JP2007032322A - Controller of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize good control characteristics even in the abrupt change of a target fuel pressure in the high-pressure fuel pump of a direct-injection engine. <P>SOLUTION: An engine ECU performs a program including a step (S210) of prohibiting the calculation of an integration item Qi when it detect the abrupt change of a target fuel pressure P (O) (YES in S200), a step (S230) of detecting an actual fuel pressure (S220) and calculating a fuel pressure difference ΔP by deducting an actual fuel pressure from a target fuel pressure P(O), and a step (S250) of allowing the calculation of the integration item Qi when the fuel pressure difference ΔP becomes less than a threshold (YES in S240). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine provided with a fuel injection means (in-cylinder injector) for injecting fuel at a high pressure toward the inside of the cylinder, or a fuel injection means for injecting fuel toward the intake passage in addition to the fuel injection means. The present invention relates to a control device for an internal combustion engine including an (intake passage injection injector), and more particularly to a technique for controlling a fuel system of the internal combustion engine.

  A first fuel injection valve (in-cylinder injector) for injecting fuel into a combustion chamber of a gasoline engine, and a second fuel injection valve (injector for injector injection) for injecting fuel into an intake passage And an engine that injects fuel between the in-cylinder injector and the intake manifold injector in accordance with the engine speed and the load on the internal combustion engine. Further, a direct engine including only a fuel injection valve (in-cylinder injector) for injecting fuel into a combustion chamber of a gasoline engine is also known. In a high-pressure fuel system including an in-cylinder injector, fuel whose fuel pressure has been increased by a high-pressure fuel pump is supplied to the in-cylinder injector via a delivery pipe, and the in-cylinder injector is connected to each cylinder of the internal combustion engine. High pressure fuel is injected into the combustion chamber.

  A diesel engine having a common rail fuel injection system is also known. In this common rail fuel injection system, fuel whose fuel pressure has been increased by a high pressure fuel pump is stored in a common rail, and high pressure fuel is injected from the common rail into the combustion chamber of each cylinder of a diesel engine by opening and closing an electromagnetic valve.

  In order to generate such a high-pressure fuel, a high-pressure fuel pump that drives a cylinder by a cam provided on a drive shaft connected to a crankshaft of an internal combustion engine is used. The high-pressure fuel pump includes a pump plunger that reciprocates in the cylinder by the rotation of the cam, and a pressurizing chamber that includes the cylinder and the pump plunger. The pressurizing chamber has a pump supply pipe communicating with a feed pump for sending fuel from the fuel tank, a return pipe for letting fuel out of the pressurizing chamber and returning it to the fuel tank, and fuel in the pressurizing chamber to the in-cylinder injector. Each is connected to a high-pressure delivery pipe that feeds pressure. Further, the high-pressure fuel pump is provided with an electromagnetic spill valve that opens and closes between the pump supply pipe and the return pipe and the pressurizing chamber.

  When the electromagnetic spill valve is open and the pump plunger moves in the direction of increasing the volume of the pressurizing chamber, that is, when the high-pressure fuel pump is in the suction stroke, fuel is supplied from the pump supply pipe into the pressurizing chamber. Inhaled. When the pump plunger moves in the direction of decreasing the volume of the pressurizing chamber, that is, when the high-pressure fuel pump is in the pumping stroke, if the electromagnetic spill valve is closed, the pump supply pipe, the return pipe, and the pressurizing chamber The gap is cut off, and the fuel in the pressurized chamber is pumped to the in-cylinder injector via the high-pressure delivery pipe.

  In such a high-pressure fuel pump, the fuel is pumped toward the in-cylinder injector only during the closing period of the electromagnetic spill valve during the pumping stroke. The fuel pumping amount is adjusted (by adjusting the closing period of the electromagnetic spill valve). In other words, the fuel pumping amount increases by increasing the closing period by increasing the closing timing of the electromagnetic spill valve, and the fuel pumping amount by shortening the closing period by delaying the closing period of the electromagnetic spill valve. Less.

  Thus, the internal combustion engine that injects fuel directly into the combustion chamber by pressurizing the fuel delivered from the feed pump with the high-pressure fuel pump and pumping the pressurized fuel toward the in-cylinder injector. Even in this case, the fuel injection can be performed accurately.

  When the electromagnetic spill valve is closed in the pressure-feeding stroke of the high-pressure fuel pump, the volume of the pressurizing chamber is in the process of decreasing, so that the fuel tends to flow not only to the high-pressure delivery pipe but also to the return pipe. When the electromagnetic spill valve is closed in this state, the force by the fuel that is going to flow as described above is urged to the valve closing operation, and the impact force when the electromagnetic spill valve is closed increases. As the impact increases, the operation sound of the electromagnetic spill valve (the sound of closing the valve) increases, and the operation sound of the electromagnetic spill valve is continuously generated every time the electromagnetic spill valve is closed.

  Japanese Patent Laying-Open No. 2001-41088 (Patent Document 1) discloses a fuel pump control device capable of reducing continuous operating noise generated each time an electromagnetic spill valve is closed. The control device disclosed in this publication changes the volume of the pressurizing chamber based on the relative movement of the cylinder and the pump plunger due to the rotation of the cam and sucks fuel into the pressurizing chamber and uses the fuel as the fuel for the internal combustion engine. A fuel pump that pumps the fuel toward the injection valve; and a spill valve that opens and closes between the spill passage for allowing the fuel to flow out of the pressurizing chamber and the pressurizing chamber, and controls the spill valve by controlling a valve closing period. A control device for a fuel pump that adjusts a fuel pumping amount from a pump to a fuel injection valve, and controls a spill valve based on an operating state of an internal combustion engine, thereby adjusting the number of times of fuel pumping of the fuel pump during a predetermined period. And a control means for changing the number of fuel injections of the fuel injection valve per fuel pressure feed, and for reducing the number of fuel injections per time of fuel pressure feed when the engine is under a low load.

According to this fuel pump control device, the number of fuel injections per fuel pumping is reduced when the engine is under low load, where the continuous operating noise of the electromagnetic spill valve is relatively large. Less. Therefore, the valve closing start timing of the electromagnetic spill valve can be set closer to the top dead center. The cam speed indicating the relative movement amount of the pump plunger and the cylinder becomes smaller as it goes to the top dead center. Thereby, the cam speed at the time of closing of the electromagnetic spill valve can be reduced, and the closing sound of the electromagnetic spill valve can be further reduced. As described above, by reducing the sound of the electromagnetic spill valve closing, it is possible to reduce the continuous operation noise generated each time the electromagnetic spill valve is closed.
JP 2001-41088 A

  In Patent Document 1 described above, the electromagnetic spill valve (the closing timing thereof) is controlled by the duty ratio. The control unit calculates a duty ratio DT for controlling the closing timing of the electromagnetic spill valve. This duty ratio DT is a ratio of the cam angle θ (θ / 0) at which the electromagnetic spill valve is closed between a certain cam angle in the cam, for example, the cam angle θ (0) corresponding to the pressure feed stroke of the high-pressure fuel pump. θ (0)). Using this duty ratio, the control unit executes control to close the electromagnetic spill valve.

  However, since control was performed using such a ratio, it was not possible to sufficiently respond to changes in fuel pressure and engine speed, and good control characteristics could not be exhibited.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for an internal combustion engine that can realize good control characteristics in a high-pressure fuel pump for the internal combustion engine. . In particular, it is an object of the present invention to provide a control device for an internal combustion engine that can realize good control characteristics when the target pressure of high-pressure fuel changes abruptly.

