JP2002227672A - Control device for internal combustion engine - Google Patents

Abstract

(57) Abstract: An object of the present invention is to quickly raise the temperature of an exhaust purification catalyst provided in an exhaust system of an internal combustion engine while suppressing torque fluctuation of the internal combustion engine. SOLUTION: A control device for an internal combustion engine according to the present invention comprises: a catalyst temperature raising means for controlling at least one of an intake valve and an exhaust valve of the internal combustion engine so as to raise the temperature of the exhaust purification catalyst; An electromagnetically driven valve train that opens and closes one side by electromagnetic force; and an electromagnetically driven valve train that suppresses torque fluctuations in the internal combustion engine when at least one of the intake valve and the exhaust valve is controlled by the catalyst temperature increasing means. Torque fluctuation suppressing means for controlling the mechanism.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for raising the temperature of an exhaust gas purification catalyst disposed in an exhaust passage of an internal combustion engine.
In particular, the present invention relates to a technique for increasing the amount of heat of exhaust gas supplied from an internal combustion engine to an exhaust purification catalyst to increase the temperature of the exhaust purification catalyst.

[0002]

2. Description of the Related Art In recent years, in internal combustion engines mounted on automobiles and the like, harmful gas components such as hydrocarbons (HC), carbon monoxide (CO), or nitrogen oxides (NOx) discharged from the internal combustion engines are removed. Purification is required.

In response to such demands, a technique has been proposed in which an exhaust gas purifying catalyst is disposed in an exhaust passage of an internal combustion engine. Various catalysts are known as the exhaust purification catalyst, such as a three-way catalyst, an oxidation catalyst, a storage reduction type NOx catalyst, a selective reduction type NOx catalyst, or a catalyst obtained by appropriately combining these catalysts.

Incidentally, the above-mentioned exhaust gas purifying catalyst is uniformly activated when the temperature is equal to or higher than a predetermined activation temperature and can purify harmful gas components in exhaust gas. When the exhaust gas purifying catalyst is lower than the activation temperature as in the case of the above, the harmful gas components in the exhaust gas cannot be sufficiently purified.

Therefore, conventionally, Japanese Patent Application Laid-Open No. Hei 10-6833
An "exhaust valve timing control device" as described in Japanese Patent Publication No. 2 has been proposed. The exhaust valve timing control device described in this publication, when the temperature of a catalyst or the like provided in an exhaust system is low and in an inactive state, such as when the internal combustion engine is cold started, is disclosed. By advancing the opening timing by a predetermined angle, the combustion heat in the cylinder is positively discharged to the exhaust system, thereby promoting the temperature rise of the catalyst and the like.

[0006]

By the way, as in the above-mentioned prior art, the combustion heat in the cylinder is discharged to the exhaust system simply by advancing the opening timing of the exhaust valve.
There is a possibility that the torque of the internal combustion engine fluctuates due to the discharge of combustion heat.

The present invention has been made in view of the above-described problems, and has as its object to provide a technique capable of promoting a temperature rise of an exhaust purification catalyst while suppressing a torque fluctuation of an internal combustion engine. Aim.

[0008]

The present invention employs the following means to solve the above-mentioned problems.

That is, a control device for an internal combustion engine according to the present invention includes an exhaust purification catalyst provided in an exhaust passage of the internal combustion engine, and at least one of an intake valve and an exhaust valve of the internal combustion engine for raising the temperature of the exhaust purification catalyst. A catalyst temperature raising means for controlling one of the two, and a torque fluctuation suppressing means for suppressing a torque fluctuation of the internal combustion engine when at least one of the intake valve and the exhaust valve is controlled by the catalyst temperature raising means. It is characterized by:

In the control device for an internal combustion engine configured as described above, for example, when the temperature of the exhaust purification catalyst 46 is raised,
The catalyst temperature raising means controls at least one of the intake valve and the exhaust valve, and the torque fluctuation suppressing means suppresses the torque fluctuation of the internal combustion engine.

In this case, even if the intake valves and / or exhaust valves of the internal combustion engine are controlled for the purpose of raising the temperature of the exhaust purification catalyst, the torque fluctuation of the internal combustion engine is suppressed.

As a result, the temperature of the exhaust purification catalyst rises while the torque fluctuation of the internal combustion engine is suppressed.

Next, the control device for an internal combustion engine according to the present invention comprises: an exhaust purification catalyst provided in an exhaust passage of the internal combustion engine;
A catalyst heating means for advancing the opening timing of the exhaust valve of the internal combustion engine, retarding the opening timing of the exhaust valve, or increasing the lift amount of the exhaust valve when raising the temperature of the exhaust purification catalyst And a torque fluctuation suppressing unit that suppresses a torque fluctuation of the internal combustion engine when the exhaust valve is controlled by the catalyst temperature raising unit.

[0014] In the control device for an internal combustion engine configured as described above, for example, when raising the temperature of the exhaust gas purifying catalyst, the catalyst temperature raising means advances the valve opening timing of the exhaust valve, and the valve opening timing of the exhaust valve. Is retarded, or the lift amount of the exhaust valve is increased, and the torque fluctuation suppressing means suppresses the torque fluctuation of the internal combustion engine.

In this case, even if the opening timing of the exhaust valve is advanced, the opening timing of the exhaust valve is retarded, or the lift amount of the exhaust valve is increased in order to raise the temperature of the exhaust purification catalyst, the torque of the internal combustion engine is increased. The fluctuation is suppressed.

As a result, the temperature of the exhaust purification catalyst rises while the torque fluctuation of the internal combustion engine is suppressed.

Here, when the internal combustion engine has an electromagnetically driven valve operating mechanism for opening and closing at least one of the intake valve and the exhaust valve by electromagnetic force, the torque fluctuation suppressing means includes an electromagnetically driven valve operating mechanism. Control may be performed to suppress torque fluctuations of the internal combustion engine.

This is because the electromagnetically driven valve mechanism is, for example,
Since it is possible to arbitrarily control the opening / closing timing of the intake valve, the lift amount of the intake valve, the opening / closing timing of the exhaust valve, the lift amount of the exhaust valve, etc., by controlling such an electromagnetically driven valve operating mechanism, This is because it becomes easy to control the torque of the internal combustion engine.

Further, the control device for an internal combustion engine according to the present invention includes: an exhaust purification catalyst provided in an exhaust passage of the internal combustion engine;
An intake throttle valve provided in an intake passage of the internal combustion engine, the intake throttle valve is controlled to open to raise the temperature of the exhaust purification catalyst, and at least one of the intake valve and the exhaust valve of the internal combustion engine is controlled. A catalyst temperature raising means, an electromagnetically driven valve mechanism for opening and closing at least one of the intake valve and the exhaust valve by electromagnetic force, and at least one of the intake valve and the exhaust valve by the catalyst temperature raising means. When the intake throttle valve is controlled, a torque fluctuation suppressing unit that controls the electromagnetically driven valve train to suppress the torque fluctuation of the internal combustion engine may be provided.

