JP3878169B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an in-cylinder internal combustion engine that operates by switching a combustion mode between a stratified combustion mode and a uniform combustion mode and controls a fuel injection amount in accordance with a calculated required fuel amount.

  Conventionally, what was disclosed by patent document 1, for example is known as this kind of control apparatus. In this control apparatus, when the combustion mode of the internal combustion engine mounted on the vehicle is switched from the stratified combustion mode to the uniform combustion mode, stratified combustion is continuously performed for some of the plurality of cylinders. Then, the fuel injection amount of some of the cylinders is calculated as follows. That is, the ratio between the previous final fuel injection amount, the current value of the torque correction amount set based on the rotational speed of the internal combustion engine and the previous value, and the ratio between the current value of the basic fuel injection amount and the previous value. A value obtained by multiplying the two values with each other is calculated as the final fuel injection amount. More specifically, the torque correction amount is set as a value that is increased or decreased by a fixed amount according to the increase or decrease between the previous value and the current value of the rotational speed of the internal combustion engine. The basic fuel injection amount is set as a weighted average value of the previous value and the current fuel injection amount calculated based on the intake air amount and the rotational speed of the internal combustion engine. By calculating the fuel injection amount as described above, the fuel injection amount is controlled and the calculation load of the control device is reduced while reflecting changes in the rotational speed of the internal combustion engine and the intake air amount. .

  However, the conventional control device described above has the following problems. That is, in the fuel injection amount calculation method described above, when the combustion mode is switched, the previous fuel injection amount is used as a base, the ratio between the previous value and the current value of the torque correction amount, and the previous value of the basic fuel injection amount. A value obtained by multiplying the ratio between the current value and the current value is calculated as the fuel injection amount. As described above, since the torque correction amount is only a value that is increased or decreased by a certain amount in accordance with the increase or decrease in the rotational speed of the internal combustion engine, the ratio between the previous value and the current value is the value of the rotational speed of the internal combustion engine. Does not correctly reflect changes in internal combustion engine torque due to changes. The basic fuel injection amount is a weighted average of the previous value and the current value of the basic fuel injection amount set according to the intake air amount and the rotational speed of the internal combustion engine, that is, a smoothed value. Therefore, the ratio between the previous value and the current value also does not correctly reflect the change in torque based on the intake air amount and the rotational speed of the internal combustion engine. Therefore, the output torque of the internal combustion engine obtained by the fuel injection amount calculated based on these parameters does not coincide with the required torque, and as a result, drivability (driability) is reduced.

  The present invention has been made to solve such a problem, and when the combustion mode is switched, the output torque of the internal combustion engine can be made to coincide well with the required torque, thereby improving drivability. An object of the present invention is to provide a control device for an internal combustion engine.

Japanese Patent Application Laid-Open No. 11-50895 (page 5, column 1 to page 8, column 2 and FIGS. 3 to 12)

  In order to achieve the above object, the invention according to claim 1 operates by switching the combustion mode between the stratified combustion mode in which the air-fuel mixture is stratified combustion and the uniform combustion mode in which uniform combustion is performed, and the calculated required fuel amount A control device 1 for a direct injection internal combustion engine 3 that controls a fuel injection amount in accordance with a required fuel injection amount TCYL) in the embodiment (hereinafter the same in this section), and detects an operating state of the internal combustion engine 3 The required fuel amount is calculated according to the operating state detecting means (crank angle sensor 22, air flow sensor 24, intake pipe absolute pressure sensor 26, accelerator opening sensor 30, ECU 2) and the detected operating state of the internal combustion engine 3. Required fuel amount calculation means (ECU 2, step 7 in FIG. 2, steps 20 and 21 in FIG. 4, steps 72 and 73 in FIG. 7, step 33 in FIG. 6, step in FIG. 4) 5), the required torque calculation means (ECU 2, step 15 in FIG. 3) for calculating the required torque PMCMD of the internal combustion engine 3 according to the detected operating state of the internal combustion engine 3, and the calculation just before the combustion mode is switched. Storage means (ECU2, step 96 in FIG. 8) for storing the calculated required fuel amount (required fuel injection amount TCYLMINI immediately before switching) and the amount of change in the calculated required torque PMCMD from immediately before switching to the present time Torque change amount parameter calculating means (ECU 2, step 105 in FIG. 8) for calculating a torque change amount parameter (torque change amount correction term TCYLDPM) and the combustion efficiency of the internal combustion engine 3 (first combustion efficiency parameter KTCLDS, fourth combustion efficiency) Combustion efficiency estimating means (ECU2, steps 125 and 12 in FIG. 10) for estimating the parameter KTCLLD) 16), and when the combustion mode is switched, the required fuel amount is stored according to the stored required fuel amount, the calculated current torque change parameter, and the estimated current combustion efficiency. As a switching time required fuel amount (first limit value TCYLDS, second limit value TCYLDL, third limit value TCYLSD, fourth limit value TCYLLD) Step 42 in FIG. 6, Step 46 in FIG. 5, Step 47 in FIG. 6, Step 49 in FIG. 5, Step 50 in FIG. 6, Step 151 in FIG. 16, Step 53 in FIG. 6, Step 25 in FIG. It is characterized by providing.

  According to the control device for an internal combustion engine, the required fuel amount calculation means calculates the required fuel amount in each combustion mode according to the operating state of the internal combustion engine, and the fuel injection amount is determined according to the calculated required fuel amount. Be controlled. Further, when the combustion mode is switched, the switching required fuel amount is calculated as the required fuel amount by the switching required fuel amount calculating means. This is due to the following reason. That is, in general, in the stratified combustion mode, the intake air amount is very large and combustion is performed at an extremely lean air-fuel ratio, whereas in the uniform combustion mode, the intake air amount is smaller than that in the stratified combustion mode and a richer air-fuel ratio is achieved. Combustion takes place. Further, when the combustion mode is switched, the intake air amount does not change immediately, but with a response delay, it takes time to converge to a value suitable for the switched combustion mode. In such a situation, when the required fuel amount is calculated according to the operation state such as the intake air amount when switching the combustion mode, the required fuel amount fluctuates rapidly, and as a result, the output torque of the internal combustion engine This is because it becomes difficult to match the required torque.

  Further, according to the present invention, the required torque of the internal combustion engine is calculated according to the operating state of the internal combustion engine by the required torque calculating means, and immediately before the combustion mode switching of the required torque is calculated by the torque change amount parameter calculating means. A torque change amount parameter representing the amount of change up to this time is calculated, and the combustion efficiency of the internal combustion engine is estimated by the combustion efficiency estimating means. Further, the required fuel amount at the time of switching is calculated according to the required fuel amount calculated immediately before the switching, the current torque change parameter, and the current combustion efficiency.

  Thus, since the required fuel amount at the time of switching is calculated based on the required fuel amount immediately before the switching of the combustion mode, the transition of the combustion mode can be performed smoothly without causing a steep step in torque before and after the switching. it can. In addition, since the required fuel amount at the time of switching is calculated according to the torque change amount parameter representing the change amount of the required torque from immediately before the combustion mode switching to the current time, the actual required torque from immediately before the switching of the combustion mode to that point in time is calculated. It is possible to appropriately set the required fuel amount at the time of switching while reflecting the change amount of. Furthermore, since the combustion efficiency differs between the stratified combustion mode and the uniform combustion mode, the combustion efficiency changes at the time of switching, whereas the above-described configuration calculates the required fuel amount at the time of switching according to the current combustion efficiency. Therefore, this can be set to an appropriate value according to the actual combustion efficiency at that time. As described above, at the time of switching the combustion mode, the output torque of the internal combustion engine can be made to agree well with the required torque, thereby improving drivability.

1 is a diagram illustrating a schematic configuration of a control device according to an embodiment of the present invention and an internal combustion engine to which the control device is applied. It is a flowchart which shows the main routine of a fuel-injection control process. It is a flowchart which shows request torque PMCMD calculation processing. FIG. 3 is a flowchart showing a calculation process of a required fuel injection amount TCYL in FIG. 2. FIG. FIG. 5 is a flowchart showing a process for calculating a provisional required fuel injection amount TCYLLMT in FIG. 4. 6 is a flowchart showing a continuation of the process of FIG. FIG. 6 is a flowchart illustrating a subroutine for calculating TCYLLMTPARA in the process of FIG. 5. FIG. It is a flowchart which shows the continuation of the process of FIG. It is a figure which shows an example of the TCYLDPM table used by the process of FIG. FIG. 6 is a flowchart illustrating a subroutine of a calculation process of a first limit value TCYLDS in the process of FIG. 5. 11 is a flowchart showing a continuation of the process of FIG. It is a figure which shows an example of the 1st table used by the process of FIG. It is a figure which shows an example of the 2nd table used by the process of FIG. It is a figure which shows an example of the 3rd table used by the process of FIG. It is a figure which shows an example of the KTCLDSP table used by the process of FIG. FIG. 6 is a flowchart illustrating a subroutine of a fourth limit value TCYLLD calculation process in the process of FIG. 5. It is a figure which shows an example of the KTCLLD table used by the process of FIG.

