JP2013087681A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the separation of an air-fuel ratio of an internal combustion engine from a target air-fuel ratio when switching from a cylinder injection mode to a port injection mode.SOLUTION: The engine is controlled (S190, S230-S270) so that the fuel injection of a target fuel injection amount F* obtained by adding a correction amount Fw corresponding to the change in the amount of fuel which adheres to a wall surface of a suction port to a basic fuel injection amount Fb for making an air fuel ratio of the engine based on operating state of the engine to be a target air-fuel ratio when the engine is in a mode for fuel injection through a fuel injection valve for a port; and calculates a correction amount Fw (S200-S240) so as to be smaller the smaller the direct injection duration T of cylinder injection drive mode before switching, and performs injection of fuel of the target fuel injection amount F* obtained by adding the correction amount Fw to the basic fuel injection amount Fb (S250-S270), when switching from a cylinder injection drive mode for injecting fuel only through cylinder fuel injection valve to another mode is designated.

Description

  The present invention relates to a control device for an internal combustion engine, and more specifically, fuel injection to an internal combustion engine having an in-cylinder fuel injection valve that injects fuel into a cylinder and a port fuel injection valve that injects fuel into an intake port. The present invention relates to a control apparatus for an internal combustion engine that controls an internal combustion engine so as to be switched between an in-cylinder injection mode in which fuel is injected only from an in-cylinder fuel injection valve and a port injection mode in which fuel is injected from at least a port fuel injection valve.

  Conventionally, as a control device for this type of internal combustion engine, a direct injection operation in which fuel is injected into the cylinder from the in-cylinder injector, and a port injection operation in which fuel is injected from the intake port injection injector toward the intake port, When the fuel injection from the in-cylinder injector (direct injection operation) is switched to the fuel injection from the intake port injection injector (port injection operation) in the internal combustion engine that performs the above, the fuel wall surface adhering amount of the intake port due to the port injection Has been proposed that performs intake-synchronized injection until the pressure becomes stable (see, for example, Patent Document 1). In this apparatus, it is assumed that a stable air-fuel mixture is obtained without being affected by the wall-attached fuel, thereby suppressing torque fluctuations and emission deterioration.

JP-A-2005-256800

  However, in the control device for an internal combustion engine described above, the air-fuel ratio of the internal combustion engine may deviate from the target air-fuel ratio when switching from the direct injection operation to the port injection operation is performed. If the duration of the direct injection operation before switching to the port injection operation is short, the fuel adhering to the wall surface of the intake port due to the port injection operation before the direct injection operation remains without being sucked into the cylinder. Due to the fuel remaining on the wall surface of the intake port, the air-fuel ratio of the internal combustion engine sometimes becomes richer (richer) than the target air-fuel ratio when the port injection operation is started by switching from the direct injection operation.

  The control device for an internal combustion engine according to the present invention is mainly intended to suppress the air-fuel ratio of the internal combustion engine from deviating from the target air-fuel ratio when switching from the in-cylinder injection mode to the port injection mode is performed.

  The control device for an internal combustion engine of the present invention employs the following means in order to achieve the main object described above.

The control device for an internal combustion engine of the present invention comprises:
A cylinder in which fuel injection into an internal combustion engine having an in-cylinder fuel injection valve that injects fuel into the cylinder and a port fuel injection valve that injects fuel into an intake port injects fuel only from the in-cylinder fuel injection valve A control device for an internal combustion engine that controls the internal combustion engine so as to be switched between an internal injection mode and a port injection mode for injecting fuel from at least the port fuel injection valve,
In the port injection mode, the correction corresponding to the change in the amount of fuel adhering to the wall surface of the intake port to the basic fuel injection amount for setting the air-fuel ratio of the internal combustion engine to the target air-fuel ratio based on the operating state of the internal combustion engine Fuel injection control means for controlling the internal combustion engine so that fuel injection of a target fuel injection amount obtained by adding the amount is performed,
When the switching from the in-cylinder injection mode to the port injection mode is instructed, the fuel injection control means sets the correction amount so that the shorter the duration of the in-cylinder injection mode before the switching, the smaller the correction amount. Is a means to
This is the gist.

  In the control apparatus for an internal combustion engine according to the present invention, at least in the port injection mode in which fuel is injected from the port fuel injection valve, the basic fuel for setting the air-fuel ratio of the internal combustion engine based on the operating state of the internal combustion engine as the target air-fuel ratio The internal combustion engine is controlled such that fuel injection is performed at a target fuel injection amount obtained by adding a correction amount corresponding to a change in the fuel amount adhering to the wall surface of the intake port to the injection amount. Further, when an instruction is given to switch from the in-cylinder injection mode in which fuel is injected only from the in-cylinder fuel injection valve to the port injection mode, the correction amount tends to become smaller as the duration of the in-cylinder injection mode before the switching is shorter. Set. When the fuel injection is started in the in-cylinder injection mode, the fuel is attached to the wall surface of the intake port by the fuel injection in the previous port injection mode, and the fuel is attached to the wall surface of the intake port as the duration of the in-cylinder injection mode is longer. The spent fuel is sucked into the cylinder and decreases. Therefore, when switching from the in-cylinder injection mode to the port injection mode is instructed, it is considered that the shorter the duration of the in-cylinder injection mode before switching, the more fuel is attached to the wall surface of the intake port. Therefore, by setting the correction amount such that the duration of the in-cylinder injection mode before switching becomes shorter as the duration of the in-cylinder injection mode becomes shorter, the correction amount becomes excessive when fuel injection is started in the port injection mode, and the internal combustion engine is empty. It is possible to suppress the fuel ratio from becoming deeper than the target air-fuel ratio. As a result, it is possible to prevent the air-fuel ratio of the internal combustion engine from deviating from the target air-fuel ratio when switching from the in-cylinder injection mode to the port injection mode is performed. In this case, the fuel injection control means may be means for controlling the internal combustion engine so that fuel injection of the basic fuel injection amount is performed in the in-cylinder injection mode.

