Abstract: The fuel injection system includes a fuel injector that injects fuel directly into a combustion chamber of a cylinder of an engine. The control module initiates multiple fuel injections in a combustion chamber during a combustion cycle of the cylinder via the fuel injector.

Abstract: When engine rotation speed is increasing in a compression stroke injection mode, a control device determines that a crank angle at injection end timing of an injector deviates toward a delayed crank angle side and performs additional ignition at timing when (or immediately before or after) a crank angle at actual injection end timing of the injector of a present injection cylinder is reached. Thus, even when the crank angle at the injection end timing deviates toward the delayed crank angle side with respect to preset original ignition timing, a combustion state can be stabilized by performing the additional ignition at timing, at which a suitable stratified mixture gas is formed in a cylinder, through the execution of the additional ignition at the timing substantially the same as the actual injection end timing.

Abstract: A method for controlling the air-fuel ratio of an internal combustion engine operating with alternating intake valves is presented. According to the method, engine air-fuel ratio can be adjusted by changing valve timings or fuel during a cylinder cycle.

Abstract: In this method, during the same operating cycle of the cylinder, the following phases are carried out: an opening phase at the exhaust (OE-OF); a first opening phase at the intake (OA1-FA1); a second opening phase at the intake (OA2-FA2); a fuel injection phase (OI-FI) and a combustion phase. The exhaust closing time (FE) is between the first intake opening time (OA1) and the second intake opening time (OA2). The invention also relates to an internal-combustion engine having a cylinder which operates in accordance with such a method, and a motor vehicle provided with such an engine.

Abstract: An electronic control device according to the invention is disclosed for controlling the internal combustion engine in a motor vehicle, for fault recognition with an irregular running determination unit and with an injection quantity correction unit, a defined group of cylinders being associated with a lambda probe, the injection quantity of a cylinder to be investigated of the defined group is adjusted in the direction of lean by a differential adjustment value associated with an irregular running differential value, and the injection value of at least one of the remaining cylinders, which are associated with the same lambda probe, is correspondingly adjusted in the direction of rich, so that in total a predetermined lambda value of this group of at least approximately 1 is reached. Homogeneous operation is thus ensured. The differential adjustment values may, for example, relate to the injection quantity itself, the injector stroke or the injection time.

Abstract: There is provided a method and a control scheme to control an internal combustion engine operating in an auto-ignition mode by selectively activating a control scheme for controlling fuel injector operation based upon engine combustion parameters, e.g., IMEP or NMEP. The method comprises operating the engine in the auto-ignition combustion mode, and monitoring combustion in each of the cylinders. The fuel correction is selectively enabled only when either one of a partial burn and a misfire of a cylinder charge in one of the cylinders has been detected.

Abstract: An engine system and method are disclosed for controlling pre-ignition of an alcohol fuel. In one embodiment, the fuel injection timing is adjusted to cause the fuel to avoid combustion chamber surfaces. In another embodiment, the fuel injection timing is adjusted to spray the fuel directly onto the piston surface to cool the piston. Also disclosed is a cylinder cleaning cycle in which engine knock is purposely caused for one to hundreds of engine cycles by adjusting the fuel content away from alcohol toward gasoline. Further measures to cause knock which are disclosed: adjusting spark timing, intake boost, exhaust gas fraction in the cylinder, cam timing, and transmission gear ratio.

Abstract: The alcohol concentration detection value estimated or detected by the alcohol concentration sensor is corrected in accordance with intensity, frequency and the like of knocking to set the alcohol concentration detection value after the correction as the alcohol concentration for ignition timing control. Thereby, occurrence of the knocking can be prevented by changing ignition timing in accordance with the knocking state. In regard to the fuel injection control, the alcohol concentration detection value before the correction is used as the alcohol concentration for fuel injection control as it is without using the alcohol concentration detection value corrected in accordance with the knocking state. This prevents a fluctuation of the fuel injection quantity due to correcting the alcohol concentration detection value in accordance with the knocking state, leading to prevention of a torque fluctuation or combustion deterioration.

