JP2011007113A - Control device for internal combustion engine of cylinder injection type - Google Patents

Control device for internal combustion engine of cylinder injection type Download PDF

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JP2011007113A
JP2011007113A JP2009151754A JP2009151754A JP2011007113A JP 2011007113 A JP2011007113 A JP 2011007113A JP 2009151754 A JP2009151754 A JP 2009151754A JP 2009151754 A JP2009151754 A JP 2009151754A JP 2011007113 A JP2011007113 A JP 2011007113A
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exhaust
internal combustion
valve
combustion engine
increase
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Hiroaki Fujii
宏明 藤井
Makoto Tanaka
田中　　誠
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Denso Corp
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Denso Corp
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    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0246—Variable control of the exhaust valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • 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
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine of cylinder injection type capable of reducing the particle matter (PM) exhaust amount by re-combusting the PM such as smoke generated in the combustion chamber of the engine.SOLUTION: On the basis of the engine operating condition, whether the PM generated in the combustion chamber of the engine 11 will increase or not is predicted, and if increase of PM is predicted, an exhaust side variable valve lift device 40 is controlled so as to retard the opening timing of an exhaust valve 38. If, like this, the opening timing of the exhaust valve 38 is retarded when the PM generated in the combustion chamber is predicted to increase, the period of confining the high-temperature combustion gas immediately after ignition within the combustion chamber of the engine 11 can be widened by an amount corresponding to the angle retard of the valve opening timing of the exhaust value 38. This widens the high-temperature period (re-combustion period) in which the PM generated in the combustion chamber is exposed to high-temperature gas, which reduces the PM exhaust amount through promotion of the PM re-combustion in the combustion chamber.

Description

本発明は、筒内に燃料を直接噴射する筒内噴射式内燃機関の制御装置に関する発明である。   The present invention relates to a control apparatus for a direct injection internal combustion engine that directly injects fuel into a cylinder.

近年、内燃機関の高出力化、低燃費化、低エミッション化の要求を満たすために、筒内噴射内燃機関（直噴エンジン）を搭載した車両が増加している。この筒内噴射内燃機関は運転条件によっては、スモーク等のパーティクルマターの排出量が増加するため、従来より、スモーク排出量を低減する技術が幾つか提案されている。   In recent years, in order to satisfy the demands for high output, low fuel consumption, and low emission of internal combustion engines, vehicles equipped with in-cylinder injection internal combustion engines (direct injection engines) are increasing. Since this cylinder injection internal combustion engine increases the discharge amount of particle matter such as smoke depending on the operating conditions, several techniques for reducing the smoke discharge amount have been proposed.

例えば、特許文献１（特開２００２−３２７６５１号公報）では、燃焼室の温度を推定して、その推定温度が所定温度以下のときに、排気に黒煙が含まれる状態であると判断して、内部ＥＧＲを増加させるとともに、燃焼状態が不安定になると判断された場合にはそれを抑制する制御（例えば内部ＥＧＲ量の減少、点火時期の進角、燃料噴射時期の進角、吸入空気量の増加等）を行うことで、黒煙の発生を抑制し、かつ燃焼が不安定になるのを防ぐようにしている。   For example, in Patent Document 1 (Japanese Patent Application Laid-Open No. 2002-327651), the temperature of the combustion chamber is estimated, and when the estimated temperature is equal to or lower than a predetermined temperature, it is determined that the exhaust contains black smoke. Control that increases the internal EGR and suppresses the combustion state when it is determined to be unstable (for example, reduction of the internal EGR amount, advance of the ignition timing, advance of the fuel injection timing, intake air amount) Etc.), the generation of black smoke is suppressed and combustion is prevented from becoming unstable.

また、特許文献２（特開２００８−８８８５６号公報）では、ピストンウエット（ピストン付着燃料量）が多くなると、スモークが発生量が多くなるという関係を考慮して、燃料噴射期間中において、ピストン位置が高いときに、ピストン位置が低いときと比較して、燃料噴射弁から噴射する燃料の貫徹力が弱くなるように噴射燃料の貫徹力を少くとも２段階に切り換えるようにしている。   Further, in Patent Document 2 (Japanese Patent Application Laid-Open No. 2008-88856), the piston position is increased during the fuel injection period in consideration of the relationship that when the piston wet (piston adhesion fuel amount) increases, the amount of smoke generated increases. When the fuel pressure is high, the penetrating force of the injected fuel is switched to at least two stages so that the penetrating force of the fuel injected from the fuel injection valve is weaker than when the piston position is low.

特開２００２−３２７６５１号公報JP 2002-327651 A 特開２００８−８８８５６号公報JP 2008-88856 A

上記特許文献１，２のスモーク低減技術は、いずれも、エンジンの燃焼室内で発生するスモーク発生量を低減する技術である。しかし、エンジン運転条件や燃料性状によっては、スモーク発生量を十分に低減できない場合がある。このような場合、燃焼室で発生したスモークは、排気管中の触媒によっては浄化されないため、そのままテールパイプから車外に放出される。   The smoke reduction techniques of Patent Documents 1 and 2 are techniques for reducing the amount of smoke generated in the combustion chamber of the engine. However, depending on engine operating conditions and fuel properties, the amount of smoke generated may not be sufficiently reduced. In such a case, the smoke generated in the combustion chamber is not purified by the catalyst in the exhaust pipe, and thus is directly discharged from the tail pipe to the outside of the vehicle.

そこで、本発明が解決しようとする課題は、内燃機関の燃焼室内で発生したスモーク等のパーティクルマター（以下「ＰＭ」と表記する）を再燃焼させてＰＭ排出量を低減できる筒内噴射式内燃機関の制御装置を提供することにある。   Therefore, the problem to be solved by the present invention is that a cylinder injection type internal combustion engine that can reduce the PM emission amount by recombusting particle matter such as smoke (hereinafter referred to as “PM”) generated in the combustion chamber of the internal combustion engine. It is to provide an engine control device.

上記課題を解決するために、請求項１に係る発明は、筒内に燃料を直接噴射する筒内噴射式内燃機関の制御装置において、排気バルブの少なくとも開弁タイミングを変化させる排気側可変バルブ装置と、前記内燃機関の運転状態に基づいて該内燃機関の燃焼室内で発生するＰＭが増加するか否かを予測するＰＭ増加予測手段と、前記ＰＭ増加予測手段によりＰＭの増加が予測されたときに前記排気バルブの開弁タイミングを遅角させるように前記排気側可変バルブ装置を制御する制御手段とを備えた構成としたものである。   In order to solve the above-mentioned problems, an invention according to claim 1 is directed to an exhaust side variable valve device that changes at least the valve opening timing of an exhaust valve in a control device for a direct injection internal combustion engine that directly injects fuel into the cylinder. PM increase prediction means for predicting whether or not the PM generated in the combustion chamber of the internal combustion engine increases based on the operating state of the internal combustion engine, and when the PM increase is predicted by the PM increase prediction means And a control means for controlling the exhaust-side variable valve device so as to retard the valve opening timing of the exhaust valve.

このように、内燃機関の燃焼室内で発生するＰＭの増加が予測されたときに、排気バルブの開弁タイミングを遅角させるようにすれば、内燃機関の燃焼室内に着火直後の高温の燃焼ガスを閉じ込める期間を、排気バルブの開弁タイミングを遅角させる分だけ拡大することができる。これにより、燃焼室内で発生したＰＭが高温ガスに晒される高温期間（再燃焼期間）を拡大することができ、この高温期間中に発生したＰＭの再燃焼を促進して、ＰＭ排出量を効果的に低減することができる。   As described above, when the increase in PM generated in the combustion chamber of the internal combustion engine is predicted, if the opening timing of the exhaust valve is retarded, the high-temperature combustion gas immediately after ignition in the combustion chamber of the internal combustion engine The period during which the exhaust gas is confined can be extended by delaying the valve opening timing of the exhaust valve. As a result, the high temperature period (reburning period) during which the PM generated in the combustion chamber is exposed to the high temperature gas can be expanded, and the reburning of the PM generated during this high temperature period is promoted, and the PM emission amount is effective. Can be reduced.

この場合、請求項２のように、ＰＭ増加予測手段は、内燃機関の運転状態が成層燃焼時、冷間始動時、高負荷時のいずれかに該当するときに、ＰＭが増加すると予測するようにすると良い。一般に、成層燃焼は、均質燃焼と比べてＰＭが発生しやすい。また、冷間始動時や高負荷時は、均質燃焼でもＰＭが発生しやすい。従って、成層燃焼時、冷間始動時、高負荷時のいずれかに該当するか否かで、ＰＭが増加するか否かを予測することが可能である。   In this case, as described in claim 2, the PM increase prediction means predicts that PM increases when the operating state of the internal combustion engine corresponds to any of stratified combustion, cold start, and high load. It is good to make it. In general, stratified combustion is more likely to generate PM than homogeneous combustion. Further, at the time of cold start or high load, PM is likely to be generated even in homogeneous combustion. Therefore, it is possible to predict whether or not PM will increase depending on whether it corresponds to any of stratified combustion, cold start, and high load.