  A control device according to a first invention controls an internal combustion engine including an engine-driven high-pressure fuel pump that supplies high-pressure fuel from a fuel tank to fuel injection means. The high-pressure fuel pump is driven by a cam of the internal combustion engine, and a desired discharge amount of high-pressure fuel is discharged by closing the on-off valve on the inlet side of the high-pressure fuel pump at a desired timing based on the angle of the shaft that drives the cam. This control device feeds back a high-pressure fuel pump so that the detected pressure of the high-pressure fuel becomes a target pressure, a means for detecting the rotational speed of the internal combustion engine, a means for detecting the pressure of the high-pressure fuel. Control means for controlling. The control means includes a means for calculating a deviation between the detected pressure of the high pressure fuel and the target pressure, a means for calculating a feedback operation amount based on the deviation, and a high pressure fuel based on the feedback operation amount. Calculating means for calculating the required discharge amount of the pump, means for calculating the angle of the shaft that satisfies the required discharge amount in consideration of the rotational speed of the internal combustion engine and the detected pressure of the high-pressure fuel; Means for controlling the on-off valve to close when the calculated shaft angle is reached. The control device further includes means for detecting a sudden change in the target pressure, and holding means for holding the feedback control parameter so as not to be changed when the sudden change is detected.

  According to the first invention, instead of controlling the timing for closing the on-off valve (electromagnetic spill valve) indirectly via the duty ratio as in the prior art, the required discharge amount is set based on the required discharge amount of the high-pressure fuel pump. The angle of a satisfied crankshaft or camshaft (hereinafter, the shaft is described as being representative of the crankshaft) is calculated, and the valve is controlled to close when the crankshaft angle is reached directly. . When calculating the crankshaft angle that satisfies the required discharge amount based on the required discharge amount of the high-pressure fuel pump, the rotational speed of the internal combustion engine and the pressure of the high-pressure fuel are taken into consideration. As a result, even when the rotational speed of the internal combustion engine or the pressure of the high-pressure fuel fluctuates, the control characteristic is improved because the control is performed with the required discharge amount without performing the feedback control only with the duty ratio as in the prior art. . As a result, it is possible to provide an internal combustion engine equipped with a high-pressure fuel pump that can realize good control characteristics. Further, when the target pressure of the high-pressure fuel changes abruptly, the feedback control parameter, for example, the integral term is held without being updated. In this way, it is possible to avoid that a large integral term is calculated by greatly integrating the integral term in a state where the deviation is large, and it is possible to avoid a large overshoot or a large undershoot. As a result, it is possible to provide a control device for an internal combustion engine that can realize good control characteristics when the target pressure of the high-pressure fuel changes abruptly.

  In the control device according to the second invention, in addition to the configuration of the first invention, the parameter is an integral term of feedback control.

  According to the second aspect of the invention, the integral term in which the value corresponding to the magnitude of the deviation is integrated can be held when the target pressure changes suddenly, so that excessive overshoot (undershoot or overshoot) is avoided. can do.

  In the control device according to the third invention, in addition to the configuration of the second invention, the holding means includes means for prohibiting the update of the integral term until the deviation becomes equal to or less than a predetermined value.

  According to the third invention, since the update of the integral term is prohibited and held until the deviation becomes small, it is possible to avoid the occurrence of an excessive overshoot amount (undershoot or overshoot).

  In the control device according to the fourth aspect of the invention, in addition to the configuration of the second aspect of the invention, the holding means prohibits the update of the integral term until the elapsed time from the sudden change becomes a predetermined time or more. Including means.

  According to the fourth invention, since the update of the integral term is prohibited and maintained until the elapsed time from the sudden change of the target pressure becomes sufficiently long (until the deviation becomes small), an excessive overshoot amount (undershoot) And overshoot) can be avoided.

  In the control device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the control means includes means for calculating a deviation between the detected pressure of the high-pressure fuel and the target pressure. A means for calculating a feedback manipulated variable based on the deviation, a calculating means for calculating a required discharge amount of the high-pressure fuel pump based on the feedback manipulated variable and the requested injection amount, and the rotational speed of the internal combustion engine. Considering the detected pressure of the high-pressure fuel, means for calculating the shaft angle satisfying the required discharge amount, and controlling the on-off valve to close when the calculated shaft angle is reached Means.

  According to the fifth invention, when the output of the internal combustion engine is increased, such as when the accelerator is operated by the driver or when the vehicle starts traveling on an uphill road while traveling at a constant speed (cruise control). The required discharge amount is calculated using the feedback operation amount together with the required injection amount. For this reason, it is possible to realize a control characteristic with good transient characteristics when the output changes.

  In the control device according to the sixth invention, in addition to the configuration of any one of the first to fifth inventions, the calculation means is created using the number of revolutions of the internal combustion engine and the detected pressure of the high-pressure fuel as parameters. Means for calculating the required discharge amount of the high-pressure fuel pump using the map is included.

  According to the sixth invention, when calculating the angle of the crankshaft satisfying the required discharge amount based on the required discharge amount of the high pressure fuel pump, the rotation speed of the internal combustion engine and the detected pressure of the high pressure fuel are created as parameters. Since the calculated map is used, the rotational speed of the internal combustion engine and the pressure of the high-pressure fuel are taken into consideration. Thus, even when the rotational speed of the internal combustion engine or the pressure of the high-pressure fuel fluctuates, the timing for closing the on-off valve (electromagnetic spill valve) indirectly is not controlled via the duty ratio as in the prior art. The crankshaft angle that satisfies the required discharge amount is calculated based on the required discharge amount of the high-pressure fuel pump, and the valve is controlled to close when the crankshaft angle is reached directly. Improved characteristics.

  In the control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the on-off valve is an electromagnetic spill valve.

  According to the seventh invention, the timing for closing the electromagnetic spill valve is not based on the duty ratio, and the closing timing of the electromagnetic spill valve obtained based on the required discharge amount is controlled, so that the control characteristics are improved.

  In the control device according to the eighth invention, in addition to the configuration of any one of the first to seventh inventions, the fuel injection means is a first fuel injection means for injecting high-pressure fuel into the cylinder. The internal combustion engine further includes a feed pump and second fuel injection means for injecting fuel at a feed pressure into the intake passage.

  According to the eighth invention, not only the internal combustion engine having only the first fuel injection means for injecting fuel into the cylinder, but also the first fuel injection means for injecting fuel into the cylinder and the intake passage. It is possible to provide a control device for an internal combustion engine including a high-pressure fuel pump having good control characteristics, which is suitable for an internal combustion engine having a second fuel injection means for injecting fuel.

  In the control device according to the ninth aspect of the invention, in addition to the configuration of the eighth aspect of the invention, the first fuel injection means is an in-cylinder injector, and the second fuel injection means is for intake passage injection. It is an injector.