Abstract: A variety of methods and arrangements for improving the fuel efficiency of internal combustion engines are described. Generally, an engine is controlled to operate in a skip fire variable displacement mode. Feedback control is used to dynamically determine the working cycles to be skipped to provide a desired engine output. In some embodiments a substantially optimized amount of air and fuel is delivered to the working chambers during active working cycles so that the fired working chambers can operate at efficiencies close to their optimal efficiency. In some embodiments, the appropriate firing pattern is determined at least in part using predictive adaptive control. By way of example, sigma delta controllers work well for this purpose. In some implementations, the feedback includes feedback indicative of at least one of actual and requested working cycle firings. In some embodiments, the appropriate firings are determined on a firing opportunity by firing opportunity basis.

Abstract: A fuel cut failsafe function monitoring section of a microcomputer sets a fuel cut failsafe function diagnosis period in a period, in which an operation of an engine is stopped (e.g., a period before engine start), and sends a fuel cut failsafe execution command signal to a fuel cut failsafe execution section of an abnormality monitoring device during the fuel cut failsafe function diagnosis period. Thus, the fuel cut failsafe execution section is caused to output a fuel cut failsafe signal to an injector driver to stop an operation of the injector driver. The fuel cut failsafe function monitoring section monitors an output level of a disablement port of the injector driver at the time, thereby performing abnormality diagnosis of a fuel cut failsafe function.

Abstract: A system and method for operating an engine is disclosed. The system and method includes performing multiple ignitions during a single engine cycle. According to one embodiment, a first ignition takes place during a first stroke in the cycle and a second ignition takes place during a second stroke in the cycle. The system and method may further include performing multiple injections during the engine cycle.

Abstract: A combustion control device is configured to control combustion in a combustion chamber of a compression ignition engine. An index detection unit is configured to detect multiple combustion state indices each indicating a combustion state in the combustion chamber. The multiple combustion state indices may include an ignition time point and an MFB50 time point, at which a combustion mass rate becomes 50% of total. A determination unit is configured to select a combustion state index from the multiple combustion state indices based on a determination condition such as an operation state of the engine. A control unit is configured to manipulate a parameter of the combustion state such as a fuel injection time point, at which a fuel injection valve injects fuel, so as to control the combustion state index at a target value.

Abstract: An engine controller for engine control apparatus is configured to retard an ignition timing, from an engine starting mode timing to a catalyst warm-up mode timing at an idle attainment moment at which an engine idling condition is reached, and to regulate an intake air quantity at a prior moment prior to the idle attainment moment. Moreover, the controller increases a fuel injection quantity by an increase quantity during a period from the prior moment until an intake settlement moment at which an intake air condition settles down. The controller sets the increase quantity of the fuel injection quantity in accordance with a parameter representing a condition of the intake air or fuel supplied to the engine.

Abstract: In a method for controlling a composition of a fuel/air mixture supplied to an internal combustion engine, which engine has a speed control circuit maintaining an actual rotary speed of the crankshaft within preset limits and a controllable metering device for at least one component of the fuel/air mixture, a disruptive variable is introduced into the valve control circuit at a predeterminable point in time, the activity of an engine speed control circuit is monitored and evaluated immediately after introducing the disruptive variable, and, depending on the evaluation result, at least one parameter having an effect on the operation of the internal combustion engine is adjusted.

Abstract: An engine control apparatus of the present invention sets a target torque ?e, when the save mode m2 is set as an engine mode, according to the formula: ?e?TRQ2*RATIO1+TRQ3*(1?RATIO1) Basic target torque TRQ2 and TRQ3 are set based on the engine speed Ne and the throttle opening-degree ?acc and with reference to the normal mode map Mp1 and the power mode map Mp3 respectively. The correction factor RATIO1 is an addition rate which is set based on an accelerator opening-degree ?acc and a vehicle speed V and with reference to a correction factor map Mr1. The correction factor map Mr1 stores a correction factor RATIO1 near 0 (although 1?RATIO1>0) when the vehicle speed V is low and the accelerator opening-degree ?acc is high.

Abstract: A combustion state of each cylinder is determined during a compression stroke injection mode (stratified combustion mode) or an intake-compression stroke divided injection mode (weak stratified combustion mode). When a combustion deterioration is detected, a combustion improvement control is performed in order to improve the combustion state. During the combustion improvement control, the fuel injection which is supposed to be performed in one compression stroke is divided into a plurality of injections. Alternatively, a total spark period is prolonged in a retard direction, a fuel injection timing is corrected to be advanced, or a fuel pressure is reduced.

