JP4844343B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine.

  Conventionally, for example, Patent Document 1 discloses a marine engine intake control method. In the column of the prior art in Patent Document 1, there is a description about an automobile engine provided with both a variable turbocharger (VGT) and an intake swirl variable device. Specifically, this description refers to changes in engine speed or engine load, i.e., at the time of acceleration when the engine is in a transient state, and first precedes the adjustment of the variable vane opening of the VGT. Thus, optimal boost pressure control is performed, and then the swirl ratio is adjusted to optimize the combustion efficiency.

JP 2004-239112 A JP 2002-371856 A JP 2001-173383 A JP 2004-183510 A

  When accelerating from a low load range, the supercharging pressure is insufficient, so it is difficult to draw a target amount of air into the cylinder. The quality of acceleration performance in a compression ignition internal combustion engine such as a diesel engine is mainly related to how much fuel can be injected during acceleration. However, the increase in the fuel injection amount during acceleration is restricted by the relationship with the smoke emission amount. For this reason, it is necessary to suppress the fuel injection amount in order to suppress the smoke emission amount during acceleration to an allowable level. As a result, there arises a problem that the target acceleration feeling cannot be obtained.

  In addition, it is known that strengthening the swirl has a smoke discharge effect, but depending on the operating conditions, increasing the swirl decreases the intake air amount and conversely increases the smoke discharge amount. May end up. The reason is that the control is performed in a state in which the relationship between the swirl and intake air amount required at the time of acceleration (transition of the internal combustion engine) and the smoke discharge amount is unclear. In other words, in the past, it has been unclear how the control can be performed to achieve both the elimination of the supercharging delay and the suppression of smoke during acceleration.

  The present invention has been made to solve the above-described problems, and provides a control device for an internal combustion engine that can satisfactorily eliminate a supercharging delay while suppressing an increase in smoke emission during acceleration. With the goal.

The first invention comprises swirl control means for controlling the swirl ratio;
Target air amount acquisition means for acquiring a target value of intake air amount in the target operation state at the time of acceleration;
Until the actual intake air amount with respect to the intake air amount target value reaches a predetermined ratio including 1, the internal combustion engine is given priority over increasing the intake air amount over the control of the swirl ratio by the swirl control means. First priority control means for controlling
When the actual intake air amount with respect to the intake air amount target value reaches the predetermined ratio, the internal combustion engine is controlled by giving priority to increasing the swirl ratio by the swirl control means rather than increasing the intake air amount. 2 priority control means;
Target injection amount acquisition means for acquiring a fuel injection amount target value in a target operation state at the time of acceleration;
Equipped with a,
The second priority control means includes an injection amount increasing means for increasing the fuel injection amount toward the fuel injection amount target value, and a swirl control means until the fuel injection amount becomes equal to the fuel injection amount target value. And a swirl ratio increasing means for increasing the ratio .

The second invention is a swirl control means for controlling a swirl ratio;
Based on an equal smoke curve, an equal fuel injection amount curve, or an equal supercharging pressure curve determined by the relationship between the intake air amount and the swirl ratio, the operating range of the internal combustion engine is changed in the smoke emission amount, the fuel injection amount A rate-determining status determining means for determining whether the change in the pressure or the change in the supercharging pressure is in a status controlled by the intake air amount or the status controlled by the swirl ratio;
If it is determined that a change in smoke emission, a change in fuel injection, or a change in supercharging pressure is controlled by the intake air amount, the intake air amount is increased more than the control of the swirl ratio by the swirl control means. First priority control means for controlling the internal combustion engine with priority given to
If it is determined that a change in smoke emission, a change in fuel injection, or a change in supercharging pressure is controlled by the swirl ratio, the swirl ratio is increased by the swirl control means rather than the increase in the intake air amount. Second priority control means for controlling the internal combustion engine with priority given to
It is characterized by providing.
The third invention is a swirl control means for controlling a swirl ratio;
Target air amount acquisition means for acquiring a target value of intake air amount in the target operation state at the time of acceleration;
Until the actual intake air amount with respect to the intake air amount target value reaches a predetermined ratio including 1, the internal combustion engine is given priority over increasing the intake air amount over the control of the swirl ratio by the swirl control means. First priority control means for controlling
When the actual intake air amount with respect to the intake air amount target value reaches the predetermined ratio, the internal combustion engine is controlled by giving priority to increasing the swirl ratio by the swirl control means rather than increasing the intake air amount. 2 priority control means;
Target injection amount acquisition means for acquiring a fuel injection amount target value in a target operation state at the time of acceleration;
With
The second priority control means is configured so that the smoke emission amount when the same amount of fuel as the fuel injection amount target value is injected becomes equal to the smoke emission amount when the internal combustion engine is controlled to the target operation state. A swirl increasing means for increasing the swirl ratio by the control means is included.

