JP2013253556A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine which enhances acceleration performance of the internal combustion engine having a supercharger.SOLUTION: A control device 12 of an internal combustion engine is configured to perform divided injection for jetting fuel in a combustion chamber 28 by a cylinder injection valve 42 in both suction stroke and compression stroke of the internal combustion engine 10 when the internal combustion engine 10 having a supercharger 64 and a cylinder injection valve 42 for directly jetting fuel in the combustion chamber is accelerated. The control device 12 of an internal combustion engine comprises a divided injection control part 74 for forcing the cylinder injection valve 42 to start the divided injection taking as a sufficient condition the determination in which a detected value of variation speed of the accelerator opening is a first threshold or more.

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that is applied to an internal combustion engine having an in-cylinder injection valve and configured to perform split injection.

  Spark ignition type internal combustion engines include direct injection gasoline engines having a supercharger and an in-cylinder injection valve that injects fuel directly into the cylinder. In a direct injection gasoline engine with a supercharger, it is known to inject fuel in both an intake stroke and a compression stroke.

  For example, a control device for an engine with a turbocharger disclosed in Patent Document 1 determines whether or not the vehicle is in an accelerating state according to detection signals of an accelerator opening sensor and an airflow sensor. And this control apparatus divides | segments into an intake stroke and the latter half of a compression stroke in the acceleration first period, and injects a fuel into a cylinder injection valve. According to this control device, the exhaust gas energy required for driving the turbine of the turbocharger is sufficiently ensured, and the turbocharger can be quickly charged to accelerate the vehicle. It is supposed to improve.

On the other hand, some engines with a supercharger have a port injection valve that injects fuel into an intake port in addition to an in-cylinder injection valve.
Patent document 2 is disclosing the control apparatus of the engine with a supercharger which has a cylinder injection valve and a port injection valve. This control device discloses that in-cylinder injection ratio increase control is performed in a transient state, that is, in a sudden acceleration state. In the cylinder injection ratio increase control, the cylinder injection ratio is increased with respect to the port injection ratio.

Whether the current state is a transient state is determined based on the detection signal of the throttle opening sensor when the current supercharging pressure calculated based on the detection signal of the supercharging pressure sensor falls below a predetermined threshold value. This is done depending on whether the operation speed of the current throttle opening is a positive value and exceeds a predetermined threshold value, and is affirmed when both conditions are satisfied.
According to the control device of Patent Document 2, it is said that a decrease in engine performance is suppressed by execution according to the characteristics of the exhaust energy increasing means.

JP 2000-54894 A (paragraph numbers 0053, 0054, etc.) JP 2006-132399 A (paragraph numbers 0036, 0041, 0045, FIG. 3, etc.)

  The supercharger-equipped engine control device disclosed in Patent Literature 1 executes divided injection after determining whether or not the vehicle is in an acceleration state. In the determination of the acceleration state, the detection signal of the air flow sensor is used, but there is a variation or deviation between the estimated value of the charging efficiency calculated based on the detection signal of the air flow sensor and the true value of the charging efficiency. There is an error consisting of

  For this reason, when it is determined whether or not the vehicle is in an acceleration state based on the detection signal of the airflow sensor, it may take time until the determination that the vehicle is in the acceleration state is made from the driver's acceleration request. is there. As a result, the acceleration of the vehicle may be delayed with respect to the driver's acceleration request.

  Moreover, the control apparatus of the engine with a supercharger which patent document 2 discloses is performing the in-cylinder injection ratio increase control after determining whether it is a rapid acceleration state. Although the detection signal of the boost pressure sensor is used for the determination of the sudden acceleration state, it is between the estimated value of the boost pressure calculated based on the detection signal of the boost pressure sensor and the true value of the boost pressure. Has an error consisting of variations and deviations.

  For this reason, when it is determined whether or not the vehicle is in the rapid acceleration state based on the detection signal of the supercharging pressure sensor, it takes time from the driver's request for acceleration to the determination that the vehicle is in the rapid acceleration state. Sometimes. As a result, the acceleration of the vehicle may be delayed with respect to the driver's acceleration request.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a control device for an internal combustion engine that improves the acceleration performance of the internal combustion engine having a supercharger.

