Control device of internal combustion engine and control method of internal combustion engine

Abstract

A control device of an internal combustion engine and a control method of an internal combustion engine, the internal combustion engine including a catalyst provided in an exhaust passage, a fuel injection valve that supplies fuel to a cylinder, and an ignition device. The control device controls a fuel injection amount of the fuel injection valve and an ignition timing of the ignition device. In addition, the control device executes: a fuel supply process that supplies fuel of the internal combustion engine to the catalyst from the fuel injection valve; and a correction process that makes an amount of the fuel supplied to the catalyst in the fuel supply process smaller in a case where the set ignition timing is a late timing than in a case where the set ignition timing is an early timing.

Description

Technical Field

[0001] This disclosure relates to a control device for an internal combustion engine and a control method for an internal combustion engine. Background Technology

[0002] In the internal combustion engine disclosed in Japanese Patent Application Publication No. 2021-60027, fuel supply to a portion of multiple cylinders is stopped, and fuel supply is performed in such a way that the air-fuel ratio of the air-fuel mixture in the remaining cylinders other than that portion of cylinders is richer than the stoichiometric air-fuel ratio. When this fuel supply process is performed, the catalyst is heated by supplying oxygen and unburned fuel to the catalyst.

[0003] Ignition timing is set by adjusting the basic ignition timing based on the engine's operating state using a delay correction in the internal combustion engine, thereby aiming to improve catalyst temperature and suppress knocking.

[0004] There is a tendency that the later the ignition timing is set, the more unburned fuel is contained in the exhaust. Therefore, when performing the above-mentioned fuel supply process, the later the ignition timing is set, the more fuel is supplied to the catalyst, resulting in excess fuel, which may cause the catalyst to become overheated. Summary of the Invention

[0005] According to one aspect of this disclosure, a control device for an internal combustion engine is provided. The internal combustion engine includes a catalyst disposed in an exhaust passage, a fuel injection valve configured to supply fuel to a cylinder, and an ignition device. The control device includes a processing circuit configured to control the fuel injection quantity of the fuel injection valve and the ignition timing of the ignition device. The processing circuit is configured to perform a fuel supply process that supplies fuel from the fuel injection valve to the catalyst of the internal combustion engine. The processing circuit is also configured to perform a correction process that reduces the amount of fuel supplied to the catalyst during the fuel supply process when the ignition timing is set to a late timing, compared to when the ignition timing is set to an early timing.

[0006] According to one aspect of this disclosure, a control method for an internal combustion engine is provided. The internal combustion engine includes a catalyst disposed in an exhaust passage, a fuel injection valve configured to supply fuel to a cylinder, and an ignition device. The control method includes: controlling the fuel injection quantity of the fuel injection valve and the ignition timing of the ignition device; performing a fuel supply process of supplying fuel from the fuel injection valve to the catalyst of the internal combustion engine; and performing a correction process, wherein the correction process reduces the amount of fuel supplied to the catalyst in the fuel supply process when the ignition timing is set to a late timing compared to when the ignition timing is set to an early timing. Attached Figure Description

[0007] Figure 1 This is a diagram illustrating the configuration of a vehicle's drive system and control device according to one embodiment.

[0008] Figure 2 This is a flowchart illustrating the steps of the processing performed by the control device involved in this embodiment.

[0009] Figure 3 This is a graph showing the relationship between the delay amount and the increment coefficient in this embodiment. Detailed Implementation

[0010] The following describes one embodiment that embodies the control device for an internal combustion engine.

[0011] <Composition of a vehicle equipped with an internal combustion engine and its control system>

[0012] like Figure 1 As shown, the internal combustion engine 10 mounted in the vehicle VC has, for example, four cylinders #1 to #4.

[0013] A throttle valve 14 is provided in the intake passage 12 of the internal combustion engine 10. An intake port injection valve 16 is provided in the intake port 12a, which is a downstream part of the intake passage 12, for injecting fuel into the intake port 12a. The intake port injection valve 16 is a fuel injection valve for supplying fuel to the cylinder of the internal combustion engine 10.

