JPH1130177A - Control device for direct-injection spark-ignition type internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent lean or rich misfire and suppress combustion dispersion by setting ignition timing according to engine speed and load at the time of stratified combustion, and inhibiting correction to suppress the change range of ignition timing. SOLUTION: In case of controlling ignition timing of a spark plug 6 through specified arithmetic processing performed by a control unit 20 inputting output signals of various sensors, uniform combustion or stratified combustion is judged. In case of stratified combustion, whether an idle switch is on or not is judged. In case of a non-idle state, basic ignition timing for stratified combustion is retrieved from engine speed and the basic fuel injection quantity, referring to a basic ignition timing map for stratified combustion. At the time of a non- idle state, the knock correction value of ignition timing is computed, and the chattering correction quantity of ignition timing is computed. Various computed correction quantities are summed up to obtain the correction quantity of ignition timing, but at this time, uniform combustion or stratified combustion is judged, and in case of stratified combustion, the ignition timing correction quantity is made zero.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a direct injection spark ignition type internal combustion engine, and more particularly to ignition timing control.

[0002]

2. Description of the Related Art In recent years, a direct-injection spark ignition type internal combustion engine has attracted attention. In this engine, switching control of a combustion system is performed according to operating conditions of the engine, that is, by injecting fuel in an intake stroke. And homogeneous combustion in which fuel is diffused into the combustion chamber to form a homogeneous mixture, and stratified combustion in which fuel is injected in the compression stroke to form a layered mixture intensively around the spark plug. (See Japanese Patent Application Laid-Open No. S59-37236).

[0003]

By the way, conventionally,
In an internal combustion engine, for example, under a fully closed throttle condition such as idling, by using an ignition timing delayed from an MBT different from a so-called ignition timing map during normal operation, it is possible to increase the torque by advancing the ignition timing, As the idling stabilization control, the ignition timing is corrected so that the target idling speed can be stably controlled regardless of the load change.

[0004] Further, prevention of torque shock after fuel cut (at the time of recovery), prevention of torque shock during A / T shift,
Ignition timing correction for torque operation such as jerky vibration during acceleration, ignition timing correction for exhaust temperature operation such as early activation of catalyst, ignition timing correction for knocking prevention, ignition timing correction at start, combustion pressure The control also performs ignition timing correction to keep the combustion pressure peak crank angle constant in order to optimize fuel efficiency.

[0005] However, in the direct injection spark ignition type internal combustion engine,
At the time of stratified combustion, in order to ignite by giving a combustible mixture around the spark plug electrode, if the injection timing is fixed, the combustion range for the ignition timing change is narrow, and if the ignition timing deviates greatly,
It was found that lean or rich misfires could occur, and that combustion also had large variations. As a result, when the correction is effective, the operability is deteriorated, such as a decrease in idle stability, a surge or a torque shock, and the exhaust performance is deteriorated.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to optimize ignition timing control in a direct injection spark ignition type internal combustion engine.

[0007]

According to the present invention, a fuel injection valve for directly injecting fuel into a combustion chamber is provided, and fuel is injected during an intake stroke according to engine operating conditions. As shown in FIG. 1, in a control device for a direct injection spark ignition type internal combustion engine including a combustion mode switching means for switching between homogeneous combustion to be performed and stratified combustion to be performed by injecting fuel in a compression stroke, as shown in FIG. In addition to separately providing ignition timing setting means for homogeneous combustion for setting ignition timing according to the number and load, and ignition timing setting means for stratified combustion for setting ignition timing according to engine speed and load for stratified combustion, An ignition timing correction means for correcting an ignition timing according to engine operating conditions other than the engine speed and the load, and further operating the ignition timing correction means only during homogeneous combustion, and prohibiting correction during stratified combustion. Characterized in that a stratified charge combustion during the correction inhibiting means.

[0008] The invention according to claim 2 is characterized in that the stratified combustion correction inhibiting means forcibly sets the ignition timing correction amount to 0 during stratified combustion. According to the third aspect of the present invention, a fuel injection valve for directly injecting fuel into the combustion chamber is provided, and fuel is injected in a homogeneous combustion and compression stroke in which fuel is injected in an intake stroke according to engine operating conditions. As shown in FIG. 2, in a control device for a direct-injection spark ignition type internal combustion engine provided with a combustion mode switching means for switching between stratified combustion and a stratified combustion mode, the ignition timing is set according to the engine speed and load for homogeneous combustion. Combustion ignition timing setting means and stratified combustion ignition timing setting means for setting the ignition timing according to the engine speed and load for stratified combustion are separately provided, and the engine operating conditions other than the engine speed and load are provided. Ignition timing correction means for correcting the ignition timing in accordance with the ignition timing correction means for correcting the fuel injection timing in the compression stroke during stratified charge combustion in accordance with the ignition timing correction amount by the ignition timing correction means. Characterized in that a combustion time injection timing correction means.