  In order to achieve the above-described object, according to one aspect of the present invention, the internal combustion engine includes a supercharger and an in-cylinder fuel injection unit that directly injects fuel into the combustion chamber. In a control device for an internal combustion engine configured to perform split injection in which fuel is injected into the combustion chamber by the in-cylinder fuel injection means in both an intake stroke and a compression stroke, a detected value of a change speed of an accelerator opening An internal combustion engine comprising: a split injection control means for causing the in-cylinder fuel injection means to start the split injection under a sufficient condition that the fuel injection is determined to be equal to or greater than a first threshold value. A control device is provided.

  In the control device for an internal combustion engine according to one aspect, it is a sufficient condition for executing the divided injection that the detected value of the change rate of the accelerator opening is determined to be equal to or greater than the first threshold value. For this reason, even if a detection value other than the change rate of the accelerator opening is input to the control device, the control device only determines that the change rate of the accelerator opening is equal to or higher than the first threshold value. Configured to start. As a result, the split injection is quickly started in response to the request of the person who operates the accelerator, and the acceleration performance is improved.

  The internal combustion engine may further include port fuel injection means for performing port injection for injecting fuel into the intake port, and the control device for the internal combustion engine has a detected value of the change rate of the accelerator opening equal to or greater than a first threshold value. When it is less than the second threshold value and the port fuel injection means performs port injection in parallel with the divided injection, the detected value of the change rate of the accelerator opening is equal to or greater than the second threshold value. In addition, it may further include a port injection control means for prohibiting the port fuel injection means from performing the port injection in a state where the divided injection is being executed.

  According to this configuration, the divided injection and the port injection are executed when the detected value of the change speed is not less than the first threshold value and less than the second threshold value, and only the divided injection is executed when it is not less than the second threshold value. In this way, by using port injection in addition to in-cylinder injection, unburned components, etc. contained in the exhaust gas are reduced while ensuring acceleration performance according to demand, enabling more environmentally friendly control. Become.

The control device for the internal combustion engine may be configured to start split injection at the same time when it is determined that the detected value of the change rate of the accelerator opening is equal to or greater than the first threshold value.
According to this configuration, the split injection is started most quickly in response to the request, and the acceleration performance is improved.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of an internal combustion engine which improves the acceleration performance of the internal combustion engine which has a supercharger is provided.

It is a figure for demonstrating the structure of the control apparatus of the internal combustion engine which concerns on 1st Embodiment. It is a flowchart which shows the schematic procedure of the division | segmentation injection control method which the control apparatus of FIG. 1 performs. FIG. 3 is a schematic timing chart when the divided injection control method of FIG. 2 is executed, where (a) is an accelerator opening change amount, (b) is ON / OFF of divided injection, (c) is charging efficiency, and ( d) shows the change with time of the torque. It is a figure for demonstrating the structure of the control apparatus of the internal combustion engine which concerns on 2nd Embodiment. It is a flowchart which shows the schematic procedure of the division | segmentation injection control method which the control apparatus of FIG. 4 performs.

  Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention unless otherwise specified, but are merely illustrative examples. Not too much.

(First embodiment)
FIG. 1 shows a schematic configuration of an internal combustion engine 10 and a control device 12 of the internal combustion engine 10 according to the first embodiment. The internal combustion engine 10 and the control device 12 are mounted on a vehicle (not shown).

  The internal combustion engine 10 includes a crankcase 14 and a cylinder block 16, and one or more cylinders 18 are defined inside the cylinder block 16. A crankshaft 20 is rotatably disposed in the crankcase 14, and a piston 22 is reciprocally disposed in each cylinder 18. The piston 22 is connected to the crankshaft 20 via a connecting rod 24.

  A cylinder head 26 is attached to the cylinder block 16. The cylinder head is disposed so as to close the open end of the cylinder 18, and a combustion chamber 28 is formed between the piston 22 and the cylinder head 26.

  The cylinder head 26 is provided with an intake port 30 and an exhaust port 32 communicating with the fuel chamber 28, and an intake valve 34 and an exhaust valve 36 are provided in the intake port 30 and the exhaust port 32, respectively. The intake valve 34 is reciprocated by an intake cam 38 to open and close the intake port 30. The exhaust valve 36 is reciprocated by the exhaust cam 40 to open and close the exhaust port 32.

