JP4415516B2 - In-cylinder injection internal combustion engine control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a direct injection internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as an internal combustion engine for an automobile, for example, an in-cylinder type that directly injects fuel into a combustion chamber is known.
[0003]
When such an internal combustion engine is started at a low temperature, the fuel injected into the combustion chamber is difficult to atomize and remains as a liquid fuel, so that the fuel may be burned in a state where the liquid fuel exists in the combustion chamber. . In this case, the liquid fuel in the combustion chamber may be scorched by heat during combustion, and black smoke may be contained in the exhaust from the internal combustion engine.
[0004]
Therefore, as disclosed in, for example, Japanese Patent Application Laid-Open No. 11-324778, exhaust of the internal combustion engine is present in the combustion chamber during fuel combustion, thereby reducing the combustion temperature during fuel combustion and suppressing the burning of the liquid fuel. At the same time, the temperature of the combustion chamber may be increased by the heat of the exhaust to promote atomization of the liquid fuel. Thus, by suppressing the burning of the liquid fuel in the combustion chamber and promoting the atomization of the fuel, the generation of black smoke can be suppressed.
[0005]
As a method of causing the exhaust of the internal combustion engine to exist in the combustion chamber during fuel combustion, the valve timing variable mechanism that varies the valve timing of the intake valve in the engine is hydraulically controlled, and the valve timing of the intake valve is the most retarded There is a method of performing advance angle control to advance from the state. In other words, when the valve timing of the intake valve is advanced from the most retarded state by the advance angle control, the valve overlap between the intake valve and the exhaust valve increases as the advance amount increases, and fuel combustion A large amount of exhaust gas generated during the previous fuel combustion remains in the combustion chamber at that time.
[0006]
[Problems to be solved by the invention]
By the way, in the stopping process of the internal combustion engine, the hydraulic pressure of the hydraulic oil for operating the variable valve timing mechanism decreases and the reaction force accompanying the opening / closing drive of the intake valve acts on the mechanism. The valve timing is actuated to retard the most retarded angle state.
[0007]
However, when the internal combustion engine is started at a low temperature and the advance angle control is started and then the engine is stopped and restarted, the valve timing of the intake valve is started before the restart is started. May not fully return to the most retarded state.
[0008]
As a cause of this,
Since the internal combustion engine was stopped before the hydraulic oil for operating the variable valve timing mechanism was warmed by the engine operation and became low viscosity, the variable valve timing mechanism brought the intake valve into the most retarded state before restarting. To return to the position (reference position)
・ Variable timing oil does not return to the reference position by the start of restart because hydraulic fluid with higher viscosity than that suitable for operating the variable valve timing mechanism is used.
And so on.
[0009]
If the valve timing of the intake valve has not returned to the most retarded state by the time of restart, the amount of exhaust gas present in the gas in the combustion chamber becomes excessive at the time of restart. As a result, oxygen in the combustion chamber is insufficient for obtaining good combustion of the fuel, the air-fuel ratio becomes excessively rich, and there is a concern that the starting failure of the internal combustion engine may occur.
[0010]
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for a direct injection internal combustion engine that can suppress start-up failure during restart or the like.
[0011]
[Means for Solving the Problems]
  In the following, means for achieving the above object and its effects are described.
  In order to achieve the above object, the invention according to claim 1 is applied to a direct injection internal combustion engine including an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber during fuel combustion.The adjustment means has an operating position changed between a first predetermined position and a second predetermined position, and the internal combustion engineThe adjustment means is hydraulically operated at low temperature startThe firstThe side to increase the exhaust amount in the gas from a predetermined positionThe second predetermined position sideIn a control device for a direct injection internal combustion engine that executes exhaust gas increase control to be operated atAn operating amount that is a difference between the operating position of the adjusting means and the first predetermined position when the engine is stopped is calculated, and based on this operating amount,Correction means for reducing the fuel injection amount is provided.
[0012]
When starting the internal combustion engine, if the adjusting means has not returned to the predetermined position from the side that increases the amount of exhaust gas contained in the combustion chamber gas during fuel combustion, the exhaust amount in the gas is less than the appropriate value. Become more. Therefore, oxygen in the combustion chamber is insufficient to obtain good fuel combustion, and the air-fuel ratio of the internal combustion engine becomes excessively rich. However, according to the above configuration, when starting the internal combustion engine, the fuel injection amount is corrected to decrease based on the operation amount from the predetermined position in the adjustment means to the side that increases the exhaust amount contained in the gas. It is possible to suppress the start-up failure due to the air-fuel ratio becoming excessively rich due to the excessive displacement.
[0013]
Note that, as the operation amount to the side of increasing the exhaust amount in the gas from the predetermined position in the adjusting means, one obtained in the stop process of the internal combustion engine or one obtained in the start process of the internal combustion engine is adopted. be able to. As for the reduction correction of the fuel injection amount from the start of the engine, it is preferable to increase the reduction correction amount as the operating amount is larger.
[0014]
  The invention according to claim 2 is applied to an in-cylinder injection internal combustion engine provided with an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber during fuel combustion.The adjustment means has an operating position changed between a first predetermined position and a second predetermined position, and the internal combustion engineThe adjustment means is hydraulically operated at low temperature startThe firstThe side to increase the exhaust amount in the gas from a predetermined positionThe second predetermined position sideIn a control device for a direct injection internal combustion engine that executes exhaust gas increase control to be operated atAn operating amount that is a difference between the operating position of the adjusting means and the first predetermined position when the engine is stopped is calculated, and based on the operating amountThe adjusting means is theFirstWhen it is determined that it has not returned to a predetermined position,When starting the engineCorrection means for correcting the amount of fuel injection to be reduced.
  According to a third aspect of the present invention, in the control device for a direct injection internal combustion engine according to the first or second aspect, the correction means calculates the operating amount when the engine is stopped, and the operating amount when the engine is subsequently started. Based on the above, the weight loss correction is performed.
  According to a fourth aspect of the present invention, in the control device for a direct injection internal combustion engine according to the first or second aspect, the correction means calculates the operating amount at the time of starting the engine, and then based on the operating amount. Weight loss correction was performed.
[0015]
When the internal combustion engine is started, the excessive increase in the air-fuel ratio due to the execution of the exhaust gas increase control in the state where the adjusting means has not returned to the predetermined position is suppressed by the fuel injection amount reduction correction. The starting failure due to the rich air-fuel ratio is suppressed.
[0016]
  Claim 5In the described invention,In any one of Claims 1-4In the described invention, the correction means starts the reduction correction of the fuel injection amount on the condition that fuel combustion is performed after the start of the internal combustion engine.
[0017]
Since the exhaust does not exist in the combustion chamber at the time of the first fuel combustion, it is unlikely that the air-fuel ratio becomes excessively rich due to the lack of oxygen due to the excessive exhaust amount. According to the above configuration, the fuel injection amount reduction correction that is not necessary in the first fuel injection after the start of the start is performed, thereby preventing the fuel injection amount from being insufficient and leading to a start failure.
[0018]
  Claim 6In the described invention,Claim 5In the described invention, the correction means starts the reduction correction of the fuel injection amount on condition that the initial fuel combustion is performed in all the cylinders of the engine after the start of the internal combustion engine.
[0019]
According to the above-described configuration, the fuel injection amount that is not necessary for the first fuel injection after the start of the start in each cylinder is reduced, thereby preventing the fuel injection amount from being insufficient and leading to a start failure. .
[0020]
  Claim 7In the described invention, claims 1 to6One ofIn one paragraphIn the described invention,The initial value of the fuel injection amount reduction correction amount is variable based on the operating amount of the adjusting means.It was supposed to be.
[0021]
Since the amount of exhaust gas present in the combustion chamber gas during fuel combustion changes based on the operating amount of the adjusting means, the initial value of the fuel injection amount reduction correction amount can be varied according to the operating amount. Therefore, the weight loss correction can be performed appropriately.
[0022]
  Note that the initial value of the fuel injection amount reduction correction amount is preferably increased as the operating amount is larger.
  Claim 8In the described invention, claims 1 to7One ofOne paragraphThe initial value of the fuel injection amount reduction correction amount is made variable based on the piston temperature.
[0023]
The amount of fuel adhering to the inner wall of the combustion chamber that affects the air-fuel ratio of the internal combustion engine and the amount of vaporization of the adhering fuel change according to the piston temperature, so the fuel injection amount reduction correction amount according to the piston temperature By making the initial value of the variable variable, the amount of reduction can be corrected appropriately.
[0024]
The piston temperature can be estimated based on the operation execution time in the engine operation immediately before starting, or can be estimated based on the integrated intake air amount, the integrated fuel injection amount, etc. during the execution of the engine operation. Conceivable. Further, when estimating the piston temperature, the engine stop time from the previous engine operation to the current engine start may be taken into account.
[0025]
  Claim 9In the described invention, the claims7 or 8In the described invention, the fuel injection amount reduction correction amount is gradually decreased from the initial value with time.
[0026]
  According to the above configuration, it is possible to prevent a malfunction such as torque shock from occurring when the fuel injection amount reduction correction amount suddenly becomes “0”.