ところで、排気バルブの開弁タイミングを遅角させるほど、内部ＥＧＲ量（排気残留量）が増加する傾向があり、内部ＥＧＲ量が多くなり過ぎると、燃焼安定性が低下する。
そこで、請求項３のように、ＰＭ増加予測手段によりＰＭの増加が予測されたときに、内部ＥＧＲ量を推定し、推定した内部ＥＧＲ量に基づいて燃焼安定性を確保できる範囲内で排気バルブの開弁タイミングを遅角させるようにすると良い。このようにすれば、内部ＥＧＲ量が過多になることにより燃焼安定性が低下することを回避することができ、ＰＭ排出量低減と燃焼安定性確保とを両立させることができる。 By the way, as the opening timing of the exhaust valve is retarded, the internal EGR amount (exhaust residual amount) tends to increase. If the internal EGR amount increases excessively, the combustion stability decreases.
Therefore, as described in claim 3, when an increase in PM is predicted by the PM increase prediction means, the internal EGR amount is estimated, and the exhaust valve is within a range in which combustion stability can be ensured based on the estimated internal EGR amount. It is advisable to delay the valve opening timing. In this way, it is possible to avoid a decrease in combustion stability due to an excessive amount of internal EGR, and it is possible to achieve both PM emission reduction and combustion stability ensuring.

上記請求項１〜３に係る発明で用いる排気側可変バルブ装置は、請求項４のように、排気バルブのバルブリフト量を変化させる可変バルブリフト装置であっても良いし、請求項５のように、排気バルブのバルブタイミングを変化させる可変バルブタイミング装置であっても良く、要は、排気バルブの少なくとも開弁タイミングを変化させることができる可変バルブ装置であれば良い。   The exhaust-side variable valve device used in the inventions according to claims 1 to 3 may be a variable valve lift device that changes the valve lift amount of the exhaust valve, as in claim 4, or as in claim 5. In addition, a variable valve timing device that changes the valve timing of the exhaust valve may be used. In short, any variable valve device that can change at least the valve opening timing of the exhaust valve may be used.

また、請求項６のように、筒内噴射式内燃機関の排気通路に設けられた排気タービンによって吸気通路に設けられたコンプレッサを駆動して吸入空気を過給する過給機と、前記排気タービンをバイパスする排気バイパス通路を開閉するウェイストゲートバルブとを備えた過給機付きの筒内噴射式内燃機関においては、内燃機関の運転状態に基づいて該内燃機関から排出されるＰＭが増加するか否かを予測し、前記ウェイストゲートバルブが開放されている運転領域でＰＭの増加が予測されたときに前記ウェイストゲートバルブを閉じるようにしても良い。つまり、ウェイストゲートバルブが開放されている運転領域でＰＭの増加が予測されたときに、ウェイストゲートバルブを閉じるようにすれば、排気タービンをバイパスする排気バイパス通路への燃焼ガスの流れが遮断されて、内燃機関から排出される燃焼ガスが全て排気タービン側の排気通路に流れるようになる。これにより、排気タービン側の排気通路内の排気圧力が上昇して該排気通路内の温度が上昇して、内燃機関から該排気通路内に排出される燃焼ガス中のＰＭの再燃焼が促進されて、ＰＭ排出量が効果的に低減される。   According to a sixth aspect of the present invention, there is provided a supercharger for supercharging intake air by driving a compressor provided in an intake passage by an exhaust turbine provided in an exhaust passage of a direct injection internal combustion engine, and the exhaust turbine In a cylinder injection internal combustion engine with a supercharger that includes a waste gate valve that opens and closes an exhaust bypass passage that bypasses the exhaust gas, does the PM discharged from the internal combustion engine increase based on the operating state of the internal combustion engine? The waste gate valve may be closed when an increase in PM is predicted in an operation region where the waste gate valve is open. In other words, if an increase in PM is predicted in the operating region where the waste gate valve is open, if the waste gate valve is closed, the flow of combustion gas to the exhaust bypass passage that bypasses the exhaust turbine is blocked. Thus, all the combustion gas discharged from the internal combustion engine flows into the exhaust passage on the exhaust turbine side. As a result, the exhaust pressure in the exhaust passage on the exhaust turbine side rises, the temperature in the exhaust passage rises, and the recombustion of PM in the combustion gas discharged from the internal combustion engine into the exhaust passage is promoted. Thus, the PM emission amount is effectively reduced.

また、請求項７のように、排気通路に二次空気を供給する二次空気供給装置を備えた筒内噴射式内燃機関においては、内燃機関の運転状態に基づいて該内燃機関から排出されるＰＭが増加するか否かを予測し、ＰＭの増加が予測されたときに前記二次空気供給装置を作動させて前記排気通路に二次空気を供給するようにしても良い。つまり、ＰＭの増加が予測されたときに排気通路に二次空気を供給するようにすれば、排気通路内の酸素濃度が上昇して、内燃機関から排気通路内に排出される燃焼ガス中のＰＭの再燃焼（酸化反応）が促進されて、ＰＭ排出量が効果的に低減される。   According to a seventh aspect of the present invention, in a direct injection internal combustion engine equipped with a secondary air supply device for supplying secondary air to the exhaust passage, the exhaust gas is discharged from the internal combustion engine based on the operating state of the internal combustion engine. Whether or not PM increases may be predicted, and when the increase in PM is predicted, the secondary air supply device may be operated to supply secondary air to the exhaust passage. In other words, if secondary air is supplied to the exhaust passage when an increase in PM is predicted, the oxygen concentration in the exhaust passage increases, and the combustion gas in the combustion gas discharged from the internal combustion engine into the exhaust passage PM recombustion (oxidation reaction) is promoted, and the amount of PM emission is effectively reduced.

図１は本発明の実施例１におけるエンジン制御システムの構成を概略的に示す図である。FIG. 1 is a diagram schematically showing a configuration of an engine control system in Embodiment 1 of the present invention. 図２は実施例１のＰＭ低減制御ルーチンの処理の流れを示すフローチャートである。FIG. 2 is a flowchart illustrating a process flow of the PM reduction control routine according to the first embodiment. 図３はＰＭ増加予測時に排気バルブの開弁タイミングを遅角させたときの筒内ガス平均温度の変化を通常時と比較して説明する図である。FIG. 3 is a diagram for explaining the change in the in-cylinder gas average temperature when the valve opening timing of the exhaust valve is retarded at the time of PM increase prediction as compared with the normal time. 図４は排気バルブの開弁タイミングを遅角させたときの筒内ガス平均温度の挙動とＰＭ排出量との関係を説明する図である。FIG. 4 is a diagram for explaining the relationship between the behavior of the in-cylinder gas average temperature and the PM emission amount when the opening timing of the exhaust valve is retarded. 図５は本発明の実施例２における過給機付きのエンジン制御システムの構成を概略的に示す図である。FIG. 5 is a diagram schematically showing the configuration of an engine control system with a supercharger in Embodiment 2 of the present invention. 図６は実施例２のＰＭ低減制御ルーチンの処理の流れを示すフローチャートである。FIG. 6 is a flowchart illustrating a process flow of the PM reduction control routine according to the second embodiment. 図７は本発明の実施例３における二次空気供給装置付きのエンジン制御システムの構成を概略的に示す図である。FIG. 7 is a diagram schematically showing the configuration of an engine control system with a secondary air supply device in Embodiment 3 of the present invention. 図８は実施例３のＰＭ低減制御ルーチンの処理の流れを示すフローチャートである。FIG. 8 is a flowchart illustrating a process flow of the PM reduction control routine according to the third embodiment.

以下、本発明を実施するための形態を具体化した３つの実施例１〜３を説明する。   Hereinafter, three embodiments 1 to 3 embodying the mode for carrying out the present invention will be described.

本発明を排気側可変バルブ装置付きの筒内噴射式内燃機関に適用した実施例１を図１乃至図４に基づいて説明する。
まず、図１に基づいてエンジン制御システム全体の構成を概略的に説明する。
筒内噴射式の内燃機関であるエンジン１１の吸気管１２の最上流部には、エアクリーナ１３が設けられ、このエアクリーナ１３の下流側に、吸入空気量を検出するエアフローメータ１４が設けられている。このエアフローメータ１４の下流側には、ＤＣモータ等のモータ１５によって駆動されるスロットルバルブ１６が設けられ、このスロットルバルブ１６の開度（スロットル開度）がスロットル開度センサ１７によって検出される。 A first embodiment in which the present invention is applied to an in-cylinder injection internal combustion engine with an exhaust-side variable valve device will be described with reference to FIGS.
First, the overall configuration of the engine control system will be schematically described with reference to FIG.
An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11 that is an in-cylinder internal combustion engine, and an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13. . A throttle valve 16 driven by a motor 15 such as a DC motor is provided on the downstream side of the air flow meter 14, and an opening degree (throttle opening degree) of the throttle valve 16 is detected by a throttle opening degree sensor 17.

