JPH08200118A - Fuel injection of internal combustion engine - Google Patents

Abstract

PURPOSE: To reduce intake air pulsation sound by adjusting the distribution speed of intake air by a distribution means, and sufficiently achieving atomization of fuel. CONSTITUTION: An ECU 4 corrects appropriately the distribution speed of an air control valve 28 for distributing intake air introduced from the upstream side of a throttle valve 14 through an air introducing part 27 for each intake stroke on the basis of the engine water temperature, approximately in synchronization with fuel injection by fuel injection vales 26. Therefore, the supplying amount of intake air is adjusted, atomization of fuel is promoted, and intake air pulsation sound is restrained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device for an internal combustion engine, and more particularly, to a portion of intake air upstream of a throttle valve for injection holes of the fuel injection valve at a time substantially synchronized with fuel injection. The present invention relates to a fuel injection device configured to supply atomized fuel in the vicinity of a portion to promote atomization of injected fuel and reduce harmful components in exhaust gas.

[0002]

2. Description of the Related Art Conventionally, there has been widely used a fuel injection device for injecting fuel into an intake system of an internal combustion engine from a fuel injection valve to control its operating state. In order to prevent the harmful components in the exhaust gas from increasing due to the deterioration of the combustion state, for example, Japanese Patent Publication No.
7-54624, JP-A-58-206851, or JP-A-58-162262 discloses a fuel injection device that promotes combustion efficiency by atomizing the injected fuel.

However, since the above three types of fuel injection devices control the supply of intake air by opening and closing the air control valve, air control is performed especially at low load when the throttle valve is almost closed. The pressure on the downstream side of the valve greatly fluctuates with the opening and closing of the air control valve, and the pulsating noise of a considerable volume is generated due to the pressure fluctuation, which may increase the vehicle interior noise.

As a countermeasure against this, for example, as is well known, a resonator (resonator) used when performing idle speed control and the like with an idle speed control valve is provided and the resonance principle is applied, or JP-A-6-258.
As described in 2, by using an air control valve having a predetermined opening smaller than the opening during communication even when the air pipeline is cut off, the pressure fluctuation width is reduced and pulsation noise is suppressed. Can also be considered.

[0005]

However, as is well known, the pulsating sound that can be suppressed by the resonator is limited to a specific frequency, and the frequency of the pulsating sound increases significantly with the engine speed as in the air control valve described above. When it changes to, almost no effect is obtained. Further, even when the air pipe is cut off, if an air control valve having a predetermined opening smaller than the opening during communication is used, intake air is unnecessarily discharged into the intake passage where fuel is not injected. As a result, mechanical and fluid system delays occur, making it difficult to supply the optimum amount of air at the optimum timing.

Therefore, the intake air supplied from the air pipe is appropriately distributed to the cylinder groups in the intake stroke to sufficiently achieve atomization of the injected fuel and suppress the pulsation noise. It is an object of the present invention to provide a fuel injection device for an internal combustion engine capable of achieving the above.

[0007]

As shown in FIG. 1, an internal combustion engine fuel injection system according to a first aspect of the present invention includes an operating state detecting means M2 for detecting an operating state of the internal combustion engine M1.
A fuel injection unit M3 provided in the intake system of the internal combustion engine M1 for injecting a predetermined amount of fuel into the intake system according to the operating state of the internal combustion engine M1 detected by the operating state detection unit M2; An air conduit M4 that supplies a portion of the intake air flowing through the intake system to the vicinity of the injection point of the fuel injection unit M3, bypassing the throttle valve, and the air conduit M4 that is provided in the air conduit M4. A solenoid valve that distributes intake air from the air pipeline to each intake stroke cylinder group in synchronism with fuel injection, and distributes the distributed intake air to the vicinity of the fuel injection means; Distribution speed correction means M6 for correcting the distribution speed of the intake air by the solenoid valve at a predetermined timing based on the operation status detected by the operation status detection means M2.

The operating state is the number of revolutions of the internal combustion engine M1,
At least one of the load of the internal combustion engine M1 and the cooling water temperature may be used. Further, the distribution means M5 may be operated only in a low rotation range. Further, the distribution speed correction means M6 may perform only the correction for delaying the distribution speed of the intake air.

The predetermined timing may be at least one of when the distribution means M5 starts distribution from one cylinder group to another cylinder group and when distribution is completed.