  Claim 10In the described invention, claims 1 to9One ofOne paragraphIn the invention described above, the correction means stops the reduction correction of the fuel injection amount when the start is not completed even after a predetermined time has elapsed since the start of the internal combustion engine.
[0027]
If the fuel injection amount reduction correction at the start is excessively performed, the internal combustion engine is difficult to start. However, according to the above configuration, since the fuel injection amount reduction correction is stopped when it is difficult to start the internal combustion engine, it is possible to prevent the startability of the internal combustion engine from being deteriorated due to the excessive fuel injection amount reduction correction. it can.
[0028]
  The invention according to claim 11 is applied to an in-cylinder injection type internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion. It is changed between a predetermined position and a second predetermined position, and when the internal combustion engine is started at a low temperature, the adjustment means increases the amount of exhaust gas in the gas from the first predetermined position by hydraulic pressure. In a control apparatus for an in-cylinder injection internal combustion engine that executes exhaust gas increase control that is operated to the second predetermined position side, the difference between the operating position of the adjusting means and the first predetermined position when the engine is stopped And a control means for controlling the adjustment means to the first predetermined position side when the operation quantity is greater than a predetermined value.Equipped with.
[0029]
When starting the internal combustion engine, if the adjusting means has not returned to the predetermined position from the side that increases the amount of exhaust gas contained in the combustion chamber gas during fuel combustion, the exhaust amount in the gas is less than the appropriate value. Become more. Therefore, oxygen in the combustion chamber is insufficient to obtain good fuel combustion, and the air-fuel ratio of the internal combustion engine becomes excessively rich. However, according to the above configuration, the adjustment means is controlled to the predetermined position side in such a situation, and the exhaust amount in the gas is reduced. Therefore, the air-fuel ratio becomes excessively rich due to the excessive exhaust amount. Thus, it is possible to suppress the occurrence of starting failure.
[0030]
  The invention according to claim 12 is applied to an in-cylinder injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion, and the operating position of the adjusting means is the first. It is changed between a predetermined position and a second predetermined position, and when the internal combustion engine is started at a low temperature, the adjustment means increases the amount of exhaust gas in the gas from the first predetermined position by hydraulic pressure. In a control apparatus for an in-cylinder injection internal combustion engine that performs exhaust gas increase control that is operated to the second predetermined position that is the side of the engine, the operating position of the adjusting means and the first predetermined position when the engine is stopped An operating amount that is a difference is calculated, and when it is determined that the adjusting means has not returned to the vicinity of the first predetermined position based on the operating amount, the adjusting means is controlled to the first predetermined position side. Control meansEquipped with.
  According to a thirteenth aspect of the present invention, in the control device for a direct injection internal combustion engine according to the eleventh or twelfth aspect, the control means calculates the operating amount when the engine is stopped, and the operating amount when the engine is subsequently started. Based on the above, the adjusting means is controlled.
  According to a fourteenth aspect of the present invention, in the control device for a direct injection internal combustion engine according to the eleventh or twelfth aspect, the control means calculates the operation amount when starting the engine, and then performs the adjustment based on the operation amount. Control of the means was performed.
[0031]
When the internal combustion engine is started, an excessive increase in the air-fuel ratio due to the execution of the exhaust gas increase control in a state where the adjustment means has not returned to the predetermined position is suppressed by the control of the adjustment means toward the predetermined position. Therefore, the starting failure due to the rich air-fuel ratio is suppressed.
[0032]
  Claim 15In the described invention,The control device for a direct injection internal combustion engine according to any one of claims 11 to 14, wherein the control means controls the adjustment means to the first predetermined position side when the engine is started. Stops fuel injection until it returns to a predetermined operating position on the first predetermined position sideIt was supposed to be.
[0033]
According to the above configuration, since fuel injection is temporarily stopped and scavenging in the combustion chamber is performed, fuel is not burned in a state where a large amount of exhaust exists in the combustion chamber. Accordingly, it is possible to accurately suppress the exhaust amount in the gas existing in the combustion chamber at the time of fuel combustion, which leads to excessively rich air-fuel ratio and lead to a starting failure.
[0034]
  Claim 16In the described invention,The control apparatus for a direct injection internal combustion engine according to claim 2 or 12, wherein the determination that the adjusting means has not returned to the vicinity of the first predetermined position is that the operating amount in the adjusting means is greater than a predetermined value. Is made based on the fact thatIt was supposed to be.
[0035]
According to the above configuration, when the internal combustion engine is started, it can be accurately determined based on the operation amount that the adjusting means has not returned to the vicinity of the predetermined position.
Note that, as the operation amount to the side that increases the exhaust amount in the gas from the predetermined position in the adjusting means, one that is obtained in the stop process of the internal combustion engine or one that is obtained in the start process of the internal combustion engine is adopted. be able to.
[0036]
  Claim 17In the invention described in claim 2, claim 2 or12In the described invention, the adjusting means is theFirstThe determination that it has not returned to the vicinity of the predetermined position is made based on the assumption that the viscosity of the hydraulic oil used for hydraulic control of the adjusting means is high.
  According to an eighteenth aspect of the present invention, in the control apparatus for a direct injection internal combustion engine according to any one of the first to seventeenth aspects, the operation control of the adjusting means is performed in a period from the engine stop to the next engine start. It is assumed that the operating amount is calculated under the condition where the operation is not performed.
  The invention according to claim 19 is applied to a direct injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion, and the adjusting means at the time of low-temperature starting of the engine In a control apparatus for an in-cylinder injection internal combustion engine that executes exhaust gas increase control in which a hydraulic pressure is actuated from a predetermined position to a side that increases the exhaust amount in the gas, the predetermined position in the adjusting means is started when the internal combustion engine is started. Control means for controlling the adjusting means to the predetermined position side when the operating amount to the side for increasing the exhaust amount in the gas from the engine is greater than a predetermined value, the control means comprising the internal combustion engine When the adjustment means is controlled to the predetermined position at the time of starting, fuel injection is stopped until the adjustment means returns to the predetermined operation position on the predetermined position side.
  The invention according to claim 20 is applied to an in-cylinder injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion, and the adjusting means at the time of cold start of the engine In a control apparatus for an in-cylinder injection internal combustion engine that performs an exhaust gas increase control that operates hydraulically to a side that increases the exhaust amount in the gas from a predetermined position by hydraulic pressure, when the internal combustion engine is started, the adjustment means Control means for controlling the adjustment means to the predetermined position side when it is determined that it has not returned to the vicinity of the predetermined position from the side of increasing the exhaust amount of the engine, the control means at the start of the internal combustion engine, When the adjusting means is controlled to the predetermined position side, fuel injection is stopped until the adjusting means returns to a predetermined operating position on the predetermined position side.
  The invention according to claim 21 is applied to an in-cylinder injection internal combustion engine provided with an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion, and the adjusting means at the time of cold start of the engine In a control apparatus for an in-cylinder injection internal combustion engine that performs an exhaust gas increase control that operates hydraulically to a side that increases the exhaust amount in the gas from a predetermined position by hydraulic pressure, when the internal combustion engine is started, the adjustment means When it is determined that the vicinity of the predetermined position has not been returned from the side of increasing the exhaust amount of the engine, correction means for correcting the decrease in the fuel injection amount from the start of engine start is provided, and the adjusting means has returned to the vicinity of the predetermined position. The determination that there is not is made based on the fact that the operation amount to the side of increasing the exhaust amount in the gas from the predetermined position in the adjusting means is larger than a predetermined value. .
  The invention according to claim 22 is applied to an in-cylinder injection internal combustion engine provided with an adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion, and the adjusting means at the time of low-temperature starting of the engine In a control apparatus for an in-cylinder injection internal combustion engine that performs an exhaust gas increase control that operates hydraulically to a side that increases the exhaust amount in the gas from a predetermined position by hydraulic pressure, when the internal combustion engine is started, the adjustment means Control means for controlling the adjusting means to the predetermined position side when it is determined that it has not returned to the vicinity of the predetermined position from the side of increasing the exhaust amount of the engine, and the adjusting means has not returned to the vicinity of the predetermined position The determination is made based on the fact that the operating amount of the adjusting means toward the side of increasing the exhaust amount in the gas from the predetermined position is larger than a predetermined value.
[0037]
According to the above configuration, when the internal combustion engine is started, it can be accurately determined that the adjusting means has not returned to the vicinity of the predetermined position based on the estimated viscosity of the hydraulic oil.
[0038]
The estimation of whether or not the viscosity of the hydraulic oil is high can be performed based on whether or not the engine operation time after the exhaust gas increase control in the previous engine operation is shorter than a predetermined time. Conceivable.
[0047]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
Hereinafter, a first embodiment in which the present invention is applied to an in-cylinder injection spark ignition type multi-cylinder engine for an automobile will be described with reference to FIGS.
[0048]
In the engine 1 shown in FIG. 1, ignition is performed with respect to an air-fuel mixture composed of air sucked into the combustion chamber 3 from the intake passage 2 and fuel injected and supplied from the fuel injection valve 4 into the combustion chamber 3. Ignition by the plug 5 is performed. The ignition timing of the spark plug 5 is adjusted by an igniter 5a. When the air-fuel mixture in the combustion chamber 3 is combusted by this ignition, the piston 6 reciprocates due to the combustion energy at that time, and the air-fuel mixture after combustion is sent to the exhaust passage 7 as exhaust gas.