  Hereinafter, an internal combustion engine control apparatus according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the control device 1 includes an ECU 2, which performs a fuel injection control process for an internal combustion engine (hereinafter referred to as “engine”) 3 as described later.

  The engine 3 is an in-line 4-cylinder (only one shown) type gasoline engine mounted on a vehicle (not shown), and a combustion chamber 3c is formed between a piston 3a and a cylinder head 3b of each cylinder. Yes. A recess 3d is formed at the center of the upper surface of the piston 3a. Further, a fuel injection valve (hereinafter referred to as “injector”) 4 and a spark plug 5 are attached to the cylinder head 3b so as to face the combustion chamber 3c, and fuel is directly injected into the combustion chamber 3c. That is, the engine 3 is a cylinder injection type.

  The injector 4 is disposed in the center of the top wall of the combustion chamber 3c, and is connected to the high-pressure pump 4a via the fuel pipe 4b. The fuel is boosted from a fuel tank (not shown) to a high pressure by the high-pressure pump 4a and then supplied to the injector 4 in a state of being regulated by a regulator (not shown), and through the injector 4, It is injected toward the concave portion 3d side of the piston 3a. As a result, the fuel collides with the upper surface of the piston 3a including the recess 3d to form a fuel jet. In particular, during stratified combustion, which will be described later, most of the fuel injected by the injector 4 collides with the recess 3d to form a fuel jet.

  A fuel pressure sensor 20 is attached in the vicinity of the injector 4 of the fuel pipe 4b. The fuel pressure sensor 20 detects the fuel pressure PF of the fuel injected by the injector 4 and outputs a detection signal to the ECU 2. Further, the ECU 2 outputs a detection signal representing the fuel temperature (hereinafter referred to as “fuel temperature”) TF from the fuel temperature sensor 21. Further, as will be described later, the fuel injection time and the fuel injection timing (the valve opening timing and the valve closing timing) that are the valve opening time of the injector 4 are controlled by a drive signal from the ECU 2. Since the fuel injection time of the injector 4 corresponds to the amount of fuel injected into the cylinder, that is, the fuel injection amount, the fuel injection time of the injector 4 is hereinafter referred to as fuel injection amount.

  The spark plug 5 is discharged when a high voltage is applied from the ECU 2 at a timing corresponding to the ignition timing, thereby burning the air-fuel mixture in the combustion chamber 3c.

  Further, the engine 3 is of the DOHC type and includes an intake camshaft 6 and an exhaust camshaft 7. These camshafts 6 and 7 have an intake cam 6a and an exhaust cam 7a for opening and closing the intake valve 8 and the exhaust valve 9, respectively. The intake and exhaust camshafts 6 and 7 are connected to the crankshaft 3e via a timing belt (not shown), and rotate once every two rotations according to the rotation of the crankshaft 3e. A cam phase variable mechanism (hereinafter referred to as “VTC”) 10 is provided at one end of the intake camshaft 6.

  The VTC 10 operates by being supplied with hydraulic pressure, and advances or retards the opening / closing timing of the intake valve 8 by advancing or retarding the phase of the intake cam 6a with respect to the crankshaft 3e steplessly. Thus, by increasing or decreasing the valve overlap between the intake valve 8 and the exhaust valve 9, the internal EGR amount is increased or decreased, and the charging efficiency is changed. Further, a VTC electromagnetic control valve 10a is connected to the VTC 10. The VTC electromagnetic control valve 10a is driven by a drive signal from the ECU 2, and supplies hydraulic pressure from a lubrication hydraulic pump (not shown) of the engine 3 to the VTC 10 according to the duty ratio of the drive signal. As a result, the VTC 10 advances or retards the cam phase of the intake cam 6a.

  Further, although not shown, each of the intake cam 6a and the exhaust cam 7a includes a low-speed cam and a high-speed cam having a cam nose higher than that of the low-speed cam. The engine 3 is provided with a plurality of valve timing switching mechanisms (hereinafter referred to as “VTEC (registered trademark)”) 11. Each VTEC 11 switches the intake cam 6a and the exhaust cam 7a between a low speed cam and a high speed cam, thereby changing the valve timing of the intake valve 8 and the exhaust valve 9 to a low speed valve timing (hereinafter referred to as “LO.VT”) and a high speed valve. Switching between timings (hereinafter referred to as “HI.VT”). In this case, LO. Compared with VT, HI. In the case of VT, the opening period of the intake valve 8 and the exhaust valve 9 and the valve overlap between both become longer, and the valve lift amount is also increased, so that the charging efficiency is improved. Similarly to the VTC 10, the VTEC 11 is operated by the hydraulic pressure supplied from the ECU 2 via the VTEC electromagnetic control valve 11a, and executes the switching operation.

  On the other hand, a magnet rotor 22a is attached to the crankshaft 3e. The magnet rotor 22a, together with the MRE pickup 22b, constitutes a crank angle sensor 22 (operating state detection means). The crank angle sensor 22 outputs a CRK signal and a TDC signal, which are pulse signals, as the crankshaft 3e rotates. One pulse of the CRK signal is output every predetermined crank angle (for example, 30 °). The ECU 2 obtains the rotational speed NE (hereinafter referred to as “engine rotational speed”) NE of the engine 3 based on the CRK signal. The TDC signal is a signal indicating that the piston 3a of each cylinder is at a predetermined crank angle position near the TDC (top dead center) at the start of the intake stroke, and in this example of the 4-cylinder type, every crank angle of 180 °. One pulse is output.

  A water temperature sensor 23 is attached to the main body of the engine 3. The water temperature sensor 23 is composed of a thermistor, detects an engine water temperature TW that is the temperature of the cooling water circulating in the main body of the engine 3, and outputs a detection signal to the ECU 2.

  Further, in the intake pipe 12 of the engine 3, an air flow sensor 24 (operating state detecting means), a throttle valve mechanism 13, a throttle valve opening sensor 25, and an intake pipe absolute pressure sensor 26 (operating state detecting means) are sequentially arranged from the upstream side. Etc. are provided.

  The air flow sensor 24 is constituted by a hot-wire air flow meter, and sends a detection signal indicating an intake air amount (hereinafter referred to as “TH passage intake air amount”) GTH passing through a throttle valve 13a (to be described later) of the throttle valve mechanism 13 to the ECU 2. Output.

  The throttle valve mechanism 13 includes a throttle valve 13a and an actuator 13b that opens and closes the throttle valve 13a. The throttle valve 13a is rotatably provided in the middle of the intake pipe 12, and changes the TH passing intake air amount GTH by changing the opening degree associated with the rotation. The actuator 13b is a combination of a motor connected to the ECU 2 and a gear mechanism (both not shown). The actuator 13b is driven by a drive signal from the ECU 2, thereby opening the throttle valve 13a (hereinafter referred to as "throttle valve"). TH) is changed.

  The throttle valve opening sensor 25 is composed of, for example, a potentiometer, detects the throttle valve opening TH, and outputs a detection signal to the ECU 2. The intake pipe absolute pressure sensor 26 is constituted by a semiconductor pressure sensor or the like, detects an intake pipe absolute pressure PBA, which is an absolute pressure in the intake pipe 12, and outputs a detection signal to the ECU 2. Further, the intake pipe 12 is provided with an intake air temperature sensor 27. The intake air temperature sensor 27 is composed of a thermistor, detects the intake air temperature TA in the intake pipe 12, and outputs a detection signal to the ECU 2.

  A catalyst device 17 is provided in the exhaust pipe 14 of the engine 3. This catalyst device 17 is a combination of a NOx catalyst and a three-way catalyst. This NOx catalyst is not shown, but an iridium catalyst (a silicon carbide whisker powder carrying iridium and a fired body of silica) is used as a honeycomb structure. The surface of the material is coated, and a perovskite double oxide (LaCoO3 powder and silica fired body) is further coated thereon. The catalyst device 17 purifies NOx in exhaust gas during the operation in the stratified combustion mode and the lean burn operation, which will be described later, by the reducing action by the NOx catalyst, and other than the lean burn operation by the redox action of the three-way catalyst. The CO, HC and NOx in the exhaust gas during operation are purified.

