CN115698492A - Control device for internal combustion engine - Google Patents

Control device for internal combustion engine Download PDF

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Publication number
CN115698492A
CN115698492A CN202180039674.0A CN202180039674A CN115698492A CN 115698492 A CN115698492 A CN 115698492A CN 202180039674 A CN202180039674 A CN 202180039674A CN 115698492 A CN115698492 A CN 115698492A
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CN
China
Prior art keywords
control
region
valve
temperature
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202180039674.0A
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Chinese (zh)
Inventor
冈崎敦
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Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Publication of CN115698492A publication Critical patent/CN115698492A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

The control device 100 includes: a supercharging control unit 124 that controls the opening degrees of the intake throttle valve 28 and the turbocharger 40 provided in the intake passage and controls the supercharging pressure of the air flowing into the engine main body; a control region setting unit 122 that sets a partial region of a supercharger FF region in which the turbocharger 40 is subjected to feed-forward control of the supercharging pressure, out of a control region defined by the rotation speed and the fuel injection amount of the engine body, as a valve FB region in which the intake throttle valve 28 is subjected to feedback control; and a mode determination unit 123 for determining whether or not a temperature rise control mode for raising the temperature of the post-processing device for purifying the exhaust gas generated from the engine main body is being executed. When it is determined that the warming control mode is being executed, the supercharging control unit 124 causes the intake throttle valve 28 to perform feedback control in the valve FB region set by the control region setting unit 122.