[0049]
The reciprocating movement of the piston 6 is converted into rotation of the crankshaft 9 that is the output shaft of the engine 1 by the connecting rod 8. When the crankshaft 9 rotates, a signal corresponding to the rotation is output from the crank position sensor 10. Further, when the engine 1 is driven as described above, the engine 1 is cooled by the cooling water, and the temperature of the cooling water is detected by the water temperature sensor 36.
[0050]
In the intake passage 2, a throttle valve 11 that opens and closes to adjust the amount of air sucked into the combustion chamber 3 (intake air amount) is provided at an upstream portion thereof, and the intake passage 2 is disposed downstream of the throttle valve 11. A vacuum sensor 12 for detecting the internal pressure (intake pressure) is provided. The opening degree of the throttle valve 11 (throttle opening degree) is adjusted according to the depression amount (accelerator depression amount) of the accelerator pedal 13 operated by the driver of the automobile. The accelerator depression amount is detected by the accelerator position sensor 14, and the throttle opening is detected by the throttle position sensor 15.
[0051]
In the engine 1, the intake passage 2 and the combustion chamber 3 are connected and cut off by the opening / closing operation of the intake valve 20, and the exhaust passage 7 and the combustion chamber 3 are connected and cut off by the opening / closing operation of the exhaust valve 21. . The intake valve 20 and the exhaust valve 21 are opened and closed in accordance with the rotation of the intake camshaft 22 and the exhaust camshaft 23 to which the rotation of the crankshaft 9 is transmitted. In the vicinity of the intake camshaft 22, a cam position sensor 24 for detecting the rotational position of the shaft 22 is provided.
[0052]
The intake camshaft 22 is provided with a variable valve timing mechanism 25 that changes the valve timing (opening / closing timing) of the intake valve 20 by changing the relative rotation phase of the intake camshaft 22 with respect to the rotation of the crankshaft 9. ing. An advance angle side oil passage 26 and a retard angle side oil passage 27 are connected to the variable valve timing mechanism 25. These oil passages 26 and 27 are connected to the oil pan 31 of the engine 1 through an oil control valve (OCV) 28, a supply passage 29 and a discharge passage 30.
[0053]
The supply passage 29 is provided with an oil pump 32 that is driven as the crankshaft 9 rotates. The OCV 28 is switched by the urging forces of the coil spring 33 and the electromagnetic solenoid 34 acting in opposite directions to connect the supply passage 29 and the discharge passage 30 to the advance side oil passage 26 and the retard side oil passage 27. Change state.
[0054]
That is, when the electromagnetic solenoid 34 is demagnetized, the OCV 28 communicates the retard angle side oil passage 27 and the supply passage 29 and communicates the advance angle side oil passage 26 and the discharge passage 30. In this case, the oil (operating oil) in the oil pan 31 is sent out to the retard side oil passage 27 by the oil pump 32, and the oil (operating oil) in the advance side oil passage 26 enters the oil pan 31. Returned. At this time, oil is supplied to the variable valve timing mechanism 25 through the retard side oil passage 27. As a result, the variable valve timing mechanism 25 is operated by hydraulic pressure so as to retard the relative rotation phase of the intake camshaft 22 with respect to the crankshaft 9. As a result, the valve timing of the intake valve 20 changes to the retard side.
[0055]
When the electromagnetic solenoid 34 is excited, the retard angle side oil passage 27 and the discharge passage 30 communicate with each other, and the advance angle side oil passage 26 and the supply passage 29 communicate with each other. In this case, the oil in the oil pan 31 is sent out to the advance side oil passage 26 by the oil pump 32 and the oil in the retard side oil passage 27 is returned to the oil pan 31. At this time, oil is supplied to the variable valve timing mechanism 25 through the advance side oil passage 26. Thus, the variable valve timing mechanism 25 is operated by hydraulic pressure so as to advance the relative rotational phase of the intake camshaft 22 with respect to the crankshaft 9. As a result, the valve timing of the intake valve 20 changes to the advance side.
[0056]
Next, the electrical configuration of the engine control apparatus of this embodiment will be described.
This control device is provided with an electronic control device 35 mounted on the automobile to control the operation of the engine 1.
[0057]
The electronic control unit 35 drives and controls the igniter 5a, the fuel injection valve 4, the OCV 28, and the like. The electronic control unit 35 receives detection signals from various sensors such as the crank position sensor 10, the vacuum sensor 12, the accelerator position sensor 14, the throttle position sensor 15, the cam position sensor 24, and the water temperature sensor 36. Further, the electronic control unit 35 is a RAM that is a memory that temporarily stores data input from the various sensors, and a backup that is a non-volatile memory that stores data to be saved when the engine 1 is stopped. RAM etc. are provided.
[0058]
Based on detection signals from the crank position sensor 10, the throttle position sensor 15, the vacuum sensor 12, and the accelerator position sensor 14, the electronic control unit 35 determines the engine speed NE, the intake pressure PM, the accelerator depression amount ACCP, and the throttle opening TA. Ask for. Then, the electronic control unit 35 sets the load factor KL, which is a value indicating the current load ratio with respect to the maximum engine load, to the engine speed NE, the throttle opening degree TA, the accelerator depression amount ACCP, the intake pressure PM, and the like of the engine 1. It is calculated based on parameters related to the intake air amount.
[0059]
The electronic control unit 35 performs various operation controls of the engine 1 such as ignition timing control, fuel injection amount control, and valve timing control of the intake valve 20 in accordance with the operation state of the engine 1 such as the engine rotation speed NE and the load factor KL. Execute.
[0060]
Next, a procedure for suppressing the generation of black smoke when the engine 1 is in an engine state in which black smoke is contained in the exhaust gas, such as when the engine 1 is started at a low temperature, will be described with reference to FIG.
FIG. 2 shows black smoke suppression that controls the valve timing of the intake valve 20 to adjust the amount of exhaust gas (internal EGR amount) contained in the gas in the combustion chamber 3 during fuel combustion, thereby suppressing the generation of black smoke. It is a flowchart which shows a routine. This black smoke suppression routine is periodically executed through the electronic control unit 35, for example, with an angle interruption for each predetermined crank angle.
[0061]
In the black smoke suppression routine, if the engine 1 has been started (S101: YES), an estimated temperature T that is an estimated value of the temperature of the combustion chamber 3 is calculated (S102).
[0062]
The actual temperature of the combustion chamber 3 increases for each combustion cycle of the engine 1 by an amount corresponding to the amount of fuel consumed in the combustion cycle. This fuel amount is a value corresponding to the command value of the fuel injection amount used when performing the fuel injection amount control of the engine 1, that is, the final fuel injection amount Qfin obtained from the load factor KL, the engine speed NE, and the like.
[0063]
Therefore, in the process of step S102, the temperature rise of the combustion chamber 3 in the current combustion cycle is calculated by multiplying the final fuel injection amount Qfin by the conversion coefficient K, and this value “Qfin · K” is calculated from the previous time. By adding to the estimated temperature T calculated in the process of S102, the current estimated temperature T is calculated. Note that the conversion coefficient K is used to convert the amount of fuel consumed (combusted) in one combustion cycle of the engine 1 (final fuel injection amount Qfin) into a unit of temperature increase of the combustion chamber 3 due to the combustion. belongs to.
[0064]
When the process of step S102 is first executed after the start of the engine 1, the initial temperature calculated from the cooling water temperature of the engine 1 is adopted as the previous estimated temperature T used for calculating the estimated temperature T. . This initial temperature is calculated so as to increase as the cooling water temperature of the engine 1 obtained from the detection signal of the water temperature sensor 36 increases.
[0065]
After the estimated temperature of the combustion chamber 3 is calculated in this way, it is determined whether or not the estimated temperature T is equal to or less than a predetermined value a2 that is a temperature range in which black smoke may be generated (S103). And if it is affirmation determination, it will be judged that it is the situation which should suppress generation | occurrence | production of black smoke by the exhaust gas contained in the gas in the combustion chamber 3 at the time of fuel combustion, and the advance timing control of the valve timing of the intake valve 20 is executed (S104). In this process, exhaust of the engine 1 contained in the gas in the combustion chamber 3 at the time of fuel combustion is generated by controlling the valve timing of the intake valve 20 to the advance side rather than the most retarded state to cause valve overlap. (Internal EGR amount) is adjusted to the increase side.
[0066]
When the temperature of the combustion chamber 3 is raised by the exhaust, the fuel injected and supplied into the combustion chamber 3 is suppressed from being atomized without being atomized. Furthermore, since the combustion temperature of the fuel is lowered by the exhaust gas existing in the combustion chamber 3 at the time of fuel combustion, the liquid fuel in the combustion chamber 3 is also suppressed from being burned by the combustion heat. In this way, the generation of black smoke due to the burning of the liquid fuel can be suppressed by reducing the combustion temperature when the fuel burns while reducing the liquid fuel in the combustion chamber 3. .
[0067]
On the other hand, if a negative determination is made in step S103, it is determined that the above-described suppression of black smoke generation need not be executed, and normal valve timing control is executed (S105).
