JP4729316B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention provides first fuel injection means (in-cylinder injector) for injecting fuel into the cylinder and second fuel injection means (intake passage injection) for injecting fuel into the intake passage or intake port. The present invention relates to a control device for an internal combustion engine provided with a fuel injector, and more particularly to control when a purge process of fuel evaporative gas is executed.

  A first fuel injection valve for injecting fuel into the engine intake passage (in the background art, an intake passage injection injector) and a second fuel injection valve for injecting fuel constantly into the engine combustion chamber (background) In the technology, an in-cylinder injector) is provided, and when the engine load is lower than a predetermined set load, the fuel injection from the first fuel injection valve (intake passage injector) is stopped and the engine load is stopped. An internal combustion engine is known in which fuel is injected from a first fuel injection valve (intake passage injector) when is higher than a set load. In this internal combustion engine, a total injection amount, which is the sum of fuels injected from both fuel injection valves, is predetermined as a function of the engine load, and this total injection amount is increased as the engine load increases.

  Japanese Patent Application Laid-Open No. 5-231221 (Patent Document 1) discloses a fuel injection type internal combustion engine that prevents fluctuations in engine output torque at the start and stop of fuel injection by an intake passage injector in such an internal combustion engine. Is disclosed. The fuel injection type internal combustion engine includes a first fuel injection valve for injecting fuel into the engine intake passage and a second fuel injection valve for injecting fuel into the engine combustion chamber. When the operating state is within a predetermined operating range, fuel injection from the first fuel injection valve is stopped, and when the operating state of the engine is outside the predetermined operating range, fuel is supplied from the first fuel injection valve. In an internal combustion engine that injects fuel, the amount of attached fuel adhering to the inner wall surface of the intake passage when fuel injection from the first fuel injection valve is started is estimated, and fuel injection from the first fuel injection valve is stopped Means for estimating the amount of adhering fuel flowing into the combustion chamber of the engine when it is When fuel injection from the first fuel injection valve is started, the amount of fuel injected from the second fuel injection valve is corrected to be increased by the amount of attached fuel, and fuel injection from the first fuel injection valve is stopped In addition, the amount of fuel injected from the second fuel injection valve is corrected to decrease by the amount of inflow.

According to this fuel injection type internal combustion engine, when the fuel injection from the first fuel injection valve is started, the amount of fuel injected from the second fuel injection valve is corrected to increase by the amount of attached fuel, thereby actually entering the engine combustion chamber. The amount of fuel supplied becomes the required fuel amount, and when the fuel injection from the first fuel injection valve is stopped, the amount of fuel injected from the second fuel injection valve is corrected to decrease by the inflow amount, so that the engine combustion chamber actually The amount of fuel supplied to is the required fuel amount. As a result, it is possible to prevent the engine output torque from changing when the fuel injection from the first fuel injection valve is started and stopped.
JP-A-5-2321221

  Generally, in a vehicle equipped with an internal combustion engine, evaporated fuel (paper) from a fuel tank or the like is temporarily adsorbed to a collection device such as a canister, and the canister or the like is collected according to the operating state of the internal combustion engine. By purging the fuel evaporative gas adsorbed by the apparatus and introducing it into the intake system of the internal combustion engine, the fuel evaporative gas is prevented from being diffused into the atmosphere.

  Thus, at the time of performing the purge process of purging the fuel evaporative gas and introducing it into the intake system of the internal combustion engine, the purge fuel amount depending on the concentration of the fuel evaporative gas to be purged, so-called purge gas concentration and its flow rate, is In addition to the amount of fuel injected from the injector, it is introduced into the engine. As a result, the air-fuel ratio fluctuates and the combustion deteriorates. Therefore, when performing such a purge process, the fuel injection amount is corrected to reduce the performance of the internal combustion engine or the emission. Is required to avoid.

  However, the above-mentioned Patent Document 1 does not describe the correction of the fuel injection amount when executing such a purge process. Therefore, according to the fuel injection type internal combustion engine disclosed in Patent Document 1, even when the engine output torque can be prevented from fluctuating at the start and stop of fuel injection from the first fuel injection valve, Problems (for example, performance deterioration due to deposit adhesion, emission deterioration due to fluctuation of air-fuel ratio) cannot be solved.

  The present invention has been made to solve the above-described problems, and has as its object the first fuel injection means for injecting fuel into the cylinder and the second fuel injection means for injecting fuel into the intake passage. In the internal combustion engine that shares the injected fuel, it is possible to provide a control device for the internal combustion engine that can avoid deterioration in performance and emission of the internal combustion engine during purge processing.

  A control device according to a first aspect of the present invention comprises a first fuel injection means for injecting fuel into a cylinder and a second fuel injection means for injecting fuel into an intake passage, The internal combustion engine that executes the purge process is controlled. The control device is a control for controlling the fuel injection means so that the fuel is injected by the first fuel injection means and the second fuel injection means based on conditions required for the internal combustion engine. And the fuel injection means are controlled so that the correction of the fuel injection amount corresponding to the introduced purge fuel amount is shared by the first fuel injection means and the second fuel injection means when the purge process is executed. Purge control means. The purge control means has a fuel injection amount of the first fuel injection means and a fuel of the second fuel injection means in a region where the fuel injection is shared by the first fuel injection means and the second fuel injection means. Means are included for controlling the fuel injection means to vary both injection amounts to correct the fuel injection amount corresponding to the purge fuel amount.

  According to the first invention, when the purge process is executed by the purge control means, the fuel injection amount injected from the first fuel injection means (for example, the in-cylinder injector) is also the second fuel injection means. The amount of fuel injected from (for example, an intake passage injector) is also changed so that fuel injection from any injector is not stopped. As a result, even if the purge process is executed, the fuel injection from the intake manifold injector does not stop, so that the combustion instability during the transition period due to the heterogeneity of the air-fuel mixture during the purge process is prevented. There is no occurrence. Since the fuel injection from the in-cylinder injector is not stopped, the tip temperature of the in-cylinder injector does not increase and deposits do not accumulate at the injection port. As a result, an internal combustion engine control apparatus is provided that can avoid performance degradation of the internal combustion engine when performing a purge process in an internal combustion engine that shares injected fuel with an in-cylinder injector and an intake passage injector. can do.

  In the control device according to the second invention, in addition to the configuration of the first invention, the purge control means is corrected in the fuel injection amount corrected in the first fuel injection means and in the second fuel injection means. Means for controlling the fuel injection means so that the fuel injection amount is equal.

