JP2002339788A - Control device for cylinder injection type internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a cylinder injection type internal combustion engine capable of suitably avoiding or reducing the lack of an actual injection amount to a required injection amount even when the lag correction of an injection start time is executed in compression stroke injection. SOLUTION: In a cylinder injection type internal combustion engine 10 for directly injecting fuel into a cylinder from an injector 14 and for igniting a mixture of the injected fuel and the air by a spark plug 15, the lag correction of the injection start time is executed in addition to the lag correction of the ignition time by knock control in the compression stroke injection. At that time, an ECU 30 increases and corrects pressure of the fuel fed to the injector 14 according to a lag correction amount Idly at the injection start time and thereby eliminates the lack of the actual injection amount caused by the rise of the cylinder internal pressure in injection due to the lag correction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is applied to a direct injection type internal combustion engine in which fuel is directly injected into a cylinder from a fuel injection valve, and a mixture of the injected fuel and air is ignited by a spark plug. It relates to a suitable control device.

[0002]

2. Description of the Related Art As an in-cylinder injection type internal combustion engine as described above, for example, an engine described in Japanese Patent Publication No. 60-52304 is known. Further, among such in-cylinder injection type internal combustion engines, there is also known an engine which performs so-called compression stroke injection in which fuel is injected during a compression stroke of a corresponding cylinder.

On the other hand, in the in-cylinder injection internal combustion engine described in the same publication, the ignition start timing and the ignition timing are corrected in response to a retardation request based on the occurrence of knocking.
As a result, even during the compression stroke injection, fuel injection may be started at a timing that is more retarded than the originally set timing.

[0004]

When the retard correction of the fuel injection start timing at the time of the compression stroke injection is performed, the following problem may occur.

In a cylinder injection type internal combustion engine, fuel injection from a fuel injection valve (injector) into the cylinder must be performed against the cylinder pressure, and fuel having a pressure sufficiently higher than the cylinder pressure is supplied to the injector. By doing so, such in-cylinder injection is allowed.

Further, as shown in FIG. 1, in the compression stroke, as the piston approaches the top dead center (TDC), the cylinder pressure increases. Therefore, if the above-described retard correction is performed during the compression stroke injection, the resistance to the fuel injection from the injector increases because it is necessary to resist the further increased cylinder pressure. That is, if the cylinder pressure increases, the differential pressure between the fuel pressure of the fuel supplied to the injector and the cylinder pressure decreases accordingly, and the fuel injection efficiency (fuel injection amount per unit time) from the injector decreases. Become. FIG. 1
In the example, the differential pressure between the fuel pressure and the in-cylinder pressure is reduced from ΔPa to ΔPb by retarding the injection start timing from time Ta to time Tb.

On the other hand, in such an internal combustion engine, the control of the fuel injection amount per injection is performed based on the adjustment of the injection time of the injector (the time from the start of injection to the end of injection). For this reason, if the cylinder pressure at the start of injection increases due to the above-described retard correction, the amount of fuel actually injected decreases even if the injection time of the injector is the same, and the actual injection amount relative to the required injection amount of fuel is increased. This leads to a shortage of quantity.

The present invention has been made in view of such circumstances, and a purpose thereof is to provide a shortage of the actual injection amount with respect to the required injection amount even when performing the retard correction of the injection start timing during the compression stroke injection. It is an object of the present invention to provide a control device for a direct injection internal combustion engine which can preferably avoid or reduce the above.

[0009]

The means for achieving the above object and the effects thereof will be described below. The invention according to claim 1 is applied to a direct injection internal combustion engine in which fuel is directly injected into a cylinder from a fuel injection valve, and a mixture of the injected fuel and air is ignited by a spark plug. In the control device for a direct injection internal combustion engine, which performs a retard correction of a fuel injection start timing according to a retardation request during a compression stroke injection in which fuel is injected from the fuel injection valve in a compression stroke of the compression stroke, A fuel pressure correction means for increasing and correcting the pressure of the fuel supplied to the fuel injection valve in accordance with the retard correction amount of the injection start timing at the time of injection is provided.

In this configuration, when a retard request is made, for example, by knock control or the like, the fuel injection start timing from the fuel injection valve is retarded in accordance with the request. If such a retardation request is made during the compression stroke injection, the pressure (fuel pressure) of the fuel supplied to the fuel injection valve is increased and corrected according to the retardation correction amount of the injection start timing.

