WO2015162797A1

WO2015162797A1 - Internal combustion engine and method for controlling internal combustion engine

Info

Publication number: WO2015162797A1
Application number: PCT/JP2014/061792
Authority: WO
Inventors: 尊雄井上
Original assignee: 日産自動車株式会社
Priority date: 2014-04-25
Filing date: 2014-04-25
Publication date: 2015-10-29
Also published as: JPWO2015162797A1; JP6292298B2

Abstract

　An internal combustion engine provided with a fuel injection valve for injecting fuel into a combustion chamber, an evaporated fuel supply device for supplying evaporated fuel produced in a fuel tank to gas guided to the combustion chamber, and a control unit for controlling the fuel injection valve. When the control unit implements multiple-stage injection from the fuel injection valve, the control unit reduces the fuel injection amount of at least the first stage of injection in accordance with the evaporated fuel supply performed by the evaporated fuel supply device.

Description

Internal combustion engine and control method for internal combustion engine

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

JP2010-133351A discloses a control device for an internal combustion engine that executes multistage injection of an in-cylinder injector. The control device of the internal combustion engine increases the number of multistage injections by reducing the purge fuel amount by stopping the purge or the like.

For example, as in the control device of the internal combustion engine, when the amount of purge fuel is reduced to perform multistage injection, it becomes difficult to consume the evaporated fuel. Also, when a large amount of evaporative fuel must be supplied, for example, when the canister that adsorbs the evaporative fuel becomes full, the fuel injection amount is reduced according to the large amount of the evaporative fuel supplied. As a result, there is a possibility that exhaust emission and fuel consumption performance may be deteriorated by not performing multistage injection.

The present invention has been made in view of the above, and it is an object of the present invention to provide an internal combustion engine and a control method of the internal combustion engine, which can achieve both the effect of multistage injection and the supply of evaporative fuel.

An internal combustion engine according to an aspect of the present invention includes a fuel injection valve for injecting fuel into a combustion chamber, an evaporated fuel supply device for supplying evaporated fuel generated in a fuel tank to gas introduced into the combustion chamber, and the fuel injection A control unit configured to control a valve, wherein, when the control unit executes multistage injection of the fuel injection valve, at least a first-stage injection is performed according to the supply of the evaporative fuel performed by the evaporative fuel supply device Reduce the amount of fuel injection.

FIG. 1 is a schematic block diagram of an internal combustion engine according to the embodiment. FIG. 2 is a flowchart showing an example of control performed by the controller. FIG. 3 is a diagram showing an example of multi-step map data. FIG. 4 is an explanatory view of multistage injection. FIG. 5 is a view showing a first correction example of multistage injection. FIG. 6 is a view showing a second correction example of multistage injection. FIG. 7 is a view showing a third correction example of multistage injection. FIG. 8 is a view showing a fourth correction example of multistage injection. FIG. 9 is a view showing a fifth correction example of multistage injection. FIG. 10 is an explanatory view of the influence of the fuel vapor supply on the multistage injection. FIG. 11 is a view showing a sixth correction example of multistage injection. FIG. 12 is a view showing a seventh correction example of multistage injection.

Hereinafter, embodiments of the present invention will be described with reference to the attached drawings. The same reference numerals as in the several figures indicate the same or corresponding features.

FIG. 1 is a schematic configuration diagram of an internal combustion engine 1 according to the embodiment. The internal combustion engine 1 includes a cylinder block 10 and a cylinder head 20. A cylinder 11 is formed in the cylinder block 10. The cylinder 11 accommodates the piston 2. The combustion chamber 9 is formed by the crown surface of the piston 2, the wall surface of the cylinder 11, and the lower surface of the cylinder head 20. In the combustion chamber 9, the air-fuel mixture burns. Then, the piston 2 receives the combustion pressure and reciprocates the cylinder 11.

The cylinder head 20 is disposed on the upper side of the cylinder block 10. An intake port 3 and an exhaust port 4 are formed in the cylinder head 20. The intake port 3 supplies intake air to the combustion chamber 9. The exhaust port 4 exhausts the exhaust gas from the combustion chamber 9.