Further, in-cylinder injection valves (in-cylinder fuel injection valves) 42 are attached to the cylinder head 26 corresponding to the respective cylinders 18. The in-cylinder injection valve 42 constitutes an in-cylinder fuel injection unit that directly injects fuel into the combustion chamber 28. The fuel is gasoline, and fuel is supplied to the in-cylinder injection valve 42 from a fuel tank through a feed pump and a high-pressure pump, although not shown. The in-cylinder injection valve 42 opens and closes according to a command from the control device 12 and injects fuel into the combustion chamber 28 with a predetermined injection amount.
Further, a spark plug 44 is attached to the cylinder head 26 corresponding to each cylinder 18, and the spark plug 44 ignites and burns an air-fuel mixture containing fuel in the combustion chamber 28.

An intake passage 46 is connected to the intake port 30. The intake passage 46 is a passage for supplying air to the combustion chamber 28 and is constituted by piping or the like. The intake passage 46 includes an air filter 48 for purifying air, a compressor 50 for compressing air, an intercooler 52 for cooling the compressed air, and a throttle valve for adjusting the flow rate of air. 54 is provided.
The throttle valve 54 is, for example, an electronic control valve (ETV) that can electronically control the opening degree, and the throttle valve 54 is driven by a throttle valve actuator 55.

  An exhaust passage 56 is connected to the exhaust port 32. The exhaust passage 56 is a passage for exhausting exhaust gas from the combustion chamber 28, and is configured by piping or the like. The exhaust passage 56 is provided with an exhaust turbine 58 driven by exhaust, a catalyst 60 for purifying exhaust, and a muffler 62 for silencing.

  The exhaust turbine 58 is connected to the compressor 50, and the power of the exhaust turbine 58 driven by the exhaust is used as power for the compressor 50 to compress air. That is, the compressor 50 and the exhaust turbine 58 constitute a supercharger 64 composed of an exhaust turbocharger, and the internal combustion engine 10 is a direct injection gasoline engine having the supercharger 64.

The internal combustion engine 10 has a plurality of types of sensors.
Specifically, the internal combustion engine 10 includes an air flow rate sensor 66, a throttle valve opening sensor, a crank rotation angle sensor 68, and an accelerator opening sensor 69.
The air flow sensor 66 is provided in a portion of the intake passage 46 downstream of the air filter 48 and detects the flow rate of the intake air.

  The throttle valve opening sensor is a sensor for measuring the opening of the throttle valve 54. In the present embodiment, the throttle valve actuator 55 also serves as the throttle valve opening sensor. Therefore, hereinafter, it is also referred to as a throttle valve opening sensor 55.

The crank rotation angle sensor 68 is provided in the vicinity of the crankshaft 20 and detects the rotation angle of the crankshaft 20.
The accelerator opening sensor 69 is provided in the vicinity of the accelerator pedal, and can detect the accelerator opening and the amount of change per unit time of the accelerator opening, that is, the changing speed of the accelerator opening.

  Intake flow rate, throttle valve opening, crankshaft rotation angle detected continuously or intermittently by the air flow sensor 66, throttle valve opening sensor 55, crank rotation angle sensor 68, and accelerator opening sensor 69, The detected value of the accelerator opening and the change rate of the accelerator opening are input to the control device 12 continuously or intermittently.

The control device 12 is configured by, for example, an ECU (electronic central control device), and is configured by a CPU (central processing unit), a memory, an external storage device, an input / output device, and the like.
The control device 12 is a control unit that controls the entire vehicle including the internal combustion engine 10.

  The control device 12 combusts through the throttle valve 54 and the amount of fuel supplied into the combustion chamber 28 by the in-cylinder injection valve 42 according to the input accelerator opening and the detected value of the change rate of the accelerator opening. The amount of intake air supplied into the chamber 28 is adjusted. The control device 12 also controls the fuel supply timing (injection timing) and the ignition timing of the spark plug 44 based on the input detected value of the rotation angle of the crankshaft 20.

  Here, FIG. 1 schematically shows a functional configuration of the control device 12 of the present embodiment. The control device 12 includes an acceleration request determination unit 70, an acceleration end determination unit 72, and a split injection control unit (split injection control means) 74.

