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  Control apparatus for internal combustion engineRelated Patent Categories: Power Plants, Internal Combustion Engine With Treatment Or Handling Of Exhaust Gas, By Means Producing A Chemical Reaction Of A Component Of The Exhaust Gas, Automatic Or Timed Reactor Purge Or Heat-up In Engine Starting OperationThe Patent Description & Claims data below is from USPTO Patent Application 20060207241. Brief Patent Description - Full Patent Description - Patent Application Claims
[0001] This nonprovisional application is based on Japanese Patent Application No. 2005-078285 filed with the Japan Patent Office on Mar. 18, 2005, the entire contents of which are hereby incorporated by reference. BACKGROUND OF THE INVENTION [0002] 1. Field of the Invention [0003] The present invention relates to a control apparatus for an internal combustion engine including a first fuel injection mechanism (in-cylinder injector) for injecting fuel into a cylinder and a second fuel injection mechanism (intake manifold injector) for injecting fuel into an intake manifold or intake port. In particular, the invention relates to a control apparatus for an internal combustion engine for use in the case where a catalyst for cleaning exhaust gases is rapidly warmed up. [0004] 2. Description of the Background Art [0005] An internal combustion engine is well-known that includes an intake manifold injector for injecting fuel into an engine intake manifold and an in-cylinder injector for injecting fuel into an engine combustion chamber, for which the ratio of fuel injection between the intake manifold injector and the in-cylinder injector is determined based on an engine speed and an engine load. [0006] Japanese Patent Laying-Open No. 11-324765 discloses a control apparatus for a direct-injection spark-ignition internal combustion engine that activates, at an early stage after engine start, a catalyst for cleaning exhaust gases. This control apparatus for the direct-injection spark-ignition internal combustion engine includes a fuel injection valve for injecting and supplying fuel directly into a combustion chamber of the engine, fuel supply means for creating a homogeneous air-fuel mixture in the entire combustion chamber, and a spark plug for producing a spark to ignite the air-fuel mixture within the combustion chamber. The direct-injection spark-ignition internal combustion engine is controlled in such a manner that the quantity of injected fuel and the fuel injection timing of the fuel injection valve in a compression stroke as well as the ignition timing of the spark plug are controlled such that the air-fuel ratio of an air-fuel mixture layer locally located around the spark plug when the mixture is ignited is stoichiometric under a predetermined engine operating condition, and accordingly stratified charge combustion is performed. The control apparatus further includes temperature-increase condition determination means for making a determination as to the condition under which an exhaust cleaning catalyst provided in an exhaust manifold of the engine should be increased in temperature as well as control means for controlling, under the condition where the exhaust cleaning catalyst should be increased in temperature, the quantity of fuel injected by the fuel supply means so as to allow the air-fuel ratio of the air-fuel mixture generated in the whole combustion chamber to be lean rather than stoichiometric and to be an air-fuel ratio at which flame can be propagated, and controlling the quantity of injected fuel and the fuel injection timing of the fuel injection valve in a compression stroke and the ignition timing of the spark plug so as to allow the air-fuel ratio of the air-fuel mixture locally located around the spark plug when the mixture is ignited to be rich rather than stoichiometric, thereby achieving a second stratified charge combustion. [0007] Regarding this control apparatus for the direct-injection spark-ignition internal combustion engine, the air-fuel ratio of the air-fuel mixture layer around the spark plug is set to be rich rather than stoichiometric, and thus an incomplete combustion product (CO) is generated in a main combustion process (ignition by spark and subsequent combustion through flame propagation) and this CO remains in the combustion chamber after the main combustion. Further, since the air-fuel mixture generated around the rich air-fuel mixture is lean rather than stoichiometric, oxygen remains in this region after the main combustion. Flow of gases in the cylinder after the main combustion causes the remaining CO and the remaining oxygen to be mixed and re-burned, resulting in an increase in exhaust temperature. Since the incomplete combustion product (CO) is generated in the process of main combustion, the incomplete combustion product has already been in a high-temperature state when the main combustion is completed. Therefore, the CO can be burned in a relatively favorable state even under the condition where the combustion-chamber temperature is low. In other words, almost all of the generated CO can be re-burned in the combustion chamber and in the exhaust manifold upstream of the catalyst. Although an increased quantity of CO could flow to the catalyst as compared with homogeneous charge combustion which generates a smaller quantity of CO in the main combustion itself, the catalyst starts CO conversion at a temperature lower than the HC conversion starting temperature