  Further, an EGR pipe 15 is connected between the intake pipe 12 downstream of the throttle valve mechanism 13 and the exhaust pipe 14 upstream of the catalyst device 17. Through the EGR pipe 15, the exhaust gas of the engine 3 is recirculated to the intake side, so that an EGR operation is performed to reduce NOx in the exhaust gas by lowering the combustion temperature in the combustion chamber 3c. An EGR control valve 16 is attached to the EGR pipe 15. The EGR control valve 16 is a linear electromagnetic valve, and its valve lift varies linearly in response to a drive signal from the ECU 2, thereby opening and closing the EGR pipe 15. Further, the valve lift amount of the EGR control valve 16 is detected by a valve lift amount sensor (not shown), and the detection signal is output to the ECU 2.

  The ECU 2 calculates the target valve lift amount of the EGR control valve 16 according to the operating state of the engine 3, and controls the EGR control valve 16 so that the actual valve lift amount becomes the target valve lift amount. Control the EGR amount.

  Further, a LAF sensor 28 and an O 2 sensor (not shown) are provided on the upstream side and the downstream side of the exhaust pipe 14 from the catalyst device 17, respectively. The LAF sensor 28 is composed of zirconia and a platinum electrode, etc., and linearly detects the oxygen concentration in the exhaust gas in a wide range of air-fuel ratios from a rich region richer than the theoretical air-fuel ratio to an extremely lean region. Is output to the ECU 2. The ECU 2 calculates a detected air-fuel ratio KACT representing the air-fuel ratio in the exhaust gas based on the detection signal of the LAF sensor 28. The detected air-fuel ratio KACT is specifically calculated as an equivalence ratio. The O2 sensor outputs a detection signal indicating the oxygen concentration in the exhaust gas to the ECU 2.

  Furthermore, an atmospheric pressure sensor 29, an accelerator opening sensor 30 (operating state detection means), a shift position sensor 31, and a vehicle speed sensor 32 are connected to the ECU 2. The atmospheric pressure sensor 29 is constituted by a semiconductor pressure sensor, detects the atmospheric pressure PA, and outputs a detection signal to the ECU 2. The accelerator opening sensor 30 detects an accelerator opening AP, which is an operation amount of an accelerator pedal (not shown), and outputs a detection signal to the ECU 2. Further, shift position sensor 31 and vehicle speed sensor 32 detect shift position POSI and vehicle speed VP of an automatic transmission (not shown), respectively, and output detection signals to ECU 2.

  The ECU 2 is composed of a microcomputer including a CPU 2a, a RAM 2b, a ROM 2c, and the like. The ECU 2 executes various arithmetic processes based on the control programs stored in the ROM 2c according to the detection signals of the various sensors 20 to 32 described above. Specifically, the operating state of the engine 3 is determined from the various detection signals described above, and the combustion mode (combustion mode) of the engine 3 is determined based on the determination result, and the injector 4 is determined according to the determined combustion mode. The fuel injection amount and ignition timing of the spark plug 5 are controlled. In the present embodiment, the ECU 2 performs an operation state detection means, a required fuel amount calculation means, a required torque calculation means, a storage means, a torque change amount parameter calculation means, a combustion efficiency estimation means, and a switching required fuel amount calculation means. It is configured.

  The above combustion mode is determined according to the engine speed NE and the required torque PMCMD calculated as described later. In principle, the stratified combustion mode is switched to the stratified combustion mode at the time of extremely low load operation such as idle operation. During the operation other than the operation, the uniform combustion mode is determined. At the time of switching between both combustion modes, the combustion mode is determined to be the double injection combustion mode.

  In the stratified combustion mode, fuel is injected from the injector 4 into the combustion chamber 3c during the compression stroke, and a fuel jet is formed by causing most of the injected fuel to collide with the recess 3d. An air-fuel mixture is generated by this fuel jet and the flow of the inflow air from the intake pipe 12, and the piston 3a is located near the top dead center of the compression stroke, so that the air-fuel mixture is brought close to the spark plug 5. Stratified combustion is performed while being unevenly distributed. Further, the air-fuel ratio of the air-fuel mixture in the stratified combustion mode is controlled to an air-fuel ratio (for example, 27 to 60) that is much leaner than the stoichiometric air-fuel ratio by controlling the throttle valve 13a to be in a fully open state.

  In the uniform combustion mode, fuel is injected into the combustion chamber 3c during the intake stroke, and uniform combustion is performed while an air-fuel mixture generated by the fuel jet and air flow is uniformly dispersed in the combustion chamber 3c. In addition, the air-fuel ratio in the uniform combustion mode is richer than that in the stratified combustion mode by reducing the intake air amount by controlling the throttle valve 13a to a small opening as compared with that in the stratified combustion mode. The air-fuel ratio is controlled (for example, 12 to 22). Further, the target valve lift amount of the EGR control valve 16 in the uniform combustion mode is set to a smaller value than in the stratified combustion mode.

  Furthermore, in the two-injection combustion mode, fuel is injected twice at intervals during one combustion cycle in principle, and combustion is performed at a richer air-fuel ratio (for example, 14.7 to 27) than in the stratified combustion mode. . In this case, the two fuel injections are executed during the intake stroke and the compression stroke.

  The uniform combustion mode includes a stoichiometric combustion mode and a lean combustion mode, which are determined according to the operating state of the engine 3. The former air-fuel ratio is controlled to the stoichiometric air-fuel ratio or richer than this. Further, the air-fuel ratio in the lean combustion mode is controlled to be leaner than in the stoichiometric combustion mode.

  Next, the fuel injection control process will be described with reference to FIGS. FIG. 2 shows the main routine of this fuel injection control process. This process is interrupted in synchronization with the input of the TDC signal. First, in step 1 (illustrated as “S1”, the same applies hereinafter), various correction coefficients are calculated. These various correction coefficients are calculated by searching various tables and maps (none of which are shown) according to various parameters such as intake air temperature TA, atmospheric pressure PA, engine water temperature TW, and the like.

  Next, in steps 2 and 3, a target air-fuel ratio KCMD1ST for intake stroke injection and a target air-fuel ratio KCMD2ND for compression stroke injection are calculated, respectively. The target air-fuel ratios KCMD1ST and KCMD2ND for intake / compression stroke injection are calculated according to the engine speed NE, the required torque PMCMD, and the like. This required torque PMCMD is calculated by the required torque PMCMD calculation process shown in FIG. 3. Specifically, in step 15, a map (not shown) is searched according to the engine speed NE and the accelerator pedal opening AP. Is calculated by The required torque PMCMD indicates the indicated mean effective pressure during combustion.

  In step 4 following step 3, an F / B correction coefficient KAF is calculated. The F / B correction coefficient KAF is calculated according to the combustion mode. Specifically, it is calculated by a feedback control algorithm according to the detected air-fuel ratio KACT or the target air-fuel ratios KCMD1ST, KCMD2ND for intake or compression stroke injection obtained in steps 2 and 3 above.

  Next, a basic fuel injection amount TIM1ST for intake stroke injection is calculated (step 5). The basic fuel injection amount TIM1ST is calculated as follows. That is, based on the TH passing intake air amount GTH, the intake pipe absolute pressure PBA, and the like, the actual intake air amount is calculated as the intake air amount estimated to be actually taken into the cylinder. Then, a basic fuel injection amount TIM1ST for intake stroke injection is calculated by searching a table (not shown) according to the calculated actual intake air amount.

  Next, a basic fuel injection amount TIM2ND for compression stroke injection is calculated (step 6). The basic fuel injection amount TIM2ND is calculated in substantially the same manner as the basic fuel injection amount TIM1ST for intake stroke injection described above. A description of the calculation method is omitted.

  Next, a required fuel injection amount TCYL (required fuel amount) is calculated (step 7). This calculation process will be described later. Next, the final required fuel injection amount TOUT is calculated by correcting the calculated required fuel injection amount TCYL with the respective correction coefficients based on the fuel pressure PF and the fuel temperature TF (step 8). Next, by outputting a drive signal based on the calculated final fuel injection amount TOUT to the injector 4, fuel injection is executed (step 9), and this process is terminated. In the double injection combustion mode, the final fuel injection amount TOUT is divided to obtain the fuel injection amount to be injected during the intake stroke and the compression stroke, and a drive signal based on the obtained fuel injection amount is sent to the injector 4. Is output.