According to a fourth aspect of the present invention, there is provided a homogeneous combustion injection timing setting means for setting a fuel injection timing in an intake stroke according to an engine speed and a load for homogeneous combustion, and an engine speed and a speed for stratified combustion. A stratified combustion injection timing setting means for setting a fuel injection timing in a compression stroke according to a load (see FIG. 2); and the stratified combustion injection timing correction means includes a stratified combustion injection timing setting means. This is characterized in that the injection timing set by (1) is corrected.

In the invention according to claim 5, the stratified combustion injection timing correction means corrects the injection timing to the advanced side and corrects the ignition timing to the retard side when correcting the ignition timing to the advanced side. When the correction is performed, the injection timing is corrected to the retard side. The invention according to claim 6 is characterized in that the stratified combustion injection timing correction means calculates the injection timing correction amount by multiplying the ignition timing correction amount by a predetermined constant.

The invention according to claim 7 is characterized in that the ignition timing correction means corrects the ignition timing at least for torque operation.

[0012]

According to the first aspect of the present invention, during stratified charge combustion, the ignition timing is set in accordance with the engine speed and the load, and the correction is prohibited, thereby suppressing the change range of the ignition timing. Thus, lean or rich misfire can be prevented, and combustion variation can be suppressed, and drivability deterioration such as idle stability, surge, torque shock, and exhaust performance can be prevented.

According to the second aspect of the invention, the correction can be reliably prohibited by forcibly setting the ignition timing correction amount to 0 during stratified combustion. According to the third aspect of the invention, during stratified charge combustion, various corrections are made to the ignition timing set according to the engine speed and the load, but the fuel injection timing is corrected in accordance with the ignition timing correction amount. Thus, even if the ignition timing is shifted, an air-fuel mixture can be formed around the ignition plug at the ignition timing, and various effects by ignition timing correction can be obtained without deteriorating combustion.

According to the fourth aspect of the invention, the injection timing to be corrected is set in accordance with the engine speed and the load during stratified charge combustion, so that the ignition timing is independent of changes in the engine speed and the load. A mixture can be formed around the ignition plug. According to the invention according to claim 5, when the ignition timing is corrected to the advance side, the injection timing is corrected to the advance side, and when the ignition timing is corrected to the retard side, the injection timing is corrected to the retard side. , The injection timing is adjusted to the ignition timing.

According to the invention of claim 6, by calculating the injection timing correction amount by multiplying the ignition timing correction amount by a predetermined constant, the injection timing correction amount can be obtained appropriately and easily. According to the invention according to claim 7, it is possible to prevent adverse effects at least when performing ignition timing correction for torque operation.

[0016]

Embodiments of the present invention will be described below. FIG. 3 is a system diagram of a direct injection spark ignition type internal combustion engine showing an embodiment. First, this will be described.
Air is sucked into the combustion chamber of each cylinder of the internal combustion engine 1 mounted on the vehicle from the air cleaner 2 through the intake passage 3 under the control of the electronically controlled throttle valve 4.

The opening of the electronically controlled throttle valve 4 is controlled by a step motor or the like which operates according to a signal from the control unit 20. An electromagnetic fuel injection valve (injector) 5 is provided so as to directly inject fuel (gasoline) into the combustion chamber. The fuel injection valve 5 is energized by a solenoid in response to an injection pulse signal output in an intake stroke or a compression stroke from the control unit 20 in synchronization with engine rotation, opens the valve, and injects fuel adjusted to a predetermined pressure. It has become. The injected fuel diffuses into the combustion chamber in the case of the intake stroke injection to form a homogeneous mixture, and in the case of the compression stroke injection, forms a stratified mixture around the ignition plug 6. Based on an ignition signal from the control unit 20, the ignition plug 6 ignites the fuel and performs combustion (homogeneous combustion or stratified combustion). The combustion method is a combination of air-fuel ratio control and homogeneous stoichiometric combustion.
It is divided into homogeneous lean combustion and stratified lean combustion.

