JP2016053322A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine capable of properly controlling an engine even in switching multi-stage injection.SOLUTION: A determination unit determines whether there is a request for switching from a first step number of fuel injection to a second step number of injection, and all cylinders in an in-cylinder injection engine are in a standby state indicating the state where a condition for executing the second step number of fuel injection is satisfied (7003). A control unit, when the cylinders are in the standby state (7003: YES), controls the in-cylinder injection engine according to the second number step of fuel injection (7004).SELECTED DRAWING: Figure 7

Description

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

  In an internal combustion engine that directly injects fuel into a cylinder (hereinafter referred to as a direct injection engine), one of the cylinders is used for the purpose of promoting vaporization of the injected fuel, cooling the air-fuel mixture, reducing fuel adhesion to the cylinder or piston, and the like. There are cases where multi-stage fuel injection is performed in which fuel injection per cycle is divided into a plurality of times (hereinafter referred to as multi-stage injection).

  Since the request for the ignition timing differs depending on whether or not the multistage injection is performed, it is necessary to switch the ignition timing according to whether or not the multistage injection is performed.

  In this regard, when switching from homogeneous combustion to stratified combustion, after gradually retarding by a predetermined retardation amount, the torque step is suppressed by advancing a predetermined amount simultaneously with switching to multistage injection, Control that gradually retards to an ignition timing corresponding to combustion by multi-stage injection is disclosed (see, for example, Patent Document 1).

JP 2002-38994 A

(1) Judgment of execution of multi-stage injection When performing multi-stage injection in the intake stroke for the purpose of improving output, responsiveness is required and prompt switching is required. On the other hand, if an attempt is made to expand the multistage injection region, there are situations where the execution conditions such as the pulse width are not met and there is a request, but the multistage injection is stopped halfway.

  Therefore, the execution of multistage injection is performed when both a request for multistage injection (hereinafter, multistage injection request) and a condition for enabling multistage injection (hereinafter, multistage injection execution conditions) are satisfied. Thus, as described above, although the multistage injection request is satisfied, there may be a situation where the multistage injection execution condition is not satisfied and the multistage injection is not performed.

(2) Fuel injection control The fuel injection control is performed in a scheduled manner upstream of the process to synchronize with other controls (for example, ignition timing control, air control) and reduce the processing load, and the downstream of the process is rotationally synchronized. There is a case where it is configured to execute by processing. Here, the timed process means a process executed at a predetermined cycle irrespective of the combustion cycle of the engine. The rotation synchronization process means a process executed at a predetermined timing (for example, a predetermined crank angle) of the combustion cycle of the engine.

  In addition, regarding multi-stage injection requirements and execution conditions, multi-stage injection requests are calculated by scheduled processing, multi-stage injection execution conditions are calculated by scheduled processing, and based on these, multi-stage injection availability and the number of multi-stage injections are calculated. Then, the value is acquired at a certain timing of the rotation synchronization process, and the value is held until the next update timing (hereinafter referred to as a latch process), thereby finalizing (determining) the execution of multistage injection. Here, the latch process is performed in order to synchronize the fuel and the ignition.

(3) Ignition timing control Similarly, the ignition timing control is performed in a scheduled manner upstream of the processing in order to cooperate with other controls (for example, torque control, air control) and reduce the processing load. There is a case where the configuration is executed by the rotation synchronization processing.

  As an example, the fuel injection control and the ignition timing control are configured as described above, and the case where the presence / absence of the multi-stage injection is switched by the regular processing, and the case where the multi-stage injection is switched to the single-stage injection is taken as an example. A cylinder whose switching timing is later than the latch timing in the rotation synchronization processing of the fuel injection control executes multi-stage injection in the fuel injection stroke, and a cylinder whose switching timing is earlier than the latch timing performs one-stage injection in the injection stroke.

(4) Problem of the first method Here, the first method of switching the ignition timing by referring to the required multi-stage injection count calculated in the scheduled processing of the fuel injection control in the scheduled processing of the ignition timing control is adopted. In this case, there is a latch process in the rotation synchronization process of the fuel injection control. For this reason, when the required multi-stage injection frequency is switched after the latch process, the latched injection frequency (referred to as the fixed injection frequency) is different from the required multi-stage injection frequency. Matching may occur.