[0010]

According to the first aspect of the invention, fuel is injected from the fuel injection means M3 into the intake system of the internal combustion engine M1 according to the operating state of the internal combustion engine M1 detected by the operating state detection means M2, and the The operation of the internal combustion engine M1 is continued by the fuel, and the distribution means M5 is driven during a period substantially in synchronization with the fuel injection, so that a part of the intake air is supplied to only the intake process cylinder group at the optimum timing. It is supplied to the vicinity of the injection point of the fuel injection means M3 via M4 to promote atomization of the injected fuel, and based on the detection of the operating state detection means M2, the distribution speed correction means M6 causes the distribution means M to be distributed.
By correcting the speed at which the air flow rate of 5 changes,
The supply amount of intake air is adjusted and pulsation noise is suppressed.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment embodying a fuel injection system for an engine of the present invention will be described below with reference to the drawings. FIG. 2 is a system configuration diagram of an engine fuel injection device according to an embodiment of the present invention.

As shown in FIG. 2, an engine fuel injection device 1 includes an engine 2, an air mixing device 3, and an electronic control device (hereinafter, simply referred to as "ECU") 4 for program-controlling them by a microcomputer or the like. It is configured. The engine 2 forms a combustion chamber 8 from a cylinder 5, a piston 6 and a cylinder head 7, and an ignition plug 9 is arranged in the combustion chamber 8. The intake system of the engine 2 includes an intake port 11 and an intake pipe 12 that communicate with the combustion chamber 8 via an intake valve 10, a surge tank 13 that absorbs pulsation of intake air, a throttle valve 14 that adjusts the intake air weight, and It is composed of an air cleaner 15.

The exhaust system of the engine 2 comprises an exhaust port 19 communicating with the combustion chamber 8 via an exhaust valve 18, an exhaust pipe 20, and a catalytic converter 21. The ignition system of the engine 2 includes an igniter 22 that outputs a high voltage necessary for ignition, and a distributor 23 that distributes and supplies the high voltage generated by the igniter 22 to an ignition plug in conjunction with a crankshaft (not shown).

The fuel system of the engine 2 comprises a fuel tank 24 for storing fuel, a fuel pump 25 for pumping the fuel, and a fuel injection valve 26 for injecting the pumped fuel to the intake port 11. The air mixture device 3 is provided in the air introducing portion 27 for introducing a part of the intake air from the upstream side of the throttle valve 14 of the intake pipe 12 while bypassing the throttle valve, and the air introducing portion 27,
Driven according to the control of the ECU 4, the air introduction unit 27
The air control valve 28 forming a distribution means for distributing the intake air introduced into each of the intake stroke cylinder groups, and the air control valve 28 is sent to the vicinity of the fuel injection hole portion of the fuel injection valve 26 in order to promote atomization of the fuel. It is composed of an air discharge portion 27a for supplying air.

The fuel injection device 1 is used as a detector for the intake pipe 1
2 is provided on the upstream side of the throttle valve 14 to measure the intake air weight, the intake air temperature sensor 32 is provided inside the air flow meter 31 to measure the intake air temperature, and the opening of the throttle valve 14. A throttle position sensor 33 for detecting the throttle valve, an idle switch 34 for detecting the fully closed state of the throttle valve 14,
A water temperature sensor 35 arranged in the cooling system of the cylinder block 5a for detecting the cooling water temperature, an oxygen concentration sensor 36 arranged in the exhaust pipe 20 for outputting an air-fuel ratio signal according to the residual oxygen concentration in the exhaust gas, Every 1/24 rotation of the camshaft of the distributor 23, that is, at a crank angle of 30
A rotation angle sensor 37 that also functions as a rotation speed sensor that outputs a rotation angle signal for each degree is provided.

The detection signal of each sensor and switch is E
Input to the CU 4, the ECU 4 controls the engine 2 and the air mixing device 3. ECU4 is CPU4a, R
A logical operation circuit is configured around the OM 4b and the RAM 4c,
It is connected to the input / output unit 4e via the common bus 4d to perform input / output with the outside. Next, the structure of the air mixing device 3 will be described with reference to FIG.