In the control device for an internal combustion engine configured as described above, for example, when the catalyst temperature raising means controls at least one of the intake valve and the exhaust valve and the intake throttle valve to raise the temperature of the exhaust purification catalyst, The torque fluctuation suppressing means controls the electromagnetically driven valve train so as to suppress the torque fluctuation of the internal combustion engine.

In this case, even if the intake throttle valve is controlled to open to raise the temperature of the exhaust gas purification catalyst and at least one of the intake valve and the exhaust valve is controlled, the torque fluctuation of the internal combustion engine is suppressed. become.

As a result, the temperature of the exhaust purification catalyst rises while the torque fluctuation of the internal combustion engine is suppressed.

Further, the control device for an internal combustion engine according to the present invention includes an exhaust purification catalyst provided in an exhaust passage of the internal combustion engine;
An intake throttle valve provided in the intake passage of the internal combustion engine, and, in order to raise the temperature of the exhaust purification catalyst, control the intake throttle valve to the valve opening side and advance the valve opening timing of the exhaust valve,
Catalyst heating means for retarding the opening timing of the exhaust valve or increasing the lift amount of the exhaust valve, and an electromagnetically driven valve for opening and closing at least one of an intake valve and an exhaust valve of the internal combustion engine by electromagnetic force A mechanism, when the intake throttle valve and the exhaust valve are controlled by the catalyst temperature raising unit, a torque fluctuation suppressing unit that controls the electromagnetically driven valve mechanism to suppress a torque fluctuation of the internal combustion engine; May be provided.

In the control device for an internal combustion engine configured as described above, for example, when raising the temperature of the exhaust gas purification catalyst, the catalyst temperature raising means controls the intake throttle valve to the valve opening side and adjusts the opening timing of the exhaust valve. A), the valve opening timing of the exhaust valve is retarded, or the lift amount of the exhaust valve is increased, and the torque fluctuation suppressing means controls the electromagnetically driven valve operating mechanism to suppress the torque fluctuation of the internal combustion engine. Become.

In this case, the intake throttle valve is controlled to open to increase the temperature of the exhaust purification catalyst, and the opening timing of the exhaust valve is advanced, the opening timing of the exhaust valve is retarded, or the exhaust valve is opened. Even if the lift amount is increased, the torque fluctuation of the internal combustion engine is suppressed.

As a result, the temperature of the exhaust purification catalyst rises while the torque fluctuation of the internal combustion engine is suppressed.

In the case where the catalyst temperature raising means advances the opening timing of the exhaust valve, the opening timing of the exhaust valve may be advanced to, for example, the middle of the expansion stroke. this is,
When the exhaust valve opens in the middle of the expansion stroke, extremely high temperature gas during or immediately after combustion in the internal combustion engine is exhausted from the internal combustion engine as exhaust gas, and such high temperature exhaust gas flows into the exhaust purification catalyst. This makes it possible to quickly raise the temperature of the exhaust gas purification catalyst.

When the catalyst temperature raising means delays the valve opening timing of the exhaust valve, for example, the catalyst temperature raising means may advance the valve opening timing of the exhaust valve to the middle of the exhaust stroke. This is because when the opening timing of the exhaust valve is retarded to the middle of the exhaust stroke, the gas burned in the internal combustion engine is compressed without being exhausted from the internal combustion engine until the middle of the exhaust stroke, and the compression is performed. Thereby, the temperature of the gas is increased, and as a result, the temperature of the exhaust gas is increased, and the temperature of the exhaust gas purification catalyst can be quickly increased.

Further, when increasing the lift amount of the exhaust valve, for example, when the opening timing of the exhaust valve is advanced or retarded as described above, the catalyst temperature increasing means particularly increases the exhaust valve lift amount. When the valve opening timing is advanced or retarded and the intake throttle valve is controlled to the valve opening side, the lift amount of the exhaust valve may be made larger than that during normal operation.

[0030]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a control device for an electromagnetically driven valve according to the present invention.

FIGS. 1 and 2 are views showing an embodiment of an internal combustion engine to which the present invention is applied and an intake / exhaust system thereof. The internal combustion engine 1 shown in FIGS. 1 and 2 has four cylinders 21.
It is a stroke cycle water-cooled gasoline engine.

The internal combustion engine 1 includes a cylinder block 1b in which four cylinders 21 and a cooling water passage 1c are formed, and a cylinder head 1 fixed on an upper portion of the cylinder block 1b.
a.

A crankshaft 23, which is an engine output shaft, is rotatably supported by the cylinder block 1b. The crankshaft 23 is connected via a connecting rod 19 to a piston 22 slidably loaded in each cylinder 21. Connected.

At an end of the crankshaft 23, a timing rotor 51a having a plurality of teeth formed on a peripheral edge is attached, and an electromagnetic pickup 51b is attached to a cylinder block 1b near the timing rotor 51a. The timing rotor 51a and the electromagnetic pickup 51b constitute a crank position sensor 51.

A water temperature sensor 52 for outputting an electric signal corresponding to the temperature of the cooling water flowing in the cooling water passage 1c is attached to the cylinder block 1b.

Above the piston 22 of each cylinder 21, a combustion chamber 24 surrounded by the top surface of the piston 22 and the wall surface of the cylinder head 1a is formed. The cylinder head 1
a includes spark plugs 25 facing the combustion chamber 24 of each cylinder 21.
The ignition plug 25 is electrically connected to an igniter 25a for applying a drive current to the ignition plug 25.

In the cylinder head 1a, each cylinder 2
Two open ends of the intake port 26 and two open ends of the exhaust port 27 are formed at a portion facing one combustion chamber 24. And the cylinder head 1
In a, an intake valve 28 for opening and closing each open end of the intake port 26 and an exhaust valve 29 for opening and closing each open end of the exhaust port 27 are provided to be able to move forward and backward.

An electromagnetic drive mechanism 30 for driving the intake valve 28 forward and backward using an electromagnetic force generated when an exciting current is applied to the cylinder head 1a (hereinafter referred to as an intake-side electromagnetic drive mechanism 30). Are provided in the same number as the intake valves 28. Each intake side electromagnetic drive mechanism 30 has a drive circuit 30 for applying an exciting current to the intake side electromagnetic drive mechanism 30.
a (hereinafter referred to as an intake-side drive circuit 30a) is electrically connected.