Therefore, even if the cylinder pressure during fuel injection from the fuel injection valve rises with the retard correction of the injection start timing during the compression stroke injection, the fuel pressure is increased in accordance with the rise in the cylinder pressure. . Thus, the actual injection amount can be increased without changing the injection time of the fuel injection valve. Therefore, in the above configuration, even when performing the retard correction of the injection start timing at the time of the compression stroke injection, the shortage of the actual injection amount with respect to the required injection amount can be suitably avoided or reduced.

It is also possible to secure a necessary fuel injection amount by increasing the injection time in accordance with the retard correction. However, in the compression stroke injection, precise cooperation between the fuel injection timing and the ignition timing is required. Therefore, when the injection time is corrected to be increased as described above, the relationship between the injection end timing of the fuel injection valve and the ignition timing of the ignition plug is shifted, which may adversely affect the stability of combustion. In this regard, in the above configuration, the actual injection amount can be increased without changing the injection time of the fuel injection valve. Therefore, the shortage of the actual injection amount can be avoided or reduced, and the stability of combustion can be suitably maintained.

According to a second aspect of the present invention, in the control device for a direct injection type internal combustion engine according to the first aspect, the fuel pressure correcting means sufficiently corrects the increase in the supply fuel pressure during the compression stroke injection. When the fuel injection cannot be performed, the fuel injection valve further includes an injection time correction means for increasing and correcting the injection time of the fuel from the fuel injection valve in accordance with the retard correction amount of the injection start timing.

As described above, if the fuel pressure is increased and corrected in accordance with the retardation correction of the injection start timing, the required fuel injection amount can be secured regardless of the rise in the cylinder pressure during the injection period due to the retardation correction. it can. However, there is an upper limit to the fuel pressure that can be increased due to restrictions on the structure of the fuel supply system and the like, and it may not be possible to secure a desired fuel injection amount only by increasing the fuel pressure.

In this regard, in the above configuration, when the required fuel injection amount cannot be ensured even by the correction of the increase in the fuel pressure, the injection time of the fuel injection valve is corrected to increase in accordance with the amount of retard correction of the injection start timing. For this reason, even when the fuel increase correction reaches its allowable limit and further increase correction becomes impossible, the shortage of the actual injection amount with respect to the required injection amount can be resolved.

In such a case, the injection time of the fuel injection valve is changed. However, the increase in the injection time is performed after the correction of the increase in the fuel pressure is performed to its allowable limit. A decrease in combustion stability due to the deviation can be minimized.

According to a third aspect of the present invention, in the control device for a direct injection internal combustion engine according to the first aspect, the fuel pressure correcting means sufficiently corrects the increase in the supplied fuel pressure during the compression stroke injection. The fuel injection valve further includes an injection time correction means for correcting the fuel injection time from the fuel injection valve in accordance with the shortage of the correction of the increase in the supply fuel pressure when the correction cannot be performed.

With this configuration, if the shortage of the actual injection amount cannot be sufficiently resolved even if the increase in the fuel pressure is corrected to the allowable limit, the injection time of the fuel injection valve is corrected to increase according to the shortage. For this reason, even if the increase in the fuel pressure alone cannot solve the shortage of the actual injection amount, the required fuel injection amount can be secured while appropriately suppressing the decrease in combustion stability.

[0019]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a control device for a direct injection internal combustion engine according to the present invention will be described below with reference to FIGS.
This will be described in detail with reference to FIG.

As shown in FIG. 2, a direct injection internal combustion engine 1
Reference numeral 0 generally includes a combustion chamber 11 provided in a cylinder, an intake passage 12 for sending intake air to the combustion chamber 11, and an exhaust passage 13 for discharging exhaust gas from the combustion chamber 11. Have been. The combustion chamber 11 is provided with an injector 14 for directly injecting fuel into the cylinder, and a spark plug 15 for igniting a mixture of the fuel injected by the fuel and air drawn into the cylinder.

The intake passage 12 is provided with a throttle valve 16 for adjusting the amount of intake air taken into the cylinder through the passage 12. The throttle valve 16 is an electronic control unit (ECU) 3 that controls various controls of the internal combustion engine 10.
It is driven to open and close by an electric motor 17 controlled by 0.

In the internal combustion engine 10, a fuel supply system for supplying high-pressure fuel to the injector 14 includes:
Two fuel pumps, a low pressure fuel pump 20 and a high pressure fuel pump 21, are provided. The low-pressure fuel pump 20 is an electric feed pump that draws fuel from the fuel tank 22 and sends it out to the high-pressure fuel pump 21.

