JP4375295B2 - In-cylinder direct injection spark ignition internal combustion engine controller - Google Patents

Description

  The present invention relates to an in-cylinder direct injection spark ignition internal combustion engine that directly injects fuel into a cylinder, and more particularly to control of the injection timing and ignition timing.

Patent Document 1 discloses that when an exhaust purification catalytic converter is in an unwarmed state lower than an activation temperature, fuel is injected during the compression stroke, and the ignition timing is retarded from the compression top dead center. Technology is disclosed.
JP 2001-336467 A

  In order to raise the exhaust gas temperature and reduce HC in order to achieve early activation of the catalyst when the internal combustion engine is cold, it is desirable to retard the ignition timing as much as possible, but if the ignition timing is significantly retarded Since the combustion stability deteriorates, it cannot be retarded from a certain limit determined from the viewpoint of combustion stability. In the conventional technique such as Patent Document 1, it is difficult to ensure stable combustion, particularly under conditions such as cold, and the retard limit of the ignition timing determined from the combustion stability is relatively advanced, which is sufficient. The ignition timing delay cannot be realized.

  The present invention provides a control device for an in-cylinder direct injection spark ignition internal combustion engine that includes a fuel injection valve that directly injects fuel into a cylinder and that includes an ignition plug. When it is necessary to raise the exhaust gas temperature, such as when the engine is cold, the fuel injection is performed as the top dead center injection operation mode. The injection start timing is before the compression top dead center and the injection end timing is after the compression top dead center. Thus, ignition is performed after the compression top dead center delayed from the injection start timing, and in a period straddling the compression top dead center. In particular, when a transient torque increase is requested during the top dead center injection operation mode, the ignition timing is corrected to advance and the second ignition delayed from the ignition timing is performed. It is said.

  FIG. 1 illustrates the fuel injection period and ignition timing in the top dead center injection operation mode of the present invention. As shown in FIG. 1A, the injection start timing IT is before the compression top dead center (TDC). The injection end timing ITe is after the compression top dead center (TDC). The length of the injection period IP in the meantime corresponds to the injection amount. The ignition timing ADV is after compression top dead center (TDC) and is a timing delayed by a predetermined crank angle (for example, 10 ° CA to 25 ° CA) from the injection start timing IT. This delay period D generally correlates with the distance from the fuel injection valve to the spark plug.

  The injection start timing IT and the injection end timing ITe are controlled so that the period before the compression top dead center in the first half and the period after the compression top dead center in the second half are substantially equal with the compression top dead center (TDC) as the center. You may make it do.

  FIG. 2 shows the piston position change amount and the combustion chamber volume change amount due to the piston stroke in one cycle of the internal combustion engine. As shown in the figure, the amount of change per unit crank angle is the largest near the middle position of the stroke, and is very small near the bottom dead center (BDC) and near the top dead center (TDC). Therefore, in the vicinity of the compression top dead center where the fuel injection is performed in the present invention, the piston position change and volume change are very small, and a stable field that is not affected by the piston movement or the like can be formed.

  In the cylinder, a relatively large gas flow such as a swirl flow or a tumble flow is generated in the intake stroke and remains in the compression stroke. However, a large flow such as a swirl flow or a tumble flow is When the piston reaches near the compression top dead center and the combustion chamber becomes narrow, it collapses rapidly. FIG. 3 shows a change in flow velocity of a large flow in the combustion chamber under various engine speeds. As shown in the figure, a swirl flow or a tumble flow having a strength corresponding to the rotation speed is generated. Collapses rapidly before reaching compression top dead center (360 ° CA). Therefore, in the present invention, the fuel spray injected near the compression top dead center is not moved by a large flow such as a swirl flow or a tumble flow, and always forms a spray in a stable manner on the spark plug. Is possible.