  Here, there are two types of inconsistencies. The first is a mismatch caused by applying ignition timing correction for single-stage injection to multistage injection. In multi-stage injection, it is necessary to make the ignition timing earlier than in single-stage injection. When the ignition timing correction for the single-stage injection is applied in the multi-stage injection, the ignition timing cannot be advanced to the ideal ignition timing of the multi-stage injection. That is, the ignition timing is later than the ideal ignition timing for multistage injection. As a result, the engine output decreases, but there are no other problems.

  The second is a mismatch caused by applying ignition timing correction for multi-stage injection to single-stage injection. When the ignition timing correction for multi-stage injection is applied in single-stage injection, the ignition timing is earlier than the ideal ignition timing for single-stage injection. Therefore, there is a possibility of causing problems such as knocking that lead to engine damage.

(5) Problem of the second method The second method of determining the ignition timing based on the latched fixed injection count in the rotation synchronization processing of the fuel injection control is referred to in the rotation synchronization processing of the ignition timing control. In this case, the rotation synchronization process of the fuel injection control and the rotation synchronization process of the ignition timing control can be matched. However, there may be inconsistencies between the ignition timing control scheduled processing and the ignition timing control rotation synchronization processing, and cooperation with other controls (e.g. torque control, ISC control) that exchange information in the scheduled processing, There is a problem that it is not desirable in the case of making the parameter calculated by the rotation synchronization process follow the target value calculated by the regular process.

  As described above, the engine control parameters calculated in the scheduled processing are calculated and rewritten at a predetermined cycle. On the other hand, parameters used in the engine control rotation synchronization process are parameters that are referred to at a predetermined timing of the combustion cycle. Since the period of the scheduled processing and the combustion cycle are not synchronized, the value may be different even for the same parameter. For this reason, there is a case where the engine cannot be suitably controlled by switching the multistage injection.

  The objective of this invention is providing the control apparatus of the internal combustion engine which can control an engine suitably, even if there exists switching of multistage injection.

  In order to achieve the above object, the present invention has a request to switch from the first stage fuel injection to the second stage fuel injection, and all the cylinders of the in-cylinder injection engine have the second stage number. A determination unit that determines whether or not a standby state indicating a state that satisfies a condition for performing fuel injection; and, in the standby state, the cylinder according to the second stage number of fuel injections And a control unit that controls the internal injection engine.

  According to the present invention, the engine can be suitably controlled even when the multistage injection is switched. Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

1 is an overall configuration diagram of a direct injection engine including a control unit according to an embodiment of the present invention. It is a block diagram of the control unit shown in FIG. 3 is a control flow showing a main routine of engine control [on-time processing] executed by the MPU shown in FIG. FIG. 3 is a control flow showing a main routine of engine control [rotation synchronization processing part 1] executed by the MPU shown in FIG. 2; FIG. 3 is a control flow showing a main routine of engine control [rotation synchronization processing part 2] executed by the MPU shown in FIG. FIG. 4 is a control flow showing a subroutine of multi-stage injection request / execution state determination [scheduled processing] executed in step 3002 of FIG. FIG. 4 is a control flow showing a subroutine of ignition timing control [timed processing] executed in step 3003 of FIG. 6 is a control flow showing a subroutine of ignition timing control [rotation synchronization processing] executed in step 5001 of FIG. FIG. 4 is a control flow showing a subroutine of torque control [timed processing] executed in step 3005 of FIG. It is a control flow which shows the subroutine of the injection pulse width calculation [scheduled process] performed by step 3006 of FIG. 5 is a control flow showing a subroutine of injection pulse width calculation [rotation synchronization processing] executed in step 4001 of FIG. 4. It is a control flow following FIG. 11A. FIG. 11B is a control flow following FIG. 11B. It is a control flow following FIG. 11C. It is a control flow which shows the subroutine of the injection timing calculation [timed process] performed by step 3007 of FIG. 5 is a control flow showing a subroutine of injection timing calculation [rotation synchronization processing] executed in step 4002 of FIG. It is a control flow following FIG. 13A. It is a time chart for demonstrating operation | movement of the control unit by embodiment of this invention.

