JP2019120239A - Control device of internal combustion engine - Google Patents

Abstract

To provide a control device of an internal combustion engine which can properly perform the regeneration processing of a filter part without using a differential pressure sensor.SOLUTION: An ECU 60 is employed to an engine 10 having an exhaust passage 33 in which exhaust emission from a plurality of cylinders flows, a GPF 42 arranged in the exhaust passage 33, and collecting PMs contained in the exhaust emission, and an in-cylinder pressure sensor 35 for detecting the in-cylinder pressure of the cylinders 23. The ECU 60 acquires the in-cylinder pressure in the exhaust emission indicating the in-cylinder pressure in an exhaust stroke on the basis of the in-cylinder pressure which is detected by the in-cylinder pressure sensor 35. The ECU determines whether or not the acquired in-cylinder pressure in the exhaust emission shows a value higher than a prescribed execution determination value, and when the in-cylinder pressure in the exhaust emission is determined to be the value higher than the execution determination value, the ECU performs regeneration processing to the GPF 42.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for an internal combustion engine applied to an internal combustion engine including a filter unit that collects particulate matter contained in exhaust gas.

  The exhaust passage of the internal combustion engine is provided with a filter unit that collects particulate matter contained in the exhaust gas. Patent Document 1 discloses that a regeneration process is performed to remove particulate matter deposited on a filter unit. In Patent Document 1, the pressure difference between the upstream side and the downstream side of the filter unit is detected by a differential pressure sensor, and the regeneration process is performed when the pressure difference becomes larger than a predetermined value.

Patent No. 4930215 gazette

  The differential pressure sensor is used only to determine whether or not the regeneration process needs to be performed, which causes an increase in the cost of the product.

  An object of the present invention is to provide a control device of an internal combustion engine capable of properly performing regeneration processing of a filter portion without using a differential pressure sensor.

  In order to solve the above-mentioned subject, a control device concerning the present invention is provided in an exhaust passage where exhaust air from a plurality of cylinders flows, and in the exhaust passage, and is a filter which collects particulate matter contained in the exhaust gas. The present invention is applied to an internal combustion engine provided with a cylinder, a pressure detector which is provided in the cylinder and detects an in-cylinder pressure of the cylinder, and a regeneration processor which regenerates the filter. The control device acquires an in-exhaust intra-cylinder pressure indicating the in-cylinder pressure during the exhaust stroke based on the in-cylinder pressure detected by the pressure detection unit, and an in-cylinder pressure acquisition unit acquired by the in-cylinder pressure acquisition unit An execution determining unit that determines whether the in-exhaust in-cylinder pressure is a value higher than a predetermined implementation determination value, and the in-exhaust in-cylinder pressure is a value higher than the implementation determination value by the implementation determination unit And an execution control unit that causes the reproduction processing unit to execute the reproduction process when it is determined.

  During the exhaust stroke in which the cylinder and the exhaust passage communicate with each other by the particulate matter being accumulated in the filter portion, the pressure from the cylinder upstream of the filter portion to the exhaust passage accumulates the particulate matter in the filter portion It will be higher than if you are not. In the above configuration, the in-exhaust in-cylinder pressure that indicates the in-cylinder pressure during the exhaust stroke of the cylinder is acquired based on the in-cylinder pressure detected by the pressure detection unit. Then, when the acquired in-exhaust-cylinder pressure is higher than a predetermined implementation determination value, the regeneration processing unit is caused to perform the regeneration processing. Therefore, the regeneration process of the filter unit can be properly performed without using the differential pressure sensor.

The block diagram of an engine control system. The figure explaining the principle which determines the presence or absence of implementation of reproduction | regeneration processing. The flowchart which shows the procedure of reproduction | regeneration processing. The figure explaining the relationship between an intake air amount and exhaust temperature, and an execution determination value. FIG. 6 is a view for explaining the relationship between an intake air amount and an exhaust temperature and an end determination value.

First Embodiment
Hereinafter, an engine control system as an embodiment of the present invention will be described based on the drawings.