  The acceleration request determination unit 70 compares the input detection value ΔAPS of the latest accelerator opening change speed with a predetermined acceleration request determination threshold (first threshold) ΔAPSth1. Then, when the detected value ΔAPS becomes equal to or greater than the acceleration request determination threshold value ΔAPSth1, the acceleration request determination unit 70 determines that the driver requests acceleration, and the detected value ΔAPS is less than the predetermined acceleration request determination threshold value ΔAPSth1. If there is, it is determined that the driver does not request acceleration.

When it is determined that the driver requests acceleration, the split injection control unit 74 causes the in-cylinder injection valve 42 to execute split injection as soon as possible or simultaneously. That is, the divided injection control unit 74 causes the in-cylinder injection valve 42 to execute divided injection as soon as possible or simultaneously when the detected value ΔAPS becomes equal to or greater than the acceleration request determination threshold value ΔAPSth1.
On the other hand, when it is determined that the driver does not request acceleration, the control device 12 causes the in-cylinder injection valve 42 to perform intake injection.

Here, the intake air injection means that fuel is injected into the combustion chamber 28 during the intake stroke.
The split injection is to perform compression injection in which fuel is injected into the combustion chamber 28 in a compression stroke following the intake stroke after the intake injection is performed in the intake stroke. That is, split injection is a combination of intake injection and compression injection.

  In the internal combustion engine 10, the four strokes of the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke are repeated. With regard to the position of the piston 22, in the intake stroke, the piston 22 moves from the top dead center to the bottom dead center. In the compression stroke, the piston 22 is located from the bottom dead center to the top dead center.

  The acceleration end determination unit 72 determines that the driver's request for acceleration has ended when the input detection value APS of the latest accelerator opening is less than a predetermined acceleration end determination threshold APSth. When it is determined that the driver's request for acceleration has ended, the split injection control unit 74 ends the split injection, and the control device 12 executes only the intake injection.

Next, a split injection control method executed by the control device 12 of the internal combustion engine 10 will be described with reference to FIG. FIG. 2 is a flowchart showing a schematic procedure of the split injection control method.
In the split injection control method, first, an acceleration request determination step S10 is performed. In the acceleration request determination step S10, the input detection value ΔAPS of the latest accelerator opening change speed is compared with a preset acceleration request determination threshold value ΔAPSth1.

If the detection value ΔAPS is smaller than the acceleration request determination threshold value ΔAPSth1 as a result of the comparison in the acceleration request determination step S10, the acceleration request determination step S10 is repeated, and if the detection value ΔAPS is greater than or equal to the acceleration request determination threshold value ΔAPSth1, The divided injection ON step S12 is executed as soon as possible from the determination or simultaneously with the determination.
In the divided injection on step S12, divided injection is started. In split injection, fuel is injected in an intake stroke and a compression stroke following the intake stroke.

  The ratio of the fuel injection amount in the intake stroke and the fuel injection amount in the compression stroke in the split injection is set in advance. For example, the ratio of the fuel injection amount in the intake stroke and the fuel injection amount in the compression stroke is set to 7: 3. Further, the total injection amount of the fuel injected in the intake stroke and the compression stroke is determined by the control device 10 based on the detected value APS of the accelerator opening and the traveling state of the vehicle, as in the case of only the intake injection. Is done.

  After the split injection on step S12, an acceleration end determination step S14 is executed. In the acceleration end determination step S14, it is determined whether or not the input detection value APS of the latest accelerator opening is equal to or greater than the acceleration end determination threshold APSth. As a result of the determination, if the detected value APS is less than the acceleration end determination threshold APSth, the divided injection off step S16 is executed, and the divided injection is ended. After the split injection off step S16, the acceleration request determination step S10 is executed again. It should be noted that only normal intake injection is performed after the end of split injection.

  Further, as a result of the determination in the acceleration end determination step S14, if the detected value APS is equal to or greater than the acceleration end determination threshold APSth, the charging efficiency calculation step S12 is executed again. In the state where the divided injection is already performed, the divided injection is maintained in the ON state in the divided injection ON step S12.

FIG. 3 is an example of a timing chart when the control device 12 executes divided injection.
As shown in FIG. 3A, when the detected value ΔAPS of the change rate of the accelerator opening becomes equal to or greater than the acceleration request determination threshold value ΔAPSth1, the divided injection is turned on immediately or simultaneously as shown in FIG. And the split injection is started.

