JPH08193535A - Fuel injection controller of internal combustion engine - Google Patents

Abstract

PURPOSE: To restrain an axle torque from being largely varied as well as to prevent the worsening of drivability by prohibiting any transfer of a fuel injection mole till gear shifting is completed in the case where both requirements for gearshift changing and fuel injection mode transferring are overlapped each other. CONSTITUTION: Each of four intake stroke fuel injection valves 121 to 124 and compression stroke fuel injection valves 131 to 134 is set up in cylinders 101 to 104 of an internal combustion engine 10, and in case of stratified combustion at low load, fuel injection is carried out by these compression stroke fuel injection valves 131 to 134 and in case of homogeneous combustion at high load, by these intake stroke fuel injection valves 121 to 124, respective. In addition, at the time of intermediate load, both these intake stroke and compression stroke fuel injection valves 121 to 124 and 131 to 134 are used. In succession, while the gear ratio of an automatic transmission 15 is shifted according to a car running state by a control part 1 7, any transfer of fuel injection modes by these valves 121 to 124 and 131 to 134 is prohibited.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control device for an internal combustion engine, and more particularly to a fuel injection control device for an internal combustion engine that changes a fuel injection mode.

[0002]

2. Description of the Related Art In a conventional internal combustion engine equipped with a fuel injection valve, a fuel injection valve installed in an intake port immediately upstream of an intake valve supplies a homogeneous air-fuel mixture into a cylinder during an intake stroke of the internal combustion engine. Was there. However, in an internal combustion engine that supplies fuel by intake stroke injection over the entire load of the internal combustion engine, it is necessary to increase the fuel injection amount in order to improve the deterioration of ignitability due to the decrease in the fuel amount at low load. Deterioration of gas properties and fuel consumption is unavoidable.

In order to improve the deterioration of exhaust gas properties and fuel consumption under low load, a second fuel injection valve capable of directly injecting fuel into the cylinder is additionally provided, and the second fuel injection valve is provided near the spark plug in the compression stroke. However, it is effective to perform so-called stratified combustion by supplying the air-fuel mixture with the stoichiometric air-fuel ratio and filling the other portion with air. However, when the compression stroke injection is performed at a high load, the air-fuel mixture in the vicinity of the spark plug becomes excessively rich, and in some cases ignition may not be possible. That is, when the load is high, it is necessary to inject fuel in the intake stroke to achieve homogeneous combustion that fills the inside of the cylinder with the air-fuel mixture having the stoichiometric air-fuel ratio in order to obtain a predetermined torque while maintaining the exhaust gas properties.

Therefore, when the engine is operated below a predetermined load, stratified charge combustion is performed by compression stroke injection, and when the engine is operated above a predetermined load, homogeneous combustion is performed by intake stroke injection to maintain a high internal combustion engine generated torque. An internal combustion engine has been proposed (see JP-A-5-52145).

[0005]

However, in order to switch between the compression stroke injection and the intake stroke injection, it is necessary to change the opening degree of the throttle valve or the exhaust gas recirculation valve in accordance with the fuel injection mode. It is inevitable that the intake air supply is delayed due to the response delay and the output torque of the internal combustion engine fluctuates.

Particularly in a vehicle equipped with an automatic transmission, the shift torque, which is the torque of the output shaft of the transmission, also fluctuates according to the fluctuation of the output torque of the internal combustion engine, and drivability deteriorates. . Further, in recent years, in order to eliminate loss due to slippage of the torque converter, a lockup clutch that directly connects the input shaft and the output shaft of the torque converter is often provided when the vehicle speed exceeds a predetermined value.

In a torque converter equipped with a lockup clutch, when the fuel injection mode is switched in the lockup state in which the input shaft and the output shaft are directly connected, the internal combustion engine torque caused by the switching of the fuel injection mode is The fluctuations are directly transmitted to the wheel drive system such as the propeller shaft. When the frequency of the vibration due to the torque fluctuation matches the natural frequency of the wheel drive system, the wheel drive system resonates and the drivability may be further deteriorated.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a fuel injection control device for an internal combustion engine capable of changing the fuel injection mode without causing deterioration of drivability. .

