Control device

Abstract

To provide a new control device capable of determining an injection amount of fuel after a motoring operation.SOLUTION: A control device according to the invention is a control device for a port injection type internal combustion engine. An injection amount is an amount of fuel injected by an injector to an intake passage of the internal combustion engine per unit time in a firing period in which the internal combustion engine is performing a firing operation. An integrated air amount is a total amount of air flowing into the internal combustion engine in a motoring period in which the internal combustion engine is performing a motoring operation. The control device controls the injector so that the injection amount increases as the integrated air amount increases, when the firing operation is started after the motoring operation is finished.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a control device for an internal combustion engine. [Background technology]

[0002] A known example of a conventional invention relating to a control device is the power output device described in Patent Document 1. When air passes through the engine in a fuel-cut state during motoring, parts of the engine that should be wet with fuel dry out. In this case, there is a possibility that the fuel supplied to the engine will be insufficient when the engine is started. Therefore, in this power output device, when the internal combustion engine is motored, the increase in the amount of fuel injected at start-up is determined based on the motoring period. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-126096 Summary of the Invention [Problem to be solved by the invention]

[0004] As described above, determining the amount of fuel to be injected after motoring is important for proper combustion in an internal combustion engine.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a new control device that can determine the amount of fuel injected after motoring operation. [Means for solving the problem]

[0006] The first aspect is A control device for a port injection type internal combustion engine, the injection amount is the amount of fuel injected by the injector into the intake path of the internal combustion engine per unit time during a firing period when the internal combustion engine is performing a firing operation, The cumulative air amount is the total amount of air that flows into the internal combustion engine during a motoring period in which the internal combustion engine is performing a motoring operation, the control device controls the injector so that the injection amount increases as the cumulative air amount increases when the firing operation is started after the motoring operation is ended. It is a control device.

[0007] A second aspect of the present invention is the injection amount is the sum of a base injection amount and a correction injection amount, the control device obtains the base injection amount based on a rotation speed of the internal combustion engine and a load of the internal combustion engine; the control device obtains the corrected injection amount based on the integrated air amount, When the cumulative air amount increases, the corrected injection amount increases. 1 is a control device according to a first aspect.

[0008] A third aspect of the present invention is the control device reduces the correction injection amount as time passes during the firing operation. 2 is a control device according to a second aspect.

[0009] A fourth aspect of the present invention is the cumulative air volume at the end of motoring is the cumulative air volume at the end of the motoring operation, The cumulative air volume at the end of firing is the cumulative air volume at the end of the firing operation, The control device acquires the cumulative air volume at the end of firing, The cumulative air volume at the end of firing is less than the cumulative air volume at the end of motoring. 3 is a control device according to a third aspect.

[0010] A fifth aspect of the present invention is The control device acquires the cumulative air amount at the end of firing based on the corrected injection amount at the time of ending the firing operation. 4 is a control device according to a fourth aspect. [Effects of the Invention]

[0011] According to the present invention, the amount of fuel to be injected after motoring can be determined. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a schematic diagram of a vehicle 10 . [Figure 2] FIG. 2 is a schematic diagram of a vehicle 10 including an internal combustion engine 26 . [Figure 3] FIG. 3 is a graph showing the time-dependent changes in the rotation speed R of the internal combustion engine 26, the operating state of the internal combustion engine 26, the corrected injection amount IA, and the integrated air amount V. [Figure 4] FIG. 4 is a diagram showing the first table. [Figure 5] FIG. 5 is a diagram showing the second table. [Figure 6] FIG. 6 is a flowchart showing the process executed by the control device 100. DETAILED DESCRIPTION OF THE INVENTION

[0013] (Embodiment) [Vehicle structure] The structure of a vehicle 10 equipped with a control device 100 according to one embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a schematic diagram of the vehicle 10. Fig. 2 is a schematic diagram of the vehicle 10 including an internal combustion engine 26.