  According to the ninth aspect of the invention, the present invention is applicable to an internal combustion engine in which an in-cylinder injector that is a first fuel injection means and an intake passage injection injector that is a second fuel injection means are separately provided to share injected fuel. An internal combustion engine including a high-pressure fuel pump having favorable and favorable control characteristics can be provided.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
FIG. 1 shows a schematic configuration diagram of an engine system controlled by an engine ECU (Electronic Control Unit) which is a control device for an internal combustion engine according to an embodiment of the present invention. FIG. 1 shows an in-line four-cylinder gasoline engine as an engine. However, the present invention is not limited to such a type of engine, and V-type six-cylinder, V-type eight-cylinder, in-line six-cylinder, etc. The present invention can be applied to any engine as long as it has at least an in-cylinder injector for each cylinder. In the following description, a case where each cylinder has an in-cylinder injector and an intake manifold injector will be described.

  As shown in FIG. 1, the engine 10 includes four cylinders 112, and each cylinder 112 is connected to a common surge tank 30 via a corresponding intake manifold 20. The surge tank 30 is connected to an air cleaner 50 via an intake duct 40, an air flow meter 42 is disposed in the intake duct 40, and a throttle valve 70 driven by an electric motor 60 is disposed. The opening degree of throttle valve 70 is controlled based on the output signal of engine ECU 300 independently of accelerator pedal 100. On the other hand, each cylinder 112 is connected to a common exhaust manifold 80, and this exhaust manifold 80 is connected to a three-way catalytic converter 90.

  For each cylinder 112, an in-cylinder injector 110 for injecting fuel into the cylinder, and an intake passage injection injector 120 for injecting fuel into the intake port or / and the intake passage. And are provided respectively. These injectors 110 and 120 are controlled based on the output signal of engine ECU 300, respectively. The in-cylinder injectors 110 are connected to a common fuel distribution pipe 130, and the fuel distribution pipe 130 is connected to the fuel distribution pipe 130 through a check valve that can flow to the engine-driven high pressure. It is connected to the fuel pumping device 150. In the present embodiment, an internal combustion engine in which two injectors are separately provided will be described, but the present invention is not limited to such an internal combustion engine. For example, it may be an internal combustion engine having one injector that has both an in-cylinder injection function and an intake passage injection function.

  As shown in FIG. 1, the discharge side of the high-pressure fuel pump 150 is connected to the suction side of the fuel distribution pipe 130 via an electromagnetic spill valve. The smaller the opening of the electromagnetic spill valve, the higher the pressure of the high-pressure fuel pump 150. When the amount of fuel supplied from the device 150 into the fuel distribution pipe 130 is increased and the electromagnetic spill valve is fully opened, the fuel supply from the high pressure fuel pump 150 to the fuel distribution pipe 130 is stopped. ing. The electromagnetic spill valve is controlled based on the output signal of engine ECU 300. Details of this will be described later.

  On the other hand, each intake passage injector 120 is connected to a common low-pressure side fuel distribution pipe 160, and the fuel distribution pipe 160 and the high-pressure fuel pump 150 are driven by an electric motor via a common fuel pressure regulator 170. It is connected to a low pressure fuel pump 180 of the type. Further, the low pressure fuel pump 180 is connected to the fuel tank 200 via a fuel filter 190. The fuel pressure regulator 170 returns a part of the fuel discharged from the low-pressure fuel pump 180 to the fuel tank 200 when the fuel pressure of the fuel discharged from the low-pressure fuel pump 180 becomes higher than a predetermined set fuel pressure. Therefore, the fuel pressure supplied to the intake manifold injector 120 and the fuel pressure supplied to the high-pressure fuel pump 150 are prevented from becoming higher than the set fuel pressure.

  The engine ECU 300 is composed of a digital computer, and is connected to each other via a bidirectional bus 310, a ROM (Read Only Memory) 320, a RAM (Random Access Memory) 330, a CPU (Central Processing Unit) 340, and an input port 350. And an output port 360.

  The air flow meter 42 generates an output voltage proportional to the amount of intake air, and the output voltage of the air flow meter 42 is input to the input port 350 via the A / D converter 370. A water temperature sensor 380 that generates an output voltage proportional to the engine cooling water temperature is attached to the engine 10, and the output voltage of the water temperature sensor 380 is input to the input port 350 via the A / D converter 390.

  A fuel pressure sensor (fuel pressure sensor) 400 that generates an output voltage proportional to the fuel pressure in the fuel distribution pipe 130 is attached to the fuel distribution pipe 130, and the output voltage of the fuel pressure sensor 400 is converted into an A / D converter. It is input to the input port 350 via 410. The exhaust manifold 80 upstream of the three-way catalytic converter 90 is provided with an air-fuel ratio sensor 420 that generates an output voltage proportional to the oxygen concentration in the exhaust gas. The output voltage of the air-fuel ratio sensor 420 is converted into an A / D converter. It is input to the input port 350 via 430.

The air-fuel ratio sensor 420 in the engine system according to the present embodiment is a global air-fuel ratio sensor (linear air-fuel ratio sensor) that generates an output voltage proportional to the air-fuel ratio of the air-fuel mixture burned by the engine 10. The air-fuel ratio sensor 420 may be an O ₂ sensor that detects whether the air-fuel ratio of the air-fuel mixture burned in the engine 10 is rich or lean with respect to the stoichiometric air-fuel ratio. Good.

  The accelerator pedal 100 is connected to an accelerator opening sensor 440 that generates an output voltage proportional to the depression amount of the accelerator pedal 100, and the output voltage of the accelerator opening sensor 440 is input to the input port 350 via the A / D converter 450. Is input. The input port 350 is connected to a rotational speed sensor 460 that generates an output pulse representing the engine rotational speed. In the ROM 320 of the engine ECU 300, the value of the fuel injection amount and the engine cooling that are set according to the operating state based on the engine load factor and the engine speed obtained by the accelerator opening sensor 440 and the engine speed sensor 460 described above are stored. Correction values based on the water temperature and the like are previously mapped and stored.

  The fuel supply mechanism of the engine 10 described above will be described with reference to FIG. As shown in FIG. 2, this fuel supply mechanism is provided in a fuel tank 200, and feed pump 1100 that supplies fuel with a discharge pressure of low pressure (pressure regulator pressure of about 0.3 MPa) (low pressure fuel of FIG. 1). The same as the pump 180), a high-pressure fuel pump 150 (high-pressure fuel pump 1200) driven by a cam 1210, and a high-pressure delivery pipe 1110 (see FIG. 1) provided to supply high-pressure fuel to the in-cylinder injector 110. The same as fuel distribution pipe 130), in-cylinder injector 110 for each cylinder provided in high-pressure delivery pipe 1110, and low-pressure delivery pipe provided for supplying fuel to intake passage injector 120 1120 and the intake manifold of each cylinder provided in the low pressure delivery pipe 1120 And a intake manifold injector 120 of each individual.

  The discharge port of the feed pump 1100 of the fuel tank 200 is connected to a low pressure supply pipe 1400, and the low pressure supply pipe 1400 branches into a low pressure delivery communication pipe 1410 and a pump supply pipe 1420. The low pressure delivery communication pipe 1410 is connected to a low pressure delivery pipe 1120 provided with an intake passage injector 120.

  The pump supply pipe 1420 is connected to the inlet of the high pressure fuel pump 1200. A pulsation damper 1220 is provided in front of the entrance of the high-pressure fuel pump 1200 to reduce fuel pulsation.