[0009]

According to a first aspect of the present invention, there is provided a fuel injection control device for an internal combustion engine, comprising: a compression stroke fuel injection means for injecting fuel into a compression stroke of the internal combustion engine for executing stratified charge combustion; Intake stroke fuel injection means for injecting fuel into the intake stroke of the internal combustion engine to execute combustion, and fuel injection from the fuel injection by the compression stroke fuel injection means to the intake stroke fuel injection when the internal combustion engine load shifts above a predetermined switching load Fuel injection switching means for switching the fuel injection mode from the intake stroke fuel injection means to the compression stroke fuel injection means when the internal combustion engine load shifts to below a predetermined switching load. The automatic transmission means for changing the gear ratio according to the running state of the vehicle and the fuel injection switching means while the gear ratio is being changed in the automatic transmission means. The fuel injection switching inhibiting means for inhibiting the switching of fuel injection form, comprising.

According to a second aspect of the present invention, there is provided a fuel injection control device for an internal combustion engine, comprising: compression stroke fuel injection means for injecting fuel into a compression stroke of the internal combustion engine for executing stratified charge combustion; The intake stroke fuel injection means for injecting fuel into the intake stroke of the internal combustion engine, and the reverse operation from the fuel injection by the compression stroke fuel injection means to the fuel injection by the intake stroke fuel injection means when the internal combustion engine load shifts above a predetermined switching load A fuel injection switching means for switching the fuel injection mode from the fuel injection by the intake stroke fuel injection means to the fuel injection mode by the compression stroke fuel injection means when the internal combustion engine load shifts below a predetermined switching load; and a torque converter in an automatic transmission. It is necessary to switch the fuel injection mode in the lockup means for directly connecting the input shaft and the output shaft of the above and the fuel injection switching means. A lockup releasing means for releasing the lockup by the lockup means when disconnected, and a fuel injection switching permitting means for permitting the fuel injection switching means to switch the fuel injection mode after the lockup is released by the lockup releasing means. And.

[0011]

In the fuel injection control device for the internal combustion engine according to the first aspect, when the gear ratio change request and the fuel injection mode switching request overlap, the fuel injection mode is maintained until the shift is completed. Switching is prohibited, and large fluctuations in axle torque are suppressed.

In the fuel injection control device for the internal combustion engine according to the second aspect of the present invention, when the lockup request and the request for switching the fuel injection form overlap, a lockup release command is output and the lockup open state is established. Until this occurs, switching of the fuel injection mode is prohibited, and vibration of the wheel drive system is suppressed.

[0013]

1 is a block diagram of a fuel injection control device for an internal combustion engine according to the present invention, showing a case of a four-cylinder internal combustion engine. That is, the four cylinders 101, 102, 1 of the internal combustion engine 10
03 and 104 include an air cleaner 111 and an intake pipe 11
2 is sucked in through the intake manifold 113 and the intake manifold 113. A throttle valve 114 for controlling the intake air amount is installed in the intake pipe 112.

Four cylinders 101, 10 of the internal combustion engine 10
2, 103 and 104, intake stroke fuel injection valves 121, 122, 123 and 124 installed in the intake pipe,
Fuel is supplied by compression stroke fuel injection valves 131, 132, 133 and 134 for injecting fuel directly into the cylinder. That is, when performing low-load stratified charge combustion, fuel injection is performed by the compression stroke fuel injection valves 131, 132, 133, and 134 when the cylinders 101, 102, 103, and 104 are in the compression stroke, and homogeneous at high load. When performing combustion, intake stroke fuel injection valves 121, 122, 1
23 and 124 for each cylinder 101, 102, 10
Fuel injection is performed when 3 and 104 are in the intake stroke.