  According to the second aspect of the invention, when the purge process is executed, the fuel correction amount in the in-cylinder injector and the fuel correction amount in the intake manifold injector are made equal to each other so as to correspond to the purge fuel amount. By correcting the amount, the overall air-fuel ratio control can be satisfied. For this reason, it is possible to prevent the emission from being deteriorated and to prevent the engine performance from being deteriorated due to the deposit.

  In the control device according to the third aspect of the invention, in addition to the configuration of the first aspect of the invention, the purge control means is responsive to a ratio of the fuel injection amount sharing between the first fuel injection means and the second fuel injection means. And means for controlling the fuel injection means so that the fuel injection amount in the first fuel injection means and the fuel injection amount in the second fuel injection means are corrected.

  According to the third invention, when the purge process is executed, the fuel correction amount in the in-cylinder injector and the fuel correction amount in the intake manifold injector correspond to the purge fuel amount according to the sharing ratio. The minute can be corrected to satisfy the overall air-fuel ratio control. For this reason, it is possible to prevent the emission from being deteriorated and to prevent the engine performance from being deteriorated due to the deposit.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of the first aspect of the invention, the purge control means includes a first fuel injection means and a second fuel injection means for the total supply fuel amount including the purge fuel amount. And means for controlling the fuel injection means so as not to change the ratio of the fuel injection amount sharing.

  According to the fourth aspect of the invention, the same combustion state can be maintained before and after the purge process without changing the ratio of the fuel injection amount sharing between the in-cylinder injector and the intake manifold injector.

  In the control device according to the fifth aspect of the invention, in addition to the configuration of the first aspect of the invention, the purge control means includes the linearity of the injection amount with respect to the injection time in the first fuel injection means and the injection time in the second fuel injection means. Means for controlling the fuel injection means so as to correct the fuel injection amount corresponding to the purge fuel amount so that the linearity of the injection amount with respect to the fuel can be ensured.

  According to the fifth aspect of the present invention, if the fuel injection amount from the in-cylinder injector, which is an example of the first fuel injection means, is reduced in correspondence with the purge fuel amount, the fuel injection amount is reduced to near the minimum fuel injection amount. In some cases, there is a region where there is no linearity in the relationship between the actual injection amount and the fuel injection period. Similarly, if the fuel injection amount from the intake manifold injector, which is an example of the second fuel injection means, is reduced in accordance with the purge fuel amount, the fuel injection amount is reduced to near the minimum fuel injection amount. There may be a region where there is no linearity in the relationship of the actual injection amount to the period. In such a case, the fuel injection amount corresponding to the purge fuel amount is set so that the linearity of the injection amount with respect to the injection time in the in-cylinder injector and the linearity of the injection amount with respect to the injection time in the intake manifold injector can be secured. to correct. Thereby, fuel can be injected accurately and accurate air-fuel ratio control can be realized.

  In the control device according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the purge control means ensures linearity when the linearity of the injection amount with respect to the injection time of the first fuel injection means cannot be ensured. It includes means for controlling the fuel injection means so that the fuel injection quantity corresponding to the purge fuel quantity is corrected as much as possible, and the shortage of correction of the fuel injection quantity is performed using the second fuel injection means. .

  According to the sixth aspect of the invention, if the fuel injection amount from the in-cylinder injector, which is an example of the first fuel injection means, is reduced to near the minimum fuel injection amount, the relationship between the actual injection amount and the fuel injection period There is a case where it enters an area without linearity. In such a case, the fuel injection amount corresponding to the purge fuel amount is corrected within a range in which the linearity can be secured by the in-cylinder injector, and the shortage of correction of the fuel injection amount is corrected using the intake passage injector. Do. Thus, fuel can be accurately injected from the in-cylinder injector, and accurate air-fuel ratio control can be realized.

  In the control device according to the seventh invention, in addition to the configuration of any one of the first to sixth inventions, the first fuel injection means is an in-cylinder injector, and the second fuel injection means is An intake passage injector.

  According to the seventh aspect of the present invention, in the internal combustion engine that shares the injected fuel by separately providing the in-cylinder injector that is the first fuel injection means and the intake passage injection injector that is the second fuel injection means, The occurrence of combustion instability during the transition period due to the heterogeneity of the air-fuel mixture during processing, and the temperature rising due to the stop of fuel injection from the in-cylinder injector and deposits being deposited at the nozzle It is possible to provide a control device for an internal combustion engine that can avoid the above-mentioned problem.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 shows a schematic configuration diagram of an engine system controlled by an engine ECU (Electronic Control Unit) which is a control device for an internal combustion engine according to an embodiment of the present invention. Although FIG. 1 shows an in-line four-cylinder gasoline engine as the engine, the present invention is not limited to such an engine.

  As shown in FIG. 1, the engine 10 includes four cylinders 112, and each cylinder 112 is connected to a common surge tank 30 via a corresponding intake manifold 20. The surge tank 30 is connected to an air cleaner 50 via an intake duct 40, an air flow meter 42 is disposed in the intake duct 40, and a throttle valve 70 driven by an electric motor 60 is disposed. The opening degree of throttle valve 70 is controlled based on the output signal of engine ECU 300 independently of accelerator pedal 100. On the other hand, each cylinder 112 is connected to a common exhaust manifold 80, and this exhaust manifold 80 is connected to a three-way catalytic converter 90.

  For each cylinder 112, an in-cylinder injector 110 for injecting fuel into the cylinder, and an intake passage injection injector 120 for injecting fuel into the intake port or / and the intake passage. And are provided respectively. These injectors 110 and 120 are controlled based on the output signal of engine ECU 300, respectively. The in-cylinder injectors 110 are connected to a common fuel distribution pipe 130, and this fuel distribution pipe 130 is connected to the fuel distribution pipe 130 through a check valve 140, and is driven by an engine. A high-pressure fuel pump 150 is connected. In the present embodiment, an internal combustion engine in which two injectors are separately provided will be described, but the present invention is not limited to such an internal combustion engine. For example, it may be an internal combustion engine having one injector that has both an in-cylinder injection function and an intake passage injection function.