The high-pressure fuel pump 21 includes a cylinder 24,
The plunger 25 includes a plunger 25 that reciprocates in the cylinder 24, and a pressurizing chamber 26 defined by the inner peripheral wall of the cylinder 24 and the tip surface of the plunger 25. The high-pressure fuel pump 21 is provided above a camshaft 19 that is drivingly connected to the crankshaft 18 of the internal combustion engine 10, and the plunger 25 reciprocates by receiving a pressure from a cam 19 a provided on the camshaft 19. Is configured. The high-pressure fuel pump 21 pressurizes the fuel sent from the low-pressure fuel pump 20 into the pressurizing chamber 26 to a high pressure in accordance with the reciprocating operation of the plunger 25, and sends the fuel to a pressure accumulation pipe (delivery pipe) 23. I have. And
The injector 14 connected to the delivery pipe 23
Based on a command signal from the ECU 30, the delivery pipe 23
Is injected into the combustion chamber 11.

The ECU 30 includes an NE sensor 31 for detecting the engine rotational speed NE and a fuel pressure sensor 23a for detecting the pressure (fuel pressure) of the fuel in the delivery pipe 23. Types of output signals are input. Further, a knock sensor 32 for detecting the occurrence of knocking of the engine 10 is provided in the internal combustion engine 10 as such sensors, and an output signal thereof is also input to the ECU 30. And the ECU 30
In accordance with the engine operation status obtained from the output signals of the various sensors, the opening degree control of the throttle valve 16, the fuel injection control of the injector 14, the high-pressure fuel pump 21
Various controls such as control of the fuel pressure supplied to the injector 14 based on the above control are performed. The ECU 30 performs the following compression stroke injection control and knock control through such various controls.

<Details of Compression Stroke Injection Control> ECU 30
Indicates that the internal combustion engine 10 is sufficiently warmed up,
When the predetermined condition such as that the operating region is within a predetermined region set in accordance with the engine rotational speed NE and the required load KL is satisfied, the compression stroke injection is performed.

During the compression stroke injection, fuel is injected from the injector 14 toward the top surface of the target cylinder late in the compression stroke of the cylinder, that is, when the piston is rising toward its top dead center (TDC). The mixture is in the combustion chamber 11
A state unevenly distributed in the inside, that is, a stratified state is formed. Then, the mixture is ignited by the ignition plug 15 at a timing when the mixture of the injected fuel is located near the ignition plug 15. Accordingly, the combustion of the air-fuel mixture is allowed in the entire combustion chamber 11 even if the air-fuel ratio is lower than the flammable concentration. In such a compression stroke injection, precise cooperation between the fuel injection timing and the ignition timing is required.

<Details of Knock Control> Not only in the cylinder injection type internal combustion engine as in the present embodiment, but also in the internal combustion engine, usually, when the compression ratio of the air-fuel mixture in the combustion chamber becomes higher, that is, the piston becomes more deadly The greater the ignition of the air-fuel mixture at the time of rising near the point (TDC), the greater the torque is generated. However, if ignition is performed at a time when the compression ratio is too high, abnormal combustion occurs, causing a problem such as a decrease in durability of the piston or the like or generation of abnormal noise, that is, a so-called knocking phenomenon occurs. Therefore, it is desirable to monitor the state of occurrence of knocking and adjust the ignition timing just before the occurrence of knocking. Thus, in the present embodiment, the ECU 30 performs knock control for adjusting the ignition timing in accordance with the knocking occurrence state of the internal combustion engine 10 detected by the knock sensor 32.

In the internal combustion engine 10, the initial value of the ignition timing set at the time of starting the engine is set to a relatively advanced timing based on the top dead center of the piston. And E
The CU 30 gradually changes the ignition timing to the retard side if the frequency exceeds a predetermined value according to the frequency of knocking during engine operation, and gradually changes to the advance side if the frequency is lower than the predetermined value. I do. As a result, the ignition timing is always held near the knocking occurrence limit timing.