  Hereinafter, the configuration and operation of a control unit (control device for an internal combustion engine) according to a first embodiment of the present invention will be described with reference to the drawings. In each figure, the same numerals indicate the same parts.

  Initially, the whole control system structure of the cylinder injection engine 507 of this embodiment is demonstrated using FIG. FIG. 1 is an overall configuration diagram of a cylinder injection engine 507 including a control unit 515 according to an embodiment of the present invention.

  The in-cylinder injection engine 507 has four cylinders. The air introduced into each cylinder 507b is taken in from the inlet of the air cleaner 502, passes through an air flow meter (air flow sensor) 503, passes through a throttle body 505 in which an electric throttle valve 505a for controlling the intake air flow rate is accommodated, and collector. Enter 506.

  The air sucked into the collector 506 is distributed to each intake pipe 501 connected to each cylinder 507b of the engine 507, and then guided to a combustion chamber 507c formed by the piston 507a, the cylinder 507b, and the like. The airflow sensor 503 outputs a signal representing the intake flow rate to the control unit 515 of the present embodiment. Further, the throttle body 505 is provided with a throttle sensor 504 for detecting the opening degree of the electric throttle valve 505a, and the signal is also output to the control unit 515.

On the other hand, fuel such as gasoline is primarily pressurized from the fuel tank 50 by the low-pressure fuel pump 51 and adjusted to a constant pressure (for example, 3 kg / cm ² ) by the fuel pressure regulator 52 and is higher by the high-pressure fuel pump 1. A secondary pressure is applied to a pressure (for example, 50 kg / cm ² ), and the fuel is injected into a combustion chamber 507 c from a fuel injection valve (hereinafter referred to as an injector) 54 provided in each cylinder 507 b through a common rail 53. The fuel injected into the combustion chamber 507c is ignited by the ignition plug 508 by the ignition signal that has been increased in voltage by the ignition coil 522.

  A crank angle sensor (hereinafter referred to as a position sensor) 516 attached to the crankshaft 507d of the engine 507 outputs a signal indicating the rotational position of the crankshaft 507d to the control unit 515. Also, a crank angle sensor (hereinafter referred to as a phase sensor) 511 attached to a cam shaft (not shown) having a mechanism for changing the opening / closing timing of the exhaust valve 526 receives an angle signal indicating the rotational position of the cam shaft. Output to the control unit 515.

  Next, the main part of the control unit 515 will be described with reference to FIG. FIG. 2 is a block diagram of the control unit 515 shown in FIG.

  The control unit 515 includes an MPU 603, an EP-ROM 602, a RAM 604, an I / O LSI 601 including an A / D converter, and the like. The control unit 515 takes in signals from various sensors including the position sensor 516, the phase sensor 511, the water temperature sensor 517, and the fuel pressure sensor 56 as inputs.

  The control unit 515 executes predetermined calculation processing based on signals input from various sensors and the like, and outputs various control signals calculated as the calculation results to the high-pressure fuel pump solenoid 200, which is an actuator, The fuel is supplied to the injector 54, the ignition coil 522, and the like. Thereby, fuel injection amount control, ignition timing control, etc. are performed.

  Next, with reference to FIG. 3, a description will be given of a part of the control executed in the scheduled process in the MPU 603 of FIG. FIG. 3 is a control flow showing a main routine of engine control [scheduled processing] executed by the MPU 603 shown in FIG. As an example, the periodic processing period is 10 ms.

  In step 3001, the MPU 603 performs basic parameter calculation. In a series of calculations, the MPU 603 calculates a basic pulse width TP based on the measurement value of the airflow sensor 503 described above. In step 3002, the MPU 603 calculates a multi-stage injection request / execution state determination in the combustion control. In step 3003, the MPU 603 performs ignition timing control [regular processing].

  In step 3004, the MPU 603 performs ISC (Idle Speed Control) control. In step 3005, the MPU 603 performs torque control. In step 3006, the MPU 603 performs injection pulse width calculation [scheduled processing]. In step 3007, the MPU 603 performs injection timing calculation [scheduled processing].

  Multi-stage injection request / implementation state determination (step 3002), ignition timing control [timed processing] (step 3003), torque control (step 3005), injection pulse width calculation [timed processing] (step 3006), injection timing calculation [ [Regular processing] (step 3007) will be described later with reference to FIGS. 6, 7, 9, 10, and 12, respectively.