  The discharge port of the high-pressure fuel pump 1200 is connected to the high-pressure delivery communication pipe 1500, and the high-pressure delivery communication pipe 1500 is connected to the high-pressure delivery pipe 1110. A relief valve 1140 provided in the high pressure delivery pipe 1110 is connected to the high pressure fuel pump return pipe 1600 via the high pressure delivery return pipe 1610. The return port of the high pressure fuel pump 1200 is connected to the high pressure fuel pump return pipe 1600. The high-pressure fuel pump return pipe 1600 is connected to the return pipe 1630 and is connected to the fuel tank 200.

  FIG. 3 shows an enlarged view of the vicinity of the high-pressure fuel pump 150 shown in FIG. The high-pressure fuel pump 150 includes a high-pressure fuel pump 1200, a pump plunger 1206 that is driven by a cam 1210 and slides up and down, an electromagnetic spill valve 1202, and a check valve 1204 with a leak function.

  When the pump plunger 1206 is moved downward by the cam 1210 and the electromagnetic spill valve 1202 is open, fuel is introduced (sucked), and the pump plunger 1206 is moved upward by the cam 1210. The timing at which the electromagnetic spill valve 1202 is closed during the operation is changed to control the amount of fuel discharged from the high-pressure fuel pump 1200. During the pressurizing stroke in which the pump plunger 1206 is moving upward, more fuel is discharged as the timing for closing the electromagnetic spill valve 1202 is earlier, and less fuel is discharged as the pump plunger 1206 is moved upward.

  The characteristics of the high-pressure fuel pump 1200 will be described with reference to FIG. FIG. 4A is a pump characteristic curve showing the relationship between the crank angle (CA) for closing the electromagnetic spill valve 1202 and the discharge amount Q when the fuel pressure is 4 MPa, with the rotational speed NE of the engine 10 as a parameter. FIG. 4B is a pump characteristic curve showing the relationship between the crank angle (CA) for closing the electromagnetic spill valve 1202 and the discharge amount Q when the fuel pressure is 13 MPa, with the rotational speed NE of the engine 10 as a parameter. In addition to the 4 MPa and 13 MPa, the fuel pressure P has a characteristic curve analyzed using the fuel pressure P as a parameter at an appropriate interval between 4 MPa and 13 MPa.

  As shown in FIGS. 4A and 4B, in any case, the discharge amount Q of the high-pressure fuel pump 1200 has the fuel pressure P and the engine speed NE as parameters. For this reason, when the required discharge amount (target discharge amount) is determined, the crank angle (CA) for closing the electromagnetic spill valve 1202 is calculated as shown by the arrows in FIG. 4 (A) and FIG. 4 (B). be able to.

  For example, even when the required discharge amount is Q (1) and the engine speed NE is NE (3), the crank angle CA for closing the electromagnetic spill valve 1202 is different if the fuel pressure P is different. Specifically, in this case, when the fuel pressure P is 4 MPa, the crank angle CA that closes the electromagnetic spill valve 1202 is CA (1), and when the fuel pressure P is 13 MPa, the crank angle CA that closes the electromagnetic spill valve 1202 is CA (2). It becomes.

  Further, even when the required discharge amount is Q (1) and the fuel pressure P is 4 MPa, the crank angle CA for closing the electromagnetic spill valve 1202 is different if the engine speed NE is different. Specifically, in this case, the crank angle CA for closing the electromagnetic spill valve 1202 is CA (1) when the engine speed NE is NE (3), and the electromagnetic spill valve 1202 is when the engine speed NE is NE (1). The crank angle CA for closing is CA (3).

  When the crank angle (CA) for closing the electromagnetic spill valve 1202 is early, a large amount of fuel is discharged from the high pressure fuel pump 1200, and when the crank angle (CA) for closing the electromagnetic spill valve 1202 is slow, a small amount of fuel is discharged from the high pressure fuel pump 1200. The If the electromagnetic spill valve 1202 is not closed, it remains open and the pump plunger 1206 slides up and down as long as the cam 1210 rotates (as long as the engine 10 rotates). Since 1202 is not closed, the fuel is not pressurized, and the discharge amount Q becomes zero.

  The pressurized fuel is pushed open to the high pressure delivery pipe 1110 through the high pressure delivery communication pipe 1500 by pushing open the check valve 1204 with leak function (set pressure of about 60 kPa). At this time, feedback control is performed using the fuel pressure by the fuel pressure sensor 400 provided in the high-pressure delivery pipe 1110.

  When the crank angle (CA) for closing the electromagnetic spill valve 1202 is fast (the time during which the electromagnetic spill valve 1202 is closed is long), the fuel discharge amount of the high-pressure fuel pump 1200 increases and the fuel pressure P increases. Further, if the crank angle (CA) for closing the electromagnetic spill valve 1202 is slow (the time during which the electromagnetic spill valve 1202 is closed is short), the fuel discharge amount of the high-pressure fuel pump 1200 decreases and the fuel pressure P decreases. .

  Hereinafter, the feedback control program of the high-pressure fuel pump 1200 executed by the engine ECU 300 will be described with reference to the flowchart shown in FIG.

  In step (hereinafter, step is referred to as S) 100, engine ECU 300 detects engine speed NE. At this time, engine ECU 300 detects engine rotational speed NE based on the signal input from rotational speed sensor 460. In S110, engine ECU 300 detects the pressure (fuel pressure) P of the high-pressure fuel. At this time, engine ECU 300 detects fuel pressure P based on a signal input from fuel pressure sensor 400 provided in fuel distribution pipe 130.

  In S120, engine ECU 300 calculates required discharge amount Q, which is the amount of fuel discharged from high-pressure fuel pump 1200. Hereinafter, this calculation procedure will be described. The high pressure fuel pump 1200 is feedback-controlled by the P operation and the I operation so that the fuel pressure P becomes the fuel pressure target value P (0).

The required discharge rate Q is
Q = Qp + Qi + F (1)
Here, the Qp term is a proportional term in PI feedback control, the Qi term is an integral term in PI feedback control, and the F term represents a required injection amount.

The required injection amount F is obtained by using f as a function.
F = f (load, increase, DI ratio r) (2)
Is calculated by

  Further, the proportional term Qp is calculated using the following equation (3) based on the actual fuel pressure P, the preset target fuel pressure P (0), and the like.

Qp = K (1) · (P (0) −P) (3)
Here, K (1) is a coefficient, P is the detected actual fuel pressure, and P (0) is the target fuel pressure. As can be seen from equation (3), the actual fuel pressure P is smaller than the target fuel pressure P (0) and the difference between the two ("P (0) -P") (> 0) is large. The proportional term Qp (> 0) becomes a larger value, and the fuel discharge amount of the high-pressure fuel pump 1200 is increased. Conversely, as the actual fuel pressure P becomes larger than the target fuel pressure P (0) and the difference between them (“P (0) −P”) (<0) becomes smaller, the proportional term Qp (< 0) is a small value and is changed to a side where the fuel discharge amount of the high-pressure fuel pump 1200 is reduced.

  Furthermore, the integral term Qi is calculated using the following equation (4) based on the previous integral term Qi, the actual fuel pressure P, the preset target fuel pressure P (0), and the like.