An electromagnetic drive mechanism 31 for driving the exhaust valve 29 forward and backward by using an electromagnetic force generated when an exciting current is applied to the cylinder head 1a (hereinafter referred to as an exhaust-side electromagnetic drive mechanism 31). Are provided in the same number as the exhaust valves 29. Each exhaust-side electromagnetic drive mechanism 31 has a drive circuit 31 for applying an exciting current to the exhaust-side electromagnetic drive mechanism 31.
a (hereinafter, referred to as an exhaust-side drive circuit 31a) is electrically connected.

Here, a specific configuration of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 will be described.
The intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31
Since the configuration is the same as that described above, only the intake-side electromagnetic drive mechanism 30 will be described as an example.

FIG. 3 is a sectional view showing the structure of the intake-side electromagnetic drive mechanism 30. In FIG. 3, the cylinder head 1a of the internal combustion engine 1 includes a lower head 10 fixed to the upper surface of the cylinder block 1b, and an upper head 11 provided on the lower head 10.

The lower head 10 is formed with two intake ports 26 for each cylinder 21, and a valve body 28 a of an intake valve 28 is seated at an open end of each intake port 26 on the combustion chamber 24 side. A valve seat 12 is provided.

Each of the lower heads 10 has an intake port 2
A through-hole having a circular cross section is formed from the inner wall surface of 6 to the upper surface of the lower head 10, and a cylindrical valve guide 13 is inserted into the through-hole. A valve shaft 28b of the intake valve 28 penetrates through an inner hole of the valve guide 13, and the valve shaft 2
8b is slidable in the axial direction.

A portion of the upper head 11 having the same axis as the valve guide 13 has a first core 30.
A core mounting hole 14 having a circular cross section into which the first and second cores 302 are fitted is provided. Lower part 1 of core mounting hole 14
4b is formed larger in diameter than its upper part 14a. Hereinafter, the lower part 14b of the core mounting hole 14 is referred to as a large diameter part 14b, and the upper part 14a of the core mounting hole 14 is referred to as a small diameter part 14a.

An annular first core 301 and a second core 302 made of a soft magnetic material are fitted in the small-diameter portion 14a in series in the axial direction with a predetermined gap 303 therebetween. At the upper end of the first core 301 and the lower end of the second core 302,
A flange 301a and a flange 302a are respectively formed, and the first core 301 is provided from above and the second core 3a.
The first core 301 and the second core 3 are respectively inserted into the core mounting holes 14 from below, and the flanges 301a and 302a abut against the edges of the core mounting holes 14.
02 is positioned, and the gap 303 is maintained at a predetermined distance. An annular upper plate 318 is disposed above the first core 301, and a flange 305a having an outer diameter substantially the same as that of the upper plate 318 is provided at the lower end of the cylindrical body above the upper plate 318. Formed formed upper cap 30
5 are arranged.

The upper cap 305 and the upper plate 318 are connected to the flange 3 of the upper cap 305.
It is fixed to the upper surface of the upper head 11 by a bolt 304 that penetrates from the upper surface of the upper head 05a to the inside of the upper head 11 via the upper plate 318.

In this case, the lower end of the upper cap 305 including the flange 305a abuts on the upper surface of the upper plate 318, and the lower surface of the upper plate 318 Upper head 1 in contact with
1 and as a result, the first core 301
Is fixed to the upper head 11.

Below the second core 302, there is provided a lower plate 307 made of an annular body having an outer diameter substantially the same as the large diameter portion 14b of the core mounting hole 14. The lower plate 307 is fixed to a downward step surface in the step portion of the small diameter portion 14a and the large diameter portion 14b by a bolt 306 penetrating from the lower surface of the lower plate 307 to the upper head 11. In this case, the lower plate 307 is fixed while being in contact with the lower peripheral edge of the second core 302, and as a result, the second core 302 is fixed to the upper head 11.

A first electromagnetic coil 308 is held in a groove formed on the surface of the first core 301 on the gap 303 side, and is formed on a surface of the second core 302 on the gap 303 side. The second electromagnetic coil 309 is held in the groove. At this time, the first electromagnetic coil 308 and the second electromagnetic coil 309 are arranged at positions facing each other via the gap 303. The first and second electromagnetic coils 308 and 309 are electrically connected to the above-described intake side drive circuit 30a.

The gap 303 has an armature 31 formed of an annular body having an outer diameter smaller than the inner diameter of the gap 303.
1 is arranged. The armature 311 is formed of, for example, a soft magnetic material.

In the hollow portion of the armature 311, an armature shaft 310 made of a columnar non-magnetic material having an outer diameter smaller than the hollow portions of the first core 301 and the second core 302 is provided. It is fixed so as to extend vertically along the axis.

At this time, the armature shaft 310
Has its upper end reaching through the hollow portion of the first core 301 into the upper cap 305 above it, and its lower end passing through the hollow portion of the second core 302 into the large diameter portion 14b below it. It is formed as follows.

Correspondingly, each of the upper end of the hollow portion of the first core 301 and the lower end of the hollow portion of the second core 302 has an inner diameter substantially the same as the outer diameter of the armature shaft 310. An annular upper bush 319 and a lower bush 320 are provided.
The armature shaft 310 is slidably held in the axial direction by the lower bush 320 and the armature shaft 310.

A disc-shaped upper retainer 312 is joined to the upper end of the armature shaft 310 extending into the upper cap 305, and an adjust bolt 313 is screwed into the upper opening of the upper cap 305. An upper spring 314 is interposed between the upper retainer 312 and the adjustment bolt 313. A spring seat 315 having an outer diameter substantially equal to the inner diameter of the upper cap 305 is interposed on a contact surface between the adjust bolt 313 and the upper spring 314.

At the lower end of the armature shaft 310 extending into the large diameter portion 14b, a valve shaft 28b of the intake valve 28 is provided.
Is in contact with the upper end. A disc-shaped lower retainer 28c is joined to the outer periphery of the upper end of the valve shaft 28b. A lower spring 316 is interposed between the lower surface of the lower retainer 28c and the upper surface of the lower head 10.

In the intake-side electromagnetic drive mechanism 30 configured as described above, when the excitation current is not applied to the first electromagnetic coil 308 and the second electromagnetic coil 309 from the intake-side drive circuit 30a, the upper Downward from the spring 314 relative to the armature shaft 310 (ie,
An urging force acts on the intake valve 28 (in a direction to open the intake valve 28), and an urging force acts on the intake valve 28 from the lower spring 316 in an upward direction (ie, a direction in which the intake valve 28 closes). As a result, the armature shaft 310
In addition, the state where the intake valve 28 abuts with each other and is elastically supported at a predetermined position, that is, a so-called neutral state is maintained.

The biasing force of the upper spring 314 and the lower spring 316 is set so that the neutral position of the armature 311 is located at an intermediate position between the first core 301 and the second core 302 in the gap 303. If the neutral position of the armature 311 is deviated from the above-described intermediate position due to an initial tolerance or a secular change of a component, the neutral position of the armature 311 is adjusted by the adjustment bolt 313 so as to match the above-described intermediate position. Has become possible.