Abstract: A method for compensating fuel injection timing when a torque signal or throttle command indicates that a transient operation is about to transpire. The control adjusts the fuel injection timing in advance of the transient operation to prevent loss of torque due to change in combustion phase position. During engine operation in pre-mix mode of combustion, rapid changes in fueling quantity can affect the combustion angle as well as the temperature in the combustion chamber, causing late or early combustion phasing. The present invention anticipates a change in combustion phasing by sensing a change in demanded fueling rate. The Engine Control Module (ECM) then applies a nest of algorithms to advance fuel injection timing during acceleration or to shorten ignition delay for deceleration by retarding fuel injection timing. As the engine returns to steady state operation, the compensation in injection timing is progressively reduced to zero.

Abstract: Systems and methods for controlling automotive powertrains using a distributed control architecture are disclosed. A distributed control system may include a supervisory control unit for controlling one or more powertrain subsystems, and one or more subsystem control units in communication with the supervisory control unit. The supervisory control unit can be configured to execute a central optimization algorithm that computes variables from across multiple powertrain subsystems, and then outputs a number of globally approximated command values to each associated subsystem control unit. In some embodiments, the central optimization algorithm can be configured to solve a global cost function or optimization routine. One or more of the subsystem control units can be configured to execute a lower-level algorithm or routine, which can comprise a higher-fidelity model than that used by the central optimization algorithm.

Abstract: The invention concerns a method for determining the timing of an injection cycle relative to an operating cycle of a four-stroke engine (ECH, ADM, COMP, DET), the timing being possibly correct or wrong, the method including the step of operating the engine while modifying a first operating parameter of the engine adapted to bring about on the engine operating effects which are different depending on whether the timing is correct or wrong; it consists in simultaneously modifying a second operating parameter of the engine adapted to bring about on the engine operating mode effects which compensate the effects modifying the first operating parameter of the engine when the timing is correct, and which do not compensate the efforts modifying the first operating parameter of the engine when the timing is wrong.

Abstract: In an automatic stop device that automatically stops the operation of an internal combustion engine after a predetermined automatic stop condition is satisfied, a load acting on the engine is removed when the automatic stop condition is satisfied. When the automatic stop condition is satisfied, the between the magnitude of the load on the internal combustion engine before and after of the automatic stop condition is satisfied is determined, and an ignition timing retard amount of an ignition plug is decided such that the retard amount is increased as the difference becomes greater. The ignition timing is retarded by the retard amount substantially at the same moment as the load removing operation before the automatic stop control is initiated.

Abstract: A system for an engine of a vehicle traveling on the road, the system comprising a cylinder of the engine; an emission control device coupled in an exhaust downstream of the cylinder; a first injector configured to directly inject into the cylinder and coupled in a cylinder of the engine; a second injector configured to inject into a port of the cylinder and coupled to a port of the cylinder; and a controller for, in response to a driver pedal tip-in condition, increasing an amount of injection from the first injector.

Abstract: A control system for an internal combustion engine having at least one fuel injection valve for injecting fuel into a combustion chamber of the engine, and an exhaust gas recirculation mechanism for recirculating a portion of exhaust gases from the engine to the combustion chamber. The exhaust gas recirculating mechanism includes an exhaust cooler for cooling the recirculated exhaust gases. A target ignition timing of the fuel injected by the fuel injection valve is calculated. An actual compression ignition timing of the fuel injected by the fuel injection valve is detected. Operation of the exhaust cooler is controlled based on the target ignition timing and the actual compression ignition timing.

Abstract: An engine start control apparatus includes an intake air amount control device for controlling an amount of air supplied to a combustion chamber, a fuel supply device for injecting fuel to be fed into the combustion chamber, and an igniting device for igniting the fuel.

Abstract: In one aspect, an internal combustion engine includes a fuel injector for injecting fuel into a combustion chamber to produce an air-fuel mixture in the combustion chamber, a spark plug for igniting the air-fuel mixture to cause combustion in the combustion chamber and a controller controls the spark plug to cause combustion in the combustion chamber to apply a torque to start the engine from a stopped condition. The controller determines whether the operation of the engine will be stopped, and adjusts an operating condition of the engine if the controller determines the engine operation will be stopped.