  Here, the in-cylinder injection mode may be a mode in which fuel is injected only from the in-cylinder fuel injection valve out of the in-cylinder fuel injection valve and the port fuel injection valve. The port injection mode includes a mode in which fuel is injected only from the port fuel injection valve among the in-cylinder fuel injection valve and the port fuel injection valve, and the in-cylinder fuel injection valve and the port. And a mode in which fuel is injected from both of the fuel injection valves. Further, as the target air-fuel ratio of the internal combustion engine, the theoretical air-fuel ratio of the internal combustion engine can be used, and the basic fuel injection amount can be based on the rotational speed and load of the internal combustion engine.

  In such a control apparatus for an internal combustion engine according to the present invention, when the switching is instructed, the fuel injection control means adheres to the wall surface of the intake port when the fuel injection is started in the in-cylinder injection mode before the switching. The correction amount may be set to reflect the remaining fuel amount excluding the amount sucked into the cylinder during the continuation time. In this way, the correction amount can be set more appropriately.

  In the control apparatus for an internal combustion engine according to the present invention, wherein the correction amount is set so that the remaining fuel amount is reflected, the fuel injection control means is configured to perform the intake air in a steady state of the internal combustion engine in the port injection mode. As a fuel injection amount from the port fuel injection valve, a difference between the amount of fuel adhering to the wall surface of the port and a wall surface adhesion amount difference obtained by subtracting the amount before the change from the amount after the change of the operating state of the internal combustion engine. A value obtained by multiplying a first ratio, which is a ratio of the amount of fuel sucked into the cylinder, of the difference between the wall surface adhering amounts, and a fuel amount estimated to be currently adhering to the wall surface of the intake port. A means for setting the sum of the wall surface adhesion estimated amount and a value obtained by multiplying the wall surface estimated amount by a second ratio, which is a ratio of the current suction into the cylinder, as the correction amount; and The fuel injection control means is When replacement is instructed, a value obtained by subtracting the remaining fuel amount from the amount of fuel adhering to the wall surface of the intake port when the operation state is a steady state based on the operation state of the internal combustion engine is obtained. The correction amount can be set by using the difference between the wall surface adhesion amounts. In this way, the correction amount can be set more appropriately.

  Further, in the control device for an internal combustion engine of the present invention, the fuel injection control means includes a fuel injection amount from the in-cylinder fuel injection valve and a fuel injection from the port fuel injection valve based on an operating state of the internal combustion engine. An injection ratio indicating a ratio to the amount is set, and in the port injection mode, the fuel of the target fuel injection amount corresponds to the set injection ratio and the in-cylinder fuel injection valve and the port fuel injection valve The internal combustion engine may be controlled so as to be distributed and injected. In this case, the fuel injection control means is means for controlling the internal combustion engine so that the basic fuel injection amount of fuel is injected from the in-cylinder fuel injection valve in the in-cylinder injection mode. You can also

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a control device for an internal combustion engine as one embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 4 is a flowchart showing an example of a fuel injection control routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the map for blowing ratio setting. It is explanatory drawing which shows an example of the map for wall surface adhesion residual amount estimation.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a control device for an internal combustion engine as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 as an internal combustion engine, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, and a crankshaft 26 of the engine 22 with a carrier. And a planetary gear 30 in which a ring gear is connected to a drive shaft 36 connected to the drive wheels 38a and 38b via a differential gear 37, and a rotor connected to the sun gear of the planetary gear 30. A motor MG1 configured as a synchronous generator motor, for example, a motor MG2 having a rotor connected to the drive shaft 36, inverters 41 and 42 for driving the motors MG1 and MG2 by switching of a plurality of switching elements (not shown), Of inverters 41 and 42 A motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls the motors MG1 and MG2 by switching control of a number of switching elements, and a lithium ion secondary battery, for example, are connected via inverters 41 and 42. A battery 50 that exchanges power with the motors MG1, MG2, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages the battery 50, and a hybrid electronic control unit (hereinafter referred to as an HVECU) 70 that controls the entire vehicle. And comprising. Here, the engine ECU 24 mainly corresponds to the control device for the internal combustion engine of the embodiment.

  As shown in FIG. 2, the engine 22 includes an in-cylinder fuel injection valve 125 that directly injects hydrocarbon-based fuel such as gasoline and light oil into the cylinder, and a port fuel injection valve 126 that injects fuel into the intake port. It is comprised as an internal combustion engine provided with these. The engine 22 is provided with these two types of fuel injection valves 125 and 126, so that the air cleaned by the air cleaner 122 is sucked through the throttle valve 124 and fuel is injected from the port fuel injection valve 126. The mixed air and fuel are mixed, and the mixture is sucked into the combustion chamber via the intake valve 128, and explosively burned by the electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is applied to the crankshaft. In the same manner as in the port injection drive mode for converting to 26 rotational motion, air is sucked into the combustion chamber, and fuel is injected from the in-cylinder fuel injection valve 125 after the intake stroke or the compression stroke is reached. The crankshaft 26 is rotated by an electric spark caused by explosion. In-cylinder injection drive mode for obtaining movement, and when injecting air into the combustion chamber, fuel is injected from the port fuel injection valve 126 and fuel is injected from the in-cylinder fuel injection valve 125 in the intake stroke and compression stroke, and the crankshaft Operation control is performed in any one of the common injection drive mode for obtaining 26 rotational motions. These drive modes are switched based on the operation state of the engine 22, the operation state required for the engine 22, and the like. Exhaust gas from the engine 22 is discharged to the outside air through a purifier 134 having a three-way catalyst that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). .