Description

Control device for internal combustion engine
Technical Field
The present invention relates to a control device for an internal combustion engine.
Background
In an internal combustion engine, the boost pressure of intake air flowing into an engine main body is adjusted by controlling the opening degree of a valve or a supercharger provided in an intake passage.
In addition, an internal combustion engine is provided with an aftertreatment device (e.g., a catalyst) that purifies exhaust gas, and a temperature rise control mode that raises the temperature of the catalyst is executed in order to activate the catalyst. In the temperature rise control mode with a small amount of fresh air, the control performance of the boost pressure by the valve is higher than the control performance of the boost pressure by the supercharger, so that the feedback control by the valve is performed.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open No. 2009-79557.
Disclosure of Invention
Problems to be solved by the invention
However, the control region in which the valve performs feedback control is the same region as the control region in which the supercharger performs feed-forward control. In this case, since there is a region that is not suitable as a control region for performing feedback control of the valve (the controllability of the valve is different from that of the supercharger), feedback control of the valve may not be performed with high accuracy.
The present invention has been made in view of these problems, and an object thereof is to perform feedback control of a valve with high accuracy in a temperature increase control mode.
Means for solving the problems
In one aspect of the present invention, there is provided a control device for an internal combustion engine, comprising: a supercharging control unit that controls the opening of a valve and a supercharger provided in an intake passage and controls the supercharging pressure of air flowing into an engine main body; a control region setting unit that sets a partial region of a supercharger FF region in which the supercharger performs feed-forward control of the supercharging pressure in a control region defined by the rotation speed and the fuel injection amount of the engine main body as a valve FB region in which the valve performs feedback control; and a mode determination unit that determines whether or not a temperature increase control mode for increasing a temperature of an aftertreatment device that purifies exhaust gas generated from the engine main body is being executed, wherein the pressure increase control unit causes the valve to perform feedback control in the valve FB region set by the control region setting unit when the mode determination unit determines that the temperature increase control mode is being executed.
Further, the control region setting unit may set a region in which the fuel injection amount is equal to or larger than a first injection amount and equal to or smaller than a second injection amount in the supercharger FF region as the valve FB region.
Further, the control region setting unit may set a region in which the rotation speed is equal to or higher than a first rotation speed and equal to or lower than a second rotation speed as the valve FB region in the supercharger FF region.
In addition, in the case where it is determined by the mode determination portion that the temperature raising control mode is being executed, the supercharging control portion may also cause the supercharger to perform feed-forward control in a region other than the valve FB region among the supercharger FF region.
Further, the control region setting unit may set, as the valve FB region, a region in the control region in which the rotation speed is equal to or less than a predetermined number, and the supercharging control unit may cause the supercharger to perform feedback control when the mode determination unit determines that the temperature raising control mode is being executed and the rotation speed is greater than the predetermined number.
In addition, the mode determination unit may determine whether or not the temperature-raising control mode is selected based on a temperature of cooling water that cools the internal combustion engine and a temperature of the exhaust gas.
Effects of the invention
According to the present invention, the feedback control of the valve can be performed with high accuracy in the temperature rise control mode.
Drawings
Fig. 1 is a schematic diagram for explaining the structure of an internal combustion engine 1 according to an embodiment.
Fig. 2 is a schematic diagram for explaining the valve FB region in the warming control mode.
Fig. 3 is a schematic diagram for explaining a detailed configuration of the control device 100.
Fig. 4 is a schematic diagram for explaining a setting example of the valve FB region in the warming control mode.
Detailed Description
< construction of internal Combustion Engine >
A structure of an internal combustion engine according to an embodiment of the present invention will be described with reference to fig. 1.
Fig. 1 is a schematic diagram for explaining the structure of an internal combustion engine 1 according to one embodiment. The internal combustion engine 1 is a multi-cylinder engine mounted on a vehicle such as a truck. The internal combustion engine 1 is a diesel engine, but is not limited thereto, and may be a gasoline engine, for example. As shown in fig. 1, the internal combustion engine 1 includes an engine body 10, a fuel injection device 15, an intake passage 20, an exhaust passage 30, a turbocharger 40, an EGR device 50, and a control device 100.
Herein, the engine main body 10 has four cylinders 12, but is not limited thereto. Each cylinder 12 is provided with a movable member such as a piston or a crankshaft.
The fuel injection device 15 is an injection device that injects fuel into a combustion chamber in the engine body 10. Herein, the fuel injection device 15 is a common rail type fuel injection device having an injector 16 and a common rail 17. The injector 16 injects fuel into a combustion chamber in each cylinder 12. The common rail 17 stores the fuel injected from the injectors 16 in a high-pressure state.
The intake passage 20 is a passage through which intake air sucked into the engine body 10 flows. The intake passage 20 has an intake manifold 22 connected to the engine body 10 and an intake pipe 23 connected to an upstream end of the intake manifold 22. The intake manifold 22 distributes and supplies intake air sent from an intake pipe 23 to intake ports of the respective cylinders. The intake pipe 23 is provided with an air cleaner 24, an air flow meter 25, a compressor 42C of the turbocharger 40, an intercooler 27, and an intake throttle valve 28. The airflow meter 25 detects an intake air amount per unit time, i.e., an intake air flow rate, of the internal combustion engine 1. The intake throttle valve 28 is rotatable to adjust the opening degree, for example.
