speed is low. 4. The maximum effective opening area of the sub exhaust valve according to claim 3, which is not more than ¼ of the maximum effective opening area of the main exhaust valve. 5. The sub exhaust valve according to claim 2, wherein the sub exhaust valve is opened earlier than the main exhaust valve is opened. 6. An intake port opened / closed by an intake valve, a main exhaust port opened / closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into a combustion chamber, and an air-fuel mixture in the combustion chamber. An ignition gap for ignition, a storage chamber connected to the combustion chamber for storing EGR gas, and a storage chamber interposed between the storage chamber and the combustion chamber and opened during the expansion stroke and the compression stroke, respectively. An EGR control device for a cylinder fuel injection engine, comprising: an on-off valve. 7. The combustion chamber according to claim 6, wherein the combustion chamber is a caldera type combustion chamber, and the supply direction of the EGR gas stored in the storage chamber to the combustion chamber is the center of the caldera type combustion chamber. What has been done. 8. The ignition gap according to claim 6, wherein the supply direction of the EGR gas stored in the storage chamber toward the combustion chamber is the ignition gap. 9. The direction according to claim 6, wherein the supply direction of the EGR gas stored in the storage chamber toward the combustion chamber is a direction in which the fuel injected from the fuel injection valve collides from a facing direction. What has been done. 10. The method according to claim 6, wherein the EGR gas stored in the storage chamber is supplied to the combustion chamber in a direction opposite to the intake swirl. 11. The opening timing of the opening / closing valve according to claim 6, wherein the opening timing is changed according to the operating state of the engine. 12. The external E for supplying exhaust gas to a combustion chamber through an intake port according to claim 6.
What is further equipped with GR means. 13. The EGR gas from the storage chamber according to claim 12, wherein the EGR gas is supplied toward the center of the combustion chamber, and the EGR gas by the external EGR means flows along the outer peripheral edge of the combustion chamber. What is supplied to be. 14. The apparatus according to claim 12, further comprising adjusting means for adjusting the EGR gas amount by the external EGR means. 15. Each cylinder has an intake port opened and closed by an intake valve, a main exhaust port opened and closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into a combustion chamber, and a combustion A multi-cylinder engine having an ignition gap for igniting an air-fuel mixture in a room and an auxiliary exhaust port opened and closed by an auxiliary exhaust valve, the auxiliary exhaust valve being opened in the first half of an intake stroke or a compression stroke. Is set so that the auxiliary exhaust port of one cylinder is connected to the main exhaust port of the other cylinder, and occurs at least in a predetermined operating region with opening / closing of the main exhaust valve of the other cylinder. An EGR control device for an in-cylinder fuel injection engine, wherein an exhaust path length is set so that exhaust pulsation reaches a valve opening timing of an auxiliary exhaust valve of the one cylinder. 16. The engine operating system according to claim 15, wherein the predetermined operating range is set as a low engine speed range. 17. Each cylinder has an intake port opened / closed by an intake valve, a main exhaust port opened / closed by a main exhaust valve, a fuel injection valve for directly injecting fuel into a combustion chamber, and combustion. A multi-cylinder engine including an ignition gap for igniting an air-fuel mixture in a room, and an auxiliary exhaust port opened and closed by an auxiliary exhaust valve, wherein an exhaust passage has each of the main exhaust port and each of the main exhaust ports. An EGR control device for an in-cylinder fuel injection engine, wherein the EGR control device is configured to communicate with an auxiliary exhaust port. 18. The apparatus according to claim 17, further comprising adjusting means for adjusting the amount of EGR gas supplied to the combustion chamber through the auxiliary exhaust port. 19. The valve according to claim 6, wherein the on-off valve is opened during an expansion stroke and closed during an exhaust stroke, and is opened during an intake stroke and closed during a compression stroke.