JP2006112290A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine employing liquid fuel and gas fuel as the fuel, wherein the air-fuel ratio of exhaust gas is periodically changed from lean to rich and from rich to lean so as to keep a catalyst purifying performance high. <P>SOLUTION: Correction factor (gasoline FAF) for correcting an injection amount of liquid fuel (for example, gasoline) and a correction factor (hydrogen FAF) for correcting an injection amount of gas fuel (for example, hydrogen) are independently prepared. The phase difference (delay time) is set between the correction factors so that a phase of a cylinder air-fuel ratio materialized by injection of the liquid fuel coincides with that materialized by injection of the gas fuel. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for an internal combustion engine that can use both liquid fuel and gaseous fuel.

Conventionally, as described in Patent Document 1, for example, a technique using hydrogen as a fuel for an internal combustion engine together with gasoline is known. Generation of harmful substances such as HC and CO can be reduced by adding hydrogen and reducing the amount of gasoline injection accordingly. Moreover, since hydrogen is excellent in combustibility, adding hydrogen to gasoline can suppress knocking and improve output and fuel consumption.
JP 2004-116398 A Japanese Patent Laid-Open No. 5-44525

  Incidentally, in an internal combustion engine, feedback control of the fuel injection amount is performed based on a change in the output of an oxygen sensor arranged in the exhaust passage. For example, when the oxygen sensor exhibits a so-called Z characteristic in which the output changes suddenly between the rich side and the lean side with respect to the stoichiometric air-fuel ratio with respect to the air-fuel ratio, when the output of the oxygen sensor indicates lean, When the fuel injection amount is increased so that the air-fuel ratio (hereinafter, in-cylinder air-fuel ratio) becomes rich, and the output of the oxygen sensor indicates rich, the fuel injection amount is decreased so that the in-cylinder air-fuel ratio becomes lean. Yes. Thus, by correcting the fuel injection amount in accordance with the change in the output of the oxygen sensor, the air-fuel ratio of the exhaust gas flowing into the three-way catalyst in the exhaust passage changes periodically between lean and rich. The oxygen storage amount of the catalyst is appropriately maintained by the periodic change of the exhaust air-fuel ratio, and the purification capacity of the catalyst is maintained.

  Even in an internal combustion engine that uses hydrogen by adding it to gasoline, air-fuel ratio feedback control based on the output of an oxygen sensor is performed. In this case, both the gasoline injection amount and the hydrogen injection amount are changed according to the change in the output of the oxygen sensor. However, gasoline, which is a liquid fuel, requires an extra process of vaporization before the injected fuel is combusted with respect to hydrogen, which is a gaseous fuel. For example, when both gasoline and hydrogen are injected into an intake port of an internal combustion engine, hydrogen is sucked into the combustion chamber as it is, while a portion of gasoline adheres in a liquid state to the inner wall of the port and the intake valve. For this reason, when the gasoline injection amount and the hydrogen injection amount are changed in the same phase, the change in the amount of gasoline flowing into the combustion chamber is equivalent to the time required for the gasoline adhering to the wall to vaporize. This is later than the change in the amount of inflow into the combustion chamber.

  If there is a discrepancy between the change in the inflow amount of gasoline flowing into the combustion chamber and the change in the inflow amount of hydrogen, the rich period of the in-cylinder air-fuel ratio and the lean inversion timing become ambiguous and the rich period becomes longer than the lean period. Or conversely, it becomes shorter. As a result, the exhaust air-fuel ratio rich and lean reversal periods of the exhaust gas flowing into the catalyst are disturbed, and the oxygen storage amount of the catalyst cannot be maintained properly. That is, the purification capacity of the catalyst may be reduced.

  The present invention has been made in order to solve the above-described problems. While using both liquid fuel and gaseous fuel as fuel, the air-fuel ratio of exhaust gas is periodically changed from lean to rich and from rich to lean. An object of the present invention is to provide a control device for an internal combustion engine that can be changed to maintain a high catalyst purification performance.