The exhaust passage 30 is a passage through which exhaust gas generated from the engine body 10 flows. The exhaust passage 30 has an exhaust manifold 32 connected to the engine body 10 and an exhaust pipe 33 connected to a downstream end of the exhaust manifold 32. The exhaust manifold 32 collects exhaust gas sent from the exhaust ports of the respective cylinders. The exhaust pipe 33 is provided with a turbine 42T of the turbocharger 40 and an aftertreatment device 35. The aftertreatment device 35 is a device for purifying the exhaust gas, and includes, for example, an oxidation catalyst, DPF, SCR, and ammonia oxidation catalyst.
However, during the period from the cold start of the internal combustion engine 1 to the end of the warm-up, a control mode for raising the temperature of the aftertreatment device 35 (specifically, the catalyst) early (hereinafter referred to as a temperature raising control mode) can be executed. In the temperature increase control mode, the amount of exhaust gas recirculation by the EGR device 50 is increased while the intake of fresh air is reduced. Therefore, the characteristics of the intake and exhaust gas in the temperature increase control mode are different from those in the normal control mode other than the temperature increase control mode.
The turbocharger 40 is a supercharger that compresses intake air flowing through the intake passage 20 by the flow of exhaust gas flowing through the exhaust passage 30. The turbocharger 40 has a turbine 42T provided in the exhaust passage 30 and a compressor 42C provided in the intake passage 20. The turbine 42T has a valve whose opening degree can be controlled. The compressor 42C rotates in conjunction with the rotation of the turbine 42T, and compresses intake air.
The EGR device 50 recirculates a part of the exhaust gas to the engine body 10. Specifically, the EGR device 50 recirculates a part of the exhaust gas (hereinafter referred to as EGR gas) in the exhaust passage 30 (in this case, in the exhaust manifold 32) back into the intake passage 20 (in this case, in the intake manifold 22). The EGR device 50 has an EGR passage 52, an EGR cooler 53, an EGR valve 54, and a temperature sensor 55.
The EGR passage 52 is a flow passage through which EGR gas flows. The EGR cooler 53 is provided in the EGR passage 52, and cools the EGR gas. The EGR valve 54 is an openable and closable valve that regulates the flow rate of EGR gas. The temperature sensor 55 detects the temperature of the EGR gas flowing in the EGR passage 52.
The control device 100 controls the operation of the internal combustion engine 1 as a whole. The control device 100 controls the opening degrees of the turbocharger 40 and the intake throttle 28, and performs supercharging control for controlling the supercharging pressure of the air flowing through the engine body 10. For example, the control device 100 performs feed-forward control or feedback control by the turbocharger 40, or performs feedback control by the intake throttle valve 28 as the supercharging control.
In the temperature raising control mode, the control device 100 performs feedback control by the intake throttle valve 28 or feedback control by the turbocharger 40. For example, the control device 100 performs the feedback control of the intake throttle valve 28 when the rotation speed of the engine body 10 is low, and performs the feedback control of the turbocharger 40 when the rotation speed of the engine body 10 is high.
In the present embodiment, the control device 100 sets a narrow region (hereinafter, referred to as a valve FB region) in which the feedback control of the intake throttle valve 28 is performed, and details thereof will be described later. This can suppress the operation of the intake throttle valve 28 in a region of poor controllability, and therefore, the feedback control of the intake throttle valve 28 in the temperature raising control mode can be performed with high accuracy.
Fig. 2 is a schematic diagram for explaining the valve FB region in the warming control mode. Fig. 2 (a) shows a valve FB region according to a comparative example, and fig. 2 (b) shows a valve FB region according to the present embodiment. Fig. 2 (a) and 2 (b) show a region R1 in which the temperature raising control mode is executed, a turbine FF region R2 and a valve FB region R3 which are regions in which the turbocharger 40 performs feed-forward control in the temperature raising control mode. In the comparative example shown in fig. 2 (a), the turbine FF region R2 and the valve FB region R3 overlap. In this case, the valve FB region R3 includes a control region (region of poor controllability) that is not suitable for performing the feedback control of the intake throttle valve 28. In contrast, in the present embodiment shown in fig. 2 (b), the valve FB region R3 is a partial region of the turbine FF region R2, and includes only a control region (a region with good controllability) suitable for feedback control of the intake throttle valve 28.
< detailed construction of control device >
The detailed configuration of the control device 100 will be described with reference to fig. 2.
Fig. 3 is a schematic diagram for explaining a detailed configuration of the control device 100. The control device 100 includes a storage unit 110 and a control unit 120.
The storage unit 110 includes, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory). The storage unit 110 stores programs and various data executed by the control unit 120.
The control Unit 120 is, for example, a CPU (Central Processing Unit). The control portion 120 controls the operation of the internal combustion engine 1 by executing the program stored in the storage portion 110. In the present embodiment, the control unit 120 functions as a control region setting unit 122, a mode determination unit 123, and a supercharging pressure control unit 124.
The control region setting portion 122 sets the region in which the intake throttle valve 28 is controlled. The control region setting unit 122 sets the control region based on the number of revolutions and the fuel injection amount of the engine body 10 detected by the detection sensor group 70. For example, the control region setting unit 122 sets the valve FB region in which the intake throttle valve 28 is feedback-controlled in the temperature raising control mode. The control region setting unit 122 sets a partial region of a turbo FF region (supercharger FF region) in the control region, in which the turbocharger 40 is feedforward controlled, as a valve FB region in which the intake throttle 28 is feedback controlled.