また、スロットルバルブ１６の下流側には、サージタンク１８が設けられ、このサージタンク１８に、吸気管圧力を検出する吸気管圧力センサ１９が設けられている。また、サージタンク１８には、エンジン１１の各気筒に空気を導入する吸気マニホールド２０が設けられ、各気筒の吸気マニホールド２０に、エンジン１１の筒内の気流（スワール流やタンブル流）を制御する気流制御弁３１が設けられている。   A surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18. The surge tank 18 is provided with an intake manifold 20 that introduces air into each cylinder of the engine 11, and the air flow (swirl flow or tumble flow) in the cylinder of the engine 11 is controlled by the intake manifold 20 of each cylinder. An airflow control valve 31 is provided.

一方、エンジン１１の各気筒の上部には、それぞれ燃料を筒内に直接噴射する燃料噴射弁２１が取り付けられている。エンジン１１のシリンダヘッドには、各気筒毎に点火プラグ２２が取り付けられ、各点火プラグ２２の火花放電によって筒内の混合気に着火される。また、エンジン１１の吸気バルブ３７と排気バルブ３８には、それぞれバルブリフト量と開弁タイミングを変化させる吸気側・排気側可変バルブリフト装置３９，４０（可変バルブ装置）が設けられている。各可変バルブリフト装置３９，４０は、油圧を駆動源とする油圧駆動式のものであっても良いし、モータ、ソレノイド等の電気アクチュエータを駆動源とする電気駆動式のものであっても良い。   On the other hand, a fuel injection valve 21 for directly injecting fuel into the cylinder is attached to the upper part of each cylinder of the engine 11. A spark plug 22 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in the cylinder is ignited by the spark discharge of each spark plug 22. The intake valve 37 and the exhaust valve 38 of the engine 11 are provided with intake and exhaust side variable valve lift devices 39 and 40 (variable valve devices) for changing the valve lift amount and the valve opening timing, respectively. Each of the variable valve lift devices 39 and 40 may be a hydraulic drive type using hydraulic pressure as a drive source, or may be an electric drive type using an electric actuator such as a motor or a solenoid as a drive source. .

エンジン１１のシリンダブロックには、ノッキングを検出するノックセンサ３２と、冷却水温を検出する冷却水温センサ２３と、所定クランク角毎にクランクパルスを出力するクランク角センサ２４と、基準カム角毎にカムパルスを出力する吸気側・排気側カム角センサ（図示せず）が取り付けられ、クランクパルスの間隔（周波数）に基づいてエンジン回転速度が演算されると共に、カムパルスの出力位相を基準にしてクランクパルスをカウントしてそのカウント値からクランク角が検出される。更に、クランク角センサ２４と吸気側・排気側カム角センサの出力パルスとの関係に基づいて吸気バルブ３７の開弁タイミングと排気バルブ３８の開弁タイミングが演算される。   The cylinder block of the engine 11 includes a knock sensor 32 that detects knocking, a cooling water temperature sensor 23 that detects cooling water temperature, a crank angle sensor 24 that outputs a crank pulse at every predetermined crank angle, and a cam pulse at every reference cam angle. Is installed, and the engine speed is calculated based on the crank pulse interval (frequency), and the crank pulse is calculated based on the cam pulse output phase. The crank angle is detected from the counted value. Further, the valve opening timing of the intake valve 37 and the valve opening timing of the exhaust valve 38 are calculated based on the relationship between the crank angle sensor 24 and the output pulses of the intake side / exhaust side cam angle sensor.

一方、エンジン１１の排気管２５（排気通路）には、排出ガスを浄化する上流側触媒２６と下流側触媒２７が設けられ、上流側触媒２６の上流側に、排出ガスの空燃比又はリーン／リッチ等を検出する排出ガスセンサ２８（空燃比センサ、酸素センサ等）が設けられている。本実施例１では、上流側触媒２６として理論空燃比付近で排出ガス中のＣＯ，ＨＣ，ＮＯｘ等を浄化する三元触媒が設けられ、下流側触媒２７としてＮＯｘ触媒（ＮＯｘ吸蔵還元型触媒）が設けられている。このＮＯｘ触媒２７は、排出ガスの空燃比がリーンのときに排出ガス中のＮＯｘを吸蔵し、空燃比が理論空燃比付近又はリッチになったときに吸蔵ＮＯｘを還元浄化して放出する特性を持っている。   On the other hand, the exhaust pipe 25 (exhaust passage) of the engine 11 is provided with an upstream catalyst 26 and a downstream catalyst 27 for purifying exhaust gas, and an air-fuel ratio or lean / fuel ratio of the exhaust gas is disposed upstream of the upstream catalyst 26. An exhaust gas sensor 28 (air-fuel ratio sensor, oxygen sensor, etc.) for detecting rich or the like is provided. In the first embodiment, a three-way catalyst for purifying CO, HC, NOx and the like in the exhaust gas is provided near the stoichiometric air-fuel ratio as the upstream side catalyst 26, and a NOx catalyst (NOx storage reduction type catalyst) as the downstream side catalyst 27. Is provided. The NOx catalyst 27 has a characteristic of storing NOx in the exhaust gas when the air-fuel ratio of the exhaust gas is lean, and reducing and purifying the stored NOx when the air-fuel ratio becomes near or rich in the stoichiometric air-fuel ratio. have.

また、排気管２５のうちの上流側触媒２６の下流側と吸気管１２のうちのスロットルバルブ１６の下流側のサージタンク１８との間には、排出ガスの一部を吸気側に還流させるためのＥＧＲ配管３３が接続され、このＥＧＲ配管３３の途中にＥＧＲ量（排気還流量）を制御するＥＧＲ弁３４が設けられている。   Further, in order to recirculate a part of the exhaust gas to the intake side between the downstream side of the upstream side catalyst 26 in the exhaust pipe 25 and the surge tank 18 on the downstream side of the throttle valve 16 in the intake pipe 12. The EGR pipe 33 is connected, and an EGR valve 34 for controlling the EGR amount (exhaust gas recirculation amount) is provided in the middle of the EGR pipe 33.

前述した各種センサの出力は、エンジン制御回路（以下「ＥＣＵ」と表記する）３０に入力される。このＥＣＵ３０は、マイクロコンピュータを主体として構成され、内蔵されたＲＯＭ（記憶媒体）に記憶された各種の制御ルーチンを実行することで、エンジン運転状態に応じて燃料噴射弁２１の燃料噴射量や燃料噴射時期、点火プラグ２２の点火時期、吸気側・排気側可変バルブリフト装置３９，４０のバルブリフト量と開弁タイミング等を制御する。   Outputs of the various sensors described above are input to an engine control circuit (hereinafter referred to as “ECU”) 30. The ECU 30 is mainly composed of a microcomputer, and executes various control routines stored in a built-in ROM (storage medium) to thereby determine the fuel injection amount and fuel of the fuel injection valve 21 according to the engine operating state. The injection timing, the ignition timing of the ignition plug 22, the valve lift amounts and valve opening timings of the intake side / exhaust side variable valve lift devices 39, 40 are controlled.

このＥＣＵ３０は、エンジン運転状態（要求トルク、エンジン回転速度、負荷等）に応じて成層燃焼モードと均質燃焼モードとを切り換える。成層燃焼モードでは、少量の燃料を圧縮行程で筒内に直接噴射して点火プラグ２２の近傍に成層混合気を形成して成層燃焼させることで、燃費を向上させる。一方、均質燃焼モードでは、燃料噴射量を成層燃焼時よりも増量して吸気行程で筒内に直接噴射して均質混合気を形成して均質燃焼させることで、エンジン出力を高める。   The ECU 30 switches between the stratified combustion mode and the homogeneous combustion mode according to the engine operating state (requested torque, engine speed, load, etc.). In the stratified charge combustion mode, a small amount of fuel is directly injected into the cylinder in the compression stroke, and a stratified mixture is formed in the vicinity of the spark plug 22 for stratified charge combustion, thereby improving fuel efficiency. On the other hand, in the homogeneous combustion mode, the engine output is increased by increasing the fuel injection amount more than in the stratified combustion and directly injecting it into the cylinder in the intake stroke to form a homogeneous mixture and performing homogeneous combustion.