[0068]
In the valve timing advance control (S104) and the normal valve timing control (S105) described above, the voltage applied to the electromagnetic solenoid 34 of the OCV 28 is duty controlled based on the duty ratio D calculated and set through the electronic control unit 35. It is realized by. That is, the hydraulic pressure acting on the variable valve timing mechanism 25 is controlled by such duty control, and the valve timing of the intake valve 20 is adjusted by the operation of the mechanism 25 based on this hydraulic pressure control.
[0069]
Here, normal valve timing control and valve timing advance angle control will be individually described in detail.
[Normal valve timing control]
In normal valve timing control, the advance amount of the valve timing of the intake valve 20 is adjusted in accordance with the operating state of the engine 1 such as the load factor KL and the engine speed NE. The advance amount is a value indicating how much the valve timing is advanced with reference to the time when the valve timing is in the most retarded state. In other words, the advance amount is a variable valve timing from the position (reference position) when the valve timing varying mechanism 25 sets the valve timing of the intake valve 20 to the most retarded state to the side that advances the valve timing. This is the operation amount of the mechanism 25.
[0070]
The adjustment of the advance amount of the valve timing in the normal valve timing control is obtained from the detection signal of the cam position sensor 24 with respect to the target advance amount θt set in accordance with the load factor KL and the engine speed NE. This is performed by changing the duty ratio D so that the actual advance angle amount θr approaches.
[0071]
When the duty ratio D is set to “0%”, oil is supplied to the variable valve timing mechanism 25 through the retarded oil passage 27, whereby the valve timing of the intake valve 20 is in the most retarded state. As described above, the variable valve timing mechanism 25 operates so that On the other hand, when the duty ratio D is set to “100%”, the oil is supplied to the valve timing variable mechanism 25 through the advance side oil passage 26, whereby the valve timing of the intake valve 20 is maximized. The variable valve timing mechanism 25 is operated so as to be in the advanced state.
[0072]
Therefore, the duty ratio D in the normal valve timing control is set to a value closer to “0%” when the actual advance angle amount θr is a value closer to the valve timing advance angle than the target advance angle amount θt. When the amount θr is a value on the retard side with respect to the target advance amount θt, it is set to a value closer to “100%”. In this way, by changing the duty ratio D based on the actual advance amount θr and the target advance amount θt, the actual advance amount θr can be brought close to the target advance amount θt, and the valve timing of the intake valve 20 is set to the engine 1. The optimal timing for driving.
[0073]
[Valve timing advance control]
In the valve timing advance control, when the valve timing of the intake valve 20 has never reached the most advanced angle after starting, the duty ratio D is set to “100%”, whereby the valve timing of the intake valve 20 is set. The valve timing variable mechanism 25 is operated so that is in the most advanced angle state. When the valve timing of the intake valve 20 reaches the most advanced angle even once, the duty ratio D is calculated so that the actual advance amount θr approaches the target advance amount θt calculated based on the estimated temperature T. Become.
[0074]
This target advance amount θt is calculated as a smaller value as the estimated temperature T becomes higher, for example. This is because, as the estimated temperature T increases, the fuel injected into the combustion chamber 3 is less atomized and becomes liquid fuel, and the valve timing of the intake valve 20 is adjusted to the advance side. This is because the generation of black smoke can be suppressed without increasing the amount of exhaust (internal EGR amount) present in the combustion chamber 3 during fuel combustion.
[0075]
By the way, in the process of stopping the engine 1, the pressure (hydraulic pressure) of oil normally supplied to the variable valve timing mechanism 25 and the reaction force accompanying the opening / closing drive of the intake valve 20 act on the variable valve timing mechanism 25. The variable mechanism 25 is returned to the side where the valve timing of the intake valve 20 is the most retarded (reference position side).
[0076]
However, if the engine 1 is stopped relatively early after the valve timing advance control is performed when the engine is started, the variable valve timing mechanism 25 may not return to the reference position. This may be because the engine 1 is stopped before the oil is warmed to a low viscosity, or a high viscosity oil is used.
[0077]
When the engine 1 is restarted in a state where the variable valve timing mechanism 25 has not returned to the reference position, fuel injection is started with the valve timing of the intake valve 20 advanced from the most retarded state. The Rukoto. When fuel combustion is performed under such circumstances, the amount of exhaust gas (internal EGR amount) in the gas existing in the combustion chamber 3 during fuel combustion becomes excessively larger than the appropriate value. However, this is insufficient for good fuel combustion. For this reason, the air-fuel ratio of the engine 1 may become excessively rich, leading to poor starting.
[0078]
Therefore, in this embodiment, whether or not the advance amount of the intake valve 20 is larger than the predetermined value a at the start of cold start, that is, the valve timing variable mechanism 25 returns from the position on the internal EGR amount increase side to the vicinity of the reference position. Judge whether it is not in the state. When it is determined that the advance amount of the intake valve 20 is larger than the predetermined value a and the variable valve timing mechanism 25 has not returned to the vicinity of the reference position, the fuel during the start of the engine 1 and immediately after the start is completed. Correct the injection amount to decrease.
[0079]
By correcting the fuel injection amount to decrease in this way, when the above-mentioned oxygen shortage due to the excessive internal EGR amount occurs, the air-fuel ratio of the engine 1 becomes excessively rich and the air-fuel ratio becomes rich. Incurring start-up failure is suppressed.
[0080]
Next, the procedure for setting the start control change flag F1 for determining whether or not the fuel injection amount reduction correction should be performed will be described with reference to the flowchart of FIG. 3 showing the start control change flag setting routine. This start control change flag setting routine is periodically executed through the electronic control unit 35 by, for example, a time interruption at every predetermined time.
[0081]
In the start control change flag setting routine, the current actual advance amount θr is stored in the predetermined area of the backup RAM as the advance amount θoff during engine operation (S201). Therefore, during the period from when the engine 1 is stopped to when the engine is started, the actual advance amount θr at the time of engine stop is stored as the advance amount θoff.
[0082]
Then, when the engine 1 is started (S202: YES), it is determined whether or not the advance amount θoff is larger than a predetermined value a (S203). If the determination is affirmative and it is determined that the variable valve timing mechanism 25 has not yet returned to the vicinity of the reference position, the start control change flag F1 is set to “1 (execute)” (S204). .
[0083]
Thus, when the start control change flag F1 is set to “1 (execution)”, execution of the fuel injection amount reduction correction during the start and immediately after the start is completed is instructed. The start control change flag F1 set to “1 (execution)” is reset to “0 (non-execution)” when the engine 1 is stopped.
[0084]
Next, the calculation procedure of the final fuel injection amount Qfin which is the command value of the fuel injection amount when performing the fuel injection amount control during the start and after the start is completed is shown in FIG. 4 to FIG. This will be described with reference to a flowchart.
[0085]
In the final fuel injection amount calculation routine, if it is determined that the engine 1 is being started (S301 (FIG. 4): YES), the final fuel injection amount Qfin used during engine start is calculated (S303 to S303). S315 (FIGS. 5 and 6)). If it is determined that the engine 1 is in a completed state (S302 (FIG. 4): YES), the final fuel injection amount Qfin used after the completion of engine start is calculated (S316 to S324 (FIG. 7)). ).
[0086]
First, the procedure for calculating the final fuel injection amount Qfin used during engine startup will be described with reference to FIGS.
Here, calculation of the starting injection amount Qst based on the cooling water temperature (S303 (FIG. 5)) and calculation / setting of the correction coefficient K1 used for correcting the reduction in the fuel injection amount during engine start-up described above (S304 to S304). S314 (FIGS. 5 and 6) is sequentially performed. The final fuel injection amount Qfin is calculated from the following equation (1) based on the starting injection amount Qst, the correction coefficient K1, and the other correction coefficient A1 (S315 (FIG. 6)).
[0087]
Qfin = Qst · A1 · K1 (1)
When the final fuel injection amount Qfin is calculated in this way, the fuel injection valve 4 is driven and controlled through the electronic control unit 35 so that the corresponding amount of fuel is injected into the combustion chamber 3.
[0088]
The correction coefficient K1 is determined when the start control change flag F1 is not “1 (execute)” (S304: NO), and it is determined that it is not necessary to execute the fuel injection amount reduction correction during the engine start described above. , “1.0” is set (S311). In this way, when the correction coefficient K1 is set to “1.0”, the fuel injection amount reduction correction during the engine start is not executed.
[0089]
When the start control change flag F1 is “1 (execution)” (S304: YES), it is determined whether or not the number of fuel injections from the start of the engine is equal to or greater than the number of cylinders, that is, fuel in all cylinders after the start of the start. It is determined whether combustion has been performed (S305). If the determination is negative, the correction coefficient K1 is set to “0” as described above (S311). This is because when the fuel is burned for the first time in each cylinder, the amount of internal EGR is almost “0”, so it is unlikely that the air-fuel ratio will become excessively rich due to insufficient oxygen due to an excessive amount of internal EGR. This is because it is not necessary to perform the fuel injection amount reduction correction during engine start-up as described above even if “1”.
[0090]
If an affirmative determination is made in step S305, whether or not the number of fuel injections from the start of the start is equal to the number of cylinders, that is, the next fuel injection after the fuel combustion is performed in all the cylinders. It is determined whether or not (S306). If the determination is affirmative, the initial value K01 of the correction coefficient K1 is calculated based on the advance amount θoff and the piston temperature (S307), and the initial value K01 is set as the correction coefficient K1 (S308).