The length of the armature shaft 310 and the valve shaft 28b in the axial direction is determined by the length of the valve body 28 when the armature 311 is located at an intermediate position of the gap 303.
a becomes a middle position between the valve-opening-side displacement end and the valve-closing-side displacement end (hereinafter, referred to as a middle-open position), and when the armature 311 contacts the first core 301, the valve body 28
a is set to be seated on the valve seat 12.

In the above-described intake-side electromagnetic drive mechanism 30, when the excitation current is applied to the first electromagnetic coil 308 from the intake-side drive circuit 30a, the first core 301 and the first electromagnetic coil 308 are connected to each other. Since an electromagnetic force is generated between the armature 311 and the armature 311 to displace the armature 311 toward the first core 301, the armature 311 contacts the first core 301 against the urging force of the upper spring 314. Become.

When the armature 311 is in contact with the first core 301, the intake valve 28
6. The valve body 28a of the intake valve 28 retreats under the biasing force of
Is seated on the valve seat 12, that is, a fully closed state.

In the above-described intake-side electromagnetic drive mechanism 30, the second electromagnetic coil 309 is provided from the intake-side drive circuit 30a.
When the exciting current is applied to the second core 30
Since an electromagnetic force is generated between the second and second electromagnetic coils 309 and the armature 311 in the direction of displacing the armature 311 toward the second core 302, the armature 311 resists the urging force of the lower spring 316. The two cores 302 come into contact with each other.

When the armature 311 is in contact with the second core 302, the armature shaft 310 presses the valve shaft 28b in the valve opening direction against the urging force of the lower spring 316, and the pressing force is applied. By the intake valve 28
Is held in the fully open state.

In the above-described intake side electromagnetic drive mechanism 30, when the intake valve 28 in the fully closed state is opened, first, the intake side drive circuit 30a stops applying the exciting current to the first electromagnetic coil 308. I do.

At this time, since the electromagnetic force for attracting the armature 311 to the first core 301 between the first core 301, the first electromagnetic coil 308, and the armature shaft 310 disappears, the armature 311 and the intake valve 28 are connected to the upper spring. The valve 314 is displaced in the valve opening direction by receiving the urging force of 314.

The intake side drive circuit 30a includes an armature 31
When the first electromagnetic coil 3 is displaced to the vicinity of the second core 302 by receiving the urging force of the upper spring 314, the second electromagnetic coil 3
By applying an exciting current to the second coil 302, an electromagnetic force that attracts the armature 311 to the second core 302 is generated between the second core 302, the second electromagnetic coil 309, and the armature 311. Armature 31 by this electromagnetic force
1 is displaced to a position where it comes into contact with the second core 302 (valve opening side displacement end), and as a result, the intake valve 28 is fully opened.

On the other hand, in the above-described intake side electromagnetic drive mechanism 30, when closing the intake valve 28 in the fully open state, the intake side drive circuit 30a first stops applying the exciting current to the second electromagnetic coil 309. .

At this time, since the electromagnetic force for attracting the armature 311 to the second core 302 between the second core 302, the second electromagnetic coil 309, and the armature shaft 310 disappears, the armature 311 and the intake valve 28 are connected to the lower spring. It is displaced in the valve closing direction by receiving the urging force of 316.

The intake side drive circuit 30a includes an armature 31
The first core 3 receives the urging force of the lower spring 316
01, the first electromagnetic coil 30
8 by applying an exciting current to the first core 3.
01, the first electromagnetic coil 308, and the armature 311, an electromagnetic force for attracting the armature 311 to the first core 301 is generated. Armature 31 by this electromagnetic force
1 is displaced to a position where it comes into contact with the first core 301 (displacement end on the valve closing side). As a result, the valve body 28a of the intake valve 28 is
Sit on 2.

As described above, the intake side drive circuit 30a alternately applies the exciting current to the first electromagnetic coil 308 and the second electromagnetic coil 309 at a predetermined timing, whereby the armature 311 is displaced to the valve closing side. The reciprocating operation is performed between the end and the valve-opening-side displacement end, whereby the valve shaft 28b is driven to reciprocate and the valve body 28a opens and closes at the same time.
Therefore, the intake side drive circuit 30a is connected to the first electromagnetic coil 3
The opening and closing timing of the intake valve 28 can be arbitrarily controlled by changing the application timing of the exciting current to the second electromagnetic coil 08 and the second electromagnetic coil 309.

The intake side electromagnetic drive mechanism 30 has a valve lift sensor 3 for detecting the displacement of the intake valve 28.
17 are attached. This valve lift sensor 3
Reference numeral 17 denotes a disk-shaped target 317a attached to the upper surface of the applicator 312, and an adjustment bolt 31
3 and a gap sensor 317b attached to a portion facing the above-mentioned retainer 312.

In the valve lift sensor 317 thus configured, the target 317a is displaced integrally with the armature 311 of the intake side electromagnetic drive mechanism 30, and the gap sensor 317b is replaced by the gap sensor 317b.
An electrical signal corresponding to the distance between the target and the target 317a is output.

At this time, the output signal value of the gap sensor 317b when the armature 311 is in a neutral state is stored in advance, and the deviation between the output signal value and the current output signal value of the gap sensor 317b is calculated. Thereby, the displacement of the armature 311 and the intake valve 28 can be specified.

Referring back to FIGS. 1 and 2, an intake branch pipe 33 composed of four branch pipes is connected to the cylinder head 1a of the internal combustion engine 1. Each branch pipe of the intake branch pipe 33 is connected to each cylinder. 21 and an intake port 26.

A fuel injection valve 32 is attached to the cylinder head 1 a in the vicinity of the connection portion with the intake branch pipe 33 so that the injection hole faces the intake port 26.

The intake branch pipe 33 is connected to a surge tank 34 for suppressing the pulsation of the intake air. An intake pipe 35 is connected to the surge tank 34.
Is connected to an air cleaner box 36 for removing dust and dirt from the intake air.

The intake pipe 35 is provided with an air flow meter 44 for outputting an electric signal corresponding to the mass of the air flowing through the intake pipe 35 (mass of the intake air).
A throttle valve 39 for adjusting the flow rate of intake air flowing through the intake pipe 35 is provided at a position downstream of the air flow meter 44 in the intake pipe 35. This throttle valve 39 corresponds to the intake throttle valve according to the present invention.

The throttle valve 39 is provided with a throttle actuator 40 for driving the opening and closing of the throttle valve 39 in accordance with the magnitude of the applied electric power.
And a throttle position sensor 41 for outputting an electric signal corresponding to the opening of the throttle valve 39.