一般に、成層燃焼は、均質燃焼と比べてスモーク等のパーティクルマター（以下「ＰＭ」と表記する）が発生しやすい。また、冷間始動時や高負荷時は、均質燃焼でもＰＭが発生しやすい。従って、成層燃焼時、冷間始動時、高負荷時には、エンジン１１の燃焼室内でのＰＭ発生量が多くなる。   In general, stratified combustion is more likely to generate particle matter such as smoke (hereinafter referred to as “PM”) than homogeneous combustion. Further, at the time of cold start or high load, PM is likely to be generated even in homogeneous combustion. Accordingly, the amount of PM generated in the combustion chamber of the engine 11 increases during stratified combustion, cold start, and high load.

そこで、本実施例１では、ＥＣＵ３０は、後述する図２のＰＭ低減制御ルーチンを実行することで、エンジン運転状態に基づいてエンジン１１の燃焼室内で発生するＰＭが増加するか否かを予測し、ＰＭの増加が予測されたときに、排気バルブ３８の開弁タイミングを遅角させるように排気側可変バルブリフト装置４０を制御する。図３に示すように、エンジン１１の燃焼室内で発生するＰＭの増加が予測されたときに、排気バルブ３８の開弁タイミングを遅角させるようにすれば、エンジン１１の燃焼室内に着火直後の高温の燃焼ガスを閉じ込める期間を、排気バルブ３８の開弁タイミングを遅角させる分だけ拡大することができる。これにより、燃焼室内で発生したＰＭが高温ガスに晒される高温期間（再燃焼期間）を通常よりも拡大することができ、図４に示すように、高温期間を適度に拡大することで、燃焼室内でＰＭの再燃焼を促進して、ＰＭ排出量を効果的に低減することができる。   Therefore, in the first embodiment, the ECU 30 predicts whether or not the PM generated in the combustion chamber of the engine 11 increases based on the engine operating state by executing a PM reduction control routine of FIG. 2 described later. When the increase in PM is predicted, the exhaust side variable valve lift device 40 is controlled so as to retard the valve opening timing of the exhaust valve 38. As shown in FIG. 3, when the increase in PM generated in the combustion chamber of the engine 11 is predicted, if the valve opening timing of the exhaust valve 38 is retarded, the combustion chamber of the engine 11 immediately after ignition is set. The period during which the high-temperature combustion gas is confined can be extended by delaying the valve opening timing of the exhaust valve 38. As a result, the high temperature period (reburning period) during which the PM generated in the combustion chamber is exposed to the high temperature gas can be extended more than usual, and as shown in FIG. PM reburning can be promoted indoors, and the amount of PM emission can be effectively reduced.

以上説明した本実施例１のＰＭ低減制御は、ＥＣＵ３０によって図２のＰＭ低減制御ルーチンに従って次のようにして実行される。本ルーチンは、排気側可変バルブリフト装置４０（以下「排気ＶＶＬ」と表記する）の目標バルブリフト量・目標開弁タイミングの変更時に実行され、特許請求の範囲でいう制御手段としての役割を果たす。本ルーチンが起動されると、まずステップ１０１で、各種センサの出力信号に基づいて現在のエンジン運転状態を判定し、次のステップ１０２で、現在のエンジン運転状態に基づいて排気ＶＶＬの制御状態を補正可能であるか否かを判定し、排気ＶＶＬの制御状態を補正できないと判定されれば、以降の処理を行うことなく、本ルーチンを終了する。   The PM reduction control of the first embodiment described above is executed by the ECU 30 according to the PM reduction control routine of FIG. This routine is executed when the target valve lift amount / target valve opening timing of the exhaust side variable valve lift device 40 (hereinafter referred to as “exhaust VVL”) is changed, and plays a role as control means in the claims. . When this routine is started, first, in step 101, the current engine operating state is determined based on the output signals of various sensors, and in the next step 102, the control state of the exhaust VVL is determined based on the current engine operating state. It is determined whether correction is possible, and if it is determined that the control state of the exhaust VVL cannot be corrected, this routine is terminated without performing the subsequent processing.

これに対し、上記ステップ１０２で、排気ＶＶＬの制御状態を補正可能であると判定されれば、ステップ１０３に進み、エンジン運転領域がエンジン１１の燃焼室内で発生するＰＭが増加するＰＭ増加領域であるか否かを判定する。本実施例１では、成層燃焼時、冷間始動時、高負荷時のいずれかに該当するか否かで、ＰＭ増加領域であるか否かを判定する。このステップ１０３の処理が特許請求の範囲でいうＰＭ増加予測手段としての役割を果たす。このステップ１０３で、ＰＭ増加領域ではないと判定されれば、燃焼室内でのＰＭ発生量が少なく、ＰＭ低減制御を行う必要がないと判断して、以降の処理を行うことなく、本ルーチンを終了する。   On the other hand, if it is determined in step 102 that the control state of the exhaust VVL can be corrected, the process proceeds to step 103, where the engine operation region is a PM increase region where PM generated in the combustion chamber of the engine 11 increases. It is determined whether or not there is. In the first embodiment, it is determined whether the region is in the PM increase region based on whether it corresponds to any of stratified combustion, cold start, and high load. The processing in step 103 serves as PM increase prediction means in the claims. If it is determined in step 103 that the region is not in the PM increase region, it is determined that the amount of PM generated in the combustion chamber is small and it is not necessary to perform PM reduction control, and this routine is performed without performing the subsequent processing. finish.

一方、上記ステップ１０３で、ＰＭ増加領域であると判定されれば、ステップ１０４に進み、吸気バルブ３７と排気バルブ３８のバルブリフト量と開閉タイミング等に基づいて内部ＥＧＲ量（排気残留量）を推定する。この後、ステップ１０５に進み、内部ＥＧＲ量に基づいて排気ＶＶＬを遅角可能であるか否かを判定し、排気ＶＶＬを遅角できないと判定されれば、以降の処理を行うことなく、本ルーチンを終了する。これは、内部ＥＧＲ量が多くなり過ぎると、燃焼安定性が低下するため、内部ＥＧＲ量が多くなり過ぎないようにするためである。   On the other hand, if it is determined in step 103 that the region is the PM increase region, the routine proceeds to step 104, where the internal EGR amount (exhaust residual amount) is determined based on the valve lift amount and opening / closing timing of the intake valve 37 and the exhaust valve 38. presume. Thereafter, the routine proceeds to step 105, where it is determined whether or not the exhaust VVL can be retarded based on the internal EGR amount. If it is determined that the exhaust VVL cannot be retarded, the present processing is performed without performing the subsequent processing. End the routine. This is for preventing the internal EGR amount from being excessively increased because the combustion stability is deteriorated when the internal EGR amount is excessively increased.

上記ステップ１０５で、排気ＶＶＬを遅角可能であると判定されれば、ステップ１０６に進み、排気ＶＶＬの目標開弁タイミングを設定する。この後、ステップ１０７に進み、上記排気ＶＶＬの目標開弁タイミングに制御した場合の内部ＥＧＲ量が適正範囲内（燃焼安定性を確保できる範囲内）であるか否かを判定し、内部ＥＧＲ量が適正範囲内であると判定されれば、ステップ１１１に進み、排気ＶＶＬの開弁タイミングを上記ステップ１０６で設定した目標開弁タイミングに補正（遅角）する。これにより、燃焼室内で発生したＰＭが高温ガスに晒される高温期間（再燃焼期間）を拡大して、燃焼室内でＰＭの再燃焼を促進してＰＭ排出量を低減する。   If it is determined in step 105 that the exhaust VVL can be retarded, the routine proceeds to step 106, where the target valve opening timing of the exhaust VVL is set. Thereafter, the routine proceeds to step 107, where it is determined whether or not the internal EGR amount is within an appropriate range (within the range in which combustion stability can be ensured) when the exhaust VVL is controlled to the target valve opening timing. Is determined to be within the appropriate range, the process proceeds to step 111 where the valve opening timing of the exhaust VVL is corrected (retarded) to the target valve opening timing set in step 106 above. Thereby, the high temperature period (reburning period) during which PM generated in the combustion chamber is exposed to the high temperature gas is expanded, and PM reburning is promoted in the combustion chamber to reduce the PM emission amount.