Exhaust gas from the engine 1 is discharged from an exhaust passage 7, and an exhaust purification catalyst 8 is interposed in the exhaust passage 7. The control unit 20 includes a CPU, a ROM, an R
A microcomputer including an AM, an A / D converter, an input / output interface, and the like is provided, and signals are input from various sensors.

The various sensors include a crank angle sensor 2 for detecting rotation of a crankshaft or a camshaft of the engine 1.
1 and 22 are provided. These crank angle sensors 21 and 22 have a crank angle of 720 when the number of cylinders is n.
The reference pulse signal RE at a predetermined crank angle position (a predetermined crank angle position before the compression top dead center of each cylinder) at every ° / n.
F and outputs the unit pulse signal PO every 1-2 °.
S is output, and the engine speed Ne can be calculated from the period of the reference pulse signal REF and the like.

In addition, an air flow meter 23 for detecting an intake air flow rate Qa upstream of the throttle valve 4 in the intake passage 3,
Accelerator sensor 24 for detecting accelerator opening (accelerator pedal depression amount) ACC, opening TV of throttle valve 4
A throttle sensor 25 for detecting O (including an idle switch that is turned on when the throttle valve 4 is fully closed), a water temperature sensor 26 for detecting the cooling water temperature Tw of the engine 1, and a rich / lean exhaust air-fuel ratio in the exhaust passage 7. An O ₂ sensor 27 that outputs a signal corresponding to the engine 1 and a knock sensor 28 that detects knock vibration of the engine 1 are provided.

Here, the control unit 20
Performs predetermined arithmetic processing by a built-in microcomputer while inputting signals from the various sensors, and performs a throttle opening degree by the electronically controlled throttle valve 4, a fuel injection amount and an injection timing by the fuel injection valve 5, The ignition timing of the ignition plug 6 is controlled. Regarding the throttle control (control of the electronically controlled throttle valve 4), the motor of the electronically controlled throttle valve 4 is opened by driving the motor of the electronically controlled throttle valve 4 according to the engine target torque tTRQ set from the accelerator opening ACC and the engine speed Ne. Control the degree.

The fuel injection control (control of the fuel injection valve 5) and the ignition control (control of the ignition plug 6) will be described with reference to a flowchart. 4 to 8 are flowcharts of the first embodiment. FIG. 4 shows a main routine, which is executed every predetermined time, specifically, as a 10 ms job.

In step S1, the combustion mode is determined according to the engine operating conditions. This part corresponds to the combustion mode switching means.
More specifically, a plurality of maps each defining a combustion method (and a target equivalent ratio TFBYA) using the engine speed Ne and the basic fuel injection amount Tp representing the load as parameters are provided for each condition such as the water temperature Tw and the time after starting. From the map selected from these conditions, according to the parameters of the actual engine operating condition, the combustion method (and the target equivalent ratio TF) is set to either homogeneous stoichiometric combustion, homogeneous lean combustion or stratified lean combustion.
BYA) is set.

The target equivalent ratio TFBYA mentioned here is a value corresponding to 14.6 / target air-fuel ratio. Also,
The target air-fuel ratio in the case of homogeneous lean combustion is 20 to 30, and the target air-fuel ratio in the case of stratified lean combustion is about 40. S2
Then, the fuel injection amount Ti is calculated according to the subroutine of FIG. In S3, the ignition timing correction amount ADVHOS is calculated in accordance with the subroutine of FIG.

In S4, according to the subroutine of FIG.
The ignition timing ADV is calculated. In S5, the injection timing IT is calculated according to the subroutine of FIG. Next, each subroutine will be described. FIG. 5 is a fuel injection amount Ti calculation subroutine. In S21, the air flow meter 2
3 to read the intake air flow rate Qa.

In step S22, a raw basic fuel injection amount (pulse width) RTp corresponding to the intake air amount per combustion is calculated from the intake air flow rate Qa and the engine speed Ne by the following equation. RTp = K × Qa / Ne where K is a constant. In S23, the raw basic fuel injection amount RTp is subjected to a manifold filling delay by the following formula (weighted average formula) to calculate a basic fuel injection amount (pulse width) Tp corresponding to the cylinder intake air amount. .