Further, in the case of an intermediate load, fuel injection is performed using both the intake stroke fuel injection valves 121, 122, 123 and 124 and the compression stroke fuel injection valves 131, 132, 133 and 134. It is also possible to use only the compression stroke fuel injection valves 131, 132, 133 and 134 and switch the valve opening timing to perform the compression stroke injection and the intake stroke injection.

The output shaft of the internal combustion engine 10 is connected to the propeller shaft 1 via a torque converter 14 and an automatic transmission 15.
6 and drives the wheels (not shown). The fuel injection valve and the like are control units 1 which are microcomputer systems.
7 is controlled by the data bus 17
1, the CPU 172, the memory 173, the input interface 174, and the output interface 17
It consists of 5.

That is, the intake stroke fuel injection valves 121, 122,
123 and 124 and compression stroke fuel injection valves 131 and 13
2, 133 and 134 are each connected to the output interface 175. Further, the lockup control solenoid 141 of the torque converter 14 and the shift valve 151 that selects the gear ratio of the automatic transmission 15 are also connected to the output interface 175.

Further, the throttle valve opening θ detected by the throttle valve opening sensor 115, the internal combustion engine rotational speed Ne detected by the rotational speed sensor 106 incorporated in the distributor 105 attached to the internal combustion engine 10, and the propeller. The vehicle speed SP detected by the vehicle speed sensor 162 installed in the vicinity of the gear 161 installed on the shaft 16 is read into the control unit 17 via the input interface 174.

FIG. 2 is a flow chart of a gear shift determination routine executed by the control unit 17. In step 21, the throttle valve opening θ and the vehicle speed SP are read. In step 22, the optimum shift range R is determined as a function of the throttle valve opening θ and the vehicle speed SP. R = R (θ, SP) FIG. 3 is a graph for determining the optimum shift R, in which the horizontal axis represents the vehicle speed SP and the vertical axis represents the throttle valve opening θ.

In step 23, it is determined whether or not the optimum shift range R determined this time and the optimum shift range RB determined last time match, and when a positive determination is made, this routine is ended. When a negative determination is made in step 23, the routine proceeds to step 24, the shift flag F is set, the optimal shift range RB previously determined in step 25 is replaced with the optimal shift range R determined this time, and this routine is ended.

FIG. 4 is a flow chart of the shift completion determination routine. In step 41, it is determined whether or not the shift flag F is in the reset state, and if a negative determination is made, the process proceeds to step 42. . In step 42, it is determined whether or not gear shifting is in progress. When a negative determination is made, the routine proceeds to step 43, in which it is determined whether or not gear shifting is in progress.

When a negative determination is made in step 43, it is determined that the shift has been completed, the routine proceeds to step 44, where the shift flag F is reset and this routine is ended. When the affirmative determination is made in step 41, that is, when the shift flag F is in the reset state, this routine is directly ended. When the affirmative determination is made in step 42, that is, when the gear shift is in progress, and when the positive determination is made in step 43, that is, before the gear shift, this routine is directly ended in order to maintain the shift flag F in the set state.

FIG. 5 is a flow chart of the switching determination routine. In step 51, the internal combustion engine speed Ne
And the throttle valve opening θ is read. In step 52, the basic fuel injection time TP is obtained as a function of the internal combustion engine speed Ne and the throttle valve opening θ. That is, the basic fuel injection time TP is determined by the following formula.

TP = TP (Ne, θ) In step 53, the fuel injection time TAU is calculated by the following equation. TAU = TP · FAF · α + β Where FAF is the air-fuel ratio correction coefficient for feedback control of the air-fuel ratio, α and β are other correction coefficients,
For example, it is a coefficient for correcting the warm-up fuel amount, the intake air temperature, the transient time, and the battery voltage.

In step 54, the fuel injection time TAU
And the fuel injection mode MODE is determined based on the internal combustion engine speed Ne. MODE = MODE (Ne, TAU) FIG. 6 is a graph for determining the fuel injection mode, where the horizontal axis represents the internal combustion engine speed Ne and the vertical axis represents the fuel injection time TAU.