  The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and in addition to the CPU 24a, a ROM 24b for storing processing programs, a RAM 24c for temporarily storing data, a timer 24d for measuring time, and an input (not shown). An output port and a communication port; The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor that detects the temperature of cooling water in the engine 22. The cooling water temperature Tw from 142, the in-cylinder pressure Pin from the pressure sensor 143 attached in the combustion chamber, the rotation of the intake cam shaft for opening and closing the intake valve 128 for intake and exhaust to the combustion chamber, and the rotation of the exhaust cam shaft for opening and closing the exhaust valve An air flow meter 14 for detecting a cam angle from a cam position sensor 144 for detecting a position, a throttle opening TH from a throttle valve position sensor 146 for detecting a position of a throttle valve 124, and a mass flow rate of intake air attached to an intake pipe. From the temperature sensor 149 that detects the temperature of the three-way catalyst of the purifier 134, and the exhaust air amount Qa from the temperature sensor 149 attached to the exhaust system. The air-fuel ratio AF from the air-fuel ratio sensor 135a, the oxygen signal O2 from the oxygen sensor 135b attached to the exhaust system, the intake pressure Pi from the pressure sensor 158 for detecting the pressure in the intake pipe, the knocking attached to the cylinder block A knock signal Ks or the like from a knock sensor 159 that detects a vibration caused by the generation is input via an input port. The engine ECU 24 adjusts various control signals for driving the engine 22, for example, a drive signal to the cylinder fuel injection valve 125, a drive signal to the port fuel injection valve 126, and a position of the throttle valve 124. A drive signal to the throttle motor 136, a control signal to the ignition coil 138 integrated with the igniter, a control signal to the variable valve timing mechanism 150 capable of changing the opening / closing timing VT of the intake valve 128, and the like are output via the output port. Has been. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from the crank position sensor 140 attached to the crankshaft 26, and the intake air amount from the air flow meter 148. Based on Qa and the rotational speed Ne of the engine 22, the volume efficiency as a load of the engine 22 (ratio of the volume of air actually sucked in one cycle to the stroke volume per cycle of the engine 22) KL is calculated. The opening / closing timing VT of the intake valve 128 is calculated based on the angle (θci−θcr) of the intake camshaft of the intake valve 128 from the cam position sensor 144 to the crank angle θcr from the crank position sensor 140, Knock from the knock sensor 159 Based on the size and waveform of the click signal Ks are or calculating the knock intensity Kr indicating the occurrence level of knocking.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. Further, as described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal by the driver, An engine in which the required power Pe * to be output from the engine 22 is set based on the required torque Tr * and the charge / discharge required power of the battery 50 and the required power Pe * is greater than or equal to a threshold or the storage ratio SOC of the battery 50 is less than the threshold. When the operating condition 22 is satisfied, the engine 22 is operated at a target operating point consisting of a target rotational speed Ne * and a target torque Te * as an operating point for efficiently outputting the required power Pe * from the engine 22. The engine 22 and the motor M so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. 1 and the motor MG2 are controlled to operate, and when the operating condition of the engine 22 is not satisfied, the motor MG2 outputs the power corresponding to the required power from the motor MG2 to the drive shaft 36 while the operation of the engine 22 is stopped. Operation is controlled.

  In the operation control of the engine 22, in the embodiment, the target throttle opening TH * and the target opening / closing of the intake valve 128 for efficiently operating the engine 22 at the target operation point composed of the target rotational speed Ne * and the target torque Te *. The timing VT * is set, and the target fuel injection amount F * for obtaining the target air-fuel ratio such as the stoichiometric air-fuel ratio based on the rotational speed Ne of the engine 22 and the volumetric efficiency KL and the occurrence of knocking in the engine 22 are suppressed. The target ignition timing Tf * for setting the ignition timing of the engine 22 within a predetermined range is set. Then, the intake air amount control is performed by controlling the throttle motor 136 so that the throttle opening TH of the throttle valve 124 becomes the target throttle opening TH *, and the opening / closing timing VT of the intake valve 128 is set to the target opening / closing timing VT *. The opening / closing timing control is performed by controlling the variable valve timing mechanism 150 so that the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 are driven so that fuel is injected at the target fuel injection amount Qf *. By performing the control, fuel injection control is performed, and by controlling the ignition coil 138 to perform ignition at the target ignition timing Tf *, ignition control is performed.

  Next, the operation of the engine 22 in the hybrid vehicle 20 of the embodiment, particularly the operation when performing fuel injection control of the engine 22 will be described. FIG. 3 is a flowchart showing an example of a fuel injection control routine executed by the engine ECU 24. This routine is repeatedly executed every predetermined time.

  When the fuel injection control routine is executed, the CPU 24a of the engine ECU 24 first requires the control such as the rotational speed Ne of the engine 22, the volumetric efficiency KL, the intake pressure Pi from the pressure sensor 158, and the opening / closing timing VT of the intake valve 128. A process of inputting data is executed (step S100). Here, the rotation speed Ne of the engine 22 is inputted as a value calculated based on a signal from a crank position sensor 140 attached to the crankshaft 26. The volume efficiency KL of the engine 22 is input based on the intake air amount Qa from the air flow meter 148 attached to the intake pipe and the rotational speed Ne of the engine 22. The opening / closing timing VT of the intake valve 128 is input based on a signal calculated from a signal from the crank position sensor 140 and a signal from the cam position sensor 144.