  The engine control system shown in FIG. 1 includes an engine 10 and an ECU 60 as a control device. The engine 10 is a direct injection four-stroke gasoline engine mounted on a vehicle. Specifically, the engine 10 is a four-cylinder engine provided with four cylinders 23. In FIG. 1, only one cylinder 23 is illustrated, and the other cylinders are omitted.

  The engine 10 includes an engine body 20, an intake passage 11 communicating with an intake port of the engine body 20, and an exhaust passage 33 communicating with an exhaust port of the engine body 20.

  An intake valve 31 and an exhaust valve 32 which are opened and closed according to the rotation of a cam shaft (not shown) are provided at an intake port and an exhaust port of the engine body 20, respectively. The intake air flowing through the intake passage 11 is introduced into the cylinder 23 by the opening operation of the intake valve 31. Further, the exhaust gas after combustion is discharged to the exhaust passage 33 by the opening operation of the exhaust valve 32. Each of the intake valve 31 and the exhaust valve 32 is provided with variable valve mechanisms 31A and 32A that make the opening and closing timings of the intake valve 31 and the exhaust valve 32 variable. The variable valve mechanisms 31A and 32A are for adjusting the relative rotational phase between the crankshaft of the engine 10 and the respective intake and exhaust camshafts, and are phase advancing and retarding with respect to a predetermined reference position. Adjustment is possible. As the variable valve mechanism 31A, 32A, a hydraulic drive type or an electric type variable valve mechanism may be used.

  The engine body 20 is provided with an electromagnetically driven injector 21 for each cylinder 23, and fuel is directly injected from the injector 21 into a combustion chamber defined by the inner wall of the cylinder and the upper surface (top part) of the piston 22. .

  A spark plug 34 is attached to a cylinder head of the engine 10, and a high voltage is applied to the spark plug 34 at a desired ignition timing through an ignition coil or the like (not shown). By the application of the high voltage, spark discharge is generated between the opposing electrodes of each spark plug 34, and the fuel in the cylinder 23 is ignited.

  The engine body 20 is provided with a crank angle sensor 36 which outputs a rectangular crank angle signal CA for each predetermined crank angle when the engine 10 is operated.

  The cylinder 23 of the engine body 20 is provided with an in-cylinder pressure sensor 35 that detects the pressure in the cylinder 23 as an in-cylinder pressure CP. In the present embodiment, an in-cylinder pressure sensor 35 is provided to one of the four cylinders 23. In the present embodiment, the in-cylinder pressure sensor 35 corresponds to a pressure detection unit.

  The intake passage 11 is provided with an air flow meter 12 for detecting an amount of air flowing into the cylinder 23 as an intake air amount IA. In the present embodiment, the air flow meter 12 corresponds to an air amount detection unit. A throttle valve 14 whose opening degree is adjusted by a throttle actuator 13 such as a DC motor is provided downstream of the air flow meter 12 in the intake passage 11. A surge tank 16 and an intake manifold 18 for introducing intake air flowing into the surge tank 16 into the cylinders 23 are provided downstream of the throttle valve 14 in the intake passage 11. The surge tank 16 is provided with an intake pipe pressure sensor 17 for detecting an intake pipe pressure.

  The exhaust passage 33 is provided with a three-way catalyst 41 for purifying exhaust gas, and a GPF (gasoline particulate filter) 42. The three-way catalyst 41 purifies CO, HC, and NOx in the exhaust gas. The GPF 42 is provided downstream of the three-way catalyst 41 in the exhaust passage 33 and collects PM, which is a particulate matter in the exhaust gas. The GPF 42 has, for example, a porous ceramic carrier (filter base material), and collects PM by the carrier. In the present embodiment, the GPF 42 corresponds to a filter unit.

  At the upstream and downstream sides of the three-way catalyst 41 in the exhaust passage 33, air-fuel ratio sensors 44, 45 are provided for detecting the air-fuel ratio of air-fuel mixture with exhaust gas as the detection target. Further, the three-way catalyst 41 is provided with an exhaust temperature sensor 46 that detects the temperature of the exhaust passing through the three-way catalyst 41 as an exhaust temperature ET. In the present embodiment, the exhaust temperature sensor 46 corresponds to a temperature detection unit.