  FIG. 4 illustrates a partial configuration of control executed in the rotation synchronization process in the MPU 603 of FIG. FIG. 4 is a control flow showing a main routine of engine control [rotation synchronization processing part 1] executed by the MPU 603 shown in FIG. As an example, the synchronization timing is exhaust BDC (Bottom Dead Center).

  In step 4001, the MPU 603 refers to the calculation information of the injection pulse width calculation [timed process] in step 3006 in FIG. 3, and performs the injection pulse width calculation [rotation synchronization process]. In step 4002, the MPU 603 refers to the calculation information of the injection timing calculation [timed process] in step 3007 in FIG. 3, and performs the injection timing calculation [rotation synchronization process].

  The injection timing calculation [rotation synchronization process] (step 4002) will be described later with reference to FIG.

  Next, the overall control configuration executed in a certain rotation synchronization process will be described with reference to FIG. FIG. 5 is a control flow showing a main routine of engine control [rotation synchronization process 2] executed by the MPU 603 shown in FIG. As an example, the synchronization timing is BTDC (Before Top Death Center) 70 ° CA (crank angle).

  In step 5001, the MPU 603 performs ignition timing control [rotation synchronization]. The ignition timing control [rotation synchronization] (step 5001) will be described later with reference to FIG.

  Next, FIG. 6 is used to show the multistage injection request / execution state determination executed in step 3002 of FIG. FIG. 6 is a control flow showing a subroutine of multi-stage injection request / execution state determination [timed processing] executed in step 3002 of FIG.

  In step 6001, the MPU 603 calculates (sets) a flag xMLTINJF indicating the presence / absence of a multi-stage injection request based on the engine operating range (based on engine speed, engine load, etc.), environmental conditions such as water temperature, driver operation, etc. .

  In step 6002, the MPU 603 refers to the multi-stage injection request flag xMLTINJF calculated in step 6001, and determines whether or not there is a multi-stage injection request. If there is a multi-stage injection request (xMLTINJF = 1), the process proceeds to step 6003. If there is no multi-stage injection request (xMLTINJF = 0), the process proceeds to step 6006. In step 6003, the MPU 603 determines whether or not the first cylinder is multi-stage injection based on the # 1 cylinder fixed injection number calculated in step 11012 of FIG. 11A. When multistage injection is performed, the process proceeds to step 6004. When multi-stage injection is not performed, the process proceeds to step 6008.

  In step 6004, the MPU 603 determines whether or not the second cylinder is multi-stage injection based on the # 2 cylinder fixed injection number calculated in step 11022 of FIG. 11B. When multistage injection is performed, the process proceeds to step 6005. When multi-stage injection is not performed, the process proceeds to step 6008.

  In step 6005, the MPU 603 determines whether or not the third cylinder is multi-stage injection based on the # 3 cylinder fixed injection number calculated in step 11032 of FIG. 11C. When multistage injection is performed, the process proceeds to step 6006. When multi-stage injection is not performed, the process proceeds to step 6008.

  In step 6006, the MPU 603 determines whether or not the fourth cylinder is multi-stage injection based on the # 4 cylinder fixed injection number calculated in step 11042 of FIG. 11D. When multistage injection is performed, the process proceeds to step 6007. When multi-stage injection is not performed, the process proceeds to step 6008.

In step 6007, the MPU 603 calculates the multistage injection execution state as “execution” (xMISL = 1). In step 6008, the multi-stage injection execution state is calculated as “not executed” (xMISL = 0). In addition,
Next, with reference to FIG. 7, the ignition timing control [timed processing] shown in step 3003 of FIG. 3 will be described. FIG. 7 is a control flow showing a subroutine of ignition timing control [timed processing] executed in step 3003 of FIG.

  In step 7001, the MPU 603 obtains an ignition map value ADVMAPDN based on the map search value. In step 7002, the MPU 603 obtains an FI ignition retard amount FIRTD, which is an ignition retard amount at the time of Fast Idle after engine cold start.