  As shown in FIG. 1, the discharge side of the high-pressure fuel pump 150 is connected to the suction side of the high-pressure fuel pump 150 via an electromagnetic spill valve 152. When the amount of fuel supplied from the pump 150 into the fuel distribution pipe 130 is increased and the electromagnetic spill valve 152 is fully opened, the fuel supply from the high pressure fuel pump 150 to the fuel distribution pipe 130 is stopped. ing. Electromagnetic spill valve 152 is controlled based on the output signal of engine ECU 300.

  On the other hand, each intake passage injector 120 is connected to a common low-pressure fuel distribution pipe 160, and the fuel distribution pipe 160 and the high-pressure fuel pump 150 are connected to a common fuel pressure regulator 170 through an electric motor drive type. The low-pressure fuel pump 180 is connected. Further, the low pressure fuel pump 180 is connected to the fuel tank 200 via a fuel filter 190. The fuel pressure regulator 170 returns a part of the fuel discharged from the low-pressure fuel pump 180 to the fuel tank 200 when the fuel pressure of the fuel discharged from the low-pressure fuel pump 180 becomes higher than a predetermined set fuel pressure. Accordingly, the fuel pressure supplied to the intake manifold injector 120 and the fuel pressure supplied to the high-pressure fuel pump 150 are prevented from becoming higher than the set fuel pressure.

  The engine ECU 300 is composed of a digital computer, and is connected to each other via a bidirectional bus 310, a ROM (Read Only Memory) 320, a RAM (Random Access Memory) 330, a CPU (Central Processing Unit) 340, and an input port 350. And an output port 360.

  The air flow meter 42 generates an output voltage proportional to the amount of intake air, and the output voltage of the air flow meter 42 is input to the input port 350 via the A / D converter 370. A water temperature sensor 380 that generates an output voltage proportional to the engine cooling water temperature is attached to the engine 10, and the output voltage of the water temperature sensor 380 is input to the input port 350 via the A / D converter 390.

  A fuel pressure sensor 400 that generates an output voltage proportional to the fuel pressure in the fuel distribution pipe 130 is attached to the fuel distribution pipe 130, and the output voltage of the fuel pressure sensor 400 is input via the A / D converter 410. Input to port 350. The exhaust manifold 80 upstream of the three-way catalytic converter 90 is provided with an air-fuel ratio sensor 420 that generates an output voltage proportional to the oxygen concentration in the exhaust gas. The output voltage of the air-fuel ratio sensor 420 is converted into an A / D converter. It is input to the input port 350 via 430.

The air-fuel ratio sensor 420 in the engine system according to the present embodiment is a global air-fuel ratio sensor (linear air-fuel ratio sensor) that generates an output voltage proportional to the air-fuel ratio of the air-fuel mixture burned by the engine 10. The air-fuel ratio sensor 420 may be an O ₂ sensor that detects whether the air-fuel ratio of the air-fuel mixture burned in the engine 10 is rich or lean with respect to the stoichiometric air-fuel ratio. Good.

  The accelerator pedal 100 is connected to an accelerator opening sensor 440 that generates an output voltage proportional to the depression amount of the accelerator pedal 100, and the output voltage of the accelerator opening sensor 440 is input to the input port 350 via the A / D converter 450. Is input. The input port 350 is connected to a rotational speed sensor 460 that generates an output pulse representing the engine rotational speed. In the ROM 320 of the engine ECU 300, the value of the fuel injection amount and the engine cooling that are set according to the operating state based on the engine load factor and the engine speed obtained by the accelerator opening sensor 440 and the engine speed sensor 460 described above are stored. Correction values based on the water temperature and the like are previously mapped and stored.

  On the other hand, a canister 230, which is a collection container for collecting fuel evaporative gas generated in the fuel tank 200, is connected to the fuel tank 200 via a paper passage 260, and further, the canister 230 collects the fuel collected therein. It is connected to a purge passage 280 for supplying evaporated gas to the intake system of the engine 10. The purge passage 280 communicates with a purge port 290 opened downstream of the throttle valve 70 of the intake duct 40. As is well known, the canister 230 is filled with an adsorbent (activated carbon) that adsorbs fuel evaporative gas, and an atmospheric passage for introducing the atmosphere into the canister 230 via a check valve during purging. 270 is provided. Further, the purge passage 280 is provided with a purge control valve 250 for controlling the purge amount, and the opening degree of the purge control valve 250 is duty-controlled by the engine ECU 300 so that the purge process is performed in the canister 230. The fuel evaporative gas amount, and hence the amount of fuel introduced into the engine 10 (hereinafter referred to as purge fuel amount) is controlled.

  This engine 10 injects fuel by in-cylinder injector 110 and intake passage injector 120. A map representing an injection ratio (hereinafter, also referred to as a direct injection ratio or DI ratio (r)) between in-cylinder injector 110 and intake passage injector 120 stored in ROM 320 of engine ECU 300 will be described. . In such a map, for example, the engine rotation speed is plotted on the horizontal axis, the load factor is plotted on the vertical axis, and the share ratio of the in-cylinder injector 110 is shown as a percentage as the direct injection ratio (DI ratio r). .

  A direct injection ratio (DI ratio r) is set for each operation region determined by the engine speed and the load factor. “Direct injection 100%” means a region where fuel injection is performed only from the in-cylinder injector 110 (r = 1.0, r = 100%), and “direct injection 0-20%”. Means that the fuel injection from the in-cylinder injector 110 is a region (r = 0 to 0.2) that is 0 to 20% of the total injection amount. For example, “direct injection 40%” indicates that 40% of the total injection amount is injected from the in-cylinder injector 110 and 60% of the total injection amount is injected from the intake manifold injector 120. Details of such a map will be described later.

  With reference to FIG. 2, a control structure of a program executed by engine ECU 300 which is a control device according to the embodiment of the present invention will be described.

  The flowchart shown in FIG. 2 shows the determination of the presence or absence of refueling by, for example, comparing and calculating the current fuel gauge value of the fuel gauge and the fuel gauge value recorded when the engine is stopped after the engine 10 is started. Alternatively, the amount of fuel evaporative gas collected in the canister 230 is estimated based on the change in temperature while the engine is stopped, etc., and it is determined whether purge processing is necessary. When the purge process is necessary and possible, the purge gas concentration detection and purge process execution control routine according to the flowchart shown in FIG. 3 is started. The case where the purge process is possible includes, for example, a low-speed and low-load operation state in which the intake negative pressure of the engine 10 is sufficiently generated.