これに対し、上記ステップ１０７で、内部ＥＧＲ量が適正範囲を越えていると判定されれば、ステップ１０８に進み、排気ＶＶＬの目標バルブリフト量を内部ＥＧＲ量を減少させる方向に補正すると共に、次のステップ１０９で、吸気ＶＶＬ（吸気側可変バルブリフト装置３９）の目標バルブリフト量を内部ＥＧＲ量を減少させる方向に補正する。この後、ステップ１１０に進み、前記ステップ１０６で設定した排気ＶＶＬの目標開弁タイミングに制御した場合の内部ＥＧＲ量が適正範囲内（燃焼安定性を確保できる範囲内）であるか否かを判定し、内部ＥＧＲ量が適正範囲内であると判定されれば、ステップ１１１に進み、排気ＶＶＬの開弁タイミングを前記ステップ１０６で設定した目標開弁タイミングに補正（遅角）する。   On the other hand, if it is determined in step 107 that the internal EGR amount exceeds the appropriate range, the process proceeds to step 108, and the target valve lift amount of the exhaust VVL is corrected in a direction to decrease the internal EGR amount. In the next step 109, the target valve lift amount of the intake VVL (intake side variable valve lift device 39) is corrected so as to decrease the internal EGR amount. Thereafter, the routine proceeds to step 110, where it is determined whether or not the internal EGR amount is within an appropriate range (within a range in which combustion stability can be ensured) when controlled to the target valve opening timing of the exhaust VVL set at step 106. If it is determined that the internal EGR amount is within the appropriate range, the process proceeds to step 111 where the valve opening timing of the exhaust VVL is corrected (retarded) to the target valve opening timing set in step 106.

尚、上記ステップ１１０で、内部ＥＧＲ量が適正範囲を越えていると判定されれば、ステップ１０６に戻り、排気ＶＶＬの目標開弁タイミングを内部ＥＧＲ量を減少させる方向に補正して、上述したステップ１０７〜１１０の処理を繰り返す。これにより、内部ＥＧＲ量が燃焼安定性を確保できる範囲内で排気ＶＶＬの目標開弁タイミングをできるだけ遅角側に設定する。   If it is determined in step 110 that the internal EGR amount exceeds the appropriate range, the process returns to step 106 to correct the target valve opening timing of the exhaust VVL so as to decrease the internal EGR amount. Steps 107 to 110 are repeated. Thus, the target valve opening timing of the exhaust VVL is set as late as possible within the range in which the internal EGR amount can ensure the combustion stability.

以上説明した本実施例１では、エンジン運転状態に基づいてエンジン１１の燃焼室内で発生するＰＭが増加するか否かを予測し、ＰＭの増加が予測されたときに、排気バルブ３８の開弁タイミングを遅角させるように排気側可変バルブリフト装置４０を制御するようにしたので、エンジン１１の燃焼室内で発生するＰＭの増加が予測されたときに、燃焼室内で発生したＰＭが高温ガスに晒される高温期間（再燃焼期間）を通常よりも拡大することができて、燃焼室内でＰＭの再燃焼を促進して、ＰＭ排出量を効果的に低減することができる。   In the first embodiment described above, it is predicted whether or not PM generated in the combustion chamber of the engine 11 will increase based on the engine operating state, and when the PM increase is predicted, the exhaust valve 38 is opened. Since the exhaust-side variable valve lift device 40 is controlled so as to retard the timing, when an increase in PM generated in the combustion chamber of the engine 11 is predicted, the PM generated in the combustion chamber becomes a high-temperature gas. The exposed high temperature period (reburning period) can be extended more than usual, and PM reburning can be promoted in the combustion chamber to effectively reduce the PM emission amount.

しかも、本実施例１では、ＰＭの増加が予測されたときに、内部ＥＧＲ量を推定し、推定した内部ＥＧＲ量に基づいて燃焼安定性を確保できる範囲内で排気バルブ３８の開弁タイミングを遅角させるようにしたので、内部ＥＧＲ量が過多になることにより燃焼安定性が低下することを回避することができ、ＰＭ排出量低減と燃焼安定性確保とを両立させることができる。   Moreover, in the first embodiment, when an increase in PM is predicted, the internal EGR amount is estimated, and the opening timing of the exhaust valve 38 is set within a range in which combustion stability can be ensured based on the estimated internal EGR amount. Since the retarding angle is set, it is possible to avoid a decrease in combustion stability due to an excessive amount of internal EGR, and it is possible to achieve both PM emission reduction and ensuring combustion stability.

尚、本実施例１では、排気側可変バルブ装置として、排気バルブ３８のバルブリフト量を変化させる可変バルブリフト装置４０を用いたが、排気バルブ３８のバルブタイミングを変化させる可変バルブタイミング装置を用いても良く、要は、排気バルブ３８の少なくとも開弁タイミングを変化させることができる可変バルブ装置を用いれば良い。   In the first embodiment, the variable valve lift device 40 that changes the valve lift amount of the exhaust valve 38 is used as the exhaust side variable valve device. However, a variable valve timing device that changes the valve timing of the exhaust valve 38 is used. In short, a variable valve device that can change at least the valve opening timing of the exhaust valve 38 may be used.

次に、図５及び図６を用いて本発明を過給機付きの筒内噴射内燃機関に適用した実施例２を説明する。
まず、図５に基づいて過給機付きのエンジン制御システム全体の構成を概略的に説明する。但し、前記実施例１と実質的に同じ部分は、同一符号を付して説明を省略又は簡略化し、主として異なる部分について説明する。 Next, a second embodiment in which the present invention is applied to a cylinder injection internal combustion engine with a supercharger will be described with reference to FIGS.
First, based on FIG. 5, the structure of the whole engine control system with a supercharger is demonstrated roughly. However, substantially the same parts as those of the first embodiment are denoted by the same reference numerals, description thereof is omitted or simplified, and different parts are mainly described.

過給機４５は、排気管２５（排気通路）のうちの上流側触媒２６の上流側（排出ガスセンサ２８の上流側）に、排気タービン４６が配置され、吸気管１２のうちのエアフローメータ１４とスロットルバルブ１６との間に、コンプレッサ４７が配置されている。この過給機４５は、排気タービン４６とコンプレッサ４７とが連結され、排出ガスの運動エネルギーで排気タービン４６を回転駆動することでコンプレッサ４７を回転駆動して吸入空気を過給するようになっている。   The supercharger 45 has an exhaust turbine 46 disposed upstream of the upstream catalyst 26 (upstream of the exhaust gas sensor 28) in the exhaust pipe 25 (exhaust passage), and the air flow meter 14 in the intake pipe 12. A compressor 47 is arranged between the throttle valve 16. In this supercharger 45, an exhaust turbine 46 and a compressor 47 are connected, and the exhaust turbine 46 is rotationally driven by the kinetic energy of the exhaust gas, whereby the compressor 47 is rotationally driven to supercharge intake air. Yes.

更に、吸気管１２には、コンプレッサ４７をバイパスする吸気バイパス通路４８が設けられ、この吸気バイパス通路４８の途中に、吸気バイパス通路４８を開閉するエアバイパスバルブ（以下「ＡＢＶ」と表記する）４９が設けられている。このＡＢＶ４９は、ＡＢＶ用バキュームスイッチングバルブ（以下「ＡＢＶ用ＶＳＶ」と表記する）５０を制御することでＡＢＶ４９の開度が制御されるようになっている。また、吸気管１２のうちのコンプレッサ４７とスロットルバルブ１６との間には、過給機４５のコンプレッサ４７で加圧された吸入空気を冷却するインタークーラー５１が設けられている。   Further, the intake pipe 12 is provided with an intake bypass passage 48 that bypasses the compressor 47, and an air bypass valve (hereinafter referred to as “ABV”) 49 that opens and closes the intake bypass passage 48 in the middle of the intake bypass passage 48. Is provided. The opening degree of the ABV 49 is controlled by controlling an ABV vacuum switching valve (hereinafter referred to as “ABV VSV”) 50. Further, an intercooler 51 for cooling the intake air pressurized by the compressor 47 of the supercharger 45 is provided between the compressor 47 and the throttle valve 16 in the intake pipe 12.

一方、排気管２５には、排気タービン４６をバイパスする排気バイパス通路５２が設けられ、この排気バイパス通路５２の途中に、排気バイパス通路５２を開閉するウェイストゲートバルブ（以下「ＷＧＶ」と表記する）５３が設けられている。このＷＧＶ５３は、ＷＧＶ用バキュームスイッチングバルブ（以下「ＷＧＶ用ＶＳＶ」と表記する）５４を制御してダイヤフラム式のアクチュエータ５５を制御することでＷＧＶ５３の開度が制御されるようになっている。   On the other hand, an exhaust bypass passage 52 that bypasses the exhaust turbine 46 is provided in the exhaust pipe 25, and a waste gate valve (hereinafter referred to as “WGV”) that opens and closes the exhaust bypass passage 52 in the middle of the exhaust bypass passage 52. 53 is provided. The WGV 53 is configured such that the opening degree of the WGV 53 is controlled by controlling a diaphragm type actuator 55 by controlling a WGV vacuum switching valve (hereinafter referred to as “WGV VSV”) 54.