The throttle valve 39 is rotatable independently of the throttle valve 39 and the accelerator pedal 4
An accelerator lever (not shown) that rotates in conjunction with 2 is attached to the accelerator lever, and an accelerator position sensor 43 that outputs an electric signal corresponding to the amount of rotation of the accelerator lever is attached to the accelerator lever.

On the other hand, the cylinder head 1 of the internal combustion engine 1
An exhaust branch pipe 45 formed so that four branch pipes merge into one collecting pipe immediately downstream of the internal combustion engine 1 is connected to a, and each branch pipe of the exhaust branch pipe 45 is connected to each cylinder 21. The exhaust port 27 communicates with the exhaust port 27.

The exhaust branch pipe 45 is connected to an exhaust pipe 47 via an exhaust purification catalyst 46, and the exhaust pipe 47 is connected downstream to a muffler (not shown). The exhaust branch pipe 4
5 is provided with an air-fuel ratio sensor 48 that outputs an electric signal corresponding to the air-fuel ratio of the exhaust flowing in the exhaust branch pipe 45, in other words, the exhaust flowing into the exhaust purification catalyst 46.

Here, as the above-mentioned exhaust gas purifying catalyst 46, for example, hydrocarbons contained in the exhaust gas when the air-fuel ratio of the exhaust gas flowing into the exhaust gas purifying catalyst 46 is a predetermined air-fuel ratio near the stoichiometric air-fuel ratio (HC), carbon monoxide (CO), nitrogen oxides (NOx), a three-way catalyst, and nitrogen contained in the exhaust when the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 46 is a lean air-fuel ratio. When the air-fuel ratio of the exhaust gas flowing into the exhaust gas purifying catalyst 46 is a stoichiometric air-fuel ratio or a rich air-fuel ratio while the oxide (NOx) is being stored, the stored nitrogen oxides (NOx) are released and reduced and purified. When the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 46 is in an oxygen excess state and a predetermined reducing agent is present, nitrogen oxides (NOx) in the exhaust gas are reduced.
It is a selective reduction type NOx catalyst to be purified, or a catalyst obtained by appropriately combining the various catalysts described above.

An electronic control unit (ECU) 20 for controlling the operating state of the internal combustion engine 1 is provided in the internal combustion engine 1 configured as described above.

The ECU 20 includes a throttle position sensor 41, an accelerator position sensor 43, an air flow meter 44, an air-fuel ratio sensor 48, a crank position sensor 51, a water temperature sensor 52, and a valve lift sensor 3.
Various sensors such as 17 are connected via electric wiring, and output signals of each sensor are input to the ECU 20.

The ECU 20 includes an igniter 25a,
The intake-side drive circuit 30a, the exhaust-side drive circuit 31a, the fuel injection valve 32, the throttle actuator 40, and the like are connected via electric wiring, and the ECU 20 sets the igniter 25
a, the intake side drive circuit 30a, the exhaust side drive circuit 31a, the fuel injection valve 32, or the throttle actuator 40
Can be controlled.

Here, as shown in FIG. 4, the ECU 20 controls the CPs connected to each other by a bidirectional bus 400.
It has a U 401, a ROM 402, a RAM 403, a backup RAM 404, an input port 405 and an output port 406, and has an A / D converter (A / D) 407 connected to the input port 405.

The A / D 407 includes a throttle position sensor 41, an accelerator position sensor 43, an air flow meter 44, an air-fuel ratio sensor 48, and a water temperature sensor 5.
2. It is connected to a sensor that outputs a signal in the form of an analog signal, such as a valve lift sensor 317, via electric wiring. The A / D 407 converts the output signal of each sensor from an analog signal format to a digital signal format, and then transmits the converted signal to the input port 405.

The input port 405 outputs a signal in the form of an analog signal, such as the above-described throttle position sensor 41, accelerator position sensor 43, air flow meter 44, air-fuel ratio sensor 48, water temperature sensor 52, valve lift sensor 317, and the like. Sensor and A / D40
7 and is connected to a sensor that outputs a signal in digital signal format, such as a crank position sensor 51.

The input port 405 inputs output signals of various sensors directly or via the A / D 407, and outputs those output signals via the bidirectional bus 400 to the CPU 401.
Or to the RAM 403.

The output port 406 is connected to the igniter 25
a, the intake-side drive circuit 30a, the exhaust-side drive circuit 31a, the fuel injection valve 32, the throttle actuator 40, and the like are connected via electric wiring. The output port 406
Receives a control signal output from the CPU 401 via the bidirectional bus 400 and transmits the control signal to the igniter 2.
5a, an intake side drive circuit 30a, an exhaust side drive circuit 31a,
Fuel injection valve 32 or throttle actuator 40
Send to

The ROM 402 includes a fuel injection amount control routine for determining the fuel injection amount, a fuel injection timing control routine for determining the fuel injection timing, and an intake valve opening / closing timing for determining the opening / closing timing of the intake valve 28. A control routine, an exhaust valve opening / closing timing control routine for determining the opening / closing timing of the exhaust valve 29, an intake side exciting current control routine for determining an exciting current amount to be applied to the intake side electromagnetic drive mechanism 30, and an exhaust side electromagnetic drive Exhaust-side excitation current amount control routine for determining the amount of excitation current to be applied to the mechanism 31; ignition timing control routine for determining the ignition timing of the spark plug 25 of each cylinder 21;
In addition to an application program such as a throttle opening control routine for determining the opening of No. 9, a catalyst temperature raising control routine for raising the temperature of the exhaust purification catalyst 46 is stored.

The ROM 402 stores various control maps in addition to the application programs described above. The control map includes, for example, a fuel injection amount control map indicating a relationship between the operating state of the internal combustion engine 1 and the fuel injection amount, a fuel injection timing control map indicating a relationship between the operating state of the internal combustion engine 1 and the fuel injection timing, An intake valve opening / closing timing control map showing the relationship between the operating state of the internal combustion engine 1 and the opening / closing timing of the intake valve 28, the operating state of the internal combustion engine 1 and the exhaust valve 2
Exhaust valve opening / closing timing control map showing the relationship between the opening / closing timing of FIG. 9 and the intake side exciting current amount control map showing the relationship between the operating state of the internal combustion engine 1 and the amount of exciting current to be applied to the intake side electromagnetic drive mechanism 30 An exhaust-side exciting current control map showing the relationship between the operating state of the engine 1 and the amount of exciting current to be applied to the exhaust-side electromagnetic drive mechanism 31, and the relationship between the operating state of the internal combustion engine 1 and the ignition timing of each spark plug 25. And a throttle opening control map indicating the relationship between the operating state of the internal combustion engine 1 and the opening of the throttle valve 39.