  When the data is input in this way, the basic fuel injection amount Fb that is the basic value of the fuel injection amount for setting the air-fuel ratio of the engine 22 to the target air-fuel ratio such as the theoretical air-fuel ratio based on the input rotational speed Ne and volumetric efficiency KL. Is set (step S110). In the embodiment, the basic fuel injection amount Fb is stored in the ROM 24b as a basic fuel injection amount setting map by previously determining the relationship among the rotational speed Ne, the volumetric efficiency KL, and the basic fuel injection amount Fb by experiments and analysis. When the rotational speed Ne and the volumetric efficiency KL are given, the corresponding basic fuel injection amount Fb is derived and set from the stored map.

  Subsequently, based on the input rotational speed Ne and volumetric efficiency KL, the fuel injection amount from the cylinder fuel injection valve 125 and the fuel injection amount from the port fuel injection valve 126 out of the fuel injection amount of the engine 22 Is set (step S120), and the drive mode of the engine 22 is set based on the set injection ratio Rp (step S130). Here, in the embodiment, the blow-off rate Rp represents the ratio of the fuel injection amount from the port fuel injection valve 126 when the fuel injection amount of the engine 22 is 100%, and the engine speed Ne. The relationship between the volumetric efficiency KL and the blowing rate Rp for efficiently operating the engine 22 is determined in advance by experiments and analysis and stored in the ROM 24b as a blowing rate setting map, and the rotational speed Ne and the volumetric efficiency KL are stored. And the corresponding blowing rate Rp is derived and set from the stored map. FIG. 4 shows an example of the distribution ratio setting map. Instead of the blow rate Rp, a blow rate Rd representing the ratio of the fuel injection amount from the in-cylinder fuel injection valve 125 when the fuel injection amount of the engine 22 is 100% may be used. .

  The blowing rate Rp in FIG. 4 is set to a value that decreases as the volumetric efficiency KL increases in the middle and low rotation speed region where the rotation speed Ne of the engine 22 is less than the predetermined rotation speed Ne1. A value 1 (100%) is set when the efficiency KL is less than the first efficiency KL1, and a value Rp1 (for example, a value 0.4 or a value 0) when the volumetric efficiency KL is greater than or equal to the first efficiency KL1 and less than the second efficiency KL2. .5, 0.6, etc.) is set, and when the volumetric efficiency KL is greater than or equal to the second efficiency KL2 and less than the third efficiency KL3, a value Rp2 smaller than the value Rp1 (for example, a value 0.2 or a value 0.3) ) Is set, and the value 0 (0%) is set when the volumetric efficiency KL is greater than or equal to the third efficiency KL3. Further, the blowing rate Rp in FIG. 4 is set to a value of 0 (0%) regardless of the volumetric efficiency KL in the high rotation speed region where the rotation speed Ne of the engine 22 is equal to or higher than the predetermined rotation speed Ne1. This is because in the region where the volumetric efficiency KL is large or the region where the rotational speed Ne is high, the air-fuel mixture tends to be homogenized, and the engine 22 efficiently injects higher torque than the fuel injected into the intake port. Based on reasons such as easy output. Therefore, the drive mode of the engine 22 is the in-cylinder injection drive mode (so-called direct injection) when the injection ratio Rp is 0 (when the operation region of the engine 22 is in the so-called direct injection region) in the example of FIG. Mode) is set, the port injection drive mode is set when the injection division ratio Rp is 1, and the common injection drive mode is set when the injection distribution ratio Rp is the value Rp1 or the value Rp2. The spray distribution ratio setting map may be a map for low water temperature used when the coolant temperature Tw is relatively low and a map for normal water temperature used when the coolant temperature Tw is relatively high. .

  When the injection ratio Rp and the drive mode are thus set, the set drive mode is checked (step S140), and when the set drive mode is the in-cylinder injection drive mode in which fuel injection is performed only from the in-cylinder fuel injection valve 125, The basic fuel injection amount Fb is set to the target fuel injection amount F * (step S160).

  Then, a value obtained by multiplying the set target fuel injection amount F * by a value (1−Rp) obtained by subtracting the injection ratio Rp from the value 1 is set as the in-cylinder target fuel injection amount Fe * and the target fuel injection amount F *. A value obtained by multiplying * by the injection ratio Rp is set as the port target fuel injection amount Fp * (step S260), and the in-cylinder fuel injection is performed so that the set in-cylinder target fuel injection amount Fe * is injected into the cylinder. The fuel injection valve 125 is driven, and the port fuel injection valve 126 is driven so that fuel is injected into the intake port at the set port target fuel injection amount Fp * (step S270), and the fuel injection control routine is terminated. To do. Therefore, in the in-cylinder injection drive mode in which the injection ratio Rp is 0 (0%), the port target fuel injection amount Fp * is 0, so the target fuel injection amount F * (that is, the basic fuel injection amount Fb). This fuel is injected only from the cylinder fuel injection valve 125. By such control, fuel injection control can be performed in the in-cylinder injection drive mode so that the air-fuel ratio of the engine 22 becomes a target air-fuel ratio such as the stoichiometric air-fuel ratio.

  When the set drive mode is a mode in which fuel is injected from the port fuel injection valve 126 (that is, the port injection drive mode or the common injection drive mode), it is determined whether the operating state of the engine 22 is a steady state or a transient state. When it is determined (step S150) and it is determined that the operating state of the engine 22 is in a steady state, it is determined that it is not necessary to correct the basic fuel injection amount Fb, and when the drive mode is the in-cylinder injection drive mode. Similarly, the basic fuel injection amount Fb is set to the target fuel injection amount F * (step S160). Here, the determination of the operating state of the engine 22 is within an allowable range in which the amount of change (variation width) per predetermined time such as the rotational speed Ne, the volumetric efficiency KL, and the opening / closing timing VT of the engine 22 can be determined as a steady state. If it is, it can be determined by determining the steady state, otherwise determining it as a transient state.

  Then, a value obtained by multiplying the set target fuel injection amount F * by a value (1−Rp) obtained by subtracting the injection ratio Rp from the value 1 is set as the in-cylinder target fuel injection amount Fe * and the target fuel injection amount F *. A value obtained by multiplying * by the injection ratio Rp is set as the port target fuel injection amount Fp * (step S260), and the in-cylinder fuel injection is performed so that the set in-cylinder target fuel injection amount Fe * is injected into the cylinder. The fuel injection valve 125 is driven, and the port fuel injection valve 126 is driven so that fuel is injected into the intake port at the set port target fuel injection amount Fp * (step S270), and the fuel injection control routine is terminated. To do. Therefore, in the port injection drive mode in which the injection ratio Rp is 1 (100%), the in-cylinder target fuel injection amount Fe * is 0, so that the fuel of the target fuel injection amount F * is the port fuel injection valve. It will be injected only from 126. Further, in the common injection driving mode in which the injection ratio Rp value Rp1 and the value Rp2 are set, the fuel of the target fuel injection amount F * is supplied to the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 according to the injection distribution ratio Rp. Will be distributed and injected. By such control, fuel injection control can be performed so that the air-fuel ratio of the engine 22 becomes a target air-fuel ratio such as the stoichiometric air-fuel ratio when the engine 22 is in a steady state in the port injection driving mode or the common injection driving mode.

  The set drive mode is a mode in which fuel is injected from the port fuel injection valve 126 (that is, the port injection drive mode or the common injection drive mode), and when the operating state of the engine 22 is in a transient state, the basic fuel injection amount Fb is set. Based on the rotational speed Ne of the engine 22, the volumetric efficiency KL, and the opening / closing timing VT of the intake valve 128, it is determined that correction is necessary, and fuel injection control is performed assuming that the current operating state of the engine 22 is a steady state. The wall surface adhering amount Qw, which is the amount of fuel adhering to the wall surface of the intake port at that time (including the inner wall surface of the intake port and the surface on the intake port side of the intake valve 128), is derived (step S170). In the embodiment, the wall surface adhesion amount Qw is derived by obtaining the relationship between the rotational speed Ne of the engine 22 and the volumetric efficiency KL, the opening / closing timing VT of the intake valve 128, and the wall surface adhesion amount Qw by experiments and analysis in advance. It is stored in the ROM 24b as a map for use, and when the rotational speed Ne, volumetric efficiency KL, and opening / closing timing VT are given, the corresponding wall surface adhesion amount Qw is derived from the stored map. The wall surface adhesion amount Qw is basically set so as to increase as the rotational speed Ne or volumetric efficiency KL increases.

  Subsequently, it is determined whether or not the drive mode set when the previous routine is executed is the in-cylinder injection drive mode (step S180), and the drive mode set when the previous routine is executed is the cylinder. When it is determined that the mode is not the internal injection drive mode (that is, the port injection drive mode or the common injection drive mode), it is determined that the mode in which fuel is injected from the port fuel injection valve 126 is continued. The wall surface adhesion amount difference ΔQw is calculated by subtracting the wall surface adhesion amount Qw (previous Qw) derived when the present routine was executed last time from the wall surface adhesion amount Qw by (1) (step S190). Therefore, basically, when the rotational speed Ne and the volumetric efficiency KL change in a direction that increases, the wall surface adhesion amount difference ΔQw becomes a positive value, and the rotational speed Ne and the volumetric efficiency KL change in a direction that decreases. In this case, it becomes a negative value.

  ΔQw = Qw-previous Qw (1)

  Next, based on the intake pressure Pi of the engine 22 and the coolant temperature Tw, the fuel injection amount from the port fuel injection valve 126 is directly sucked into the cylinder without adhering to the wall surface of the intake port. In addition to deriving the direct intake rate kw1, which is the ratio of the fuel amount, in the cylinder away from the wall surface of the intake port out of the fuel amount adhering to the wall surface of the intake port based on the intake pressure Pi and the cooling water temperature Tw. The indirect suction rate kw2, which is the ratio of the amount of fuel that will be sucked into the vehicle, is derived (step S230). In the embodiment, the direct suction rate kw1 and the indirect suction rate kw2 are derived by obtaining the relationship among the intake pressure Pi, the cooling water temperature Tw, the direct suction rate kw1 and the indirect suction rate kw2 of the engine 22 in advance through experiments and analysis, respectively. A direct suction rate derivation map and an indirect suction rate derivation map are stored in the ROM 24b, and when the intake pressure Pi and the cooling water temperature Tw are given, the corresponding direct suction rate kw1 and indirect suction rate kw2 are derived from the stored map. To do.