That is, MODE = 1 when the internal combustion engine speed Ne is low and the fuel injection time TAU is short, and MODE is high when the internal combustion engine speed Ne is high and the fuel injection time TAU is long. = 3, and MODE = 2 in the intermediate region. Fuel injection mode determined this time in step 55
It is determined whether or not MODE and the previously determined fuel injection mode MB match.

When a negative determination is made in step 55, the routine proceeds to step 56, where it is determined whether or not the shift flag F is set. When the affirmative determination is made in step 56, that is, when the shift is in progress, the fuel injection mode switching flag FF is reset in step 57. When a negative determination is made in step 56, that is, when gear shifting is not in progress, the fuel injection mode switching flag FF is set in step 58.

Finally, in step 59, the fuel injection mode MODE determined this time is stored in the fuel injection mode MB previously determined, and this routine is ended. FIG. 7 is a flowchart of the execution fuel injection form determination routine, which is step 70.
In step 1, it is determined whether or not the fuel injection mode MODE is "1". If an affirmative determination is made, the routine proceeds to step 702, where it is determined whether or not the previous fuel injection mode MB is "1". If a negative decision is made in step 702, the routine proceeds to step 703, where it is decided whether or not the fuel injection mode switching flag FF is set.

When a positive determination is made in step 702 or 703, the routine proceeds to step 704, and the execution fuel injection form FI is set to "1". When a negative determination is made in step 703, the execution fuel injection form FI is proceeded to. Set to "2". When a negative determination is made in step 701, the routine proceeds to step 706, where it is determined whether or not the fuel injection mode MODE is "2", and when an affirmative determination is made, the routine proceeds to step 707 and the previous fuel injection mode MB is determined.
It is determined whether it is "2". If a negative determination is made in step 707, the processing proceeds to step 708, and it is determined whether or not the fuel injection mode switching flag FF is set.

If a negative decision is made in step 708, the routine proceeds to step 709, where it is decided whether or not the previous fuel injection form MB is "1", and if a positive decision is made, step 704 is executed.
Proceed to. If a negative decision is made in step 709, the routine proceeds to step 710, where the execution fuel injection form FI is set to "3".

If an affirmative decision is made in step 707 or 708, the operation proceeds to step 705. Step 7
When a negative determination is made in 06, the fuel injection mode MODE is
When it is determined that the fuel injection mode is "3", the process proceeds to step 711, and it is determined whether or not the previous fuel injection mode MB is "3".

When a negative decision is made in step 711, the routine proceeds to step 712, where the fuel injection mode switching flag FF
It is determined whether or not is set. Step 712
When a negative determination is made in step 705,
If an affirmative decision is made in step 711 or step 712, the operation proceeds to step 710.

FIG. 8 is a flow chart of the fuel injection routine. In step 81, it is judged whether or not it is the fuel injection timing, and if it is not the fuel injection timing, this routine is ended directly. If the affirmative determination is made in step 81, that is, if the fuel injection timing is reached, the routine proceeds to step 82, where it is determined whether the executed fuel injection form FI is "1".

If an affirmative decision is made in step 82, the routine proceeds to step 83, where the compression stroke fuel injection valves 131, 132, 13
Fuel injection is performed by 3 and 134 when each cylinder 101, 102, 103 and 104 is in the compression stroke. If a negative decision is made in step 82, step 8
Then, the routine proceeds to step 4 and it is judged if the execution fuel injection form FI is "2".

If an affirmative decision is made in step 84, the routine proceeds to step 85, where the compression stroke fuel injection valves 131, 132, 13
3 and 134, a part of the fuel is injected while the cylinders 101, 102, 103 and 104 are in the compression stroke, and the remaining fuel is the intake stroke fuel injection valves 121, 122,
123 and 124 for each cylinder 101, 102, 10
3 and 104 are injected during the intake stroke.