Abstract: In a method for forming a fuel/air mixture of a directly injecting internal combustion engine with a spark ignition, the fuel injection is configured in a stratified charge operating mode of the internal combustion engine in such a way that a first, a second and optionally a third part amount are introduced into the combustion chamber during the compression stroke of the internal combustion engine. The injection of the final part amount is ended at a crank angle which lies in a range between ?2° CA and 20° CA before the ignition time.

Abstract: The problem during overrun fuel cut-off operations, i.e. cut-off of fuel injection during trailing throttle conditions of the vehicle, is that the transition entails an undue torque jump, resulting in the smooth operation of the engine and the driving comfort of the passengers of the vehicle being affected. The aim of the invention is to reduce the torque jump. Said aim is achieved by injecting fuel into a cylinder of the Otto engine in a multiple injection process, at least a partial quantity of the fuel that is to be injected being injected during the compression phase, whereby the quantity of air that is taken in advantageously decreases because no internal cooling takes place while the efficiency is advantageously reduced due to the lesser degree of swirling, resulting in lower torque. Overall, torque (DM) is reduced to a significantly greater extent than by merely adjusting the spark angle (ZW) while smooth operation of the Otto engine is not affected.

Abstract: The controller includes combustion mode switching means for decreasing an exhaust gas temperature in the spark ignition combustion immediately before the combustion mode switching based on an estimated exhaust gas temperature immediately before the combustion mode switching, or for decreasing an EGR amount in the HCCI combustion immediately after the combustion mode switching.

Abstract: A system and method for controlling operation of a gasoline internal combustion engine capable of running in a spark ignition mode and a homogeneous charge compression ignition mode. The method and system implementation include determining humidity of air to be drawn into a combustion cylinder of the engine, and controlling an operating parameter of the engine that affects the homogeneous charge compression ignition mode of operation.

Abstract: In control apparatus and method for an inner cylinder spark ignited internal combustion engine having a fuel injection valve configured to directly inject fuel into an inside of an engine cylinder and a spark plug, a super retard combustion is executed to set an ignition timing after a compression stroke top dead center and to inject fuel before the ignition timing and after the compression stroke top dead center during a predetermined engine driving condition and at least part of fuel is injected before the compression stroke top dead center to decrease a fuel injection quantity after the compression stroke top dead center during an interval which is immediately after an engine start and in which a pressure of fuel is relatively low.

Abstract: For accurately estimating an air quantity flowing into a cylinder at the time of operating an intake control valve, a control apparatus for an engine according to the present invention is provided with an intake control valve which can open/close an intake passage in synchronization with opening/closing of an intake valve, intake control valve controlling means which opens the intake control valve in the midst of the intake stroke and thereafter, closes the intake control valve, and air quantity estimating means which estimates an air quantity flowing into a cylinder after the intake control valve has opened, based upon opening timing of the intake control valve, closing timing or an opening period of the intake control valve, and a pressure at a downstream side of the intake control valve at the opening timing of the intake control valve.

Abstract: To provide an ignition timing controller of an internal combustion engine which prevents poor acceleration due to overcorrection for retard and the occurrence of knocking due to undercorrection for retard regardless of a change in the ratio of fuel injections, the internal combustion engine with an injector (11) for in-cylinder injection and an injector (12) for intake passage injection includes a transitional retard control section for correcting ignition timing for retard to prevent knocking during transitional operation of the engine, wherein a control amount by the transitional retard control section depends on a ratio of an amount of fuel injection from the injector (11) for in-cylinder injection to an amount of fuel injection from the injector (12) for intake passage injection.

Abstract: During the changeover from a first operating mode of a spark-ignition engine with direct fuel injection to a second operating mode, in particular between a homogeneous stoichiometric and homogeneous lean, stratified or HCCI operation with changeovers of the valve stroke or the valve phase, there is the risk of an undesired torque jump, which can lead to a perceptible jolting of the vehicle or to a disturbance in the running of the spark-ignition engine. The invention thus proposes, in particular in the case of an inadmissibly large torque jump, the initiation of a multiple injection of fuel in addition to the conventional compensation by the displacement of the ignition angle. A partial quantity of said fuel is injected during the compression phase to reduce the degree of efficiency, thus reducing the torque produced.

Abstract: A fuel control system for a cylinder direct injection internal combustion engine. A predetermined portion of the fuel spray is appropriately ignited regardless of the correction of the ignition timing, thereby always securing stable, satisfactory combustion. In the case where the ignition timing is corrected, the fuel injection timing is corrected in accordance with the ignition timing correction amount. The fuel injection timing is corrected also with the change in the internal cylinder pressure and the fuel injection velocity taking the intake pipe pressure and the fuel pressure into account, thereby maintaining the required ignition point of the fuel spray.