Tp = RTp × Fload + Tp ₋₁ × (1−Fload) where Fload is a weighted average ratio constant, and Tp ₋₁ is the previous value of Tp. In S24, various corrections are made to the basic fuel injection amount Tp corresponding to the cylinder intake air amount by the following equation,
The final fuel injection amount (pulse width) Ti is calculated. Ti = Tp × KTR × TFBYA × α × αm + Ts where KTR is a transient correction coefficient, TFBYA is a target equivalence ratio (= 14.6 / target air-fuel ratio) corresponding to a combustion method or the like, α is an air-fuel ratio feedback correction coefficient, αm Is the learning correction coefficient,
Ts is an invalid injection amount (invalid pulse width).

FIG. 6 shows a subroutine for calculating the correction amount (ADVHOS). In S31, it is determined whether or not the idle switch is ON (idle state). When the vehicle is in the non-idle state, the knock correction amount of the ignition timing is calculated in S32, and the process proceeds to S33.
Calculates the jiggle correction amount of the ignition timing. When the engine is in the idling state, the idling stabilization correction amount of the ignition timing is calculated in S34, and the correction amount after fuel cut (recovery) of the ignition timing is calculated in S35.

As shown in FIG. 12, the knock correction amount is calculated by setting a knock control integral amount in accordance with the presence or absence of knock determined based on the output of knock sensor 28, and integrating this integral amount. It is set so that the retard is corrected when there is knock. As shown in FIG. 13, the jerky correction amount is a change speed ΔNe of the engine speed.
Is set so that the retard correction is performed when ΔNe is large.

Further, as shown in FIG. 14, the idling stabilization correction amount is determined by the difference (Ne-Nset) between the actual engine speed Ne and the target idle speed Nset. Is set so that the retard correction is performed when is large. Further, as shown in FIG. 15, the post-fuel-cut correction amount is set so that the retard is greatly retarded immediately after the recovery, and the retard amount is reduced with time.

In S36, S32-S33 or S34-
The various correction amounts calculated in S35 are summed up, thereby obtaining a correction amount ADVHOS for the ignition timing. It should be noted that the various correction amounts described here are merely examples, and other correction amounts may be included. In S37, homogeneous combustion (homogeneous stoichiometric combustion or homogeneous lean combustion) or stratified combustion (stratified lean combustion)
Is determined.

According to this determination, in the case of stratified combustion, S3
In step 8, the ignition timing correction amount AD is set to prohibit the ignition timing correction.
VHOS = 0. This part corresponds to stratified combustion correction prohibition means. FIG. 7 shows an ignition timing ADV calculation subroutine. In S41, it is determined whether homogeneous combustion (homogeneous stoichiometric combustion or homogeneous lean combustion) or stratified combustion (stratified lean combustion) is performed.

In the case of homogeneous combustion, in S42, the basic ignition timing ADVH for homogeneous combustion is searched from the engine speed Ne and the basic fuel injection amount Tp with reference to the basic ignition timing map for homogeneous combustion shown in FIG. This portion corresponds to homogeneous combustion ignition timing setting means. In the case of stratified combustion, in S43,
It is determined whether or not the idle switch is ON (idle state). If it is not the idle state, in S44, the engine speed N is referred to by referring to the stratified combustion basic ignition timing map shown in FIG.
The stratified combustion basic ignition timing ADVS is retrieved from e and the basic fuel injection amount Tp. This portion corresponds to stratified combustion ignition timing setting means.

In the idle state, the basic ignition timing GOV for idling is searched from the engine speed Ne by referring to the table shown in FIG. Then, in S46, the basic ignition timing of the search result (ADVH, ADVS or GOV)
The ignition timing correction amount ADVHOS is added to calculate the final ignition timing ADV = search result + ADVHOS. This part corresponds to ignition timing correction means.

Here, in the case of stratified combustion, ADVHOS
Since = 0, the ignition timing ADV = search result. When the ignition timing ADV is calculated, an ignition signal is output at the ignition timing ADV, and the ignition operation by the ignition plug 6 is performed. FIG. 8 shows an injection timing IT calculation subroutine.

In S51, it is determined whether the combustion is homogeneous (homogeneous stoichiometric combustion or homogeneous lean combustion) or stratified combustion (stratified lean combustion). In the case of homogeneous combustion, in S52, referring to the homogeneous combustion injection timing map shown in FIG.
Then, the injection timing ITH in the intake stroke for homogeneous combustion is searched from the basic fuel injection amount Tp. This portion corresponds to the homogeneous combustion injection timing setting means.

In the case of stratified combustion, in S53, the engine speed Ne is referred to with reference to the stratified combustion injection timing map shown in FIG.
Then, the injection timing ITS in the compression stroke for stratified combustion is searched from the basic fuel injection amount Tp. This portion corresponds to stratified combustion injection timing setting means. Then, in S54, the search result (ITH or ITS) is used as it is as the final injection timing IT.