When a negative determination is made in step 84, it is determined that the execution fuel injection form FI is "3" and the intake stroke fuel injection valves 121, 122, 123 and 124 cause the intake strokes of the respective cylinders 101, 102, 103 and 104. Fuel injection is performed when In the above embodiment, the intake stroke fuel injection valves 121, 122, 123, 12 are used.
4 and the compression stroke fuel injection valves 131, 132, 133, 13
4 types of fuel injection valves are used, but each cylinder 1
It is also possible to perform the intake stroke injection and the compression stroke injection by using the compression stroke fuel injection valves 131, 132, 133, 134 which directly inject fuel into 01, 102, 103, 104.

FIG. 9 is an explanatory view of the effect of the first invention, in which the horizontal axis represents time and the vertical axis represents torque. When an upshift (for example, a shift from 2nd speed to 3rd speed) is started at time t ₁ , the axle torque gradually increases, and when the shift is completed at time t ₄ , the axle torque stabilizes at a lower value than before the start of the shift. To do.

When the compression stroke injection is switched to the intake stroke injection between time t ₁ and time t ₄ , for example, from time t ₂ due to a delay in the operation of the throttle valve or the EGR valve. drop axle torque as shown by a broken line between times t ₃ is large, the drivability is deteriorated. According to the first invention for solving this problem, when the shift occurs, the switching of the fuel injection mode is prohibited, and the axle torque is smoothly increased as shown by the solid line to suppress the deterioration of the drivability.

However, in the torque converter equipped with the lock-up clutch, the lock-up state is kept,
That is, when the fuel injection mode is switched in a state where the input shaft and the output shaft of the torque converter are directly connected to each other, the propeller shaft 16 that drives the wheels is vibrated due to the drop in the axle torque caused by the switching of the fuel injection mode. Occurs and drivability deteriorates.

That is, since the input shaft and the output shaft of the torque converter are directly connected, the drop in the axle torque due to the switching of the fuel injection mode is directly transmitted to the propeller shaft 16 and the natural frequency of the propeller shaft 16 is changed. Vibration may occur. A second aspect of the present invention is to solve the above-mentioned problems. When the fuel injection mode is switched, the lockup is released, that is, the lockup is released in the lockup state, and the lockup state is not established. Prohibiting the shift to lockup prevents the propeller shaft 16 from vibrating.

FIG. 10 is a flow chart of a lockup determination routine executed by the control unit 17. In step 101, the accelerator pedal depression amount L and the vehicle speed are set.
Read SP. In step 102, it is determined whether or not the lockup state C is set as a function of the accelerator pedal depression amount L and the vehicle speed SP.

C = C (L, SP) FIG. 11 is a graph for determining the lockup state, in which the horizontal axis represents vehicle speed SP and the vertical axis represents accelerator pedal depression amount.
Take L. When it is in the lockup release area, the lockup state C is in the reset state, and when it is in the lockup engagement area, the lockup state C is in the set state.

FIG. 12 is a diagram for explaining the operation of the torque converter. The input shaft 141 directly connected to the crankshaft (not shown) of the internal combustion engine and the output shaft 142 connected to the transmission 15 are the pump impeller 143. , The stator 144 and the turbine runner 145 are connected by hydraulic fluid. That is, when the internal combustion engine rotates, the pump impeller 143 directly connected to the input shaft 141 also rotates and the speed is given to the hydraulic oil. The hydraulic oil to which speed is given is the stator 14
4 to collide with the turbine runner 145 to give a rotational force to the turbine runner 145. The rotational force of the turbine runner 145 is output to the output shaft 142 and drives the propeller shaft 16 via the transmission 15.