  In Step 7003, based on the flag xMILS indicating the multistage injection execution state calculated in Step 6007 or Step 6008 in FIG. 6, it is determined whether the multistage injection execution state is executed (xMISL = 1) or not executed (xMISL = 0). judge. The MPU 603 proceeds to Step 7004 when it is determined that the multistage injection execution state is execution. When the MPU 603 determines that the multistage injection execution state is not executed, the MPU 603 proceeds to Step 7005.

  Here, the MPU 603 has a request to switch from the first stage (= 1) fuel injection to the second stage (= required multi-stage injection number) fuel injection (xMLTINJF = 1) in the scheduled processing. It functions as a determination unit that determines whether or not all the cylinders of the internal injection engine are in a standby state (xMISL = 1) indicating a state that satisfies the condition for performing the second-stage fuel injection.

  In step 7004, the MPU 603 sets an effective correction amount (in the example: a non-zero value) as the multistage injection ignition timing correction amount, and proceeds to step 7006. In Step 7005, the MPU 603 sets an invalid correction amount (example: 0 value) as the multi-stage injection ignition timing correction amount, and proceeds to Step 7006. In step 7006, the MPU 603 calculates a basic ignition advance search value STDM based on the map search value (ADVMAPDN), the multistage injection ignition timing correction amount MINJADV obtained in step 7004 or step 7005, and other correction amounts. Proceed to

  In step 7007, the MPU 603 calculates a basic ignition timing STD based on the basic ignition advance search value STDM obtained in step 7006 and other correction amounts, and proceeds to step 7008. In step 7008, the MPU 603 calculates the required ignition timing ADV based on the FI ignition retard amount FIRTD obtained in step 7002, the basic ignition timing STD obtained in step 7007, and other correction amounts, and ends.

  Here, the MPU 603 functions as a control unit that controls the in-cylinder injection engine in accordance with the second number of stages (= the number of required multi-stage injections) of fuel injection when in the standby state in the regular processing. For example, when the MPU 603 is in the standby state (xMISL = 1), the MPU 603 switches to the ignition timing corresponding to the second stage fuel injection (steps 7004 to 7008).

  That is, when the MPU 603 is in the standby state, the MPU 603 corrects the ignition timing so that the advance angle is in accordance with the second stage fuel injection.

  Next, the ignition timing control [rotation synchronization process] shown in step 5001 of FIG. 5 will be described with reference to FIG. FIG. 8 is a control flow showing a subroutine of ignition timing control [rotation synchronization processing] executed in step 5001 of FIG.

  In Step 8001, the MPU 603 determines whether or not it is the ignition determination timing based on the angle information based on the detection signals of the crank angle sensor 516 and the phase sensor 511 described above. In the case of the ignition fixed timing, the process proceeds to Step 8002. If not, the process proceeds to Step 8003.

  Here, the ignition confirmation timing is a timing that is a predetermined angle before an angle at which a certain cylinder is actually ignited (ignition timing). In step 8002, the MPU 603 calculates a target ignition timing FADVS based on MBT (Most Best Torque) obtained in advance, the ignition torque reduction rate TQRDFSTF obtained in step 9003 in FIG. 9, and the torque-ignition conversion table TRQIGNDI.

  In Step 8003, the MPU 603 calculates a dynamic limit additional ignition timing FADVSDL based on the target ignition timing FADVS. In step 8004, the MPU 603 calculates a complete explosion advance angle ADVSP based on the dynamic limit additional ignition timing FADVSDL in step 8003. In Step 8005, the MPU 603 calculates the final ignition timing ADVS based on the advance angle at the time of complete explosion in Step 8004.

  Next, the torque control shown in step 3005 of FIG. 3 will be described with reference to FIG. FIG. 9 is a control flow showing a subroutine of torque control [timed processing] executed in step 3005 of FIG.

  In step 9001, the MPU 603 calculates the optimal ignition timing MBT based on the engine operating state and the like. In step 9002, the MPU 603 calculates the required throttle opening REQTVO based on the air amount calculation value corresponding to the FI ignition retard amount FIRTD obtained in step 7002 of FIG. In step 9003, the MPU 603 calculates an ignition torque reduction rate TQRDFSTF based on the required ignition timing ADV and the like obtained in step 7008 in FIG.

  Next, the injection pulse width calculation [timed process] shown in step 3006 of FIG. 3 will be described with reference to FIG. FIG. 10 is a control flow showing a subroutine of injection pulse width calculation [timed processing] executed in step 3006 of FIG.