The RAM 403 stores the output signal of each sensor, the calculation result of the CPU 401, and the like. The calculation result is, for example, an engine speed calculated based on an output signal of the crank position sensor 51. The RAM
Various data stored in 403 is updated to the latest data every time the crank position sensor 51 outputs a signal.

The backup RAM 404 is a non-volatile memory that retains data even after the operation of the internal combustion engine 1 is stopped, and stores learning values relating to various controls, information for specifying a location where an abnormality has occurred, and the like.

The CPU 401 operates in accordance with the application program stored in the ROM 402, and includes, in addition to well-known controls such as fuel injection control, ignition control, intake valve opening / closing control, exhaust valve opening / closing control, and throttle control, the gist of the present invention. Is executed.

Hereinafter, the catalyst temperature increase control according to the present embodiment will be described.

The exhaust purification catalyst 46 is
When the bed temperature of the exhaust gas purifying catalyst 46 is lower than the activation temperature, it becomes inactive when the bed temperature of the exhaust gas purification catalyst 46 is lower than the activation temperature. The harmful gas components in the exhaust cannot be sufficiently purified. Therefore, when the bed temperature of the exhaust purification catalyst 46 is lower than the activation temperature, it is necessary to quickly raise the temperature of the exhaust purification catalyst 46 and activate the exhaust purification catalyst 46 to suppress the deterioration of the exhaust emission.

Here, the case where the temperature of the exhaust purification catalyst 46 rises below the activation temperature includes, for example, the case where the internal combustion engine 1 is started cold, or the deceleration operation or low load operation of the internal combustion engine 1 for a long time. Although a case where the engine is continued can be exemplified, in the present embodiment, a case where the internal combustion engine 1 is cold started will be described as an example.

As a method of activating the exhaust purification catalyst 46 early, a method of increasing the amount of heat of the exhaust gas flowing into the exhaust purification catalyst 46 and rapidly raising the temperature of the exhaust purification catalyst 46 to the activation temperature, in other words, A method of quickly raising the temperature of the exhaust purification catalyst 46 to the activation temperature by supplying a large amount of high-temperature exhaust gas to the exhaust purification catalyst 46 can be exemplified.

In order to efficiently increase the amount of heat of the exhaust gas flowing into the exhaust purification catalyst 46, the amount of exhaust gas discharged from the internal combustion engine 1 per unit time is increased.
It is preferable to increase the amount of heat exhausted per unit time from the exhaust gas, and at the same time, to increase the amount of heat of the exhaust gas per unit amount.

First, as a method of increasing the amount of heat discharged from the internal combustion engine 1 per unit time, a method of increasing the intake air amount of the internal combustion engine 1 can be exemplified.
Therefore, in the catalyst temperature increase control according to the present embodiment, CP
U401 controls the throttle actuator 40 to increase the opening of the throttle valve 39,
The intake side drive circuit 30a is controlled so that the intake air amount of each cylinder 21 is maximized.

Here, the opening / closing timing of the intake valve 28 is as follows.
When the internal combustion engine 1 is in a normal operation state, FIG.
As shown in FIG. 5, the valve is set to open immediately before the top dead center of the intake stroke and close immediately after the bottom dead center of the intake stroke. As shown in (2), it is preferable to set the valve so that it opens at the top dead center of the intake stroke and closes at the bottom dead center of the intake stroke so that the pump efficiency related to the intake is maximized.

The exhaust-side electromagnetic drive mechanism 31 is connected to the exhaust valve 29.
When the intake air amount of each cylinder 21 is increased as described above, the lift amount of the exhaust valve 29 is increased from that in the normal operation. Alternatively, the amount of exhaust gas discharged from the internal combustion engine 1 per unit time may be further increased, so that the amount of heat discharged from the internal combustion engine 1 per unit time may be further increased.

Next, as a method of increasing the amount of heat of the exhaust per unit amount, a method of discharging the gas immediately after combustion in each cylinder 21, preferably the gas in the course of combustion in each cylinder 21 as exhaust gas, or A method of compressing the burned gas in each cylinder 21 and discharging the compressed gas as exhaust gas can be exemplified.

Here, the opening timing of the exhaust valve 29 is
When the internal combustion engine 1 is in a normal operation state, FIG.
Is set immediately before the bottom dead center of the exhaust stroke. However, in the case where the gas in the course of combustion in each cylinder 21 is discharged as exhaust, the valve opening timing of the exhaust valve 29 is advanced from that in the normal operation. By doing so, the high-temperature gas immediately after combustion in the cylinder 21 may be exhausted as exhaust gas. Preferably, as shown in FIG. 5B, the valve opening timing of the exhaust valve 29 is adjusted during the expansion stroke. By advancing it to the middle, high-temperature gas that is being burned in the cylinder 21 may be discharged as exhaust gas.

When the burned gas in each cylinder 21 is compressed and then discharged as exhaust gas, the opening timing of the exhaust valve 29 may be retarded from that during normal operation. As shown in (c), the valve opening timing of the exhaust valve 29 may be delayed until the middle of the exhaust stroke. In this case, during the period from the bottom dead center of the exhaust stroke to the opening timing of the exhaust valve 29, the burned gas in each cylinder 21 is compressed by the rise of the piston 22, and the temperature of the burned gas is increased. . As a result, the temperature of the exhaust gas discharged from each cylinder 21 is increased.

As described above, when the amount of exhaust gas discharged from the internal combustion engine 1 per unit time is increased and the calorific value of exhaust gas per unit amount is increased, the exhaust purification catalyst 46
As a result, the calorific value of the exhaust gas flowing per unit time increases, so that the exhaust purification catalyst 46 quickly rises to the activation temperature.

When the throttle valve 39 and the intake / exhaust valves 28 and 29 are controlled as described above, the torque of the internal combustion engine 1 may fluctuate.

For example, when the opening timing of the exhaust valve 29 is advanced, a part of the heat energy generated when the air-fuel mixture burns in each cylinder 21 is discharged without being reflected in the torque of the internal combustion engine 1. Therefore, although the torque of the internal combustion engine 1 is reduced, if the opening degree of the throttle valve 39 and the opening / closing timing of the intake valve 28 are set so that the intake air amount of each cylinder 21 is maximized, the fuel is accordingly adjusted. Since the injection amount is increased and the heat energy generated when the air-fuel mixture burns in each cylinder 21 increases, the torque of the internal combustion engine 1 may increase.

If the valve opening timing of the exhaust valve 29 is retarded, the piston 22 compresses the burned gas in the cylinder 21 again, and the compression work causes the crankshaft 2 to compress.
Since the kinetic energy of the engine 3 is lost, the opening degree of the throttle valve 39 and the opening / closing timing of the intake valve 28 are set so that the intake air amount of each cylinder 21 is maximized, though the torque of the internal combustion engine 1 is reduced. Accordingly, the fuel injection amount is increased accordingly, and the heat energy generated when the air-fuel mixture burns in each cylinder 21 increases, so that the torque of the internal combustion engine 1 may increase.