  In step (hereinafter, step is abbreviated as S) 300, engine ECU 300 controls purge control valve 250 to be opened instantaneously in a small opening state. When the purge control valve 250 is opened at a small opening, the purge gas including the fuel evaporation gas is introduced into the engine 10 through the purge passage 280 and the purge port 290.

  In S310, engine ECU 300 detects the air-fuel ratio (A / F) of the combustion gas when purge gas is introduced by air-fuel ratio sensor 420.

  In S320, engine ECU 300 obtains the purge gas concentration based on the detected air-fuel ratio (A / F). Specifically, since the air-fuel ratio after introduction becomes richer than the air-fuel ratio before introduction of purge gas, the purge gas concentration is obtained from the degree of richness. The relationship between the two is obtained in advance through experiments and mapped and stored in the ROM 320. The obtained purge gas concentration is stored in the RAM 330.

  In S330, engine ECU 300 performs duty control on the opening of purge control valve 250 for a predetermined time so that the amount of purge fuel introduced into engine 10 is constant based on the purge gas concentration stored in RAM 330. Execute control. In S340, engine ECU 300 sets the purge control execution flag to the ON state during the process in S330.

  The purge fuel amount means the amount of fuel contained in the purge gas, and the opening degree of the purge control valve 250 is duty-controlled so as to be constant regardless of the change in the suction negative pressure accompanying the fluctuation of the operation state. The purge gas flow rate is controlled. The duty ratio at this time is also obtained in advance through experiments using the purge gas concentration and the suction negative pressure as parameters and stored in the ROM 320.

  With reference to FIG. 3, a control structure of a program for correcting the purge fuel amount when the purge control is being executed will be described. The control program shown in FIG. 3 is executed every predetermined time or every predetermined crank angle.

  In S400, engine ECU 300 determines whether or not the purge control execution flag is on. If the purge control execution flag is on (YES in S400), the process proceeds to S410. Otherwise (NO in S400), this process ends.

  In S410, engine ECU 300 calculates an injection distribution ratio (DI ratio) r. At this time, the injection ratio (DI ratio) r is calculated using the map shown in FIG.

In S420, engine ECU 300 calculates basic injection amounts of in-cylinder injector 110 (DI) and intake passage injector 120 (PFI). At this time, the basic injection amount taudb of the in-cylinder injector 110 is
taudb = r × EQMAX × klfwd × fafd × kgd × kpr (1)
Is calculated by The basic injection amount taupb of the intake manifold injector 120 is taupb = k × (1−r) × EQMAX × klfwd × fafp × kgp (2)
Is calculated as In the above equations (1) and (2), r is the injection ratio (DI ratio), EQMAX is the maximum injection amount, klfwd is the load factor, and fafd and fafp are in the stoichiometric state. It is a feedback coefficient, kgd is a learned value of the in-cylinder injector 110, kpr is a conversion coefficient corresponding to the fuel pressure, and kgp is a learned value of the intake manifold injector 120.

  In S430, engine ECU 300 determines whether or not DI ratio r is zero. If DI ratio r is 0 (YES in S430), the process proceeds to S440. If not (NO in S430), the process proceeds to S460.

In S440, engine ECU 300 substitutes purge correction value fpg corresponding to the purge fuel amount described above into purge reduction calculation value fpgp on intake manifold injector 120 side.
Note that 0 is substituted for the purge reduction calculation value fpgd of the in-cylinder injector 110. In S450, engine ECU 300 calculates final injection amount taup of intake manifold injector 120. At this time, the final fuel injection amount taup of the intake manifold injector 120 is:
taup = taupb-fpgp + tauv (3)
Is calculated by In the above equation (3), tauv is an invalid injection amount.

  In S460, engine ECU 300 determines whether DI ratio r is 1 or not. If DI ratio r is 1 (YES in S460), the process proceeds to S470. If not (NO in S460), the process proceeds to S500.

  In S470, engine ECU 300 substitutes fpg for purge reduction calculation value fpgd on in-cylinder injector 110 side. Note that 0 is substituted for the purge reduction calculation value fpgp of the intake manifold injector 120.

In S480, engine ECU 300 calculates final injection amount taud of in-cylinder injector 110. At this time, the final injection amount taud of the in-cylinder injector 110 is
taud = taudb−fpgd (4)
Summarizing the purge reduction calculation value,
When DI ratio r = 1 fpgd = fpg (fpgp = 0) (5)
When DI ratio r = 0 fpgp = fpg (fpgd = 0) (6)
It becomes.

  In S500, engine ECU 300 performs a purge processing amount calculation process when fuel is separately injected between in-cylinder injector 110 and intake passage injector 120 (0 <DI ratio r <1).

  With reference to FIG. 4, the purge processing amount calculation processing in S500 of FIG. 3 will be described.

  In S510, engine ECU 300 determines whether the share of the purge amount is a ratio share or an equal share between in-cylinder injector 110 and intake passage injector 120. At this time, for example, it is assumed that the sharing (ratio, equality) to be performed is determined in advance and stored in the memory. If it is the ratio sharing (ratio in S510), the process proceeds to S520. If the share is equal (equal in S510), the process proceeds to S530.

In S520, engine ECU 300 calculates a purge reduction calculation value fpgd of in-cylinder injector 110 and a purge reduction calculation value fpgp of intake manifold injector 120. At this time,
fpgd = fpg × r (7)
fpgp = fpg × (1-r) (8)
Is calculated by

In S530, engine ECU 300 calculates a purge reduction calculation value fpgd of in-cylinder injector 110 and a purge reduction calculation value fpgp of intake manifold injector 120. At this time,
fpgd = fpg × 1/2 (9)
fpgp = fpg × 1/2 (10)
Is calculated by Note that the multiplication value may be a constant other than 1/2 as long as it is allowed to be non-uniform.

In S540, engine ECU 300 calculates fuel injection amounts taud (1) and taup (1) of in-cylinder injector 110 and intake passage injector 120. At this time,
taud (1) = taudb−fpgd (11)
taup (1) = taupb-fpgp + tauv (12)
Is calculated by

  In S550, engine ECU 300 determines whether fuel injection amount taud (1) of in-cylinder injector 110 is smaller than minimum fuel injection amount taumin (d) of the in-cylinder injector. This minimum fuel injection amount taumin (d) is the minimum fuel injection amount in which linearity is ensured between the fuel injection time and the injected fuel amount in in-cylinder injector 110. That is, it indicates that it is difficult to inject a fuel amount smaller than the minimum fuel injection amount taumin (d) according to the injection time. If fuel injection amount taud (1) of in-cylinder injector 110 is smaller than minimum fuel injection amount taumin (d) of in-cylinder injector 110 (YES in S550), the process proceeds to S560. If not (NO in S550), the process proceeds to S570.