When the injection timing IT is calculated, an injection pulse signal having a pulse width of Ti is output to the fuel injection valve 5 at the injection timing IT, and fuel injection is performed. As described above, in the first embodiment, in the case of the stratified combustion, the ignition timing is set according to the engine speed and the load (basic fuel injection amount) using a map different from that in the case of the homogeneous combustion, and the correction is performed. , The change range of the ignition timing is suppressed. As a result, lean or rich misfires can be prevented, combustion variations can be suppressed, and operability deterioration such as idle stability, surge, torque shock, and exhaust performance can be prevented. However, in this case, correction based on the air-fuel ratio or the intake air amount may be performed as an alternative to the ignition timing correction for the torque operation or the like.

FIGS. 9 to 11 are flowcharts of the second embodiment. FIG. 9 shows a main routine, which is executed every predetermined time, specifically, as a 10 ms job. S1
Then, the combustion method is determined according to the engine operating conditions. This part corresponds to the combustion mode switching means.

In S2, according to the subroutine of FIG.
The fuel injection amount Ti is calculated. In S3 ', the ignition timing correction amount ADVHOS and the injection timing correction amount ITHOS are calculated according to the subroutine of FIG. In S4, the ignition timing ADV is calculated according to the subroutine of FIG. S
At 5 ', the injection timing I
Calculate T.

Here, only the portions of S3 'and S5' are the first
Is different from the embodiment (FIG. 4). Next, the subroutine of FIGS. 10 and 11 will be described. FIG. 10 shows the correction amount (AD
(VHOS, ITHOS) operation subroutine. S3
Steps S1 to S37 are the same as those in the first embodiment (FIG. 6).
Only 8 'and S39' are different.

In the case of stratified combustion as determined in S37, the injection timing correction amount ITHO is calculated in S38 'by the following equation.
Calculate S. ITHOS = ADVHOS × GIT # where GI
T # is a constant. That is, in correspondence with the ignition timing correction amount ADVHOS,
When the ignition timing is corrected to the advanced side, the injection timing is corrected to the advanced side, and when the ignition timing is corrected to the retarded side, the ignition timing correction amount is corrected so that the injection timing is corrected to the retarded side. ADVH
The injection timing correction amount ITHOS is calculated by multiplying the OS by a predetermined constant (coefficient) GIT #.

On the other hand, in the case of homogeneous combustion, the injection timing correction amount ITHOS is set to 0 in S39 '. FIG. 11 shows an injection timing IT calculation subroutine. S51 to S53 are the same as those in the first embodiment (FIG. 8), and only the part of S54 'is different.

In S54 ', a search result (ITH) from the injection timing map for homogeneous combustion or the injection timing map for stratified combustion is obtained.
Or ITS), and the injection timing correction amount ITHOS is added to calculate the final injection timing IT = search result + ITHOS. Here, in the case of homogeneous combustion, since ITHOS = 0, the injection timing IT = search result, so that no correction is made. However, in the case of stratified combustion, a correction corresponding to the ignition timing correction amount is made by ITHOS. .

Therefore, S38 'in FIG. 10 and S5 in FIG.
4 'corresponds to stratified combustion injection timing correction means.
As described above, in the second embodiment, in the case of stratified charge combustion, various corrections are performed on the ignition timing set according to the engine speed and the load (basic fuel injection amount). By correcting the fuel injection timing, even if the ignition timing is shifted, an air-fuel mixture can be formed around the ignition plug at the ignition timing, and the combustion does not deteriorate. That is, it is possible to prevent lean or rich misfire, suppress combustion variation, and prevent deterioration of drivability such as idling stability, surge, torque shock and the like, and deterioration of exhaust performance. On the other hand, even during stratified combustion, various effects can be obtained by performing ignition timing correction for torque operation and the like.

[Brief description of the drawings]

FIG. 1 is a functional block diagram showing a configuration of the present invention.

FIG. 2 is a functional block diagram showing a configuration of the present invention.

FIG. 3 is a system diagram of an internal combustion engine showing one embodiment of the present invention.

FIG. 4 is a flowchart of a main routine according to the first embodiment;

FIG. 5 is a flowchart of a fuel injection amount calculation subroutine according to the first embodiment;

FIG. 6 is a flowchart of a correction amount calculation subroutine according to the first embodiment;

FIG. 7 is a flowchart of an ignition timing calculation subroutine according to the first embodiment;

FIG. 8 is a flowchart of an injection timing calculation subroutine of the first embodiment.