The torque converter 14 is provided with a lockup clutch 146, and whether to release or engage the lockup is controlled by the hydraulic oil pressure supplied to the pair of pressure chambers 147 and 148. One pressure chamber 1
When the hydraulic oil pressure of 47 is higher than the hydraulic oil pressure of the other pressure chamber 148, the lock-up clutch 146 installed on the output shaft 142 comes into contact with the input shaft 141 and contacts the input shaft 141 and the output shaft 142. Directly connected to and engaged (A)
Becomes

On the contrary, when the hydraulic oil pressure in the other pressure chamber 148 is higher than the hydraulic oil pressure in the one pressure chamber 147,
The lockup clutch 146 separates from the input shaft 141 and enters the disengaged state (B). The hydraulic oil pressure in the pair of pressure chambers 147 and 148 is controlled by the lockup control valve 141. In step 103, the lockup state C determined this time and the lockup state CB determined last time
It is determined whether or not and match, and when a positive determination is made, this routine is ended.

If a negative decision is made in step 103,
In step 104, the lockup permission flag FX is set, the timer T is started in step 105, the lockup state C determined this time in step 106 is stored in the lockup state CB determined last time, and this routine ends. To do. FIG. 13 is a flowchart of the second switching determination routine,
The processing from 01 to step 1305 is the same as the processing from step 51 to step 55 of the switching determination routine shown in FIG.

That is, in step 1301, the internal combustion engine speed Ne and the throttle valve opening θ are read. In step 1302, the basic fuel injection time TP is obtained as a function of the internal combustion engine speed Ne and the throttle valve opening θ. That is, the basic fuel injection time TP is determined by the following formula.

TP = TP (Ne, θ) In step 1303, the fuel injection time TA is calculated by the following equation.
Calculate U. TAU = TP * FAF * α + β In step 1304, the fuel injection mode MODE is determined based on the fuel injection time TAU and the internal combustion engine speed Ne.

MODE = MODE (Ne, TAU) Fuel injection mode MO determined this time in step 1305
It is determined whether DE matches the previously determined fuel injection mode MB, and when a negative determination is made, the routine proceeds to step 1306, where it is determined whether the lockup flag FX is set. When an affirmative decision is made in step 1306, that is, when lockup is requested, the routine proceeds to step 1307, where lockup cancellation processing is executed.

That is, when the lockup state is present, that is, when the input shaft 141 and the output shaft 142 are engaged with the torque converter, the open state is established, and when the lockup state is present, the open state is maintained. . Then step 130
At 8, it is determined whether the timer T has exceeded the predetermined time T ₀ . Here, the predetermined time T ₀ is determined based on the time from the output of the lockup release command or the lockup command to the actual completion of the operation of the lockup clutch.

When a negative determination is made in step 1308, the fuel injection mode switching flag FF is reset assuming that the lockup clutch is currently in operation, and the process proceeds to step 1311. When a negative determination is made in step 1306 or when a positive determination is made in step 1308, the process proceeds to step 1310, the fuel injection mode switching flag FF is set, and the process proceeds to step 1311.

Finally, in step 1311, the fuel injection mode MODE determined this time is stored in the fuel injection mode MB previously determined, and this routine is ended. Subsequently, also in the second invention, the fuel injection form determination routine of FIG. 7 and the fuel injection routine of FIG. 8 are executed. In the invention according to the second aspect, the compression stroke fuel injection valves 131, 13 are also provided.
It is also possible to perform the intake stroke injection and the compression stroke injection using only 2, 133, and 134.

FIG. 14 is an explanatory view of the effect of the second invention, in which the horizontal axis represents time and the vertical axis represents axle torque. That is, when the fuel injection mode is switched while the torque converter is locked up, the torque of the axle is changed due to the switching of the fuel injection mode, and a large vibration is generated on the propeller shaft as shown by the broken line, which causes the driver to vibrate. Ability deteriorates.

According to the second invention for solving this problem, if the torque converter is in the lockup state when the request for switching the fuel injection mode is generated, the lockup is released and the lockup is released. The transition to lockup is prohibited, and the torque converter absorbs the axle torque fluctuation caused by the switching of the fuel injection mode, and the vibration of the propeller shaft is suppressed as shown by the solid line.