[0091]
The piston temperature used for the calculation of the initial value K01 is an estimated value of the piston temperature at the start of the start, and the operation execution time in the engine operation immediately before the start is performed, or the integrated intake during the execution of the engine operation It is estimated based on the air amount, the integrated fuel injection amount, and the like. Furthermore, when estimating the piston temperature, if the engine stop time from the previous engine operation to the current engine start is taken into account, the estimation can be performed more accurately.
[0092]
As shown in FIG. 8, the initial value K01 calculated in step S307 corresponds to the change in the piston temperature so that it becomes the minimum when the piston temperature reaches a predetermined value under the condition that the advance angle θoff is constant. Change. Therefore, under the condition that the advance amount θoff is constant, when the piston temperature reaches the predetermined value, the fuel injection amount reduction correction amount during engine startup is maximized. Note that the change of the initial value K01 according to the piston temperature as described above indicates that the higher the piston temperature, the smaller the amount of injected fuel adhering to the inner wall surface of the combustion chamber 3, but the vaporization of the fuel adhering to the inner wall surface. The amount is taken into consideration.
[0093]
Further, the initial value K01 becomes smaller as the advance amount θoff becomes larger under the condition that the piston temperature is constant. This is to prevent the amount of internal EGR from becoming excessive as the advance amount θoff increases, and the shift to the rich side of the air-fuel ratio due to the lack of oxygen from proceeding easily.
[0094]
On the other hand, if a negative determination is made in step S306 and it is determined that the next fuel injection is after the second time after the fuel combustion is performed in all the cylinders, the previous final fuel injection amount Qfin is calculated. A value obtained by adding the predetermined value b to the correction coefficient K1 used in the above is set as a new correction coefficient K1 (S309). Subsequently, the upper limit is guarded with the correction coefficient K1 being “1.0” (S310).
[0095]
After the calculation and setting of the correction coefficient K1 as described above, whether or not a predetermined time has elapsed from the start of the start, that is, whether or not the start has not been completed even after the predetermined time has elapsed from the start of the start. It is determined whether or not (S312 (FIG. 6)). If the determination is affirmative, it is determined that the fuel injection amount reduction correction during engine startup is excessive, and the start control change flag F1 is set to “0 (not executed)” (S313). The correction coefficient K1 is set to “1.0” (S314). By setting the correction coefficient K1 to “1.0” in this way, the fuel injection amount reduction correction during engine startup is stopped, and the startability of the engine 1 is reduced when the reduction correction is excessive. It is suppressed that falls.
[0096]
Next, a procedure for calculating the final fuel injection amount Qfin used after the engine 1 has been started will be described with reference to FIG.
Here, the basic fuel injection amount Qbse is calculated based on the engine speed NE and the load factor KL (S316), and the correction coefficient K2 used for correcting the decrease in the fuel injection amount immediately after completion of the engine start described above is calculated and set. (S317 to S323) are sequentially performed. Then, based on these starting injection quantity Qst, correction coefficient K2, and other correction coefficient A2, the final fuel injection quantity Qfin is calculated from the following equation (2) (S324).
[0097]
Qfin = Qst · A1 · K1 (2)
When the final fuel injection amount Qfin is calculated in this way, the fuel injection valve 4 is driven and controlled through the electronic control unit 35 so that the corresponding amount of fuel is injected into the combustion chamber 3.
[0098]
The correction coefficient K2 is determined that the start control change flag F1 is not “1 (execute)” (S317: NO), and it is not necessary to execute the fuel injection amount decrease correction immediately after the completion of the engine start described above. Sometimes, it is set to “1.0” (S323). Thus, when the correction coefficient K1 is set to “1.0”, the fuel injection amount reduction correction immediately after completion of the engine start is not executed.
[0099]
When the start control change flag F1 is “1 (execution)” (S317: YES), it is determined whether or not the next fuel injection is the first after the start is completed (S318). If the determination is affirmative, an initial value K02 of the correction coefficient K2 is calculated based on the advance amount θoff and the piston temperature (S319), and the initial value K02 is set as the correction coefficient K2 (S320).
[0100]
As shown in FIG. 9, the initial value K02 calculated as described above is a change in the piston temperature so that it becomes a minimum when the piston temperature reaches a predetermined value under the condition that the advance angle θoff is constant. Will change accordingly. Therefore, under the condition that the advance amount θoff is constant, when the piston temperature reaches the predetermined value, the fuel injection amount reduction correction amount during engine startup is maximized. Further, the initial value K02 becomes smaller as the advance amount θoff becomes larger under the condition that the piston temperature is constant.
[0101]
The initial value K02 is changed with respect to the change in the advance angle θoff and the piston temperature as described above, because the initial value K01 is changed with respect to the change in the advance angle amount θoff and the piston temperature as shown in FIG. For the same reason.
[0102]
On the other hand, if a negative determination is made in step S318 and it is determined that the next fuel injection is the second or subsequent time after the start is completed, a predetermined value is set for the correction coefficient K2 used in the calculation of the last fuel injection amount Qfin. A value obtained by adding c is set as a new correction coefficient K2 (S321). Subsequently, the upper limit is guarded with the correction coefficient K1 being “1.0” (S322).
[0103]
Finally, the fuel injection amount decrease correction mode during the start of the engine 1 and immediately after the start is completed will be summarized with reference to the time chart of FIG.
If the variable valve timing mechanism 25 does not return to the reference position at the start of engine start and the internal EGR amount may be excessive, until the first fuel combustion is performed in each cylinder (timing T1) Then, the correction coefficient K1 is set to “1.0”, and normal start-up fuel injection is performed.
[0104]
Then, in the first fuel injection after the first fuel combustion in each cylinder is performed, the correction coefficient K1 is set to the initial value K01, and the fuel injection amount reduction correction during the engine start is started. Since the initial value K01 changes as shown in FIG. 8 in accordance with the advance amount θoff and the piston temperature, the fuel injection amount decrease correction amount at the start is also in accordance with the advance amount θoff and the piston temperature. Will change. After the start of the fuel injection amount reduction correction during the engine start, the correction coefficient K1 is brought closer to the “1.0” side by a predetermined value b every predetermined period, and the fuel injection amount reduction correction amount gradually decreases. Is done.
[0105]
When the fuel injection amount reduction correction during the engine start is performed, when the engine 1 is started, the fuel injection amount reduction correction by the correction coefficient K1 during the engine start is performed, immediately after the engine start is completed. The fuel injection amount decrease correction by the correction coefficient K2 at is performed.
[0106]
That is, the correction coefficient K2 that was “1.0” is set to the initial value K02, and the fuel injection amount reduction correction immediately after the completion of the engine start is started. Since the initial value K02 changes according to the advance amount θoff and the piston temperature as shown in FIG. 9, the fuel injection amount decrease correction amount at the start is also in accordance with the advance amount θoff and the piston temperature. Will change. After the start of the fuel injection amount reduction correction immediately after the completion of the engine start, the correction coefficient K2 is brought closer to the “1.0” side by a predetermined value c every predetermined cycle, and the fuel injection amount reduction correction amount gradually increases. Be reduced.
[0107]
As described above, by performing the fuel injection amount reduction correction during the start of the engine 1 and immediately after the start is completed, the variable valve timing mechanism 25 has not returned to the reference position at the start of the start, and the internal EGR amount is excessive. Even if the accompanying oxygen shortage occurs, the air-fuel ratio is prevented from becoming excessively rich due to the oxygen shortage.
[0108]
Further, when the engine is being started and when the predetermined time has elapsed from the start of the start (timing T2), the fuel injection amount reduction correction during the engine start is excessively performed. The correction coefficient K1 is set to “1.0”. As a result, the fuel injection amount reduction correction during the engine start is stopped, and the deterioration of the engine startability due to the excessive fuel injection amount reduction correction is suppressed. Further, in this case, the correction coefficient K2 is maintained at “1.0” after the engine start is completed. As a result, the fuel injection amount reduction correction immediately after completion of the engine start is also stopped, and wasteful execution of the reduction correction is suppressed.
[0109]
According to the embodiment described in detail above, the following effects can be obtained.
(1) When starting the engine 1, if the variable valve timing mechanism 25 has not returned to the vicinity of the reference position, the internal EGR amount becomes excessively large and oxygen is insufficient to obtain good fuel combustion. The air-fuel ratio of 1 may become excessively rich. However, when starting the engine 1, if it is determined that the advance amount θoff is larger than the predetermined value a and the variable valve timing mechanism 25 has not returned to the vicinity of the reference position, the fuel injection amount reduction correction is performed. Will be executed. By correcting the decrease in the fuel injection amount, it is possible to suppress the start-up failure caused by the air-fuel ratio becoming excessively rich due to the excessive internal EGR amount.
[0110]
(2) The fuel injection amount reduction correction during the engine start is started on the condition that the first fuel combustion is performed in all the cylinders after the start of the engine. Therefore, during the first fuel combustion in which the internal EGR amount is almost “0”, the unnecessary fuel injection amount reduction correction is performed, thereby avoiding a shortage of the fuel injection amount and leading to a start failure. it can.