According to the control device 12 of the first embodiment described above, the divided injection is executed when the detected value ΔAPS of the change rate of the accelerator opening is equal to or greater than the acceleration determination threshold value ΔAPSth1.
Here, the solid line in FIG. 3 (c) shows the change over time in the charging efficiency when the divided injection is started at the same time that the detected value ΔAPS of the change rate of the accelerator opening becomes equal to or greater than the acceleration determination threshold value ΔAPSth1, The one-dot chain line in FIG. 3 (c) shows the change over time of the charging efficiency when the divided injection is started at the time (A) when the charging efficiency becomes equal to or higher than the predetermined value.

  As shown in FIG. 3C, when the injection value starts at the same time as the detected value ΔAPS becomes equal to or higher than the acceleration determination threshold value ΔAPSth1, the divided injection is started at the point (A) when the charging efficiency becomes a predetermined value or more. Compared to the case, the filling efficiency is increased by ΔEc.

  The solid line in FIG. 3D shows the change over time in the torque when the divided injection is started at the same time as the detected value ΔAPS of the change rate of the accelerator opening becomes equal to or greater than the acceleration determination threshold value ΔAPSth1, and FIG. The alternate long and short dash line in (d) indicates the change over time in the torque when split injection is started at the time point (A) when the charging efficiency reaches a predetermined value or more.

  As shown in FIG. 3D, when the divided value is started at the same time as the detected value ΔAPS becomes equal to or greater than the acceleration determination threshold value ΔAPSth1, the divided value is started when the torque becomes equal to or greater than the predetermined value (A). Compared to the case, the torque increases by ΔT.

  As described above, as a result of increasing the charging efficiency and increasing the torque by starting the divided injection promptly or simultaneously after the detected value ΔAPS of the change rate of the accelerator opening becomes equal to or greater than the acceleration determination threshold value ΔAPSth1, According to the control device 12, the divided injection is immediately started in response to the request of the driver who operated the accelerator, and the acceleration performance is improved.

In other words, the acceleration performance can be improved by starting the divided injection only under the sufficient condition that the detected value ΔAPS of the change rate of the accelerator opening is not less than the acceleration determination threshold value ΔAPSth1 without being influenced by the detected value of the charging efficiency. improves.
The torque is improved by the divided injection because the combustion is improved by the divided injection and the ignition advance is possible.

  The control device 10 determines that the change speed ΔAPS is equal to or greater than the acceleration request determination threshold value ΔAPSth1, and at the same time starts the divided injection, so that the divided injection is started most quickly in response to the request and the acceleration performance is improved. To do.

(Second Embodiment)
Hereinafter, a second embodiment will be described. In the description of the second embodiment, the same or similar configurations as those of the first embodiment are denoted by the same names or reference numerals, and the description thereof is omitted or simplified.

As shown in FIG. 4, in the second embodiment, the internal combustion engine 10 has a port injection valve (port fuel injection means) 43. The port injection valve 43 can inject fuel into the intake port 30. In addition, although not shown in figure, the fuel is supplied to the port injection valve 43 from a fuel via a feed pump.
The control device 80 further includes an acceleration level determination unit 76 and a port injection control unit (port injection control means) 78. The port injection control unit 78 controls the amount of fuel injected from the port injection valve 43 by controlling opening and closing of the port injection valve 43.

FIG. 5 is a flowchart showing a schematic procedure of the divided injection control method executed by the control device 80.
The acceleration level determination unit 76, at the same time as or immediately after the acceleration request determination unit 70 performs the determination, sets the input acceleration speed change ΔAPS of the latest accelerator opening in advance as a predetermined acceleration level determination threshold value (second It is compared with (threshold value) ΔAPSth2 (acceleration level determination step S16). The acceleration level determination threshold value ΔAPSth2 is larger than the acceleration determination threshold value ΔAPSth1.

  When it is determined that the change speed ΔAPS is equal to or greater than the acceleration request determination threshold ΔAPSth1 and less than the acceleration level determination threshold ΔAPSth2, the control device 80 determines the divided injection control unit 74 and the port as soon as possible or simultaneously. The injection control unit 78 starts the port injection combined divided injection (port injection combined divided injection ON step S16).