The engine 2 of this embodiment has a first cylinder (hereinafter
1) → third cylinder (hereinafter referred to as # 3) → fourth cylinder (hereinafter referred to as # 4) → second cylinder (hereinafter referred to as # 2)) fuel injection valves 26 are sequentially driven by the ECU 4, The air mixing device 3 is a four-cylinder independent injection system in which fuel is injected, and the air mixing device 3 introduces intake air from the upstream side of the throttle valve 14 of the intake pipe 12 of the engine 2.
7, an air control valve 28 for distributing the intake air introduced from the air introduction portion 27 to the intake stroke cylinder group of the internal combustion engine 2,
The intake air distributed by the air control valve 28 is supplied to the engine 2
The air discharge part 27a is provided near the injection hole of the fuel injection valve 26 of the intake stroke cylinder group.

Here, the fuel injection valve 2 of the air discharge portion 27a
As shown in FIG. 4, an air mixture socket 40 for efficiently mixing the fuel injected from the fuel injection valve 26 and the air introduced via the air control valve 28 is provided at the end on the sixth side. The air mixture socket 40 includes a holding portion 42 for holding the tip of the fuel injection valve 26 in an airtight state, and injection fuel from the fuel injection valve 26 into the intake ports 11 of the cylinders # 1 to # 4 of the internal combustion engine. Hole 4 for introduction
No. 3 is formed in the fuel injection hole portion 44, and a plurality of holes 45 are formed around the fuel injection hole portion 44 on the intake port 11 side for guiding the mixing air passing through the air discharge portion 27a. It is composed of a hole 46 and is attached to the intake port 11 of each of the cylinders # 1 to # 4.

Therefore, the intake port 1 of each cylinder # 1 to # 4
When the air control valve 28 of the intake stroke cylinder group is opened during the operation of the engine 2 in which 1 is a negative pressure, the differential pressure between the upstream pressure of the throttle valve 14 and the negative pressure of the intake port 11 which is almost atmospheric pressure. A part (hereinafter, referred to as mixing air) of the intake air flowing into the intake pipe 12 flows into the inside of the air mixture socket 40 from the air introducing portion 27 and is formed in the air injection hole portion 46 of the air mixing socket 40. Hole 4
5 and collides with the fuel injected from the fuel injection valve 26, and the fuel is atomized. In addition, as described above, the total cross-sectional area of the holes 45 of the air injection hole portion 46 is determined by the air discharge portion 2
Since it is set to about 30% of the passage cross-sectional area of 7a,
Each hole 45 serves as a throttle to increase the flow velocity of the mixing air, and the kinetic energy thereof promotes atomization of the injected fuel. In FIG. 4, reference numeral 10 indicates the intake valves of the cylinders # 1 to # 4 of the engine 2.

Next, the air control valve 28, which is a main part of the present invention, is a rotary solenoid valve, and as shown in FIG. 5, a hollow portion 50 having a substantially cylindrical shape, and for introducing intake air into the hollow portion 50. The air introduction hole 51, the air discharge hole 52 for guiding the intake air introduced into the hollow portion 50 to the # 1 and # 2 air discharge portions 27a, and the intake air introduced into the hollow portion 50 as # 3. A housing 54 having an air discharge hole 53 for leading to the # 4 air discharge portion 27a is provided. In the housing 54, a rotary shaft 57 that axially penetrates the hollow portion 50 and both ends of which are rotatably supported by bearings 55 and 56, and a rotary shaft 57 that are individually provided on the rotary shaft 57. A rotary valve 58 that opens and closes one or both of the air discharge holes 52 and 53 by movement and a rotary shaft 57 is connected to one end of the rotary shaft 57. The actuator 59 is electromagnetically switched.

That is, the air control valve 28 switches the energization current to the actuator 59, thereby making the valve 5
At position 8 shown in FIG. 6 (a), where only the air discharge hole 52 is opened and mixing air is supplied only to # 1 and # 2, only the air discharge hole 53 is opened to mix the mixing air # 3.
6B for supplying the mixing air to all cylinders (# 1 to # 4) at the same time as the position B shown in FIG. Control is performed to the C position and the D position shown in FIG. 6 (d) for preventing mixing air from flowing into all the cylinders (# 1 to # 4) by closing both the air exhaust holes 52 and 53. Has been

In FIG. 5, (a) is a sectional view schematically showing the overall structure of the air control valve, (b) is a sectional view taken along line XX shown in (a), and (c) is an air discharge hole 52. , 53 is a bottom view showing the positional relationship. Also, FIGS. 5 (a) and 5 (b)
In FIG. 5, the dotted line representing the air discharge hole 53 simply indicates the position with respect to the air discharge hole 52, and is different from the so-called hidden line indicating that the air discharge hole 53 is on the other side of the paper surface. Further, in FIG. 6, the shape of the valve 58 and the positions of the air discharge holes 52 and 53 are different from those in FIG. 5, but this is to make the operation of the air control valve 28 easy to understand.

Next, the ECU 4 causes the engine 2 to operate at 30 ° C.
FIG. 7 shows the process of determining the rotation direction of the air control valve 28 and the basic output duty, which is executed every time. First, E
The CU 4 divides the intake air weight Q measured by the air flow meter 31 by the rotation speed Ne of the engine 2 detected by the rotation angle sensor 37 to calculate a basic injection amount Q / Ne, and the basic injection amount Q After multiplying / Ne by various correction factors corresponding to the engine water temperature detected by the water temperature sensor 35, the intake air temperature measured by the intake air temperature sensor 32, the air-fuel ratio signal output from the oxygen concentration sensor 36, etc. , In advance,
The invalid injection time mapped in accordance with the battery voltage is added to read the calculated valve opening time TAU of the fuel injection valve 26 (step 110). Next, the time T180 ° C required to rotate the crankshaft by 180 ° A calculated by the signal of the rotation angle sensor is read (step 12).
0).

Next, from the fuel injection time TAU and T180 ° C A read in steps 110 and 120 to TAU-T.
By comparing 180 ° C. A with the response time T1 of the air control valve, it is determined whether or not it is possible to inject the mixing air (hereinafter referred to as air assist) during the fuel injection period (step 130). Impossible at step 130 (TA
If it is determined that U-T180 ° C A <T1), step 1
Proceeding to step 40, the flag XFULL which prohibits the distribution operation of the air control valve 28 is set, and the flag XGROUP which controls the valve in the counterclockwise direction is set in order to enable air assist to all cylinders (# 1 to # 4). Then, the control duty DOP is set to 100%, and the air control valve is set to the C position shown in FIG. 6C (steps 150 and 160).

If it is determined in step 130 that air assist is possible, the process proceeds to step 170, the above-mentioned flag XFULL is reset to execute the distribution, and the distribution switching timing is determined in steps 180 and 190. In steps 180 and 190, the group (# 1,
# 2 and # 3, # 4) to determine the valve responsiveness,
It is determined whether or not the delay time T1 considering the delay of the air flow velocity and the processing delay of the ECU can be secured with respect to the timing at which distribution to the intake process cylinder group is started.

First, it is judged whether there is a time T1 or more with respect to the supply start time of the mixing air to # 3 at the present time (step 180), and if there is, the preceding # 2.
Then, it is determined that there is no time that is equal to or more than T1 with respect to the supply start time of the mixing air (step 190). If the condition is met in step 190, the rotation direction switching flag XGROUP is reset to switch the valve rotation direction clockwise (step 200), and if the condition is not met in step 180 or step 190, step In step 210, the above-mentioned flag XGROUP is set.

Thereafter, it is determined whether or not the engine is currently idling based on the throttle opening, the vehicle speed, the engine speed, etc. (step 220). If the engine is idling, the engine load, the engine speed, etc. are determined by a map. The idle control duty Disc required to realize the idle control according to the opening degree of the air control valve 28 is read (step 230), and the read idle control duty Disc is set as the output duty DOP (step 240). If the idle operation is not being performed in step 220, the intake air weight is read and the output duty Daa determined by the intake air weight map as shown in FIG.
Is searched (steps 250 and 260) and the output duty DOP is set (step 270).

If the air assist flow rate is too large with respect to the intake air weight, the throttle valve load flow rate will decrease, and the intake air weight will not change even with a slight throttle operation by the driver, leading to deterioration of drivability. Therefore, the output duty is a map of intake air weight as shown in FIG. In the map, when the intake air weight is small, the air assist flow rate is reduced, and when the intake air weight is high, the air assist flow rate is increased to atomize the fuel.

Further, in the system of the fuel injection sequence of # 1 → # 3 → # 4 → # 2, as described above, between the fuel injections of # 1 and # 3 and between the fuel injections of # 2 and # 4. As shown in FIG. 3, distribution switching is performed so that distribution is performed for each cylinder group, that is, the groups # 1 and # 2 and the groups # 3 and # 4. The distribution timing is determined by the fuel injection time TAU, the engine speed, and the engine water temperature.