[0014] The vehicle 10 is, for example, a four-wheeled automobile. The vehicle 10 is a hybrid vehicle. In this embodiment, the vehicle 10 is a series hybrid vehicle. As shown in Fig. 1, the vehicle 10 includes an internal combustion engine 26, a battery 36, a generator 50, a motor 52, an inverter 54, a power transmission device 56, a left front wheel 58L, and a right front wheel 58R.

[0015] The internal combustion engine 26 generates power using gasoline as fuel. The internal combustion engine 26 is a port injection type internal combustion engine. The internal combustion engine 26 generates power to operate the generator 50, which will be described later. The internal combustion engine 26 does not generate power that is transmitted to the left front wheel 58L and the right front wheel 58R. The internal combustion engine 26 is a four-stroke engine. The internal combustion engine 26 is an engine that has one or more cylinders, but generally is an engine that has multiple cylinders. When the internal combustion engine 26 is an engine that has multiple cylinders, the multiple cylinders may be arranged in a single row, two rows, or four rows.

[0016] The generator 50 is connected to the internal combustion engine 26. The generator 50 generates electric power by being operated by the internal combustion engine 26. The generator 50 is, for example, an AC generator.

[0017] The battery 36 stores the power generated by the generator 50. The battery 36 is a secondary battery that can be charged and discharged. The battery 36 is, for example, a lithium-ion battery or an all-solid-state battery.

[0018] The motor 52 generates power transmitted to a left front wheel 58L and a right front wheel 58R of the vehicle 10 using the electric power generated by the generator 50. In this embodiment, the motor 52 generates power to run the vehicle 10 using the electric power stored in the battery 36. However, the battery 36 may store electric power generated when the vehicle 10 decelerates, in addition to the electric power generated by the generator 50. The motor 52 is, for example, an AC motor.

[0019] The inverter 54 controls the motor 52. In this embodiment, the inverter 54 converts the AC current generated by the generator 50 into DC current and supplies the DC current to the battery 36. As a result, the battery 36 is charged with the power generated by the generator 50. The inverter 54 also converts the DC current generated by the battery 36 into AC current and supplies the AC current to the motor 52. The motor 52 operates on the AC current supplied from the inverter 54.

[0020] The power generated by the motor 52 is transmitted to the power transmission device 56. The power transmission device 56 transmits the power generated by the motor 52 to a left front wheel 58L and a right front wheel 58R. Such a power transmission device 56 is, for example, a reducer and a differential.

[0021] 2, the vehicle 10 further includes an injector 31, an electronic throttle 32, a crank angle sensor 38, a water temperature sensor 39, a temperature and pressure sensor 40, a throttle position sensor 42, a control device 100, a storage device 102, an intake path R1, and an exhaust path R2 in addition to the internal combustion engine 26. The internal combustion engine 26 also includes a piston 27, a crankshaft 29, and a spark plug 30.

[0022] The intake path R1 is a path through which air flows into the internal combustion engine 26. An injector 31 is provided in the intake path R1. The injector 31 injects fuel. This causes an air-fuel mixture to be formed in the intake path R1. The intake path R1 is connected to an intake port of the internal combustion engine 26. Therefore, the air-fuel mixture flows from the intake path R1 through the intake port into the combustion chamber of the internal combustion engine 26.

[0023] In the internal combustion engine 26, the combustion of the air-fuel mixture causes the piston 27 to move up and down. The up and down movement of the piston 27 is converted into the rotation of the crankshaft 29. As a result, the internal combustion engine 26 generates power. At this time, the internal combustion engine 26 generates exhaust gas.

[0024] The exhaust path R2 is connected to an exhaust port of the internal combustion engine 26. The exhaust path R2 is a path through which exhaust gas flowing out from the internal combustion engine 26 flows.

[0025] The electronic throttle 32 is a valve that adjusts the amount of air passing through the intake path R1 (hereinafter referred to as the intake air amount). The electronic throttle 32 is provided in the intake path R1. The electronic throttle 32 opens and closes the intake path R1 under the control of a control device 100, which will be described later.