  In the port injection combined split injection, the port injection valve 43 injects fuel into the intake port 30 and the in-cylinder injection valve 42 executes split injection. That is, in the divided injection with the port injection, the fuel is injected separately into the port injection, the intake injection, and the compression injection. The total fuel injection amount in the split injection with the port injection is determined by the control device 80 based on the detected value APS of the accelerator opening and the running state of the vehicle, as in the case of only the intake injection.

  Further, when it is determined that the change speed ΔAPS is equal to or greater than the acceleration level determination threshold ΔAPSth2, the control device 80 causes the divided injection control unit 74 to start divided injection as soon as possible or simultaneously. At this time, the control device 80 stops the port injection by the port injection control unit 78.

Then, in the acceleration end determination step S14, the split injection or the port injection combined split injection is continued until it is determined that the acceleration request is ended.
Note that port injection may be used in combination with intake air injection under predetermined operating conditions even when the change speed ΔAPS is equal to or greater than the acceleration request determination threshold value ΔAPSth1.

  According to the control device 80 of the second embodiment described above, when the detected value ΔAPS of the change rate of the accelerator opening is equal to or greater than the acceleration determination threshold value ΔAPSth1, the divided injection is executed without using or using the port injection together. Is done. For this reason, the acceleration performance is improved as in the case of the control device 10.

  Then, according to the control device 80 of the second embodiment described above, when the change speed detection value ΔAPS is less than the acceleration level determination threshold value ΔAPSth2, the port injection combined split injection (first control mode) is executed, Only the split injection (second control mode) is executed when the acceleration level determination threshold is exceeded.

In the first control mode, since port injection is used in parallel with in-cylinder injection, unburned components and the like contained in the exhaust gas are reduced. For this reason, according to the first control mode, environment-friendly control is possible while ensuring acceleration performance according to the driver's request.
On the other hand, in the second control mode, execution of port injection is prohibited and only in-cylinder injection is executed, so that good acceleration performance can be obtained.

Finally, the present invention is not limited to the first or second embodiment described above, but includes forms obtained by modifying each of the first or second embodiments.
For example, in the second embodiment, the port injection ratio Rport may be changed according to the detected value ΔAPS of the change rate of the accelerator opening. Specifically, as the detected value ΔAPS of the change rate of the accelerator opening approaches the acceleration level determination threshold value ΔAPSth2, that is, as the detected value ΔAPS of the change rate of the accelerator opening becomes larger, the fuel injected by the port injection becomes larger. The ratio of the injection amount may be reduced.

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Control apparatus 14 Crankcase 16 Cylinder block 18 Cylinder 22 Piston 26 Cylinder head 28 Combustion chamber 34 Intake valve 36 Exhaust valve 42 In-cylinder injection valve 43 Port injection valve 44 Spark plug 64 Supercharger 66 Air flow sensor 68 Crank Rotation angle sensor 69 Accelerator opening sensor 70 Acceleration request determination unit 72 Acceleration end determination unit 74 Split injection control unit 76 Acceleration level determination unit 78 Port injection control unit

Claims (3)

When accelerating an internal combustion engine having a supercharger and in-cylinder fuel injection means for directly injecting fuel into the combustion chamber, the in-cylinder fuel injection means performs the above-described in-cylinder fuel injection means in both the intake stroke and the compression stroke. In a control device for an internal combustion engine configured to perform split injection for injecting fuel into a combustion chamber,
On the sufficient condition that the detected value of the change rate of the accelerator opening is determined to be equal to or greater than the first threshold, the in-cylinder fuel injection unit is configured to have a split injection control unit that starts the split injection. A control device for an internal combustion engine. The internal combustion engine further includes port fuel injection means for performing port injection for injecting fuel into the intake port,
When the detected value of the change rate of the accelerator opening is not less than the first threshold and less than the second threshold, the port fuel injection means performs the port injection in parallel with the divided injection. When the detected value of the change rate of the accelerator opening is equal to or greater than the second threshold value, the port injection for prohibiting the port fuel injection means from performing the port injection in the state where the divided injection is being performed. 2. The control apparatus for an internal combustion engine according to claim 1, further comprising control means.   The at least one change rate of the accelerator opening is determined to be equal to or greater than the first threshold, and at the same time, the in-cylinder fuel injection means is configured to start the split injection. Item 3. The control device for an internal combustion engine according to Item 1 or 2.

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