In S560, engine ECU 300 calculates corrected fuel injection amount taud (2) of in-cylinder injector 110 and corrected fuel injection amount taup (2) of intake manifold injector 120. At this time,
taud (2) = taumin (d) (13)
taup (2) = taup (1) −Δtau (d) (14)
Δtau (d) = taumin (d) −taud (1) (15)
Is calculated by Thereafter, the process proceeds to S600.

  In S570, engine ECU 300 determines whether fuel injection amount taup (1) of intake passage injector 120 is smaller than minimum fuel injection amount taumin (p) of intake passage injector 120 or not. This minimum fuel injection amount taumin (p) is the minimum fuel injection amount that ensures linearity between the fuel injection time and the injected fuel amount in the intake manifold injector 120. That is, it indicates that it is difficult to inject a fuel amount smaller than the minimum fuel injection amount taumin (p) according to the injection time. If fuel injection amount taup (1) of intake passage injector 120 is smaller than minimum fuel injection amount taumin (p) of intake passage injector 120 (YES in S570), the process proceeds to S580. If not (NO in S570), the process proceeds to S590.

In S580, engine ECU 300 calculates corrected fuel injection amount taud (2) of in-cylinder injector 110 and corrected fuel injection amount taup (2) of intake manifold injector 120. At this time,
taud (2) = taud (1) −Δtau (p) (16)
taup (2) ＝ taumin (p) (17)
Δtau (p) = taumin (p) −taup (1) (18)
Is calculated by Thereafter, the process proceeds to S600.

  In S590, engine ECU 300 calculates final fuel injection amounts taud and taup of in-cylinder injector 110 and intake passage injector 120. At this time, taud (1) is substituted for the final injection amount taud of the in-cylinder injector 110, and taup (1) is substituted for the final injection amount taup of the intake manifold injector 120.

  In S600, engine ECU 300 calculates final fuel injection amounts taud and taup of in-cylinder injector 110 and intake passage injector 120. At this time, taud (2) is substituted for the final injection amount taud of the in-cylinder injector 110, and taup (2) is substituted for the final injection amount taup of the intake manifold injector 120.

  Based on the above-described structure and flowchart, the spray distribution control during the purge process of engine 10 executed by engine ECU 300 that is the control apparatus according to the present embodiment will be described. In the following description, the purge process will be described.

  Based on a predetermined map, when injection control of in-cylinder injector 110 and intake manifold injector 120 is performed (including the case where fuel is injected from only one of the injectors) ) When the purge process is executed (YES in S400), if DI ratio r is 0 (YES in S430), fpg is substituted for purge reduction calculation value fpgp (S440), and intake manifold injector The purge reduction amount calculation value fpgp is subtracted from the basic injection amount taupb of 120 to calculate the final fuel injection amount taup of the intake manifold injector 120 (S450). If the DI ratio r is 1 (NO in S430, YES in S460), fpg is substituted for the purge reduction calculation value fpgd (S470), and the purge reduction calculation value is calculated from the basic injection amount taudb of the in-cylinder injector 110. The final fuel injection amount taud of the in-cylinder injector 110 is calculated by subtracting fpgd (S480).

  When DI ratio r is neither 100% nor 0% (NO in S430, NO in S460), that is, injection is performed separately between in-cylinder injector 110 and intake passage injector 120. If YES (0 <DI ratio r <1.0), a purge processing amount calculation process is executed (S500).

  When the purge reduction is shared by the DI ratio r (the ratio in S510), the purge reduction calculation value fpgd of the in-cylinder injector 110 is set to fpg × r, and the purge reduction calculation value fpgp of the intake passage injection injector 120 is set to fpg × r. Each is calculated as fpg × (1-r) (S520).

  When the purge reduction is equally shared (equal in S510), the purge reduction calculation value fpgd of the in-cylinder injector 110 is set to fpg × 1/2, and the purge reduction calculation value fpgp of the intake manifold injector 120 is set to Each is calculated as fpg × 1/2 (S530).

  Using the purge reduction calculated value fpgd of the in-cylinder injector 110 and the purge reduction calculated value fpgp of the intake passage injector 120, the fuel injection amount taud (1) of the in-cylinder injector 110 is taudb−fpgd. The fuel injection amount taup (1) of the intake manifold injector 120 is calculated by taupb−fpgp + tauv, respectively (S540).

  The state at this time is shown in FIG. 5 corresponds to the case where the purge reduction is shared by the DI ratio r, and the case corresponding to the “present invention (2) with purge” corresponds to “purge reduction”. This is a case of sharing equally.

  As shown in FIG. 5, in any case, the purge correction value corresponding to the purge fuel amount is reduced from the fuel injection amount from the in-cylinder injector 110, and the intake passage injection injector 120 The purge correction value is also reduced from the fuel injection amount. For this reason, the fuel injection from any of the injectors (in-cylinder injector 110 and intake passage injector 120) does not stop. As an effect of performing the purge process using both injectors in this way, it is possible to ensure the homogeneity of the mixture of fuel and air injected from the intake manifold injector 120 and the in-cylinder injector 110. It is mentioned that the temperature does not rise excessively and deposits do not accumulate at the injection port of the in-cylinder injector 110.

  Further, the fuel injection amount taud (1) of the in-cylinder injector 110 and the fuel injection amount taup (1) of the intake passage injector 120 are the minimum fuel injection amounts (taumin (d), taumin (p)). The case where it falls below is explained.

  If fuel injection amount taud (1) of in-cylinder injector 110 is lower than minimum fuel injection amount taumin (d) of in-cylinder injector 110 (YES in S550), in-cylinder injector 110 remains unchanged. The amount of fuel injected from is too small to accurately inject only the fuel injection amount taud (1). Therefore, the fuel injection amount of the in-cylinder injector 110 is increased to the minimum fuel injection amount taumin (d) of the in-cylinder injector 110 to be taud (2). At this time, the fuel injection amount is increased by Δtau (d) (= taumin (d) −taud (1)), and the fuel injection amount taud (2) of the in-cylinder injector 110 becomes the minimum fuel injection amount taumin ( d). For this reason, the fuel injection amount taup (1) of the intake manifold injector 120 is reduced by this amount of increase Δtau (d), and taup (2) (= taup (1) −Δtau (d)) (S560).