At the time of the compression stroke injection, precise cooperation between the fuel injection timing and the ignition timing is required as described above.
Therefore, the ECU 30 also adjusts the fuel injection start timing from the injector 14 according to the adjustment of the ignition timing according to the knocking occurrence situation. As for the injection start timing, a relatively advanced timing based on the top dead center of the piston is set as an initial value when the engine is started. If the ignition timing is changed to the retard side to maintain the stability of the combustion in accordance with the adjustment of the ignition timing in accordance with the occurrence state of the knocking, the ECU 30 also changes the injection start timing to the retard side. Change to Further, if the ignition timing is changed to the advanced side, the injection start timing is also changed to the advanced side in conjunction therewith. The details of the knock control in the present embodiment have been described above.

<Injection Amount Adjustment Processing According to Injection Start Timing Delay Correction> By the knock control described above,
If the fuel injection start timing is changed during the compression stroke injection, the in-cylinder pressure during fuel injection will change as described above. Therefore, if the injection control is performed as usual, the mismatch between the required fuel injection amount Qfin and the actual injection amount occurs. Therefore, in the present embodiment, the mismatch between the required injection amount Qfin and the actual injection amount is eliminated through the following adaptation processing.

FIG. 3 shows an ECU for such an adaptation process.
30 is a flowchart showing a processing routine of No. 30. This process is periodically executed by the ECU 30 during the operation of the engine.

When the routine proceeds to this routine, the ECU 30
First, in step 100, the retard correction amount Idly is obtained. The retard angle correction amount Idly is a correction amount to the retard side with respect to the current value of the fuel injection start timing changed by the knock control with reference to the initial value set at the time of the engine start.

In the following step 110, the ECU 30
Calculates an increase ΔPcyup in the cylinder pressure during fuel injection accompanying a change in the injection start timing by knock control in accordance with the retard correction amount Idly. Here, the ECU 30
The retard correction amount Idly previously stored in the memory.
The value of the increase ΔPcyup is determined using an arithmetic map showing the correspondence between the increase ΔPcyup and the increase ΔPcyup. These correspondences can be obtained by a test using the actual internal combustion engine 10 or the like.

In the following step 120, a target fuel pressure Pf that is increased and corrected in accordance with the calculated increase in cylinder pressure ΔPcyup is calculated. The target fuel pressure Pf is a control target value of the fuel pressure of the delivery pipe 23 used for fuel injection of the injector 14. Here, the basic fuel pressure Pfba
The value obtained by adding the above-mentioned increase ΔPcyup to the second fuel pressure is set as the target fuel pressure Pf (Pf ← Pfbase +
ΔPcyup). The basic fuel pressure Pfbase is the required injection amount Qf when the injection start timing is set to the initial value.
The value is set as a fuel pressure that can ensure the actual injection amount in accordance with “in”.

By setting the target fuel pressure Pf in this manner, the differential pressure between the fuel pressure supplied to the injector 14 and the cylinder internal pressure during the injection period can be kept constant regardless of the change in the injection start timing due to knock control. Therefore, the delivery pipe 23
To the target fuel pressure Pf set by the above processing.
Then, the actual injection amount can be made to match the required injection amount Qfin regardless of the change in the injection start timing while keeping the injection time TAU of the injector 14 as it is.

As described above, in the present embodiment, the fuel pressure supplied to the injector 14 during the compression stroke injection is determined in accordance with the retard correction amount Idly of the injection start timing based on the initial value set at the time of starting the engine. Increase correction.

By the way, there is an upper limit (permissible maximum fuel pressure Pfmx) of the fuel pressure of the delivery pipe 23 that can be set due to structural restrictions and the like, and the increase correction of the fuel pressure is also limited to the allowable maximum fuel pressure Pfmx. . Therefore, if the calculated target fuel pressure Pf exceeds the allowable maximum fuel pressure Pfmx, the actual fuel injection amount will not be less than the required injection amount Qfin even if the increase correction of the fuel pressure is applied to the maximum.

Therefore, in the present embodiment, when the calculated target fuel pressure Pf becomes an unsettable value exceeding the allowable maximum fuel pressure Pfmx (S130: YES), step 1 is executed.
By further performing the processing after step 40, the fuel injection time is increased and corrected to compensate for the shortage of the actual injection amount with respect to the required injection amount Qfin. Of course, the calculated target fuel pressure P
If f can be set (S130: NO), the ECU 3
0 indicates that the processing of this routine is temporarily terminated and the delivery pipe 2
The high pressure fuel pump 21 is controlled so that the fuel pressure of No. 3 becomes the calculated target fuel pressure Pf.