Fig. 4 is a schematic diagram for explaining a setting example of the valve FB region in the warming control mode. In fig. 4, the horizontal axis represents the rotation speed of the engine body 10, and the vertical axis represents the fuel injection amount. The region surrounded by the broken line is the turbine FF region R2, and the hatched region is the valve FB region R3. The valve FB region R3 set by the control region setting portion 122 is a region in which the fuel injection amount is equal to or greater than the first injection amount A1 and equal to or less than the second injection amount A2 in the turbine FF region R2. The valve FB region R3 is a region in which the rotation speed is equal to or higher than the first rotation speed C1 and equal to or lower than the second rotation speed C2. Although not shown in fig. 4, the region on the side larger than the second rotation speed C2 (i.e., the region where the controllability of the intake throttle valve 28 is poor) is a region where the feedback control is performed by the turbocharger 40. The first injection amount A1 corresponds to a first threshold value, and the second injection amount A2 corresponds to a second threshold value.
The mode determination unit 123 determines the control mode of the internal combustion engine 1. For example, the mode determination unit 123 determines whether or not the control mode is the temperature increase control mode. The temperature increase control mode is a control mode for raising the temperature of the aftertreatment device 35 (specifically, the catalyst) early during a period from cold start of the internal combustion engine 1 to completion of warm-up.
The mode determination unit 123 determines the control mode based on the state of the internal combustion engine 1 detected by the detection sensor group 70. The mode determination portion 123 may determine the control mode based on the temperature of the cooling water that cools the internal combustion engine 1 and the temperature of the exhaust gas. For example, the mode determination unit 123 determines that the control mode is the temperature-raising control mode when the temperature of the cooling water and the temperature of the exhaust gas are higher than predetermined values, and determines that the control mode is the normal control mode when the temperature of the cooling water and the temperature of the exhaust gas are lower than predetermined values. The mode determination unit 123 may perform determination by including other parameters (for example, atmospheric pressure) in addition to the temperature of the cooling water and the temperature of the exhaust gas.
The supercharging pressure control unit 124 performs supercharging pressure control of the intake air. The boost control portion 124 controls the opening degrees of the intake throttle valve 28 and the turbocharger 40 (specifically, the valve of the turbine 42T) provided in the intake passage 20, and controls the boost pressure of the air flowing to the engine main body 10.
The supercharging pressure control unit 124 performs supercharging pressure control in the warming control mode, for example. In general, the turbocharger 40 is excellent in controllability of an intake air amount with a large flow rate, and the intake throttle valve 28 is excellent in controllability of an intake air amount with a small flow rate. Therefore, in the temperature increase control mode, the supercharging control unit 124 performs feedback control of the intake throttle valve 28 when the rotation speed of the engine main body 10 is low (that is, when the intake air amount is small). On the other hand, in the temperature raising control mode, the supercharging pressure control unit 124 performs feedback control of the turbocharger 40 when the rotation speed of the engine body 10 is high (that is, when the intake air amount is large).
In the temperature raising control mode, the supercharging controller 124 performs feedback control of the intake throttle valve 28 in the valve FB region, which is a partial region of the turbo FF region. That is, when the mode determination unit 123 determines that the temperature raising control mode is being executed, the supercharging control unit 124 causes the intake throttle valve 28 to perform feedback control in the valve FB region set by the control region setting unit 122. This allows the intake throttle valve 28 to perform feedback control in a well-controllable region. Further, the supercharging pressure control unit 124 may perform feed-forward control by the turbocharger 40 in a region other than the valve FB region in the turbo FF region.
When the mode determination unit 123 determines that the temperature raising control mode is being executed and the number of revolutions is greater than the predetermined number (the second revolution C2 shown in fig. 4), the supercharging control unit 124 causes the turbocharger 40 to perform feedback control. That is, the supercharging control unit 124 performs supercharging control by the turbocharger 40, instead of supercharging control by the intake throttle 28. Accordingly, in the region where the controllability of the intake throttle valve 28 is poor, the turbocharger 40 can appropriately perform the supercharging control.
< effects of the present embodiment >
The control device 100 of the internal combustion engine 1 according to the above embodiment sets a partial region of the turbo FF region in which the turbocharger 40 is caused to perform the feed-forward control, as the valve FB region in which the intake throttle valve 28 is caused to perform the feedback control. Then, in the temperature increase control mode, controller 100 causes intake throttle valve 28 to perform feedback control in the set valve FB region.
Thus, by limiting the region in which the intake throttle valve 28 is feedback-controlled to, for example, a low-load low-rotation region, it is possible to suppress the intake throttle valve 28 from being controlled in a region where controllability is poor. Therefore, the feedback control of the intake throttle valve 28 can be performed with higher accuracy.
The present invention has been described above with reference to the embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes can be made within the scope of the present invention. For example, all or part of the devices may be functionally or physically separated and combined in arbitrary units. In addition, a new embodiment which is generated by arbitrary combination of the plurality of embodiments is also included in the embodiments of the present invention. The effects of the new embodiment produced by the combination have the effects of the original embodiment.
Reference numerals
1 internal combustion engine
20 air intake passage
28 air inlet throttle valve
35 post-processing device
40 turbo charger
100 control device
122 control region setting unit
123 mode determination unit
124 boost control part