  The state at this time is shown in FIG. When the purge reduction is equally shared as in the “present invention (2) with purge” in FIG. 6, for example, if the DI ratio r is small and the purge correction value fpg corresponding to the purge fuel amount is large, the cylinder The fuel injection amount taud (1) of the inner injector 110 is less than the minimum fuel injection amount taumin (p) of the in-cylinder injector 110. Therefore, as shown in “present invention (3) with purge” in FIG. 6, the fuel injection amount of the in-cylinder injector 110 is increased to the minimum fuel injection amount taumin (d), and the Δtau (d) increased. The fuel injection amount taup (1) of the intake passage injector 120 is reduced to taup (2) by that amount.

  Further, if fuel injection amount taup (1) of intake passage injector 120 is lower than minimum fuel injection amount taumin (p) of intake passage injector 120 (YES in S570), the intake passage injection is continued as it is. Since the amount of fuel injected from the injector 120 is too small, only the fuel injection amount taup (1) cannot be injected accurately. Therefore, the fuel injection amount of the intake passage injector 120 is increased to the minimum fuel injection amount taumin (p) of the intake passage injector 120 to be taup (2). At this time, the fuel injection amount is increased by Δtau (p) (= taumin (p) −taup (1)), and the fuel injection amount taup (2) of the intake manifold injector 120 becomes the minimum fuel injection amount taumin ( p). For this reason, the fuel injection amount taud (1) of the in-cylinder injector 110 is reduced by this increase Δtau (p), and taud (2) (= taud (1) −Δtau (p)). (S580).

  As described above, when the fuel injection amount is reduced by the purge process, if the fuel injection amount falls below the minimum fuel injection amount of any injector, the fuel injection amount in the lower injector is reduced to the minimum fuel injection amount. And the fuel injection amount in the other injector is further reduced in addition to the purge correction value. In this way, the purge process can be executed in a region where the fuel injection time and the fuel injection amount have linearity. For this reason, fuel can be supplied accurately and accurate air-fuel ratio control can be executed. Note that the effect produced when the purge process is performed in both injectors is as described above.

<Engine suitable for application of this control apparatus (part 1)>
Hereinafter, an engine (part 1) suitable for application of the control device according to the present embodiment will be described.

  With reference to FIGS. 7 and 8, the injection ratio of in-cylinder injector 110 and intake manifold injector 120 (hereinafter referred to as DI ratio (r)), which is information corresponding to the operating state of engine 10, is referred to. Will be described). These maps are stored in the ROM 320 of the engine ECU 300. FIG. 7 is a map for the warm of the engine 10, and FIG. 8 is a map for the cold of the engine 10.

  As shown in FIG. 7 and FIG. 8, these maps are expressed in percentages where the engine 10 rotational speed is on the horizontal axis, the load factor is on the vertical axis, and the share ratio of the in-cylinder injector 110 is the DI ratio r. It is shown.

  As shown in FIGS. 7 and 8, the DI ratio r is set for each operation region determined by the rotational speed and load factor of the engine 10. “DI ratio r = 100%” means a region where fuel injection is performed only from in-cylinder injector 110, and “DI ratio r = 0%” means from intake manifold injector 120. This means that only the region where fuel injection is performed. “DI ratio r ≠ 0%”, “DI ratio r ≠ 100%” and “0% <DI ratio r <100%” indicate that in-cylinder injector 110 and intake passage injector 120 perform fuel injection. It means that the area is shared. In general, the in-cylinder injector 110 contributes to an increase in output performance, and the intake manifold injector 120 contributes to the uniformity of the air-fuel mixture. By using two types of injectors having different characteristics depending on the rotation speed and load factor of the engine 10, the engine 10 is in a normal operation state (for example, when the catalyst is warmed up at idle when the engine 10 is in an abnormal state other than the normal operation state). In this case, only homogeneous combustion is performed.

  Further, as shown in FIG. 7 and FIG. 8, the DI share ratio r of the in-cylinder injector 110 and the intake manifold injector 120 is defined separately for the warm time map and the cold time map. did. If the temperature of the engine 10 is different, the temperature of the engine 10 is detected by detecting the temperature of the engine 10 using a map set so that the control areas of the in-cylinder injector 110 and the intake manifold injector 120 are different. If it is equal to or higher than a predetermined temperature threshold value, the warm time map shown in FIG. 7 is selected. Otherwise, the cold time map shown in FIG. 8 is selected. Based on the selected maps, the in-cylinder injector 110 and / or the intake manifold injector 120 are controlled based on the rotation speed and load factor of the engine 10.

  The engine speed and load factor of engine 10 set in FIGS. 7 and 8 will be described. In FIG. 7, NE (1) is set to 2500 to 2700 rpm, KL (1) is set to 30 to 50%, and KL (2) is set to 60 to 90%. Further, NE (3) in FIG. 8 is set to 2900-3100 rpm. That is, NE (1) <NE (3). In addition, NE (2) in FIG. 7 and KL (3) and KL (4) in FIG. 8 are also set as appropriate.

  When FIG. 7 and FIG. 8 are compared, NE (3) of the map for cold shown in FIG. 8 is higher than NE (1) of the map for warm shown in FIG. This indicates that as the temperature of the engine 10 is lower, the control range of the intake manifold injector 120 is expanded to a higher engine speed range. That is, since the engine 10 is in a cold state, deposits are unlikely to accumulate at the injection port of the in-cylinder injector 110 (even if fuel is not injected from the in-cylinder injector 110). For this reason, it sets so that the area | region which injects a fuel using the intake manifold injector 120 may be expanded, and a homogeneity can be improved.

  7 and FIG. 8, when the engine 10 has a rotational speed of “DI ratio r” in the region of NE (1) or higher in the warm map and in the region of NE (3) or higher in the cold map. = 100% ". Further, the load factor is “DI ratio r = 100%” in the region of KL (2) or higher in the warm map and in the region of KL (4) or higher in the cold map. This indicates that only the in-cylinder injector 110 is used in a predetermined high engine speed region, and only the in-cylinder injector 110 is used in a predetermined high engine load region. . That is, in the high speed region and the high load region, even if the fuel is injected only by the in-cylinder injector 110, the engine 10 has a high rotational speed and load, and the intake amount is large. It is because it is easy to homogenize. Thus, the fuel injected from the in-cylinder injector 110 is vaporized with latent heat of vaporization (sucking heat from the combustion chamber) in the combustion chamber. Thereby, the temperature of the air-fuel mixture at the compression end is lowered. As a result, the knocking performance is improved. Further, since the temperature of the combustion chamber is lowered, the suction efficiency is improved and high output can be expected.