In order to achieve the above object, according to a first aspect of the present invention, in an internal combustion engine capable of using both liquid fuel and gaseous fuel, an injection amount of each fuel is determined in accordance with an operating state of the internal combustion engine and provided in an exhaust passage. A control apparatus for an internal combustion engine that corrects an injection amount of each fuel based on a change in output of the obtained oxygen sensor,
Correction coefficient setting means for separately setting a correction coefficient for correcting the injection amount of the liquid fuel and a correction coefficient for correcting the injection amount of the gaseous fuel based on a change in the output of the oxygen sensor;
Injection amount setting means for setting the injection amount of each fuel using each correction coefficient set by the correction coefficient setting means,
The correction coefficient setting means is based on the in-cylinder air-fuel ratio phase realized by the injection of the amount of liquid fuel set by the injection amount setting means and the injection of the gaseous fuel of the amount set by the injection amount setting means. A feature is that the phase difference is set between both correction coefficients so that the phase of the in-cylinder air-fuel ratio to be realized coincides.

  In a second aspect based on the first aspect, both the liquid fuel and the gaseous fuel are injected into the intake port of the internal combustion engine, and the correction coefficient setting means is configured such that the phase of the correction coefficient of the gaseous fuel is the correction coefficient of the liquid fuel. It is characterized in that a phase difference is set between the two correction coefficients so as to be delayed from the phase.

  According to a third invention, in the first or second invention, the correction coefficient setting means fixes the correction coefficient of the gaseous fuel and changes only the correction coefficient of the liquid fuel based on a change in the output of the oxygen sensor. The delay time of the in-cylinder air-fuel ratio phase with respect to the phase of the correction coefficient when measured is fixed, the liquid fuel correction coefficient is fixed, and only the gas fuel correction coefficient is changed based on the change in the output of the oxygen sensor. The delay time of the phase of the in-cylinder air-fuel ratio with respect to the phase of the correction coefficient when measured is measured, and the phase difference between the two correction coefficients is determined based on the difference between the two delay times.

  According to the first invention, when the injection amount of each fuel is corrected based on the change in the output of the oxygen sensor, the in-cylinder air-fuel ratio phase realized by the liquid fuel injection and the gaseous fuel injection are realized. The phase difference is set between the correction factors of each fuel injection amount so that the phase of the in-cylinder air-fuel ratio matches, so that the exhaust gas air-fuel ratio is periodically changed from lean to rich and from rich to lean. The purification performance of the catalyst can be maintained high.

  According to the second aspect of the present invention, liquid fuel requires more time for the change in the fuel injection amount to appear as a change in the in-cylinder inflow amount than the gaseous fuel because of the adhesion to the wall surface. The in-cylinder air-fuel ratio phase realized by liquid fuel injection and the in-cylinder air-fuel ratio phase realized by gas fuel injection by the phase of the coefficient being delayed from the phase of the liquid fuel correction coefficient Can be matched.

  According to the third invention, the delay time until the change in the fuel injection amount appears as the change in the in-cylinder air-fuel ratio is actually measured for each fuel, and the phase difference between the two correction coefficients is determined based on the difference between the two. Therefore, the in-cylinder air-fuel ratio phase realized by liquid fuel injection and the in-cylinder air-fuel ratio phase realized by gaseous fuel injection are not affected by the operating environment and changes over time. Can be matched with certainty.

Embodiment 1 FIG.
Hereinafter, Embodiment 1 of the present invention will be described with reference to FIGS.
FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine to which a control device according to Embodiment 1 of the present invention is applied. The internal combustion engine 2 includes a cylinder block 6 in which a piston 8 is disposed, and a cylinder head 4 assembled to the cylinder block 6. A space from the upper surface of the piston 8 to the cylinder head 4 forms a combustion chamber 10, and an intake port 18 and an exhaust port 20 are formed in the cylinder head 4 so as to communicate with the combustion chamber 10. An intake valve 12 for controlling the communication state between the intake port 18 and the combustion chamber 10 is provided at a connection portion between the intake port 18 and the combustion chamber 10, and an exhaust gas is provided at a connection portion between the exhaust port 20 and the combustion chamber 10. An exhaust valve 14 for controlling the communication state between the port 20 and the combustion chamber 10 is provided. A spark plug 16 is attached to the cylinder head 4 so as to protrude from the top of the combustion chamber 10 into the combustion chamber 10.

  An intake passage 30 for introducing fresh air into the combustion chamber 10 is connected to the intake port 18 of the cylinder head 4. An air cleaner 32 is provided at the upstream end of the intake passage 30, and fresh air is taken into the intake passage 30 via the air cleaner 32. A downstream portion of the intake passage 30 is branched for each cylinder (for each intake port 18), and a surge tank 34 is provided at the branched portion. An electronically controlled throttle valve 36 is disposed upstream of the surge tank 34 in the intake passage 30.