  In Step 10001, the MPU 603 calculates a basic pulse width common parameter TIATMP based on the TP obtained in Step 3001 of FIG. In step 10002, the MPU 603 calculates a corrected pulse width TIAA based on the basic pulse width common parameter TIATMP obtained in step 10001. In Step 10003, the MPU 603 calculates the basic multi-stage injection number MLTINJN based on the multi-stage injection request xMLTINJF calculated in Step 6001 of FIG. 6, the corrected pulse width TIAA obtained in Step 10002, and the like.

  In other words, the MPU 603 performs the third stage number (= basic) of fuel injections that can be performed based on the second stage number (= required multistage injection number) and the basic pulse width TP indicating the pulse width of the single stage injection in the regular processing. It functions as a calculator that calculates the multi-stage injection count MLTINJN). The MPU 603 stores the updated third number of stages in the RAM 604 in the scheduled processing.

  In step 10004, the MPU 603 calculates the second injection first injection division ratio SP21. In Step 10005, the MPU 603 calculates the second injection second injection division ratio SP22. In step 10006, the MPU 603 calculates the # 1 cylinder basic injection pulse width TACL1 based on the corrected pulse width TIAA and the like obtained in step 10002. In step 10007, the MPU 603 calculates the # 2 cylinder basic injection pulse width TACL2 based on the corrected pulse width TIAA and the like obtained in step 10002.

  In step 10008, the MPU 603 calculates the # 3 cylinder basic injection pulse width TACL3 based on the corrected pulse width TIAA obtained in step 10002. In step 10009, the MPU 603 calculates the # 4 cylinder basic injection pulse width TACL4 based on the corrected pulse width TIAA and the like obtained in step 10002.

  Next, the injection pulse width calculation [rotation synchronization process] shown in step 4001 of FIG. 4 will be described with reference to FIGS. 11A to 11D. FIG. 11A is a control flow showing a subroutine of injection pulse width calculation [rotation synchronization processing] executed in step 4001 of FIG. FIG. 11B is a control flow following FIG. 11A. FIG. 11C is a control flow following FIG. 11B. FIG. 11D is a control flow following FIG. 11C.

  In step 11011, the MPU 603 determines whether it is the # 1 cylinder injection decision timing. If it is determined timing, the process proceeds to step 11012. If it is not the fixed timing, the process proceeds to step 11021. The # 1 cylinder injection decision timing is a timing that is a predetermined angle before the stroke in which the # 1 cylinder is injected. In step 11012, the MPU 603 latches the basic multi-stage injection number obtained in step 10003 in FIG. 10, and calculates the # 1 cylinder fixed injection number.

  That is, the MPU 603 refers to the third stage number (= basic multistage injection count MLTINJN) stored in the RAM 604 and stores the referenced third stage number in the RAM 604 in the rotation synchronization process. The MPU 603 may store the third number of stages in a storage unit different from the RAM 604.

  In step 11013, the MPU 603 determines the presence / absence of multi-stage injection from the determined number of injections based on the # 1 cylinder determined injection number MLTINJN1 obtained in step 11012.

  That is, the MPU 603 determines that the second stage number (= required multi-stage injection number) and the third stage number (= basic multi-stage injection number MLTINJN) stored in the RAM 604 are the same for all cylinders of the cylinder injection engine. It is determined that the condition for performing the fuel injection of the number of stages is satisfied.

  If multi-stage injection is present, the process proceeds to step 11014. If there is no multi-stage injection, the routine proceeds to step 11018. In step 11014, the MPU 603 calculates the # 1 cylinder multi-stage injection first division ratio SPMLT11 based on the second injection first injection division ratio SP21 obtained in step 10004 of FIG.

  In step 11015, the MPU 603 calculates the # 1 cylinder multi-stage injection second split ratio SPMLT12 based on the second injection second injection split ratio SP22 obtained in step 10005 of FIG. In step 11016, the MPU 603 calculates the # 1 cylinder determined first pulse width TICLFXL11 based on the # 1 cylinder multi-stage injection first division ratio SPMLT11 obtained in step 11014. In step 11017, the MPU 603 calculates the # 1 cylinder determined second pulse width TICLFXL12 based on the # 1 cylinder multi-stage injection second division ratio SPMLT12 obtained in step 11015.