[0026] The control device 100 is a part of an ECU (Engine Control Unit). The control device 100 controls an internal combustion engine 26, a spark plug 30, an injector 31, and an electronic throttle 32. The storage device 102 is a combination of a ROM (Read Only Memory) and a RAM (Random Access Memory), and is also a part of the ECU. The storage device 102 stores programs executed by the control device 100.

[0027] The control device 100 receives a vehicle speed signal a, a crank angle signal b, an accelerator opening signal c, an intake air temperature / intake pressure signal d, a cooling water temperature signal e, and an atmospheric pressure signal f.

[0028] The vehicle speed signal a is output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle 10. The crank angle signal b is output from a crank angle sensor 38 that detects the angle of the crankshaft 29 of the internal combustion engine 26. The control device 100 can calculate the rotation speed R of the internal combustion engine 26 based on the crank angle signal b. The accelerator opening signal c is output from a sensor that detects the depression amount of the accelerator pedal or the opening degree of the electronic throttle 32 as the accelerator opening (in other words, the required engine load factor). The intake air temperature / intake pressure signal d is output from a temperature pressure sensor 40 that detects the intake air temperature and intake pressure in the intake path R1. The coolant temperature signal e is output from a water temperature sensor 39 that detects the coolant temperature (water temperature T), which indicates the temperature of the internal combustion engine 26. The atmospheric pressure signal f is output from an atmospheric pressure sensor that detects the atmospheric pressure.

[0029] The control device 100 calculates the rotation speed R of the internal combustion engine 26 and estimates the amount of intake air filling the cylinders of the internal combustion engine 26 based on the vehicle speed signal a, crank angle signal b, accelerator opening signal c, intake air temperature / intake pressure signal d, coolant temperature signal e, and atmospheric pressure signal f. Then, the control device 100 determines the fuel injection amount, fuel injection timing, fuel injection pressure, and ignition timing based on the rotation speed R and intake air amount of the internal combustion engine 26. Then, the control device 100 generates an ignition signal i, a fuel injection signal j, and an opening control signal k based on the fuel injection amount, fuel injection timing, fuel injection pressure, and ignition timing.

[0030] The ignition signal i is output to an igniter. The igniter generates a spark in the spark plug 30 based on the ignition signal i. The fuel injection signal j is output to the injector 31. The injector 31 injects fuel based on the fuel injection signal j. The opening control signal k is output to the electronic throttle 32. The electronic throttle 32 opens and closes the throttle valve based on the opening control signal k.

[0031] [Operation of the control device 100] Next, the processing executed by the control device 100 will be described with reference to the drawings. Fig. 3 is a graph showing the time changes of the rotation speed R of the internal combustion engine 26, the operating state of the internal combustion engine 26, the corrected injection amount IA, and the cumulative air amount V. Fig. 4 is a diagram showing a first table. Fig. 5 is a diagram showing a second table.

[0032] The operating state of the internal combustion engine 26 indicates whether the internal combustion engine 26 is performing firing operation F or motoring operation M. Firing operation F is an operation in which the internal combustion engine 26 generates power. In firing operation F, the injector 31 injects fuel and the spark plug 30 generates a spark. Motoring operation M is an operation in which the generator 50 functions as a motor to rotate the crankshaft 29 of the internal combustion engine 26. In motoring operation M, the injector 31 does not inject fuel and the spark plug 30 does not generate a spark.

[0033] The cumulative air volume V is the total amount of air that flows into the internal combustion engine 26 during the motoring period when the internal combustion engine 26 is performing motoring operation M. The control device 100 obtains the cumulative air volume V based on the intake air temperature and intake pressure signal d obtained from the temperature and pressure sensor 40.