Claims (6)

1. A control device for an internal combustion engine, comprising:
a supercharging control unit that controls the opening degree of a valve and a supercharger provided in an intake passage and controls the supercharging pressure of air flowing into an engine main body;
a control region setting unit that sets a partial region of a supercharger FF region in which the supercharger performs feed-forward control of the supercharging pressure in a control region defined by the rotation speed and the fuel injection amount of the engine main body as a valve FB region in which the valve performs feedback control; and
a mode determination unit that determines whether or not a temperature rise control mode for raising a temperature of an aftertreatment device that purifies exhaust gas generated from the engine body is being executed,
the pressure-increasing control portion causes the valve to perform feedback control in the valve FB region set by the control region setting portion, in a case where it is determined by the mode determination portion that the temperature raising control mode is being executed.
2. The control device of an internal combustion engine according to claim 1,
the control region setting unit sets a region in which the fuel injection amount is equal to or greater than a first injection amount and equal to or less than a second injection amount in the supercharger FF region as the valve FB region.
3. The control device of an internal combustion engine according to claim 1 or 2, wherein,
the control region setting unit sets a region in which the rotation speed is equal to or higher than a first rotation speed and equal to or lower than a second rotation speed in the supercharger FF region as the valve FB region.
4. The control device of an internal combustion engine according to any one of claims 1 to 3, wherein,
the boost control portion causes the supercharger to perform feed-forward control in a region other than the valve FB region among the supercharger FF region in a case where it is determined by the mode determination portion that the temperature-raising control mode is being executed.
5. The control device of an internal combustion engine according to any one of claims 1 to 4,
the control region setting unit sets a region in the control region where the number of rotations is equal to or less than a predetermined number as the valve FB region,
the supercharging control unit causes the supercharger to perform feedback control when the mode determination unit determines that the temperature increase control mode is being executed and the rotation speed is greater than the predetermined number.
6. The control device of an internal combustion engine according to any one of claims 1 to 5,
the mode determination portion determines whether the temperature-raising control mode is in accordance with a temperature of cooling water that cools the internal combustion engine and a temperature of the exhaust gas.
CN202180039674.0A 2020-07-16 2021-07-06 Control device for internal combustion engine Pending CN115698492A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2020122195A JP7226406B2 (en) 2020-07-16 2020-07-16 Control device for internal combustion engine
JP2020-122195 2020-07-16
PCT/JP2021/025443 WO2022014406A1 (en) 2020-07-16 2021-07-06 Control device for internal combustion engine

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Publication Number Publication Date
CN115698492A true CN115698492A (en) 2023-02-03

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CN (1) CN115698492A (en)
WO (1) WO2022014406A1 (en)

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001073788A (en) * 1999-08-30 2001-03-21 Mazda Motor Corp Supercharging pressure control system of engine
JP4048656B2 (en) * 1999-08-30 2008-02-20 マツダ株式会社 Engine supercharging pressure control device
JP4000923B2 (en) * 2002-06-14 2007-10-31 いすゞ自動車株式会社 Inlet throttle valve control device for turbocharged diesel engine for vehicle
JP4075822B2 (en) * 2004-02-24 2008-04-16 日産自動車株式会社 Diesel engine exhaust purification system
JP4713147B2 (en) * 2004-12-27 2011-06-29 日産自動車株式会社 Engine control device
JP4712097B2 (en) * 2005-09-26 2011-06-29 本田技研工業株式会社 Control device for internal combustion engine
JP6183596B2 (en) * 2013-07-30 2017-08-23 三菱自動車工業株式会社 Control device for internal combustion engine

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WO2022014406A1 (en) 2022-01-20
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