KR20070046972A - Device and method for controlling internal combustion engine - Google Patents

Abstract

The control device of the internal combustion engine according to the present invention starts to gradually delay the ignition timing θ for catalyst warm-up immediately after starting the internal combustion engine. When the ignition timing [theta] is delayed below a predetermined reference time [theta] ref, the fuel increase flag F1 is set to 1 to initiate the increase in fuel injection amount. The control device of the internal combustion engine then starts gradually increasing the throttle opening degree TH to a predetermined target opening degree THset. The increase correction of the fuel injection amount is completed after a predetermined time t3 has elapsed since the throttle opening degree TH is increased to a predetermined target opening degree THset. This type allows correction of the increase in fuel injection amount according to requirements, thereby improving fuel economy and exhaust gas emission.

Description

DEVICE AND METHOD FOR CONTROLLING INTERNAL COMBUSTION ENGINE}

The present invention relates to a control apparatus and a control method of an internal combustion engine.

One proposed internal combustion engine controller delays the ignition timing and performs an increase correction of the fuel injection amount at the start of the internal combustion engine in a non-warm-up state, thereby converting the catalyst from the exhaust from the internal combustion engine. This will accelerate the warm-up of the emission control catalyst contained in the catalytic converter (see, for example, Japanese Patent Application Laid-Open No. H08-86236). The increase correction of the fuel injection amount starts at the same time as delaying the ignition timing, and thus starts the lean of the air-fuel ratio which may be caused by the unignition possibility which may be caused by the delayed ignition timing and the increased opening of the idle speed control valve. lean) state. The increase correction of the fuel injection amount ends at the end point which increases the opening degree of the idle speed control valve. This control technique aims to accelerate the warm-up of the catalyst by preventing the lean state of the air-fuel ratio. High-speed catalyst warm-up enables high-speed catalytic conversion of exhaust from internal combustion engines, thereby improving exhaust gas emissions.

Catalyst warm-up at start-up of internal combustion engines has the advantage of improving emissions. However, correction of the increase in fuel injection amount performed at an inappropriate time may deteriorate fuel economy, and may cause poor exhaust gas emission due to excessive fuel injection. Therefore, it is highly desired to start the increase correction of the fuel injection amount at an appropriate time and to end the increase correction of the fuel injection amount at an appropriate time.

In the control apparatus of the internal combustion engine of the present invention and the corresponding method of controlling the internal combustion engine, the increase in fuel injection amount is corrected at an optimum time in the process of catalyst warming up due to a delay in the ignition timing when the internal combustion engine is started in the non-warming up state. It is necessary to start. In addition, in the control apparatus of the internal combustion engine of the present invention and the control method of the corresponding internal combustion engine, the amount of fuel injection is increased at an optimal time in the process of catalyst warming-up due to the delay of the ignition timing at the start of the internal combustion engine in the non-warming up state It is also necessary to end the correction.

In order to achieve at least some of the above objects and other related objects, the control apparatus of the internal combustion engine of the present invention and the control method of the internal combustion engine corresponding thereto have the following configuration.

The present invention provides a control of a first internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter having a changeable ignition timing and provided to an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust gas from an internal combustion engine. Apparatus of claim 1, wherein the control device of the first internal combustion engine starts the starting point to gradually delay the ignition timing immediately after the internal combustion engine is started with an exhaust gas control catalyst in a non-warm-up state. Performing control, and the control device of the first internal combustion engine performs fuel injection control at start-up, and after the start of the gradual delay of the ignition timing by the start-up ignition control, until a predetermined increase condition is satisfied; Starting fuel injection control adjusts the fuel injection amount of the fuel injection valve to a specific fuel injection amount in order to achieve the target performance ratio, and satisfies the predetermined increase condition. Then, the start-up fuel injection control is characterized by starting the increasing correction of the fuel injection amount so as to increase a fuel injection amount of the fuel injection valve from the particular fuel injection quantity to achieve the target air-fuel ratio.

In the control device of the first internal combustion engine of the present invention, the fuel injection valve is controlled to have a specific fuel injection amount for achieving the target performance ratio until the predetermined increase condition is satisfied after the start of the gradual delay of the ignition timing. After the predetermined increase condition is satisfied, the fuel injection valve is controlled to have a fuel injection increase amount larger than a specific fuel injection amount for achieving the target performance ratio. In the warming-up process of the catalyst by the delay of the ignition timing, the increase correction of the fuel injection amount starts when the predetermined increase condition is satisfied after the start of the delay of the ignition timing. This form effectively improves the fuel economy at the start of the internal combustion engine, and prevents the exhaust gas emission from being poor due to excessive fuel injection, compared with the correction of the increase in fuel injection amount which is performed simultaneously with the start of the delay of the ignition timing. For example, the predetermined increase condition may be a condition in which the ignition timing is delayed by a specific angle. In another example, the predetermined increase condition may be a condition in which a predetermined time has elapsed since the start of the gradual delay of the ignition timing by the start time ignition control. In one embodiment of the present invention, the 'specific fuel injection amount for achieving the target air fuel ratio' is calculated by multiplying the basic fuel injection amount for achieving the stoichiometric air-fuel ratio by the correction coefficient corresponding to the operating conditions of the internal combustion engine.

In a preferred embodiment of the present invention, the control device of the first internal combustion engine gradually increases the throttle opening degree after the start of the increase correction of the fuel injection amount by the starting fuel injection control. Perform start-up throttle control to begin the process. The start-up fuel injection control increases the throttle opening degree by a predetermined target opening degree by the start-up throttle control, and then ends the increase correction of the fuel injection amount. This configuration preferably prevents the lean state of the air-fuel ratio accompanying the increased throttle opening, thereby ending the increase correction of the fuel injection amount at the end point of the lean fuel economy prevention control. The increased throttle opening increases the amount of air intake to accelerate the warming up of the catalyst. In one embodiment of the control device of the first internal combustion engine, the starting fuel injection control corrects the increase in the fuel injection amount after a predetermined time has elapsed after the throttle opening degree is increased to a predetermined target opening degree. Quit. The predetermined time reflects the reduced air flow rate due to the increased throttle opening. In another embodiment of such a control device of the first internal combustion engine, the starting cistrol control is canceled in response to an output requirement for the internal combustion engine. The start fuel injection control terminates the increase in the fuel injection amount after a predetermined time has elapsed since the start of the internal combustion engine, in the case of cancellation of the start system throttle opening degree. The cancellation of the start-up system throttle control causes the end timing of the increase correction of the fuel injection amount to be lost. In this case, the increase correction of the fuel injection amount ends after a predetermined time has elapsed since the start of the internal combustion engine. This form preferably prevents the increase correction of the fuel injection amount from continuing without requirement.