[0034] The injection amount I (not shown in FIG. 3) is the amount of fuel that the injector 31 injects per unit time into the intake path R1 of the internal combustion engine 26 during the firing period when the internal combustion engine 26 is performing firing operation F. The injection amount I is the sum of the base injection amount IB (not shown in FIG. 3) and the correction injection amount IA. The control device 100 obtains the base injection amount IB based on the rotation speed R of the internal combustion engine 26 and the load L of the internal combustion engine 26, and not based on the cumulative air amount V. The load L of the internal combustion engine 26 is a value obtained by dividing the intake air amount of the internal combustion engine 26, which is obtained from the intake air temperature / intake pressure signal d, by the maximum intake air amount of the internal combustion engine 26. The control device 100 calculates the base injection amount IB so that the mixture is stoichiometric. In this embodiment, the control device 100 obtains the base injection amount IB corresponding to the rotation speed R of the internal combustion engine 26 and the load L of the internal combustion engine 26 from a first table shown in Fig. 4 stored in the storage device 102. The first table shows the relationship between the rotation speed R, the load L, and the base injection amount IB. The following equations (1) to (4) are established, where n and m are natural numbers.

[0035] R1 <R2<R3<R4<R5… ···(1) L1 <L2<L3<L4<L5… ···(2) IBn1 <IBn2<IBn3<IBn4<IBn5… ···(3) IB1m <IB2m<IB3m<IB4m<IB5m… ···(4)

[0036] The control device 100 obtains the corrected injection amount IA based on the accumulated air amount Vmf (accumulated air amount) at the end of motoring, which is the accumulated air amount V at the end of motoring operation M, and the water temperature T. In this embodiment, the control device 100 obtains the corrected injection amount IA corresponding to the accumulated air amount Vmf at the end of motoring and the water temperature T from a second table shown in FIG. 5 stored in the memory device 102. The second table shows the relationship between the accumulated air amount V, the water temperature T, and the corrected injection amount IA. The following equations (5) to (8) are established. n and m are natural numbers. V1 <V2<V3<V4<V5… ···(5) T1 <T2<T3<T4<T5… ···(6) IAn1 <IAn2<IAn3<IAn4<IAn5… ···(7) IA1m <IA2m<IA3m<IA4m<IA5m… ···(8)

[0037] 3, the internal combustion engine 26 performs a long-term motoring operation M1, a short-term firing operation F1, a short-term motoring operation M2, and a short-term firing operation F2 in this order. At time t1, the control device 100 starts the motoring operation M1. While the motoring operation M1 is being performed, the cumulative air volume V increases.

[0038] At time t2, the control device 100 ends the motoring operation M1 and starts the firing operation F1. At this time, the control device 100 uses the first table of FIG. 4 to obtain the base injection amount IB corresponding to the rotation speed R of the internal combustion engine 26 and the load L of the internal combustion engine 26. Furthermore, the control device 100 uses the second table of FIG. 5 to obtain the corrected injection amount IA corresponding to the integrated air amount Vmf at the end of motoring and the water temperature T. Since equation (7) holds, the corrected injection amount IA increases as the integrated air amount Vmf at the end of motoring (integrated air amount) increases. Here, the injection amount I is the sum of the base injection amount IB and the corrected injection amount IA. Therefore, when starting the firing operation F1 after ending the motoring operation M1, the control device 100 controls the injector 31 so that the injection amount I increases as the integrated air amount Vmf at the end of motoring (integrated air amount) increases. In other words, when starting firing operation F1 after ending motoring operation M1, the control device 100 controls the injector 31 so that the injection amount I decreases when the cumulative air amount Vmf (cumulative air amount) at the end of motoring decreases.

[0039] Furthermore, at time t2, the control device 100 acquires the decrease rate X of the corrected injection amount IA based on the water temperature T and the cumulative air volume V. The decrease rate X is the amount of decrease in the corrected injection amount IA per unit time. Therefore, the decrease rate X is a negative value. Here, when firing operation F1 is being performed, fuel adheres to the valves, intake path R1, etc. of the internal combustion engine 26. This alleviates the fuel shortage. Therefore, the control device 100 decreases the corrected injection amount IA as time passes during firing operation F. As the water temperature T increases, the absolute value of the decrease rate X decreases. As the cumulative air volume V increases, the absolute value of the decrease rate X increases.

[0040] While the firing operation F1 is being performed, the cumulative air amount V does not change, and the corrected injection amount IA decreases.

[0041] At time t3, the control device 100 ends the firing operation F1 and starts the motoring operation M2. At this time, the control device 100 acquires the firing end-time integrated air volume Vff, which is the integrated air volume V at the end of the firing operation F1, based on the firing end-time integrated air volume IAff, which is the integrated air volume V at the end of the firing operation F1, and the water temperature T. Specifically, the firing start-time integrated air volume IAfs is defined as the firing start-time integrated air volume IA. The firing start-time integrated air volume IAfs is the integrated air volume IA acquired by the control device 100 at time t2. The control device 100 calculates the firing end-time integrated air volume IAff by subtracting the product of the absolute value of the decrease rate X and the time during which the firing operation F1 is being performed from the firing start-time integrated air volume IAfs. Furthermore, the control device 100 obtains the integrated air volume Vff at the end of firing corresponding to the corrected injection amount IAff at the end of firing and the water temperature T using the second table in Fig. 5. The corrected injection amount IAff at the end of firing is less than the corrected injection amount IAfs at the start of firing. Since equations (5) and (8) are established, the integrated air volume Vff at the end of firing is less than the integrated air volume Vmf at the end of motoring.

[0042] While the motoring operation M2 is being performed, the cumulative air volume V increases.

[0043] At time t4, the control device 100 ends the motoring operation M2 and starts the firing operation F2. The operation performed by the control device 100 at time t4 is the same as the operation performed by the control device 100 at time t2, and therefore a description thereof will be omitted.

[0044] Next, a description will be given of a flowchart executed by the control device 100. Fig. 6 is a diagram showing a flowchart executed by the control device 100. The control device 100 executes the flowchart of Fig. 6 by reading out a program stored in the storage device 102.

[0045] First, the control device 100 performs the motoring operation M (step S1). In the motoring operation M, the control device 100 does not cause the injector 31 to inject fuel, and does not cause the ignition plug 30 to generate a spark.

[0046] Next, the control device 100 acquires the cumulative air volume V (step S2). More specifically, the control device 100 calculates the intake air volume at the timing of step S2 based on the intake air temperature / intake pressure signal d acquired from the temperature / pressure sensor 40. Then, the control device 100 acquires a new cumulative air volume V by adding the calculated intake air volume to the cumulative air volume V immediately before step S2.

[0047] Next, the control device 100 determines whether or not to end the motoring operation M (step S3). If the motoring operation M is to be ended, the process proceeds to step S4. If the motoring operation M is not to be ended, the process returns to step S1.

[0048] When the motoring operation M is to be ended, the control device 100 uses the first table shown in FIG. 4 to obtain the base injection amount IB corresponding to the rotation speed R of the internal combustion engine 26 and the load L of the internal combustion engine 26 (step S4).

[0049] Next, the control device 100 uses the second table shown in FIG. 5 to obtain the corrected injection amount IA corresponding to the integrated air amount Vmf at the end of motoring, which is the integrated air amount V at the end of motoring, and the water temperature T (step S5).

[0050] Next, the control device 100 obtains the reduction rate X of the corrected injection amount IA based on the water temperature T and the cumulative air amount V (step S6).

[0051] Next, the control device 100 performs firing operation F using the base injection amount IB and the corrected injection amount IA acquired in steps S4 and S5 (step S7). In firing operation F, the control device 100 causes the injector 31 to inject fuel and causes the ignition plug 30 to generate a spark.

[0052] Next, the control device 100 reduces the corrected injection amount IA using the reduction rate X acquired in step S6 (step S8). The control device 100 subtracts the product of the time required for steps S7 to S9 and the absolute value of the reduction rate X from the corrected injection amount IA.

[0053] Next, the control device 100 determines whether or not to end the firing operation F (step S9). If the firing operation F is to be ended, the process proceeds to step S10. If the firing operation F is not to be ended, the process returns to step S7.

[0054] When the firing operation F is to be ended, the control device 100 acquires the cumulative air volume V (step S10). More specifically, the control device 100 acquires the cumulative air volume V at the end of firing, that is, the cumulative air volume V at the end of firing, Vff, based on the corrected injection amount IA at the end of firing, that is, the corrected injection amount IA at the time of ending the firing operation F, and the water temperature T. After this, the process ends.