Qi = Qi + K (2) · (P (0) −P) (4)
Here, K (2) is a coefficient, P is an actual fuel pressure, and P (0) is a target fuel pressure. As can be seen from the equation (4), while the actual fuel pressure P is smaller than the target fuel pressure P (0), it corresponds to the difference between them (“P (0) −P”) (> 0). The obtained value is added to the integral term Qi every predetermined period. As a result, the integral term Qi is gradually updated to a larger value and is changed to the side where the required discharge amount Q of the high-pressure fuel pump 1200 is increased. Conversely, while the fuel pressure P is larger than the target fuel pressure P (0), the value corresponding to the difference between the two (“P (0) −P”) (<0) is an integral term for each predetermined period. Subtracted from Qi. As a result, the integral term Qi is gradually updated to a small value, and is changed to a side where the required discharge amount Q of the high-pressure fuel pump is reduced.

  In S130, engine ECU 300 calculates a crank angle (CA) representing the timing for closing electromagnetic spill valve 1202 that satisfies the calculated required discharge amount. At this time, the engine ECU 300 uses the map shown in FIG. 4 with the engine speed NE and the fuel pressure P as parameters, and the electromagnetic spill so that the fuel discharge amount from the high-pressure fuel pump 1200 becomes the required discharge amount. A crank angle (CA) representing the timing for closing the valve 1202 is calculated.

  In S140, engine ECU 300 determines whether or not the current crank angle has reached the calculated crank angle. The current crank angle is detected by a crank angle sensor (not shown). When the current crank angle reaches the calculated crank angle (YES in S140), the process proceeds to S150. If not (NO in S140), the process returns to S140.

  In S150, engine ECU 300 outputs a control signal to electromagnetic spill valve 1202 so as to close electromagnetic spill valve 1202.

  The operation of a vehicle equipped with engine ECU 300 that is the control device for the internal combustion engine according to the present embodiment based on the above-described structure and flowchart (particularly, the operation of PI feedback control in high-pressure fuel pump 1200 of engine 10) will be described. .

  When the high pressure fuel pump 1200 is operated, the engine speed NE is detected (S100), the fuel pressure P of the high pressure fuel system is detected (S110), and the deviation between the detected fuel pressure P and the target fuel pressure P (0). PI feedback control is performed so as to eliminate. In this PI feedback control, the required discharge amount Q is calculated using the above equations (1) to (4) (S120).

  A crank angle CA representing the timing for closing the electromagnetic spill valve 1202 that satisfies the required discharge amount Q is calculated using the map shown in FIG. 4 (using the engine speed NE and the fuel pressure P as parameters).

  This is the same as the conventional method in that feedback control is performed so that the actual fuel pressure (control value) becomes the target fuel pressure (target value) (so that there is no deviation). In the conventional method, the ratio of the cam angle θ (θ / θ () where the electromagnetic spill valve 1202 is closed to the cam angle θ (0) corresponding to the pumping stroke of the high-pressure fuel pump, which is the manipulated variable in feedback control. 0)) was calculated as a duty ratio as a control value, and the electromagnetic spill valve 1202 was controlled using this duty ratio. In the present embodiment, instead of calculating the valve closing timing of the electromagnetic spill valve 1202 with the duty ratio as the operation amount from the required discharge amount Q calculated using a deviation or the like, the required discharge amount Q is Calculated by adding a proportional term and an integral term to the deviation to the required injection amount called F term, and from this required discharge amount Q, the fuel discharge amount from the high-pressure fuel pump 1200 becomes the required discharge amount Q. The crank angle (CA) representing the timing for closing the electromagnetic spill valve 1202 is calculated. When calculating the crank angle (CA) indicating the timing for closing the electromagnetic spill valve 1202, as shown in FIG. 4, the engine speed NE and the fuel pressure P are used as parameters. Good control characteristics can be obtained.

  Hereinafter, an integral term update program in feedback control of the high-pressure fuel pump 1200 executed by the engine ECU 300 will be described with reference to a flowchart shown in FIG.

  In S200, engine ECU 300 determines whether or not a sudden change in target fuel pressure P (0) has been detected. Here, the case where it changes to a substantially step shape is assumed (it may be a step shape). If a sudden change in target fuel pressure P (0) is detected (YES in S200), the process proceeds to S210. Otherwise (NO in S200), this process ends.

  In S210, engine ECU 300 prohibits calculation of integral term Qi according to equation (4) and holds integral term Qi. In S220, engine ECU 300 detects actual fuel pressure P. In S230, engine ECU 300 calculates fuel pressure difference ΔP as ΔP = {target fuel pressure P (0) −detected actual fuel pressure P}.

  In S240, engine ECU 300 determines whether fuel pressure difference ΔP has become equal to or smaller than a predetermined threshold value. When fuel pressure difference ΔP is equal to or smaller than a predetermined threshold value (YES in S240), the process proceeds to S250. If not (NO in S240), the process returns to S210, and the calculation of the integral term Qi is prohibited.

  In S250, engine ECU 300 permits the calculation of integral term Qi according to equation (4), which has been prohibited. Thereby, the integral term Qi is updated.

  The operation of the vehicle (in particular, the step response in the PI feedback control in the high-pressure fuel pump 1200 of the engine 10) mounted with the engine ECU 300 that is the control device for the internal combustion engine according to the present embodiment based on the above-described structure and flowchart, This will be described with reference to FIG.

  FIG. 7 shows a case where the target fuel pressure P (0) changes substantially in a step shape at time t (1). Since a sudden change in target fuel pressure P (0) is detected (YES in S200), calculation of integral term Qi is prohibited (S210). The calculation of the integral term is prohibited, but the actual fuel pressure P gradually increases to follow the target fuel pressure P (0) by feedback control. This is shown as “fuel pressure P of the present invention” in FIG. When actual fuel pressure P rises and fuel pressure difference ΔP becomes equal to or smaller than the threshold value at time t (2) (YES in S240), calculation of integral term Qi is permitted (S250).

  For this reason, as shown in FIG. 7, the integral term Qi does not change because the operation is prohibited from time t (1) to time t (2). Thereafter, at time t (2), the fuel pressure difference ΔP becomes equal to or smaller than the threshold value, so that the calculation of the integral term Qi is permitted, and the integral term gradually changes greatly.

  On the other hand, as shown by the dotted line in FIG. 7, in the prior art, the integral term Qi is calculated from time t (1). For this reason, even if the target fuel pressure P (0) changes almost stepwise so that the target fuel pressure P (0) increases rapidly, the integral term Qi is repeatedly calculated, and the actual fuel pressure P becomes equal to the target fuel pressure P (0). The integral term Qi continued to be added until it exceeded. When the actual fuel pressure P exceeds the target fuel pressure P (0), the integral term Qi decreases. However, since the integral term Qi is calculated immediately after time t (1), the target fuel pressure P (0) and the actual fuel pressure P are calculated. And a large integral term Qi is calculated. For this reason, as shown in “Prior art fuel pressure P” in FIG.

  As described above, in the engine ECU 300 according to the present embodiment, when the target fuel pressure changes suddenly, the calculation of the integral term is prohibited until the actual fuel pressure approaches the target fuel pressure to some extent, so that the actual fuel pressure is reduced. When the target fuel pressure is approached to some extent, the calculation of the integral term is started. As a result, it is possible to improve the controllability of the step response in the feedback control by avoiding a large overshoot or undershoot due to a large calculation of the integral term.

  As described above, according to the engine ECU according to the present embodiment, the step in the feedback control of the high-pressure fuel pump in the engine in which the in-cylinder injector and the intake passage injector are separately provided to share the injected fuel. The control characteristic of response can be remarkably improved.