[0055]

According to the fuel injection control device for an internal combustion engine of the first aspect, when the gear ratio change request and the fuel injection mode switching request overlap, the fuel injection mode is switched until the shift is completed. By prohibiting the above, it is possible to prevent a large fluctuation in the axle torque, and to suppress deterioration of drivability.

According to the fuel injection control device for the internal combustion engine of the second aspect, when the lockup request and the fuel injection mode switching request are overlapped with each other, the lockup release command is output to bring the lockup release state. By prohibiting the switching of the fuel injection mode until then, it is possible to prevent vibration in the wheel drive system and further suppress the deterioration of drivability.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a fuel injection control device for an internal combustion engine.

FIG. 2 is a flowchart of a shift determination routine.

FIG. 3 is a graph for determining an optimum shift range.

FIG. 4 is a flowchart of a shift completion determination routine.

FIG. 5 is a flowchart of a switching determination routine.

FIG. 6 is a graph for determining a fuel injection mode.

FIG. 7 is a flowchart of an execution fuel injection form determination routine.

FIG. 8 is a flowchart of a fuel injection routine.

FIG. 9 is an explanatory diagram of an effect of the first invention.

FIG. 10 is a flowchart of a lockup determination routine.

FIG. 11 is a graph for determining a lockup state.

FIG. 12 is an operation explanatory diagram of the torque converter.

FIG. 13 is a flowchart of a second switching determination routine.

FIG. 14 is an explanatory diagram of an effect of the second invention.

[Explanation of symbols]

 10 ... Internal combustion engine 101, 102, 103, 104 ... Cylinder 111 ... Air cleaner 112 ... Intake pipe 113 ... Intake manifold 114 ... Throttle valve 115 ... Opening degree sensor 121, 122, 123, 124 ... Compression stroke fuel injection valve 131, 132, 133, 134 ... Intake stroke fuel injection valve 14 ... Torque converter 15 ... Transmission 16 ... Propeller shaft 17 ... Control unit

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location F02D 41/34 C 9523-3G F02M 63/00 P F16H 61/14 A

Claims (2)

[Claims] 1. A compression stroke fuel injection means for injecting fuel into a compression stroke of an internal combustion engine to perform stratified combustion, and an intake stroke fuel injection for injecting fuel to an intake stroke of an internal combustion engine to perform homogeneous combustion. And when the internal combustion engine load shifts above a predetermined switching load, from the fuel injection by the compression stroke fuel injection means to the fuel injection by the intake stroke fuel injection means, and vice versa. Fuel injection switching means for switching from the fuel injection by the intake stroke fuel injection means to the fuel injection mode by the compression stroke fuel injection means at the time of transition, and an automatic transmission means for changing the gear ratio according to the running state of the vehicle. In the fuel injection control device for an internal combustion engine, the fuel injection switching is performed while the gear ratio is changed in the automatic transmission means. The fuel injection switching inhibiting means for inhibiting the switching of the fuel injection mode by stage, further fuel injection control apparatus for an internal combustion engine provided. 2. A compression stroke fuel injection means for injecting fuel into a compression stroke of an internal combustion engine for executing stratified combustion, and an intake stroke fuel injection for injecting fuel into an intake stroke of an internal combustion engine to perform homogeneous combustion. And when the internal combustion engine load shifts above a predetermined switching load, from the fuel injection by the compression stroke fuel injection means to the fuel injection by the intake stroke fuel injection means, and vice versa. When the transition is made, the fuel injection switching means for switching the fuel injection mode of the intake stroke fuel injection means to the fuel injection mode of the compression stroke fuel injection means, and the input shaft and the output shaft of the torque converter in the automatic transmission are directly connected. A fuel injection control device for an internal combustion engine, comprising: Lock-up releasing means for releasing lock-up by the lock-up means when it is determined that replacement is necessary, and fuel injection mode by the fuel injection switching means after lock-up is released by the lock-up releasing means Fuel injection switching permission means for permitting switching of
A fuel injection control device for an internal combustion engine, further comprising: