JP2013142338A - Internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine control device capable of restraining an air-fuel ratio variation in an exhaust gas of flowing out to an exhaust passage caused by blow-by air.SOLUTION: An engine 10 is provided with a port injection valve 22 and a cylinder injection valve 24. An ECU 70 calculates a blow-by air quantity being a quantity of blow-by air uncontributing to combustion, and a cylinder inside air quantity filled in a cylinder out of suction air supplied in the cylinder 12 of the engine 10. The ECU 70 calculates an injection quantity A1 corresponding to a blow-by air quantity, and an injection quantity A2 corresponding to the cylinder inside air quantity. The ECU 70 controls the cylinder injection valve 24 so that the cylinder injection valve 24 performs fuel injection based on the injection quantity A1 in blow-by of the cylinder, and the cylinder injection valve 24 performs the fuel injection based on the injection quantity A2 after finishing the blow-by.

Description

  The present invention relates to a control device for an internal combustion engine.

  Conventionally, for example, as disclosed in Japanese Patent Application Laid-Open No. 2009-162216, an internal combustion engine having a configuration in which an air-fuel ratio sensor is attached to an exhaust manifold or an exhaust port is known. Exhaust gas such as an air-fuel ratio sensor is attached to an exhaust passage of an internal combustion engine, and is often attached at a position before the exhaust catalyst or behind the exhaust catalyst. For example, a supercharged internal combustion engine equipped with a turbocharger has a configuration in which an air-fuel ratio sensor is provided downstream of a turbine because the sensor output is stable.

  On the other hand, in the design of the exhaust system, inter-cylinder imbalance detectability and sensor warm-up property are also taken into consideration as factors for determining the exhaust gas sensor mounting position. Based on such considerations, a configuration in which the exhaust gas sensor is attached to an upstream position of the exhaust system, that is, an exhaust manifold or an exhaust port has been studied. The air-fuel ratio sensor disclosed in the above publication is an example.

JP 2009-162216 A JP 2006-177193 A JP 2008-175201 A

  When a valve overlap exists between the intake valve and the exhaust valve, a part of the intake fresh air can flow out downstream of the exhaust port and the exhaust passage without contributing to combustion. This is called “blow-through”. Hereinafter, “air that has flowed into the exhaust passage without contributing to combustion due to blow-through” is also simply referred to as “blow-through air”.

  When the air-fuel ratio sensor is attached upstream of the exhaust system as in the conventional technique, the air-fuel ratio sensor is in direct contact with the blow-by air. As a result, the air-fuel ratio sensor senses the blow-by air as lean gas. On the other hand, after completion of the blow-through, fuel is injected into the air filled in the cylinder and combustion is performed, so that burned gas flows out into the exhaust passage in the subsequent exhaust stroke. For the air-fuel ratio sensor, the burned gas is richer than the blown air. Thus, if the exhaust gas sensor alternately detects the blow-by air and the burned gas, it is not preferable because an unnecessary sensor output fluctuation is caused from the viewpoint of air-fuel ratio control or the like.

  The present invention has been made to solve the above-described problems, and provides a control device for an internal combustion engine that can suppress fluctuations in the air-fuel ratio of exhaust gas flowing into an exhaust passage caused by blow-by air. For the purpose.

In order to achieve the above object, a first invention is a control device for an internal combustion engine,
A fuel injection valve provided in the internal combustion engine;
Calculating means for calculating a blow-through air amount that is an amount of blow-through air that does not contribute to combustion among intake air supplied into the cylinder of the internal combustion engine, and an in-cylinder air amount filled in the cylinder;
Calculating means for calculating a fuel injection amount of the fuel injection valve, wherein the calculating means calculates a first injection amount corresponding to the blow-by air amount and a second injection amount corresponding to the in-cylinder air amount;
The fuel injection valve injects fuel into the cylinder based on the first injection amount when the cylinder is blown through, and the fuel injection valve is based on the second injection amount after the blow-through is completed. Fuel injection control means for controlling the fuel injection valve so as to inject fuel into
It is characterized by providing.

According to a second invention, in the first invention,
The calculating means includes
The first injection amount so that the difference between the blow-by gas air-fuel ratio that is the air-fuel ratio of the blow-by air and the fuel of the first injection amount and the exhaust gas air-fuel ratio of the second injection amount of fuel is within a predetermined range. And means for calculating the second injection amount,
It is characterized by including.

According to a third invention, in the first or second invention,
The calculating means includes
First calculation means for calculating the first injection amount according to the blow-through air amount based on a target air-fuel ratio;
Second calculating means for calculating the second injection amount according to the in-cylinder air amount based on the target air-fuel ratio;
It is characterized by including.

According to a fourth invention, in any one of the first to third inventions,
An exhaust manifold communicating with the exhaust port of the cylinder;
An exhaust pipe communicating with the exhaust manifold;
A turbocharger comprising a turbine provided in the exhaust pipe;
An air-fuel ratio sensor provided upstream of the turbine in the exhaust port, the exhaust manifold, or the exhaust pipe;
Feedback control means for feeding back the output of the air-fuel ratio sensor to the fuel injection amount of the fuel injection valve;
It is characterized by providing.

  According to the first aspect of the invention, fuel injection can be performed not only for fuel injection necessary for combustion according to the amount of cylinder air but also for blown-through air from the cylinder. Therefore, the air-fuel ratio fluctuation of the exhaust gas flowing out to the exhaust passage due to the blow-by air can be suppressed.

  According to the second aspect, the air-fuel ratio fluctuation between the blow-by gas air-fuel ratio and the exhaust gas air-fuel ratio can be suppressed within a predetermined range, so that the air-fuel ratio fluctuation can be further suppressed.

  According to the third aspect of the invention, the fuel injection amount for each of the blow-through air amount and the in-cylinder air amount can be calculated based on the common target air-fuel ratio, so that the air-fuel ratio fluctuation can be suppressed accurately.

  According to the fourth invention, the air-fuel ratio sensor can be mounted at the upstream position of the exhaust system while accurately suppressing the fluctuation of the air-fuel ratio. As a result, it is possible to improve the inter-cylinder imbalance detectability and the sensor warm-up property while suppressing a decrease in accuracy of the feedback control.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram for demonstrating the structure of the control apparatus of the internal combustion engine concerning Embodiment 1 of this invention with the internal combustion engine system structure with a variable valve apparatus to which this is applied. It is a schematic diagram which shows the fuel-injection operation | movement of the control apparatus of the internal combustion engine concerning Embodiment 1 of this invention. 4 is a flowchart of a routine executed by the ECU in the control apparatus for an internal combustion engine according to the first embodiment of the present invention. 6 is a flowchart of a routine executed by an ECU in the control apparatus for an internal combustion engine according to the second embodiment of the present invention. It is a schematic diagram which shows the fuel-injection operation | movement of the control apparatus of the internal combustion engine concerning Embodiment 3 of this invention. 7 is a flowchart of a routine executed by an ECU in the control apparatus for an internal combustion engine according to the third embodiment of the present invention. It is a figure for demonstrating the problem by the blow-by air solved in the control apparatus of the internal combustion engine concerning Embodiment 1 of this invention.

Embodiment 1 FIG.
[Configuration of Embodiment 1]
FIG. 1 is an overall configuration diagram for explaining the configuration of a control device for an internal combustion engine according to a first embodiment of the present invention, together with the configuration of an internal combustion engine system with a variable valve device to which the control device is applied. The internal combustion engine system of the present embodiment includes an engine 10 that is a gasoline engine. Each cylinder of the engine 10 is provided with a piston 14, and a combustion chamber is formed by the piston 14. The piston 14 is connected to a crankshaft 18 that is an output shaft of the engine 10.

  Although only one cylinder 12 is shown in FIG. 1 for convenience, it is assumed that the engine 10 is actually an in-line four-cylinder gasoline engine having four cylinders 12. In many cases, an engine mounted on a vehicle includes a plurality of cylinders, and the engine 10 includes a plurality of cylinders in the same manner.

  Each cylinder 12 has a port injection valve 22 for injecting fuel into the intake port 20, an ignition plug 16 provided in the combustion chamber, and an intake valve 26 for opening and closing the intake port 20 with respect to the cylinder. Is provided. The cylinder 12 is also provided with an in-cylinder injection valve 24 that directly injects fuel into the cylinder.

  The engine 10 includes an intake passage 38 that sucks intake air into the intake port 20 of each cylinder 12. Each of the intake ports 20 of each cylinder 12 is joined by an intake manifold that constitutes a part of the intake passage 38. The intake passage 38 is provided with an air flow sensor 42 that detects the intake air amount and an electronically controlled throttle valve 44. The throttle valve 44 is driven based on the accelerator opening degree and adjusts the intake air amount.

  The cylinder 12 communicates with the exhaust port 30 and is provided with an exhaust valve 32 that opens and closes the exhaust port 30 with respect to the inside of the cylinder. The exhaust ports 30 of the cylinders 12 merge at the exhaust manifold 50. The exhaust manifold 50 communicates with the exhaust pipe 51. An air-fuel ratio sensor 52 is attached to the exhaust manifold 50. By disposing the air-fuel ratio sensor 52 upstream of the exhaust system in this way, it is possible to improve inter-cylinder imbalance detectability and sensor warm-up performance. An exhaust pressure sensor 54 is attached to the exhaust pipe 51.

  The engine 10 includes a supercharger 62 that supercharges intake air using exhaust pressure. The supercharger 62 has a turbine 66 provided in the exhaust passage and a compressor 64 provided in the intake passage 38. When the supercharger 62 is operated, the turbine 66 receives the exhaust pressure and rotates to drive the compressor 64, whereby the compressor 64 supercharges the intake air.

  The engine 10 includes a VVT 40 as a variable valve operating device. The VVT 40 constitutes an intake valve phase variable mechanism that variably sets the phase (open / close timing) of the intake valve 26 and an exhaust valve phase variable mechanism that variably sets the phase (open / close timing) of the exhaust valve 32. . The phase of the intake valve 26 and the exhaust valve 32 can be advanced or retarded by the VVT 40, and the valve overlap amount of both valves can be adjusted. The VVT 40 may include a working angle variable mechanism that variably sets the working angle (valve opening period) and the lift amount of the intake valve 26 and the exhaust valve 32.

  Furthermore, the system of the present embodiment includes a sensor system including a crank angle sensor 49 and an intake pressure sensor 46, and an ECU (Electronic Control Unit) 70 that controls the operating state of the engine 10. First, the sensor system will be described. The crank angle sensor 49 outputs a signal synchronized with the rotation of the crankshaft 18, and the ECU 70 detects the engine speed (engine speed) and the crank angle based on this output. can do. The intake pressure sensor 46 detects the pressure of the intake air (supercharging pressure), and can detect the intake pressure in the intake manifold to which the intake port 20 communicates.

  The sensor system also includes various sensors necessary for vehicle and engine control (for example, a water temperature sensor that detects the temperature of engine cooling water, an accelerator opening sensor that detects the accelerator opening, and a camshaft rotation angle). Cam angle sensors and the like), and these sensors are connected to the input side of the ECU 70. Various actuators including a throttle valve 44, a port injection valve 22, an in-cylinder injection valve 24, a spark plug 16, a VVT 40, and the like are connected to the output side of the ECU 70.

  Then, the ECU 70 detects operation information of the engine with a sensor system, and performs operation control by driving each actuator based on the detection result. Specifically, the engine speed and the crank angle are detected based on the output of the crank angle sensor 49, and the intake air amount is calculated by the air flow sensor 42. Further, the engine load (load factor) is calculated based on the intake air amount, the engine speed, and the like. The fuel injection timing and ignition timing are determined based on the crank angle, and when these timings arrive, the port injection valve 22, the in-cylinder injection valve 24, and the spark plug 16 are driven. Thereby, the air-fuel mixture is combusted in the cylinder, and the engine can be operated. Further, the ECU 70 controls the phases and the like of the intake valve 26 and the exhaust valve 32 by driving the VVT 40.

[Operation of Embodiment 1]
(Problems caused by blow-by air)
When the air-fuel ratio sensor 52 is attached to the exhaust manifold 50, when only the air blown by the valve overlap directly hits the air-fuel ratio sensor 52, a sensor output indicating lean corresponding to this is generated. On the other hand, if combustion is performed in the combustion chamber of the cylinder 12 in a state where air is insufficient for the amount of blown-off air, the discharged burned gas becomes rich. If such a lean atmosphere and a rich atmosphere repeatedly reach the air-fuel ratio sensor 52, the output value repeats lean and rich reciprocations, leading to hunting and reducing feedback control accuracy.

  FIG. 7 is a diagram for explaining a problem caused by blow-by air that is solved in the control apparatus for an internal combustion engine according to the first embodiment of the present invention. Thick line arrows in the figure represent the gas flow. FIG. 7 (A) shows the exhaust stroke. The exhaust gas after combustion flows out to the exhaust port 30, and the air-fuel ratio sensor 52 detects rich gas. Next, FIG. 7B shows a state in which the valve overlaps during the intake stroke. A part of the fresh air blows through, and the air-fuel ratio sensor 52 detects lean. Next, FIG. 7C shows the state after the exhaust valve 32 is closed, that is, after the blow-through is completed, and the remaining air fills the cylinder 12 and contributes to combustion. In-cylinder injection valve 24 injects fuel Inj400.

  Even if the gas discharged from the combustion chamber is controlled to stoichiometric (or target A / F), lean output (see FIG. 7B) due to blow-by air is inevitable. That is, suppose that in FIG. 7C, an accurate in-cylinder air amount is calculated in consideration of the blow-by, and the fuel Inj 400 is set to a fuel injection amount corresponding to this. However, even if the in-cylinder A / F is controlled to the target A / F in FIG. 7C, the air-fuel ratio of the exhaust gas in the next exhaust stroke (see FIG. 7A) is only improved. The lean due to the blow-by air in FIG.

(Fuel injection operation of Embodiment 1)
FIG. 2 is a schematic diagram illustrating a fuel injection operation of the control device for the internal combustion engine according to the first embodiment of the present invention. Thick line arrows in the figure represent the gas flow. In the first embodiment, after the exhaust stroke in FIG. 2 (A), fuel injection is also performed during the blow-through during valve overlap in the intake stroke in FIG. 2 (B). That is, in FIG. 2B, the in-cylinder injection valve 24 injects the fuel Inj1. Thereby, a part of the fresh air and a part of the fuel are blown through the exhaust port 30. Further, in the first embodiment, after the exhaust valve 32 is closed, the in-cylinder injection valve 24 injects the fuel Inj2. Fuel injection is performed at least once at the timings of FIG. 2 (B) and FIG. 2 (C).
Thereby, not only the fuel injection required for the combustion according to the amount of in-cylinder air but also the fuel injection can be performed for the blow-by air from the cylinder 12. Therefore, the air-fuel ratio fluctuation of the exhaust gas flowing out to the exhaust port 30 and the exhaust manifold 50 due to the blow-by air can be suppressed.