この場合、エンジン１１に吸入空気を過給する運転領域では、ＷＧＶ５３を閉弁又は開度を小さくして、排気バイパス通路５２への燃焼ガスの流れを遮断又はガス流量を低下させて、エンジン１１から排出される高温の燃焼ガスを排気タービン４６側の排気管２５に流す（排気タービン４６側に流すガス流量はＷＧＶ５３の開度によって制御する）。これにより、排気タービン４６側の排気管２５内の排気圧力を上昇させて排気タービン４６の回転速度を上昇させることで、コンプレッサ４７の回転速度を上昇させて過給効果を高める。   In this case, in the operation region where the intake air is supercharged to the engine 11, the WGV 53 is closed or the opening degree is reduced, the flow of the combustion gas to the exhaust bypass passage 52 is cut off or the gas flow rate is reduced, and the engine 11 The high-temperature combustion gas discharged from the exhaust gas flows through the exhaust pipe 25 on the exhaust turbine 46 side (the gas flow rate flowing to the exhaust turbine 46 side is controlled by the opening of the WGV 53). Thus, the exhaust pressure in the exhaust pipe 25 on the exhaust turbine 46 side is increased to increase the rotational speed of the exhaust turbine 46, thereby increasing the rotational speed of the compressor 47 and enhancing the supercharging effect.

一方、吸入空気の過給を必要としない運転領域では、ＷＧＶ５３を開弁して、エンジン１１から排出される燃焼ガスを排気バイパス通路５２に流すことで、排気タービン４６側の排気管２５内の排気圧力を低下させて排気タービン４６の回転を停止させると共に、ＡＢＶ４９を開弁して、コンプレッサ４７をバイパスする吸気バイパス通路４８に吸入空気を流して吸入空気の過給を停止させる。   On the other hand, in the operation region where the supercharging of the intake air is not required, the WGV 53 is opened, and the combustion gas discharged from the engine 11 is caused to flow into the exhaust bypass passage 52, so that the exhaust pipe 25 on the exhaust turbine 46 side The exhaust pressure is decreased to stop the rotation of the exhaust turbine 46, and the ABV 49 is opened to suck the intake air through the intake bypass passage 48 that bypasses the compressor 47, thereby stopping the supercharging of the intake air.

本実施例２では、ＥＣＵ３０は、後述する図６のＰＭ低減制御ルーチンを実行することで、エンジン運転状態に基づいてエンジン１１の燃焼室内で発生するＰＭ（排気管２５内に排出されるＰＭ）が増加するか否かを予測し、ＷＧＶ５３が開放されている運転領域でＰＭの増加が予測されたときにＷＧＶ５３を閉じるようにしている。つまり、ＷＧＶ５３が開放されている運転領域でＰＭの増加が予測されたときに、ＷＧＶ５３を閉じるようにすれば、排気タービン４６をバイパスする排気バイパス通路５２への燃焼ガスの流れが遮断されて、エンジン１１から排出される燃焼ガスが全て排気タービン４６側の排気管２５に流れるようになる。これにより、排気タービン４６側の排気管２５内の排気圧力が上昇して該排気管２５内の温度が上昇して、エンジン１１から該排気管２５内に排出される燃焼ガス中のＰＭの再燃焼が促進されて、ＰＭ排出量が効果的に低減される。   In the second embodiment, the ECU 30 executes a PM reduction control routine of FIG. 6 to be described later, whereby PM generated in the combustion chamber of the engine 11 based on the engine operating state (PM discharged into the exhaust pipe 25). The WGV 53 is closed when an increase in PM is predicted in the operating region where the WGV 53 is open. That is, when an increase in PM is predicted in the operation region where the WGV 53 is open, if the WGV 53 is closed, the flow of the combustion gas to the exhaust bypass passage 52 that bypasses the exhaust turbine 46 is interrupted, All the combustion gas discharged from the engine 11 flows into the exhaust pipe 25 on the exhaust turbine 46 side. As a result, the exhaust pressure in the exhaust pipe 25 on the exhaust turbine 46 side increases, the temperature in the exhaust pipe 25 rises, and the PM in the combustion gas discharged from the engine 11 into the exhaust pipe 25 is recycled. Combustion is promoted, and the PM emission amount is effectively reduced.

以上説明した本実施例２のＰＭ低減制御は、ＥＣＵ３０によって図６のＰＭ低減制御ルーチンに従って次のようにして実行される。本ルーチンは、エンジン運転中に所定周期で繰り返し実行され、特許請求の範囲でいうＰＭ増加予測手段及び制御手段としての役割を果たす。   The PM reduction control of the second embodiment described above is executed by the ECU 30 according to the PM reduction control routine of FIG. This routine is repeatedly executed at predetermined intervals during engine operation, and serves as PM increase prediction means and control means in the claims.

本ルーチンが起動されると、まずステップ２０１で、各種センサの出力信号等に基づいて現在のエンジン運転状態を判定し、次のステップ２０２で、ＷＧＶ５３が開弁しているか否かを判定し、ＷＧＶ５３が開弁していなければ、以降の処理を行うことなく、本ルーチンを終了する。   When this routine is started, first, in step 201, the current engine operating state is determined based on the output signals of various sensors, and in the next step 202, it is determined whether the WGV 53 is open, If the WGV 53 is not open, this routine is terminated without performing the subsequent processing.

これに対し、上記ステップ２０２で、ＷＧＶ５３が開弁していると判定されれば、ステップ２０３に進み、ＷＧＶ５３が閉弁可能な運転状態であるか否かを判定し、ＷＧＶ５３が閉弁可能な運転状態ではないと判定されれば、以降の処理を行うことなく、本ルーチンを終了する。   On the other hand, if it is determined in step 202 that the WGV 53 is open, the process proceeds to step 203, where it is determined whether or not the WGV 53 is in an operating state in which it can be closed, and the WGV 53 can be closed. If it is determined not to be in the operating state, this routine is terminated without performing the subsequent processing.

上記ステップ２０３で、ＷＧＶ５３が閉弁可能な運転状態であると判定されれば、ステップ２０４に進み、エンジン運転領域がエンジン１１の燃焼室内で発生するＰＭが増加するＰＭ増加領域であるか否かを判定する。本実施例２では、成層燃焼時、冷間始動時、高負荷時のいずれかに該当するか否かで、ＰＭ増加領域であるか否かを判定する。このステップ２０４で、ＰＭ増加領域ではないと判定されれば、燃焼室内でのＰＭ発生量が少なく、ＰＭ低減制御を行う必要がないと判断して、以降の処理を行うことなく、本ルーチンを終了する。   If it is determined in step 203 that the WGV 53 is in an operating state in which the valve can be closed, the process proceeds to step 204, and whether or not the engine operation region is a PM increase region in which the PM generated in the combustion chamber of the engine 11 increases. Determine. In the second embodiment, it is determined whether or not the region is in the PM increasing region depending on whether it corresponds to any of stratified combustion, cold start, and high load. If it is determined in step 204 that the region is not in the PM increase region, it is determined that the amount of PM generated in the combustion chamber is small and it is not necessary to perform PM reduction control, and this routine is performed without performing the subsequent processing. finish.

一方、上記ステップ２０４で、ＰＭ増加領域であると判定されれば、ステップ２０５に進み、ＷＧＶ５３を閉弁して、排気バイパス通路５２への燃焼ガスの流れを遮断して、エンジン１１から排出される燃焼ガスを全て排気タービン４６側の排気管２５に流して、排気タービン４６側の排気管２５内の排気圧力を上昇させる。これにより、排気管２５内の温度を上昇させて、エンジン１１から該排気管２５内に排出される燃焼ガス中のＰＭの再燃焼を促進してＰＭ排出量を低減する。この際、エンジン１１から排出する燃焼ガスの温度を上昇させる制御（例えば点火時期の遅角等）をＷＧＶ５３の閉弁と併せて行うようにしても良く、これにより、排気管２５内の温度を効率良く上昇させてＰＭの再燃焼を効率良く促進させることができる。   On the other hand, if it is determined in the above step 204 that the region is the PM increasing region, the process proceeds to step 205, the WGV 53 is closed, the flow of the combustion gas to the exhaust bypass passage 52 is shut off, and the engine 11 is discharged. The exhaust gas in the exhaust pipe 25 on the exhaust turbine 46 side is raised by causing all the combustion gas to flow through the exhaust pipe 25 on the exhaust turbine 46 side. As a result, the temperature in the exhaust pipe 25 is raised to promote the re-combustion of PM in the combustion gas discharged from the engine 11 into the exhaust pipe 25 to reduce the PM emission amount. At this time, control for increasing the temperature of the combustion gas discharged from the engine 11 (for example, retarding the ignition timing, etc.) may be performed in conjunction with closing the WGV 53, thereby controlling the temperature in the exhaust pipe 25. The reburning of PM can be promoted efficiently by raising the efficiency efficiently.