  On the other hand, the energy of a relatively large flow such as the swirl flow or the tumble flow described above transitions to minute turbulence as the flow collapses. Therefore, the minute disturbance in the combustion chamber increases rapidly just before the compression top dead center. FIG. 4 shows the intensity of the minute turbulence caused by the collapse of the flow shown in FIG. 3 as a so-called turbulent flow rate converted to a flow velocity, and as shown in the figure, immediately before the compression top dead center. , Disturbances increase greatly. Such minute disturbances contribute to the activation of the combustion field, and a combustion improving action is obtained.

  In other words, the field in the combustion chamber near the compression top dead center where the fuel is injected does not have a large flow that moves the spray, and there are many minute disturbances that activate the combustion, It is a very stable place against the movement of the piston. Therefore, stable combustion is possible with the ignition timing retarded from the compression top dead center, and the retard limit of the ignition timing that is limited in terms of combustion stability is on the retard side. For this reason, the exhaust gas temperature can be raised significantly by a large retardation of the ignition timing, and the HC emission amount is reduced.

  Here, in the top dead center injection operation mode as described above, since the ignition timing ADV is significantly delayed from the MBT point, when the transient torque increase is requested, the advance correction of the ignition timing ADV, that is, By bringing it closer to the MBT point, the torque can be raised with good responsiveness. In other words, an increase in the intake air amount, and hence an increase in the fuel amount, is always accompanied by a response delay, but the advance angle correction of the ignition timing ADV provides a highly responsive torque increase under the same intake air amount. This can be used, for example, for idling engine speed control during idling. For example, in combination with feedback control of the intake air amount (fuel amount) based on the engine speed deviation, the ignition timing is corrected when the engine speed suddenly decreases. By doing so, engine stall can be avoided reliably. In the present invention, particularly, when the ignition timing is corrected to advance in order to increase the torque in this way, the second ignition is added at a timing later than this, so that combustion instability is avoided. The ignition timing can be greatly advanced.

  As the ignition timing of the second ignition, the basic ignition timing in the top dead center injection operation mode, that is, the ignition timing in a state where the advance angle is not corrected can be used as it is.

  The second ignition may always be added when the ignition timing is corrected for advancement in order to increase the torque, but preferably after the basic ignition timing and the advance angle correction in the top dead center injection operation mode. The second ignition is performed only when the difference from the ignition timing exceeds a predetermined value corresponding to the allowable limit.

  FIG. 1B shows a characteristic example in which the ignition timing ADV in the top dead center injection operation mode shown in FIG. 1A is advanced, and the fuel injection amount (injection period IP) under the same intake amount. ) Is basically constant, but as the ignition timing ADV approaches the MBT point and the combustion efficiency increases, the torque increases as compared with the characteristic example of (a). However, as a result of the advance of the ignition timing ADV, the delay period D from the injection start timing IT to the ignition timing ADV becomes relatively short. If the delay period D becomes excessively short, discharge occurs before the spray reaches the spark plug, and the probability of misfire increases and combustion stability decreases. On the other hand, FIG. 1C shows a characteristic example in which the second ignition is applied at the second ignition timing ADV # 2 after the ignition timing ADV after the advance correction. In this example, the second ignition timing ADV # 2 is equal to the basic ignition timing ADV (the ignition timing of (a)) in the top dead center injection operation mode. Therefore, from the injection start timing IT to the second ignition timing ADV #. The delay period D1 up to 2 is equal to the delay period D shown in FIG. By adding the second ignition in this manner, even if the ignition timing ADV does not lead to sufficient ignition and combustion, the ignition can be surely performed by the second ignition and the combustion stability is ensured. The

  That is, FIG. 8 shows the relationship between the fuel injection timing (injection start timing IT), the ignition timing ADV, and the combustion stability, and the inner region surrounded by the curve K can ensure the combustion stability. The region and the outer region are combustion unstable regions. The basic ignition timing ADV in the top dead center injection operation mode is set along a line S that is substantially in the center of the combustion stable region. For example, the basic ignition timing ADV when the injection start timing IT is the top dead center TDC is the P point in the figure, but when the advance angle is corrected from this P point, it is more than the P1 point on the curve K. On the advance side, combustion becomes unstable. Therefore, in this case, the second ignition is added at the point P or at a time close thereto.