According to a fourth aspect of the present invention , in any one of the first to third aspects, the first priority control unit includes a swirl adjustment limiting unit that prohibits the swirl control unit from increasing the swirl ratio. And

A fifth aspect of the present invention is further provided with a target injection quantity obtaining means for obtaining a second inventions in Oite, the fuel injection amount target value in the target operating state during acceleration,
The second priority control means includes an injection amount increasing means for increasing the fuel injection amount toward the fuel injection amount target value, and a swirl control means until the fuel injection amount becomes equal to the fuel injection amount target value. And a swirl ratio increasing means for increasing the ratio.

According to a sixth invention, in the first, second, or fifth invention, after the fuel injection amount becomes equal to the fuel injection amount target value, the smoke discharge amount is made constant toward the target operation state. It further comprises swirl ratio reducing means for reducing the swirl ratio while controlling.

The invention of seventh, further comprising a target injection quantity obtaining means for obtaining a second inventions in Oite, the fuel injection amount target value in the target operating state during acceleration,
The second priority control means is configured so that the smoke emission amount when the same amount of fuel as the fuel injection amount target value is injected becomes equal to the smoke emission amount when the internal combustion engine is controlled to the target operation state. A swirl increasing means for increasing the swirl ratio by the control means is included.

According to an eighth aspect of the present invention, in the third or seventh aspect , the smoke emission amount when the same amount of fuel as the fuel injection amount target value is injected controls the internal combustion engine to the target operating state. It further comprises swirl ratio reduction means for lowering the swirl ratio while controlling the smoke discharge amount to be constant toward the target operating state after becoming equal to the discharge amount.

Further, the ninth aspect further includes a first, second, third, Oite the inventions of the seventh or eighth, air quantity control means for controlling the intake air amount,
The first priority control means executes an increase in the intake air amount by the air amount control means.

The tenth invention is the variable valve mechanism according to the ninth invention, wherein the air amount control means is capable of changing a valve opening characteristic of an intake valve and / or an exhaust valve,
The first priority control means, the control of the valve opening characteristic of an intake valve and or the exhaust valve by the variable valve mechanism, wherein the benzalkonium execute the increase of the intake air amount of the.

An eleventh invention is the internal combustion engine according to the tenth invention, further comprising a supercharger for supercharging intake air ,
Before Symbol first priority control means includes a comprising the exhaust valve early-opening control means in response to said ratio of the actual intake air amount to the intake air amount value, for controlling the advance amount of the opening timing of the exhaust valve To do.

The twelfth invention is the mechanism according to the tenth or eleventh invention, wherein the variable valve mechanism is a mechanism capable of independently changing the valve opening characteristics of the exhaust valve for each cylinder.
The supercharger is a turbocharger in which a turbine is disposed in an exhaust passage of an internal combustion engine,
The first priority control means advances the opening timing of the exhaust valve only in a cylinder close to the turbocharger.

Under circumstances where the amount of intake air at the initial stage of acceleration is relatively small, the change in smoke emissions is controlled by the amount of intake air rather than the swirl ratio, while when the amount of intake air is relatively high, The change is limited by the swirl ratio, not the intake air volume. According to the first invention, in the initial stage of acceleration, priority is given to increasing the intake air amount as compared with the control of the swirl ratio. When the intake air amount reaches a predetermined ratio, increasing the swirl ratio has priority over increasing the intake air amount. For this reason, according to the present invention, the internal combustion engine can be controlled by a path that efficiently suppresses the smoke emission amount during acceleration. Then, under the situation where the smoke emission amount is suppressed, the amount of increase in the fuel injection amount until the smoke emission amount reaches an allowable level increases. Therefore, according to the present invention, it is possible to satisfactorily eliminate the supercharging delay while suppressing an increase in the amount of smoke discharged during acceleration. Further, according to the present invention, the fuel injection amount is increased as the swirl ratio is increased in a situation where the change of the smoke discharge amount is controlled by the swirl ratio. For this reason, according to the present invention, the fuel injection amount can be rapidly increased to the target value.

According to the second aspect of the invention, based on an equal smoke curve or the like defined by the relationship between the intake air amount and the swirl ratio, the operating region of the internal combustion engine changes in the smoke discharge amount or the like between the intake air amount and the swirl ratio. It is determined in which state the rate is controlled, and control of the internal combustion engine is performed with priority given to either an increase in the intake air amount or an increase in the swirl ratio according to the determination result. Therefore, according to the present invention, at the time of acceleration, the internal combustion engine is controlled by a path that efficiently suppresses the smoke emission amount, a path that can efficiently increase the fuel injection amount, or a path that efficiently increases the supercharging pressure. can do. Therefore, according to the present invention, it is possible to satisfactorily eliminate the supercharging delay while suppressing an increase in the amount of smoke discharged during acceleration.
Under circumstances where the amount of intake air at the initial stage of acceleration is relatively small, the change in smoke emissions is controlled by the amount of intake air rather than the swirl ratio, while when the amount of intake air is relatively high, The change is limited by the swirl ratio, not the intake air volume. According to the third aspect, in the initial stage of acceleration, priority is given to increasing the intake air amount as compared with the control of the swirl ratio. When the intake air amount reaches a predetermined ratio, increasing the swirl ratio has priority over increasing the intake air amount. For this reason, according to the present invention, the internal combustion engine can be controlled by a path that efficiently suppresses the smoke emission amount during acceleration. Then, under the situation where the smoke emission amount is suppressed, the amount of increase in the fuel injection amount until the smoke emission amount reaches an allowable level increases. Therefore, according to the present invention, it is possible to satisfactorily eliminate the supercharging delay while suppressing an increase in the amount of smoke discharged during acceleration. In addition, according to the present invention, in a situation where a change in smoke emission, etc. is rate-controlled by the swirl ratio, the smoke emission amount can be quickly increased to a region where the smoke emission amount is equivalent to the smoke emission amount in the target operation state during acceleration. The internal combustion engine can be controlled. As a result, the fuel injection amount can be quickly increased to the target value.