and thus exhaust emissions are influenced to a relatively small degree. Further, since the air-fuel ratio of the lean air-fuel mixture layer is set to an air-fuel ratio at which flame can be propagated, un-burned HC is not generated at the boundary between the rich air-fuel mixture layer and the lean air-fuel mixture layer. Furthermore, since the flame is propagated to every corner of the combustion chamber in a favorable state, the low-temperature region (quench area) in the combustion chamber may be a small region which is the same as the one for the homogeneous charge combustion. Moreover, since an excessive quantity of oxygen in a region where the lean air-fuel mixture is burned is left after the main combustion, the temperature of the remaining oxygen when the main combustion is completed is relatively high, so that CO is more quickly re-burned. [0008] Japanese Patent Laying-Open No. 11-324765 discussed above includes a fourth embodiment showing the following structure. Fuel supply means for creating a homogeneous air-fuel mixture in the entire combustion chamber is provided to generate a homogeneous air-fuel mixture that is relatively lean rather than stoichiometric in the whole combustion chamber through fuel injection by means of a fuel injection valve (fuel injection valve for intake port injection) provided in the intake manifold in an exhaust stroke or in a period from an exhaust stroke to an intake stroke. A fuel injection valve for injecting fuel into the cylinder is used to inject and supply fuel into the combustion chamber in a compression stroke and create an air-fuel mixture in a layered form that is relatively rich (high fuel concentration) rather than stoichiometric around the spark plug, and the mixture is burned. For a stratified stoichiometric charge combustion with the purpose of activating a catalyst, fuel is supplied in the following way. Specifically, of the total quantity of fuel that can be almost completely burned with a quantity of intake air per combustion cycle (weight of fuel necessary for achieving a substantially stoichiometric ratio), from approximately 50% to approximately 90% for example of the weight of fuel is injected and supplied into the intake manifold by means of the fuel injection valve for intake port injection (in an exhaust stroke or from exhaust stroke to intake stroke), thereby generating a homogeneous air-fuel mixture that is relatively lean rather than stoichiometric in the entire combustion chamber in an intake stroke. Further, from approximately 50% to approximately 10% of the remaining weight of fuel is injected and supplied into the combustion chamber by means of the fuel injection valve for injecting fuel into the cylinder in a compression stroke, and an air-fuel mixture that is relatively rich (high fuel concentration) rather than stoichiometric around the spark plug is generated in a layered form, and the mixture is burned. In other words, when the catalyst is heated, regarding the fuel injection ratio between the in-cylinder fuel injection valve and the intake manifold fuel injection valve, at least the fuel injection ratio of the intake manifold fuel injection valve is higher. [0009] However, in order to achieve early warm-up of the exhaust catalyst, the aforementioned fuel injection ratio is not optimum for the internal combustion engine having the fuel injection valve for injecting fuel into the cylinder (in-cylinder injector) and the fuel injection valve for injecting fuel into the intake manifold (intake manifold injector). In other words, as to the ignition timing that is the most important factor for catalyst warm-up, a sufficient retard cannot be achieved at such a fuel injection ratio. [0010] Further, when the engine is in a cold state and in the range where the in-cylinder injector and the intake manifold injector partake in the fuel injection, a difference between the degree to which the temperature increases in the cylinder and the degree to which the temperature of the intake port increases results in a difference of the degree to which the injected fuel sticks to the wall surface and the degree to which the injected fuel sticks to the piston top surface. Therefore, the amount of fuel sticking to the wall surface has to be taken into consideration to determine the fuel injection ratio. Otherwise, the target fuel injection ratio and the fuel injection ratio in the combustion chamber do not agree with each other, so that the above-described combustion manner cannot be obtained and thus the early warm-up of the catalyst cannot be achieved. In such a case, the fuel is increased by the quantity corresponding to the amount of fuel sticking to the wall surface of the intake port that is lower in temperature. However, if the quantity of fuel to be injected from the intake manifold injector is merely increased, the total quantity of fuel increases, resulting in deterioration in fuel economy or deterioration in components of the exhaust. [0011] Furthermore, in the cold state, although a correction for increase is made that corresponds to the amount of fuel sticking to the wall surface of the intake port, the fuel increased by this increase correction has to be decreased when the influence of the temperature disappears. However, depending on the degree to which the fuel is decreased (attenuation ratio), the target fuel injection ratio as described above and the fuel injection ratio in the combustion chamber do not agree with each other. Then, the early