On the other hand, the exhaust port 20 of the cylinder head 4 is connected to an exhaust passage 40 for exhausting combustion gas generated by combustion in the combustion chamber 10 as exhaust gas. The exhaust passage 40 is provided with a three-way catalyst 42 for purifying exhaust gas. An O ₂ sensor (oxygen sensor) 72 for detecting the air-fuel ratio (exhaust air-fuel ratio) of the exhaust gas flowing into the three-way catalyst 42 is disposed upstream of the three-way catalyst 42. The O ₂ sensor 72 is a sensor that exhibits a so-called Z characteristic in which the output suddenly changes between the rich side and the lean side with respect to the exhaust air / fuel ratio with reference to the stoichiometric air / fuel ratio.

  In the vicinity of the intake port 18 of the intake passage 30, two injectors 50 and 60 for injecting fuel are provided for each cylinder. One injector 60 is a gasoline injector, and is an electromagnetic valve that is driven to open and close by energization control and injects gasoline. The gasoline injector 60 is connected to a gasoline tank 62 via a gasoline passage 64. A gasoline pump 66 is disposed in the gasoline passage 64, and the gasoline in the gasoline tank 62 is compressed by the gasoline pump 66 and supplied to the gasoline injector 60. The other injector 50 is a hydrogen injector, which is an electromagnetic valve that is driven to open and close by energization control and injects hydrogen. The hydrogen injector 50 is connected to the hydrogen tank 52 via the hydrogen passage 54. A hydrogen pump 56 is disposed in the hydrogen passage 54, and hydrogen in the hydrogen tank 52 is compressed by the hydrogen pump 56 and supplied to the hydrogen injector 50.

Further, the internal combustion engine 2 is provided with an ECU (Electronic Control Unit) 70 as its control device. Various devices such as the gasoline injector 60, the hydrogen injector 50, the throttle valve 36, and the spark plug 16 are connected to the output side of the ECU 70. Various sensors such as the aforementioned O ₂ sensor 72, a crank angle sensor, a throttle sensor, an accelerator position sensor, and an air flow meter are connected to the input side of the ECU 70. The ECU 70 drives each device according to a predetermined control program based on the output of each sensor.

The ECU 70 performs air-fuel ratio feedback control for changing the in-cylinder air-fuel ratio to the stoichiometric air-fuel ratio as one of the controls of the internal combustion engine 2. In the air-fuel ratio feedback control, during the operation of the internal combustion engine 2, the fuel injection amount from each injector 50, 60 is controlled so that the exhaust air-fuel ratio detected by the O ₂ sensor 72 becomes the target air-fuel ratio.

The amount of gasoline injected from the gasoline injector 60 is determined by the valve opening time TAU1 of the gasoline injector 60. In the air-fuel ratio feedback control, the valve opening time TAU1 is calculated by the following equation (1).
TAU1 = TP1 × (FW1 + FAF1) (1)
In the above equation (1), TP1 is a basic valve opening time, FW1 is a water temperature correction coefficient, and FAF1 is an air-fuel ratio correction coefficient. The water temperature correction coefficient FW1 is set according to the cooling water temperature of the internal combustion engine 2.

Further, the hydrogen injection amount from the hydrogen injector 50 is determined by the valve opening time TAU2 of the hydrogen injector 50. In the air-fuel ratio feedback control, the valve opening time TAU2 is calculated by the following equation (2).
TAU2 = TP2 × (FW2 + FAF2) (2)
In the above equation (2), TP2 is a basic valve opening time, FW2 is a water temperature correction coefficient, and FAF2 is an air-fuel ratio correction coefficient. The water temperature correction coefficient FW2 is set according to the cooling water temperature of the internal combustion engine 2.

The basic valve opening time TP1 of the gasoline injector 60 and the basic valve opening time TP2 of the hydrogen injector 50 are load ratios that each of gasoline and hydrogen share (the load state of the internal combustion engine 2 is expressed numerically, no load) And becomes 100% at full load), respectively, and is calculated by the following equations (3) and (4), respectively.
TP1 = gasoline load factor x k1 (3)
TP2 = hydrogen load factor × k2 (4)
In the above equations (3) and (4), k1 and k2 are coefficients, which are determined from the fuel injection amount per unit valve opening time of each injector, the heat generation amount per unit amount of each fuel, and the like. . These coefficients may be fixed values or variables. However, k2 is preferably a variable determined by the temperature and pressure of hydrogen flowing through the hydrogen passage 54 in consideration of the volume change of hydrogen due to temperature and pressure.