Abstract: It is possible to securely detect an erroneous connection between ignition devices and a fuel injection control apparatus by a simple structure without causing any cost increase, in the fuel injection control apparatus of a multiple cylinder engine utilizing ignition signals of ignition devices as reference timings for fuel injection timings.

Abstract: A system and method for detecting and mitigating preignition for a multi-cylinder engine is provided. According to one aspect of the disclosure, a method is provided including identifying a preignition event at an affected cylinder; deactivating the affected cylinder during a deactivation period; initiating an accommodation system for one or more unaffected cylinders; and activating an indicator system.

Abstract: An engine control apparatus and related control method for an engine are disclosed wherein cylinder discrimination is executed based on a crank signal and a cam signal under a normal signal mode. If a failure occurs in either the crank signal or the cam signal, the cylinder discrimination is executed based on a normal one of the crank signal and the cam signal. A starter device is driven to crank up the engine until judgment is made that the engine enters a running state. A duration time for the starter device to be driven is measured and if the duration time reaches a limit time, the driving state of the starter device is interrupted. When either the crank signal or the cam signal encounters the failure, the limit time is set to a longer time than a preset time for the normal signal mode.

Abstract: An engine control device can be capable of suppressing a rise in engine speed at starting. The engine speed can be detected by a speed sensor and a determination can be made whether the engine speed has changed from a starting mode to a normal mode. If the engine speed has changed from a starting mode to a normal mode, the difference between the engine speed and a predetermined target engine speed is calculated, and the ignition timing is controlled based on the calculated difference. The control of ignition timing can be performed when the detected value of the rotational sensor is larger than the target engine speed.

Abstract: In rotating systems with angular references, angular- and/or time-based pulses must be generated which can be described in a generic manner to meet various requirements. The parameters for definition of the pulse are assigned as a value pair to permit more flexibility on definition of a pulse for generation, one value of which defines the type of the parameter, in other words, whether an angle, a time, or some other parameter is being defined. A calculation device can correctly assign the size value of the parameter using the additional value, interpret and carry out suitable subroutines to calculate the control values for controlling the relevant pulse generation circuits.

Abstract: For an internal combustion engine having an in-cylinder injector and an intake manifold injector, setting of the ratio of fuel injection (DI ratio) between these injectors is changed depending on whether the intake manifold injector is in a high temperature state or a non-high temperature state (normal state). Specifically, when the intake manifold injector is at a high temperature, the setting of the DI ratio is controlled so that the quantity of fuel to be injected from the intake manifold injector is larger than that according to setting of the fuel injection quantity in the normal state under the same engine conditions.

Abstract: An engine ECU executes a program including the steps of: detecting a waveform of vibration of an engine at a predetermined knock detection gate; determining whether a detected vibration's waveform and a knock waveform model stored in memory match within a predetermined range; if the model and the detected vibration's waveform match within the predetermined range, determining that the engine knocks; and if the model and the detected vibration's waveform do not match within the predetermined range, then determining that the engine does not knock.

Abstract: A misfire detector prevents catalysts from being heated to damaging high temperatures. The misfire detector for a multi-cylinder engine includes a fuel cut control to stop supplying fuel to misfiring cylinders, a control to prevent a fuel feed back control and a fuel learning control and to initialize the correction values of both the fuel feed back control and the fuel learning control, and a retard control to retard the ignition timing based on the extent that misfire occurs or the air-fuel ratio. The retard control can be replaced by a throttle opening control for misfire to limit the throttle opening angle. The retard control can also be replaced by an engine or vehicle speed control to limit the engine or vehicle speed below a predetermined engine or vehicle speed, respectively, irrespective of the throttle position.

Abstract: An engine control apparatus is disclosed for determining crankshaft position and engine phase of an internal combustion engine through monitoring intake air pressure fluctuations. The opening of the intake valve is mechanically linked to the crankshaft position of an engine. When the intake valve opens it creates air pressure fluctuations in the air induction system of the engine. The control apparatus is configured to determine intake air pressure fluctuations indicative of an intake air event and thus a particular crankshaft position, and their corresponding period of the engine cycle. The controller then uses this information to determine crankshaft speed and position for the purpose of fuel injection and ignition timing of the internal combustion engine. Engine phase is also determined on four-stroke engines. The engine may also include a crankshaft position sensor in combination with monitoring intake air pressure fluctuations to increase resolution in determination of crankshaft position.