  When the wall surface adhesion amount difference ΔQw, the direct suction rate kw1, and the indirect suction rate kw2 are obtained in this way, the wall surface adhesion estimation that is the fuel amount estimated to be adhered to the wall surface of the intake port as a result of executing this routine this time. Using the previous Qtrn which is the previous value of the amount Qtrn (the amount of fuel that is estimated to be currently attached to the wall surface of the intake port as a result of executing this routine last time), the wall surface adhesion amount difference ΔQw by the following equation (2) Is calculated as a correction amount Fw corresponding to a change in the amount of fuel adhering to the wall surface of the intake port (step S240), and the sum of the value obtained by multiplying the intake rate kw1 directly by the value obtained by multiplying the previous Qtrn by the indirect suction rate kw2 A value obtained by adding the correction amount Fw to the basic fuel injection amount Fb is set as the target fuel injection amount F * (step S250). Here, the wall surface adhesion estimation amount Qtrn can be calculated by the equation (3) using the direct suction rate kw1, the wall surface adhesion amount difference ΔQw, and the indirect suction rate kw2. The expression (3) is obtained by changing the basic fuel injection amount Fb to the correction amount Fw so as to correspond to the change in the amount of fuel adhering to the wall surface of the intake port based on the change in the operating state of the engine 22 in the port injection drive mode or the common injection drive mode. As a result of executing this routine to correct only this time, it is for calculating the amount of fuel estimated to be attached to the intake port. The first term on the right side is the in-cylinder of the wall surface attachment amount difference ΔQw. Indicates the amount of fuel newly adhering to the wall surface of the intake port without being inhaled, and the second term on the right side of the previous Qtrn adheres to the wall surface of the intake port without being separated from the wall surface of the intake port (not sucked into the cylinder) Indicates the amount of fuel that remains.

Fw = kw1 ・ ΔQw + kw2 ・ previous Qtrn (2)
Qtrn = (1-kw1) ・ ΔQw + (1-kw2) ・ previous Qtrn (3)

  Then, the in-cylinder target fuel injection amount Fe * and the port target fuel injection amount Fp * are set using the set target fuel injection amount F * and the injection ratio Rp (step S260), and the set in-cylinder target fuel is set. The in-cylinder fuel injection valve 125 and the port fuel injection valve 126 are driven using the injection amount Fe * and the port target fuel injection amount Fp * (step S270), and the fuel injection control routine is terminated.

  If it is determined in step S180 that the drive mode when the routine was executed last time is the in-cylinder injection drive mode, it is determined that switching from the in-cylinder injection drive mode to the port injection drive mode or the common injection drive mode has been instructed. When the fuel injection is started in the in-cylinder injection drive mode before the switching (that is, when the fuel injection is ended in the port injection driving mode or the common injection driving mode before the switching to the in-cylinder injection driving mode). ) Direct injection start wall surface adhering amount Qwdst, which is the amount of fuel adhering to the wall surface of the intake port, and the direct injection duration T measured using the timer 24d as the duration of the in-cylinder injection drive mode before switching. (Step S200), and based on the input direct injection start wall adhesion amount Qwdst and the direct injection duration T, T estimates the wall-deposited residual amount Qwd a amount of fuel without being sucked into the cylinder remains in a state of adhering to the wall surface of the intake port during a (step S210). Here, the wall surface adhesion residual amount Qwd indicates that, in the embodiment, when the fuel injection is terminated in the port injection driving mode or the common injection driving mode before switching to the in-cylinder injection driving mode, the operating state of the engine 22 is in a steady state. If the engine is in the transient state, the wall surface adhesion amount Qw is input as the wall surface adhesion amount Qwdst stored in the RAM 24c. The value stored in the RAM 24c is inputted as the wall surface adhesion amount Qwdst at the start of injection. In addition, in the embodiment, the wall surface adhesion residual amount Qwd is a map for estimating the wall surface adhesion residual amount by previously obtaining a relationship between the wall surface adhesion amount Qwdst at the start of direct injection, the direct injection duration T, and the wall surface adhesion residual amount Qwd by an experiment or the like. Is stored in the ROM 24b, and when the direct injection start wall surface adhesion amount Qwdst and the direct injection duration time T are given, the corresponding wall surface adhesion residual amount Qwd is derived and estimated from the stored map. FIG. 5 shows an example of the wall surface adhesion residual amount estimation map. As shown in the figure, the wall surface adhesion residual amount Qwd is determined so as to increase as the direct injection start wall surface adhesion amount Qwdst increases and to decrease as the direct injection duration T increases. In the figure, the time T1 as an example of the direct injection continuation time T until the wall surface adhesion residual amount Qwd reaches the value 0 is, for example, several seconds or tens of seconds.

  When the wall surface adhesion residual amount Qwd is estimated in this way, a value obtained by subtracting the wall surface adhesion residual amount Qwd from the wall surface adhesion amount Qw is calculated as a wall surface adhesion amount difference ΔQw (step S220), and the intake pressure Pi of the engine 22 and the cooling water temperature Tw are calculated. Based on this, the direct suction rate kw1 and the indirect suction rate kw2 are derived, and the correction amount Fw is calculated using the direct suction rate kw1, the wall surface adhesion amount difference ΔQw, and the indirect suction rate kw2 (steps S230 and S240), and basic fuel injection is performed. A value obtained by adding the correction amount Fw to the amount Fb is set as the target fuel injection amount F * (step S250). Since it is now time to switch from the in-cylinder injection drive mode to the port injection drive mode or the common injection drive mode, the wall surface adhesion amount difference ΔQw is the wall surface adhesion amount although the rotational speed Ne and the volumetric efficiency KL are small. Qw basically becomes a positive value, and the shorter the direct injection duration T, the larger the wall surface adhesion residual amount Qwd. Therefore, the shorter the direct injection duration T, the smaller the calculated value.