尚、本実施例２の過給機４５は、ＷＧＶ５３とＡＢＶ４９の両方を備えた構成としているが、ＡＢＶ４９を省いた構成としても良く、要は、ＷＧＶ付きの過給機を搭載した筒内噴射エンジンであれば、本発明を適用可能である。   The supercharger 45 of the second embodiment is configured to include both the WGV 53 and the ABV 49, but may be configured to omit the ABV 49. In short, in-cylinder injection equipped with a supercharger with a WGV The present invention can be applied to any engine.

次に、図７及び図８を用いて本発明を二次空気供給装置付きの筒内噴射内燃機関に適用した実施例３を説明する。
まず、図７に基づいて二次空気供給装置付きのエンジン制御システム全体の構成を概略的に説明する。但し、前記実施例１と実質的に同じ部分は、同一符号を付して説明を省略又は簡略化し、主として異なる部分について説明する。 Next, a third embodiment in which the present invention is applied to a direct injection internal combustion engine with a secondary air supply device will be described with reference to FIGS.
First, based on FIG. 7, the structure of the whole engine control system with a secondary air supply apparatus is demonstrated roughly. However, substantially the same parts as those of the first embodiment are denoted by the same reference numerals, description thereof is omitted or simplified, and different parts are mainly described.

二次空気供給装置６０は、排気管２５のうちの排出ガスセンサ２８よりも上流側（例えば排気ポート近傍）に二次空気を供給する。具体的には、次空気供給装置６０は、電気モータで駆動されるエアポンプ６１から吐出する二次空気を、二次空気配管６２を通して各気筒の二次空気供給ノズル６３に分配して各気筒の排気マニホールド（排気通路）に導入する。二次空気配管６２には、該二次空気配管６２を開閉する制御弁６４が設けられている。   The secondary air supply device 60 supplies secondary air to the upstream side of the exhaust gas sensor 28 in the exhaust pipe 25 (for example, near the exhaust port). Specifically, the secondary air supply device 60 distributes the secondary air discharged from the air pump 61 driven by the electric motor to the secondary air supply nozzle 63 of each cylinder through the secondary air pipe 62, and supplies the secondary air to each cylinder. Introduce into the exhaust manifold (exhaust passage). The secondary air pipe 62 is provided with a control valve 64 that opens and closes the secondary air pipe 62.

この二次空気供給装置６０のエアポンプ６１と制御弁６４は、ＥＣＵ３０によって制御される。ＥＣＵ３０は、後述する図８のＰＭ低減制御ルーチンを実行することで、エンジン運転状態に基づいてエンジン１１の燃焼室内で発生するＰＭ（排気管２５内に排出されるＰＭ）が増加するか否かを予測し、ＰＭの増加が予測されたときに、エアポンプ６１をオンすると共に制御弁６４を開弁して排気管２５に二次空気を導入する。これにより、排気管２５内の酸素濃度が上昇して、エンジン１１から排気管２５内に排出される燃焼ガス中のＰＭの再燃焼（酸化反応）を促進させて、ＰＭ排出量を効果的に低減する。   The air pump 61 and the control valve 64 of the secondary air supply device 60 are controlled by the ECU 30. The ECU 30 executes a PM reduction control routine shown in FIG. 8 described later to determine whether or not the PM generated in the combustion chamber of the engine 11 (PM discharged into the exhaust pipe 25) increases based on the engine operating state. When the increase in PM is predicted, the air pump 61 is turned on and the control valve 64 is opened to introduce secondary air into the exhaust pipe 25. As a result, the oxygen concentration in the exhaust pipe 25 is increased, and the recombustion (oxidation reaction) of PM in the combustion gas discharged from the engine 11 into the exhaust pipe 25 is promoted, thereby effectively reducing the PM emission amount. To reduce.

以上説明した本実施例３のＰＭ低減制御は、ＥＣＵ３０によって図８のＰＭ低減制御ルーチンに従って次のようにして実行される。本ルーチンは、エンジン運転中に所定周期で繰り返し実行され、特許請求の範囲でいうＰＭ増加予測手段及び制御手段としての役割を果たす。   The PM reduction control of the third embodiment described above is executed by the ECU 30 according to the PM reduction control routine of FIG. This routine is repeatedly executed at predetermined intervals during engine operation, and serves as PM increase prediction means and control means in the claims.

本ルーチンが起動されると、まずステップ３０１で、各種センサの出力信号等に基づいて現在のエンジン運転状態を判定し、次のステップ３０２で、二次空気導入中であるか否かを判定し、二次空気導入中であれば、以降の処理を行うことなく、本ルーチンを終了する。   When this routine is started, first, in step 301, the current engine operating state is determined based on the output signals of various sensors, and in the next step 302, it is determined whether secondary air is being introduced. If the secondary air is being introduced, this routine is terminated without performing the subsequent processing.

これに対し、上記ステップ３０２で、二次空気導入中ではないと判定されれば、ステップ３０３に進み、排気管２５内に二次空気を導入可能な運転状態であるか否かを判定し、二次空気を導入可能な運転状態ではないと判定されれば、以降の処理を行うことなく、本ルーチンを終了する。   On the other hand, if it is determined in step 302 that the secondary air is not being introduced, the process proceeds to step 303, where it is determined whether or not the operation state is such that the secondary air can be introduced into the exhaust pipe 25. If it is determined that the operating state is not capable of introducing the secondary air, this routine is terminated without performing the subsequent processing.

上記ステップ３０３で、二次空気を導入可能な運転状態であると判定されれば、ステップ３０４に進み、エンジン運転領域がエンジン１１の燃焼室内で発生するＰＭが増加するＰＭ増加領域であるか否かを判定する。本実施例３では、成層燃焼時、冷間始動時、高負荷時のいずれかに該当するか否かで、ＰＭ増加領域であるか否かを判定する。このステップ３０４で、ＰＭ増加領域ではないと判定されれば、燃焼室内でのＰＭ発生量が少なく、ＰＭ低減制御を行う必要がないと判断して、以降の処理を行うことなく、本ルーチンを終了する。   If it is determined in step 303 that the operation state is such that secondary air can be introduced, the process proceeds to step 304, and whether or not the engine operation region is a PM increase region in which the PM generated in the combustion chamber of the engine 11 increases. Determine whether. In the third embodiment, it is determined whether the region is in the PM increase region based on whether it corresponds to any of stratified combustion, cold start, and high load. If it is determined in step 304 that it is not in the PM increase region, it is determined that the amount of PM generated in the combustion chamber is small and it is not necessary to perform PM reduction control, and this routine is performed without performing the subsequent processing. finish.

一方、上記ステップ３０４で、ＰＭ増加領域であると判定されれば、ステップ３０５に進み、エアポンプ６１をオンすると共に制御弁６４を開弁して排気管２５に二次空気を導入する。これにより、排気管２５内の酸素濃度を上昇させて、エンジン１１から排気管２５内に排出される燃焼ガス中のＰＭの再燃焼（酸化反応）を促進させて、ＰＭ排出量を効果的に低減する。この際、エンジン１１から排出する燃焼ガスの温度を上昇させる制御（例えば点火時期の遅角等）を二次空気の導入と併せて行うようにしても良く、これにより、排気管２５内の温度を効率良く上昇させてＰＭの再燃焼を効率良く促進させることができる。   On the other hand, if it is determined in step 304 that the PM increase region is reached, the process proceeds to step 305 where the air pump 61 is turned on and the control valve 64 is opened to introduce secondary air into the exhaust pipe 25. Thereby, the oxygen concentration in the exhaust pipe 25 is increased, and the recombustion (oxidation reaction) of PM in the combustion gas discharged from the engine 11 into the exhaust pipe 25 is promoted, thereby effectively reducing the PM emission amount. To reduce. At this time, control for increasing the temperature of the combustion gas discharged from the engine 11 (for example, retarding the ignition timing, etc.) may be performed together with the introduction of the secondary air, whereby the temperature in the exhaust pipe 25 is increased. It is possible to efficiently raise PM and promote PM reburning efficiently.

尚、本実施例３では、二次空気供給装置６０のエアポンプ６１を電動モータで駆動するようにしたが、二次空気供給装置６０のエアポンプ６１を、エンジン１１の動力等で電磁クラッチを介して駆動するようにしても良い。   In the third embodiment, the air pump 61 of the secondary air supply device 60 is driven by an electric motor. However, the air pump 61 of the secondary air supply device 60 is driven via an electromagnetic clutch by the power of the engine 11 or the like. You may make it drive.

その他、本発明は、上記３つの実施例１〜３を適宜組み合わせて実施しても良い等、要旨を逸脱しない範囲内で種々変更して実施できる。   In addition, the present invention can be implemented with various modifications within a range not departing from the gist, such as appropriately combining the above-described three Examples 1 to 3.