The hydrogen load factor and the gasoline load factor are calculated by the following equations (5) and (6), respectively.
Hydrogen load factor = target load factor x hydrogen addition ratio (5)
Gasoline load factor = target load factor-hydrogen load factor (6)
In the above formulas (5) and (6), the target load factor is the target value of the load factor of the entire internal combustion engine 2, and the target load corresponding to the current accelerator opening (or intake air flow rate) and engine speed. The rate is read from the map. The hydrogen addition ratio is the ratio of the heat generation amount of hydrogen to the total heat generation amount of the entire fuel including gasoline and hydrogen, and the hydrogen addition ratio according to the current accelerator opening and engine speed is read from the map.

As shown in the above formulas (1) and (2), in this embodiment, the air-fuel ratio correction coefficient FAF1 for correcting the valve opening time TAU1 of the gasoline injector 60 and the valve opening time TAU2 of the hydrogen injector 50 are calculated. Air-fuel ratio correction factors FAF2 for correction are prepared separately. The ECU 70 sets both the air-fuel ratio correction coefficients FAF1 and FAF2 separately by executing the FAF calculation routine described below. FIG. 2 is a flowchart showing a FAF calculation routine executed by the ECU 70. This routine is periodically executed at every constant crank angle while the air-fuel ratio feedback control based on the output from the O ₂ sensor 72 is being performed.

  In the first step 100 of the FAF calculation routine, a delay time (hereinafter referred to as hydrogen FAF delay time) of the phase of FAF2 (hereinafter referred to as hydrogen FAF) with respect to the phase of FAF1 (hereinafter referred to as gasoline FAF) is set. Part of the gasoline injected from the gasoline injector 60 adheres to the intake port 18 and the wall surface of the intake valve 12. The amount of fuel adhering to the wall surface requires more time for gasoline than for hydrogen to appear as a change in in-cylinder fuel inflow. However, the phase of the in-cylinder inflow of gasoline and the phase of the in-cylinder inflow of hydrogen can be matched with each other by delaying the phase of the hydrogen FAF relative to the phase of the gasoline FAF. Since the time until the change in the fuel injection amount appears as the change in the in-cylinder fuel inflow amount varies depending on the operation state of the internal combustion engine 2, the hydrogen FAF delay time is also the operation state of the internal combustion engine 2, for example, the engine speed and load. It is necessary to set the value according to. In the present embodiment, the hydrogen FAF delay time corresponding to the current engine speed and load is read from a map using preset engine speed and load as parameters.

In the next step 102, the delay time of the gasoline FAF inversion timing (gasoline FAF inversion delay) with respect to the inversion timing of the output of the O ₂ sensor 72 is calculated. The delay time is a period after reversal does reverse the gasoline FAF of the O ₂ sensor 72, immediately after the output of the O ₂ sensor 72 is inverted from lean to rich, never to return to the lean side to easily re-reversed In addition, immediately after reversing from rich to lean, it is set so that it does not easily re-invert and return to the rich side. This delay time may be a fixed value or a variable according to the operating state of the internal combustion engine 2.

In the next step 104, the delay time of the hydrogen FAF inversion timing (hydrogen FAF inversion delay) with respect to the inversion timing of the output of the O ₂ sensor 72 is calculated by the following equation (7).
Hydrogen FAF inversion delay = Gasoline FAF inversion delay + Hydrogen FAF delay time (7)
That is, the hydrogen FAF is inverted after the gasoline FAF inversion delay elapses after the output of the O ₂ sensor 72 is inverted, and further, after the hydrogen FAF delay time elapses.

  In step 106, the gasoline FAF inversion / integration operation is performed based on the gasoline FAF inversion delay calculated in step 102. In step 108, the hydrogen FAF inversion / integration operation is performed based on the hydrogen FAF inversion delay calculated in step 104. FIG. 3 is a flowchart showing a FAF inversion / integration operation routine executed by the ECU 70. Both gasoline FAF and hydrogen FAF are inverted and integrated by the routine shown in FIG.

In the first step 200 of the FAF inversion / integration operation routine, it is determined based on the output of the O ₂ sensor 72 whether the current air-fuel ratio is rich or lean.