[0111]
(3) The initial value of the fuel injection amount reduction correction amount (corresponding to the initial values K01 and K02) during the engine start and immediately after the completion of the engine start is made variable so as to increase as the advance amount θoff increases. . Since the internal EGR amount changes in accordance with the advance amount θoff, by making the initial value of the reduction correction amount variable as described above, the reduction correction is made to reduce the richness of the air-fuel ratio due to the excessive internal EGR amount. It becomes possible to carry out appropriately in suppressing.
[0112]
(4) Further, the initial value of the reduction correction amount can be made variable based on the piston temperature. When the piston temperature changes, the amount of fuel adhering to the inner wall surface of the combustion chamber 3 that affects the air-fuel ratio of the engine 1 and the amount of vaporization of the adhering fuel change. Therefore, by making the initial value of the reduction correction amount variable as described above, the reduction correction can be appropriately performed according to the amount of fuel attached to the inner wall surface of the combustion chamber 3 and the amount of vaporization of the attached fuel. it can.
[0113]
(5) The fuel injection amount decrease correction amount during engine start and immediately after completion of engine start is gradually reduced after the correction is started. Accordingly, it is possible to prevent a problem such as torque shock from occurring when the amount of reduction correction suddenly becomes “0”.
[0114]
(6) When the fuel injection amount reduction correction is being performed during engine startup, if it is determined that the start is not completed even after a predetermined time has elapsed since the start of the engine start, the fuel injection amount reduction correction is performed. Stopped. Therefore, even if it is difficult to start the engine 1 due to the fuel injection amount reduction correction during the engine start, it is possible to accurately determine that fact and stop the reduction correction. It can suppress that it falls by the said weight reduction correction | amendment.
[0115]
(7) As described above, when it is determined that the start is not completed even after a predetermined time has elapsed since the start of the start, the fuel injection amount decrease correction immediately after the completion of the engine start is also stopped. It is also possible to suppress wasteful execution of correction.
[0116]
In addition, this embodiment can also be changed as follows.
・ In the fuel injection amount reduction correction during engine start and immediately after completion of engine start, the reduction correction amount is gradually decreased every predetermined time. However, it is also possible to gradually decrease the fuel injection amount every time fuel injection is performed, for example. .
[0117]
Although the initial value of the amount of reduction correction is variable according to both the advance angle θoff and the piston temperature, it may be variable according to only one of them, or may be a fixed value.
[0118]
-Only the fuel injection amount reduction correction during engine startup may be performed.
Although the reduction correction is not performed in the first fuel injection in each cylinder after the engine start is started, the reduction correction may be performed from the first fuel injection in each cylinder instead.
[0119]
When the fuel injection amount reduction correction is being performed during engine startup and when the completion of the start is late, the reduction correction is stopped. However, such reduction correction stop processing is not necessarily performed.
[0120]
(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG.
The present embodiment is different from the first embodiment in that the advance amount used for setting the start control change flag F1 is obtained when the engine 1 is started.
[0121]
FIG. 11 is a flowchart showing a start control change flag setting routine of the present embodiment. In this start control change flag setting routine, after the start is started (S403: YES), it is determined that the engine rotation is stable enough to calculate the actual advance amount θr (S402: YES), the actual advance amount θr is calculated based on the detection signal from the cam position sensor 24 (S403).
[0122]
In addition, after the start of the engine 1, the fuel injection from the fuel injection valve 4 is prohibited (S406) until the engine rotation is stabilized so that the actual advance amount θr can be calculated (S402: NO). ). By prohibiting fuel injection in this way, it is possible to suppress the engine rotation from becoming unstable due to fuel combustion, and to perform stable engine rotation by cranking to complete the calculation of the actual advance amount θr promptly. Will be able to.
[0123]
After the calculation of the actual advance amount θr, it is determined whether the actual advance amount θr is larger than the predetermined value a (S404). If the determination is affirmative, the start control change flag F1 is set to “1 ( Execute) ”. Then, by setting “F1 = 1”, the fuel injection amount reduction correction is performed during the engine start and immediately after the completion of the engine start.
[0124]
Also in this embodiment, the same effects as (1) to (7) described in the first embodiment can be obtained.
(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG.
[0125]
In this embodiment, it is determined whether or not the valve timing variable mechanism 25 has returned to the vicinity of the reference position when the start control change flag F1 is set, and the viscosity of the oil for operating the variable mechanism 25 is determined. This is different from the first embodiment in that it is performed based on whether or not it is high.
[0126]
FIG. 12 is a flowchart showing a start control change flag setting routine of the present embodiment. In this start control change flag setting routine, at the start of start (S501: YES), whether or not the engine operation time t after the valve timing advance control is started in the previous engine operation is less than a predetermined value d. Is determined (S502). Since the oil for operating the variable valve timing mechanism 25 is heated and the viscosity becomes lower as the operation time t becomes longer, it is estimated that the viscosity of the oil is higher when an affirmative determination is made in step S502. can do.
[0127]
If it is estimated that the oil viscosity is high (S502: YES), it is determined that the variable valve timing mechanism 25 has not returned to the vicinity of the reference position, and the start control change flag F1 is set to “1 (execute)”. (S503). By setting “F1 = 1” in this way, the fuel injection amount reduction correction is performed during the engine start and immediately after the completion of the engine start.
[0128]
In the start control change flag setting routine, the processing after step S504 calculates and stores the engine operation time t after the start of the valve timing advance control in the current engine operation to be used at the next engine start. Is to do.
[0129]
In this series of processes, the counter C is incremented every predetermined time during the valve timing advance control (S504, S505). Then, when the engine 1 is stopped (S506: YES), a value obtained by multiplying the count value of the counter C by the conversion coefficient h is stored in a predetermined area of the backup RAM as the engine operating time t (S507). The conversion coefficient h is for converting the count value of the counter C into a unit of time.
[0130]
The engine operation time t stored in this way is used at the next engine start. The counter C is cleared to “0” after the storage of the engine operation time t is completed (S508).
[0131]
In this embodiment, based on the assumption that the oil viscosity is high, it can be determined that the valve timing variable mechanism 25 has not fully returned to the vicinity of the reference position when the engine is started, and is described in the first embodiment ( The same effects as 1) to (7) can be obtained.
[0132]
(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described with reference to FIG.
In this embodiment, when the start control change flag F1 is “1 (execution)”, the variable valve timing mechanism 25 is used as a reference instead of executing the fuel injection amount decrease correction during the engine start and immediately after the engine start is completed. It is intended to be controlled to the position side. By controlling the valve timing variable mechanism 25 in this way, an excessive amount of internal EGR at the start of the engine 1 is suppressed, and the rich air-fuel ratio resulting from it is also suppressed.
[0133]
FIG. 13 is a flowchart showing a start control routine for controlling the valve timing variable mechanism 25 as described above. This start control routine is periodically executed by, for example, a time interruption every predetermined time through the electronic control unit 35.
[0134]
In the start control routine, if the start control change flag F1 is not “1 (execution)” (S601: NO), the valve timing advance control is executed as usual, and as in the first to third embodiments. Normal fuel injection amount control without correction of fuel injection amount reduction is executed (S604, S605).
[0135]
On the other hand, if the start control change flag F1 is “1 (execution)”, it is determined that the valve timing variable mechanism 25 has not fully returned to the vicinity of the reference position when the engine is started, and the actual advance amount θr is once the predetermined value e. The duty ratio D is set to “0%” on the condition that it is not less than (S602, S603).
[0136]
Therefore, when the start control change flag F1 is “1 (execution)”, the duty ratio D is fixed to “0%” until the actual advance angle θr becomes less than the predetermined value e even once, and the valve timing is changed. The variable mechanism 25 is controlled to the reference position side. At this time, normal fuel injection amount control is executed (S605), but excessive internal EGR amount is suppressed by the control of the valve timing variable mechanism 25 toward the reference position, so that the richness of the air-fuel ratio is also suppressed. Is done. Thereafter, when the actual advance amount θr becomes less than the predetermined value e, an affirmative determination is made in step S602 and normal valve timing advance control is executed.
[0137]
According to this embodiment, the following effects can be obtained.
(8) When it is determined that the variable valve timing mechanism 25 has not returned to the vicinity of the reference position when the engine 1 is started, the variable mechanism 25 is controlled to the reference position side. For this reason, the internal EGR amount becomes excessive when the variable mechanism 25 has not returned to the vicinity of the reference position, and the air-fuel ratio becomes excessively rich due to this, thereby suppressing the start failure. it can.
[0138]
(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described with reference to FIG.
In the present embodiment, when the start control change flag F1 is “1 (execution)”, the variable valve timing mechanism 25 is controlled to the reference position side as in the fourth embodiment, and the control is further performed. Is to stop fuel injection. Since the scavenging of the combustion chamber 3 is performed by temporarily stopping the fuel injection in this manner, fuel combustion is not performed in a state where the internal EGR amount is excessive. Therefore, fuel combustion in this state is performed and the air-fuel ratio becomes excessively rich, and it is possible to accurately suppress the start failure of the engine 1.
[0139]
FIG. 14 is a flowchart showing a start control routine for controlling the valve timing variable mechanism 25 as described above and stopping the fuel injection. This start control routine is different from the fourth embodiment only in processes (steps S703 to S706) corresponding to the processes after step S603 in the start control routine (FIG. 13) of the fourth embodiment.