[0014] Air drawn into the intake passage 12 and fuel injected from the intake injection valve 16 flow into the combustion chamber 20 as the intake valve 18 opens, thereby supplying fuel to each cylinder. Additionally, fuel is directly injected into the combustion chamber 20 from the in-cylinder injection valve 22. This in-cylinder injection valve 22 is also a fuel injection valve that supplies fuel to the cylinders of the internal combustion engine 10. The air-fuel mixture in the combustion chamber 20 is combusted by the spark discharge of the ignition device 24. The combustion energy generated is converted into the rotational energy of the crankshaft 26.

[0015] The combustion mixture supplied in the combustion chamber 20 is discharged as exhaust gas into the exhaust passage 30 as the exhaust valve 28 opens. The exhaust passage 30 is equipped with a three-way catalytic converter 32 with oxygen-absorbing capacity and a gasoline particulate filter (GPF 34). Furthermore, the GPF 34 is a device obtained by loading the three-way catalytic converter onto a PM-trapping filter.

[0016] The crankshaft 26 is mechanically connected to the gear carrier C of the planetary gear mechanism 50, which constitutes the power distribution device. The sun gear S of the planetary gear mechanism 50 is mechanically connected to the rotating shaft 52a of the first electric generator 52, which serves as a rotary motor. In addition, the ring gear R of the planetary gear mechanism 50 is mechanically connected to the rotating shaft 54a of the second electric generator 54, which serves as a rotary motor, and the drive wheel 60.

[0017] An AC voltage is applied to the terminals of the first electric generator 52 via the first converter 56. An AC voltage is also applied to the terminals of the second electric generator 54 via the second converter 58. Both the first converter 56 and the second converter 58 are power conversion circuits that convert the terminal voltage of the battery 59, which serves as a DC voltage source, into an AC voltage for output.

[0018] The control device 70 operates the operating parts of the internal combustion engine 10, such as the throttle valve 14, the intake port injection valve 16, the in-cylinder injection valve 22, and the ignition device 24, in order to control the control quantities of the internal combustion engine 10, such as torque and exhaust component ratio, which are the objects of control.

[0019] Furthermore, the control device 70 operates the first converter 56 to control the control quantity, i.e., the torque, of the first electric generator 52, which is the object of control. Additionally, the control device 70 operates the second converter 58 to control the control quantity, i.e., the torque, of the second electric generator 54, which is the object of control.

[0020] Figure 1 The document records the operating signals MS1 to MS6 for the throttle valve 14, the intake injection valve 16, the in-cylinder injection valve 22, the ignition device 24, the first converter 56, and the second converter 58.

[0021] Control device 70 refers to the intake air volume GA detected by air flow meter 80 and the output signal Scr of crankshaft angle sensor 82 in order to control the control quantity of internal combustion engine 10. Additionally, control device 70 refers to the water temperature THW detected by water temperature sensor 84 and the output signal Sp of output-side rotation angle sensor 86 that detects the rotation angle of ring gear R. Furthermore, control device 70 refers to the battery temperature Tb detected by temperature sensor 87, the battery charging / discharging current I detected by current sensor 88, and the battery terminal voltage Vb detected by voltage sensor 89. Additionally, control device 70 refers to the output signal Sm1 of first rotation angle sensor 90 that detects the rotation angle of first electric generator 52 in order to control the control quantity of first electric generator 52. Based on the output signal Sm1, control device 70 calculates the rotational speed Nmg1 of the rotating shaft 52a of first electric generator 52. Furthermore, the control device 70 refers to the output signal Sm2 of the second rotation angle sensor 92, which detects the rotation angle of the second electric generator 54, in order to control the control quantity of the second electric generator 54. Based on the output signal Sm2, the control device 70 calculates the rotational speed Nmg2 of the rotating shaft 54a of the second electric generator 54. Additionally, the control device 70 refers to the accelerator pedal depress amount detected by the accelerator sensor 94, i.e., the accelerator operation amount ACCP. Furthermore, the control device 70 calculates the internal combustion engine speed NE based on the output signal Scr of the crankshaft angle sensor 82. Additionally, the control device 70 calculates the internal combustion engine load rate KL based on the internal combustion engine speed NE and the intake air volume GA. The internal combustion engine load rate KL represents the ratio of the current cylinder air intake volume to the cylinder air intake volume required for the internal combustion engine 10 to operate stably at full load. Furthermore, the cylinder air intake volume is the amount of air that flows into each cylinder during the intake stroke.