  In step 11018, the MPU 603 calculates the # 1 cylinder determined first pulse width TICLFXL11 for one-stage injection. In step 11019, the MPU 603 calculates the # 1 cylinder determined second pulse width TICLFXL12 as an invalid value (eg, 0 value) for the first stage injection.

  FIG. 11B shows the injection pulse width calculation for the # 2 cylinder, which is the same as that for the # 1 cylinder shown in FIG.

  FIG. 11C shows the injection pulse width calculation for the # 3 cylinder, which is the same as that for the # 1 cylinder shown in FIG.

  FIG. 11D shows the injection pulse width calculation for the # 4 cylinder, which is the same as that for the # 1 cylinder shown in FIG.

  Next, the injection timing calculation [scheduled processing] shown in step 3007 of FIG. 3 will be described with reference to FIG. FIG. 12 is a control flow showing a subroutine of injection timing calculation [scheduled processing] executed in step 3007 of FIG.

  In step 12011, the MPU 603 calculates # 1 cylinder first injection basic injection timing SETCA121, and proceeds to step 12012. In step 12012, the MPU 603 calculates the # 1 cylinder second injection basic injection timing SETCA122, and proceeds to step 12021.

  In step 12021, the MPU 603 calculates the # 2 cylinder first injection basic injection timing SETCA221, and proceeds to step 12022. In step 12022, the MPU 603 calculates # 2 cylinder second injection basic injection timing SETCA222, and the process proceeds to step 12031.

  In step 12031, the MPU 603 calculates the # 3 cylinder first injection basic injection timing SETCA321, and proceeds to step 12032. In step 12032, the MPU 603 calculates the # 3 cylinder second injection basic injection timing SETCA322, and proceeds to step 12041.

  In Step 12041, the MPU 603 calculates the # 4 cylinder first injection basic injection timing SETCA421, and proceeds to Step 12042. In step 12042, the MPU 603 calculates the # 4 cylinder second injection basic injection timing SETCA422 and ends.

  Next, the injection timing calculation [rotation synchronization process] shown in step 4002 of FIG. 4 will be described with reference to FIG. FIG. 13A is a control flow showing a subroutine of injection timing calculation [rotation synchronization processing] executed in step 4002 of FIG. FIG. 13B is a control flow following FIG. 13A.

  In step 13011, the MPU 603 determines whether it is the # 1 cylinder injection decision timing. If it is a fixed timing, the process proceeds to step 13012. If it is not a fixed timing, the process ends. In step 13012, the MPU 603 calculates the # 1 cylinder fixed first injection timing, and proceeds to step 13013. In Step 13013, the MPU 603 calculates the # 1 cylinder fixed second injection timing, and proceeds to Step 13021.

  In step 13021, the MPU 603 determines whether it is the # 2 cylinder injection decision timing. If it is a fixed timing, the process proceeds to step 13022. If it is not a fixed timing, the process ends. In step 13022, the MPU 603 calculates the # 2 cylinder fixed first injection timing, and proceeds to step 13023. In step 13023, the MPU 603 calculates the # 2 cylinder fixed second injection timing.

FIG. 13B shows the injection pulse width calculation for the # 3 and # 4 cylinders, which is the same as for the # 1 and # 2 cylinders shown in FIG. 13A. Although the case of two-stage injection has been described as multistage injection, even in the case of three-stage injection or multistage injection with a larger number of stages, it is possible to cope with the addition of slight changes.

  Next, the operation timing of the control unit 515 will be described with reference to FIG. FIG. 14 is a time chart for explaining the operation of the control unit 515 according to the embodiment of the present invention. The horizontal axis of FIG. 14 is time. The vertical axis in FIG. 14A indicates the value of the flag xMLTINJF indicating whether or not there is a multi-stage injection request. The vertical axes in FIGS. 14B to 14E indicate the values of # 1 cylinder fixed injection number MLTINJN1, # 3 cylinder fixed injection number MLTINJN3, # 2 cylinder fixed injection number MLTINJN4, and # 4 cylinder fixed injection number MLTINJN4, respectively. Show.