  Then, the in-cylinder target fuel injection amount Fe * and the port target fuel injection amount Fp * are set using the set target fuel injection amount F * and the injection ratio Rp (step S260), and the set in-cylinder target fuel is set. The in-cylinder fuel injection valve 125 and the port fuel injection valve 126 are driven using the injection amount Fe * and the port target fuel injection amount Fp * (step S270), and the fuel injection control routine is terminated.

  Now, when switching from the in-cylinder injection drive mode to the port injection drive mode or the common injection drive mode is instructed, the difference between the wall surface adhesion amount that is obtained by subtracting the previous wall surface adhesion amount Qw from the wall surface adhesion amount Qw as in the process of step S190 A case of calculating as ΔQw is considered as a comparative example. In the case of this comparative example, the previous injection Qw as the wall surface adhesion amount Qw based on the operating state of the engine 22 for which the in-cylinder injection drive mode is set is 0, whereas the direct injection duration T is the time shown in FIG. When switching from the in-cylinder injection drive mode is instructed to be sufficiently shorter than T1, there is a case where fuel adheres to the wall surface of the intake port, and the calculated wall surface adhesion amount difference ΔQw becomes larger than actual. In this case, if the fuel injection amount is corrected by the correction amount Fw using the wall surface adhesion amount difference ΔQw thus calculated, the fuel injection amount of the engine 22 increases and the air-fuel ratio becomes deeper (rich) than the target air-fuel ratio. A case will arise. On the other hand, in the embodiment, when switching from the in-cylinder injection drive mode is instructed, the shorter the direct injection duration T, the larger the wall surface adhesion residual amount Qwd and the wall surface adhesion amount difference ΔQw are reduced. It is possible to suppress the air-fuel ratio of 22 from becoming richer than the target air-fuel ratio.

  According to the engine ECU 24 mounted on the hybrid vehicle 20 of the embodiment described above, at least in the port injection drive mode or the common injection drive mode in which fuel is injected from the port fuel injection valve 126, it is based on the operating state of the engine 22. Fuel injection of the target fuel injection amount F * obtained by adding the correction amount Fw corresponding to the change in the fuel amount adhering to the wall surface of the intake port to the basic fuel injection amount Fb for setting the air-fuel ratio of the engine 22 to the target air-fuel ratio The engine 22 is controlled so that the fuel injection is performed. Further, when switching from the in-cylinder injection driving mode in which fuel is injected only from the in-cylinder fuel injection valve 125 to the port injection driving mode or the common injection driving mode is instructed, switching is performed. The correction amount Fw tends to decrease as the direct injection duration T in the previous in-cylinder injection drive mode decreases. Since the engine 22 is controlled so that the target fuel injection amount F * obtained by adding the correction amount Fw to the basic fuel injection amount Fb is calculated, the fuel injection is performed in the port injection driving mode or the common injection driving mode. It is possible to prevent the correction amount Fw from becoming excessive when started and the air-fuel ratio of the engine 22 from becoming deeper than the target air-fuel ratio. As a result, it is possible to suppress the air-fuel ratio of the engine 22 from deviating from the target air-fuel ratio when switching from the in-cylinder injection drive mode is performed.

  In the engine ECU 24 of the embodiment, the target fuel injection amount F * of the engine 22 is set as the basic fuel injection amount Fb or the basic fuel injection amount Fb plus the correction amount Fw. A feedback term (such as a proportional term and an integral term) for making the air-fuel ratio AF from the sensor 135a the target air-fuel ratio may be added. In this case, when switching from the in-cylinder injection drive mode to the port injection drive mode or the common injection drive mode is performed, the correction by the correction amount Fw corresponding to the direct injection duration T is performed, and thereafter the engine 22 is It is possible to suppress the air-fuel ratio AF from fluctuating (disturbed) in the vicinity of the target air-fuel ratio.

  In the engine ECU 24 of the embodiment, when switching from the in-cylinder injection driving mode to the port injection driving mode or the common injection driving mode is instructed, the wall surface adhesion residual amount Qwd that increases as the direct injection duration T before switching becomes shorter is used. By calculating the wall surface adhesion amount difference ΔQw by subtracting from the wall surface adhesion amount Qw, the correction amount Fw is made smaller as the direct injection duration T is shorter. However, the value 1 becomes shorter as the direct injection duration T before switching is shorter. The correction amount Fw may be made smaller as the direct injection duration T is shorter by multiplying the wall surface attachment amount Qw by a smaller correction coefficient and calculating the wall surface attachment amount difference ΔQw.

  In the engine ECU 24 of the embodiment, the in-cylinder injection drive mode, the port injection drive mode, and the common injection drive mode are prepared as drive modes in the fuel injection control of the engine 22, but the common injection drive mode is prepared. However, only the in-cylinder injection drive mode and the port injection drive mode may be prepared.

  In the embodiments, the present invention is applied to the configuration of the control device for the internal combustion engine mounted on the hybrid vehicle 20. However, a vehicle including only an engine as a driving power source, a vehicle other than a vehicle, a ship, and an aircraft. The control device for an internal combustion engine mounted on a moving body such as the above may be used, or the control device for an internal combustion engine incorporated in a non-moving facility such as a construction facility.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 having the in-cylinder fuel injection valve 125 and the port fuel injection valve 126 corresponds to an “internal combustion engine”, and the engine 22 is continuously operated in the port injection drive mode or the common injection drive mode. When the operating state of the engine 22 is in a transient state, the basic fuel injection amount Fb for setting the air-fuel ratio of the engine 22 based on the operating state of the engine 22 to the target air-fuel ratio changes in the amount of fuel adhering to the wall surface of the intake port. While setting the target fuel injection amount F * obtained by adding the corresponding correction amount Fw, when switching from the in-cylinder injection driving mode to the port injection driving mode or the common injection driving mode is instructed, the in-cylinder injection before switching The correction amount Fw is calculated so as to decrease as the direct injection duration time T in the drive mode becomes shorter, and the target fuel injection amount F * is set, and this target Fuel injection quantity F * by the engine ECU24 for executing fuel injection control routine of FIG. 3 for controlling the engine 22 corresponds to "fuel injection control unit".

