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A main passage mounting a throttle valve and an air bypass flow passage for reducing HC emission by promoting atomization of the fuel spray injected from the assembly pipe fuel injector are integrated in a body of an intake air control device arranged upstream of an assembly pipe in a one-piece stru

A main passage mounting a throttle valve and an air bypass flow passage for reducing HC emission by promoting atomization of the fuel spray injected from the assembly pipe fuel injector are integrated in a body of an intake air control device arranged upstream of an assembly pipe in a one-piece structure to form a unit. Thereby, the intake air control device can be easily manufactured and easily mounted on and dismounted from the intake air system. The amount of HC emitted during warming-up operation of an internal combustion engine is reduced by efficiently supplying fuel spray injected from an assembly pipe fuel injector at the time of starting and warming-up operations for the internal combustion engine.

대표청구항 ▼

A main passage mounting a throttle valve and an air bypass flow passage for reducing HC emission by promoting atomization of the fuel spray injected from the assembly pipe fuel injector are integrated in a body of an intake air control device arranged upstream of an assembly pipe in a one-piece stru

A main passage mounting a throttle valve and an air bypass flow passage for reducing HC emission by promoting atomization of the fuel spray injected from the assembly pipe fuel injector are integrated in a body of an intake air control device arranged upstream of an assembly pipe in a one-piece structure to form a unit. Thereby, the intake air control device can be easily manufactured and easily mounted on and dismounted from the intake air system. The amount of HC emitted during warming-up operation of an internal combustion engine is reduced by efficiently supplying fuel spray injected from an assembly pipe fuel injector at the time of starting and warming-up operations for the internal combustion engine. ect injection engine comprising intake ports for supplying an air and an EGR gas to combustion chambers, fuel injection valves directly injecting a fuel, and ignition plugs, and wherein the air and the EGR gas are supplied to the combustion chambers such that the air having a large flow velocity and the EGR gas having a small flow velocity generate a tumble gas flow so as to provide a state of distribution, in which near the ignition plugs, an air-fuel ratio is on a rich side with a less fresh air and a much EGR gas, and with distance from the ignition plugs, the air-fuel ratio comes to a lean side with a much fresh air and a less EGR gas. 2. The direct injection engine as claimed in claim 1, wherein the intake ports, respectively, in all the cylinders of the engine are compartmented by partitions into a high velocity port portion having a high intake flow velocity and a low velocity port portion having a low intake flow velocity, and wherein EGR gas introduction ports are provided in the low velocity port portions in all the cylinders. 3. The direct injection engine as claimed in claim 2, wherein the EGR passages connect the low velocity port portions of the respective cylinders to exhaust passages, make a single common passage portion at upstream sides thereof and make at downstream sides thereof branch passage portions, which branch from the common passage portion to be connected to the respective low velocity port portions, and wherein an EGR control valve is provided in the common passage portion. 4. A direct injection engine, comprising combustion chambers in which are arranged fuel injection valves directly injecting a fuel and ignition plugs, and intake ports configured to generate a tumble gas flow composed of an air and an EGR gas in the combustion chambers, and partitions compartmenting the respective intake ports into a high velocity port portion having a high intake flow velocity and a low velocity port portion having a low intake flow velocity, wherein passage valves for opening and closing the port portions are arranged near upstream ends of the low velocity port portions so as to generate a negative pressure in the low velocity port portions, and EGR passages for introduction of the EGR gas are connected to the low velocity port portions. 5. The direct injection engine as claimed in claim 4, wherein the intake ports, respectively, in all the cylinders of the engine are compartmented by partitions into a high velocity port portion having a high intake flow velocity and a low velocity port portion having a low intake flow velocity, and wherein EGR gas introduction ports are provided in the low velocity port portions in all the cylinders. 6. The direct injection engine as claimed in claim 4, wherein the EGR passages connect the low velocity port portions of the respective cylinders to exhaust passages, make a single common passage portion at upstream sides thereof and make at downstream sides thereof branch passage portions, which branch from the common passage portion to be connected to the respective low velocity port portions, and wherein an EGR control valve is provided in the common passage portion. 7. The direct injection engine as claimed in claim 5, wherein the EGR passages connect the low velocity port portions of the respective cylinders to exhaust passages, make a single common passage portion at upstream sides thereof and make at downstream sides thereof branch passage portions, which branch from the common passage portion to be connected to the respective low velocity port portions, and wherein an EGR control valve is provided in the common passage portion. 8. The direct injection engine as claimed in any one of claims 4, 2, 5, 6, 3 and 7 wherein an amount of the EGR gas introduced is regulated by controlling opening degrees of the passage valves. 9. A method of effecting stratified charge combustion in a direct injection engine, in which an air and an EGR gas are supplied to combustion chambers and a