  In the warm map shown in FIG. 7, only the in-cylinder injector 110 is used at a load factor KL (1) or less. This indicates that when the temperature of the engine 10 is high, only the in-cylinder injector 110 is used in a predetermined low load region. This is because when the engine 10 is warm, the engine 10 is in a warm state, and deposits are likely to accumulate at the injection port of the in-cylinder injector 110. However, since the injection port temperature can be lowered by injecting fuel using the in-cylinder injector 110, it is conceivable to avoid deposit accumulation, and the minimum fuel injection amount of the in-cylinder injector Therefore, it is conceivable that the in-cylinder injector 110 is not blocked, and for this reason, the in-cylinder injector 110 is used as an area.

  Comparing FIG. 7 and FIG. 8, there is an area of “DI ratio r = 0%” only in the cold map of FIG. This indicates that when the temperature of the engine 10 is low, only the intake manifold injector 120 is used in a predetermined low load region (KL (3) or less). This is because the engine 10 is cold and the load on the engine 10 is low and the intake air amount is low, so that the fuel is difficult to atomize. In such a region, it is difficult to perform good combustion with the fuel injection by the in-cylinder injector 110. In particular, a high output using the in-cylinder injector 110 is required in the region of low load and low rotation speed. Therefore, only the intake passage injector 120 is used without using the in-cylinder injector 110.

  In addition, in the case other than the normal operation, the in-cylinder injector 110 is controlled so as to perform stratified combustion when the engine 10 is at the time of catalyst warm-up when idling (in a non-normal operation state). By performing stratified charge combustion only during such catalyst warm-up operation, catalyst warm-up is promoted and exhaust emission is improved.

<Engine suitable for application of this control device (part 2)>
Hereinafter, an engine (part 2) suitable for application of the control device according to the present embodiment will be described. In the following description of the engine (part 2), the same description as the engine (part 1) will not be repeated here.

  With reference to FIG. 9 and FIG. 10, a map representing an injection ratio between in-cylinder injector 110 and intake passage injector 120 that is information corresponding to the operating state of engine 10 will be described. These maps are stored in the ROM 320 of the engine ECU 300. FIG. 9 is a map for the warm of the engine 10, and FIG. 10 is a map for the cold of the engine 10.

  9 and 10 differ from FIGS. 7 and 8 in the following points. The rotational speed of the engine 10 is “DI ratio r = 100%” in the region of NE (1) or more in the warm map and in the region of NE (3) or more in the cold map. In the region where the load factor is KL (2) or higher excluding the low rotational speed region in the warm map, and in the region where KL (4) is higher than the low rotational speed region in the cold map, “DI” Ratio r = 100% ”. This is because only the in-cylinder injector 110 is used in a predetermined high engine speed region, and only the in-cylinder injector 110 is used in a predetermined high engine load region. Indicates. However, in the high load region of the low engine speed region, mixing of the air-fuel mixture formed by the fuel injected from the in-cylinder injector 110 is not good, and the air-fuel mixture in the combustion chamber is inhomogeneous and combustion is unstable. Tend to be. For this reason, the injection ratio of the in-cylinder injector is increased with the shift to the high rotation speed region where such a problem does not occur. In addition, the injection ratio of the in-cylinder injector 110 is decreased as the engine shifts to a high load region where such a problem occurs. These changes in the DI ratio r are shown by cross arrows in FIGS. If it does in this way, the fluctuation | variation of the output torque of an engine resulting from combustion being unstable can be suppressed. It should be noted that these things can be achieved by reducing the injection ratio of the in-cylinder injector 110 as the engine shifts to the predetermined low rotational speed region, or by the in-cylinder injection as the vehicle shifts to the predetermined low load region. The fact that it is substantially equivalent to increasing the injection ratio of the injector 110 for operation will be described. Further, areas other than such areas (areas where the cross arrows are shown in FIGS. 9 and 10) and areas where fuel is injected only by the in-cylinder injector 110 (high rotation side, low load) On the other hand, it is easy to homogenize the air-fuel mixture with the in-cylinder injector 110 alone. Thus, the fuel injected from the in-cylinder injector 110 is vaporized with latent heat of vaporization (sucking heat from the combustion chamber) in the combustion chamber. Thereby, the temperature of the air-fuel mixture at the compression end is lowered. As a result, the knocking performance is improved. Further, since the temperature of the combustion chamber is lowered, the suction efficiency is improved and high output can be expected.

  In the engine 10 described with reference to FIGS. 7 to 10, the homogeneous combustion uses the fuel injection timing of the in-cylinder injector 110 as the intake stroke, and the stratified combustion uses the fuel of the in-cylinder injector 110. This can be realized by setting the injection timing to the compression stroke. That is, by setting the fuel injection timing of the in-cylinder injector 110 as the compression stroke, stratified combustion is realized in which the rich air-fuel mixture is unevenly distributed around the spark plug and the entire combustion chamber ignites a lean air-fuel mixture. Can do. Further, even when the fuel injection timing of the in-cylinder injector 110 is set to the intake stroke, if rich air-fuel mixture can be unevenly distributed around the spark plug, stratified combustion can be realized even with the intake stroke injection.

  Further, the stratified combustion here includes both stratified combustion and weakly stratified combustion described below. In the weak stratified combustion, the intake passage injector 120 is injected with fuel in the intake stroke to produce a lean and homogeneous mixture in the entire combustion chamber, and the in-cylinder injector 110 is injected with fuel in the compression stroke. A rich air-fuel mixture is generated around the spark plug to improve the combustion state. Such weak stratified combustion is preferable when the catalyst is warmed up. This is due to the following reason. That is, it is necessary to significantly retard the ignition timing and maintain a good combustion state (idle state) in order to allow high-temperature combustion gas to reach the catalyst during catalyst warm-up. Moreover, it is necessary to supply a certain amount of fuel. Even if this is done by stratified combustion, there is a problem that the amount of fuel is small, and even if this is done by homogeneous combustion, there is a problem that the retard amount is small compared to stratified combustion in order to maintain good combustion. is there. From such a viewpoint, it is preferable to use the above-described weak stratified combustion at the time of warming up the catalyst, but either stratified combustion or weak stratified combustion may be used.