When the target fuel pressure Pf becomes a value that cannot be set, the ECU 30 sets the target fuel pressure Pf to an allowable maximum fuel pressure Pfmx which is an upper limit that can be actually set in step 140. In the subsequent step 150, the shortage Pfsh of the fuel pressure increase correction is calculated (Pfsh).
sh ← Pf-Pfmx).

In step 160, the fuel injection time TAU is increased and corrected in accordance with the shortage Pfsh. The correction of the increase in the injection time TAU is performed so as to compensate for the shortage of the actual injection amount to the required injection amount Qfin, which cannot be achieved only by the correction of the fuel pressure. Through the above processing, the ECU 30 corrects the injection time TAU to increase in accordance with the insufficient amount Pfsh of the fuel pressure increase correction, and then temporarily ends the processing of this routine. In this case, the high pressure fuel pump 21 is controlled so that the fuel pressure of the delivery pipe 23 becomes the allowable maximum fuel pressure Pfmx, and the injector 14 is further controlled in accordance with the injection time TAU that has been further corrected.

FIG. 4 shows an example of a control mode of the internal combustion engine 10 by the above-described adaptation processing. In FIG.
From time T1 to time T3, the ignition timing and the injection start timing based on the knock control are gradually retarded. In the entire period shown in FIG. 4, the required injection amount Qfi
n is constant.

When the delay correction of the injection start timing is started from the time T1, the cylinder pressure at the start of the injection increases accordingly. Here, in the present embodiment, the target fuel pressure Pf is corrected to increase in accordance with such an increase in the cylinder internal pressure. Thus, irrespective of the rise in the cylinder pressure, the fuel pressure of the delivery pipe 23, that is, the differential pressure between the fuel pressure supplied to the injector 14 and the cylinder pressure is kept constant, and the actual injection amount is kept while the injection time TAU is kept. To avoid the decline.

Thereafter, at time T2, when the target fuel pressure Pf reaches the maximum permissible fuel pressure Pfmx, and further correction of the increase in the fuel pressure becomes impossible, the target fuel pressure Pf is thereafter maintained at the permissible maximum fuel pressure Pfmx. After the time T2, the actual injection amount is changed to the required injection amount Q without changing the injection time TAU.
The injection time TAU is increased and corrected in accordance with the shortage Pfsh of the target fuel pressure Pf with respect to the fuel pressure required to obtain fin. Insufficiency of the actual injection amount with respect to the required injection amount Qfin is avoided by both the increase correction of the fuel pressure to the allowable maximum fuel pressure Pfmx and the increase correction of the injection time TAU.

According to the embodiment described above, the following effects can be obtained. (1) In the present embodiment, during the compression stroke injection, the retardation correction amount I of the injection start timing according to the retardation request of the knock control
The fuel pressure supplied to the injector 14 is increased and corrected in accordance with dly. Thus, regardless of the retardation correction of the injection start timing during the compression stroke injection, the fuel injection with the required injection amount Qfin can be suitably performed within the allowable range of the fuel pressure increase correction. Further, within the allowable range of the fuel pressure increase correction, the required injection amount Qfin can be ensured without changing the injection time TAU of the injector 14. For this reason, even in the compression stroke injection that requires close cooperation between the fuel injection timing and the ignition timing, the stability of combustion can be easily and accurately maintained.

(2) In the present embodiment, when the fuel pressure increase correction cannot be sufficiently performed, the fuel injection time TAU from the injector 14 is determined according to the insufficient fuel pressure increase correction.
Is increased and corrected. Therefore, even if the shortage of the actual injection amount cannot be resolved only by the correction of the increase in the fuel pressure, the required injection amount Qfin can be secured while appropriately suppressing the decrease in the combustion stability.

The embodiment described above may be modified as follows. In the above embodiment, when the shortage of the actual injection amount due to the fuel pressure increase correction is insufficiently solved, the shortage Pfsh of the fuel pressure increase correction is once obtained, and then the injection time TAU is increased according to the shortage Pfsh. Correction has been performed. The determination of the necessity of the increase correction of the injection time TAU or the calculation of the necessary increase correction amount of the injection time TAU is performed by the above-mentioned shortage Pfs.
The h can be obtained directly from the retard correction amount Idly of the injection start timing without obtaining h.