If it is determined in step 200 that the current air-fuel ratio is rich, the process proceeds to step 202. In step 202, it is determined whether or not the FAF inversion timing has come. Specifically, the elapsed period from the time when the output of the O ₂ sensor 72 is inverted from lean to rich is measured, and in the case of gasoline FAF, whether or not the elapsed period has reached the gasoline FAF inversion delay. In the case of hydrogen FAF, it is determined whether or not the elapsed period has reached the hydrogen FAF inversion delay. As a result of the determination in step 202, when the current time is not the reversal timing, the process proceeds to step 204, where it is determined whether or not the current time is before reversal, that is, whether or not the FAF reversal delay period has elapsed since the reversal of the output of the O ₂ sensor 72 Is done.

If the FAF inversion delay period has not yet elapsed from the time when the output of the O ₂ sensor 72 is inverted to the rich side, the process proceeds from step 204 to step 206. In step 206, the FAF is updated in the increasing direction with a small step KI. Eventually, when the FAF inversion delay period elapses and the FAF inversion timing arrives, the routine proceeds from step 202 to step 208. In step 208, FAF is skipped in a decreasing direction in large step RS (RS >> KI) and inverted from a positive value to a negative value. After the inversion timing elapses, the process proceeds from step 204 to step 214. In step 214, the FAF is updated in a decreasing direction with a small step KI.

As the FAF reverses to a negative value and decreases gradually, the in-cylinder air-fuel ratio changes from rich to lean, and the output of the O ₂ sensor 72 also reverses from rich to lean. If it is determined in step 200 that the current air-fuel ratio is lean, the process proceeds to step 210. In step 210, it is determined whether or not the FAF inversion timing has arrived, that is, whether or not the elapsed period from when the output of the O ₂ sensor 72 is inverted to the lean side has reached the FAF inversion delay. As a result of the determination in step 210, when the present time is not the reversal timing, the process proceeds to step 212, and it is determined whether or not the present time is before reversal, that is, whether or not the FAF reversal delay period has elapsed since the reversal of the output of the O ₂ sensor 72 Is done.

If the FAF inversion delay period has not yet elapsed from the time when the output of the O ₂ sensor 72 is inverted to the lean side, the routine proceeds from step 212 to step 214. In step 214, the FAF continues to be updated in a decreasing direction with a small step KI. Eventually, when the FAF inversion delay period elapses and the FAF inversion timing arrives, the routine proceeds from step 210 to step 216. In step 216, FAF is skipped in the increasing direction at large step RS and inverted from a negative value to a positive value. After the inversion timing elapses, the process proceeds from step 212 to step 206, and the FAF is updated in the increasing direction at a small step KI. Thereafter, by repeatedly executing the FAF inversion / integration operation described above, the exhaust air-fuel ratio shows a periodic change centering on the target air-fuel ratio.

By executing the FAF calculation routine and the FAF inversion / integration operation routine described above, the gasoline FAF changes as shown in the chart (A) in FIG. 4, and the hydrogen FAF changes in the chart (B) in FIG. It changes as shown. As can be seen by comparing (A) and (B), the phase of hydrogen FAF is delayed from the phase of gasoline FAF. As a result, as shown in the chart (C) and the chart (D), the phase of gasoline inflow and the phase of hydrogen inflow coincide with each other, and the in-cylinder empty is shown in chart (E). The fuel ratio is clearly reversed from the lean side to the rich side and from the rich side to the lean side. Chart (F) shows the rich / lean determination result determined from the output of the O ₂ sensor 72 when the in-cylinder air-fuel ratio changes as shown in (E). By changing the in-cylinder air-fuel ratio as in (E), the air-fuel ratio of the exhaust gas flowing into the three-way catalyst 42 can be changed periodically from lean to rich and from rich to lean reliably. The purification performance of the original catalyst 42 can be maintained high.

  In the above embodiment, the “correction coefficient setting means” according to the first aspect of the present invention is realized by the ECU 70 executing the routines of FIGS. 2 and 3. Further, the “injection amount setting means” according to the first aspect of the present invention is realized by the ECU 70 executing calculations according to the equations (1) to (6).

Embodiment 2.
Next, a second embodiment of the present invention will be described with reference to FIG.
The control apparatus according to the second embodiment of the present invention can be realized by causing the ECU 70 to execute the FAF calculation routine of FIG. 5 instead of the FAF calculation routine of FIG. 2 in the first embodiment.