Next, in the final duty determination process of the air control valve 28 shown in FIG. 8, it is first determined whether or not the flag XFULL which prohibits the distribution control of the air control valve is set (step 300), and this XFULL is set. If it is, it is necessary to prohibit the distribution control and set it to the C position in FIG. 4C. Therefore, the processing proceeds to steps 320 and 330, and the air control valve output duty DOP determined by the processing shown in FIG. 7 is set. This is output as the final output, and this processing ends.

If XFULL is not set in step 300, the time T2 required for the air control valve distribution operation has elapsed since the above XGROUP was reversed to determine whether or not mixing air distribution has started. If it is determined (step 310) and the air control valve 28 is not performing the distribution operation, the process proceeds to steps 320 and 330 to end this processing.

If the air control valve 28 is in the distribution operation in step 310, the rotational angular velocity of the air control valve is controlled to suppress the pulsating noise, and the mixing distribution speed is changed by the setting shown in FIG. The corrected air control valve output duty DOP is read (step 340), a correction coefficient α described later is searched (step 350), and the output duty DOP is multiplied by the correction coefficient α to output the corrected air control valve output duty (step 340). (Steps 350, 360) This process ends.

The above operation is shown in FIG.
The rectangular waves # 1 to # 4 represent the fuel injection timing.
Fuel injection is performed at the "Hi" level, and the rotation angle of the air control valve 28 is controlled as indicated by the solid line substantially in synchronization with this fuel injection timing. Therefore, the air flow rate on the upstream side of the air control valve 28 is equal to the air flow rate. With the operation of the control valve, the air control valve upstream pressure suddenly changes, which causes a pulsating noise, and in order to eliminate this cause, the above-described correction coefficient α is maintained for a predetermined time T2.
To correct the rotational angular velocity of the air control valve as shown by the dotted line,
Suppresses pressure fluctuations upstream of the air control valve.

The above-mentioned correction coefficient α is a map with the output duty as shown in FIG. The correction coefficient α is set to be small when the output duty DOP is small and large when the output duty DOP is large. This is during idle operation or low speed operation when the output duty DOP is small, that is, when the intake air weight is small, the pulsating noise is easily heard, and the fuel injection time is short, so the correction coefficient α is made small. As a result, the rotation angular velocity is reduced to reduce the fluctuation of the air control valve upstream side pressure. On the contrary, when the intake air weight is large, it is difficult to hear the pulsating sound and the fuel injection time becomes long. Therefore, the correction coefficient α is increased so that the air assist can be sufficiently performed, and the rotation of the air control valve 28 is increased. Increase speed.

The present invention is not limited to the above embodiment, but the following modifications or expansions are possible.
In this embodiment, the rotary valve 58 of the air control valve 28 is used.
The cylinders that distribute the mixing air are controlled by the rotation direction and control duty of the rotary valve 58. For example, the initial position (control duty 0%) of the rotary valve 58 is shown in FIG.
4A, when the control duty is 40%, the position A in FIG. 4A, the control duty 60%, the position D in FIG. 4D, the control duty 60%, the position D in FIG. position,
When the control duty is 80%, the distribution control may be performed only by the control duty such as the position B in FIG. 4B.

Further, in the present embodiment, the air assist is executed for each intake stroke cylinder group, but the number of rotary valves and air exhaust holes may be increased and the air assist may be executed independently for the intake stroke cylinders. . Further, in order to further enhance the effect of suppressing the pulsation noise, at least one of the valve shape of the air control valve in the above-mentioned embodiment, which changes the operation speed according to the operation state, or the assist port shape, is used in the entire operation region. Of these, it may be set in advance as indicated by the alternate long and short dash line in FIG. 12A or 12B in accordance with the operating region in which the air assist is executed. By doing so, the air flow rate with respect to the rotation angle of the air control valve can be changed from the dotted line to the solid line in FIG. 12, so it is possible to suppress the rapid fluctuation of the throttle valve upstream side pressure that is the cause of the pulsating noise. Becomes Here, FIG. 12A shows a trapezoidal sectional shape of the assist port shown by a solid line, or a streamlined sectional shape shown by a dotted line or a dashed line, and FIG. 12B shows a valve shape of the assist port shown by a solid line, or , The streamlined shape shown by the dotted line or the one-dot chain line.