The cylinder head 20 is provided with an intake valve 5 and an exhaust valve 6. The intake valve 5 opens and closes the intake port 3. The exhaust valve 6 opens and closes the exhaust port 4. The intake valve 5 is driven by the intake cam 5A, and the exhaust valve 6 is driven by the exhaust cam 6A.

A spark plug 7 is provided in a portion of the cylinder head 20 between the intake valve 5 and the exhaust valve 6. The spark plug 7 ignites the mixture in the combustion chamber 9. The cylinder head 20 is provided with a fuel injection valve 8. The fuel injection valve 8 is arranged to inject fuel into the combustion chamber 9. Gasoline can be applied to the fuel. The fuel injection valve 8 is arranged to inject fuel into the combustion chamber 9 from the side of the combustion chamber 9.

The internal combustion engine 1 further includes an intake passage 30, an exhaust passage 40 and an evaporated fuel supply device 50. The intake passage 30 distributes the intake air introduced into the internal combustion engine 1. The intake is air. The intake passage 30 guides intake air to the intake port 3 via an intake manifold. A throttle valve 31 is provided in the intake passage 30. The throttle valve 31 adjusts the amount of intake air introduced into the internal combustion engine 1.

The exhaust passage 40 circulates the exhaust gas discharged from the internal combustion engine 1. The exhaust passage 40 circulates the exhaust gas discharged from the exhaust port 4 via the exhaust manifold. A catalytic converter 41 is provided in the exhaust passage 40. A three-way catalytic converter can be applied to the catalytic converter 41.

The evaporative fuel supply device 50 supplies evaporative fuel to the internal combustion engine 1. The evaporative fuel supply device 50 supplies evaporative fuel to the internal combustion engine 1 by supplying the evaporative fuel to the gas introduced into the combustion chamber 9. Intake can be applied to the gas. Specifically, the evaporated fuel supply device 50 supplies the evaporated fuel generated in the fuel tank 200 storing the fuel. For this reason, the evaporative fuel supply device 50 connects the fuel tank 200 storing fuel and the intake passage 30.

Specifically, the evaporated fuel supply device 50 includes a canister 51, an atmosphere passage 52, a vapor passage 53, a purge passage 54, and a purge control valve 55. The canister 51 collects the evaporated fuel. The canister 51 contains an adsorbent that adsorbs the vaporized fuel. Activated carbon can be applied to the adsorbent. The canister 51 communicates with the atmosphere via the atmosphere passage 52. In the canister 51, an air flow is generated by the pressure difference between the atmospheric pressure and the negative pressure generated in the intake passage 30. Then, the evaporated fuel is desorbed from the adsorbent by the air flow. The atmosphere passage 52 can be provided with a check valve that permits the circulation of the atmosphere to the canister 51.

The canister 51 is connected to the fuel tank 200 via the vapor passage 53. Further, it is connected to the intake passage 30 via the purge passage 54. The purge passage 54 is connected to a portion of the intake passage 30 downstream of the throttle valve 31. The purge control valve 55 is provided in the purge passage 54. The purge control valve 55 adjusts the flow rate of the purge gas containing the evaporated fuel desorbed from the adsorbent of the canister 51 to adjust the amount of the evaporated fuel to be supplied. Therefore, the evaporated fuel supply device 50 supplies the evaporated gas by supplying the purge gas.

The internal combustion engine 1 further includes an EGR device 80. The EGR device 80 recirculates the exhaust gas from the exhaust passage 40 to the intake passage 30. The EGR device 80 includes an exhaust gas recirculation passage 81, an EGR cooler 82, and an EGR valve 83.

The exhaust gas recirculation passage 81 connects the exhaust passage 40 and the intake passage 30. Specifically, the exhaust gas recirculation passage 81 connects a portion of the exhaust passage 40 downstream of the catalytic converter 41 and a portion of the intake passage 30 downstream of the throttle valve 31. The exhaust gas recirculation passage 81 recirculates a portion of the exhaust gas flowing through the exhaust passage 40 to the intake passage 30.