On the other hand, it is conceivable to suppress an increase in the torque of the internal combustion engine 1 by reducing the intake air amount and the fuel injection amount of the internal combustion engine 1, but the intake air amount and the fuel injection amount are reduced. As a result, the calorific value of the exhaust gas per unit amount decreases, and it is difficult to achieve the purpose of promptly raising the temperature of the exhaust gas purification catalyst 46.

Therefore, in the catalyst temperature raising control in this embodiment, the CPU 401 sets the closing timing of the exhaust valve 29 before the exhaust stroke top dead center as shown in FIGS. 5 (b) and 5 (c). The torque of the internal combustion engine 1 may be reduced by advancing to.

When the closing timing of the exhaust valve 29 is advanced before the top dead center of the exhaust stroke, the piston 22 moves into the cylinder 21 during the period from the closing of the exhaust valve 29 to the top dead center of the exhaust stroke. Since the residual gas is compressed, the kinetic energy of the crankshaft 23 is lost due to the compression work, and as a result, the torque of the internal combustion engine 1 is reduced without reducing the calorific value of the exhaust gas discharged from the internal combustion engine 1. It can be reduced.

Accordingly, by appropriately advancing the closing timing of the exhaust valve 29 by the CPU 401, it is possible to offset the increase in the torque of the internal combustion engine 1 due to the increase in the intake air amount and the fuel injection amount. As a result, torque fluctuation of the internal combustion engine 1 can be suppressed.

As described in the above description of FIG. 5B, when the exhaust heat per unit amount is increased by advancing the valve opening timing of the exhaust valve 29, the exhaust valve The torque of the internal combustion engine 1 may be reduced by further advancing the valve opening timing of the valve 29.

Next, the control for raising the temperature of the catalyst according to the present embodiment will be specifically described with reference to FIG.

FIG. 6 is a flowchart showing a catalyst temperature increasing control routine according to this embodiment. The catalyst temperature raising control routine is a routine stored in the ROM 402 in advance, and is triggered by starting the internal combustion engine 1 (switching a starter switch (not shown) from off to on) as a trigger.
This is a routine executed by the PU 401.

In the catalyst temperature increasing control routine, the CPU 401
First, in S601, it is determined whether or not the start of the internal combustion engine 1 has been completed. As a method of determining the completion of the start of the internal combustion engine 1, a method of determining that the start of the internal combustion engine 1 has been completed when the engine speed becomes equal to or higher than a predetermined speed can be exemplified.

If it is determined in step S601 that the start of the internal combustion engine 1 has not been completed, the CPU 401
The processing of S601 is executed again.

If it is determined in S601 that the start of the internal combustion engine 1 has been completed, the CPU 401 proceeds to S60.
Proceeding to 2, it is determined whether the exhaust purification catalyst 46 is in an inactive state.

As a method of determining whether or not the exhaust gas purification catalyst 46 is in an inactive state, a temperature sensor is attached to the exhaust gas purification catalyst 46, and when the output signal value of the temperature sensor is lower than a predetermined activation temperature. A method for determining that the exhaust purification catalyst 46 is in an inactive state, a method for estimating that the exhaust purification catalyst 46 is in an inactive state when an output signal value of the water temperature sensor 52 is lower than a predetermined temperature, and a method for starting the internal combustion engine 1 A method of estimating a driving history from time (for example, an integrated value of an intake air amount or an integrated value of a fuel injection amount) as a parameter can be exemplified.

If it is determined in step S602 that the exhaust purification catalyst 46 is in the active state, the CPU 401
The execution of this routine ends.

On the other hand, if it is determined in S602 that the exhaust purification catalyst 46 is in the inactive state, the CPU 4
In step S603, the process proceeds to step S603, and execution of the catalyst temperature increasing process is started.

In the catalyst temperature raising process, the CPU 401 controls the throttle actuator 40 to increase the opening of the throttle valve 39, as described above.
(2) The opening / closing timing of the intake valve 28 is adjusted to the timing at which the pump efficiency is maximized (for example, the valve is opened at the top dead center of the intake stroke,
In addition, the intake-side drive circuit 30a is controlled so that the valve closes at the bottom dead center of the intake stroke, and (3) the valve opening timing of the exhaust valve 29 is advanced to the middle of the expansion stroke or delayed to the middle of the exhaust stroke. Control the exhaust side drive circuit 31a to make
(4) The exhaust drive circuit 31a is controlled to advance the closing timing of the exhaust valve 29 so that the torque of the internal combustion engine 1 matches the predetermined target torque. The above-mentioned predetermined target torque is, for example, a value obtained by a function using the output signal value (accelerator opening) of the accelerator position sensor 43 and the engine speed as parameters. At this time, if the exhaust-side electromagnetic drive mechanism 31 is configured to arbitrarily change the lift amount of the exhaust valve 29, the CPU 401
The exhaust-side drive circuit 31a may be controlled to increase the lift amount of the exhaust gas.

When such a catalyst temperature increasing process is performed,
As the intake air amount of the internal combustion engine 1 increases, the exhaust amount of the internal combustion engine 1 increases, and high-temperature exhaust gas is discharged from each cylinder 21 by advancing or retarding the exhaust valve opening timing, and further closing the exhaust valve. Due to the advance of the timing, the torque of the internal combustion engine 1 matches the target torque.

In this case, while the fluctuation of the torque of the internal combustion engine 1 is suppressed, the amount of exhaust discharged from the internal combustion engine 1 per unit time increases, and the amount of heat of the exhaust per unit amount increases. As a result, the amount of heat of the exhaust gas supplied to the exhaust gas purification catalyst 46 can be greatly increased without the torque fluctuation of the internal combustion engine 1 occurring, and the temperature of the exhaust gas purification catalyst 46 quickly rises.

The CPU 401 that has started the execution of the catalyst temperature raising process as described above determines in step S604 whether or not the exhaust purification catalyst 46 has been activated.

If it is determined in S604 that the exhaust purification catalyst 46 is not active, the CPU 401
The catalyst temperature raising process of S603 is continuously executed.

On the other hand, if it is determined in step S604 that the exhaust purification catalyst 46 has been activated, the CPU 401
Proceeding to S605, the execution of the catalyst temperature raising process ends. Specifically, the CPU 401 controls the throttle actuator 40 to return the opening of the throttle valve 39 to the normal opening, and drives the intake side to return the opening and closing timing of the intake and exhaust valves 28 and 29 to the normal opening and closing timing. The circuit 30a and the exhaust side drive circuit 31a are controlled. After completing the process of S605, the CPU 401 terminates the execution of this routine.