  In general, when the required torque increases, the amount of intake air is increased, and hence the amount of fuel increases. Therefore, after the amount of intake air flowing into the cylinder increases in response to a request for a transient torque increase, the ignition timing is increased. Is preferably returned to the original position in the top dead center injection operation mode, that is, retarded.

  In the present invention, it is possible to maintain the average air-fuel ratio at the time of advance angle correction at a constant value that is substantially the stoichiometric air-fuel ratio or slightly lean.

  On the other hand, in the situation where the ignition is performed twice for increasing the torque, it is not particularly important which ignition is additional. In the second aspect of the present invention, the fuel injection is performed as the top dead center injection operation mode in a predetermined operation state, the injection start timing is before the compression top dead center, and the injection end timing is after the compression top dead center. In this period over the compression top dead center, ignition is performed after the compression top dead center delayed from the injection start timing, and a transient torque increase is required during this top dead center injection operation mode. Sometimes, the second ignition is performed earlier than the above ignition timing. In this case as well, ignition is performed twice in the same manner as in FIG. 1C, and a quick torque increase can be achieved without impairing combustion stability.

  According to the present invention, stable combustion can be obtained in a state where the ignition timing is significantly retarded from the compression top dead center. For example, when the internal combustion engine is cold, the exhaust gas temperature is raised and the catalyst is accelerated. Activation can be achieved and HC emissions can be reduced. When a transient torque increase is required for idle speed control, etc., ignition at a timing advanced from the basic ignition timing and ignition at a timing close to the basic ignition timing are performed. By doing so, torque can be improved with good responsiveness while maintaining stable combustion. Therefore, for example, in response to a decrease in the rotational speed due to some disturbance during idling, it is possible to recover the rotational speed with high responsiveness without waiting for an increase in the intake air amount.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  5 to 7 show an embodiment of a direct injection type spark ignition internal combustion engine to which the present invention is applied. In particular, FIGS. 5 and 6 show the configuration of one cylinder. Indicates the system configuration of the entire organization.

  As shown in FIGS. 5 and 6, a piston 3 is slidably disposed in a cylinder 2 formed in the cylinder block 1, and a cylinder head 4 fixed to the upper surface of the cylinder block 1 and the piston 3 A combustion chamber 5 is formed between them. The cylinder head 4 is formed with an intake port 7 that is opened and closed by an intake valve 6 and an exhaust port 9 that is opened and closed by an exhaust valve 8. A pair of intake valves 6 and a pair of exhaust valves 8 are provided for one cylinder, and an ignition plug 10 is disposed at the center of the ceiling surface of the combustion chamber 5 surrounded by these four valves. . Further, in this embodiment, the intake port 7 is provided with a partition wall 11 that divides the intake port 7 into two upper and lower flow paths so that the tumble flow can be strengthened depending on the operating state. A tumble control valve 12 that opens and closes the lower flow path at the upstream end is provided. As can be easily understood by those skilled in the art, the tumble flow is strengthened when the lower flow path is closed by the tumble control valve 12, and the tumble flow is weakened when the tumble control valve 12 is opened. The tumble control valve 12 is not necessarily essential in the present invention, and can be omitted. Alternatively, a known swirl control valve may be provided.

  A fuel injection valve 15 for directly injecting fuel into the cylinder is disposed below the intake port 7 of the cylinder head 4, more specifically at a position between the pair of intake ports 7. The fuel injection valve 15 is arranged so as to inject fuel along a direction orthogonal to a piston pin (not shown) in the plan view, and is arranged so as to be directed obliquely downward in the sectional view of FIG. However, the downward inclination angle is relatively small, that is, the fuel is injected in a direction close to the horizontal.