  Next, the process for calculating the required fuel injection amount TCYL in step 7 of FIG. 2 will be described with reference to the flowchart of FIG. First, at step 20, a required fuel injection amount TCYL1STT for intake stroke injection is calculated. This required fuel injection amount TCYL1STT is used as the required fuel injection amount TCYL in the uniform combustion mode. Further, the required fuel injection amount TCYL1STT for intake stroke injection includes the various correction coefficients obtained in the above-described processing of FIG. 2, the target air-fuel ratio KCMD1ST for intake stroke injection, the F / B correction coefficient KAF, and the intake stroke injection The basic fuel injection amount TIM1ST is multiplied by each other.

  Next, a required fuel injection amount TCYL2NDT for compression stroke injection is calculated (step 21). This required fuel injection amount TCYL2NDT is used as the required fuel injection amount TCYL in the stratified combustion mode. Further, the required fuel injection amount TCYL2NDT for compression stroke injection is multiplied by various correction coefficients, a target air-fuel ratio KCMD2ND for compression stroke injection, an F / B correction coefficient KAF, and a basic fuel injection amount TIM2ND for compression stroke injection. It is calculated by doing.

  Next, a temporary required fuel injection amount TCYLLMT is calculated (step 22). This calculation process will be described later. Next, a required fuel injection amount TCYL3RD for expansion stroke injection is calculated (step 23). In this expansion stroke injection, NOx and sulfur adsorbed by the catalyst device 17 are reduced and desorbed, respectively, so that the adsorption capacity of the catalyst device 17 is recovered, and fuel is injected into the cylinder during the expansion stroke. It is. The required fuel injection amount TCYL3RD is a fuel amount used for the expansion stroke injection. A description of the calculation method is omitted.

  Next, it is determined whether or not the stratified combustion permission flag F_DISCOK is “1” (step 24). This stratified combustion permission flag F_DISCOK indicates that the execution condition of stratified combustion is satisfied by “1”, and is set in the determination process (not shown). When the stratified combustion permission flag F_DISCOK is “1”, in principle, the combustion mode is determined to be the stratified combustion mode.

  If the answer to step 24 is YES and the stratified combustion execution condition is satisfied, the provisional required fuel injection amount TCYLLMT calculated in step 22 is set as the required fuel injection amount TCYL (step 25). finish.

  On the other hand, if the answer to step 24 is NO and F_DISCOK = 0, that is, if the stratified charge combustion execution condition is not satisfied, it is determined whether or not the expansion stroke injection flag F_DIBC is “1” (step 26). This expansion stroke injection flag F_DIBC indicates that the above-described expansion stroke injection execution condition is satisfied by “1”, and is set in the determination process (not shown).

  If the answer to step 26 is YES and the execution conditions of the expansion stroke injection are satisfied, the sum of the temporary required fuel injection amount TCYLLMT and the required fuel injection amount TCYL3RD for the expansion stroke injection is set as the required fuel injection amount TCYL. (Step 27), and this process is terminated. On the other hand, when the answer to step 26 is NO, the step 25 is executed, and this process is terminated.

  Next, the process of calculating the provisional required fuel injection amount TCYLLMT in step 22 will be described with reference to the flowcharts of FIGS. In this process, the provisional required fuel injection amount TCYLLMT is basically set to the required fuel injection amount TCYL1STT for intake stroke injection during the uniform combustion mode, and the required fuel injection amount for compression stroke injection during the stratified combustion mode. It is set to TCYL2NDT, and is set to one of first to fourth limit values TCYLDS, TCYLDL, TCYLSD, and TCYLLD (switching required fuel amount) described later when switching between both combustion modes.

  This is due to the following reason. That is, as described above, the intake air amount and the EGR amount that should be set between the stratified combustion mode and the uniform combustion mode differ greatly, and there is a response delay in these changes at the time of switching. Therefore, of the required fuel injection amounts TCYL1STT and TCYL2NDT for intake / compression stroke injection set according to the intake air amount actually sucked into the cylinder as described above, the former is performed at the time of switching to the uniform combustion mode. TCYL1STT is set to a value larger than the value to be set, and when switching is reversed, the latter TCYL2NDT tends to be set to a value smaller than the value to be set. Because of this tendency, the required fuel injection amounts TCYL1STT and TCYL2NDT for intake / compression stroke injection are limited until the intake air amount is stabilized. For this reason, the first limit value TCYLDS etc. is the upper limit side when the required fuel injection amount TCYL1STT, TCYL2NDT for intake / compression stroke injection is switched to the uniform combustion mode, and the lower limit side when switching to the opposite stratified combustion mode. Are set to limit each. Note that the limitation by the first limit value TCYLDS or the like is hereinafter referred to as “limit”.

  First, in step 30 of FIG. 5, various parameters used for calculating the temporary required fuel injection amount TCYLLMT are calculated. This calculation process will be described with reference to FIGS.

  In step 70 of FIG. 7, a current value EMOD_STS of a switching status to be described later is set as the previous value EMOD_STSZ. Next, it is determined whether or not the stratified combustion permission flag F_DISCOK is “1” (step 71). When the answer is YES, that is, when the execution condition for stratified combustion is satisfied, the required fuel injection amount TCYL2NDT for compression stroke injection obtained in step 21 in FIG. 4 is set as the normal required fuel injection amount TCYLT. (Step 72). On the other hand, if the answer to step 71 is NO and F_DISCOK = 0, that is, if the execution condition for stratified combustion is not satisfied, the required fuel injection amount TCYL1STT for intake stroke injection obtained in step 20 is calculated as the normal required fuel The injection amount TCYLT is set (step 73).

  In step 74 following step 72 or 73, it is determined whether or not the previous value F_FCZ of the fuel cut flag is “1”. When the answer is YES and F_FCZ = 1, that is, when the fuel cut (hereinafter referred to as “F / C”) operation has been executed in the previous loop, in the following steps 75 to 80, the above various parameters are set. Is initialized. First, in steps 75 to 77, the limit time TMTCYLMT is reset to the value 0, the switching status EMOD_STS is reset to “0”, and the requested fuel injection amount TCYLMINI immediately before switching (the requested fuel calculated immediately before the combustion mode is switched). Amount) is set to a predetermined value TCYLREF. In subsequent steps 78 to 80, the request torque PMTCYLIN immediately before switching, the torque change amount DPMTCLIN, and the torque change amount correction term TCYLDPM (torque change amount parameter) are set to 0, respectively, and this process ends.

  As described above, when the F / C operation is executed in the previous loop, various parameters are initialized for the following reason. That is, as will be described later, the first limit value TCYLDS and the like are calculated according to the required fuel injection amount TCYL calculated immediately before switching of the combustion mode. In such a case, the first limit value TCYLDS is calculated. This is because the calculation and the limit due thereto cannot be appropriately performed, so that this calculation is not performed by initializing various parameters.

  On the other hand, if the answer to step 74 is NO, that is, if F / C has not been executed in the previous loop, it is determined whether or not the current value F_DISCOK of the stratified combustion permission flag is equal to the previous value F_DISCOKZ (step). 81). If this answer is NO and F_DISCOK ≠ F_DISCOKZ, that is, if the current loop is a loop immediately after the execution condition of stratified combustion is satisfied or not established, is the stratified combustion permission flag F_DISCOK “1”? It is determined whether or not (step 82).

  When the answer is YES, that is, when the stratified combustion execution condition is satisfied, the previous value KCMD1STZ of the target air-fuel ratio for intake stroke injection is a predetermined threshold value KCMDTCLMT (for example, 0) corresponding to the premixed lean burn air-fuel ratio. .88) It is determined whether or not it is above (step 83). If the answer is YES and the air-fuel ratio of the air-fuel mixture in the previous loop is controlled to the rich side at the premixed lean burn air-fuel ratio or higher, the current loop is changed from the stoichiometric combustion mode in the uniform combustion mode. The limit time TMTCYLMT is set to a first predetermined time TMTCYLMSD (for example, 3.0 sec) (step 84) and the combustion mode is changed from the stoichiometric combustion mode to the stratified combustion mode. In order to indicate that it has been switched to, the switching status EMOD_STS is set to “3” (step 85).

  On the other hand, when the answer to step 83 is NO and KCMD1STZ <KCMDTCLMT, it is determined that the current loop is the first loop in which the combustion mode is switched from the lean combustion mode to the stratified combustion mode in the uniform combustion mode, and the limit time TMTCYLMT Is set to the second predetermined time TMTCYLMLD (for example, 2.5 sec) (step 86), and the switching status EMOD_STS is set to “4” to indicate that the combustion mode is switched from the lean combustion mode to the stratified combustion mode. (Step 87).

  On the other hand, when the answer to step 82 is NO and F_DISCOK = 0, that is, when the stratified combustion execution condition is not satisfied, the target air-fuel ratio KCMD1ST for intake stroke injection is the threshold value used in step 83 above. It is determined whether it is equal to or greater than KCMDTCLMT (step 88). If the answer is YES and the current air-fuel ratio is greater than the premixed lean burn air-fuel ratio and controlled to the rich side, the current loop is the first loop that switches the combustion mode from the stratified combustion mode to the stoichiometric combustion mode. Steps 89 to 93 are executed.

  First, in steps 89 and 90, it is determined whether the vehicle speed VP and the engine speed NE are smaller than a predetermined vehicle speed VPTCLMDS (for example, 10 km / h) and a predetermined speed NETCLMDS (for example, 850 rpm), respectively. When both of these answers are NO, in step 91, the limit time TMTCYLMT is set to the third predetermined time TMTCYLMDSS (for example, 2.0 sec). On the other hand, if any of the answers to Steps 89 and 90 is YES and the vehicle speed VP or the engine speed NE is small, it is determined that the engine 3 is in the low load operation state, and the limit time TMTCYLMT is set to the fourth time in Step 92. The predetermined time TMTCYLMDS (for example, 5.0 sec) is set. In step 93 following step 91 or step 92, the switching status EMOD_STS is set to “1” to indicate that the combustion mode has been switched from the stratified combustion mode to the stoichiometric combustion mode.

  On the other hand, when the answer to step 88 is NO and KCMD1ST <KCMDTCLMT, it is assumed that the current loop is the first loop in which the combustion mode is switched from the stratified combustion mode to the lean combustion mode, and the limit time TMTCYLMT is set to the fifth predetermined time. Time TMTCYLMDL (for example, 2.0 sec) is set (step 94), and the switching status EMOD_STS is set to “2” to indicate that the combustion mode has been switched from the stratified combustion mode to the lean combustion mode (step 95). .

In step 96 following step 85, 87, 93 or 95, the temporary required fuel injection amount TCYLLMT at that time, that is, the temporary required fuel injection amount TCYLLMT obtained immediately before switching of the combustion mode is used as the required fuel injection amount TCYLMINI immediately before switching. Set as. Next, it is determined whether or not the previous value PMCMDZ of the required torque, that is, the required torque PMCMD immediately before switching of the combustion mode is smaller than a predetermined lower limit torque PMTCYLMIN (for example, 0.2 kgf / cm ² ) (step 97). When the answer is NO, the request torque PMTCCYLIN immediately before switching is set to the previous value PMCMDZ of the request torque (step 98), and the process proceeds to step 100. On the other hand, if the answer to step 97 is YES and PMCMDZ <PMTCYLMIN, the request torque PMTCYLIN immediately before switching is set to the lower limit torque PMTCYLMIN (step 99), limit processing is performed, and the process proceeds to step 100.

  On the other hand, if the answer to step 81 is YES and F_DISCOK = F_DISCOKZ, that is, if the current loop is the second or subsequent loop after switching the combustion mode, it is determined whether or not the limit execution flag F_TCYLLMT is “1”. (Step 101). This limit execution flag F_TCYLLMT indicates that the aforementioned limit is being executed by “1”.

  If the answer is YES and the limit is being executed, the process proceeds to step 100, while if the answer is NO, the above-described step 75 and subsequent steps are executed to reset various parameters and the process ends.

  As described above, immediately after the combustion mode is switched, the step 96 is executed, whereby the required fuel injection amount TCYLMINI immediately before switching is set to the provisional required fuel injection amount TCYLLMT calculated immediately before switching the combustion mode. Is done. Further, as described above, the temporary required fuel injection amount TCYLLMT is equal to the required fuel injection amount TCYL unless the expansion stroke injection is executed (step 25 in FIG. 4). Therefore, the required fuel injection amount TCYLMINI immediately before switching represents the required fuel injection amount TCYL immediately before switching of the combustion mode. Similarly, since the steps 97 to 99 are executed immediately after the switching of the combustion mode, the torque immediately before switching PMTCYLIN is calculated immediately before the switching of the combustion mode unless the limit process in the above-described step 99 is performed. This corresponds to the required torque PMCMD.

  In Step 100 following Step 98, 99 or 101, it is determined whether or not the required torque PMCMD is smaller than 0. When this answer is NO, the calculation request torque PMCMDTMP is set to the request torque PMCMD (step 102). On the other hand, when the answer is YES and the required torque PMCMD is a negative value, the calculation request torque PMCMDTMP is set to 0 (step 103), and limit processing is performed.

  Next, in step 104, a value obtained by subtracting the torque immediately before switching PMTCCYLIN set in step 98 or 99 from the calculation request torque PMCMDTMP set in step 102 or 103 is set as the torque change amount DPMTCLIN. As is apparent from the calculation method, this torque change amount DPMTCLIN represents the change amount of the required torque PMCMD from immediately before the switching of the combustion mode to this time, unless the limit processing in steps 99 and 103 described above is performed.

  Next, the torque change amount correction term TCYLDPM is obtained by searching the TCYLDPM table shown in FIG. 9 according to the torque change amount DPMTCLIN set in step 104 (step 105), and this process is terminated. This torque change amount correction term TCYLDPM is obtained by converting the change amount of the required torque PMCMD from immediately before the switching of the combustion mode to this time into a fuel amount, and is added when calculating the first limit value TCYLDS and the like as will be described later. Used as a term.

In the above TCYLDPM table, the torque variation correction term TCYLDPM, the torque variation DPMTCLIN is, first predetermined value DP1 (e.g. -9kgf / cm ²⁾ minimum TDPMMIN (e.g. the value is a negative value below a negative value - 3.1), when the value is 0, the value is set to 0, and when the value is equal to or greater than the second predetermined value DP2 (for example, 9 kgf / cm ² ) that is a positive value, the maximum value TDPMMAX (for example, the value 3.1) is set. Has been. Further, the torque change amount correction term TCYLDPM is linearly set so that the larger the DPMTCLIN value, the larger the value when the torque change amount DPMTCLIN is between the first predetermined value DP1 and the second predetermined value DP2. . This is because the output torque of the engine 3 is increased or decreased as the absolute value of the torque change amount DPMTCLIN is larger, that is, as the amount of increase or decrease in the required torque PMCMD immediately before switching the combustion mode is larger. In addition, since it is necessary to increase or decrease the fuel injection amount more greatly, the first limit value TCYLDS or the like corrected using the torque change amount correction term TCYLDPM as an addition term is increased or decreased more greatly.

  As described above, the switching status EMOD_STS is described above according to the switching pattern of the combustion mode at that time by executing the steps 82 to 95 immediately after switching the combustion mode (step 81: NO). Thus, it is set to “1” to “4”. Further, the switching status EMOD_STS is reset to “0” when the limit is finished (step 101: NO) or when the F / C operation is executed (step 74: YES).

  Next, returning to FIG. 5, in step 31 following step 30, it is determined whether or not the required torque PMCMD is larger than 0. If the answer is NO and no torque is required for the engine 3, the timer value TTCYLMC of the up-count type post-switching elapsed time timer is set to a predetermined time TTCYLREF (for example, 6.0 sec) (step 32), and the provisional request The fuel injection amount TCYLLMT is set to the normal required fuel injection amount TCYLT set in step 72 or 73 of FIG. 7 (step 33). Further, the limit execution flag F_TCYLLMT is set to “0” so that the limit is not executed (step 34). This is because the torque is not required for the engine 3 and the fuel injection amount is 0 or very small, so that it is not necessary to execute the limit.

  On the other hand, if the answer to step 31 is YES and PMCMD> 0, it is determined whether or not the switching status EMOD_STS is “0” (step 35). When the answer is YES, that is, when the combustion mode is not switched, the steps 32 to 34 are executed.