An EGR cooler 82 and an EGR valve 83 are provided in the exhaust gas recirculation passage 81. The EGR cooler 82 is a cooling device that cools the external EGR gas, that is, the exhaust gas that is recirculated without passing through the combustion chamber 9. The EGR valve 83 regulates the flow rate of the exhaust flowing through the exhaust gas recirculation passage 81.

The internal combustion engine 1 further includes a controller 90. The controller 90 is an electronic control unit, and signals from the crank angle sensor 91, the accelerator pedal sensor 92, the water temperature sensor 93, and the in-cylinder pressure sensor 94 are input to the controller 90 as various sensors and switches. .

The crank angle sensor 91 generates a crank angle signal for each predetermined crank angle. The crank angle signal is used as a signal representative of the rotational speed NE of the internal combustion engine 1. An accelerator pedal sensor 92 detects the amount of depression of an accelerator pedal provided to a vehicle equipped with the internal combustion engine 100. The amount of depression of the accelerator pedal is used as a signal representative of the load KL of the internal combustion engine 1. The water temperature sensor 93 detects the cooling water temperature THW of the internal combustion engine 1. The cooling water temperature can be the temperature of the cooling water flowing out of the internal combustion engine 1. The in-cylinder pressure sensor 94 detects the pressure in the combustion chamber 9.

The controller 90 controls control targets such as the throttle valve 31, the fuel injection valve 8, and the purge control valve 55 based on input signals from the various sensors and switches described above. The controller 90 can control the above-described controlled object in accordance with the engine operating state. The engine operating state is, for example, the rotational speed NE or the load KL. The engine operating state further includes a cooling water temperature THW and a pressure IMEP which is an indicated average effective pressure. The pressure IMEP can be calculated based on the output of the in-cylinder pressure sensor 94.

Next, an example of control performed by the controller 90 will be described using the flowchart shown in FIG. In step S1, the controller 90 detects an engine operating state. At step S2, the controller 90 determines the fuel injection amount. The fuel injection amount can be preset by map data according to the engine operating condition.

In step S3, the controller 90 determines whether the multistage injection execution condition is satisfied. Multistage injection is injection that performs multiple fuel injections per fuel cycle. The execution conditions of the multistage injection will be described later. If a negative determination is made in step S3, the processing of this flowchart ends. If the determination in step S3 is affirmative, the process proceeds to step S4.

In step S4, the controller 90 determines the multistage injection to be performed. The multistage injection to be performed can be preset according to the engine operating state.

In step S5, the controller 90 determines whether a purge execution condition is satisfied. The purge execution condition is an evaporation fuel supply execution condition, and can be preset according to the engine operating condition. If a negative determination is made in step S5, the processing of this flowchart ends. If it is affirmation determination by step S5, a process will progress to step S6.

In step S6, the controller 90 determines the target opening of the purge control valve 55. The target opening degree of the purge control valve 55 can be determined based on the engine operating state.

In step S7, the controller 90 calculates the amount of evaporated fuel supplied by the evaporated fuel supply device 50, that is, the amount of evaporated fuel supplied. The evaporated fuel supply amount can be calculated based on the target opening degree of the purge control valve 55 and the engine operating state.

In step S8, the controller 90 decreases the fuel injection amount determined in step S2 according to the fuel vapor supply amount. That is, the fuel injection amount determined in step S2 is corrected. Specifically, this fuel injection amount is the total fuel injection amount to be injected into the combustion chamber 9 per combustion cycle.

In step S9, the controller 90 corrects the multistage injection determined in step S4. In step S9, the controller 90 decreases the fuel injection amount of at least the first stage injection. The controller 90 can correct multistage injection according to the fuel vapor supply amount and the engine operating state. A correction example of multistage injection will be described later.

In step S10, the controller 90 controls the purge control valve 55 so that the opening degree becomes the target opening degree. Thus, the fuel vapor is supplied. In step S11, the controller 90 executes fuel injection control of the fuel injection valve 8. Thus, the fuel injection reflecting the correction of the multistage injection is performed together with the supply of the evaporative fuel. After step S11, the processing of this flowchart ends. The determination of the fuel injection amount, the determination of the multistage injection, the determination of the target opening, and the calculation of the evaporative fuel supply amount may be performed by any appropriate technique other than the known techniques.

In step S9, after the affirmative determination in step S3 and the positive determination in step S5, the fuel injection amount of at least the first stage injection is reduced. Therefore, when multistage injection of the fuel injection valve 8 is performed, the controller 90 reduces the fuel injection amount of the first-stage fuel injection according to the supply of the evaporative fuel performed by the evaporative fuel supply device 50.

FIG. 3 is a view showing an example of multi-step map data which is map data defining an execution condition of multi-stage injection. In FIG. 3, the vertical axis represents pressure IMEP and the horizontal axis represents rotational speed NE. Curve C shows the case where the engine operating condition is WOT, ie, full load operating condition.

In the multistage map data, an area R1, an area R2, and an area R3 are set. Region R1 is a region of single-stage injection in which one fuel injection is performed per fuel cycle. Region R2 is a region of two-stage injection in which two fuel injections are performed per combustion cycle. Region R3 is a region of three-stage injection in which three fuel injections are performed per fuel cycle.

The region R2 can be divided from the region R1 as a region where the pressure IMEP is higher than the first predetermined pressure. Further, the region R1 can be divided as a region where the rotational speed NE is lower than the first predetermined speed. The region R3 can be divided from the region R2 as a region where the pressure IMEP is higher than the second predetermined pressure. Further, the region R2 can be divided as a region where the rotational speed NE is lower than the second predetermined speed. The second predetermined pressure is higher than the first predetermined pressure. The second predetermined speed is lower than the first predetermined speed.

In the multistage map data, the number of fuel injections is set to increase as the rotational speed NE is lower and the pressure IMEP is higher. As shown in the regions R2 and R3, the injection period per injection of multistage injection is set to be longer as the rotational speed NE is higher and the pressure IMEP is higher. The injection timing of each injection of multistage injection can be set according to the engine operating state.

In step S3 of the above-described flowchart, the controller 90 can determine that the multistage injection execution condition is satisfied when the engine operating state is in the region R2 or the region R3.

FIG. 4 is an explanatory view of multistage injection. FIG. 4 shows a first case, a second case and a third case in the case where the multistage injection is a three-stage injection. The first case and the second case show the case where the load KL is a partial load. The third state indicates that the engine operating state is WOT. The first case further shows the case where the ignition timing is set to the timing MBT at which the output torque is maximum. The second case further indicates the case where the engine operating state is a high load operating state.

A window W is provided in the suction process and the compression process. The window W is an area for determining knocking, and in some circumstances, an area for avoiding fuel injection. The range L shows the range of the advance limit timing of fuel injection. The advance limit timing of the fuel injection is provided to suppress the deterioration of the exhaust emission. The advance limit timing of the fuel injection has the range L because the advance limit timing of the fuel injection differs between the single-stage injection and the multi-stage injection from the viewpoint of suppressing the deterioration of the exhaust emission. .

In each case, the valve opening timing IVC of the intake valve 5 is set in the first half of the compression process. In each injection of multistage injection, there are restrictions on the injection interval, the time from the peak time of the applied voltage applied to the fuel injection valve 8 at the time of valve opening to the start of injection, the minimum injection pulse width, and the like.

In each case, each injection of the multistage injection can be set as follows in consideration of the window W, the range L, and the above restriction. That is, the first-stage injection can be set to timing within the range L of the first half of the intake process. Specifically, the first-stage injection can be set to the advance angle limit timing of multistage injection.

The second stage injection can be set in the middle of the intake process. The second stage injection may be set between the middle of the intake process and the first half of the compression process. In the first case and the second case, the second-stage injection can be set to a timing at which the illustrated thermal efficiency is maximum or a timing at which a valley value of the theoretical thermal efficiency is obtained in the case of single-stage injection. In the third case, the second stage injection can be set to the timing at which the theoretical thermal efficiency is maximized or the timing at which the torque of the internal combustion engine 100 is maximized.