  The vertical axis in FIG. 14 (F) indicates the value of the flag xMILS indicating the multistage injection implementation state. The vertical axis | shaft of FIG.14 (G) shows the advance angle at the time of ignition timing correction | amendment.

  MPU603 has multi-stage injection requirements (xMLTINJF = 1) and all cylinders satisfy the conditions for performing multi-stage injection (MLTINJN1 = MLTINJN2 = MLTINJN3 = MLTINJN4 = number of required multistage injections). The value of the flag xMILS indicating the implementation state is changed from 0 to 1. When the flag xMILS = 1 indicating the multi-stage injection execution state is set, the MPU 603 corrects the ignition timing so that the advance angle corresponds to the required multi-stage injection count.

  In the above embodiment, the case of switching from single-stage injection to predetermined multi-stage injection has been described, but the same applies to switching from m-stage injection to n-stage injection (m> n; m, n: natural number). .

(Modification)
When switching from m-stage injection (m ≧ 2, m: natural number) to single-stage injection, the MPU 603 has a request to switch from the first stage fuel injection to the second stage fuel injection, and in the cylinder When one cylinder of the injection engine satisfies the condition for performing the second stage number of fuel injections, it may be switched to the ignition timing corresponding to the second stage number of fuel injections. As a result, the time required for switching determination can be shortened.

  As described above, according to the present embodiment, the engine can be suitably controlled even when the multistage injection is switched.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. The above-described embodiments are illustrative of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment. Moreover, it is also possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  In the above embodiment, the fuel injection control and the ignition timing control are performed by controlling the actuators such as the injector 54 and the ignition coil 522 based on the flag xMILS indicating the multistage injection execution state (standby state). Other actuators such as the high-pressure fuel pump solenoid 200 may be controlled based on xMILS.

DESCRIPTION OF SYMBOLS 1 ... High pressure fuel pump 51 ... Low pressure fuel pump 53 ... Common rail 54 ... Injector 56 ... Fuel pressure sensor 507 ... In-cylinder injection engine 515 ... Control unit

Claims (6)

There is a request to switch from the first stage number of fuel injections to the second stage number of fuel injections, and all cylinders of the in-cylinder injection engine satisfy the conditions for performing the second stage number of fuel injections. A determination unit for determining whether or not a standby state indicating a state;
A control unit for controlling the in-cylinder injection engine according to the second stage number of fuel injections when in the standby state;
A control device for an internal combustion engine, comprising: A control device for an internal combustion engine according to claim 1,
The controller is
A control device for an internal combustion engine, wherein, in the standby state, the ignition timing is switched according to fuel injection of the second stage number. A control device for an internal combustion engine according to claim 2,
The determination unit
In a scheduled process indicating a process executed in a predetermined cycle, it is determined whether or not the standby state,
The controller is
The control apparatus for an internal combustion engine, wherein the ignition timing is switched to the ignition timing corresponding to the fuel injection of the second stage number when the standby processing is in the scheduled processing. A control device for an internal combustion engine according to claim 1,
A calculation unit that calculates a third number of fuel injections that can be performed based on the second pulse number and a basic pulse width that indicates a pulse width of one-stage injection in the scheduled processing;
A first storage unit that stores the updated third number of stages in the scheduled processing;
In a rotation synchronization process indicating a process executed at a predetermined timing of a combustion cycle, a second stage that refers to the third stage number stored in the first storage unit and stores the referenced third stage number A storage unit,
The determination unit
Conditions for implementing fuel injection of the second stage number when the second stage number and the third stage number stored in the second storage unit are the same for all cylinders of the direct injection engine A control device for an internal combustion engine, characterized in that A control device for an internal combustion engine according to claim 2,
The controller is
A control device for an internal combustion engine, wherein when in the standby state, the ignition timing is corrected so as to achieve an advance angle according to the second stage fuel injection. A control device for an internal combustion engine according to claim 2,
The first stage number is 2 or more, the second stage number is 1,
The controller is
There is a request to switch from the first stage fuel injection to the second stage fuel injection, and a condition for one cylinder of the in-cylinder injection engine to perform the second stage fuel injection is as follows. When satisfy | filling, it switches to the ignition timing according to the fuel injection of the said 2nd step number. The control apparatus of the internal combustion engine characterized by the above-mentioned.

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