  On the other hand, if the answer to step 35 is NO and EMOD_STS ≠ 0, it is determined whether or not the current value EMOD_STS of the switching status is equal to the previous value EMOD_STSZ (step 36). If the answer is YES and the switching status EMOD_STS has not changed and the current loop is not immediately after the switching of the combustion mode, it is determined whether or not the limit execution flag F_TCYLLMT is “1” (step 37). When this answer is NO and the limit is not executed, the above steps 32 to 34 are executed. On the other hand, when the answer to step 37 is YES and the limit is being executed, the process proceeds to step 39.

  On the other hand, if the answer to step 36 is NO and EMOD_STS ≠ EMOD_STSZ, that is, if the current loop is immediately after switching of the combustion mode, the timer value TTCYLMC of the post-switching elapsed time timer set in step 32 is reset to 0. Then (step 38), the process proceeds to step 39.

  In this step 39, it is determined whether or not the timer value TTCYLMC of the post-switching elapsed time timer is smaller than the limit time TMTCYLMT set in the step 84, 86, 91, 92 or 94 of FIG. If the answer is YES, that is, if the limit time TMTCYLMT corresponding to the switching pattern has not elapsed after switching of the combustion mode, it is determined whether or not the switching status EMOD_STS is “1” (step 40). When the answer is YES, that is, when the switching pattern is stratified combustion mode → stoichiometric combustion mode, the first limit value TCYLDS for this switching pattern is calculated (step 41). Next, the calculated first limit value TCYLDS is set as the provisional required fuel injection amount TCYLLMT (step 42), and the limit execution flag F_TCYLLMT is set to the value set in the first limit value calculation flag F_TCYLDS (step 43).

  On the other hand, when the answer to step 40 is NO, steps 44 to 54 are executed in the same manner as steps 40 to 43 described above. First, in steps 44 and 45, it is determined whether or not the switching status EMOD_STS is “2” and “3”, respectively. When the answer to step 44 is YES (EMOD_STS = 2) and the switching pattern is stratified combustion mode → lean combustion mode, a second limit value TCYLDL for this switching pattern is calculated (step 46). The value TCYLDL is set as the temporary required fuel injection amount TCYLLMT (step 47), and the limit execution flag F_TCYLLMT is set to the value of the second limit value calculation flag F_TCYLDL (step 48).

  If the answer to step 45 is YES (EMOD_STS = 3) and the switching pattern is stoichiometric combustion mode → stratified combustion mode, the third limit value TCYLSD for this switching pattern is calculated (step 49). Limit value TCYLSD is set as provisional required fuel injection amount TCYLLMT (step 50), and limit execution flag F_TCYLLMT is set to the value of third limit value calculation flag F_TCYLSD (step 51). Further, when the answer to step 45 is NO (EMOD_STS = 4) and the switching pattern is the lean combustion mode → stratified combustion mode, a fourth limit value TCYLLD for this switching pattern is calculated (step 52). The limit value TCYLLD is set as the provisional required fuel injection amount TCYLLMT (step 53), and the limit execution flag F_TCYLLMT is set to the value of the fourth limit value calculation flag F_TCYLLD (step 54).

  On the other hand, if the answer to step 39 is NO and TTCYLMC ≧ TMTCYLMT, that is, if the limit time TMTCYLMT has elapsed after switching to the combustion mode, the steps 33 and 34 are executed assuming that the limit execution period has ended. End the limit.

  In step 55 following step 34, 43, 48, 51 or 54, it is determined whether or not a limit execution flag F_TCYLLMT is “1”. If the answer is YES and the limit is being executed, it is determined whether or not the stratified combustion permission flag F_DISCOK is “0” (step 56). If the answer is YES and the stratified combustion execution condition is not satisfied, the timer value TAFDTOS of the down-count delay timer is set to a predetermined standby time TMAFDTOS (eg, 3.0 sec) (step 57), and step 58 Proceed to On the other hand, when the answer to step 55 is NO and F_TCYLLMT = 0, or when the answer to step 56 is NO and F_DISCOK = 1, step 57 is skipped and the process proceeds to step 58.

  In step 58, it is determined whether or not the timer value TAFDTOS of the delay timer set in step 57 is 0. When this answer is NO, in order to prohibit the stratified combustion mode, the stratified combustion mode flag F_TAFDTOS0 is set to “0” (step 59), and this process is terminated. On the other hand, if the answer is YES and TAFDTOS = 0, the stratified combustion mode flag F_TAFDTOS0 is set to “1” (step 60), and this process is terminated.

  As described above, as apparent from the above steps 55 to 59, after the limit is executed in the switching pattern from the stratified combustion mode to the uniform combustion mode, after this limit is completed, or the execution of the stratified combustion is performed. After the condition is established, the stratified combustion mode is prohibited until the standby time TMAFDTOS elapses. Accordingly, when switching from the stratified combustion mode to the uniform combustion mode, it is possible to prevent the combustion mode from being immediately switched again to the stratified combustion mode in accordance with the establishment of the stratified combustion execution condition or the end of the limit.

  At the time of switching the combustion mode (step 35: NO), any one of the first to fourth limit values TCYLDS, TCYLDL, TCYLSD, and TCYLLD according to the switching pattern at that time is performed in steps 40 to 54. Is calculated, and the limit based on the calculated limit value is executed. When the limit time TMTCYLMT elapses after the combustion mode is switched (step 39: NO), the limit is terminated by steps 33 and 34.

  As described above, the third and fourth predetermined times TMTCYLMDSS and TMTCYLMDS used as the limit time TMTCYLMT when switching to the stoichiometric combustion mode are set to have a magnitude relationship of TMTCYLMDSS <TMTCYLMDS. This is due to the following reason. That is, as described above, the fourth predetermined time TMTCYLMDS is determined as the limit time TMTCYLMT when the vehicle speed VP or the engine speed NE is small, that is, when the engine 3 is in the low load operation state, according to the steps 89 and 90. Used. In addition, the intake air amount during low load operation in the stoichiometric combustion mode is much smaller than in the stratified combustion mode, so that the intake air amount is reduced when switching to the stoichiometric combustion mode in the low load operation state. This is in order to extend the limit execution period by that much amount of time because it takes a particularly long time to be suitable for the combustion mode.

  In addition, the first to third predetermined times TMTCYLMDS, TMTCYLMLD, TMTCYLMDSS, and the fifth predetermined time TMTCYLMDL are higher than those in the case where the target valve lift amount of the EGR control valve 16 in the stratified combustion mode is the uniform combustion mode as described above. And the time required for the actual valve lift amount to reach a value suitable for the combustion mode after switching is set in consideration of the largeness and the responsiveness of the EGR control valve 16. Specifically, the third and fifth predetermined times TMTCYLMDSS and TMTCYLMDL for switching to the uniform combustion mode are shorter than the first and second predetermined times TMTCYLMDSD and TMTCYLMLD for switching to the stratified combustion mode. Set to time. This is because when the EGR control valve 16 is closed at the time of switching to the uniform combustion mode, the valve body of the EGR control valve 16 is applied to the closing force by the spring in addition to the driving force to the closing side by the stepping motor. This is because the time required for closing the valve body is shorter than the valve opening time. As described above, the limit can be reliably executed during the response delay of the EGR control valve 16 at the time of switching the combustion mode.

  Next, the calculation process of the first limit value TCYLDS for switching from the stratified combustion mode to the stoichiometric combustion mode, which is executed in step 41 of FIG. 5, will be described with reference to FIGS. First, in step 110, it is determined whether or not a limit execution flag F_TCYLLMT is “1”. If the answer is YES and the limit is being executed, the value of the required torque region outside flag F_TCYLDSPM that has been set so far is shifted to the provisional flag F_TCYLDSPMTMP (step 111). This required torque region outside flag F_TCYLDSPM indicates that the required torque PMCMD has become very large during execution of the limit by “1”. On the other hand, if the answer to step 110 is NO, that is, if the limit is not executed and the current loop is the first loop that started the limit, the provisional flag F_TCYLDSPMTMP is set to “0” (step 112).

Next, in step 113, it is determined whether or not the provisional flag F_TCYLDSPMTMP is “1”. If the answer is NO, it is determined whether or not the required torque PMCMD is equal to or less than a predetermined upper limit torque PMTCYLLG (for example, 6.0 kgf / cm ² ) (step 114). If the answer is YES and the required torque PMCMD is not so large, the value of the provisional flag F_TCYLDSPMTMP is shifted to the required torque region outside flag F_TCYLDSPM (step 115).

  Next, it is determined whether or not the operation state status NKENGCND is “1” (step 116). This operation state status NKENGCND represents the operation state of the engine 3, and specifically, it is “1” when the engine 3 is in the idle operation state, and “2” when the engine 3 is in the high load operation state. It is set to “3” in the load operation state.