  Further, in the engine described with reference to FIGS. 7 to 10, the fuel injection timing by the in-cylinder injector 110 is preferably performed in the compression stroke for the following reason. However, in the engine 10 described above, in a basic most region (a weak operation that is performed only when the catalyst is warmed up, the intake passage injection injector 120 is injected in the intake stroke and the in-cylinder injector 110 is compressed in the compression stroke. The timing of fuel injection by the in-cylinder injector 110 other than the stratified combustion region is a basic region) is the intake stroke. However, for the following reasons, the fuel injection timing of the in-cylinder injector 110 may be temporarily set to the compression stroke injection for the purpose of stabilizing the combustion.

  By setting the fuel injection timing from the in-cylinder injector 110 during the compression step, the air-fuel mixture is cooled by fuel injection at a time when the in-cylinder temperature is higher. Since the cooling effect is enhanced, knock resistance can be improved. Furthermore, if the fuel injection timing from the in-cylinder injector 110 is in the compression step, the time from the fuel injection to the ignition timing is short, so that the airflow can be strengthened by spraying and the combustion speed can be increased. From these improvement in knocking property and increase in combustion speed, combustion fluctuation can be avoided and combustion stability can be improved.

  Furthermore, regardless of the temperature of the engine 10 (that is, whether the engine is warm or cold), it is off-idle (when the idle switch is off or the accelerator pedal is depressed). 7 or 9 may be used (the in-cylinder injector 110 is used in the low load region regardless of the cold temperature).

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram of an engine system controlled by a control device according to an embodiment of the present invention. It is a flowchart (the 1) which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 2) which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on embodiment of this invention. It is a flowchart (the 3) which shows the control structure of the program performed by engine ECU which is a control apparatus which concerns on embodiment of this invention. FIG. 6 is a diagram (part 1) illustrating a comparison of fuel injection amounts when a purge process is performed. FIG. 6 is a diagram (part 2) illustrating a comparison of fuel injection amounts when performing a purge process. FIG. 5 is a diagram (No. 1) showing a DI ratio map when the engine is suitable for application of the control device according to the embodiment of the present invention. It is FIG. (1) showing the DI ratio map at the time of cold of an engine suitable for the control apparatus which concerns on embodiment of this invention to be applied. FIG. 6 is a diagram (No. 2) showing a DI ratio map when the engine is suitable for application of the control device according to the embodiment of the present invention. FIG. 6 is a diagram (No. 2) showing a DI ratio map during cold engine suitable for application of the control device according to the embodiment of the present invention;

Explanation of symbols

  10 engine, 20 intake manifold, 30 surge tank, 40 intake duct, 42 air flow meter, 50 air cleaner, 60 electric motor, 70 throttle valve, 80 exhaust manifold, 90 three-way catalytic converter, 100 accelerator pedal, 110 in-cylinder injector , 112 cylinder, 120 Injector injector, 130 Fuel distribution pipe, 140 Check valve, 150 High pressure fuel pump, 152 Electromagnetic spill valve, 160 Fuel distribution pipe (low pressure side), 170 Fuel pressure regulator, 180 Low pressure fuel pump, 190 fuel filter, 200 fuel tank, 300 engine ECU, 310 bidirectional bus, 320 ROM, 330 RAM, 340 CPU, 350 input port, 360 output port, 370, 39 , 410,430,450 A / D converter, 380 a water temperature sensor, 400 a fuel pressure sensor, 420 an air-fuel ratio sensor, 440 an accelerator opening sensor, 460 rpm sensor.

Claims (4)

A first fuel injection means for injecting fuel into the cylinder and a second fuel injection means for injecting fuel into the intake passage are provided for each cylinder, and a purge process of fuel evaporative gas is executed. A control device for an internal combustion engine,
Based on conditions required for the internal combustion engine, the first and second fuel injection means are configured to inject fuel between the first fuel injection means and the second fuel injection means. Control means for controlling
During execution of the purge processing, the decrease correction of the fuel injection amount corresponding to the purged fuel amount to be introduced, so as to share with the first fuel injection mechanism and said second fuel injection means, said first and Purge control means for controlling the second fuel injection means,
The purge control means includes
In performing the decrease correction in a state where both are injected fuel by the before and Symbol first fuel injection means and said second fuel injection means, fuel injection amount of the first fuel injection means and said both fuel injection amount of the second fuel injection mechanism, vary within the linearity of the injection amount for Oite injection time to each of said fuel injection means does not fall below the minimum fuel injection amount is the minimum fuel injection amount can be secured is includes a fuel injection quantity correcting means for controlling the fuel injection quantity of said first and said second fuel injection means so that thereby,
When the fuel injection amount of the first fuel injection unit after correction by the decrease correction is smaller than the minimum fuel injection amount, the fuel injection amount correction unit is configured to perform fuel injection of the first fuel injection unit. The amount of fuel is corrected to the minimum fuel injection amount, and the shortage of reduction in the first fuel injection means due to the correction is further reduced from the fuel injection amount corrected by the reduction correction of the second fuel injection means. A control apparatus for an internal combustion engine, including means for controlling fuel injection amounts of the first and second fuel injection means so as to make corrections. The fuel injection amount correction means is based on the decrease correction so that the fuel injection amount corrected in the first fuel injection means and the fuel injection amount corrected in the second fuel injection means are equalized. 2. The control apparatus for an internal combustion engine according to claim 1, further comprising means for setting the fuel injection amounts of the first and second fuel injection means after correction . The fuel injection amount correction means is configured to determine the fuel injection amount in the first fuel injection means and the first fuel injection amount in accordance with a ratio of the fuel injection amount sharing between the first fuel injection means and the second fuel injection means. And means for setting the respective fuel injection amounts of the first and second fuel injection means after correction by the reduction correction so that the fuel injection quantity in the second fuel injection means is corrected. Item 2. A control device for an internal combustion engine according to Item 1. The first fuel injection means is an in-cylinder injector,
It said second fuel injection means is an intake manifold injector, the control apparatus for an internal combustion engine according to any one of claims 1-3.

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