<Second Embodiment>
Hereinafter, a second embodiment of the present invention will be described. In the present embodiment, a program different from the program shown in the flowchart shown in FIG. 6 in the first embodiment is executed. The other FIGS. 1 to 5 are the same as those in the first embodiment described above. Therefore, a detailed description thereof will not be repeated here.

  Hereinafter, an integral term update program in feedback control of the high-pressure fuel pump 1200 executed by the engine ECU 300 will be described with reference to a flowchart shown in FIG. In the flowchart shown in FIG. 8, the same steps as those in the flowchart shown in FIG. 6 are given the same step numbers. These processes are the same. Therefore, detailed description thereof will not be repeated here. In the following description, it is assumed that there is a step change (substantially a step shape may be used).

  In S330, engine ECU 300 detects an elapsed time t after target fuel pressure P (0) suddenly changes.

  In S340, engine ECU 300 determines whether or not elapsed time t is equal to or longer than a predetermined set time. If elapsed time t is equal to or longer than a predetermined set time (YES in S340), the process proceeds to S250. If not (NO in S340), the process returns to S210 to prohibit the calculation of the integral term Qi.

  The operation of the vehicle (in particular, the step response in the PI feedback control in the high-pressure fuel pump 1200 of the engine 10) mounted with the engine ECU 300 that is the control device for the internal combustion engine according to the present embodiment based on the above-described structure and flowchart, This will be described with reference to FIG.

  FIG. 9 shows a case where the target fuel pressure P (0) changes stepwise at time t (3). Since a sudden change in target fuel pressure P (0) is detected (YES in S200), calculation of integral term Qi is prohibited (S210). The calculation of the integral term is prohibited, but the actual fuel pressure P gradually increases to follow the target fuel pressure P (0) by feedback control. This is shown as “fuel pressure P of the present invention” in FIG. When the actual fuel pressure P rises and the elapsed time t after the target fuel pressure P (0) suddenly changes stepwise at time t (4) exceeds the set time (YES in S340), the integral term Qi Is permitted (S250).

  For this reason, as shown in FIG. 9, the integral term Qi does not change because the operation is prohibited from time t (3) to time t (4). Thereafter, at time t (4), the elapsed time t from the sudden change in the target fuel pressure P (0) becomes equal to or longer than the set time, so that the calculation of the integral term Qi is permitted, and the integral term gradually changes greatly.

  On the other hand, as shown by the dotted line in FIG. 9, in the prior art, the integral term Qi is calculated from time t (3). For this reason, even when the target fuel pressure P (0) changes stepwise such that it rapidly increases, the integral term Qi is repeatedly calculated, and the actual fuel pressure P exceeds the target fuel pressure P (0). Until then, the integral term Qi continued to be added. When the actual fuel pressure P exceeds the target fuel pressure P (0), the integral term Qi decreases. However, since the integral term Qi is calculated immediately after time t (3), the target fuel pressure P (0) and the actual fuel pressure P And a large integral term Qi is calculated. For this reason, as shown in “prior art fuel pressure P” in FIG.

  As described above, in the engine ECU 300 according to the present embodiment, when the target fuel pressure changes suddenly, the calculation of the integral term is prohibited until a certain amount of time has passed since the sudden change, and the sudden change in the target fuel pressure is prevented. When time elapses (when the actual fuel pressure approaches the target fuel pressure to some extent), the calculation of the integral term is started. As a result, it is possible to improve the controllability of the step response in the feedback control by avoiding a large overshoot or undershoot due to a large calculation of the integral term.

  As described above, according to the engine ECU according to the present embodiment, the step in the feedback control of the high-pressure fuel pump in the engine in which the in-cylinder injector and the intake passage injector are separately provided to share the injected fuel. The control characteristic of response can be remarkably improved.

  In the first and second embodiments described above, the feedback control has been described as having a P operation and an I operation, but the present invention is not limited to this. The feedback may be feedback control having a D action in addition to a P action and an I action.

<Engine suitable for application of this control apparatus (part 1)>
Hereinafter, an engine (part 1) suitable for application of the control device according to the present embodiment will be described.

  Referring to FIGS. 10 and 11, the injection ratio of in-cylinder injector 110 and intake passage injector 120 (also referred to as DI ratio r), which is information corresponding to the operating state of engine 10. A map representing the will be described. These maps are stored in the ROM 320 of the engine ECU 300. FIG. 10 is a warm map for the engine 10, and FIG. 11 is a cold map for the engine 10.

  As shown in FIG. 10 and FIG. 11, these maps are expressed in percentages where the engine 10 rotation speed is on the horizontal axis, the load factor is on the vertical axis, and the share ratio of the in-cylinder injector 110 is the DI ratio r. It is shown.

  As shown in FIGS. 10 and 11, the DI ratio r is set for each operation region determined by the rotational speed and load factor of the engine 10. “DI ratio r = 100%” means a region where fuel injection is performed only from in-cylinder injector 110, and “DI ratio r = 0%” means from intake manifold injector 120. This means that only the region where fuel injection is performed. “DI ratio r ≠ 0%”, “DI ratio r ≠ 100%” and “0% <DI ratio r <100%” indicate that in-cylinder injector 110 and intake passage injector 120 perform fuel injection. It means that the area is shared. In general, the in-cylinder injector 110 contributes to an increase in output performance, and the intake manifold injector 120 contributes to the uniformity of the air-fuel mixture. By using two types of injectors having different characteristics depending on the rotation speed and load factor of the engine 10, the engine 10 is in a normal operation state (for example, when the catalyst is warmed up at idle when the engine 10 is in an abnormal state other than the normal operation state). In this case, only homogeneous combustion is performed.

  Further, as shown in FIG. 10 and FIG. 11, the DI share ratio r of the in-cylinder injector 110 and the intake manifold injector 120 is defined separately for the warm time map and the cold time map. did. If the temperature of the engine 10 is different, the temperature of the engine 10 is detected by detecting the temperature of the engine 10 using a map set so that the control areas of the in-cylinder injector 110 and the intake manifold injector 120 are different. If it is equal to or higher than a predetermined temperature threshold value, the map at the time of warming in FIG. 10 is selected, otherwise the map at the time of cold shown in FIG. 11 is selected. Based on the selected maps, the in-cylinder injector 110 and / or the intake manifold injector 120 are controlled based on the rotation speed and load factor of the engine 10.

  The engine speed and load factor of engine 10 set in FIGS. 10 and 11 will be described. In FIG. 10, NE (1) is set to 2500 to 2700 rpm, KL (1) is set to 30 to 50%, and KL (2) is set to 60 to 90%. Further, NE (3) in FIG. 11 is set to 2900-3100 rpm. That is, NE (1) <NE (3). In addition, NE (2) in FIG. 10 and KL (3) and KL (4) in FIG. 11 are also set as appropriate.

  When FIG. 10 and FIG. 11 are compared, NE (3) of the map for cold shown in FIG. 11 is higher than NE (1) of the map for warm shown in FIG. This indicates that as the temperature of the engine 10 is lower, the control range of the intake manifold injector 120 is expanded to a higher engine speed range. That is, since the engine 10 is in a cold state, deposits are unlikely to accumulate at the injection port of the in-cylinder injector 110 (even if fuel is not injected from the in-cylinder injector 110). For this reason, it sets so that the area | region which injects a fuel using the intake manifold injector 120 may be expanded, and a homogeneity can be improved.