  When the answer to this step 116 is YES and NKENGCND = 1, that is, when the engine 3 is in an idling operation state, it depends on the timer value TTCYLMC of the post-switching elapsed time timer initialized in the step 38 of FIG. The first table value KTCYLDST for idle operation is obtained by searching the first table of FIG. 12 (step 117) and set as the combustion efficiency coefficient KTCLST (step 118). In this first table, the first table value KTCYLDST is set to increase gradually as the timer value TTCYLMC is larger, that is, as the elapsed time after switching of the combustion mode is longer, and the timer value TTCYLMC is set to a predetermined time Tα ( For example, when it is equal to or longer than 2 sec), the maximum value KTDSTMAX (for example, value 1) is set.

  On the other hand, when the answer to step 116 is NO, the following processing is executed in steps 119 to 123 as in steps 116 to 118. That is, at step 119, it is determined whether or not the operation state status NKENGCND is “2”. If the answer is YES and the high load operation state is established, the timer value of the elapsed time timer after switching is determined at steps 120 and 121. By searching the second table shown in FIG. 13 according to TTCYLMC, a second table value KTCYLDST2 for high load operation is obtained and set as the combustion efficiency coefficient KTCLLDST.

  On the other hand, when the answer to step 119 is NO and the vehicle is in a low load operation state, the third table shown in FIG. 14 is searched according to the timer value TTCYLMC in steps 122 and 123, thereby 3 The table value KTCYLDST3 is obtained and set as the combustion efficiency coefficient KTCLLDST.

  In the second and third tables described above, the second and third table values KTCYLDST2 and KTCYLDST3 are set to gradually increase as the timer value TTCYLMC increases. Like the first table value KTCYLDST described above, When the timer value TTCYLMC is equal to or longer than the predetermined time Tα, the maximum value KTDSTMAX is set. In this case, the degree of increase in the initial stage after switching of the second and third table values KTCYLDST2 and KTCYLDST3 is set to be larger than that in the case of the first table value KTCYLDST.

Next, in step 124 following step 118, 121 or 123, the torque correction coefficient KTCLDSP is obtained by searching the KTCLDSP table shown in FIG. 15 according to the torque change amount DPMTCLIN set in step 104 of FIG. In this table, the torque correction coefficient KTCLDSP is set to the minimum value KTDSPMIN (for example, value 1) when the torque change amount DPMTCLIN is equal to or less than the third predetermined value DP3 (for example, 1 kgf / cm ² ). also large fourth predetermined value DP4 between (e.g. 4 kgf / cm ^2), the larger the amount of change in torque DPMTCLIN, is set to a larger value, the fourth predetermined value DP4 above, the maximum value KTDSPMAX (for example, the value 2) Is set to

  Next, the first combustion efficiency parameter KTCLDS (combustion efficiency) is calculated by multiplying the combustion efficiency coefficient KTCLDST set in step 118, 121 or 123 by the torque correction coefficient KTCLDSP obtained in step 124 (step 125). ), The process proceeds to step 130 described later.

  On the other hand, when the answer to step 113 is YES and F_TCYLDSPMTMP = 1, or when the answer to step 114 is NO and PMCMD> PMTCYLLG, that is, the required torque PMCMD is very large, the following processing is performed at steps 126 to 129. And go to step 130. That is, the temporary flag F_TCYLDSPMTMP is set to “1”, the combustion efficiency coefficient KTCLDST and the torque correction coefficient KTCLDSP are each set to a value 1, and the first combustion efficiency parameter KTCLDS is set to a predetermined value KTCLDSα. The predetermined value KTCLDSα is set to a value larger than the first combustion efficiency parameter KTCLDS set in step 125.

In step 130, the first limit value TCYLDS is set to the first combustion efficiency parameter KTCLDS set in step 125 or 129, the fuel injection amount TCYLMINI immediately before switching set in steps 96 and 105 in FIG. The change amount correction term TCYLDPM is used to calculate the following equation (1).
TCYLDS = (TCYLMINI + TCYLDPM) ・ (1 + KTCLDS) …… (1)

  Note that the combustion efficiency is lower in the uniform combustion mode than in the stratified combustion mode during low-load operation in which switching of the combustion mode is performed. For this reason, when the combustion mode is switched from the former to the latter, the combustion efficiency decreases, and accordingly, the required fuel injection amount TCYL for outputting the same torque tends to increase. For this reason, in the above equation (1), a value (1 + KTCLDS) obtained by adding the first combustion efficiency parameter KTCLDS to the value 1 is set as a value representing the degree of decrease in combustion efficiency with reference to immediately before switching, and multiplied by this. Thereby, the first limit value TCYLDS is set to a larger value. Further, the combustion efficiency in this case gradually decreases as time passes after switching the combustion mode. Correspondingly, in the first to third tables of FIGS. 12 to 14, as described above, the respective table values KTCYLDST, KTCYLDST2, and KTCYLDST3 increase with the increase of the timer value TTCYLMC of the elapsed time timer after switching. Is set to gradually increase. As a result, the above value (1 + KTCLDS) can be appropriately set to match the actual combustion efficiency that changes with the passage of time after switching the combustion mode.

  In the table of FIG. 15 described above, when the torque change amount DPMTCLIN is larger than the third predetermined value DP3 and the required torque PMCMD has increased after the combustion mode is switched, the torque correction coefficient KTCLDSP is equal to the torque change amount DPMTCLIN. Since the larger value is set to a larger value, the first combustion efficiency parameter KTCLDS is increased and corrected, and the required fuel injection amount TCYL is increased and corrected, thereby satisfying the driver's acceleration request.

  Furthermore, once the required torque PMCMD becomes very large during execution of the limit in steps 112 to 114 and 129, the first combustion efficiency parameter KTCLDS is calculated more than in the case where the first combustion efficiency parameter KTCLDS is calculated in step 125 until the limit ends thereafter. A large predetermined value KTCLDSα is set. As a result, when the required torque PMCMD is very large, the limit by the first limit value TCYLDS can be loosened to ensure a larger output torque of the engine 3.

  Next, in step 131 following step 130, it is determined whether or not the calculated first limit value TCYLDS is smaller than the requested fuel injection amount TCYLMINI immediately before switching. If the answer is YES and the first limit value TCYLDS falls below the fuel injection amount TCYLMINI just before switching, the first limit value TCYLDS is set to the fuel injection amount TCYLMINI immediately before switching (step 132), and the process proceeds to step 133. If NO, the process proceeds to step 133 as it is.

  The purpose of steps 131 and 132 is as follows. That is, as described above, since the combustion efficiency tends to decrease when the combustion mode is switched to the uniform combustion mode, the first limit value TCYLDS is usually larger than the required fuel injection amount TCYLMINI immediately before switching, The answer to step 131 is NO. On the other hand, when the auxiliary mode such as an air conditioner is turned on in the low load operation state, and the combustion mode is switched to the uniform combustion mode and then turned off during the limit, the required torque PMCMD is accordingly changed. As the torque decreases, the torque change amount correction term TCYLDPM decreases, and as a result, the first limit value TCYLDS may be calculated too small. If the limit is executed using the first limit value TCYLDS as it is, the air-fuel ratio becomes extremely lean, and combustion may become unstable. The determination in step 131 assumes such a situation, and when the first limit value TCYLDS falls below the fuel injection amount TCYLMINI immediately before switching, the first limit value TCYLDS is determined to be the fuel injection required immediately before switching in step 132. By setting the amount to TCYLMINI, stable combustion can be ensured by maintaining the air-fuel ratio on the rich side.

  In step 133, it is determined whether or not the normal required fuel injection amount TCYLT is larger than the first limit value TCYLDS (step 133). When the answer is YES, the first limit value calculation flag F_TCYLDS is set to “1” to indicate that the limit by the first limit value TCYLDS is being executed (step 134) and the value of the provisional flag F_TCYLDSPMTMP Is shifted to the required torque region outside flag F_TCYLDSPM (step 135), and this process is terminated.

  On the other hand, when the answer to step 133 is NO and TCYLT ≦ TCYLDS, the normal-time required fuel injection amount TCYLT is set as the first limit value TCYLDS (step 136). Also, since the first limit value TCYLDS is in a relationship that is greater than or equal to the normal required fuel injection amount TCYLT and cannot be limited, in order to end the calculation of the first limit value TCYLDS and end the limit, The first limit value calculation flag F_TCYLDS is reset to “0” (step 137), and the provisional flag F_TCYLDSPMTMP is reset to “0” (step 138). Then, the above step 135 is executed, and this process is terminated.