Abstract: An engine control system comprises a first control device which is associated with a first section of the cylinders, and a second control device which is associated with a second section of the cylinders. The first control device is designed in order to determine an intermediate required value (TQI_INT_SP_FAST) for a torque to be set quickly which is set by way of one or more final control elements for setting a quantity of fuel that is to be metered or an ignition angle. The intermediate required value (TQI_INT_SP_FAST) is determined depending on at least one operating variable of the internal combustion engine. The first control device is also designed in order to determine at least one correction value for the torque to be set quickly [lacuna] at least one operating variable. The first control device has a communications interface for communicating the intermediate required value (TQI_INT_SP_FAST) and the at least one correction value to a communications interface of the second control device.

Abstract: An engine ECU executes a program including the steps of calculating an in-cylinder injector's injection ratio; if the ratio is 1, calculating an amount of cold state spark advance by employing a function f(1) having the engine's temperature as a parameter; if the ratio is 0, calculating an amount of cold state spark advance by employing a function f(2) having the engine's temperature as a parameter; and if the ratio is larger than 0 and smaller than 1, calculating an amount of cold state spark advance by employing a function f(3) having the engine's temperature and the ratio as parameters.

Abstract: An internal combustion engine includes an engine control unit for setting a ratio of fuel injection quantity of both the injectors. The engine control unit includes a memory storing four sheets of ignition timing maps, with reference to which the maximum torque generation timing and knocking limit torque generation timing, at the direct injection injector (100%) and port fuel injection injector (100%), are calculated. The engine control unit further operates to calculate a correction amount from correction amount map, and calculates first interpolation value of the maximum torque generation timing at the above 100% operation time of both the injectors and second interpolation value of the knocking limit torque generation timing at the above 100% operation time of both the injectors. A value in which the correction amount is added to either one of the above first and second interpolation value on a delay angle side is calculated as ignition timing.

Abstract: A combustion control apparatus configured to operate a direct-injection spark-ignition internal combustion engine in a top dead center injection operating mode. In the top dead center injection operating mode, a fuel injection start timing is set to be before compression top dead center, a fuel injection end timing is set to be after compression top dead center, and an ignition timing is set to be after compression top dead center. The combustion control apparatus is configured to promote incylinder fuel spray penetration.

Abstract: A diesel engine comprising a fuel injection device (9), an EGR device (19), and a control device (26) for controlling the fuel injection device (9) and EGR device (19) so as to realize a premixed combustion in which a mixture is ignited after the end of fuel injection, the diesel engine further comprising detection unit (31) for detecting the ignition timing of the mixture, wherein when the actual ignition timing detected by the detection unit (31) shifts from the preset optimum ignition timing, the control device (26) corrects the timing of fuel injection conducted by the fuel injection device (9) and matches the actual ignition timing with the optimum ignition timing.

Abstract: An internal combustion engine includes an in-cylinder injector injecting a fuel into a cylinder and an intake port injector injecting a fuel into an intake port. In the internal combustion engine, when a fuel injection ratio between the in-cylinder injector and the intake port injector is changed such that the ratio of fuel injection from the in-cylinder injector is increased, ignition timing is retard-corrected for a prescribed period after that change.

Abstract: In control method and apparatus for a direct injection spark ignited internal combustion engine, the internal combustion engine comprising a fuel injection valve configured to perform an injection of fuel through an engine cylinder and a spark plug, a super retard combustion comprising: an ignition through the spark plug at a timing after a compression top dead center; and at least once fuel injection in which the injection of fuel is started at a timing after the compression top dead center and before the ignition, during a cold start of the engine, is executed, and an execution of the super retard combustion is inhibited for a predetermined interval of time immediately after the cold start of the engine.

Abstract: An engine ECU executes a program including the steps of: determining presence of abnormality in a low-pressure fuel system; ceasing an intake manifold injector when determination is made of abnormality in the low-pressure fuel system; increasing the target purge rate when the engine operation state attains an injection partaking state between an in-cylinder injector and an intake manifold injector; reducing the VVT overlap; and retarding the ignition timing.