  In particular, in the first embodiment, the fuel injection amount (fuel Inj1) that becomes the target A / F with respect to the blow-through air amount is injected when the intake air is blown through. Further, the fuel injection amount (fuel Inj2) that becomes the target A / F with respect to the in-cylinder air amount is injected when the intake air is not blown through (after the exhaust valve 32 is closed). The total injection amount is divided into Inj1 and Inj2. Since the fuel injection amount for each of the blow-by air amount and the in-cylinder air amount can be calculated based on the common target A / F, fluctuations in the air-fuel ratio can be accurately suppressed. If the blown-through gas and the combustion gas have the same A / F, the output of the air-fuel ratio sensor 52 can be stabilized.

[Specific Processing in First Embodiment]
FIG. 3 is a flowchart of a routine executed by the ECU 70 in the control apparatus for an internal combustion engine according to the first embodiment of the present invention.

  In the routine of FIG. 3, first, the ECU 70 executes a determination process for determining whether or not the actual valve overlap amount exceeds a predetermined value (step S100). This determination process is a process of calculating the actual valve overlap amount from the phase of the VVT 40 and comparing it with a predetermined value. If the condition of this step is not satisfied (No), the current routine ends.

  Next, the ECU 70 executes a process for determining whether or not the surge tank pressure exceeds the exhaust pressure (step S102). In this process, a comparison process for comparing the surge tank pressure obtained from the output of the intake pressure sensor 46 with the exhaust pressure obtained from the exhaust pressure sensor 54 is executed. If the condition of this step is not satisfied (No), the current routine ends.

  When the condition in step S102 is satisfied (Yes), the ECU 70 executes a process for setting the determination flag for whether or not the intake air is blown through to True (step S104). This is because if it is determined in step S102 that the surge tank pressure is higher, it can be determined that part of the intake air is blown through in consideration of the establishment of step S100.

  Next, the ECU 70 executes a calculation process for calculating the blow-through air amount and the in-cylinder air amount (step S106). This calculation process may be created using, for example, a calculation technique disclosed in Japanese Patent Application Laid-Open No. 2006-177193. Alternatively, a map or a mathematical expression that defines the relationship between the overlap amount, the engine speed, the surge tank pressure, the exhaust pressure, or the like may be stored, and this calculation process may be executed using these maps or mathematical expressions as functions. .

  Next, the ECU 70 executes a process for dividing the fuel injection amount (step S108). The process of step S108 is a process of dividing the total injection amount into the injection amount A1 and the injection amount A2. The injection amount A1 is an injection amount that becomes the target A / F with respect to the blow-by air amount. The injection amount A2 is an injection amount that becomes the target A / F with respect to the in-cylinder air amount.

  Next, the ECU 70 executes a process for performing fuel injection (step S110). In this step, the ECU 70 controls the in-cylinder injection valve 24 so that the in-cylinder injection valve 24 performs fuel injection based on the injection amount A1 when the intake air is blown through (the fuel in FIG. 2B). Inj1) and when the in-cylinder injection valve 24 does not blow in the intake air, the fuel injection is executed based on the injection amount A2 (fuel Inj2 in FIG. 2C).

  Thereafter, the current routine ends, and the process proceeds to ignition, combustion, and exhaust stroke of the spark plug 16.

  In the first embodiment, the engine 10 includes a dual injection system including the port injection valve 22 and the in-cylinder injection valve 24. However, the present invention is not limited to this, and the present invention can also be applied to an internal combustion engine having only one fuel injection valve. Multistage injection may be performed with the one fuel injection valve. For example, as a configuration including only the port injection valve 22, both the injection at the time of blow-through and the injection after the exhaust valve 32 is closed may be performed by the port injection valve 22. Further, as a configuration including only the in-cylinder injection valve 24, the in-cylinder injection valve 24 may perform both the injection at the time of blow-through and the injection after the exhaust valve 32 is closed.