[0140]
In the start control routine of the present embodiment, if the start control change flag F1 is “1 (execution)” (S701: YES), it is determined that the valve timing variable mechanism 25 has not returned to the vicinity of the reference position when the engine is started. The fuel injection is stopped and the duty ratio D is set to “0%” on the condition that the actual advance amount θr has never become less than the predetermined value e (S702 to S704).
[0141]
Thus, by setting the duty ratio D to “0%”, the variable valve timing mechanism 25 is controlled to the reference position side. Thereafter, when the actual advance amount θr becomes less than the predetermined value e, an affirmative determination is made in step S702 and normal fuel injection amount control and valve timing advance control are executed (S705). , S706).
[0142]
According to this embodiment, the following effects can be obtained.
(9) When it is determined that the valve timing variable mechanism 25 has not fully returned to the vicinity of the reference position when the engine 1 is started, the variable mechanism 25 is controlled to the reference position side while the control is being performed. The fuel injection is stopped. By stopping the fuel injection, scavenging in the combustion chamber 3 is performed, and fuel combustion is not performed when the internal EGR amount is excessive. Therefore, it is suppressed that fuel combustion in this state is performed and the air-fuel ratio becomes excessively rich, leading to a start failure of the engine 1.
[0143]
(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described with reference to FIG.
In the present embodiment, when the engine 1 is stopped, the engine 1 is started to stop after the variable valve timing mechanism 25 returns to the vicinity of the reference position. In this way, it is possible to avoid a situation in which the variable valve timing mechanism 25 does not return to the vicinity of the reference position when the engine 1 is started.
[0144]
FIG. 15 is a flowchart showing an engine stop routine for stopping the engine 1 as described above. This engine stop routine is periodically executed through a time interrupt, for example, every predetermined time through the electronic control unit 35.
[0145]
In the engine stop routine, when an engine stop command is issued (S801: YES), the duty ratio D is set to “0%” (S802). As a result, the variable valve timing mechanism 25 is controlled to the reference position side. Then, when the actual advance amount θr becomes less than the predetermined value f (S803: YES) and it is determined that the valve timing variable mechanism 25 has returned to the vicinity of the reference position, the engine 1 is started to stop ( S804).
[0146]
According to this embodiment, the following effects can be obtained.
(10) Since the engine start is not performed in a situation where the variable valve timing mechanism 25 has not returned to the vicinity of the reference position, the air-fuel ratio is increased along with the fuel injection for starting the engine in such a situation. It is possible to prevent the start-up failure from being excessively rich.
[0147]
In addition, this embodiment can also be changed as follows, for example.
The engine 1 may be stopped only when the valve timing advance control is executed. In this case, it can be avoided that it takes more time than necessary to stop the engine 1.
[0148]
The engine 1 is stopped when the actual advance amount θr becomes less than the predetermined value f after the engine 1 stop command. Instead, the variable valve timing mechanism 25 is located near the reference position after the engine 1 stop command. It is also conceivable that the engine operation is continued for a time required to return to the time until the engine 1 is stopped after the time has elapsed.
[0149]
(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described with reference to FIGS.
In the present embodiment, the operation of the variable valve timing mechanism 25 is evaluated at a low temperature start in which the valve timing advance control is performed, and the valve timing advance control is stopped when it is determined that the operation of the mechanism 25 is slow. It is. When it is determined that the operation of the variable valve timing mechanism 25 is slow, if the valve timing advance control is performed, there is a high possibility that the variable mechanism 25 will not return to the vicinity of the reference position in the subsequent engine stop process. However, by canceling the valve timing advance control as described above, such a situation is prevented from occurring.
[0150]
FIG. 16 is a flowchart showing the black smoke suppression routine of the present embodiment. In the black smoke suppression routine, steps S904 and S907 are added to the first embodiment (FIG. 2).
[0151]
That is, after starting, the estimated temperature T of the combustion chamber 3 is calculated (S901, S902), and when it is determined that the estimated temperature is not more than the predetermined value a2 and the generation of black smoke should be suppressed (S903). : YES), it is determined whether or not the advance angle control stop flag F2 used for determining whether or not to stop the valve timing advance angle control (S905) is “0 (not canceled)”. If a negative determination is made here, the duty ratio D is set to "0%" (S907), thereby the valve timing variable mechanism 25 is controlled to the reference position side, and the valve timing advance control (S905) is stopped. The Rukoto.
[0152]
If a negative determination is made in step S903 and it is determined that it is not necessary to suppress the suppression of black smoke generation, normal valve timing control is executed (S906).
[0153]
Here, the procedure for setting the advance angle control stop flag F2 will be described with reference to the flowchart of FIG. 17 showing the advance angle control stop flag setting routine. This advance angle control stop flag setting routine is periodically executed through the electronic control unit 35 with a time interruption every predetermined time.
[0154]
In the advance angle control stop flag setting routine, the valve timing advance angle control is started when the engine is started (S1001: YES), and the advance angle control stop flag F2 is “0 (not executed)”. On the condition of being present (S1002: YES), the processing of steps S1003 and S1004 for evaluating the operation of the variable valve timing mechanism 25 is executed.
[0155]
In the processing of steps S1003 and S1004, whether or not the actual advance amount θr when a predetermined time has elapsed from the start of the advance angle control is less than a predetermined value g, that is, the valve timing of the intake valve 20 is advanced. It is determined whether or not the operation of the variable valve timing mechanism 25 is slow. When it is determined that the actual advance amount θr is less than the predetermined value g and the operation of the variable valve timing mechanism 25 is slow, the advance control stop flag F2 is set to “1 (stop)” (S1005). ). Thus, when the advance angle control stop flag F2 is set to “1 (stop)”, the valve timing advance control is stopped in the black smoke suppression routine shown in FIG.
[0156]
In this embodiment, the following effects can be obtained.
(11) If it is determined that the operation is slow as a result of the operation evaluation of the valve timing variable mechanism 25 performed at the time of starting the engine, the valve timing advance control is stopped. For this reason, in the engine stop process, it is possible to suppress the occurrence of a situation where the valve timing variable mechanism 25 does not return to the reference position due to the slow operation. When the above situation occurs, it is possible to suppress the start-up failure caused by the air-fuel ratio becoming excessively rich due to the excessive internal EGR amount at the time of engine start.
[0157]
(12) As a cause of the situation in which the variable valve timing mechanism 25 does not return to the reference position during the engine stop process, it is conceivable that oil having a high viscosity is used as oil for operating the mechanism 25. . Even if such a situation occurs due to such a cause, the occurrence can be suppressed.
[0158]
(Eighth embodiment)
Next, an eighth embodiment of the present invention will be described with reference to FIGS.
In the present embodiment, the oil for operating the valve timing variable mechanism 25 at the time of starting the engine is heated for a predetermined time to reduce the viscosity of the oil. This prevents the situation where the vicinity of the reference position has not been fully returned.
[0159]
FIG. 18 is a schematic diagram showing an installation mode of the heater 37 for heating the oil. The heater 37 is provided in the middle of the supply passage 29 and the discharge passage 30 and heats oil flowing through the passages 29 and 30. The heating of oil by the heater 37 is controlled through the electronic control unit 35.
[0160]
FIG. 19 is a flowchart showing an oil heating routine for heating the oil by the heater 37. This oil heating routine is periodically executed through the electronic control unit 35, for example, with a time interruption every predetermined time.
[0161]
In the oil heating routine, heating of the oil by the heater 37 is started when the engine 1 is started (S1101: YES) (S1102), and when a predetermined time has elapsed from the start of the engine (S1103: YES), the oil by the heater 37 is started. Is stopped (S1104).
[0162]
In this embodiment, the following effects can be obtained.
(13) In the starting process of the engine 1, the oil is heated for a predetermined time to reduce the viscosity. Therefore, when the engine 1 is stopped immediately after the valve timing advance control is started at the low temperature starting, the oil It is possible to suppress the occurrence of a situation in which the variable valve timing mechanism 25 does not return to the reference position during the engine stop process due to the high viscosity. When the above situation occurs, it is possible to suppress the start-up failure caused by the air-fuel ratio becoming excessively rich due to the excessive internal EGR amount at the time of engine start.
[0163]
In addition, this embodiment can also be changed as follows, for example.
-Instead of always heating the oil during the engine starting process, the oil may be heated only when the valve timing advance control is executed. In this case, when the advance angle control is started, heating of the oil by the heater 37 is started, and when the predetermined time elapses after the start or when the actual advance angle amount θr reaches a predetermined value, the heater is heated. It is conceivable to adopt an oil heating mode in which heating of oil by 37 is stopped.
[0164]
Instead of heating the oil during the engine start process, the oil may be heated for a predetermined time during the engine stop process. In this case, the same effect as described above can be obtained.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an overall configuration of an engine to which a control device according to a first embodiment is applied.
FIG. 2 is a flowchart showing a black smoke suppression procedure according to the first embodiment.
FIG. 3 is a flowchart showing a procedure for setting a start control change flag in the first embodiment.
FIG. 4 is a flowchart showing a procedure for calculating a final fuel injection amount.