  The outputs of the various sensors described above are input to the ECU 60. The ECU 60 includes a microcomputer including a CPU, a ROM, a RAM, and the like, and executes various control programs stored in the ROM to control the fuel injection amount of the injector 21 according to the engine operating condition, and the spark plug 34. Control the ignition timing of the In the present embodiment, the ECU 60 controls the fuel injection amount from the injector 21 based on the detection results of the air-fuel ratio sensors 44 and 45 and the detection result of the in-cylinder pressure sensor 35.

  When it is determined that the PM has accumulated on the GPF 42 by a predetermined amount or more, the ECU 60 burns and removes the PM accumulated on the GPF 42 to perform a regeneration process of regenerating the PM collection function of the GPF 42. For example, in order to perform the regenerating process, it is necessary that the temperature of the GPF 42 is equal to or higher than a predetermined temperature, and oxygen is present in the GPF 42. Note that under the situation where combustion at stoichiometric air-fuel ratio (stoichiometric combustion) is being performed, the amount of oxygen contained in the exhaust is extremely small. Therefore, at the time of the regeneration process, the ECU 60 controls the air-fuel ratio so as to be temporarily leaner than the stoichiometric air-fuel ratio, thereby supplying the GPF 42 with an amount of oxygen necessary for the regeneration process. In the present embodiment, the ECU 60 corresponds to a regeneration processing unit.

  Here, in the exhaust passage 33, a pressure difference between the upstream side and the downstream side of the GPF 42 is detected by a differential pressure sensor, and it is determined from this pressure difference whether PM accumulated in the GPF 42 by a predetermined amount or more. Conceivable. However, since the differential pressure sensor is used only to determine the necessity of the regeneration process, it causes a cost increase of the product. Therefore, in the present embodiment, the determination value of the in-cylinder pressure sensor 35 is used to determine whether the regeneration process is necessary.

  Next, with reference to FIG. 2, the principle of determining the necessity of the regeneration process based on the detection value of the in-cylinder pressure sensor 35 will be described. FIG. 2 shows a transition of the in-cylinder pressure CP, in which the horizontal axis is a crank angle (deg. CA) and the vertical axis is an in-cylinder pressure CP (bar). Note that FIG. 2 shows the transition of the in-cylinder pressure CP centering on the crank angle which is TDC (top dead center).

  In the compression / combustion stroke, after the crank angle becomes TDC, the in-cylinder pressure CP becomes maximum after a predetermined crank angle, and then the in-cylinder pressure CP decreases. Then, when the exhaust valve 32 is opened in CA 1, the gas in the cylinder 23 becomes an exhaust stroke in which the gas is exhausted through the exhaust passage 33.

  In FIG. 2, the transition of the in-cylinder pressure CP when clogging does not occur in the GPF 42 in the exhaust stroke is shown by a solid line, and the transition of the in-cylinder pressure CP when clogging occurs in the GPF 42 is shown by a broken line. Here, the state in which the GPF 42 is clogged is a state in which PM of a predetermined amount or more is deposited on the GPF 42.

  In the exhaust stroke, the cylinder 23 and the exhaust passage 33 communicate with each other by opening the exhaust valve 32. Therefore, when the GPF 42 is clogged, the pressure in the exhaust passage 33 from the cylinder 23 on the upstream side of the GPF 42 to the exhaust passage 33 is higher than in the case where the GPF 42 is not clogged. In FIG. 2, in the exhaust stroke, the in-cylinder pressure CP indicated by the broken line changes at a value higher than the in-cylinder pressure CP indicated by the solid line.

  Therefore, in the present embodiment, the in-cylinder pressure CP of the cylinder 23 during the exhaust stroke is detected as the in-exhaust in-cylinder pressure EP, and the necessity of the regeneration process is determined based on the value of the in-exhaust in-cylinder pressure EP. . Specifically, the ECU 60 determines that the regeneration process needs to be performed when the in-exhaust cylinder internal pressure EP is larger than the implementation determination value indicating the predetermined determination value.