[0055] [effect] The control device 100 according to this embodiment controls the injector 31 so that the injection amount I increases as the integrated air amount Vmf at the end of motoring increases when starting firing operation F after finishing motoring operation M. This allows the control device 100 to determine the amount of fuel to be injected after performing motoring operation M.

[0056] According to the control device 100, when a long motoring operation M1, a short firing operation F1, a short motoring operation M2, and a short firing operation F2 are performed in this order, the A / F is unlikely to become lean during firing operation F2. More specifically, during the above operations, because motoring operation M1 is performed for a long time, parts of the internal combustion engine that should be wet with fuel are dry. Furthermore, because the firing operation F1 that follows motoring operation M1 is performed for a short time, parts of the internal combustion engine that should be wet with fuel are still dry during firing operation F2.

[0057] Therefore, in the power output device described in Patent Document 1, when the internal combustion engine is motored, the increase in the amount of fuel injected at startup is determined based on the motoring period. In this power output device, the increase in the amount of fuel injected during firing operation F2 is determined based on the length of time during motoring operation M2.

[0058] However, because the time during which motoring operation M2 is performed is short, the increase in the fuel injection amount at start-up during firing operation F2 is small. As a result, the A / F ratio becomes lean during firing operation F2. As described above, in the power output device described in Patent Document 1, the increase in the injection amount during firing operation F2 is determined taking into account the time during which the immediately preceding motoring operation M2 is performed, but not the time during which motoring operation M1 is performed. As a result, if long motoring operation M1, short firing operation F1, short motoring operation M2, and short firing operation F2 are performed in this order, the A / F ratio is likely to become lean during firing operation F2.

[0059] Therefore, when starting firing operation F2 after ending motoring operation M2, the control device 100 controls the injector 31 so that the injection amount I increases as the cumulative air amount Vmf at the end of motoring increases. The cumulative air amount Vmf at the end of motoring is the cumulative air amount V at the end of motoring operation M2. The cumulative air amount V is the total amount of air that flows into the internal combustion engine 26 during the motoring period when the internal combustion engine 26 is performing motoring operation M. Therefore, the cumulative air amount Vmf at the end of motoring is affected by both the duration of motoring operation M1 and the duration of motoring operation M2. Specifically, as the duration of motoring operation M1 increases, the cumulative air amount Vmf at the end of motoring increases, even if the duration of motoring operation M2 is short. The control device 100 controls the injector 31 so that the injection amount I increases when the cumulative air amount Vmf at the end of motoring is large. This makes it less likely that the A / F ratio will become lean during firing operation F2.

[0060] The control device 100 can determine an appropriate injection amount I. More specifically, in firing operation F1, the injector 31 injects fuel. In this case, fuel adheres to the valves, intake path R1, etc. of the internal combustion engine 26. Therefore, in firing operation F2, the fuel shortage is improved more than in firing operation F1. In other words, the corrected injection amount IA in firing operation F2 may be smaller than the corrected injection amount IA in firing operation F1.

[0061] Therefore, the control device 100 reduces the corrected injection amount IA over time during firing operation F1. The control device 100 then acquires the end-of-firing cumulative air volume Vff based on the corrected injection amount IA at the end of firing operation F1. As a result, the end-of-firing cumulative air volume Vff at the end of firing operation F1 becomes smaller than the end-of-motoring cumulative air volume Vmf at the end of motoring operation M1. At time t4, the control device 100 acquires the corrected injection amount IA based on the decreased end-of-firing cumulative air volume Vff and the increase in the cumulative air volume during motoring operation M2. As a result, the corrected injection amount IA during firing operation F2 becomes smaller than the corrected injection amount IA during firing operation F1. From the above, the control device 100 can determine an appropriate injection amount I.