  Comparing FIG. 10 and FIG. 11, in the region where the rotational speed of the engine 10 is NE (1) or higher in the warm map and in the region of NE (3) or higher in the cold map, “DI ratio r = 100% ". Further, the load factor is “DI ratio r = 100%” in the region of KL (2) or higher in the warm map and in the region of KL (4) or higher in the cold map. This indicates that only the in-cylinder injector 110 is used in a predetermined high engine speed region, and only the in-cylinder injector 110 is used in a predetermined high engine load region. . That is, in the high speed region and the high load region, even if the fuel is injected only by the in-cylinder injector 110, the engine 10 has a high rotational speed and load, and the intake amount is large. It is because it is easy to homogenize. Thus, the fuel injected from the in-cylinder injector 110 is vaporized with latent heat of vaporization (sucking heat from the combustion chamber) in the combustion chamber. Thereby, the temperature of the air-fuel mixture at the compression end is lowered. As a result, the knocking performance is improved. Further, since the temperature of the combustion chamber is lowered, the suction efficiency is improved and high output can be expected.

  In the map for warm shown in FIG. 10, only the in-cylinder injector 110 is used at a load factor KL (1) or less. This indicates that when the temperature of the engine 10 is high, only the in-cylinder injector 110 is used in a predetermined low load region. This is because when the engine 10 is warm, the engine 10 is in a warm state, and deposits are likely to accumulate at the injection port of the in-cylinder injector 110. However, since the injection port temperature can be lowered by injecting fuel using the in-cylinder injector 110, it is conceivable to avoid deposit accumulation, and the minimum fuel injection amount of the in-cylinder injector Therefore, it is conceivable that the in-cylinder injector 110 is not blocked, and for this reason, the in-cylinder injector 110 is used as an area.

  Comparing FIG. 10 and FIG. 11, there is an area of “DI ratio r = 0%” only in the cold map of FIG. This indicates that when the temperature of the engine 10 is low, only the intake manifold injector 120 is used in a predetermined low load region (KL (3) or less). This is because the engine 10 is cold and the load on the engine 10 is low and the intake air amount is low, so that the fuel is difficult to atomize. In such a region, it is difficult to perform good combustion with the fuel injection by the in-cylinder injector 110. In particular, a high output using the in-cylinder injector 110 is required in the region of low load and low rotation speed. Therefore, only the intake passage injector 120 is used without using the in-cylinder injector 110.

  In addition, in the case other than the normal operation, the in-cylinder injector 110 is controlled so as to perform stratified combustion when the engine 10 is at the time of catalyst warm-up when idling (in a non-normal operation state). By performing stratified charge combustion only during such catalyst warm-up operation, catalyst warm-up is promoted and exhaust emission is improved.

<Engine suitable for application of this control device (part 2)>
Hereinafter, an engine (part 2) suitable for application of the control device according to the present embodiment will be described. In the following description of the engine (part 2), the same description as the engine (part 1) will not be repeated here.

  With reference to FIGS. 12 and 13, a map representing the injection ratio between in-cylinder injector 110 and intake passage injector 120, which is information corresponding to the operating state of engine 10, will be described. These maps are stored in the ROM 320 of the engine ECU 300. FIG. 12 is a map for the warm of the engine 10, and FIG. 13 is a map for the cold of the engine 10.

  12 and 13 are different from FIGS. 10 and 11 in the following points. The rotational speed of the engine 10 is “DI ratio r = 100%” in the region of NE (1) or more in the warm map and in the region of NE (3) or more in the cold map. In the region where the load factor is KL (2) or higher excluding the low rotational speed region in the warm map, and in the region where KL (4) is higher than the low rotational speed region in the cold map, “DI” Ratio r = 100% ”. This is because only the in-cylinder injector 110 is used in a predetermined high engine speed region, and only the in-cylinder injector 110 is used in a predetermined high engine load region. Indicates. However, in the high load region of the low engine speed region, mixing of the air-fuel mixture formed by the fuel injected from the in-cylinder injector 110 is not good, and the air-fuel mixture in the combustion chamber is inhomogeneous and combustion is unstable. Tend to be. For this reason, the injection ratio of the in-cylinder injector is increased with the shift to the high rotation speed region where such a problem does not occur. In addition, the injection ratio of the in-cylinder injector 110 is decreased as the engine shifts to a high load region where such a problem occurs. These changes in the DI ratio r are indicated by cross arrows in FIGS. If it does in this way, the fluctuation | variation of the output torque of an engine resulting from combustion being unstable can be suppressed. It should be noted that these things can be achieved by reducing the injection ratio of the in-cylinder injector 110 as the engine shifts to the predetermined low rotational speed region, or by the in-cylinder injection as the vehicle shifts to the predetermined low load region. The fact that it is substantially equivalent to increasing the injection ratio of the injector 110 for operation will be described. Further, areas other than such areas (areas where the crossed arrows are described in FIGS. 12 and 13) and areas where fuel is injected only by the in-cylinder injector 110 (high rotation side, low load) On the other hand, it is easy to homogenize the air-fuel mixture with the in-cylinder injector 110 alone. Thus, the fuel injected from the in-cylinder injector 110 is vaporized with latent heat of vaporization (sucking heat from the combustion chamber) in the combustion chamber. Thereby, the temperature of the air-fuel mixture at the compression end is lowered. As a result, the knocking performance is improved. Further, since the temperature of the combustion chamber is lowered, the suction efficiency is improved and high output can be expected.

  In the engine 10 described with reference to FIGS. 10 to 13, the homogeneous combustion is performed by setting the fuel injection timing of the in-cylinder injector 110 as the intake stroke, and the stratified combustion is performed by the fuel of the in-cylinder injector 110. This can be realized by setting the injection timing to the compression stroke. That is, by setting the fuel injection timing of the in-cylinder injector 110 as the compression stroke, stratified combustion is realized in which the rich air-fuel mixture is unevenly distributed around the spark plug and the entire combustion chamber ignites a lean air-fuel mixture. Can do. Further, even when the fuel injection timing of the in-cylinder injector 110 is set to the intake stroke, if rich air-fuel mixture can be unevenly distributed around the spark plug, stratified combustion can be realized even with the intake stroke injection.

  Further, the stratified combustion here includes both stratified combustion and weakly stratified combustion described below. In the weak stratified combustion, the intake passage injector 120 is injected with fuel in the intake stroke to produce a lean and homogeneous mixture in the entire combustion chamber, and the in-cylinder injector 110 is injected with fuel in the compression stroke. A rich air-fuel mixture is generated around the spark plug to improve the combustion state. Such weak stratified combustion is preferable when the catalyst is warmed up. This is due to the following reason. That is, it is necessary to significantly retard the ignition timing and maintain a good combustion state (idle state) in order to allow high-temperature combustion gas to reach the catalyst during catalyst warm-up. Moreover, it is necessary to supply a certain amount of fuel. Even if this is done by stratified combustion, there is a problem that the amount of fuel is small, and even if this is done by homogeneous combustion, there is a problem that the retard amount is small compared to stratified combustion to maintain good combustion. is there. From such a viewpoint, it is preferable to use the above-described weak stratified combustion at the time of warming up the catalyst, but either stratified combustion or weak stratified combustion may be used.