catalyst warm-up cannot be achieved. SUMMARY OF THE INVENTION [0012] An object of the present invention is to provide a control apparatus for an internal combustion engine having a first fuel injection mechanism for injecting fuel into a cylinder and a second fuel injection mechanism for injecting fuel into an intake manifold, performing, in a favorable manner, rapid warm-up of an exhaust cleaning catalyst at the start of the internal combustion engine while causing no increase in total fuel quantity by considering fuel sticking to the wall surface in a cold state. [0013] A control apparatus according to the present invention controls an internal combustion engine that includes a first fuel injection mechanism injecting fuel into a cylinder, a second fuel injection mechanism injecting fuel into an intake manifold, and an ignition device. The internal combustion engine has an exhaust system provided with a catalyst that is used for cleaning exhaust and that is activated at a temperature of at least a predetermined temperature. The control apparatus includes: a detection unit detecting a request to warm up the catalyst; a control unit controlling the first and second fuel injection mechanisms, based on conditions required of the internal combustion engine, such that the first and second fuel injection mechanisms partake in fuel injection; an ignition control unit controlling the ignition device; and a temperature detector detecting the temperature of the internal combustion engine. The control unit controls the first and second fuel injection mechanisms, considering the temperature of the internal combustion engine, such that the ratio of fuel injection by the first fuel injection mechanism is at least equal to the ratio of fuel injection by the second fuel injection mechanism under the conditions that the first and second fuel injection mechanisms partake in the fuel injection and the request to warm up is detected. The ignition control unit controls the ignition device to retard ignition timing when the request to warm up is detected. [0014] In accordance with the present invention, the ratio of fuel injection by the first fuel injection mechanism (in-cylinder injector for example) is set to be equal to or higher than the ratio of fuel injection by the second fuel injection mechanism (intake manifold injector for example) (the in-cylinder injector performs 65% of the fuel injection for example), and fuel is injected by means of the in-cylinder injector in a compression stroke. Accordingly, in the combustion chamber, a homogeneous air-fuel mixture (air-fuel mixture at a lean air-fuel ratio as a whole) generated by the intake manifold injector as well as a stratified air-fuel mixture (air-fuel mixture at a rich air-fuel ratio around the spark plug) generated by the in-cylinder injector can be created. At this time, in particular, the fuel injection ratio of the in-cylinder injector is equal to or higher than that of the intake manifold injector, and thus the air-fuel ratio of the air-fuel mixture around the spark plug can be made richer. Further, since the air-fuel mixture around the rich mixture is the homogeneous air-fuel mixture, flame can be propagated in a favorable state. In other words, in the state where fuel is sprayed, even at the boundary between the air-fuel mixture layer with the rich air-fuel ratio around the spark plug and the homogeneous air-fuel mixture, any region where the air-fuel ratio becomes lean due to diffusion of the fuel does not partially occur. Since such a region is not generated, flame is easily propagated and unburned fuel (HC) is unlikely to be generated. In such a state, the ignition timing can be retarded to a large degree and the exhaust temperature can easily be increased. It is considered that the exhaust temperature is increased for the following reason. The air-fuel ratio of the air-fuel mixture around the spark plug is rich rather than stoichiometric, so that an incomplete combustion product (CO) is generated in a main combustion process (ignition by spark generated by the spark plug and subsequent combustion through propagation of flame) and this CO remains in the combustion chamber after the main combustion. In the homogeneous air-fuel mixture with the lean air-fuel ratio located around the air-fuel mixture at the rich air-fuel ratio, oxygen remains after the main combustion. The remaining CO and the remaining oxygen are mixed through gas flow in the cylinder and then burned again, causing the exhaust temperature to increase. Since the exhaust temperature increases, in the period from the engine start to activation of the catalyst, emission of HC into the atmosphere can be suppressed. Meanwhile, the catalyst can rapidly be warmed up to be activated at an early stage. When the engine is started in a cold state in which the temperature of the internal combustion engine is low, such a warm-up operation as described above is performed. At this time, the in-cylinder injector injects fuel directly into the high-temperature cylinder, and thus atomization is in a favorable state. In contrast, since the intake manifold injector injects fuel into the low-temperature intake port, atomization is not in a favorable state. In other words, some fuel sticks to the wall surface of the intake port, resulting in poor atomization. In such a case, usually, to the quantity of fuel to be injected from the intake manifold injector, the amount of fuel sticking to the wall surface is added to inject the fuel