  Next, a procedure in which the ECU 60 performs the regeneration process will be described with reference to FIG. The process shown in FIG. 3 is repeatedly performed by the ECU 60 at a predetermined cycle.

  In step S11, it is determined whether the cylinder 23 provided with the in-cylinder pressure sensor 35 is in an exhaust stroke. If it is determined that the cylinder 23 provided with the in-cylinder pressure sensor 35 is not in the exhaust stroke, the process of FIG. 3 is temporarily ended. On the other hand, when it is determined that the cylinder 23 provided with the in-cylinder pressure sensor 35 is in the exhaust stroke, the process proceeds to step S12.

  In step S12, it is determined whether the reproduction process is being performed. First, assuming that the regeneration process is not being performed, the process proceeds to step S13. During a predetermined time after the exhaust valve 32 is opened in the exhaust stroke, exhaust interference in which the exhaust gas exhausted from each cylinder 23 interferes in the exhaust passage 33 increases the fluctuation of the in-cylinder pressure CP. Therefore, even when the amount of PM deposited on the GPF 41 is small, there is a possibility that the in-exhaust intra-cylinder pressure EP may be acquired as a value larger than the actual pressure. Therefore, in step S13, it is determined whether or not a predetermined waiting time T1 has elapsed since the exhaust valve 32 was opened. If the waiting time T1 has not elapsed, the process does not proceed to step S14. The waiting time T1 indicates the time from when the exhaust valve 32 of the cylinder 23 provided with the in-cylinder pressure sensor 35 is opened until exhaust interference is settled in the exhaust passage 33.

  If it is determined that the waiting time T1 has elapsed since the exhaust valve 32 was opened, the process proceeds to step S14. In step S14, the in-cylinder pressure CP detected by the in-cylinder pressure sensor 35 is acquired as the in-exhaust in-cylinder pressure EP. In the present embodiment, during the exhaust stroke, the in-cylinder pressure CP of the cylinder 23 provided with the in-cylinder pressure sensor 35 is detected a plurality of times, and the average value of the detection values is acquired as the middle in-exhaust cylinder pressure EP. Step S14 corresponds to an in-cylinder pressure acquisition unit.

  In step S15, an execution determination value SH1 is set. The in-cylinder pressure CP changes in accordance with the intake air amount IA and the exhaust temperature ET which are taken into the cylinder 23 from the intake passage 11. Therefore, in the present embodiment, the execution determination value SH1 is set based on the current intake air amount IA detected by the air flow meter 12 and the exhaust gas temperature ET detected by the exhaust gas temperature sensor 46.

  FIG. 4 is a view for explaining the relationship between the intake air amount IA and the exhaust temperature ET and the execution determination value SH1. In the present embodiment, the implementation determination value SH1 is set to a larger value as the intake air amount IA is larger. Further, the execution determination value SH1 is set to a larger value as the exhaust gas temperature ET is higher. For example, an execution determination value map indicating the relationship between the intake air amount IA and the exhaust temperature ET and the execution determination value SH1 shown in FIG. 4 is held. Then, the implementation determination value SH1 corresponding to the intake air amount IA and the exhaust temperature ET may be set by referring to the implementation determination value map.

  Returning to FIG. 3, in step S16, the in-exhaust middle cylinder pressure EP acquired in step S14 is compared with the execution determination value SH1 set in step S15. If it is determined that the during-exhaust in-cylinder pressure EP is larger than the execution determination value SH1, the process proceeds to step S17. Steps S15 and S16 correspond to the implementation determination unit.

  When the process proceeds to step S17, since the GPF 42 is clogged, the regeneration process is performed. Therefore, the air-fuel ratio is controlled such that the amount of air mixed with the fuel is larger than that in the stoichiometric state. As a result, the rate at which GPF 42 reacts with the air in the exhaust gas increases, the temperature of GPF 42 rises, and PM is burned and removed.