The third stage injection can be set between the second half of the intake process and the first half of the compression process, as indicated by the arrows. In the first case and the second case, the third stage injection can be set to the retard limit timing at which the fuel efficiency effect can be obtained. In the third case, the third stage injection can be set to the retarded limit timing at which the torque improvement effect of the internal combustion engine 100 can be obtained.

As described above, when each injection of multistage injection is set, the following effects can be obtained in each injection of multistage injection. That is, in the first stage injection, the uniformity of the air-fuel mixture can be improved. In the second and third stages of injection, the in-cylinder gas flow can be enhanced. In the second case, a further cooling effect can be obtained by the third stage injection. In the third case, the intake charging efficiency can be further improved by the second stage injection. Further, the third stage injection can further obtain a cooling effect.

FIG. 5 is a view showing a first correction example of multistage injection. In this example, the multistage injection determined in step S4 of the above-described flowchart, that is, the case where the multistage injection before correction is a three-stage injection, is shown. In this example, each injection of the multistage injection before correction is set as described with reference to FIG. Moreover, the fuel injection amount of each injection is set to the same magnitude.

In this example, the amount of decrease of the fuel injection amount corresponding to the evaporative fuel supply amount is smaller than the fuel injection amount of each injection. For this reason, in this example, the controller 90 decreases the fuel injection amount of the first stage injection as the correction of the multistage injection. The reduction of the fuel injection amount can be performed to maintain the injection start timing.

FIG. 6 is a view showing a second correction example of multistage injection. The multistage injection before the correction is the same as in the first correction example shown in FIG. In this example, the amount of decrease of the fuel injection amount according to the fuel vapor supply amount is the same as the fuel injection amount of each injection. Therefore, in this example, the controller 90 stops the fuel injection amount of the first stage injection as the correction of the multistage injection.

FIG. 7 is a view showing a third correction example of multistage injection. The multistage injection before the correction is the same as in the first correction example shown in FIG. In this example, the amount of decrease of the fuel injection amount according to the fuel vapor supply amount is equal to the total fuel injection amount of the two injections. For this reason, in this example, the controller 90 stops the first and second stages of injection as correction of multistage injection.

FIG. 8 is a view showing a fourth correction example of multistage injection. In this example, the case where the multistage injection before correction is a five-stage injection is shown. The first stage injection has the same effect as the first stage injection of the three-stage injection described in FIG. The second and third stage injections have the same effect as the second stage injection of the third stage injection described in FIG. The fourth and fifth stage injections have the same effect as the third stage injection of the third stage injection described in FIG. In this example, the fuel injection amount of each injection in the multistage injection before correction is set to the same value.

In this example, the reduction amount of the fuel injection amount according to the fuel vapor supply amount is equal to the total fuel injection amount of the three injections. Therefore, in this example, the controller 90 stops the first, second and third stage injections as correction of multistage injection.

FIG. 9 is a view showing a fifth correction example of multistage injection. The multistage injection before the correction is the same as in the case of the fourth correction example shown in FIG. The amount of decrease of the fuel injection amount according to the fuel vapor supply amount is also the same as in the fourth correction example. In this case, the controller 90 can also stop the first, second and fourth stages of injection as correction of multistage injection.

That is, the controller 90 can stop the fuel injection of the first stage and can also stop the injection of the second and subsequent stages so as to cancel the adjacent state of the injection. In this case, interference between the injected fuels can be prevented or suppressed.

In the third to fifth correction examples, the controller 90 corrects the fuel injection amount of at least one of the second and subsequent injections in addition to the first-stage injection as the correction of the multistage injection. Specifically, at least one of the fuel injections in the second and subsequent stages is stopped.

Next, the main effects of the internal combustion engine 1 will be described.

FIG. 10 is an explanatory view of the influence of the fuel vapor supply on the multistage injection. In FIG. 10, multistage map data is used to explain the influence of the fuel vapor supply on the multistage injection. The region R21 is a region included in the region R2 and indicates a region in which the two-stage injection before correction can not be performed during the supply of the fuel vapor. The region R31 is a region included in the region R3 and indicates a region in which the three-stage injection before correction can not be performed during the supply of the fuel vapor.