FIG. 5 is a flowchart showing a procedure for calculating a final fuel injection amount.
FIG. 6 is a flowchart showing a procedure for calculating a final fuel injection amount.
FIG. 7 is a flowchart showing a procedure for calculating a final fuel injection amount.
FIG. 8 is a graph showing changes in the initial value K01 with respect to changes in the advance angle θoff and the piston temperature.
FIG. 9 is a graph showing changes in the initial value K02 with respect to changes in the advance amount θoff and the piston temperature.
FIG. 10 is a time chart showing the transition of initial values K01 and K02 with the passage of time after the start of engine start.
FIG. 11 is a flowchart showing a procedure for setting a start control change flag in the second embodiment.
FIG. 12 is a flowchart showing a procedure for setting a start control change flag in the third embodiment.
FIG. 13 is a flowchart showing a valve timing control and a fuel injection amount control procedure at the time of engine start in the fourth embodiment.
FIG. 14 is a flowchart showing valve timing control and fuel injection amount control procedures at the time of engine start in the fifth embodiment.
FIG. 15 is a flowchart showing an engine stop procedure in the sixth embodiment.
FIG. 16 is a flowchart showing a black smoke suppression procedure in the seventh embodiment.
FIG. 17 is a flowchart showing a procedure for setting an advance angle control stop flag.
FIG. 18 is a schematic diagram illustrating an installation example of a heater.
FIG. 19 is a flowchart showing an oil heating procedure.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Combustion chamber, 4 ... Fuel injection valve, 10 ... Crank position sensor, 11 ... Throttle valve, 12 ... Vacuum sensor, 14 ... Accelerator position sensor, 15 ... Throttle position sensor, 20 ... Intake valve, 21 ... Exhaust valve, 24 ... cam position sensor, 25 ... variable valve timing mechanism, 28 ... oil control valve (OCV), 35 ... electronic control device, 36 ... water temperature sensor, 37 ... heater.

Claims (22)

The present invention is applied to a direct injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in a combustion chamber during fuel combustion. The adjusting means has its operating position changed from a first predetermined position to a second predetermined position. And the second predetermined value on the side of increasing the amount of exhaust gas in the gas from the first predetermined position by oil pressure when the internal combustion engine is started at a low temperature. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that operates to a position side ,
Compensating means for calculating an operating amount that is a difference between the operating position of the adjusting means when the engine is stopped and the first predetermined position, and correcting the fuel injection amount at the time of starting the engine based on the operating amount. A control apparatus for a direct injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in a combustion chamber during fuel combustion. The adjusting means has its operating position changed from a first predetermined position to a second predetermined position. And the second predetermined value on the side of increasing the amount of exhaust gas in the gas from the first predetermined position by oil pressure when the internal combustion engine is started at a low temperature. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that operates to a position side ,
An operating amount that is the difference between the operating position of the adjusting means and the first predetermined position when the engine is stopped is calculated, and the adjusting means has not returned to the vicinity of the first predetermined position based on the operating amount. A control device for a direct injection internal combustion engine, comprising: a correction means for reducing the fuel injection amount at the time of starting the engine when the determination is made. In the control apparatus for a direct injection internal combustion engine according to claim 1 or 2,
The correction means calculates the operating amount when the engine is stopped, and performs the reduction correction based on the operating amount when the engine is subsequently started.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to claim 1 or 2,
The correction means calculates the operation amount at the time of starting the engine, and then performs the reduction correction based on the operation amount.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to any one of claims 1 to 4,
The correction means starts the fuel injection amount reduction correction on the condition that fuel combustion is performed after the start of the internal combustion engine.
A control apparatus for a cylinder injection internal combustion engine. The control apparatus for a direct injection internal combustion engine according to claim 5,
The correction means starts the fuel injection amount reduction correction on condition that the first fuel combustion is performed in all the cylinders of the internal combustion engine after the start of the internal combustion engine.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to any one of claims 1 to 6,
The initial value of the fuel injection amount reduction correction amount is variable based on the operating amount of the adjusting means.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to any one of claims 1 to 7,
The initial value of the fuel injection amount reduction correction amount is variable based on the piston temperature.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to claim 7 or 8,
The fuel injection amount reduction correction amount is gradually decreased from the initial value as time elapses.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to any one of claims 1 to 9,
The correction means stops the decrease correction of the fuel injection amount when the start is not completed even after a predetermined time has elapsed since the start of the internal combustion engine.
A control apparatus for a cylinder injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in a combustion chamber during fuel combustion. The adjusting means has its operating position changed from a first predetermined position to a second predetermined position. And the second predetermined value on the side of increasing the amount of exhaust gas in the gas from the first predetermined position by oil pressure when the internal combustion engine is started at a low temperature. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that operates to a position side,
An operating amount that is a difference between the operating position of the adjusting means and the first predetermined position when the engine is stopped is calculated, and when the operating amount is larger than a predetermined value, the adjusting means is set to the first predetermined position. Provided with control means for controlling on the position side
A control apparatus for a cylinder injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having an adjusting means for adjusting the amount of exhaust gas contained in a combustion chamber during fuel combustion. The adjusting means has its operating position changed from a first predetermined position to a second predetermined position. And the second predetermined value on the side of increasing the amount of exhaust gas in the gas from the first predetermined position by oil pressure when the internal combustion engine is started at a low temperature. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that operates to a position side,
An operating amount that is the difference between the operating position of the adjusting means and the first predetermined position when the engine is stopped is calculated, and the adjusting means has not returned to the vicinity of the first predetermined position based on the operating amount. When the determination is made, a control means is provided for controlling the adjustment means to the first predetermined position side.
A control apparatus for a cylinder injection internal combustion engine. The control apparatus for a direct injection internal combustion engine according to claim 11 or 12,
The control means calculates the operating amount when the engine is stopped, and controls the adjusting means based on the operating amount when the engine is subsequently started.
A control apparatus for a cylinder injection internal combustion engine. The control apparatus for a direct injection internal combustion engine according to claim 11 or 12,
The control means calculates the operating amount when starting the engine, and then controls the adjusting means based on the operating amount.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to any one of claims 11 to 14,
The control means stops the fuel injection until the adjusting means returns to a predetermined operating position on the first predetermined position side when the adjusting means is controlled to the first predetermined position side when the engine is started.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to claim 2 or 12,
The determination that the adjusting means has not returned to the vicinity of the first predetermined position is made based on the fact that the operation amount in the adjusting means is larger than a predetermined value.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to claim 2 or 12,
The determination that the adjusting means has not returned to the vicinity of the first predetermined position is made based on the assumption that the viscosity of the hydraulic oil used for hydraulic control of the adjusting means is high.
A control apparatus for a cylinder injection internal combustion engine. In the control apparatus for a direct injection internal combustion engine according to any one of claims 1 to 17,
The operation amount is calculated under the condition that the operation control of the adjusting means is not performed in the period from the engine stop to the next engine start.
A control apparatus for a cylinder injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having adjusting means for adjusting the amount of exhaust gas contained in the combustion chamber gas during fuel combustion. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that is operated to increase the exhaust amount in the engine,
When the internal combustion engine is started, when the operating amount of the adjusting unit to increase the exhaust amount in the gas from the predetermined position is larger than a predetermined value, the adjusting unit is controlled to the predetermined position side. And when the internal combustion engine is started, when the adjustment means is controlled to the predetermined position side, fuel injection is performed until the adjustment means returns to the predetermined operation position on the predetermined position side. To stop
A control apparatus for a cylinder injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that is operated to increase the exhaust amount in the engine,
When the internal combustion engine is started, when it is determined that the adjusting means has not returned from the side that increases the exhaust amount in the gas to the vicinity of the predetermined position, a control means that controls the adjusting means to the predetermined position side; The control means stops the fuel injection until the adjusting means returns to the predetermined operating position on the predetermined position side when the adjusting means is controlled to the predetermined position side when starting the internal combustion engine.
A control apparatus for a cylinder injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that is operated to increase the exhaust amount in the engine,
When the internal combustion engine is started, when it is determined that the adjustment means has not returned from the side that increases the exhaust amount in the gas to the vicinity of the predetermined position, the correction means that corrects the fuel injection amount from the start of the engine to decrease. And determining that the adjusting means has not returned to the vicinity of the predetermined position is that the operating amount of the adjusting means toward the side of increasing the exhaust amount in the gas from the predetermined position is larger than a predetermined value. Made based on something
A control apparatus for a cylinder injection internal combustion engine. The present invention is applied to a direct injection internal combustion engine having adjusting means for adjusting the amount of exhaust gas contained in the gas in the combustion chamber at the time of fuel combustion. In a control device for a direct injection internal combustion engine that executes exhaust gas increase control that is operated to increase the exhaust amount in the engine,
When the internal combustion engine is started, when it is determined that the adjusting means has not returned from the side that increases the exhaust amount in the gas to the vicinity of the predetermined position, a control means that controls the adjusting means to the predetermined position side; And determining that the adjusting means has not returned to the vicinity of the predetermined position is that the operating amount of the adjusting means toward the side of increasing the exhaust amount in the gas from the predetermined position is larger than a predetermined value. Based on
A control apparatus for a cylinder injection internal combustion engine.

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