In the first embodiment, the hydrogen FAF delay time is read from a map prepared in advance (step 100 of the routine in FIG. 2). In the present embodiment, during the operation of the internal combustion engine 2, each of hydrogen and gasoline is read. The delay time until the change in the fuel injection amount appears as the change in the in-cylinder air-fuel ratio is actually measured, and the hydrogen FAF delay time is obtained from the difference between the delay times. Hereinafter, the FAF calculation routine shown in the flowchart of FIG. 5 will be described. Note that this routine is also periodically executed at regular crank angles while the air-fuel ratio feedback control based on the output from the O ₂ sensor 72 is being performed.

  In the first step 300 of the FAF calculation routine shown in FIG. 5, it is determined whether there is any change in the operating state of the internal combustion engine 2. The presence or absence of a change in the operating state can be determined by comparing the engine speed and load between the previous cycle and the current cycle. If the result of determination is that there is no change in the operating state, the routine proceeds to step 312 where the gasoline FAF inversion / integration operation is executed, and in the next step 314, the hydrogen FAF inversion / integration operation is executed. The FAF inversion / integration operation is performed according to the routine of FIG. 3 as in the first embodiment.

  If the result of determination in step 300 is that the operating state of the internal combustion engine 2 has changed, the determination in step 302 is executed. In step 302, it is determined whether the hydrogen delay time under the current operating state has already been measured. The hydrogen delay time means a delay time until a change in the hydrogen injection amount appears as a change in the cylinder air-fuel ratio. Since the hydrogen delay time has not been measured yet in the first cycle after the operating state has changed, the determination result is No, and the processing from step 316 to step 320 is executed. First, in step 316, the value of gasoline FAF is fixed. The value to be fixed may be a preset value, or may be fixed to the immediately preceding learned value when the value of gasoline FAF is learned. In the next step 318, the hydrogen FAF inversion / integration operation is executed according to the routine of FIG. Hydrogen FAF repeats inversion by inversion and integration operations. In the next step 320, the time from when the hydrogen FAF is inverted until the in-cylinder air-fuel ratio is inverted is counted as a hydrogen delay time.

  By measuring the hydrogen delay time in step 318, the determination result in step 302 in the next cycle is Yes, and then the determination in step 304 is executed. In step 304, it is determined whether or not the gasoline delay time under the current operating state has already been measured. The gasoline delay time means a delay time until a change in the gasoline injection amount appears as a change in the cylinder air-fuel ratio. If the gasoline delay time has not yet been measured, the processing from step 322 to step 326 is executed. First, in step 322, the value of hydrogen FAF is fixed. The value to be fixed may be a preset value, or when the value of hydrogen FAF is learned, it may be fixed to the immediately preceding learned value. In the next step 324, the reversal / integration operation of the gasoline FAF is executed according to the routine of FIG. The gasoline FAF repeats reversal by reversal and integration operations. In the next step 326, the time from when the gasoline FAF is inverted until the in-cylinder air-fuel ratio is inverted is counted as the gasoline delay time.

When both the hydrogen delay time and the gasoline delay time are measured, the process proceeds from step 304 to step 306. In step 306, the gasoline hydrogen delay difference is calculated from the hydrogen delay time and the gasoline delay time by the following equation (8).
Gasoline hydrogen delay difference = Gasoline delay time-Hydrogen delay time (8)

In the next step 308, the gasoline FAF inversion delay is calculated. The gasoline FAF inversion delay may be a fixed value or a variable according to the operating state of the internal combustion engine 2. In the next step 310, the hydrogen FAF inversion delay is calculated by the following equation (9).
Hydrogen FAF reverse delay = Gasoline FAF reverse delay + Gasoline hydrogen delay difference (9)
In step 312, the gasoline FAF inversion / integration operation is performed based on the gasoline FAF inversion delay calculated in step 308. In step 314, the hydrogen FAF inversion / integration operation is performed based on the hydrogen FAF inversion delay calculated in step 310.

  According to the FAF calculation routine described above, the hydrogen delay time and the gasoline delay time are measured every time the operating state of the internal combustion engine 2 changes. A hydrogen delay difference (hydrogen FAF delay time) can be set. The measured hydrogen delay time and gasoline delay time may be stored as learning values for each operating state of the internal combustion engine 2, and the learning values may be used in the next same operating state. Alternatively, the gasoline hydrogen delay difference may be stored as a learning value for each operating state of the internal combustion engine 2.