  In the engine described with reference to FIGS. 10 to 13, the fuel injection timing by the in-cylinder injector 110 is preferably performed in the compression stroke for the following reason. However, in the engine 10 described above, in a basic most region (a weak operation that is performed only when the catalyst is warmed up, the intake passage injection injector 120 is injected in the intake stroke and the in-cylinder injector 110 is compressed in the compression stroke. The timing of fuel injection by the in-cylinder injector 110 other than the stratified combustion region is a basic region) is the intake stroke. However, for the following reasons, the fuel injection timing of the in-cylinder injector 110 may be temporarily set to the compression stroke injection for the purpose of stabilizing the combustion.

  By setting the fuel injection timing from the in-cylinder injector 110 during the compression stroke, the air-fuel mixture is cooled by fuel injection at a time when the in-cylinder temperature is higher. Since the cooling effect is enhanced, knock resistance can be improved. Furthermore, if the fuel injection timing from the in-cylinder injector 110 is in the compression stroke, the time from the fuel injection to the ignition timing is short, so that the air flow can be strengthened by spraying and the combustion speed can be increased. From these improvement in knocking property and increase in combustion speed, combustion fluctuation can be avoided and combustion stability can be improved.

  Furthermore, regardless of the temperature of the engine 10 (that is, whether the engine is warm or cold), it is off-idle (when the idle switch is off or the accelerator pedal is depressed). May use the map for warm shown in FIG. 10 or FIG. 12 (in-cylinder injector 110 is used in the low load region regardless of the cold warm).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram of an engine system controlled by a control device according to a first embodiment of the present invention. FIG. 2 is an overall schematic diagram of a fuel supply mechanism in the engine system of FIG. 1. FIG. 3 is a partially enlarged view of FIG. 2. It is a figure which shows the characteristic curve of a high pressure fuel pump. It is a flowchart (the 1) which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart (the 2) which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on the 1st Embodiment of this invention. It is a timing chart which shows the change of the fuel pressure at the time of being performed by engine ECU which is a control device concerning a 1st embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on the 2nd Embodiment of this invention. It is a timing chart which shows the change of the fuel pressure at the time of being performed by engine ECU which is a control device concerning a 2nd embodiment of the present invention. FIG. 5 is a diagram (No. 1) showing a DI ratio map when the engine is suitable for application of the control device according to the embodiment of the present invention. It is FIG. (1) showing the DI ratio map at the time of cold of an engine suitable for the control apparatus which concerns on embodiment of this invention to be applied. FIG. 6 is a diagram (No. 2) showing a DI ratio map when the engine is suitable for application of the control device according to the embodiment of the present invention. FIG. 7 is a diagram (No. 2) showing a DI ratio map during cold engine suitable for application of the control device according to the embodiment of the present invention;

Explanation of symbols

  10 engine, 20 intake manifold, 30 surge tank, 40 intake duct, 42 air flow meter, 50 air cleaner, 60 electric motor, 70 throttle valve, 80 exhaust manifold, 90 three-way catalytic converter, 100 accelerator pedal, 110 in-cylinder injector , 112 cylinder, 119 spark plug, 120 intake manifold injector, 121 exhaust valve, 122 intake valve, 123 piston, 130 fuel distribution pipe, 150 high pressure fuel pump, 160 fuel distribution pipe (low pressure side), 170 fuel pressure regulator , 180 Low pressure fuel pump, 190 Fuel filter, 200 Fuel tank, 300 Engine ECU, 310 Bidirectional bus, 320 ROM, 330 RAM, 340 CPU, 350 ON Port, 360 output port, 370, 390, 410, 430, 450 A / D converter, 380 water temperature sensor, 400 fuel pressure sensor, 420 air-fuel ratio sensor, 440 accelerator opening sensor, 460 rpm sensor, 1100 feed pump, 1110 High pressure delivery pipe, 1120 Low pressure delivery pipe, 1140 Relief valve, 1200 High pressure fuel pump, 1202 Electromagnetic spill valve, 1204 Leak function check valve, 1206 Pump plunger, 1210 Cam, 1220 Pulsation damper, 1400 Low pressure supply pipe, 1410 Low pressure delivery communication pipe, 1420 Pump supply pipe, 1500 High pressure delivery communication pipe, 1600 High pressure fuel pump return pipe, 1610 High pressure delivery return pipe, 1 30 return pipe.

Claims (9)

A control device for an internal combustion engine including an engine-driven high-pressure fuel pump for supplying high-pressure fuel from a fuel tank to fuel injection means, wherein the high-pressure fuel pump is driven by a cam of the internal combustion engine, and a shaft for driving the cam By closing the on-off valve on the inlet side of the high-pressure fuel pump at a desired timing based on the angle, a desired discharge amount of high-pressure fuel is discharged, and the control device
Means for detecting the rotational speed of the internal combustion engine;
Means for detecting the pressure of the high-pressure fuel;
Control means for feedback-controlling the high-pressure fuel pump so that the detected pressure of the high-pressure fuel becomes a target pressure,
The control means includes
Means for calculating a deviation between the detected pressure of the high-pressure fuel and a target pressure;
Means for calculating a feedback manipulated variable based on the deviation;
Calculation means for calculating a required discharge amount of the high-pressure fuel pump based on the feedback operation amount;
Means for calculating an angle of the shaft that satisfies the required discharge amount in consideration of the rotational speed of the internal combustion engine and the detected pressure of the high-pressure fuel;
Means for controlling to close the on-off valve when the calculated shaft angle is reached,
The controller is
Means for detecting a sudden change in the target pressure;
A control device for an internal combustion engine, further comprising holding means for holding the parameter of feedback control so as not to change when the sudden change is detected.   The control apparatus for an internal combustion engine according to claim 1, wherein the parameter is an integral term of feedback control.   The control device for an internal combustion engine according to claim 2, wherein the holding means includes means for prohibiting the update of the integral term until the deviation becomes equal to or less than a predetermined value.   The control device for an internal combustion engine according to claim 2, wherein the holding means includes means for prohibiting the update of the integral term until an elapsed time from the sudden change becomes a predetermined time or more. The control means includes
Means for calculating a deviation between the detected pressure of the high-pressure fuel and a target pressure;
Means for calculating a feedback manipulated variable based on the deviation;
Calculation means for calculating a required discharge amount of the high-pressure fuel pump based on the feedback operation amount and the required injection amount;
Means for calculating an angle of the shaft that satisfies the required discharge amount in consideration of the rotational speed of the internal combustion engine and the detected pressure of the high-pressure fuel;
5. The control device for an internal combustion engine according to claim 1, further comprising means for controlling the on-off valve to close when the calculated shaft angle is reached.   The calculation means includes means for calculating a required discharge amount of the high-pressure fuel pump using a map created using the rotation speed of the internal combustion engine and the detected pressure of the high-pressure fuel as parameters. Item 6. The control device for an internal combustion engine according to any one of Items 1 to 5.   The control device for an internal combustion engine according to claim 1, wherein the on-off valve is an electromagnetic spill valve. The fuel injection means is a first fuel injection means for injecting high-pressure fuel into a cylinder,
The control apparatus for an internal combustion engine according to any one of claims 1 to 7, wherein the internal combustion engine further includes a feed pump and second fuel injection means for injecting fuel at a feed pressure into the intake passage. The first fuel injection means is an in-cylinder injector,
9. The control device for an internal combustion engine according to claim 8, wherein the second fuel injection means is an intake passage injection injector.

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