The details of the processing in the routine shown in FIG. 3 may be arbitrarily and appropriately changed. In short, (a) the process of increasing the fuel pressure supplied to the injector 14 in accordance with the retardation correction amount of the injection start timing based on the retardation request during the compression stroke injection, and (b) the increase correction of the supplied fuel pressure. If the injection time TAU of the injector 14 is increased and corrected in accordance with the shortage of the correction for increasing the supply fuel pressure when the fuel injection cannot be sufficiently performed, the retard correction can be performed while suitably maintaining the stability of combustion. Shortage of the actual injection amount due to the above can be solved.

The fuel pressure and the injection time TAU in the above embodiment
The retardation correction, which is the target of the increase correction, is not limited to the retardation request of the knock control, and can be applied to any control. In short, when the retard correction of the injection start timing is performed during the compression stroke injection, if such an increase correction is performed,
A decrease in the actual injection amount with respect to the required injection amount Qfin can be avoided.

In the above embodiment, the required injection amount Qfin
When the shortage of the actual injection amount with respect to the above cannot be solved only by the correction of the fuel pressure, the increase of the injection time TAU of the injector 14 is corrected. However, the correction of the increase of the injection time TAU does not have to be performed. For example, even when the retard correction at the time of the compression stroke injection is performed up to its limit, if the fuel pressure of the delivery pipe 23 necessary for resolving the shortage of the actual injection amount is equal to or less than the allowable maximum fuel pressure Pfmx, the injection time TAU increases. No correction is necessary in the first place. Further, even when the shortage of the actual injection amount cannot be completely eliminated only by the correction of the increase in the fuel pressure, the shortage of the actual injection amount can be reduced while maintaining the stability of combustion.

The direct injection type internal combustion engine which directly injects fuel into the cylinder from the fuel injection valve and ignites a mixture of the injected fuel and air with a spark plug is exemplified in the above embodiment. The present invention can be arbitrarily applied without being limited to the internal combustion engine described above.

[Brief description of the drawings]

FIG. 1 is a graph showing changes in cylinder pressure.

FIG. 2 is a schematic diagram showing the overall structure of an embodiment of the present invention.

FIG. 3 is a flowchart of an injection amount adaptation process of the embodiment.

FIG. 4 is a time chart showing a control example of the embodiment.

[Explanation of symbols]

Reference Signs List 10: in-cylinder injection internal combustion engine, 11: combustion chamber, 12: intake passage, 13: exhaust passage, 14: injector (fuel injection valve), 15: spark plug, 16: throttle valve, 1
8 ... Crankshaft, 19 ... Camshaft, 19a ...
(For driving high-pressure fuel pump) cam, 20 ... low-pressure fuel pump, 21 ... high-pressure fuel pump, 22 ... fuel tank, 23 ...
Delivery pipe, 23a: fuel pressure sensor, 30: electronic control unit (ECU: fuel pressure correction means, injection time correction means), 3
1 ... NE sensor, 32 ... knock sensor.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G301 HA04 HA16 JA00 JA02 JA03 JA22 KA06 KA23 LA00 LB04 LB06 MA11 MA18 MA20 MA28 NB14 NC01 NE12 PA17Z PB08A PB08Z PC08Z PE01Z PF03Z

Claims (3)

[Claims] The present invention is applied to an in-cylinder injection type internal combustion engine in which fuel is directly injected into a cylinder from a fuel injection valve, and a mixture of the injected fuel and air is ignited by a spark plug. In a control device for an in-cylinder injection type internal combustion engine for performing a retard correction of a fuel injection start timing according to a retardation request during a compression stroke injection for performing fuel injection from the fuel injection valve, the injection may be performed during the compression stroke injection. A control apparatus for a direct injection internal combustion engine, comprising: fuel pressure correction means for increasing and increasing the pressure of fuel supplied to the fuel injection valve in accordance with a retard correction amount of a start timing. 2. The control apparatus for a direct injection internal combustion engine according to claim 1, wherein the injection start is started when the increase in the supply fuel pressure by the fuel pressure correction means cannot be sufficiently performed during the compression stroke injection. A control device for a direct injection internal combustion engine, further comprising an injection time correcting means for increasing and correcting the injection time of the fuel from the fuel injection valve in accordance with a timing retard correction amount. 3. The control device for a direct injection internal combustion engine according to claim 1, wherein, when the increase in the supply fuel pressure cannot be sufficiently corrected by the fuel pressure correction means during the compression stroke injection, the supply fuel is supplied. A control device for a direct injection internal combustion engine, further comprising an injection time correcting means for increasing and correcting the injection time of the fuel from the fuel injection valve in accordance with the shortage of the correction of the pressure increase.