[0022] The control device 70 includes a CPU 72, a ROM 74, peripheral circuits 76, and a communication line 78. The CPU 72, ROM 74, and peripheral circuits 76 can communicate via the communication line 78. The peripheral circuits 76 include circuits for generating clock signals that define internal operations, power supply circuits, and reset circuits. The control device 70 controls control quantities by executing a program stored in the ROM 74 through the CPU 72.

[0023] The following is an explanation. Figure 1 The control device 70 shown performs the ignition timing setting process and the GPF34 regeneration process.

[0024] <Ignition Timing Setting Processing>

[0025] The control device 70 calculates a basic ignition timing ABASE based on the engine speed NE, the engine load factor KL, etc. Further, hereinafter, the top dead center TDC of compression is set to "0", the ignition timing set before the top dead center of compression is set to a positive value, and the ignition timing set after the top dead center of compression is set to a negative value. Therefore, the more it is set on the advance side, the larger the value of the ignition timing. In addition, the ignition timing retard amount is a negative value for changing the ignition timing to the retard side, and the smaller the value, that is, the larger the absolute value, the more the ignition timing changes to the retard side timing. Further, hereinafter, a large retard amount means a large absolute value of the retard amount.

[0026] The smaller value between the MBT ignition timing AMBT and the knock limit ignition timing AKNOK, that is, the value on the retard side, is set for the basic ignition timing ABASE. The MBT ignition timing AMBT is the ignition timing at which the maximum torque can be obtained under the current engine operating conditions, that is, the maximum torque ignition timing. The knock limit ignition timing AKNOK is the advance limit timing of the ignition timing that can be within the level allowing knock under the assumed optimal conditions. The MBT ignition timing AMBT and the knock limit ignition timing AKNOK are calculated based on the current engine speed NE, the engine load factor KL, etc.

[0027] Then, the control device 70 corrects the basic ignition timing ABASE by adding a retard correction amount AR to the basic ignition timing ABASE, thereby setting the final ignition timing AFIN.

[0028] The retard correction amount AR is a negative value, and the smaller the value, that is, the larger the absolute value, the more the ignition timing AFIN is set to the retard side timing. The retard correction amount AR is a value including the retard correction amount, that is, the knock correction amount KH, calculated in the knock control performed by the control device 70 to suppress the occurrence of knock, and the retard correction amount for increasing the temperature of the three-way catalyst 32, that is, the temperature increase correction amount SH.

[0029] In this way, the timing after changing the basic ignition timing ABASE to the retard side timing by the retard correction amount AR is set as the above-mentioned ignition timing AFIN. Then, the control device 70 ignites the air-fuel mixture by performing a spark discharge of the ignition device 24 at the timing of the set ignition timing AFIN.

[0030] <GPF regeneration process>

[0031] Figure 2 The steps of the regeneration process are shown. Figure 2 The shown process is realized by the CPU 72 repeatedly executing the program stored in the ROM 74, for example, at a predetermined cycle. Further, hereinafter, the step numbers of each process are represented by numbers marked with "S" at the beginning.

[0032] exist Figure 2 In the series of processes shown, CPU72 first obtains the internal combustion engine speed NE, the filling efficiency (charging efficiency) η, and the water temperature THW (S10). The internal combustion engine speed NE is calculated by CPU72 based on the output signal Scr. The filling efficiency η is calculated by CPU72 based on the internal combustion engine speed NE and the intake air volume GA.

[0033] Next, CPU72 calculates the updated amount ΔDPM of the accumulated amount DPM based on the internal combustion engine speed NE, the filling efficiency η, and the coolant temperature THW (S12). Here, the accumulated amount DPM is the amount of PM captured by GPF34. Specifically, CPU72 calculates the amount of PM in the exhaust gas discharged into the exhaust passage 30 based on the internal combustion engine speed NE, the filling efficiency η, and the coolant temperature THW. In addition, CPU72 calculates the temperature of GPF34 based on the internal combustion engine speed NE and the filling efficiency η. Then, CPU72 calculates the updated amount ΔDPM based on the amount of PM in the exhaust gas and the temperature of GPF34.

[0034] Next, CPU72 updates the backlog DPM based on the update amount ΔDPM (S14).

[0035] Next, CPU72 determines whether the execution flag Fc is "1" (S16). If the execution flag Fc is "1", it indicates that a regeneration process for burning off PM used to remove GPF34 is being performed; if it is "0", it indicates other conditions.

[0036] If the CPU72 determines that the execution flag Fc is "0" (S16: No), it determines whether the accumulated amount DPM is greater than or equal to the regeneration execution value DPMH (S18). The regeneration execution value DPMH is set to the value that is expected to be removed when the amount of PM captured by GPF34 increases.

[0037] When CPU72 determines that the build-up amount DPM is above the regeneration execution value DPMH (S18: Yes), it executes an ignition timing delay (S24) to heat the three-way catalyst 32. In the S24 process, CPU72 calculates the aforementioned temperature correction amount SH based on the internal combustion engine speed NE and the filling efficiency η. Furthermore, if the S24 process is not executed, the value of the temperature correction amount SH is set to "0". Then, CPU72 sets the ignition timing AFIN based on the delay correction amount AR, which includes the calculated temperature correction amount SH. Therefore, when the S24 process is executed, compared to the case where the S24 process is not executed, the ignition timing AFIN becomes the timing on the delay side relative to the temperature correction amount SH.

[0038] Next, CPU72 calculates the increment coefficient K (S26) based on the current delay correction AR, including the temperature correction SH calculated by processing in S24 and the aforementioned knock correction KH. This increment coefficient K is the value multiplied by the base injection quantity Qb, which is used to make the air-fuel ratio of the mixture equal to the stoichiometric air-fuel ratio. It is used to incrementally correct the base injection quantity Qb to make the air-fuel ratio of the cylinder mixture richer than the stoichiometric air-fuel ratio. The larger the increment coefficient K, the richer the mixture is relative to the stoichiometric air-fuel ratio, and the more unburned fuel is contained in the exhaust. CPU72 calculates the base injection quantity Qb by multiplying the fill efficiency η by a predetermined coefficient.

[0039] like Figure 3 As shown, the CPU 72 calculates the increment coefficient K by increasing the absolute value of the delay correction amount AR, which in turn decreases the value of the increment coefficient K. This can be achieved by performing a mapping operation on the increment coefficient K using the CPU 72 while the mapping data is pre-stored in the ROM 74. Here, the mapping data is data that takes the delay correction amount AR as an input variable and the increment coefficient K as an output variable. The mapping data is a set of discrete values ​​of the input variables and corresponding values ​​of the output variables. Furthermore, the mapping operation can be performed by taking the value of the corresponding output variable of the mapping data as the result if the value of the input variable matches any of the values ​​of the input variables in the mapping data. Alternatively, the mapping operation can be performed by taking the value obtained by interpolating the values ​​of the multiple output variables contained in the mapping data if the value of the input variable does not match any of the values ​​of the input variables in the mapping data. Furthermore, the increment coefficient K can also be calculated by multiplying the delay correction amount AR by a predetermined coefficient.

[0040] Next, CPU72 performs the regeneration process and substitutes "1" into the execution flag Fc (S27).

[0041] As part of the regeneration process described in this embodiment, the CPU72 performs a shutdown process and a fuel supply process. The shutdown process stops combustion in a portion of the cylinders of the internal combustion engine 10 by stopping the fuel supply to the intake injection valve 16 and the in-cylinder injection valve 22 of cylinder #1. The fuel supply process supplies fuel to the three-way catalytic converter 32. More specifically, it supplies fuel to each cylinder in such a way that the air-fuel ratio of the air-fuel mixture in the combustion chambers 20 of cylinders #2, #3, and #4 is richer than the stoichiometric air-fuel ratio. Each of these processes first involves raising the temperature of the three-way catalytic converter 32. That is, the temperature of the three-way catalytic converter 32 is raised by oxidizing the unburned fuel in the three-way catalytic converter 32 by discharging oxygen and unburned fuel into the exhaust passage 30. Secondly, it involves raising the temperature of the GPF 34 and supplying oxygen to the now high-temperature GPF 34 to oxidize and remove PM trapped in the GPF 34. That is, when the temperature of the three-way catalyst 32 reaches a high temperature, the high-temperature exhaust gas flows into the GPF 34, thereby raising the temperature of the GPF 34. Then, by flowing oxygen into the now high-temperature GPF 34, the PM captured by the GPF 34 is oxidized and removed.

[0042] In detail, CPU 72 substitutes "0" into the required injection quantity Qd for the intake port injection valve 16 and the in-cylinder injection valve 22 of cylinder #1. On the other hand, CPU 72 substitutes the value obtained by multiplying the basic injection quantity Qb by the incremental coefficient K into the required injection quantities Qd for cylinders #2, #3, and #4. Then, CPU 72 controls the intake port injection valve 16 and the in-cylinder injection valve 22 of each cylinder in a way that makes the fuel injection quantity corresponding to the required injection quantity Qd, thereby performing the above-mentioned stop process and the above-mentioned fuel supply process. In addition, the process in S26 and the process of multiplying the basic injection quantity Qb by the incremental coefficient K in S27 are equivalent to a correction process, which is a process that reduces the amount of fuel supplied to the catalyst in the fuel supply process when the ignition timing is late compared to the case where the ignition timing is early.

[0043] On the other hand, if the execution flag Fc is determined to be "1" in the above S16 process (S16: Yes), the CPU72 determines whether the accumulation amount DPM is below the stop threshold DPML (S22). The stop threshold DPML is set to a value that makes the amount of PM captured by the GPF34 small enough to stop the regeneration process.

[0044] If CPU72 determines that the accumulation amount DPM is greater than the stop threshold DPML (S22: No), it continues the processing after S24.

[0045] On the other hand, if it is determined that the accumulation amount DPM is below the stop threshold DPML (S22: Yes), CPU72 stops each of the processes in S24, S26, and S27, and substitutes "0" into the execution flag Fc (S28).

[0046] Furthermore, if CPU72 has completed processing S27 or S28, or if a negative decision is made during processing S18, then the process will temporarily terminate. Figure 2 The series of processes shown.

[0047] <Functions and Effects>

[0048] The function and effects of this implementation method are explained.

[0049] When the set ignition timing AFIN is late, the value of the aforementioned increment coefficient K is smaller compared to the case where the ignition timing AFIN is early. That is, when the absolute value of the delay correction amount AR is large—that is, when the delay of AFIN relative to the basic ignition timing ABASE is large—the increment coefficient K is set to a smaller value compared to the case where this delay is small. If the increment coefficient K is set to a small value, the required injection quantity Qd of cylinders #2, #3, and #4 decreases, so the fuel supply to cylinders #2, #3, and #4 decreases, and the richness of the air-fuel mixture in each cylinder decreases. Consequently, the amount of fuel supplied to the three-way catalytic converter 32 through fuel supply processing decreases. In this way, by setting the increment coefficient K according to the delay correction amount AR related to the amount of unburned fuel contained in the exhaust, when the amount of unburned fuel contained in the exhaust increases due to the ignition timing delay, the amount of fuel supplied to the three-way catalytic converter 32 through fuel supply processing decreases. Therefore, excessive fuel supply to the three-way catalyst 32 is suppressed, thereby suppressing excessive heating of the three-way catalyst 32.

[0050] The aforementioned effects and benefits can be summarized as follows: When the ignition timing is set to a late timing, the amount of fuel supplied to the three-way catalyst 32 through the fuel supply process is reduced compared to when the ignition timing is set to an early timing. Therefore, excessive heating of the three-way catalyst 32 can be suppressed.

[0051] <Example of Change>

[0052] Furthermore, this embodiment can be implemented with the following modifications. This embodiment and the following modifications can be combined with each other within the scope of technical non-contradiction.

[0053] In the above embodiments, such as Figure 3As shown, the increment coefficient K is calculated such that the larger the absolute value of the delay correction amount AR, the smaller the value of the increment coefficient K. Alternatively, the increment coefficient K can be set such that "when the absolute value of the delay correction amount AR is above a predetermined threshold, the value of the increment coefficient K becomes smaller compared to when the absolute value of the delay correction amount AR is below that threshold."

[0054] • The process in S24 described above can also be omitted, that is, the ignition timing delay used to heat the three-way catalyst 32 can be omitted. In this case, by setting the incremental coefficient K according to the delay correction amount AR including the knock correction amount KH, the same effect as the above embodiment can also be obtained.

[0055] • The increment coefficient K can also be set based on the temperature correction amount SH.

[0056] • The incremental coefficient K can also be set based on the knock correction amount KH.

[0057] • Alternatively, the target of stopping fuel supply during the stop process can be set to a cylinder other than cylinder #1.

[0058] • There can be multiple cylinders that are the targets of fuel supply shutdown.

[0059] • It can also periodically switch cylinders that stop receiving fuel.

[0060] • As a fuel supply process, for example, it is also possible to perform a fluctuating control by reducing the fuel injection quantity of a portion of the cylinders compared to the fuel injection quantity of the other cylinders, thereby making the air-fuel ratio of the mixture in that portion of the cylinders leaner than the stoichiometric air-fuel ratio, and for the remaining cylinders, making the air-fuel ratio of the mixture richer than the stoichiometric air-fuel ratio. Alternatively, as a fuel supply process, it is also possible to perform lean control, for example, to make the target air-fuel ratio of the mixture in all cylinders leaner than the stoichiometric air-fuel ratio.

[0061] • The GPF34 is not limited to being located downstream of the three-way catalyst 32 in the exhaust passage 30. Furthermore, the requirement that "the aftertreatment device includes a GPF34" is not mandatory. The GPF34 is not limited to a filter carrying a three-way catalyst. For example, if a three-way catalyst is located upstream, it could simply be a filter.

[0062] The internal combustion engine 10 may also have only one of the intake port injection valve 16 and the in-cylinder injection valve 22.

[0063] • As a hybrid vehicle, it is not limited to series-parallel hybrid vehicles. For example, it can also be a parallel hybrid vehicle.

[0064] • It can also be a vehicle that only has an internal combustion engine 10 as the prime mover of the vehicle.

[0065] • The control device is not limited to a control device equipped with a CPU 72 and a ROM 74 that performs software processing. For example, it may also include a dedicated hardware circuit, such as an ASIC, that performs hardware processing on at least a portion of the software processing in the above embodiments. That is, the control device can be any of the following (a) to (c): (a) A processing device that performs all of the above processing according to a program and a program storage device such as a ROM that stores the program. (b) A processing device that performs a portion of the above processing according to a program and a program storage device, and a dedicated hardware circuit that performs the remaining processing. (c) A dedicated hardware circuit that performs all of the above processing. Here, the software execution device equipped with the processing device and the program storage device, and the dedicated hardware circuit may be one or any multiple. That is, the above processing can be performed by a processing circuit equipped with at least one of one or more software execution devices and one or more dedicated hardware circuits. The program storage device, i.e., the computer-readable medium, includes all usable media that can be accessed by a general-purpose or special-purpose computer.

Claims

1. A control device of an internal combustion engine that has a catalyst provided in an exhaust passage, a fuel injection valve configured to supply fuel to a cylinder, and an ignition device, wherein the control device has a processing circuit, the processing circuit is configured to control a fuel injection amount of the fuel injection valve and an ignition timing of the ignition device, the processing circuit is configured to execute a fuel supply process of supplying fuel of the internal combustion engine from the fuel injection valve to the catalyst, the processing circuit is configured to execute a correction process of making an amount of fuel supplied to the catalyst in the fuel supply process smaller in a case where the ignition timing is set to a late timing than in a case where the ignition timing is set to an early timing.

2. The control device of the internal combustion engine according to claim 1, the ignition timing is a value calculated by correcting a basic ignition timing set based on an internal combustion engine operating state, the correction process is a process of making the amount of fuel supplied to the catalyst smaller in a case where a delay amount of the ignition timing with respect to the basic ignition timing is large than in a case where the delay amount is small.

3. The control device of the internal combustion engine according to claim 1 or 2, the cylinder is one of a plurality of cylinders that the internal combustion engine has, the fuel supply process is performed together with execution of a stop process of stopping fuel supply to one or more of the plurality of cylinders, and is a process of performing fuel supply to one or more remaining cylinders other than the one or more cylinders in such a manner that an air-fuel ratio of a mixture gas becomes richer than a stoichiometric air-fuel ratio in the one or more remaining cylinders, the correction process is a process of making an amount of fuel supplied to the one or more remaining cylinders smaller. The control method includes:

4. A control method of an internal combustion engine that has a catalyst provided in an exhaust passage, a fuel injection valve configured to supply fuel to a cylinder, and an ignition device, wherein controlling a fuel injection amount of the fuel injection valve and an ignition timing of the ignition device; executing a fuel supply process of supplying fuel of the internal combustion engine from the fuel injection valve to the catalyst; and executing a correction process of making an amount of fuel supplied to the catalyst in the fuel supply process smaller in a case where the ignition timing is set to a late timing than in a case where the ignition timing is set to an early timing. ​

Images