Embodiment 2.
FIG. 4 is a flowchart of a routine executed by the ECU 70 in the control apparatus for an internal combustion engine according to the second embodiment of the present invention. The second embodiment has the same hardware configuration and software configuration as those of the first embodiment except that the ECU 70 executes the routine shown in FIG. The flowchart of FIG. 4 is the same as the flowchart of FIG. 3 except that the process of step S208 is provided instead of step S108.

  In the routine of FIG. 4, first, the ECU 70 executes the processes of steps S100, S102, S104, and S106, as in the flowchart of FIG. 3 according to the first embodiment.

Next, the ECU 70 executes a process for dividing the fuel injection amount (step S208).
The process in step S208 is the same as the process in step S108 in that the total injection amount is divided into an injection amount A1 and an injection amount A2. However, in step S208, the total injection amount is divided into the injection amount A1 and the injection amount A2 so that the difference between the blow-by gas air-fuel ratio and the exhaust gas air-fuel ratio falls within a certain range. More preferably, the difference (output difference) between the sensor output indicated when the air-fuel ratio sensor 52 detects the blow-by gas and the sensor output indicated when the air-fuel ratio sensor 52 detects the exhaust gas air-fuel ratio is within a certain value. In this way, the total injection amount is divided into the injection amount A1 and the injection amount A2. The “constant range” and “constant value” are set to values that do not cause roughening of the sensor output value. This is to suppress the deterioration of air-fuel ratio controllability due to the different air-fuel ratios hitting the air-fuel ratio sensor 52.

  Next, the ECU 70 executes the process of step S110 as in the flowchart of FIG. Thereafter, the current routine ends, and the process proceeds to ignition, combustion, and exhaust stroke of the spark plug 16.

  According to the above process, the air-fuel ratio fluctuation between the blow-by gas air-fuel ratio and the exhaust gas air-fuel ratio can be suppressed within a predetermined range, so that the air-fuel ratio fluctuation can be further suppressed.

Embodiment 3 FIG.
Since the engine 10 has the port injection valve 22, air-fuel ratio control by the port injection valve 22 is also possible. When the required fuel injection amount is large or the homogeneity between fuel and air is poor, the port injection valve 22 is also used to control the blow-by gas and the combustion gas to the target A / F in a wider area. be able to. The third embodiment is based on such a technical idea.

FIG. 5 is a schematic diagram illustrating a fuel injection operation of the control device for the internal combustion engine according to the third embodiment of the present invention. Thick line arrows in the figure represent the gas flow. In Embodiment 3, after the exhaust stroke in FIG. 5 (A), fuel injection is also performed during the blow-through during valve overlap in the intake stroke in FIG. 5 (B).
In FIG. 5B, the port injection valve 22 injects fuel Inj12 and the in-cylinder injection valve 24 injects fuel Inj11. The port injection valve 22 injects a part of “fuel to be injected with respect to the blow-through air”, and the remaining part is injected by the in-cylinder injection valve 24. Further, in the third embodiment, after the exhaust valve 32 is closed, the port injection valve 22 injects the fuel Inj14 and the in-cylinder injection valve 24 injects the fuel Inj13. The port injection valve 22 injects a part of “fuel to be injected into the in-cylinder air”, and the remaining part is injected by the in-cylinder injection valve 24. In addition, without using the in-cylinder injection valve 24 together, the port injection valve 22 may inject all of the fuel to be injected at each timing, and refrain from the injection of the in-cylinder injection valve 24.

  FIG. 6 is a flowchart of a routine executed by the ECU 70 in the control apparatus for an internal combustion engine according to the third embodiment of the present invention. The third embodiment is assumed to have the same hardware configuration and software configuration as those of the first embodiment except that the ECU 70 executes the routine shown in FIG. The flowchart in FIG. 6 is the same as the flowchart in FIG. 3 except that steps S310 and S312 are provided instead of step S110.

  In the routine of FIG. 6, first, the ECU 70 executes the processing from step S <b> 100 to S <b> 108 as in the flowchart of FIG. 3 according to the first embodiment.