  On the other hand, when it is determined in step S16 that the in-exhaust cylinder internal pressure EP is equal to or less than the implementation determination value SH1, the process proceeds to step S18. In step S18, it is determined whether the in-exhaust intra-cylinder pressure EP is less than or equal to the damage determination value SH2. When the carrier of the GPF 42 is cracked, the exhaust gas flows out from the crack of the carrier, so that the in-cylinder pressure CP becomes a lower value than when the carrier is not cracked. Therefore, for example, the damage determination value SH2 indicating the upper limit value of the in-cylinder pressure CP in the case where the GPF 42 is broken is compared with the in-exhaust in-cylinder pressure EP to determine whether the GPF 42 is damaged.

  If it is determined that the during-exhaust cylinder internal pressure EP is equal to or less than the damage determination value SH2, the process proceeds to step S19, and notification processing for notifying the damage of the GPF 42 is performed. In this notification process, for example, an operation signal for operating a notification device (not shown) such as a display device or an alarm device is output. On the other hand, if it is determined that the during-exhaust in-cylinder pressure EP is larger than the damage determination value SH2, the process of FIG. 3 is temporarily ended.

  When the reproduction process is performed by proceeding to step S17, it is determined in step S12 that the reproduction process is being performed, and the process proceeds to step S20. In step S20, the current middle pressure during exhaust EP is acquired. Step S20 corresponds to an in-cylinder pressure acquisition unit.

  In step S21, an end determination value SH3 used to determine whether it is necessary to end the reproduction process is set. Since the end determination value SH3 is a value for determining the in-cylinder pressure CP when the GPF 42 is regenerated by the regeneration process, the end determination value SH3 is set to a value lower than the execution determination value SH1.

  In the present embodiment, the end determination value SH3 is set based on the intake air amount IA and the exhaust temperature ET. FIG. 5 is a view for explaining the relationship between the intake air amount IA and the exhaust temperature ET and the end determination value SH3. The end determination value SH3 is set to a value smaller than the execution determination value SH1. In the present embodiment, the end determination value SH3 is set to a larger value as the intake air amount IA is larger. Further, the end determination value SH3 is set to a larger value as the exhaust gas temperature ET is higher. For example, an end determination value map indicating the relationship between the intake air amount IA and the exhaust temperature ET and the end determination value SH3 shown in FIG. 5 is held. Then, the end determination value SH3 corresponding to the intake air amount IA and the exhaust temperature ET may be set by referring to the end determination value map. In the end determination value map, the maximum value of the end determination value SH3 may be set to a value smaller than the minimum value of the execution determination value SH1.

  Returning to FIG. 3, in step S22, the middle in-exhaust cylinder pressure EP acquired in step S20 is compared with the end determination value SH3 set in step S21. If it is determined that the during-exhaust in-cylinder pressure EP is smaller than the end determination value SH3, the process proceeds to step S23. If the in-exhaust-cylinder pressure EP is smaller than the end determination value SH3, since the GPF 42 is being regenerated, the regeneration process is ended in step S23. On the other hand, if the in-exhaust cylinder internal pressure EP is equal to or greater than the end determination value SH3 in step S22, the process of FIG. 3 is temporarily ended because the GPF 42 is not regenerated. In the present embodiment, step S22 corresponds to the end determination unit, and steps S17 and S23 correspond to the execution control unit.

  The following effects are achieved in the present embodiment described above.

  The ECU 60 obtains the in-exhaust in-cylinder pressure EP indicating the in-cylinder pressure CP of the cylinder 23 during the exhaust stroke. Then, the regeneration process is performed on the GPF 42 when the in-exhaust intra-cylinder pressure EP is higher than the execution determination value SH1. Therefore, when the GPF 42 is clogged, the regeneration process can be performed without using the differential pressure sensor.

  The pressure fluctuation in the cylinders 23 becomes large due to exhaust interference caused by interference of exhaust gases exhausted from the cylinders 23 for a predetermined time after the exhaust valve 32 is opened in the exhaust stroke. Therefore, even when the amount of PM deposited on the GPF 42 is small, the in-exhaust intra-cylinder pressure EP may be obtained as a value larger than the actual in-cylinder pressure CP. Therefore, the ECU 60 obtains the in-exhaust in-cylinder pressure EP based on the in-cylinder pressure CP after a predetermined waiting time T1 elapses after the exhaust valve 32 is opened in the exhaust stroke. In this case, it is possible to suppress that the in-exhaust cylinder internal pressure EP becomes larger than the actual pressure during the exhaust stroke due to the exhaust interference, and to prevent the regeneration processing from being performed unnecessarily.