Others.
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the following modifications may be made.

  In the configuration of FIG. 1, the gasoline injector 60 is arranged in the intake port 18, but the arrangement is not limited to this. That is, the gasoline injector 60 may be incorporated in the cylinder head 4 so that gasoline can be directly injected into the combustion chamber 10. The same applies to the hydrogen injector 50, and a gasoline injector 60 may be incorporated in the cylinder head 4 so that hydrogen can be injected directly into the combustion chamber 10. In addition, when one fuel is injected into the intake port 18 and the other fuel is directly injected into the combustion chamber 10, in addition to the delay time required for the gasoline to vaporize, transportation due to the difference in the fuel injection position. In consideration of the delay time, each air-fuel ratio correction coefficient is set so that the in-cylinder air-fuel ratio phase realized by gasoline injection matches the in-cylinder air-fuel ratio phase realized by hydrogen injection. desirable.

  In the above embodiment, the present invention is applied to an internal combustion engine using gasoline and hydrogen as fuel. However, the present invention is also applicable to an internal combustion engine using other liquid fuel and gaseous fuel. The effect of can be obtained. As the liquid fuel usable in the internal combustion engine to which the present invention is applied, for example, light oil can be used in addition to gasoline. In addition to hydrogen, for example, methane, CNG, gasoline reformed gas (a mixed gas such as CO, hydrogen, and acetylene) can be used as the gaseous fuel.

1 is a diagram showing a schematic configuration of an internal combustion engine to which a control device as Embodiment 1 of the present invention is applied. It is a flowchart shown about the FAF calculation routine performed in Embodiment 1 of this invention. It is a flowchart shown about the FAF inversion and integration operation routine performed in Embodiment 1 of this invention. It is a figure for demonstrating the effect acquired by execution of a FAF calculation routine and a FAF inversion and integration operation routine. It is a flowchart shown about the FAF calculation routine performed in Embodiment 2 of this invention.

Explanation of symbols

2 Internal combustion engine 4 Cylinder head 10 Combustion chamber 12 Intake valve 14 Exhaust valve 18 Intake port 20 Exhaust port 30 Intake passage 40 Exhaust passage 42 Three-way catalyst 50 Hydrogen injector 52 Hydrogen tank 60 Gasoline injector 62 Gasoline tank 70 ECU
72 O ₂ sensor

Claims (3)

In an internal combustion engine that can use both liquid fuel and gaseous fuel, an injection amount of each fuel is determined in accordance with an operating state of the internal combustion engine, and each fuel is changed based on a change in an output of an oxygen sensor provided in an exhaust passage. A control device for an internal combustion engine for correcting an injection amount,
Correction coefficient setting means for separately setting a correction coefficient for correcting the injection amount of the liquid fuel and a correction coefficient for correcting the injection amount of the gaseous fuel based on a change in the output of the oxygen sensor;
Injection amount setting means for setting the injection amount of each fuel using each correction coefficient set by the correction coefficient setting means,
The correction coefficient setting means is based on the in-cylinder air-fuel ratio phase realized by the injection of the amount of liquid fuel set by the injection amount setting means and the injection of the gaseous fuel of the amount set by the injection amount setting means. A control apparatus for an internal combustion engine, characterized in that a phase difference is set between both correction coefficients so that the phase of the in-cylinder air-fuel ratio is realized. Both liquid fuel and gaseous fuel are injected into the intake port of the internal combustion engine,
2. The internal combustion engine according to claim 1, wherein the correction coefficient setting means sets a phase difference between the two correction coefficients so that the phase of the correction coefficient of the gaseous fuel is delayed from the phase of the correction coefficient of the liquid fuel. Control device.   The correction coefficient setting means fixes the correction coefficient of the gas fuel, and changes the phase of the in-cylinder air-fuel ratio with respect to the phase of the correction coefficient when only the correction coefficient of the liquid fuel is changed based on the change in the output of the oxygen sensor. While measuring the delay time, fixing the correction factor of the liquid fuel, and changing only the correction factor of the gaseous fuel based on the change in the output of the oxygen sensor, the phase of the cylinder air-fuel ratio relative to the phase of the correction factor 3. The control apparatus for an internal combustion engine according to claim 1, wherein a delay time is measured and a phase difference between both correction coefficients is determined based on a difference between the two delay times.

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