  On the other hand, the top of the piston 3 has a convex shape along the inclination of the ceiling surface of the combustion chamber 5 that forms a pent roof type, and a concave portion 16 having a substantially rectangular shape in plan view is formed at the center. Yes. The bottom surface of the recess 16 forms an arc surface having a predetermined radius of curvature or a curved surface approximating an arc so as to follow the tumble flow.

  As shown in FIG. 7, the internal combustion engine of this embodiment is, for example, an in-line four-cylinder engine, and a catalytic converter 22 for purifying exhaust gas is provided in an exhaust passage 21 to which an exhaust port 9 of each cylinder is connected. An air-fuel ratio sensor 23 such as an oxygen sensor is disposed on the upstream side. The intake passage 24 to which the intake port 7 of each cylinder is connected is provided with an electronically controlled throttle valve 25 that is opened and closed by a control signal on the inlet side. An exhaust gas recirculation passage 26 is provided between the exhaust passage 21 and the intake air passage 24, and an exhaust gas recirculation control valve 27 is interposed in the middle. Further, the tumble control valves 12 of the respective cylinders are configured to be simultaneously opened and closed by a negative pressure type tumble control actuator 29 that is operated by a suction negative pressure introduced via a solenoid valve 28.

  The fuel injection valve 15 is supplied with fuel that has been adjusted to an appropriate pressure by the fuel pump 31 and the pressure regulator 32 via a fuel gallery 33. Therefore, when the fuel injection valve 15 of each cylinder is opened by the control pulse, an amount of fuel corresponding to the valve opening period is injected. The ignition plug 10 of each cylinder is connected to an ignition coil 34.

  The fuel injection timing, injection amount, ignition timing, etc. of the internal combustion engine are controlled by the control unit 35. The control unit 35 includes a detection signal of an accelerator opening sensor 30 that detects the amount of depression of an accelerator pedal, a detection signal of a crank angle sensor 36, a detection signal of an air-fuel ratio sensor 23, and a detection of a water temperature sensor 37 that detects a cooling water temperature. Signals, etc. are input.

  In the internal combustion engine configured as described above, when the warm-up is completed, for example, when the cooling water temperature exceeds 80 ° C., normal stratified combustion operation and homogeneous combustion operation are performed.

  That is, in a predetermined region on the low speed and low load side, as a normal stratified combustion operation mode, fuel injection is performed at an appropriate time in the compression stroke, with the tumble control valve 12 basically closed. Ignition is performed before the top dead center. In this operation mode, fuel injection always ends before compression top dead center. The fuel injected toward the piston 3 during the compression stroke is collected in the vicinity of the spark plug 10 using a tumble flow swirling along the recess 16 and ignited there. Therefore, stratified combustion with an average air-fuel ratio lean is realized.

  Further, in a predetermined region on the high speed and high load side after the warm-up is completed, fuel injection is performed during the intake stroke under the condition that the tumble control valve 12 is basically opened as a normal homogeneous combustion operation mode. And ignition is performed at the MBT point before the compression top dead center. In this case, the fuel becomes a homogeneous air-fuel mixture in the cylinder and is basically operated near the stoichiometric air-fuel ratio.

  On the other hand, when the cooling water temperature of the internal combustion engine is 80 ° C. or lower, that is, when the warm-up is not completed, the top dead center is used to activate the catalytic converter 22, that is, promote the temperature rise and reduce the HC emissions. It becomes the injection operation mode. In the top dead center injection operation mode, as shown in FIG. 1A, the injection start timing IT is before the compression top dead center (TDC), and the injection end timing ITe is after the compression top dead center (TDC). Thus, fuel injection is performed across the compression top dead center. The ignition timing ADV is after compression top dead center (TDC), and is ignited at a timing delayed by 10 ° CA to 25 ° CA from the injection start timing IT. During this delay period, the fuel spray just reaches the vicinity of the spark plug 10 and forms a combustible air-fuel mixture in the vicinity of the spark plug 10, so that ignition combustion is surely performed and stratified combustion is performed. At this time, the fuel injection amount is controlled so that the average air-fuel ratio becomes a stoichiometric air-fuel ratio or a constant value (for example, about 16 to 17) slightly leaner than this.

  In this embodiment, the fuel injection timing is controlled such that the injection start timing IT becomes a predetermined crank angle, and the injection end timing ITe is determined by the injection start timing IT and the fuel injection amount (injection time). . The injection start timing IT and the injection end timing ITe are obtained based on the fuel injection amount so that the period before the compression top dead center and the period after the compression top dead center in the fuel injection period IP are equal. It is also possible.

  As described above, the field in the combustion chamber near the compression top dead center where fuel is injected in this top dead center injection operation mode does not have a large flow that causes the spray to move due to the collapse of the large flow, Along with the collapse of the large flow, there are many minute disturbances that activate the combustion, and the field becomes very stable against the movement of the piston. Then, by performing fuel injection at a high pressure in a stable field where there is no such a large flow, minute turbulence can be positively generated in the cylinder by the energy of the spray itself. Therefore, stable combustion is possible with the ignition timing retarded from the compression top dead center, and the retard limit of the ignition timing that is limited in terms of combustion stability is on the retard side. For this reason, the exhaust gas temperature can be raised significantly by a large retardation of the ignition timing, and the HC emission amount is reduced.

  On the other hand, if the idle switch signal indicating that the accelerator pedal depression amount or the opening degree of the electronically controlled throttle valve 25 is substantially 0 is ON, is the normal homogeneous combustion operation mode or stratified combustion operation mode Irrespective of the top dead center injection operation mode, the idling speed control using both the ignition timing feedback control and the intake air amount feedback control is executed. That is, the intake air amount (for example, the opening degree of the electronically controlled throttle valve 25) is feedback controlled and the ignition timing is corrected so that the torque increases or decreases according to the rotational speed deviation between the target idle rotational speed and the actual rotational speed. The increase in the intake air amount by the opening control of the electronically controlled throttle valve 25 is low in response to the sudden decrease in the idling engine speed. Compared with this, the ignition timing is corrected to the MBT by the advance correction of the ignition timing. Since the torque immediately increases as the point is approached, a decrease in the rotational speed can be avoided with good responsiveness. The idle switch signal is not necessarily a physical switch, and is generated from a detection signal of the accelerator opening sensor 30, for example.

  Here, during idle operation in the top dead center injection operation mode, switching of auxiliary machine loads (for example, air conditioner compressors and vehicle power steering devices) and automatic transmission range positions (from N range to D range). When the idling engine speed is greatly reduced due to switching or the like, the ignition timing is advanced to correct the target idling engine speed by the idling engine speed control described above. As illustrated in FIG. 1 (c), when the delay period D from the injection start timing IT to the ignition timing ADV becomes excessively short, the second ignition is performed, and a significant ignition is performed while maintaining combustion stability. The timing advance correction is possible.

  The flowchart of FIG. 9 shows the flow of the advance angle correction process described above for a transient decrease in the rotational speed during the idle operation in the top dead center injection operation mode, and the time chart of FIG. An example of the operation when the idle rotation speed is reduced due to the mechanical load or the like is shown.

As shown in FIG. 10, when any load is applied in an idling state where the engine speed Ne is maintained at a predetermined target idle speed, the engine speed Ne is reduced. When a decrease in the engine speed Ne is detected, the throttle valve opening TVO is corrected to increase (from TVO ₀ to TVO ₂ ) in order to increase the torque, but the intake air amount Qa actually flowing into the cylinder is reduced. The change is delayed, and gradually changes from Qa ₀ to Qa ₂ after the time t _{1 in} the figure.

In order to compensate for such a delay in response to the change in the intake air amount, the ignition timing ADV is a basic characteristic in the top dead center injection operation mode (to be described later, the basic ignition timing ADVS, as the engine speed Ne is detected). ) Is immediately advanced from ADV ₀ along ADV ₁ to ADV ₁ . When the amount of advance at this time is large and the corrected ignition timing ADV ₁ is far from the basic ignition timing characteristics, the second ignition is the second ignition timing ADV # as shown by the bold solid line. 2 is additionally performed. The second ignition timing ADV # 2 of the second ignition is a value in accordance with basic ignition timing characteristics in the top dead center injection operation mode. The fuel injection period IP, that is, the fuel injection amount does not change before and after the advance angle correction. Therefore, the air-fuel ratio (average air-fuel ratio) is kept constant at about 16 to 17, for example. In the example of FIG. 10, in the top dead center injection operation mode, the injection period IP is controlled to be symmetrical back and forth across the top dead center TDC. Due to such advance correction of the ignition timing ADV, the engine torque becomes high even with the same intake amount and fuel injection amount, so the engine speed Ne quickly rises toward the target idle speed and stalling occurs. Avoided. Further, although the delay period D from the injection start timing IT to the ignition timing ADV ₁ is shortened, misfire and instability of combustion are reliably avoided by adding the second ignition.

Since the intake air amount Qa actually flows into the cylinder from the time of t ₁ is gradually increased, as a result of fuel injection amount so as to maintain the air-fuel ratio constant (fuel injection period IP) is controlled, the initial intake air amount It gradually increases from an injection amount commensurate with Qa ₀ (injection period IP ₀ ) to an injection amount commensurate with the intake air amount Qa ₂ (injection period IP ₂ ). Since the torque increases as the intake air amount Qa and the injection amount increase, the ignition timing ADV is gradually retarded so as to approach the basic ignition timing characteristics of the top dead center injection operation mode. Then, at the time t ₂ when the actual intake air amount Qa reaches the intake air amount Qa ₂ corresponding to the throttle valve opening TVO ₂ , the top dead center injection operation mode corresponding to the intake air amount Qa ₂ and the engine speed Ne is fundamental. Ignition timing ADV ₂ is reached. Note that the injection start timing IT 2 is controlled so that the injection period IP ₂ is commensurate with the intake air amount Qa ₂ and is symmetric across the top dead center TDC. That is, the operation returns to the original top dead center injection operation mode, whereby a high exhaust temperature is obtained.

The above control will be described with reference to the flowchart of FIG. 9. First, in step 1, it is determined whether or not a sudden increase in load is detected. This increase in load is detected based on, for example, a decrease in idle speed, but can also be detected directly from the input of an auxiliary machine load. In step 2, a torque ΔT (that is, an increase in torque) necessary for recovery of the idle speed is calculated. This can be determined based on, for example, the rate of decrease in idle speed (ΔNe / Δt), but a known value such as an auxiliary machine load may be used as it is. Then, when this load increase is detected, the timer t is set to 0 and time counting is started (step 3). In the example of the time chart of FIG. 10, since the load increase is determined based on the decrease in the idle rotation speed, the time point t ₀ is shown slightly delayed from the actual load increase timing.

Next, in step 4, the advance amount ΔADV of the ignition timing ADV commensurate with the required torque ΔT is calculated. The larger the required torque ΔT, the larger the advance amount ΔADV. Further, in step 5 and 6, to calculate the intake air amount Qa ₂ required as the torque only above torque ΔT is increased, and the electronic control throttle valve to the throttle valve opening TVO ₂ that the intake amount Qa ₂ are obtained 25 open. Then, in step 7, based on a known intake response delay characteristic, at a time point t ₁ and an intake amount Qa _{2 at} which the in-cylinder intake amount Qa actually starts to change after the control signal is output to the electronic control throttle valve 25. calculates the delay time t _1, t ₂ until time t ₂ is reached.

The processing from step 2 to step 7 is performed only for the first time after the load increase is detected in step 1, and thereafter, the process proceeds from step 1 to step 8. In step 8, the elapsed time t after the load increase detection has determined whether it is less than t ₁ described above, is less than t _1, the routine proceeds to step 9, and advance correction by the advance amount ΔADV ignition Find the time ADV. That is, the ignition timing ADV is obtained by adding the advance amount ΔADV to the basic ignition timing ADVS determined from a predetermined map or the like based on the intake air amount Qa and the engine speed Ne at that time. As a result, the ignition timing ADV ₁ between t ₀ and t ₁ in FIG. 10 is determined. As the advance amount ΔADV is larger, the corrected ignition timing ADV ₁ is closer to the MBT point, so that a larger torque is generated under the same intake amount Qa and fuel amount.

If the elapsed time t has reached t ₁ , it is further determined in step 10 whether the elapsed time t is less than t ₂ described above. If the elapsed time t has reached t ₂ , it is not necessary to increase the torque due to the ignition timing ADV, so the routine proceeds to step 12 where the ignition timing ADV is set to the basic ignition timing ADVS itself. Specifically, the ignition timing ADV ₂ corresponds to the intake air amount Qa ₂ . If the elapsed time t is between t ₁ and t ₂ , the process proceeds to step 11 where the ignition timing ADV is set to the value of step 9 (with the passage of time t so as to correspond to the actual change in the intake air amount Qa. ADVS + ΔADV) is gradually changed to ADVS in step 12. That is, it is gradually changed from ADV _{1 in} the example of FIG. 10 to ADV ₂ .

  The advance correction of the ignition timing ADV is performed by the above steps 8 to 12. Next, in step 13, the difference DADV between the calculated ignition timing ADV and the basic ignition timing ADVS is obtained. This is compared with a predetermined value DADVH indicating an allowable limit. If the difference DADV is equal to or smaller than the predetermined value DADVH, the ignition is performed only once in step 16, while if the difference DADV exceeds the predetermined value DADVH, the process proceeds to step 15 and the second ignition is performed. The second ignition timing ADV # 2 is set along the basic ignition timing ADVS.

  Therefore, in this embodiment, the second ignition is added when the ignition timing ADV is corrected to a certain extent to increase the torque, and the intake air amount Qa gradually increases to increase the ignition timing ADV. When the ignition timing approaches the basic ignition timing ADVS, the second ignition is not performed.

  In the above embodiment, an example in which the torque increase due to the advance angle is used for idle speed control has been described. However, the present invention is not limited to this. For example, the load of the power steering apparatus is steered during traveling in the top dead center injection operation mode. In such a case, it is possible to increase the torque with good responsiveness by the advance angle so as not to cause a torque step feeling.

FIG. 11 is a time chart showing a second embodiment of the present invention. In this embodiment, even when a torque increase is requested, the ignition timing ADV along the basic ignition timing ADVS continues. Maintained. Then, instead of the advance angle correction described above, the second ignition is additionally performed at the second ignition timing ADV # 2 that is on the advance side of the ignition timing ADV, as indicated by the bold solid line. The second ignition timing ADV # 2 is advanced from the basic ignition timing ADVS by the aforementioned advance amount ΔADV, and is gradually delayed after t ₁ so as to converge to the basic ignition timing ADVS. This is substantially the same as the embodiment described above. Then, when the elapsed time t approaches t ₂ and the second ignition timing ADV # 2 approaches a range within the basic ignition timing ADVS, the addition of the second ignition is finished.

The characteristic view which showed an example of the fuel-injection period and ignition timing of this invention. The characteristic figure of the piston position change amount and volume change amount during a cycle. The characteristic figure which shows the change in the cycle of a big flow. The characteristic view which shows the change in the cycle of a minute disturbance. Sectional drawing which shows one Example of a direct injection type spark ignition internal combustion engine. FIG. FIG. 2 is a configuration explanatory view showing the system configuration of the entire internal combustion engine. The characteristic view which shows the relationship between injection start timing IT and ignition timing ADV, and combustion stability. The flowchart which shows the flow of the process of an advance angle correction | amendment with respect to the rotation speed fall during idling. The time chart which shows an example of the effect | action. The time chart which shows a 2nd Example.