  The in-cylinder pressure sensor 35 is provided in one cylinder 23, and the ECU 60 is an average value of in-cylinder pressure CP detected by the in-cylinder pressure sensor 35 during the exhaust stroke of the cylinder 23 in which the in-cylinder pressure sensor 35 is provided. Was obtained as the in-exhaust cylinder internal pressure EP. In this case, by using the average value of the in-cylinder pressure CP in one cylinder 23 during the exhaust stroke as the in-exhaust in-cylinder pressure EP, it is possible to suppress the decrease in the accuracy of the in-exhaust in-cylinder pressure EP.

  The ECU 60 changes the execution determination value SH1 based on the intake air amount IA detected by the air flow meter 12. In this case, by considering the pressure change in the cylinder 23 caused by the intake air amount IA, it is possible to enhance the accuracy of the determination of implementation of the regeneration process. Therefore, the implementation of the regeneration process can be prevented from becoming excessive or insufficient.

  The ECU 60 changes the operation determination value SH1 based on the exhaust gas temperature ET detected by the exhaust gas temperature sensor 46. In this case, by considering the pressure change in the cylinder 23 caused by the temperature change of the exhaust gas, it is possible to enhance the accuracy of the determination of implementation of the regeneration process. Therefore, the implementation of the regeneration process can be prevented from becoming excessive or insufficient.

  When the regeneration process is performed on the GPF 42, the ECU 60 determines whether the in-exhaust intra-cylinder pressure EP is lower than the end determination value SH3 which is lower than the execution determination value SH1. Then, when it is determined that the during-exhaust cylinder internal pressure EP is a value lower than the end determination value SH3, the regeneration process for the GPF 42 is ended. In this case, the end determination of the regeneration process can also be performed without using the differential pressure sensor.

Second Embodiment
In the second embodiment, a configuration different from that of the first embodiment will be mainly described. In addition, the location which attached the same code | symbol shows the same site | part, and the description is not repeated.

  When the detection value of the in-cylinder pressure sensor 35 is used to control the fuel injection from the injector 21, the in-cylinder pressure sensor 35 has high accuracy on the high pressure side, so the accuracy on the low pressure side is low. Further, during the exhaust stroke, the pressure in the cylinder 23 is low. Therefore, there is a possibility that the accuracy of the in-exhaust middle cylinder internal pressure EP used to determine the necessity of the execution of the regeneration process may be lowered. Therefore, in the second embodiment, an in-cylinder pressure sensor 35 is provided for each of the four cylinders 23 of the engine 10. Further, the ECU 60 acquires the in-exhaust in-cylinder pressure EP based on the in-cylinder pressure CP detected by the in-cylinder pressure sensor 35 of each cylinder 23 during the exhaust stroke of each cylinder 23.

  Specifically, the ECU 60 exhausts the average value of the two in-cylinder pressures CP excluding the maximum value and the minimum value among the in-cylinder pressure CP detected by the four in-cylinder pressure sensors 35 in step S14. Acquired as the middle in-cylinder pressure EP. Other than this, the ECU 60 may calculate an average value of the in-cylinder pressure CP during the exhaust stroke detected by the four in-cylinder pressure sensors 35, and acquire the calculated value as the middle-exhaust cylinder pressure EP. .

  In the present embodiment described above, it is possible to suppress a decrease in accuracy of the in-exhaust in-cylinder pressure EP by acquiring the in-exhaust in-cylinder pressure EP using the in-cylinder pressure CP provided for the plurality of cylinders 23.

(Other embodiments)
In the regeneration process, instead of making the air-fuel ratio of the engine 10 lean, PM may be burned and removed by directly heating the carrier by the heater unit. In this case, the GPF 42 may be provided with a heater for raising the temperature of the carrier.