When the multistage injection correction is not performed, the two-stage injection can be changed to the single-stage injection in accordance with the supply of the evaporative fuel in the engine operating state included in the region R21. Further, in the engine operating state included in the region R31, the three-stage injection can be changed to the two-stage injection or the single-stage injection according to the supply of the evaporative fuel. In these cases, for the two-stage injection and the single-stage injection, it is possible to apply an injection timing that is previously adapted to a timing different from the injection timing of each injection of the multistage injection.

However, in these cases, the effect obtained by the multistage injection may not be obtained. On the other hand, the supply of the fuel vapor contributes to the improvement of the uniformity of the mixture.

In view of such circumstances, when the internal combustion engine 1 includes the fuel injection valve 8, the evaporated fuel supply device 50, and the controller 90, and the controller 90 executes the multistage injection of the fuel injection valve 8, evaporation occurs. The fuel injection amount of at least the first stage injection is reduced according to the supply of the evaporated fuel performed by the fuel supply device 50.

The internal combustion engine 1 having such a configuration enables the supply of the evaporative fuel by reducing the fuel injection amount of the at least first-stage injection. Then, by supplying the fuel vapor, it is possible to improve the uniformity of the mixture to be obtained in the first stage injection. As a result, it is possible to achieve both the effect of multistage injection and the supply of evaporated fuel. In the internal combustion engine 1 having such a configuration, it is possible to improve the uniformity of the mixture also by maintaining the first-stage injection.

The internal combustion engine 1 has a configuration in which the controller 90 reduces the fuel injection amount in accordance with the fuel vapor supply amount, and stops the first-stage injection in response to the fuel vapor supply performed by the fuel vapor supply device 50. can do.

The internal combustion engine 1 having such a configuration also makes it possible to achieve both the effect of multistage injection and the supply of evaporative fuel as described above. The internal combustion engine 1 having such a configuration makes it unnecessary to take into consideration the limitation of the minimum fuel injection amount that can be injected by the fuel injection valve 8 in the first-stage injection.

In the internal combustion engine 1, the controller 90 may be configured to correct the fuel injection amount of at least one of the second and subsequent stages of the injection according to the supply of the evaporated fuel performed by the evaporated fuel supply device 50. Specifically, when the internal combustion engine 1 has such a configuration, it is possible to reduce the fuel injection amount according to the evaporative fuel supply amount.

The internal combustion engine 1 is configured such that the controller 90 reduces the amount of fuel injection of at least one of the second and subsequent injections or stops the fuel injection according to the supply of evaporated fuel performed by the evaporated fuel supply device 50. can do. That is, specifically, the internal combustion engine 1 can correct the fuel injection amount in this manner.

In the internal combustion engine 1, when the multistage injection of the fuel injection valve 8 is performed, the controller 90 realizes a control method of the internal combustion engine that reduces the fuel injection amount of at least the first stage injection according to the supply of evaporative fuel. Be done. And according to the control method of this internal combustion engine, it becomes possible to achieve coexistence of the effect of multistage injection, and supply of evaporative fuel.

In the internal combustion engine 1, the EGR device 80 recirculates the exhaust gas to the intake passage 30, so the magnitude of the intake negative pressure decreases. That is, the pressure of the intake becomes high. As a result, the evaporated fuel supply device 50 becomes difficult to supply the evaporated fuel. For this reason, in the internal combustion engine 1, the demand for the evaporative fuel supply becomes large, and the evaporative fuel supply becomes easy to be performed simultaneously with the multistage injection.

Therefore, internal combustion engine 1 is suitable when it is the composition further provided with EGR device 80. The EGR device 80 is an example of a pressure change device that raises the pressure of the intake air to which the evaporated fuel supply device 50 supplies the evaporated fuel. The pressure change device may be, for example, a supercharger that compresses intake air and supplies the compressed air to the internal combustion engine 1 or a variable valve device that varies the valve timing and lift amount of the intake valve 5.

Specifically, for example, the controller 90 can correct at least one of the injections in the second and subsequent stages as in the third to fifth correction examples shown in FIGS. 7 to 9. Also in the third correction example shown in FIG. 7, the effect of the multistage injection is that the intake charging efficiency is improved by the supply of evaporative fuel, and the injection timing of the injection remaining after correction among the respective multistage injections is maintained. It is planned by being done. In the first correction example shown in FIG. 5, maintaining the injection timing causes the injection start timing to be delayed, for example, by the reduction amount of the fuel injection amount instead of reducing the fuel injection amount as described above. This may include the case of reducing the fuel injection amount.

The controller 90 may correct multistage injection as shown below.

FIG. 11 is a view showing a sixth correction example of multistage injection. The multistage injection before the correction is the same as in the first correction example shown in FIG. In this example, the amount of decrease of the fuel injection amount corresponding to the supply amount of the evaporated fuel is equal to the fuel injection amount of each injection.

In this example, the controller 90 reduces the fuel injection amount of the first stage injection by a part of the decrease amount of the fuel injection amount as the correction of the multistage injection. Then, the remaining amount of reduction of the fuel injection amount is reduced from the fuel injection amount of the second and third stages of injection. That is, the controller 90 may decrease the fuel injection amount of the first stage injection, for example, in this manner. Further, for example, in this way, at least one of the fuel injection amounts of the second and subsequent stages of the injection may be reduced. The remainder of the reduction amount of the fuel injection amount can be reduced from at least one of the second and subsequent stages of the injection.

FIG. 12 is a diagram showing a seventh correction example of multistage injection. The multistage injection before the correction is the same as in the first correction example shown in FIG. In this example, the amount of decrease of the fuel injection amount corresponding to the evaporative fuel supply amount is smaller than the fuel injection amount of each injection.

In this example, the controller 90 stops the first stage injection as correction of multistage injection. Then, by stopping the first-stage injection, the fuel injection amount of the second-stage injection is increased by the amount of the fuel injection amount that is excessively reduced. That is, the controller 90 may stop the injection of the first stage or correct the fuel injection amount of at least one of the injections of the second and subsequent stages, for example. The excess reduced fuel injection amount can be increased by at least one of the second and subsequent stages of injection.

As mentioned above, although the embodiment of the present invention was described, the above-mentioned embodiment showed only a part of application example of the present invention, and in the meaning of limiting the technical scope of the present invention to the concrete composition of the above-mentioned embodiment. Absent.

In the embodiment described above, the case where the internal combustion engine 1 includes the controller 90 and the control unit has been described. However, the control unit may be realized by, for example, a plurality of controllers.

In the embodiment described above, the case where the internal combustion engine 1 is a cylinder fuel injection type internal combustion engine has been described. However, the internal combustion engine 1 may be, for example, a dual fuel injection type internal combustion engine further provided with a fuel injection valve that injects fuel into intake air.

Claims

A fuel injection valve that injects fuel into the combustion chamber;
An evaporated fuel supply device for supplying evaporated fuel generated in a fuel tank to the gas introduced into the combustion chamber;
A control unit that controls the fuel injection valve;
The internal combustion engine decreases the fuel injection amount of the first-stage injection according to the supply of the evaporative fuel performed by the evaporative fuel supply device when the control unit executes the multistage injection of the fuel injection valve.
An internal combustion engine according to claim 1,
The control unit reduces the fuel injection amount in accordance with the amount of the evaporative fuel supplied by the evaporative fuel supply device, and performs the first-stage injection according to the supply of the evaporative fuel performed by the evaporative fuel supply device. Internal combustion engine to stop.
An internal combustion engine according to claim 2,
The internal combustion engine, wherein the control unit further corrects a fuel injection amount of at least one of second and subsequent injections according to the supply of the evaporated fuel performed by the evaporated fuel supply device.
An internal combustion engine according to claim 3,
The internal combustion engine performs the reduction of the fuel injection amount of at least one of the second and subsequent stages of the injection or the stop of the fuel injection according to the supply of the evaporative fuel performed by the evaporative fuel supply device.
A control method for an internal combustion engine, which reduces a fuel injection amount of at least a first-stage injection according to the supply of evaporative fuel when performing multistage injection of a fuel injection valve that injects fuel into a combustion chamber.