As described above, when the CPU 401 executes the catalyst temperature raising control routine, the catalyst temperature raising means and the torque fluctuation suppressing means according to the present invention are realized, and the torque fluctuation of the internal combustion engine 1 is suppressed. While the exhaust purification catalyst 46
Can be raised.

Therefore, according to the control device for the internal combustion engine 1 according to the present embodiment, it is possible to greatly increase the amount of heat of the exhaust gas supplied to the exhaust purification catalyst 46 while suppressing the torque fluctuation of the internal combustion engine 1. As a result, the temperature of the exhaust purification catalyst 46 quickly rises to the activation temperature.

[0131]

According to the present invention, when the catalyst temperature raising means raises the temperature of the exhaust purification catalyst, the torque fluctuation suppressing means suppresses the torque fluctuation of the internal combustion engine. It is possible to promote the temperature rise of the exhaust purification catalyst.

[Brief description of the drawings]

FIG. 1 is a plan view showing a schematic configuration of an internal combustion engine according to the present invention.

FIG. 2 is a sectional view showing a schematic configuration of an internal combustion engine according to the present invention.

FIG. 3 is a diagram showing an internal configuration of an intake-side electromagnetic drive mechanism.

FIG. 4 is a block diagram showing an internal configuration of an ECU.

FIG. 5 is a diagram showing opening and closing timings of intake and exhaust valves in catalyst temperature increase control;

FIG. 6 is a flowchart illustrating a catalyst temperature increasing control routine.

[Explanation of symbols]

 1 internal combustion engine 20 ECU 25 spark plug 25a igniter 26 intake port 27 exhaust port 28 intake valve 29 ··· Exhaust valve 30 ··· Intake side electromagnetic drive mechanism 30a ··· Intake side drive circuit 31 ···· Exhaust side electromagnetic drive mechanism 31a ··· Exhaust side drive circuit 32 ··· Fuel injection valve 39 ··· ... Throttle valve 46 ... Exhaust purification catalyst 401 ... CPU 402 ... ROM

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 9/02 305 F02D 9/02 305B 3G301 351 351M 11/10 11/10 G 41/06 310 41/06 310 320 320 43/00 301 43/00 301K 301Z F-term (Reference) 3G018 AA05 AA06 AB09 AB17 CA16 DA34 3G065 AA04 AA06 AA07 CA12 DA06 DA15 EA01 EA02 EA03 FA14 GA00 GA05 GA08 GA09 GA10 GA15 GA41 GA46 HA21 HA22 JA04 JA09 JA09 AA03 AA04 BA05 BA09 BA13 BA15 BA17 BA23 BA24 CA01 CA02 CA03 CA06 DA10 DA11 DA27 EA11 EB01 EB09 EB11 EB22 FA07 FA10 FA20 FA29 FA33 FA36 3G091 AA02 AA17 AA23 AA28 AB01 AB03 AB05 AB06 BA03 BA14 DB15 BA19 CB03 CB01 DA02 EA00 EA01 EA05 EA07 EA16 EA26 EA31 EA34 FA02 FA04 FA12 FA13 FA19 FB02 FC04 FC07 HA36 3G0 92 AA01 AA05 AA11 DA01 DA02 DA07 DA12 DA14 DC03 DC15 DG02 DG08 DG09 EA01 EA03 EA04 EA17 FA05 FA15 GA02 HA01Z HA06X HA06Z HA13X HD02Z HD05Z HE01Z HE03Z HE08Z HF08Z HF19Z 3G301 KA19 JA05 KA19 JA04 KA19 JA04 LA07 LB02 MA01 MA11 MA18 NA06 NA07 NA08 NC04 ND01 ND02 NE01 NE06 NE13 NE14 NE15 PA01A PA01B PA01Z PD02A PD02B PD02Z PE01A PE01B PE01Z PE03A PE03B PE03Z PE08A PE08B PE08Z PF16A PF16B PF16Z

Claims (5)

[Claims] An exhaust purification catalyst provided in an exhaust passage of the internal combustion engine; a catalyst temperature increasing means for controlling at least one of an intake valve and an exhaust valve of the internal combustion engine to increase the temperature of the exhaust purification catalyst; A control device for an internal combustion engine, comprising: a torque fluctuation suppressing unit that suppresses a torque fluctuation of the internal combustion engine when at least one of the intake valve and the exhaust valve is controlled by the catalyst temperature raising unit. . 2. An exhaust purification catalyst provided in an exhaust passage of an internal combustion engine, and, when raising the temperature of the exhaust purification catalyst, the valve opening timing of an exhaust valve of the internal combustion engine is advanced or retarded, or the exhaust gas is exhausted. Catalyst rising means for increasing the valve lift, and torque fluctuation suppressing means for suppressing torque fluctuation of the internal combustion engine when the exhaust valve is controlled by the catalyst temperature rising means. Control device for an internal combustion engine. 3. An electromagnetically driven valve mechanism for opening and closing at least one of an intake valve and an exhaust valve of the internal combustion engine by electromagnetic force, wherein the torque fluctuation suppressing means controls the electromagnetically driven valve mechanism. The control device for an internal combustion engine according to claim 1 or 2, wherein torque fluctuation of the internal combustion engine is suppressed. 4. An exhaust purification catalyst provided in an exhaust passage of the internal combustion engine, an intake throttle valve provided in an intake passage of the internal combustion engine, and opening the intake throttle valve to raise the temperature of the exhaust purification catalyst. A catalyst temperature increasing means for controlling to a valve side and controlling at least one of an intake valve and an exhaust valve of the internal combustion engine; and an electromagnetically driven valve mechanism for opening and closing at least one of the intake valve and the exhaust valve by electromagnetic force. And controlling the electromagnetically driven valve train to suppress torque fluctuations of the internal combustion engine when at least one of the intake valve and the exhaust valve and the intake throttle valve are controlled by the catalyst temperature raising means. A control device for an internal combustion engine, comprising: a torque fluctuation suppressing unit. 5. An exhaust purification catalyst provided in an exhaust passage of an internal combustion engine, an intake throttle valve provided in an intake passage of the internal combustion engine, and opening the intake throttle valve to raise the temperature of the exhaust purification catalyst. Catalyst temperature increasing means for controlling the valve side and advancing the valve opening timing of the exhaust valve of the internal combustion engine, retarding the valve opening timing of the exhaust valve, or increasing the lift amount of the exhaust valve; An electromagnetically driven valve mechanism that opens and closes at least one of an intake valve and an exhaust valve by electromagnetic force; and a torque of the internal combustion engine when the intake throttle valve and the exhaust valve are controlled by the catalyst temperature increasing means. A control device for an internal combustion engine, comprising: torque fluctuation suppressing means for controlling the electromagnetically driven valve mechanism so as to suppress fluctuation.