  -As an internal combustion engine, it may replace with a gasoline engine and may be a diesel engine. In this case, the diesel engine is provided with a DPF (diesel particulate filter) as a filter portion in the exhaust passage. Further, as the regeneration process, the ECU 60 injects (post-injects) the fuel by the fuel injection device after the combustion stroke. The fuel by this post injection does not burn in the cylinder but flows into the exhaust passage and is oxidized in the DPF. In the DPF, oxidation heat is generated by oxidation of the fuel, and the heat of oxidation burns and removes the PM deposited on the DPF.

  The ECU 60 may set the operation determination value SH1 according to either the intake air amount IA or the exhaust temperature ET instead of setting the operation determination value SH1 according to the intake air amount IA and the exhaust gas temperature ET.

  The ECU 60 may set the end determination value SH3 based on either the intake air amount IA or the exhaust temperature ET, instead of setting the end determination value SH3 based on the intake air amount IA and the exhaust gas temperature ET.

  The engine 10 is not limited to four cylinders, and may be two or more cylinders.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Intake passage, 23 ... Cylinder, 33 ... Exhaust passage, 35 ... In-cylinder pressure sensor, 42 ... GPF.

Claims (7)

An exhaust passage (33) through which exhaust from a plurality of cylinders (23) flows, a filter portion (42) provided in the exhaust passage, which collects particulate matter contained in the exhaust, and Control of an internal combustion engine applied to an internal combustion engine (10) provided with a pressure detection unit (35) for detecting the in-cylinder pressure of the cylinder, and a regeneration processing unit for performing regeneration processing to regenerate the filter unit A device (60),
An in-cylinder pressure acquisition unit for acquiring an in-exhaust in-cylinder pressure indicating the in-cylinder pressure during an exhaust stroke, based on the in-cylinder pressure detected by the pressure detection unit;
An execution determination unit that determines whether the in-exhaustment in-cylinder pressure acquired by the in-cylinder pressure acquisition unit is a value higher than a predetermined execution determination value;
Controlling the internal combustion engine including: an execution control unit that causes the regeneration processing unit to perform the regeneration process when the implementation determining unit determines that the in-exhaust cylinder internal pressure is a value higher than the implementation determination value; apparatus. The internal combustion engine is provided with an exhaust valve (32) that switches the communication state between the cylinder and the exhaust passage,
The in-cylinder pressure acquiring unit acquires the in-exhaust in-cylinder pressure based on the in-cylinder pressure detected by the pressure detection unit after a predetermined time has elapsed since the exhaust valve is opened in the exhaust stroke. The control device of an internal combustion engine according to 1. The pressure detection unit is provided in one cylinder,
The in-cylinder pressure acquisition unit acquires an average value of the in-cylinder pressure detected by the pressure detection unit during the exhaust stroke of the cylinder in which the pressure detection unit is provided, as the in-exhaust cylinder internal pressure. The control device for an internal combustion engine according to 1 or 2. The pressure detection unit is provided for each of the cylinders,
The in-cylinder pressure acquiring unit according to claim 1 or 2, wherein the in-exhaust internal cylinder pressure is acquired based on the in-cylinder pressure detected by the pressure detecting unit of each cylinder during the exhaust stroke of each of the cylinders. Control system for internal combustion engines. The intake passage of the internal combustion engine is provided with an air amount detection section (12) for detecting the amount of intake air drawn into the cylinder,
The control device for an internal combustion engine according to any one of claims 1 to 4, wherein the implementation determination unit sets the implementation determination value based on the intake air amount detected by the air amount detection unit. The exhaust passage of the internal combustion engine is provided with a temperature detection unit (46) for detecting the temperature of the exhaust flowing through the exhaust passage,
The control device for an internal combustion engine according to any one of claims 1 to 5, wherein the implementation determination unit sets the implementation determination value based on the temperature of the exhaust gas detected by the temperature detection unit. An end determination unit that determines whether the in-exhaust cylinder internal pressure is lower than an end determination value that is lower than the execution determination value when the regeneration process is being performed by the regeneration processing unit; Equipped with
The execution control unit causes the regeneration processing unit to end the regeneration process when the end determination unit determines that the in-exhaust cylinder pressure is lower than the end determination value. The control apparatus of the internal combustion engine as described in any one of these.

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