Next, the ECU 70 executes a process for performing fuel injection (steps S310 and S312).
In this step, the ECU 70 controls the in-cylinder injection valve 24 so that when the intake air is first blown through, the port injection valve 22 and the in-cylinder injection valve 24 execute fuel injection based on the injection amount A1 ( Fuel Inj11 and Fuel Inj12 in FIG. 5B). A part of the injection amount A1 is injected to the port injection valve 22 during a period in which the intake air is blown through (during valve overlap). The entire injection amount A1 may be injected by the port injection valve 22.
Next, the ECU 70 controls the in-cylinder injection valve 24, so that the port injection valve 22 and the in-cylinder injection valve are controlled based on the injection amount A2 during a period when the intake air is not blown through (after the exhaust valve 32 is closed). 24 performs fuel injection (fuel Inj13 and fuel Inj14 in FIG. 5C). During the period when the intake air is not blown through (during the intake stroke after the exhaust valve 32 is closed), a part of the injection amount A2 is injected to the port injection valve 22. The entire injection amount A2 may be injected by the port injection valve 22.

  Thereafter, the current routine ends, and the process proceeds to ignition, combustion, and exhaust stroke of the spark plug 16.

  According to the processing described above, by using the port injection valve 22 together, the blow-by gas and the combustion gas can be controlled to the target A / F in a wider area.

DESCRIPTION OF SYMBOLS 10 Engine 12 Cylinder 14 Piston 16 Spark plug 18 Crankshaft 20 Intake port 22 Port injection valve 24 In-cylinder injection valve 26 Intake valve 30 Exhaust port 32 Exhaust valve 38 Intake passage 42 Air flow sensor 44 Throttle valve 46 Intake pressure sensor 49 Crank angle sensor 50 Exhaust manifold 51 Exhaust pipe 52 Air-fuel ratio sensor 54 Exhaust pressure sensor 62 Supercharger 64 Compressor 66 Turbine

Claims (4)

A fuel injection valve provided in the internal combustion engine;
Calculating means for calculating a blow-through air amount that is an amount of blow-through air that does not contribute to combustion among intake air supplied into the cylinder of the internal combustion engine, and an in-cylinder air amount filled in the cylinder;
Calculating means for calculating a fuel injection amount of the fuel injection valve, wherein the calculating means calculates a first injection amount corresponding to the blow-by air amount and a second injection amount corresponding to the in-cylinder air amount;
The fuel injection valve injects fuel into the cylinder based on the first injection amount when the cylinder is blown through, and the fuel injection valve is based on the second injection amount after the blow-through is completed. Fuel injection control means for controlling the fuel injection valve so as to inject fuel into
A control device for an internal combustion engine, comprising: The calculating means includes
The first injection amount so that the difference between the blow-by gas air-fuel ratio that is the air-fuel ratio of the blow-by air and the fuel of the first injection amount and the exhaust gas air-fuel ratio of the second injection amount of fuel is within a predetermined range. And means for calculating the second injection amount,
The control apparatus for an internal combustion engine according to claim 1, comprising: The calculating means includes
First calculation means for calculating the first injection amount according to the blow-through air amount based on a target air-fuel ratio;
Second calculating means for calculating the second injection amount according to the in-cylinder air amount based on the target air-fuel ratio;
The control apparatus for an internal combustion engine according to claim 1 or 2, characterized by comprising: An exhaust manifold communicating with the exhaust port of the cylinder;
An exhaust pipe communicating with the exhaust manifold;
A turbocharger comprising a turbine provided in the exhaust pipe;
An air-fuel ratio sensor provided upstream of the turbine in the exhaust port, the exhaust manifold, or the exhaust pipe;
Feedback control means for feeding back the output of the air-fuel ratio sensor to the fuel injection amount of the fuel injection valve;
The control device for an internal combustion engine according to any one of claims 1 to 3, further comprising:

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