１１…エンジン（内燃機関）、１２…吸気管、１６…スロットルバルブ、２１…燃料噴射弁、２２…点火プラグ、２５…排気管、２６…上流側触媒、２７…下流側触媒、３０…ＥＣＵ（ＰＭ増加予測手段，制御手段）、３１…気流制御弁、３４…ＥＧＲ弁、３７…吸気バルブ、３８…排気バルブ、３９…吸気側可変バルブリフト装置、４０…排気側可変バルブリフト装置（排気側可変バルブ装置）、４５…過給機、４６…排気タービン、４７…コンプレッサ、４８…吸気バイパス通路、４９…ＡＢＶ（エアバイパスバルブ）、５２…排気バイパス通路、５３…ＷＧＶ（ウェイストゲートバルブ）、６０…二次空気供給装置、６１…エアポンプ、６２…二次空気配管、６３…二次空気供給ノズル、６４…制御弁   DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... Intake pipe, 16 ... Throttle valve, 21 ... Fuel injection valve, 22 ... Spark plug, 25 ... Exhaust pipe, 26 ... Upstream catalyst, 27 ... Downstream catalyst, 30 ... ECU ( PM increase predicting means, control means) 31 ... air flow control valve, 34 ... EGR valve, 37 ... intake valve, 38 ... exhaust valve, 39 ... intake side variable valve lift device, 40 ... exhaust side variable valve lift device (exhaust side) Variable valve device), 45 ... supercharger, 46 ... exhaust turbine, 47 ... compressor, 48 ... intake bypass passage, 49 ... ABV (air bypass valve), 52 ... exhaust bypass passage, 53 ... WGV (waste gate valve), 60 ... Secondary air supply device, 61 ... Air pump, 62 ... Secondary air piping, 63 ... Secondary air supply nozzle, 64 ... Control valve

Claims (7)

筒内に燃料を直接噴射する筒内噴射式内燃機関の制御装置において、
排気バルブの少なくとも開弁タイミングを変化させる排気側可変バルブ装置と、
前記内燃機関の運転状態に基づいて該内燃機関の燃焼室内で発生するパーティクルマター（以下「ＰＭ」と表記する）が増加するか否かを予測するＰＭ増加予測手段と、
前記ＰＭ増加予測手段によりＰＭの増加が予測されたときに前記排気バルブの開弁タイミングを遅角させるように前記排気側可変バルブ装置を制御する制御手段と
を備えていることを特徴とする筒内噴射式内燃機関の制御装置。 In a control apparatus for a direct injection internal combustion engine that directly injects fuel into a cylinder,
An exhaust side variable valve device that changes at least the valve opening timing of the exhaust valve;
PM increase prediction means for predicting whether or not particle matter (hereinafter referred to as “PM”) generated in the combustion chamber of the internal combustion engine increases based on the operating state of the internal combustion engine;
Control means for controlling the exhaust-side variable valve device so as to retard the valve opening timing of the exhaust valve when an increase in PM is predicted by the PM increase predicting means. Control device for internal injection internal combustion engine. 前記ＰＭ増加予測手段は、前記内燃機関の運転状態が成層燃焼時、冷間始動時、高負荷時のいずれかに該当するときにＰＭが増加すると予測することを特徴とする請求項１に記載の筒内噴射式内燃機関の制御装置。   2. The PM increase prediction means predicts that PM increases when the operating state of the internal combustion engine corresponds to any of stratified combustion, cold start, and high load. The control apparatus for a direct injection internal combustion engine. 前記制御手段は、前記ＰＭ増加予測手段によりＰＭの増加が予測されたときに内部ＥＧＲ量を推定する手段と、推定した内部ＥＧＲ量に基づいて燃焼安定性を確保できる範囲内で前記排気バルブの開弁タイミングを遅角させる手段とを有することを特徴とする請求項１又は２に記載の筒内噴射式内燃機関の制御装置。   The control means estimates the internal EGR amount when an increase in PM is predicted by the PM increase prediction means, and controls the exhaust valve within a range in which combustion stability can be ensured based on the estimated internal EGR amount. 3. The control apparatus for a direct injection internal combustion engine according to claim 1, further comprising means for retarding a valve opening timing. 前記排気側可変バルブ装置は、排気バルブのバルブリフト量を変化させる可変バルブリフト装置であることを特徴とする請求項１乃至３のいずれかに記載の筒内噴射式内燃機関の制御装置。   The control device for a direct injection internal combustion engine according to any one of claims 1 to 3, wherein the exhaust-side variable valve device is a variable valve lift device that changes a valve lift amount of the exhaust valve. 前記排気側可変バルブ装置は、排気バルブのバルブタイミングを変化させる可変バルブタイミング装置であることを特徴とする請求項１乃至３のいずれかに記載の筒内噴射式内燃機関の制御装置。   4. The control device for a cylinder injection internal combustion engine according to claim 1, wherein the exhaust-side variable valve device is a variable valve timing device that changes a valve timing of the exhaust valve. 筒内に燃料を直接噴射する筒内噴射式内燃機関の制御装置において、
前記内燃機関の排気通路に設けられた排気タービンによって吸気通路に設けられたコンプレッサを駆動して吸入空気を過給する過給機と、
前記排気タービンをバイパスする排気バイパス通路を開閉するウェイストゲートバルブと、
前記内燃機関の運転状態に基づいて該内燃機関から排出されるパーティクルマター（以下「ＰＭ」と表記する）が増加するか否かを予測するＰＭ増加予測手段と、
前記ウェイストゲートバルブが開放されている運転領域で前記ＰＭ増加予測手段によりＰＭの増加が予測されたときに前記ウェイストゲートバルブを閉じる制御手段と
を備えていることを特徴とする筒内噴射式内燃機関の制御装置。 In a control apparatus for a direct injection internal combustion engine that directly injects fuel into a cylinder,
A supercharger for supercharging intake air by driving a compressor provided in the intake passage by an exhaust turbine provided in the exhaust passage of the internal combustion engine;
A waste gate valve for opening and closing an exhaust bypass passage for bypassing the exhaust turbine;
PM increase prediction means for predicting whether or not particle matter (hereinafter referred to as “PM”) discharged from the internal combustion engine increases based on the operating state of the internal combustion engine;
Control means for closing the waste gate valve when an increase in PM is predicted by the PM increase prediction means in an operating region in which the waste gate valve is open. Engine control device. 筒内に燃料を直接噴射する筒内噴射式内燃機関の制御装置において、
前記内燃機関の排気通路に二次空気を供給する二次空気供給装置と、
前記内燃機関の運転状態に基づいて該内燃機関から排出されるパーティクルマター（以下「ＰＭ」と表記する）が増加するか否かを予測するＰＭ増加予測手段と、
前記ＰＭ増加予測手段によりＰＭの増加が予測されたときに前記二次空気供給装置を作動させて前記排気通路に二次空気を供給する制御手段と
を備えていることを特徴とする筒内噴射式内燃機関の制御装置。 In a control apparatus for a direct injection internal combustion engine that directly injects fuel into a cylinder,
A secondary air supply device for supplying secondary air to the exhaust passage of the internal combustion engine;
PM increase prediction means for predicting whether or not particle matter (hereinafter referred to as “PM”) discharged from the internal combustion engine increases based on the operating state of the internal combustion engine;
In-cylinder injection comprising: control means for operating the secondary air supply device to supply secondary air to the exhaust passage when an increase in PM is predicted by the PM increase prediction means Control device for an internal combustion engine.
JP2009151754A 2009-06-26 2009-06-26 Control device for internal combustion engine of cylinder injection type Pending JP2011007113A (en)

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JP2011127581A (en) * 2009-12-21 2011-06-30 Nippon Soken Inc Control device for internal combustion engine
JP2017125409A (en) * 2016-01-12 2017-07-20 マツダ株式会社 Engine oil deterioration diagnostic device

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ATE193752T1 (en) 1993-06-30 2000-06-15 Orbital Eng Pty EXHAUST VALVE TIMER THAT RESPONSES TO KNOCK AND TORQUE
JP4691822B2 (en) 2001-04-27 2011-06-01 トヨタ自動車株式会社 Control device for internal combustion engine
DE10322361A1 (en) 2003-05-09 2004-11-25 Robert Bosch Gmbh Method of starting motor vehicle internal combustion engine involves filling combustion chamber with charge immediately after ignition for holding during stopped phase
JP4306711B2 (en) 2006-09-29 2009-08-05 トヨタ自動車株式会社 In-cylinder injection spark ignition internal combustion engine

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JP2011127581A (en) * 2009-12-21 2011-06-30 Nippon Soken Inc Control device for internal combustion engine
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