FIG. 9 is a flowchart of a main routine according to a second embodiment.

FIG. 10 is a flowchart of a correction amount calculation subroutine of the second embodiment.

FIG. 11 is a flowchart of an injection timing calculation subroutine of the second embodiment.

FIG. 12 is a characteristic diagram of the knock control integration amount.

FIG. 13 is a characteristic diagram of a jerky correction amount.

FIG. 14 is a characteristic diagram of an idling stabilization correction amount.

FIG. 15 is a characteristic diagram of a correction amount after a fuel cut.

FIG. 16 is a characteristic diagram of an ignition timing map for homogeneous combustion.

FIG. 17 is a characteristic diagram of a stratified combustion ignition timing map.

FIG. 18 is a characteristic diagram of the ignition timing for idle.

FIG. 19 is a characteristic diagram of a homogeneous combustion injection timing map.

FIG. 20 is a characteristic diagram of a stratified combustion injection timing map.

[Explanation of symbols]

 Reference Signs List 1 internal combustion engine 4 electrically controlled throttle valve 5 fuel injection valve 6 spark plug 20 control unit 21, 22 crank angle sensor 23 air flow meter 24 accelerator sensor 28 knock sensor

Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 43/00 301 F02D 43/00 301J

Claims (7)

[Claims] 1. A stratification method comprising: a fuel injection valve for directly injecting fuel into a combustion chamber; a homogeneous combustion in which fuel is injected in an intake stroke according to an engine operating condition; and a stratification injecting fuel in a compression stroke. A control device for a direct injection spark ignition type internal combustion engine including a combustion mode switching means for switching between combustion and combustion, wherein: a homogeneous combustion ignition timing setting means for setting an ignition timing according to an engine speed and a load for homogeneous combustion; And a stratified combustion ignition timing setting means for setting the ignition timing according to the engine speed and the load, and correcting the ignition timing according to the engine operating conditions other than the engine speed and the load. A direct-injection spark ignition type internal combustion engine, further comprising a stratified combustion correction inhibiting means for operating the ignition timing correcting means only during homogeneous combustion and inhibiting the correction during stratified combustion. Seki of the control device. 2. The control of a direct injection spark ignition type internal combustion engine according to claim 1, wherein said stratified combustion correction inhibition means forcibly sets the ignition timing correction amount to 0 during stratified combustion. apparatus. 3. A fuel injection valve for directly injecting fuel into a combustion chamber, and a stratified injection by injecting fuel in an intake stroke and a fuel injection in a compression stroke according to engine operating conditions. A control device for a direct injection spark ignition type internal combustion engine including a combustion mode switching means for switching between combustion and combustion, wherein: a homogeneous combustion ignition timing setting means for setting an ignition timing according to an engine speed and a load for homogeneous combustion; And a stratified combustion ignition timing setting means for setting the ignition timing according to the engine speed and the load, and correcting the ignition timing according to the engine operating conditions other than the engine speed and the load. Means for correcting the fuel injection timing in the compression stroke in accordance with the ignition timing correction amount by the ignition timing correction means during stratified combustion. Control apparatus for a direct eruption flowers ignition type internal combustion engine, characterized in that the. 4. A homogeneous combustion injection timing setting means for setting a fuel injection timing in an intake stroke according to an engine speed and a load for homogeneous combustion, and a compression stroke according to an engine speed and a load for stratified combustion. And a stratified combustion injection timing setting means for setting the fuel injection timing in the above.The stratified combustion injection timing correction means corrects the injection timing set by the stratified combustion injection timing setting means. 4. The control device for a direct-injection spark ignition internal combustion engine according to claim 3, wherein: 5. The stratified-combustion-injection-timing correcting means corrects the injection timing to an advanced side when correcting the ignition timing to the advanced side, and sets the injection timing to correct the ignition timing to the retarded side. 4. The method according to claim 3, wherein the timing is corrected to a retard side.
A control device for a direct injection spark ignition type internal combustion engine according to claim 4. 6. The stratified combustion injection timing correction means calculates the injection timing correction amount by multiplying the ignition timing correction amount by a predetermined constant. The control device for a direct injection spark ignition type internal combustion engine according to any one of the above. 7. The direct-injection spark ignition according to claim 1, wherein the ignition timing correction means corrects the ignition timing at least for torque operation. Control device for an internal combustion engine.