[0037]

As described above, in the fuel injection device for an internal combustion engine according to the invention of claim 1, during the period substantially in synchronism with the fuel injection of the fuel injection means, the distribution means provided in the air pipeline and the operating state. Since the internal combustion engine is provided with a distribution speed correction means for correcting the intake air flow rate variable acceleration when the internal combustion engine is in a predetermined condition based on the detection by the detection means, the distribution speed correction means is provided for each intake stroke cylinder group of the distribution means. The intake air flow rate is appropriately corrected so that the intake air not only promotes atomization of the fuel but also suppresses pulsation noise.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram conceptually showing the contents of an embodiment of the present invention.

FIG. 2 is a system configuration diagram of an engine fuel injection device according to an embodiment of the present invention.

FIG. 3 is a system diagram of an air control valve of an engine that is an embodiment of the present invention.

FIG. 4 is a cross-sectional view showing a configuration of an air mixture socket provided around a nozzle hole of a fuel injection valve.

5 (a) to 5 (c) are explanatory views showing a configuration of a distribution valve.

6A to 6D are explanatory views showing a valve position switching operation of a distribution valve.

FIG. 7 is a flowchart showing a process for calculating a rotation direction and a control duty of the air control valve, which is executed by the ECU according to the embodiment of the present invention.

FIG. 8 is a flowchart showing a process for correcting an operating angular rotation speed of an air control valve, which is executed by an ECU that is an embodiment of the present invention.

FIG. 9 is a graph showing a map used in a process of calculating a rotation direction and a control duty of the air control valve, which is executed by the ECU according to the embodiment of the present invention.

FIG. 10 is a graph showing a velocity correction map used in a process of correcting an operating angular rotation velocity of an air control valve, which is executed by an ECU that is an embodiment of the present invention.

FIG. 11 is an embodiment of the present invention, the fuel injection timing and the intake air flow velocity in the state of operating the air control valve,
It is a time chart which shows the fluctuation of the air control valve upstream side pressure.

FIG. 12 is an explanatory diagram when a rate of change of intake air weight is realized by hardware.

[Explanation of symbols]

 M1 Internal combustion engine M2 Operating state detection means M3 Fuel injection means M4 Air pipeline M5 Distribution means M6 Distribution speed correction means 2 Engine 4 Electronic control unit (ECU) 26 Fuel injection valve 27 Air introduction part 28 Air control valve 31 Air flow meter 32 Intake Air temperature sensor 33 Throttle position sensor 34 Idle switch 35 Water temperature sensor 36 Oxygen concentration sensor 37 Rotation angle sensor

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Claims (6)

[Claims] 1. A driving state detecting means for detecting a driving state of an internal combustion engine, and a predetermined amount according to a driving state of the internal combustion engine, which is provided in an intake system of the internal combustion engine and detected by the driving state detecting means. Fuel injection means for injecting the above fuel into the intake system, an air pipeline for supplying a portion of the intake air flowing through the intake system to the vicinity of the injection point of the fuel injection means by bypassing the throttle valve, and the air pipe A solenoid valve provided in the passage for distributing intake air to the intake stroke cylinder groups from the air pipeline substantially in synchronism with the fuel injection of the fuel injection means, and injecting the distributed intake air into the fuel injection And a distribution speed correction means for correcting the distribution speed of the intake air by the solenoid valve at a predetermined timing based on the operating state detected by the operating state detecting means. The fuel injection system for an internal combustion engine, characterized. 2. The fuel injection device for an internal combustion engine according to claim 1, wherein the operating state is at least one of a rotational speed of the internal combustion engine, a load of the internal combustion engine, and a cooling water temperature. 3. The fuel injection device for an internal combustion engine according to claim 1, wherein the distribution means operates only in a low speed region. 4. The fuel injection device for an internal combustion engine according to claim 1, wherein the distribution speed correction means only performs a correction to delay the distribution speed of intake air. 5. The fuel injection device for an internal combustion engine according to claim 1, wherein the predetermined timing is at least one of a start time and a end time of distribution from one cylinder group to another cylinder group by the distribution means. 6. The fuel injection device for an internal combustion engine according to claim 1, wherein the solenoid valve is a rotary solenoid valve.