  Note that the calculation process of the second limit value TCYLDL for switching the combustion mode from the stratified combustion mode to the lean combustion mode, which is executed in step 46 of FIG. 5, is the above-described calculation process of the first limit value TCYLDS. Is done in much the same way. The description is omitted. Further, the third and fourth limit values TCYLSD and TCYLLD are calculated in substantially the same manner in the steps 47 and 48. Hereinafter, as a representative of these, the calculation process of the latter TCYLLD for switching the combustion mode from the lean combustion mode to the stratified combustion mode will be described with reference to FIG.

  First, in step 150, the fourth combustion efficiency parameter KTCLLD (combustion efficiency) is obtained by searching the KTCLLD table shown in FIG. 17 according to the timer value TTCYLMC of the post-switching elapsed time timer. In this table, the fourth combustion efficiency parameter KTCLLD is set to gradually increase as the timer value TTCYLMC increases.

Next, at step 151, the fourth limit value TCYLLD is calculated by the following equation (2) using the fourth combustion efficiency parameter KTCLLD, the fuel injection amount TCYLMMINI immediately before switching, and the torque change amount correction term TCYLDPM.
TCYLLD = (TCYLMINI + TCYLDPM) ・ (1-KTCLLD) …… (2)

  As described above, when the combustion mode is switched from the uniform combustion mode to the stratified combustion mode, the combustion efficiency increases, and accordingly, the required fuel injection amount TCYL for outputting the same torque tends to decrease. is there. For this reason, in the above formula (2), unlike the previous formula (1), the value obtained by subtracting the fourth combustion efficiency parameter KTCLLD from the value 1 (1-KTCLLD) is set as the degree of increase in the combustion efficiency with reference to immediately before switching. This is set as a value to be expressed and multiplied by this, whereby the fourth limit value TCYLLD is set to a smaller value. Further, the combustion efficiency in this case gradually increases as time elapses after the combustion mode is switched. Correspondingly, in the table of FIG. 17, the fourth combustion efficiency parameter KTCLLD is set to gradually increase as the timer value TTCYLMC of the post-switching elapsed time timer increases as described above. . Thereby, said value (1-KTCLLD) can be appropriately set so that it may correspond to the actual combustion efficiency which changes with progress of the time after switching of combustion mode.

  Next, it is determined whether or not the calculated fourth limit value TCYLLD is larger than the requested fuel injection amount TCYLMINI immediately before switching (step 152). If the answer is YES and the fourth limit value TCYLLD exceeds the fuel injection amount TCYLMINI immediately before switching, the fourth limit value TCYLLD is set to the fuel injection amount TCYLMINI immediately before switching (step 153), and the process proceeds to step 154. If NO, the process proceeds to step 154 as it is.

  The purpose of steps 152 and 153 is the same as that of steps 131 and 132. That is, when the auxiliary machine is turned off in the low load operation state and the combustion mode is switched to the stratified combustion mode, and the auxiliary machine is turned on during the limit, the required torque PMCMD is accordingly increased. As the value increases, the fourth limit value TCYLLD may be excessively calculated. If the limit is executed using the fourth limit value TCYLLD as it is, the air-fuel ratio becomes extremely rich, which may cause unstable combustion. The determination at step 152 assumes such a situation, and when the fourth limit value TCYLLD exceeds the fuel injection amount TCYLMINI immediately before switching, the fourth limit value TCYLLD is increased by the step 153 to request fuel injection immediately before switching. By setting the amount to TCYLMINI, stable combustion can be ensured by maintaining the air-fuel ratio on the lean side.

  In step 154 following step 152 or 153, it is determined whether or not the normal required fuel injection amount TCYLT is smaller than the fourth limit value TCYLLD. If the answer is YES, the fourth limit value calculation flag F_TCYLLD is set to “1” to indicate that the limit by the fourth limit value TCYLLD is being executed (step 155), and this process is terminated.

  On the other hand, when the answer to step 154 is NO and TCYLT ≧ TCYLLD, the normal-time required fuel injection amount TCYLT is set as the fourth limit value TCYLLD (step 156). In addition, since the fourth limit value TCYLLD is in a state where the normal fuel injection amount TCYLT is equal to or less than the normal time and the limit cannot be performed, the calculation of the fourth limit value TCYLLD is terminated and the limit is terminated. The fourth limit value calculation flag F_TCYLLD is set to “0” (step 157), and this process ends.

  As described above, according to the present embodiment, when the combustion mode is switched, the first to fourth limit values TCYLDS, TCYLDL, TCYLSD, and TCYLLD are calculated based on the requested fuel injection amount TCYLMINI immediately before switching. The combustion mode can be smoothly shifted without causing a sharp torque step before and after switching. Further, since the first limit value TCYLDS and the like are calculated according to the torque change amount correction term TCYLDPM, the required fuel injection amount for the intake stroke injection and the compression stroke injection calculated according to the actual intake air amount as described above. Unlike TCYL1STT and TCYL2NDT, the first limit value TCYLDS or the like can be appropriately set without causing abrupt fluctuations while favorably reflecting the change in the actual required torque PMCMD from immediately before switching to that time. Furthermore, since the corresponding limit value is calculated according to the first or fourth combustion efficiency parameter KTCLDS, KTCLLD, it can be set to an appropriate value according to the actual combustion efficiency at that time. As described above, at the time of switching the combustion mode, the output torque of the internal combustion engine can be made to agree well with the required torque, thereby improving drivability.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the torque change amount correction term TCYLDPM is calculated as the torque change amount parameter as an addition term obtained by converting the change amount from immediately before switching of the required torque PMCMD to the current time into the fuel amount. The quantity parameter is not limited to this, and any quantity parameter may be used as long as it represents the amount of change from immediately before the change of the combustion mode of the required torque PMCMD to this time. For example, the quantity parameter may be calculated as a correction coefficient to be multiplied. Further, the present invention can be applied to various industrial cylinder injection internal combustion engine control devices including a marine propulsion engine such as an outboard motor having a crankshaft arranged in a vertical direction. It is. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

Explanation of symbols

1 Control device
2 ECU (operating state detecting means, required fuel amount calculating means,
Required torque calculation means, storage means, torque change parameter
(Calculation means, combustion efficiency estimation means, switching required fuel amount calculation means)
3 Engine
22 Crank angle sensor (operating state detection means)
24 Air flow sensor (operating state detection means)
26 Intake pipe absolute pressure sensor (operating state detection means)
30 accelerator opening sensor (operating state detection means)
TCYL Required fuel injection amount (Required fuel amount)
PMCMD Required torque TCYLMINI Requested fuel injection amount immediately before switching (calculated just before the combustion mode is switched)
Requested fuel amount)
TCYLDPM Torque change amount correction term (torque change parameter)
KTCLDS 1st combustion efficiency parameter (combustion efficiency)
KTCLLD 4th combustion efficiency parameter (combustion efficiency)
TCYLDS first limit value (required fuel amount at switching)
TCYLDL 2nd limit value (required fuel amount at switching)
TCYLSD third limit value (required fuel amount at switching)
TCYLLD 4th limit value (required fuel amount at switching)

Claims (1)

An in-cylinder injection type internal combustion engine that operates by switching the combustion mode between a stratified combustion mode in which the air-fuel mixture is stratified combustion and a uniform combustion mode in which uniform combustion is performed, and controls the fuel injection amount in accordance with the calculated required fuel amount A control device,
Operating state detecting means for detecting the operating state of the internal combustion engine;
A required fuel amount calculating means for calculating the required fuel amount according to the detected operating state of the internal combustion engine;
Requested torque calculating means for calculating a required torque of the internal combustion engine according to the detected operating state of the internal combustion engine;
Storage means for storing the required fuel amount calculated immediately before the combustion mode is switched;
A torque change amount parameter calculating means for calculating a torque change amount parameter representing a change amount of the calculated required torque from immediately before switching to the combustion mode to this time;
Combustion efficiency estimating means for estimating the combustion efficiency of the internal combustion engine;
When the combustion mode is switched, the stored required fuel amount, the calculated current torque change parameter, and the estimated current combustion efficiency are used as the required fuel amount at the time of switching. A required fuel amount calculation means at the time of switching for calculating the fuel amount;
A control device for an internal combustion engine, comprising:

Images