into the intake port (increase correction). Therefore, the total fuel quantity (the sum of the quantity of fuel injected from the in-cylinder injector and the quantity of fuel injected from the intake manifold injector to which the amount of fuel sticking to the wall surface is added) increases to cause deterioration in fuel economy and exhaust components. According to the present invention, when the temperature of the internal combustion engine is lower, the ratio of fuel injection by the in-cylinder injector is lowered while the ratio of fuel injection by the intake manifold injector is increased to increase the quantity of fuel injected by the intake manifold injector. In this way, the fuel is injected in consideration of the fuel sticking to the wall surface. Since only the ratio of fuel injection is changed while the total fuel quantity remains the same, deterioration in fuel economy and exhaust components can be avoided. In this way, there can be provided a control apparatus for an internal combustion engine having a first fuel injection mechanism injecting fuel into a cylinder and a second fuel injection mechanism injecting fuel into an intake manifold, performing rapid warm-up of an exhaust cleaning catalyst at engine start in a favorable manner to cause no increase in total fuel quantity in consideration of the fuel sticking to the wall surface in a cold state. [0015] Preferably, the control apparatus further includes a calculation unit calculating, based on the temperature of the internal combustion engine, an amount of wall-sticking fuel that is an amount of fuel injected by the second fuel injection mechanism into the intake manifold and sticking to a wall surface. The control unit controls, considering the amount of wall-sticking fuel, the first and second fuel injection mechanisms. [0016] In accordance with the present invention, the calculation unit calculates the amount of fuel sticking to the wall surface based on the temperature of the internal combustion engine. With this amount of fuel sticking to the wall surface taken into account, the ratio of fuel injection by the in-cylinder injector is lowered while that of the intake manifold injector is increased to increase the quantity of fuel injected from the intake manifold injector by the quantity corresponding to the amount of fuel sticking to the wall surface, without increase in total fuel quantity. [0017] Still preferably, the control unit changes, considering the amount of wall-sticking fuel, the ratio of fuel injection between the first fuel injection mechanism and the second fuel injection mechanism by increasing the ratio of fuel injection by the second fuel injection mechanism. [0018] In accordance with the present invention, the amount of fuel sticking to the wall surface is taken into account and the ratio of fuel injection by the in-cylinder injector is lowered while that of the intake manifold injector is increased. Thus, the quantity of fuel injected from the intake manifold injector can be increased by the quantity corresponding to the amount of fuel sticking to the wall surface, without increasing the total fuel quantity. [0019] Still preferably, the control unit changes the ratio of fuel injection between the first fuel injection mechanism and the second fuel injection mechanism by making an increase correction to the quantity of injected fuel injected by the second fuel injection mechanism according to the amount of wall-sticking fuel and increasing the ratio of fuel injection by the second fuel injection mechanism. [0020] In accordance with the present invention, the ratio of fuel injection by the intake manifold injector is increased for an increase by the amount of fuel sticking to the wall surface (the ratio of fuel injection by the in-cylinder injector is relatively decreased). Thus, without increase in total fuel quantity, the amount of fuel injected from the intake manifold injector can be increased by the quantity corresponding to the amount of fuel sticking to the wall surface. [0021] Still preferably, the control unit controls the first and second fuel injection mechanisms such that the sum of the quantity of injected fuel injected by the first fuel injection mechanism and the quantity of injected fuel injected by the second fuel injection mechanism in the case where the amount of wall-sticking fuel is considered is smaller than that in the case where the amount-of wall-sticking fuel is not considered. [0022] In accordance with the present invention, the amount of fuel sticking to the wall surface is considered to decrease the ratio of fuel injection by the in-cylinder injector and increase the ratio of fuel injection by the intake manifold injector. Thus, by the quantity corresponding to the amount of fuel sticking to the wall surface, the amount of fuel injected from the intake manifold injector can be increased, while the total fuel quantity is not increased. Continue reading... Full patent description for Control apparatus for internal combustion engine Brief Patent Description - Full Patent Description - Patent Application Claims Click on the above for other options relating to this Control apparatus for internal combustion engine patent application. ###  How KEYWORD MONITOR works... a FREE service from FreshPatents1. Sign up (takes 30 seconds). 2. Fill in the keywords to be monitored. 3. Each week you receive an email with patent applications related to your keywords. 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