In one embodiment of the control device of the first internal combustion engine, the start-up fuel injection control terminates the increase in correction amount of the fuel injection amount after a predetermined time has elapsed since the start of the internal combustion engine. This form effectively prevents an increase in fuel injection correction from continuing for an excessively long period of time.

In still another embodiment of the first internal combustion engine control apparatus, the starting fuel injection control terminates the increase in correction amount of the fuel injection amount by the degree of attenuation based on the last air-fuel ratio immediately before the end of the starting fuel injection control. . This form preferably prevents a sudden change in the air-fuel ratio by the end of the increase correction of the fuel injection amount.

The present invention relates to a control device of a second internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter provided in an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust gas from an internal combustion engine. 2 The control device of the internal combustion engine performs the start-up system throttle control at the first time after the start of the internal combustion engine with the exhaust gas control catalyst in a non-warming-up state, wherein the start-up system throttle control sets the throttle opening degree to a predetermined target opening degree Starting to increase gradually, the control device of the second internal combustion engine performs start-up fuel injection control at a second time after the start-up of the internal combustion engine, wherein the start-up fuel injection control achieves a target performance ratio. In order to increase the fuel injection amount of the fuel injection valve from the specific fuel injection amount, the increase of the fuel injection amount is initiated, and the fuel injection control at start-up After the increase in the throttle opening degree to a predetermined target opening degree, it is characterized in that the increase correction of the fuel injection amount is finished.

In the control apparatus of the second internal combustion engine of the present invention, the start-up system throttle control is performed at a first time after the start of the internal combustion engine to gradually increase the throttle opening degree to a predetermined target opening degree. In the second time after the start of the internal combustion engine, the increase correction of the fuel injection amount is started to control the fuel injection valve so that the fuel injection increase amount is larger than the specific fuel injection amount for achieving the target performance ratio. The starting fuel injection control increases the throttle opening degree to a predetermined target opening degree and then ends the increase correction of the fuel injection amount. The increased throttle opening increases the amount of air intake to accelerate the warming up of the catalyst. This configuration preferably prevents the lean state of the air-fuel ratio accompanying the increased throttle opening, thereby ending the increase correction of the fuel injection amount at the end point of the lean fuel economy prevention control. The control device of the second internal combustion engine ensures proper correction of the fuel injection amount, thereby improving fuel economy at the start of the internal combustion engine and preventing exhaust gas emissions due to excessive fuel injection.

In one embodiment of the control device of the second internal combustion engine, the starting fuel injection control ends the increase in correction of the fuel injection amount after a predetermined time has elapsed after the throttle opening degree is increased to a predetermined target opening degree. do. The predetermined time reflects the reduced air flow rate due to the increased throttle opening. This type ensures that the increase correction of the fuel injection amount is completed in a timely manner.

In another embodiment of the control device of the second internal combustion engine, the starting cistrol control is canceled in response to an output requirement for the internal combustion engine. The start fuel injection control terminates the increase in the fuel injection amount after a predetermined time has elapsed since the start of the internal combustion engine, in the case of cancellation of the start system throttle opening degree. The cancellation of the start-up system throttle control causes the end timing of the increase correction of the fuel injection amount to be lost. In this case, the increase correction of the fuel injection amount ends after a predetermined time has elapsed since the start of the internal combustion engine. This form preferably prevents the increase correction of the fuel injection amount from continuing without requirement.

The present invention provides a control of a first internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter having a changeable ignition timing and provided to an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust gas from an internal combustion engine. The control method of the first internal combustion engine comprises: starting start ignition control to start gradually delaying the ignition timing immediately after the start of the internal combustion engine with an exhaust gas control catalyst in a non-warming up state; 1 The control method of the internal combustion engine performs fuel injection control at start-up, and after starting a gradual delay of the ignition timing by the start-up ignition control, the start-up fuel injection control is a target until a predetermined increase condition is satisfied. In order to achieve the air-fuel ratio, the fuel injection amount of the fuel injection valve is adjusted to a specific fuel injection amount, and after the predetermined increase condition is satisfied, Fuel injection control at start-up is characterized in that the start of the increasing correction of the fuel injection amount so as to increase a fuel injection amount of the fuel injection valve from the particular fuel injection quantity to achieve the target air-fuel ratio.

In the control method of the first internal combustion engine of the present invention, the fuel injection valve is controlled to have a specific fuel injection amount for achieving the target performance ratio until the predetermined increase condition is satisfied after the start of the gradual delay of the ignition timing. After the predetermined increase condition is satisfied, the fuel injection valve is controlled to have a fuel injection increase amount larger than a specific fuel injection amount for achieving the target performance ratio. In the warming-up process of the catalyst by the delay of the ignition timing, the increase correction of the fuel injection amount starts when the predetermined increase condition is satisfied after the start of the delay of the ignition timing. This form effectively improves the fuel economy at the start of the internal combustion engine, and prevents the exhaust gas emission from being poor due to excessive fuel injection, compared with the correction of the increase in fuel injection amount which is performed simultaneously with the start of the delay of the ignition timing.

In a preferred embodiment of the present invention, the control method of the first internal combustion engine gradually increases the throttle opening degree to a predetermined target opening degree after the start of the increase correction of the fuel injection amount by the starting fuel injection control. Perform start-up throttle control to begin the process. The start-up fuel injection control increases the throttle opening degree by a predetermined target opening degree by the start-up throttle control, and then ends the increase correction of the fuel injection amount. This configuration preferably prevents the lean state of the air-fuel ratio accompanying the increased throttle opening, thereby ending the increase correction of the fuel injection amount at the end point of the lean fuel economy prevention control. The increased throttle opening increases the amount of air intake to accelerate the warming up of the catalyst.

In one embodiment of the control method of the first internal combustion engine, the start-up fuel injection control terminates the increase in correction of the fuel injection amount after a predetermined time has elapsed after the throttle opening degree is increased to a predetermined target opening degree. do. This form effectively prevents an increase in fuel injection correction from continuing for an excessively long period of time.

In still another embodiment of the first internal combustion engine control method, the start-up fuel injection control terminates the increase in correction of the fuel injection amount by the degree of attenuation based on the last air-fuel ratio immediately before the end of the start-up fuel injection control. . This form preferably prevents a sudden change in the air-fuel ratio by the end of the increase correction of the fuel injection amount.

The present invention relates to a control method of a second internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter provided in an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust from an internal combustion engine. 2 The control method of the internal combustion engine is the exhaust gas control catalyst in a non-warming up state, and performs the start-up system throttle control at the first time after the start of the internal combustion engine, wherein the start-up system throttle control gradually sets the throttle opening degree to a predetermined target opening degree. And the method of controlling the second internal combustion engine performs the fuel injection control at start-up time after the start of the internal combustion engine at a second time, wherein the start-up fuel injection control is carried out to achieve a specific fuel ratio. An increase correction of the fuel injection amount is started so as to increase the fuel injection amount of the fuel injection valve from the injection amount. Characterized in that after increasing the throttle opening based road predetermined target opening end the increasing correction of the fuel injection quantity.

In the control method of the second internal combustion engine of the present invention, the starting system throttle control is performed at a first time after the start of the internal combustion engine to gradually increase the throttle opening degree to a predetermined target opening degree. In the second time after the start of the internal combustion engine, the increase correction of the fuel injection amount is started to control the fuel injection valve so that the fuel injection increase amount is larger than the specific fuel injection amount for achieving the target performance ratio. The starting fuel injection control increases the throttle opening degree to a predetermined target opening degree and then ends the increase correction of the fuel injection amount. The increased throttle opening increases the amount of air intake to accelerate the warming up of the catalyst. This configuration preferably prevents the lean state of the air-fuel ratio accompanying the increased throttle opening, thereby ending the increase correction of the fuel injection amount at the end point of the lean fuel economy prevention control. The control method of the second internal combustion engine ensures proper correction of the fuel injection amount, thereby improving fuel economy at the start of the internal combustion engine and preventing exhaust gas emissions due to excessive fuel injection.

In another embodiment of the control method of the second internal combustion engine, the starting cistrol control is canceled in response to an output requirement for the internal combustion engine. The start fuel injection control terminates the increase of the fuel injection amount after a predetermined time has elapsed since the start of the internal combustion engine, in the case of cancellation of the start system throttle opening degree. The cancellation of the start-up system throttle control causes the end timing of the increase correction of the fuel injection amount to be lost. In this case, the increase correction of the fuel injection amount ends after a predetermined time has elapsed since the start of the internal combustion engine. This form preferably prevents the increase correction of the fuel injection amount from continuing without requirement.

1 schematically illustrates a configuration of a hybrid vehicle equipped with a control device of an internal combustion engine according to an embodiment of the present invention;

2 schematically shows the structure of an engine mounted on a hybrid vehicle of the embodiment;

Fig. 3 is a flowchart showing a start control processing procedure executed by the engine ECU in the hybrid vehicle of the embodiment;

4 is a flowchart showing a fuel injection time setting processing procedure executed by the engine ECU; And

FIG. 5 is a time chart showing the engine rotation speed Ne, the air-fuel ratio AF, the ignition timing θ, the throttle opening degree TH, and the fuel increase flag F1 at the start of the engine.

Hereinafter, one mode of implementing the present invention will be described below as a preferred embodiment. 1 schematically illustrates a configuration of a hybrid vehicle 20 equipped with a control device of an internal combustion engine in an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment has an engine 22, a three-axis power distribution integrating mechanism linked through a crankshaft 26 and a damper 28 functioning as an output shaft of the engine 22. (three shaft-type power distribution integration mechanism; 30), a motor (MG1) that is linked to the power distribution integration mechanism 30 to generate power, and functions as a drive shaft connected to the power distribution integration mechanism (30). A reduction gear 35 attached to the ring gear shaft 32a, another motor MG2 linked with the reduction gear 35, and a hybrid electronic control unit 70 for controlling the entire power output device.

The engine 22 is an internal combustion engine that uses a hydrocarbon fuel such as gasoline or diesel to output power. As shown in FIG. 2, air cleaned by an air cleaner 122 and drawn through the throttle valve 124 is sprayed gasoline and air-fuel injected by the fuel injection valve 126. mixture). The air mixture is introduced into the combustion chamber through the intake valve 128. The air-fuel mixture introduced is ignited by the spark made by the spark plug 130 and is explosively burned. The reciprocating motion of the piston 132 by the combustion energy is converted into the rotational motion of the crankshaft 26. Exhaust from the engine 22 is toxic components contained in the exhaust via catalytic converter (134 charged with a three-way catalyst), namely carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Is converted into harmless components and is discharged to outside air.

The engine 22 is under the control of an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 receives signals from various sensors that measure and detect conditions of the engine 22 through its input port (not shown). Signals input into the engine ECU 24 through the input port are the crank position detected as the intake air temperature Ta from the temperature sensor 122a attached to the air cleaner 122 and the rotational position of the crankshaft 26. Crank position from sensor 140, coolant temperature Tw from water temperature sensor 142 measured as temperature of coolant in engine 22, intake valve 128 and exhaust for gas intake and exhaust from combustion chamber Cam position from the cam position sensor 144 detected as the rotational position of the camshaft driven to open and close the valve, throttle valve position from the throttle valve position sensor 146 detected as the opening degree or position of the throttle valve 124, The intake air amount Qa from the vacuum sensor 148 detected as the intake air amount as the load of the engine 22, the air-fuel ratio AF from the air-fuel ratio sensor 135a located upstream of the catalytic converter 134, and the catalytic conversion Mountain located downstream of device 134 And a signal from the oxygen sensor (135b). The engine ECU 24 has individual control signals and drive signals for driving and controlling the engine 22 through its output port (not shown), for example, drive signals for the fuel injection valve 126, throttle valve 124. Variable signal timing mechanism for changing the opening and closing time of the intake valve 128, the drive signal for the throttle valve motor 136, the control signal for the ignition coil 138 integrated with the ignition device, Outputs a control signal for 150). The engine ECU 24 communicates with the hybrid electronic control unit 70. The engine ECU 24 controls the operations of the engine 22 in response to control signals received from the hybrid electronic control unit 70, while requesting data regarding driving states of the engine 22. The hybrid electronic control unit 70 outputs the hybrid electronic control unit 70 in accordance with the above. The engine ECU 24 also calculates the rotational speed Ne of the engine 22 from the crank position or rotational position of the crankshaft 26 detected by the crank position sensor 140.

The power distribution integration mechanism 30 is fitted with a sun gear 31 that is an external gear, a ring gear 32 that is an inner gear and is arranged concentrically with the sun gear 31, the sun gear 31, and a ring gear 32. The physics has a plurality of pinion gears 33 and a carrier 34 which holds the plurality of pinion gears 33 in a manner that allows free revolution and free rotation on their respective axes. do. That is, the power distribution integration mechanism 30 is configured as a planetary gear mechanism that considers the differential movement of the sun gear 31, the ring gear 32, and the carrier 34 as the rotational component. The carrier 34, the sun gear 31 and the ring gear 32 in the power distribution integration mechanism 30 are respectively crankshaft 26 and motor MG1 of the engine 22 via ring gear shaft 32a. ) And reduction gear 35. The motor MG1 functions as a generator, while power output from the engine 22 and input through the carrier 34 is distributed to the sun gear 31 and the ring gear 32 according to the gear ratio. . The ring gear shaft 32a is linked to the drive wheels 63a and 63b of the hybrid vehicle 20 through the gear mechanism 60 and the differential gear 62.

The motors MG1 and MG2 are composed of known synchronous motor generators, both of which can be operated as a motor as well as a generator. The motors MG1 and MG2 are connected to the battery 50 via respective inverters 41 and 42 on the power line 54. The operations of the two motors MG1 and MG2 are controlled by the motor electronic control unit 40 (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects various signals necessary for controlling operations of the motors MG1 and MG2, for example, rotational position detection sensors 43 and 44 for detecting rotational positions of the rotors in the motors MG1 and MG2. And phase currents measured by current sensors (not shown) and to be applied to the motors MG1 and MG2. The motor ECU 40 outputs switching control signals to the inverters 41 and 42. The motor ECU 40 communicates with the hybrid electronic control unit 70 to control the operation of the motors MG1 and MG2 in response to control signals transmitted from the hybrid electronic control unit 70. Data relating to the operating states of the motors MG1 and MG2 is output to the hybrid electronic control unit 70 according to the requirements.

The battery 50 is under the control of a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is a mutual terminal voltage measured by various signals necessary for controlling the battery 50, for example, a voltage sensor (not shown) disposed between terminals of the battery 50, and the battery 50. Charge / discharge current measured by a current sensor (not shown) attached to the power line 54 connected to the output terminal of < RTI ID = 0.0 >), < / RTI > and battery temperature measured by the temperature sensor 51 attached to the battery 50. Receive (Tb). The battery ECU 52 outputs data regarding the states of the battery 50 to the hybrid electronic control unit 70 through communication in accordance with the requirements. The battery ECU 52 calculates the state of charge (SOC) of the battery 50 based on the stored charge / discharge current measured by the current sensor for controlling the battery 50.

The hybrid electronic control unit 70 includes a microprocessor including a CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, and an unillustrated input and output port and an unillustrated input and output port. It consists of a communication port. The hybrid electronic control unit 70 receives various inputs through the input port: an ignition signal from the ignition switch 80 and a shift from the shift position sensor 82 for detecting a current position of the shift lever 81. Brake pedal position sensor 86 for measuring the accelerator pedal opening degree Acc from the accelerator pedal position sensor 84 for measuring the position SP, the pedaling degree of the accelerator pedal 83, and the pedaling position of the brake pedal 85 Brake pedal position BP from, and vehicle speed V from vehicle speed sensor 88. The hybrid electronic control unit 70 communicates with the engine ECU 24, the motor ECU 40, and the battery ECU 52 through the communication port, and transmits various control signals and data as described above. The engine ECU 24, the motor ECU 40, and the battery ECU 52 communicate with each other.

The hybrid vehicle 20 of the embodiment configured as described above has a ring gear shaft 32a functioning as a driving shaft based on the vehicle speed V and the accelerator opening degree Acc corresponding to the degree of the driver's stepping on the accelerator pedal 83. Calculate the required torque to be output in). The engine 22 and the motors MG1 and MG2 undergo operation control for outputting the required level of power corresponding to the calculated required torque to the ring gear shaft 32a. Operation control of the engine 22 and the motors MG1 and MG2 selectively executes one of the torque conversion drive mode, the charge / discharge drive mode and the motor drive mode. The torque conversion drive mode controls the operations of the engine 22 to output an amount of power equivalent to the required level of power, while all the power output from the engine 22 is transferred to the power distribution integration mechanism 30. And the motors MG1 and MG2 to be torque converted by the motors MG1 and MG2 and output to the ring gear shaft 32a. The charging / discharging driving mode controls operations of the engine 22 to output an amount of power equivalent to the sum of the amount of power consumed to charge and discharge the battery 50 and the required level of power, while the battery ( Simultaneously with charging or discharging 50, all or part of the power output from the engine 22 is torque converted by the power distribution integration mechanism 30 and the motors MG1 and MG2 and the ring gear shaft 32a. The motors MG1 and MG2 are driven and controlled to be output to The motor driving mode stops operations of the engine 22 and drives and controls the motor MG2 to output an amount of power equivalent to a required level of power to the ring gear shaft 32a.

The above description relates to a series of operation control for the operations of the hybrid vehicle 20 of the embodiment having the above-described configuration, in particular for the first start of the engine 22 when the system of the hybrid vehicle 20 is operated. When starting the engine 22 when the hybrid vehicle 20 is driven in the motor driving mode, a driving torque for driving the engine 22 through the power distribution integration mechanism 30 is provided by the motor MG1. motoring torque). The motor MG2 is controlled to ensure the output of the sum of the required torque and the offset torque for the ring gear shaft 32a. The offset torque cancels the output torque to the ring gear shaft 32a through the power distribution integration mechanism 30 when driving the engine 22. The requested torque is a requirement to be output to the ring gear shaft 32a and is set in response to the degree of the driver stepping on the accelerator pedal 83. Fig. 3 is a flowchart showing a start control processing procedure executed by the engine ECU 24 at the start of driving the engine 22 by the motors MG1 and MG2.

In the start control processing procedure, the engine ECU 24 firstly closes the throttle motor 136 to close the throttle valve 124 for the reduction of the throttle opening degree TH to a value slightly smaller than the opening degree under the idling driving state. Is operated, and the ignition timing θ of the spark plug 130 is adjusted to a predetermined starting ignition timing θst (step S100). The starting ignition timing [theta] st is determined to be an ignition timing that has a high possibility for the initial explosion of the engine 22 or experimentally. The engine ECU 24 waits until the input rotational speed Ne of the engine 22 reaches or exceeds the predetermined reference speed Nref (steps S110 and S120), and the fuel injection valve 126 The fuel injection control and the ignition control are started to control the ignition by the fuel injection and the spark plug 130 (step S130). The engine ECU 24 then starts a gradual delay of the ignition timing θ of the spark plug 130, thereby quickly warming up the catalyst contained in the catalytic converter 134 (step S140). The delayed ignition timing θ of the spark plug 130 induces combustion of the air-fuel mixture in the engine 22 later than the combustion timing determined by the normal ignition timing. Therefore, the exhaust of a relatively high temperature is supplied to the catalytic converter 134, thereby quickly warming up the catalyst contained in the catalytic converter 134. Sudden delay in the ignition timing [theta] may cause unignition. The starting control of this embodiment gradually delays the ignition timing θ of the spark plug 130 to prevent this unignition possibility. Therefore, the ignition control gradually delays the ignition timing θ of the spark plug 130 while checking that no ignition occurs (ie, smooth combustion check).

When the ignition timing [theta] is delayed below the predetermined reference period [theta] ref (step S150), the fuel increase flag F1 is set to 1 (step S160). The delayed ignition timing θ increases the likelihood of misfire. Therefore, an increase correction of the fuel injection amount from the fuel injection valve 126 is performed to prevent the possibility of unignition. Detailed description of the fuel injection control will be described later.

The engine ECU 24 waits until a predetermined time t1 elapses after starting the engine 22 (step S170), and sets the throttle opening degree TH for a catalyst warm-up to a predetermined target opening degree THset. The throttle valve 124 begins to open gradually to increase the pressure. The throttle opening degree TH is widened to increase the intake air amount so as to achieve a faster warming up of the catalyst contained in the catalytic converter 134. The combination of the delayed ignition timing θ and the increased intake amount achieves a quick warm up of the catalyst contained in the catalytic converter 134. In this embodiment, such a series of control processes is called catalyst warm-up control.

When a predetermined time t2 has elapsed since the engine 22 is started (step S190) or after a predetermined time t3 has elapsed since the throttle opening degree TH is increased to a predetermined target opening degree THset. In one case (step S200), the engine ECU 24 resets the fuel increase flag F1 to 0 and sets the fuel increase interruption flag F2 to 1 (step S210). The set values of the flags F1 and F2 end the increase correction of the fuel injection amount. Thereafter, the engine ECU 24 exits from the start control processing procedure in FIG. In a normal state that enables the execution of the catalyst warm-up control when the hybrid vehicle 20 is driven in the motor drive mode, a predetermined time (a time after increasing the throttle opening degree TH to a predetermined target opening degree THset) The time when t3) has elapsed comes earlier than the time when a predetermined time t2 has elapsed since the start of the engine 22. In a normal state, the engine ECU 24 accordingly resets the fuel increase flag F1 to zero, and after a predetermined time t3 after increasing the throttle opening degree TH to a predetermined target opening degree THset. At the time when elapsed) is set, the fuel increase-stop flag F2 is set to one. Waiting for a predetermined time t3 to elapse after increasing the throttle opening degree TH to a predetermined target opening degree THset is a time delay between the increase in the throttle opening degree TH and the actual increase in the intake air amount. lag). The increase correction of the fuel injection amount is finished after increasing the throttle opening degree TH to the predetermined target opening degree THset. This is because the end of increase in the throttle opening degree TH eventually terminates the phenomenon of the lean fuel ratio AF occurring in the state of the increased throttle opening degree TH. This type does not continue to increase fuel injection quantity without requirement, but immediately cancels the increase correction. On the other hand, in an extraordinary state in which the catalyst warm-up control cannot be executed when the hybrid vehicle 20 is driven in the motor drive mode, the start-up control gradually delays the ignition timing θ to gradually increase the intake air amount. Cancel the catalyst warm-up control, which increases with. The hybrid vehicle 20 responds to the driver stepping on the accelerator pedal 83 a lot during the catalyst warm-up control to request the output power from the engine 22 or the vehicle speed V during the catalyst warm-up control. In response to a large increase in, the state becomes abnormal. The cancellation of the catalyst warm-up control stops the increase in the throttle opening degree TH. Therefore, it is meaningless to wait until the predetermined time t3 elapses after increasing the throttle opening degree TH to the predetermined target opening degree THset. That is, it is unrealistic to complete the increase correction of the fuel injection amount at the time when such an abnormal state elapses. In consideration of such an abnormal state phenomenon, the start-up control process of the embodiment finishes the increase amount correction of the fuel injection amount after a predetermined time t2 has elapsed since the start of the engine 22. This form effectively prevents long term correction of the fuel injection quantity without a requirement.

The fuel injection control at engine start will be described in detail. 4 is a flowchart showing a fuel injection time setting processing procedure executed by the engine ECU 24 at the start of the engine 22. This fuel injection time setting processing procedure is repeatedly executed as an interruption step in executing the start control processing procedure in FIG.

In the fuel injection time setting processing procedure, the engine ECU 24 firstly supplies various data necessary for fuel injection control, for example, the rotational speed Ne of the engine 22 and the intake air amount Qa from the vacuum sensor 148. , The intake air temperature Ta from the temperature sensor 122a, the coolant temperature Tw from the water temperature sensor 142, and the air-fuel ratio AF from the air-fuel ratio sensor 135a are input (step S300). The basic fuel injection time TP is set according to the input rotational speed Ne of the engine 22, the input intake air amount Qa, and the input intake air temperature Ta (step S310). The basic fuel injection time TP is set to achieve a stoichiometric air-fuel ratio.

The fuel injection correction coefficient FF is calculated from the time 't' elapsed since the start of the fuel injection control, the input coolant temperature Tw, and the input intake temperature Ta (step S320). The fuel injection correction coefficient FF is given, for example, as the sum of two time coefficients, water temperature coefficient and intake temperature coefficient. The two time coefficients are attenuated as time 't' elapses at different degrees of attenuation. The water temperature coefficient is attenuated as the cooling water temperature Tw increases. The intake temperature coefficient reflects the temperature difference between a predetermined reference temperature (eg, 25 ° C.) and the intake temperature Ta. In this embodiment, the calculated fuel injection correction coefficient FF is sufficiently small compared to the reference value '1', and has an absolute value not larger than 0.3, for example.

The air-fuel ratio feedback correction coefficient FAF is then set to 1 (step S330). The air-fuel ratio feedback correction coefficient FAF is used to correct the deviation between the target air-fuel ratio (eg, stoichiometric air-fuel ratio) and the air-fuel ratio AF measured by the air-fuel ratio sensor 135a. When the fuel increase flag F1 becomes equal to 0 (step S340: yes), the increase correction value TK is set to 0 (step S350). On the other hand, when the fuel increase flag F1 becomes equal to 1 (step S340: no), the increase correction value TK is set to a specific increase time Tset (step S360). After setting the increase correction value TK in step S350 or step S360, the engine ECU 24 discriminates whether the fuel increase end flag F2 is equal to 1 (step S370). When the fuel increase end flag F2 is identified as 0 (step S370: no), the fuel injection time TAU is set to the basic fuel injection time TP set according to Equation 1 given below, and the fuel injection correction coefficient is set. (FF), the set air-fuel ratio feedback control coefficient FAF, and the set increase correction value TK (step S390):

TAU = TP, FAF, (1 + FF) + TK

After calculation of the fuel injection time TAU in step S390, the engine ECU 24 exits from the fuel injection time setting processing procedure. When both the fuel increase flag F1 and the fuel increase end flag F2 are reset to zero, the increase correction value TK is set equal to zero. Thereby, there is no correction of the increase in fuel injection amount. When the fuel increase flag F1 is set to 1 and the fuel increase end flag F2 is reset to 0, the increase correction value TK is set to a specific increase time Tset. Accordingly, the increase correction of the fuel injection amount is performed by the set value of the increase correction value TK. The specific increase time Tset may be an increment of fuel injection time necessary to prevent the possibility of unignition occurring in the state of delayed ignition timing θ, or in the state of increased throttle opening degree TH. It may be an increment of the fuel injection time needed to prevent the possibility of ignition.

On the other hand, if the fuel increase completion flag F2 is identified as 1 (step S370: yes), the increase correction value TK is provided to the smoothing process based on the air-fuel ratio AF (step S380). ). The fuel injection time TAU is calculated from the smoothed increase correction value TK according to Equation 1 given above (step S390). After calculation of the fuel injection time TAU in step S390, the engine ECU 24 exits from this fuel injection time setting processing procedure. The smoothing process based on the air-fuel ratio AF sets a smaller value in the state of the rich air-fuel ratio AF to the degree of smoothing, while achieving an increase in the correction value TK to zero quickly, while By setting a larger value in the state of (AF) to the smoothing degree, it is achieved to approach the increase correction value TK slowly to zero. This form effectively prevents significant fluctuations in the air-fuel ratio AF caused by sudden changes in the fuel injection amount by the end of the increase correction of the fuel injection amount, thereby ensuring stable fuel injection control.

FIG. 5 shows the engine speed Ne, the air-fuel ratio AF, the ignition timing θ, the throttle opening degree TH, and the fuel increase flag F1 at the start of the engine according to the start control process of FIG. 3. One time chart. In the graph of the air-fuel ratio (AF), the solid line curve shows the variation of the air-fuel ratio (AF) by the increase correction of the fuel injection amount according to the start-up control process of the embodiment, while the dashed-dotted curve shows the air-fuel ratio (AF) without the increase correction of the fuel injection amount ) Is shown. At the time point T0, the motors MG1, MG2 are controlled to start monitoring the engine 22. At the start of engine monitoring, the start control process reduces the throttle opening degree TH and adjusts the ignition timing θ to a predetermined start ignition timing θst (step S100 in FIG. 3). The fuel injection control and ignition control start at a time point T1 when the rotational speed Ne of the engine 22 reaches or exceeds a predetermined reference speed Nref (steps S110 to S130). After starting the fuel injection control and the ignition control, the start control process starts to gradually delay the ignition timing [theta] (step S140). At the time point T2 when the ignition timing [theta] is delayed below the predetermined reference period [theta] ref, the fuel increase flag F1 is set to 1 (steps S150 and S160). Since 1 is set in the fuel increase flag F1 (step S340 of the fuel injection time setting procedure in FIG. 4), the increase correction value TK is set to a specific increase time Tset (step S360). This setpoint initiates an increase correction of the fuel injection amount. If there is no increase correction of the fuel injection amount, the air-fuel ratio AF rises to a lean state, thereby increasing the possibility of unignition. However, the start control processing procedure of the embodiment executes an increase in fuel injection amount correction. This keeps the air-fuel ratio AF slightly richer than the stoichiometric air-fuel ratio AF0, effectively preventing the possibility of unignition. The increase in fuel injection amount started after delaying the ignition time θ below a predetermined reference time θref significantly improves fuel economy and exhaust gas emission compared to the increase in fuel injection amount performed earlier. Let's do it. At a time point T3 when a predetermined time t1 has elapsed since the start of the engine 22, the start control process gradually increases the reduced throttle opening degree TH to a predetermined target opening degree THset. To start the process (steps S170 and S180). The ignition timing θ is simultaneously adjusted to prevent the possibility of unignition. The increased throttle opening TH moves the air-fuel ratio AF to a lean state when there is no increase correction of the fuel injection amount. However, if the increase in fuel injection amount is corrected, the air-fuel ratio AF is kept slightly richer than the stoichiometric air-fuel ratio AF0, effectively preventing the possibility of unignition. The gradually increasing throttle opening degree TH reaches a predetermined target opening degree THset at the time point T4. At a time point T5 when a predetermined time t3 has elapsed after the time point T4, the start control process resets the fuel increase flag F1 to zero and sets the fuel increase end flag F2 to one. (Steps S190 to S210). This set value terminates the increase correction of the fuel injection amount. In other words, the start control process of the embodiment quickly terminates the increase correction of the fuel injection amount when the need for the increase correction disappears. At the end of the increase correction of the fuel injection amount, the increase correction value TK is provided to the smoothing process based on the air-fuel ratio AF. This preferably limits the significant fluctuations in the air-fuel ratio (AF) that accompanies sudden changes in the fuel injection amount, thereby ensuring stable fuel injection control. In order to see the degree of the smoothing process, the fuel increase flag F1, which is simply reset to zero in the start control process, is shown to be smoothed to zero in the time chart of FIG. The delay in the ignition timing θ and the increase in the intake amount are in response to the driver stepping on the accelerator pedal 83 a lot during the catalyst warm-up control to request the output power from the engine 22 or the vehicle speed (the catalyst warm-up control). In response to a large increase in V) is canceled immediately. This cancellation makes it impossible to increase the throttle opening degree TH to a predetermined target opening degree THset. In this case, the increase in the fuel injection amount is corrected at the time point T6 when a predetermined time t2 has elapsed since the engine 22 was started. This form preferably prevents the increase correction of the fuel injection amount for a long time without requirement.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the above-described embodiment, at the first start of the engine 22 during system operation, the ignition timing θ is delayed so that the catalytic converter 134 It will accelerate the warm up of the catalyst contained therein. In order to prevent the possibility of unignition, an increase in fuel injection amount correction is started when the ignition timing θ is delayed below a predetermined reference time θ. The increase correction of the fuel injection amount performed at such a timing preferably improves fuel economy and exhaust gas emission compared to the increase correction of the fuel injection amount performed at a timing slightly later than the start timing or when starting to delay the ignition timing θ. Let's do it. The throttle opening degree TH is increased to accelerate the warm up of the catalyst. The increase of the fuel injection amount is corrected after the predetermined time t3 has elapsed after the throttle opening degree TH is increased to the predetermined target opening degree THset. This form quickly terminates the increase correction of the fuel injection amount when the need for increase correction disappears. Quick termination preferably prevents the possibility of difficulties caused by excessive increase correction of fuel injection, such as low fuel economy and poor exhaust emissions. The catalyst warm-up control may be canceled in response to the requirement of the output power of the engine 22. In this case, the increase correction of the fuel injection amount ends after a predetermined time t2 has elapsed since the start of the engine 22. This configuration preferably prevents the increase correction of the fuel injection amount from continuing for a long time without a requirement. At the end of the increase correction of the fuel injection amount, the increase correction value TK is provided to the smoothing process based on the air-fuel ratio AF. This preferably limits significant fluctuations in the air-fuel ratio AF accompanying sudden changes in the fuel injection amount by the end of the increase correction of the fuel injection amount, thereby ensuring stable fuel injection control.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the above embodiment, the increase correction of the fuel injection amount is started when the ignition timing [theta] is delayed below the predetermined reference period [theta]. However, the onset of the increase correction is not limited to this time. For example, the increase correction of the fuel injection amount may be started after a predetermined time has elapsed since the start of the engine 22. In another example, the increase correction of the fuel injection amount may be started after a predetermined time has elapsed since the start of the delay of the ignition timing [theta].

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the embodiment, the increase correction of the fuel injection amount is a predetermined time t3 after increasing the throttle opening degree TH to a predetermined target opening degree THset. ) Is finished. However, the end of the increase correction is not limited to this time. For example, the increase correction of the fuel injection amount may be finished when the throttle opening degree TH reaches the predetermined target opening degree THset. In another example, the increase correction of the fuel injection amount may end after a predetermined time has elapsed since the start of the increase in the throttle opening degree TH.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the above embodiment, the increase in the throttle opening degree TH is started after the start of the delay of the ignition timing θ. However, the onset of increase in the throttle opening degree TH is not limited to the above point in time. For example, the increase in the throttle opening degree TH may be started at the same time as the delay start of the ignition timing θ.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the above embodiment, the warming-up of the catalyst is performed by increasing the throttle opening degree TH in terms of increasing the intake air amount Qa and the ignition timing θ. Implemented by delaying. However, it is not limited to this. For example, the warming up of the catalyst may be realized by delaying only the ignition timing θ and without increasing the throttle opening degree TH. In another example, the warming up of the catalyst may be implemented by increasing only the throttle opening degree TH and without delay of the ignition timing θ. In the warming up of the catalyst by only the delay of the former ignition timing θ, the increase in fuel injection amount is corrected after a predetermined time t2 has elapsed since the start of the engine 22. In the warm-up of the catalyst by only increasing the latter throttle opening degree TH, the time when the correction of the fuel injection amount starts to increase the throttle opening degree TH or a predetermined time has elapsed since the start of the engine 22 Will be started after.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the embodiment, when canceling the catalyst warm-up control in response to the requirement of the output power of the engine 22, the increase in the fuel injection amount is corrected. It ends after the predetermined time t2 has elapsed since the engine 22 was started. However, it is not limited to this. The increase correction of the fuel injection amount may be terminated after a predetermined time t2 has elapsed since the start of the engine 22 regardless of or without the requirement of the output power of the engine 22. In this modified form, the increase in the throttle opening degree TH may be omitted.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the embodiment, at the end of the increase correction of the fuel injection amount, the increase correction value TK is provided to the smoothing process based on the air-fuel ratio AF. However, the smoothing process is not essential and other suitable techniques may be employed to damp the increment of fuel injection depending on the air-fuel ratio (AF). The increase correction of the fuel injection amount may be immediately attenuated without attenuation of the increment of the fuel injection amount.

In the control apparatus of the internal combustion engine mounted on the hybrid vehicle 20 of the embodiment, the start control is performed to warm up the catalyst contained in the catalytic converter 134 at the first start of the engine 22 when the system is operating. Is performed. However, the start control is not limited when the first start of the engine 22 occurs during system operation. The start control may be performed at any subsequent start of the engine 22 as long as the warm up of the catalyst contained in the catalytic converter 134 is incomplete.

This embodiment relates to a control device of an internal combustion engine mounted on a hybrid vehicle 20. The control device of the internal combustion engine can also be mounted on a conventional vehicle without a drive motor. In the present application, it is preferable to omit the increase in the throttle opening degree TH and the increase in the intake amount Qa for warming up of the catalyst in order to quickly respond to the driving request. The increase in fuel injection amount is corrected after a predetermined time t2 has elapsed since the engine 22 was started.

The control device of the internal combustion engine according to the present invention may be mounted on automobiles, ships, boats and aircraft as well as any movable body including train vehicles and other vehicles. The control device of the internal combustion engine according to the present invention may also be installed in any fixed installation.

This embodiment relates to a control device of an internal combustion engine mounted on a hybrid vehicle 20. The technique of the present invention is not limited to such a control device but may be operated by a control method of a corresponding internal combustion engine.

The above described examples are to be considered in all respects as illustrative and not restrictive. Numerous modifications, changes and variations are possible without departing from the scope or spirit of the main features of the invention. This specification is intended to cover all such modifications as come within the meaning and range of equivalency of the claims.

The technique of the present invention is preferably applicable to the manufacturing industry of control devices of internal combustion engines and other related industries.

Claims (18)

A control apparatus of an internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter which is changeable in ignition timing and provided to an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust gas from an internal combustion engine, The control apparatus of the internal combustion engine performs starting time ignition control to start gradually delaying the ignition timing immediately after the internal combustion engine is started with an exhaust gas control catalyst in a non-warm-up state, The control device of the internal combustion engine performs start-time fuel injection control, After the start of the gradual delay of the ignition timing by the start ignition control, until the predetermined increase condition is satisfied, the start fuel injection control converts the fuel injection amount of the fuel injection valve into a specific fuel injection amount to achieve a target performance ratio. Adjust it, After the predetermined increase condition is satisfied, the starting fuel injection control initiates an increase correction of the fuel injection amount to increase the fuel injection amount of the fuel injection valve from the specific fuel injection amount to achieve the target performance ratio. A control device of an internal combustion engine. The method of claim 1, And said predetermined increase condition is a condition in which said ignition timing is delayed at a specific angle. The method of claim 1, And said predetermined increase condition is a condition that a predetermined time has elapsed since the start of the gradual delay of said ignition timing by said start time ignition control. The method of claim 1, The specific fuel injection amount for achieving the target air fuel ratio is calculated by multiplying the basic fuel injection amount for achieving the stoichiometric air-fuel ratio by a correction coefficient corresponding to the operating conditions of the internal combustion engine. The method according to any one of claims 1 to 4, The control apparatus of the internal combustion engine performs the starting system throttle control to start gradually increasing the throttle opening degree to a predetermined target opening degree after the start of the increase correction of the fuel injection amount by the starting fuel injection control, And the start-up fuel injection control increases the throttle opening degree to a predetermined target opening degree by the start-up system throttle control, and then ends the increase correction of the fuel injection amount. The method of claim 5, And the start-up fuel injection control ends the correction of the increase in the fuel injection amount after a predetermined time has elapsed since the throttle opening degree is increased to a predetermined target opening degree. The method according to claim 5 or 6, The starting cis-throttle control is canceled in response to an output requirement for the internal combustion engine, In the start-up fuel injection control, when the start-up system throttle opening degree is canceled, the control device for the internal-combustion engine is finished after the predetermined time has elapsed since the start of the internal combustion engine. . The method according to any one of claims 1 to 4, And the start-up fuel injection control ends the correction of the increase in the fuel injection amount after a predetermined time has elapsed since the start of the internal combustion engine. The method according to any one of claims 5 to 8, And the start-up fuel injection control ends the increase correction of the fuel injection amount by the degree of attenuation based on the last air-fuel ratio immediately before the end of the start-up fuel injection control. A control apparatus of an internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter provided in an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust from an internal combustion engine, The control device of the internal combustion engine performs a start-time throttle control at a first time after the start of the internal combustion engine with an exhaust gas control catalyst in a non-warm-up state, the starting system throttle The control begins to gradually increase the throttle opening degree to the desired target opening degree, The control device of the internal combustion engine performs fuel injection control at start time after the start of the internal combustion engine at a second time, and the fuel injection control at start is performed from a specific fuel injection amount to achieve a target performance ratio. The increase correction of the fuel injection amount is started to increase And the start-up fuel injection control ends the increase correction of the fuel injection amount after increasing the throttle opening degree to a predetermined target opening degree. The method of claim 10, And the start-up fuel injection control ends the correction of the increase in the fuel injection amount after a predetermined time has elapsed after increasing the throttle opening degree to a predetermined target opening degree. The method according to claim 10 or 11, wherein The starting cis-throttle control is canceled in response to an output requirement for the internal combustion engine, In the start-up fuel injection control, when the start-up system throttle opening degree is canceled, the control device for the internal-combustion engine is finished after the predetermined time has elapsed since the start of the internal combustion engine. . In a control method of an internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter which is changeable in ignition timing and provided to an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust gas from an internal combustion engine, The control method of the internal combustion engine includes a start-time ignition control to start gradually delaying the ignition timing immediately after the internal combustion engine is started with an exhaust gas control catalyst in a non-warm-up state. Doing, The control method of the internal combustion engine performs fuel injection control at start-up, After the start of the gradual delay of the ignition timing by the start ignition control, until the predetermined increase condition is satisfied, the start fuel injection control converts the fuel injection amount of the fuel injection valve into a specific fuel injection amount to achieve a target performance ratio. Adjust it, After the predetermined increase condition is satisfied, the start-up fuel injection control initiates an increase correction of the fuel injection amount to increase the fuel injection amount of the fuel injection valve from the specific fuel injection amount to achieve the target performance ratio. A method of controlling an internal combustion engine. The method of claim 13, The control method of the internal combustion engine performs the starting system throttle control to start gradually increasing the throttle opening degree to a predetermined target opening degree after the start of the increase correction of the fuel injection amount by the starting fuel injection control, And the start-up fuel injection control increases the throttle opening degree by a predetermined target opening degree by the start-up throttle control, and ends the increase correction of the fuel injection amount. The method of claim 13, The start-up fuel injection control is a control method of the internal combustion engine, characterized in that after the predetermined time has elapsed since the start of the internal combustion engine, the increase in correction of the fuel injection amount is finished. The method according to claim 14 or 15, And the start-up fuel injection control ends the increase correction of the fuel injection amount by the degree of attenuation based on the last air-fuel ratio immediately before the end of the start-up fuel injection control. A control method of an internal combustion engine for controlling an internal combustion engine equipped with a catalytic converter provided in an exhaust system and filled with an exhaust gas control catalyst for catalytic conversion of exhaust from an internal combustion engine, In the control method of the internal combustion engine, the start-time throttle control is performed at a first time after the start of the internal combustion engine with the exhaust gas control catalyst in a non-warm-up state. The throttle control begins to gradually increase the throttle opening degree to a predetermined target opening degree, In the control method of the internal combustion engine, the fuel injection control at start-up after the start of the internal combustion engine is performed at a second time period, The starting fuel injection control initiates an increase correction of the fuel injection amount to increase the fuel injection amount of the fuel injection valve from the specific fuel injection amount to achieve the target performance ratio, And the start-up fuel injection control ends the increase correction of the fuel injection amount after increasing the throttle opening degree to a predetermined target opening degree. The method of claim 17, The starting cis-throttle control is canceled in response to an output requirement for the internal combustion engine, In the start-up fuel injection control, when the start-up system throttle opening degree is canceled, a control method of the internal combustion engine is terminated after a predetermined time has elapsed since the start of the internal combustion engine. .

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