  Here, the “internal combustion engine” is not limited to the engine 22, but has an in-cylinder fuel injection valve that injects fuel into the cylinder and a port fuel injection valve that injects fuel into the intake port. Any type of internal combustion engine may be used. As the “fuel injection control means”, when the engine 22 is continuously operated in the port injection drive mode or the common injection drive mode and the engine 22 is in a transient state, the engine 22 is emptied based on the engine 22 operation state. While setting the target fuel injection amount F * obtained by adding the correction amount Fw corresponding to the change in the fuel amount adhering to the wall surface of the intake port to the basic fuel injection amount Fb for setting the fuel ratio to the target air-fuel ratio, When switching from the injection drive mode to the port injection drive mode or the common injection drive mode is instructed, the correction amount Fw is calculated so as to decrease as the direct injection duration T in the in-cylinder injection drive mode before switching becomes shorter, and the target The fuel injection amount F * is set and the engine 22 is controlled by the target fuel injection amount F *. Sometimes, the target fuel obtained by adding a correction amount corresponding to the change in the amount of fuel adhering to the wall surface of the intake port to the basic fuel injection amount for setting the air-fuel ratio of the internal combustion engine to the target air-fuel ratio based on the operating state of the internal combustion engine When the internal combustion engine is controlled so that fuel injection of the injection amount is performed and switching from the in-cylinder injection mode to the port injection mode is instructed, correction is made such that the shorter the duration of the in-cylinder injection mode before switching, the smaller the tendency. As long as the internal combustion engine is controlled so as to perform the fuel injection of the target fuel injection amount obtained by setting the amount and adding the correction amount set to the basic fuel injection amount, it does not matter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of control devices for internal combustion engines.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM, 24d timer, 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 70 hybrid electronic control unit (HV ECU), 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position Sensor, 88 vehicle speed sensor, 122 air cleaner, 124 throttle valve, 125 cylinder fuel injection valve, 126 port fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purifier, 134a temperature sensor, 135a air fuel ratio Sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing Mechanism, 158 pressure sensor, 159 knock sensor, MG1, MG2 motor.

Claims (4)

A cylinder in which fuel injection into an internal combustion engine having an in-cylinder fuel injection valve that injects fuel into the cylinder and a port fuel injection valve that injects fuel into an intake port injects fuel only from the in-cylinder fuel injection valve A control device for an internal combustion engine that controls the internal combustion engine so as to be switched between an internal injection mode and a port injection mode for injecting fuel from at least the port fuel injection valve,
In the port injection mode, the correction corresponding to the change in the amount of fuel adhering to the wall surface of the intake port to the basic fuel injection amount for setting the air-fuel ratio of the internal combustion engine to the target air-fuel ratio based on the operating state of the internal combustion engine Fuel injection control means for controlling the internal combustion engine so that fuel injection of a target fuel injection amount obtained by adding the amount is performed,
When the switching from the in-cylinder injection mode to the port injection mode is instructed, the fuel injection control means sets the correction amount so that the shorter the duration of the in-cylinder injection mode before the switching, the smaller the correction amount. Is a means to
Control device for internal combustion engine. A control device for an internal combustion engine according to claim 1,
When the switching is instructed, the fuel injection control means determines the duration of the fuel amount attached to the wall surface of the intake port when the fuel injection is started in the in-cylinder injection mode before the switching. Means for setting the correction amount so that the remaining fuel amount excluding the amount sucked into the cylinder is reflected in between.
Control device for internal combustion engine. A control device for an internal combustion engine according to claim 2,
When the fuel injection control means is in the port injection mode, the amount of fuel adhering to the wall surface of the intake port in the steady state of the internal combustion engine is changed from the amount after the change in the operating state of the internal combustion engine to the amount before the change. Is multiplied by the first ratio, which is the ratio of the amount of fuel sucked into the cylinder, out of the wall surface adhesion amount difference as the fuel injection amount from the port fuel injection valve. And the ratio of the estimated amount of fuel adhering to the wall surface of the intake port and the estimated amount of fuel adhering to the wall surface of the intake port, A means for setting the sum of the value multiplied by the ratio and the correction amount,
Further, when the switching is instructed, the fuel injection control means determines the fuel amount from the amount of fuel adhering to the wall surface of the intake port when the operation state is a steady state based on the operation state of the internal combustion engine. It is a means for setting the correction amount using a value obtained by subtracting the remaining fuel amount as the wall surface adhesion amount difference.
Control device for internal combustion engine. A control device for an internal combustion engine according to any one of claims 1 to 3,
The fuel injection control means sets a fuel injection ratio indicating a ratio between a fuel injection amount from the in-cylinder fuel injection valve and a fuel injection amount from the port fuel injection valve based on an operating state of the internal combustion engine. In the port injection mode, the internal combustion engine is configured such that fuel of the target fuel injection amount is distributed and injected from the in-cylinder fuel injection valve and the port fuel injection valve in accordance with the set blowing rate. Is a means of controlling
Control device for internal combustion engine.

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