Explanation of symbols

3 ... Piston 5 ... Combustion chamber 10 ... Spark plug 15 ... Fuel injection valve
25 ... Electronically controlled throttle valve 30 ... Accelerator opening sensor

Claims (11)

  In a control device for a direct injection type spark ignition internal combustion engine having a fuel injection valve for directly injecting fuel into a cylinder and having an ignition plug, the top dead center injection operation mode is set in a predetermined operating state. , Fuel injection is performed in a period straddling the compression top dead center such that the injection start time is before the compression top dead center and the injection end time is after the compression top dead center, and the compression top dead is delayed from the injection start time. Ignition is performed after the point, and when a transient torque increase is requested during this top dead center injection operation mode, the ignition timing is corrected to advance and a second ignition delayed from the ignition timing is performed. A control device for an in-cylinder direct injection spark ignition internal combustion engine.   The in-cylinder direct injection spark ignition internal combustion engine according to claim 1, wherein the torque is increased by the advance angle correction without increasing the fuel injection amount until the intake air amount flowing into the cylinder increases. Engine control device.   3. The control apparatus for a direct injection spark ignition internal combustion engine according to claim 1, wherein the ignition timing is feedback-controlled in order to maintain the engine speed during idling at a target speed.   The second ignition is performed when the difference between the basic ignition timing in the top dead center injection operation mode and the ignition timing after the advance angle correction exceeds a predetermined value. The control device for a direct injection type spark ignition internal combustion engine according to claim 1.   5. The direct injection spark ignition internal combustion engine according to claim 1, wherein the ignition timing of the second ignition is set along a basic ignition timing in a top dead center injection operation mode. Engine control device.   The ignition timing is retarded to the basic ignition timing in the top dead center injection operation mode after the amount of intake air flowing into the cylinder increases in response to a request for a transient torque increase. The in-cylinder direct injection spark ignition internal combustion engine control device according to any one of 1 to 5.   The in-cylinder according to any one of claims 1 to 6, wherein a basic ignition timing in the top dead center injection operation mode is a timing delayed by 10 ° CA to 25 ° CA from the injection start timing. Control device for a direct injection spark ignition internal combustion engine.   The in-cylinder direct injection type according to any one of claims 1 to 7, wherein a period before the compression top dead center and a period after the compression top dead center in the fuel injection period straddling the compression top dead center are substantially equal. Control device for spark ignition internal combustion engine.   9. An in-cylinder direct injection spark-ignited internal combustion engine according to claim 1, wherein the average air-fuel ratio including the time of advance angle correction is maintained at a substantially stoichiometric air-fuel ratio or a slightly lean constant value. Engine control device.   In a control device for a direct injection type spark ignition internal combustion engine having a fuel injection valve for directly injecting fuel into a cylinder and having an ignition plug, the top dead center injection operation mode is set in a predetermined operating state. , Fuel injection is performed in a period straddling the compression top dead center such that the injection start time is before the compression top dead center and the injection end time is after the compression top dead center, and the compression top dead is delayed from the injection start time. In-cylinder direct, characterized in that ignition is performed after a point of time, and second ignition is performed earlier than the above ignition timing when a transient torque increase is requested during this top dead center injection operation mode. A control device for an injection spark ignition internal combustion engine.   In a cylinder direct injection spark ignition internal combustion engine having a fuel injection valve for directly injecting fuel into a cylinder and having an ignition plug, fuel injection is performed as a top dead center injection operation mode in a predetermined operating state. During a period straddling the compression top dead center so that the injection start time is before the compression top dead center and the injection end time is after the compression top dead center, and ignition is performed after the compression top dead center delayed from the injection start time. When a transient torque increase is requested during the top dead center injection operation mode, the first ignition on the advance side with respect to the basic ignition timing and the retarded angle with respect to the first ignition are performed. A control method for an in-cylinder direct injection spark ignition internal combustion engine, characterized in that the second ignition on the side is performed.

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