[0062] Meanwhile, an operator can identify the operation of the control device 100 by the following procedure. More specifically, the operator can use OBD (On-board diagnostics) to obtain information such as the injection amount I of the injector 31, the rotation speed R of the internal combustion engine 26, the load L of the internal combustion engine 26, and the A / F ratio. Then, the operator can calculate the base injection amount IB based on the rotation speed R of the internal combustion engine 26 and the load L of the internal combustion engine 26. The operator may also calculate the base injection amount IB based on the A / F ratio. Then, the operator can calculate the corrected injection amount IA by subtracting the base injection amount IB from the injection amount I.

[0063] Furthermore, the operator can obtain the intake air volume using the OBD. Therefore, the operator can use this intake air volume to calculate the cumulative air volume V. Therefore, the operator can identify the operation of the control device 100 by comparing the change in the cumulative air volume V with the change in the corrected injection volume IA and checking whether the injection volume I increases when the cumulative air volume Vmf at the end of motoring increases.

[0064] (Other embodiments) The control device according to the present invention is not limited to the control device 100, and can be modified within the scope of the gist thereof.

[0065] The fuel may be a hydrocarbon fuel other than gasoline, or an alcohol fuel such as bioethanol fuel.

[0066] The automobile may be a three-wheeled automobile or a two-wheeled automobile. The two-wheeled automobile is a leaning vehicle in which the body leans in the same direction as the direction of travel around the corner. The three-wheeled automobile may be a leaning vehicle or a vehicle that rolls in the opposite direction to the direction of travel around the corner.

[0067] In step S10, the control device 100 acquires the cumulative air volume Vff at the end of firing based on the corrected injection amount IA at the time when firing operation F is terminated, but the cumulative air volume Vff at the end of firing may also be acquired based on the cumulative air volume during firing operation F.

[0068] Although the vehicle 10 is a series hybrid vehicle, it may also be a parallel hybrid vehicle.

[0069] The control device 100 acquires the corrected injection amount IA based on the integrated air amount Vmf at the end of motoring and the water temperature T. However, the control device 100 may acquire the corrected injection amount IA based on an integrated air amount V other than the integrated air amount Vmf at the end of motoring and the water temperature T. The integrated air amount V other than the integrated air amount Vmf at the end of motoring is the integrated air amount at a predetermined time before the end timing of the motoring operation M. [Explanation of symbols]

[0070] 10: Vehicle 26: Internal combustion engine 100: Control device 102: Storage device F, F1, F2: Firing operation I: Injection amount IA: Correction injection amount IAff: Corrected injection amount at the end of firing IAfs: Corrected injection amount at the start of firing IB: Base injection amount L: Load M, M1, M2: Motoring operation R: Rotation speed R1: Intake path R2: Exhaust route T:Water temperature V: Cumulative air volume Vff: Cumulative air volume at the end of firing Vmf: Cumulative air volume at the end of motoring X: Decrease rate

Claims

1. A control device for a port injection type internal combustion engine, the injection amount is the amount of fuel injected by the injector into the intake path of the internal combustion engine per unit time during a firing period when the internal combustion engine is performing a firing operation, The cumulative air amount is the total amount of air that flows into the internal combustion engine during a motoring period in which the internal combustion engine is performing a motoring operation, the control device controls the injector so that the injection amount increases as the cumulative air amount increases when the firing operation is started after the motoring operation is ended. Control device.

2. the injection amount is the sum of a base injection amount and a correction injection amount, the control device obtains the base injection amount based on a rotation speed of the internal combustion engine and a load of the internal combustion engine; the control device obtains the corrected injection amount based on the integrated air amount, When the cumulative air amount increases, the corrected injection amount increases. The control device according to claim 1 .

3. the control device reduces the correction injection amount as time passes during the firing operation. The control device according to claim 2 .

4. the cumulative air volume at the end of motoring is the cumulative air volume at the end of the motoring operation, The cumulative air volume at the end of firing is the cumulative air volume at the end of the firing operation, The control device acquires the cumulative air volume at the end of firing, The cumulative air volume at the end of firing is less than the cumulative air volume at the end of motoring. The control device according to claim 3 .

5. The control device acquires the cumulative air amount at the end of firing based on the corrected injection amount at the time of ending the firing operation. The control device according to claim 4.

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