According to the fourth aspect of the present invention, it is possible to avoid a reduction in the intake air amount due to the control of the swirl ratio at the initial stage of acceleration when the intake air amount is relatively small.

According to the fifth aspect of the invention, the fuel injection amount is increased as the swirl ratio is increased in a situation where changes in the smoke discharge amount are controlled by the swirl ratio. For this reason, according to the present invention, the fuel injection amount can be rapidly increased to the target value.

According to the sixth aspect , after the target fuel injection amount at the time of acceleration is once obtained, the pump loss can be reduced while maintaining the fuel injection amount (≈torque). For this reason, wasteful fuel consumption can be reduced while achieving both the elimination of acceleration delay and the suppression of smoke emission.

According to the seventh aspect of the present invention, in a situation where the change in smoke emission amount is controlled by the swirl ratio, the smoke emission amount is equivalent to the smoke emission amount in the target operation state at the time of acceleration. The internal combustion engine can be controlled. As a result, the fuel injection amount can be quickly increased to the target value.

According to the eighth aspect , after sufficiently increasing the fuel injection amount during acceleration, the pump loss can be reduced while maintaining the fuel injection amount (≈torque). For this reason, wasteful fuel consumption can be reduced while achieving both the elimination of acceleration delay and the suppression of smoke emission.

According to the ninth aspect of the present invention, the intake air amount can be quickly increased and the fuel injection amount can be increased quickly at the initial stage of acceleration in which the change in the smoke discharge amount is controlled by the intake air amount. Will be able to.

According to the tenth aspect of the invention, the amount of intake air can be favorably increased at the initial stage of acceleration by the variable valve mechanism that can change the valve opening characteristics of the intake valve and the exhaust valve.

According to the eleventh aspect of the present invention, the negative side due to the execution of the quick opening control of the exhaust valve is skillfully eliminated, for example, only in a region where the effect of effectively reducing the smoke discharge amount by increasing the intake air amount is obtained. It becomes possible to execute the early opening control of the exhaust valve. For this reason, elimination of the supercharging delay and improvement of fuel consumption can be realized with a good balance.

According to the twelfth aspect of the present invention, exhaust energy can be efficiently supplied to the turbocharger by early opening control of the exhaust valve while suppressing an increase in the amount of smoke discharged. For this reason, the efficient supercharging effect with little fuel consumption deterioration can be acquired.

Embodiment 1 FIG.
[Description of system configuration]
FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention. The system shown in FIG. 1 includes an internal combustion engine 10. The internal combustion engine 10 is a four-cycle diesel engine (compression ignition type internal combustion engine). Each cylinder of the internal combustion engine 10 is provided with an injector 12 that directly injects fuel into the cylinder. The injectors 12 of each cylinder are connected to a common common rail 14. Fuel in a fuel tank (not shown) is pressurized to a predetermined fuel pressure by a supply pump 16, stored in the common rail 14, and supplied from the common rail 14 to each injector 12.

  An exhaust passage 18 of the internal combustion engine 10 is branched by an exhaust manifold 20 and connected to an exhaust port of each cylinder. The internal combustion engine 10 of the present embodiment includes a turbocharger 22. The exhaust passage 18 is connected to the exhaust turbine of the turbocharger 22.

  On the downstream side of the turbocharger 22 in the exhaust passage 18, an exhaust purification device 24 for purifying exhaust gas is provided. As the exhaust purification device 24, for example, one of an oxidation catalyst, a storage reduction type or selective reduction type NOx catalyst, a DPF (Diesel Particulate Filter), a DPNR (Diesel Particulate-NOx-Reduction system), or a combination thereof Etc. can be used.

  An air cleaner 28 is provided near the inlet of the intake passage 26 of the internal combustion engine 10. The air sucked through the air cleaner 28 is compressed by the intake compressor of the turbocharger 22 and then cooled by the intercooler 30. The intake air that has passed through the intercooler 30 is distributed to the intake port of each cylinder by the intake manifold 32.

  An intake throttle valve 34 is installed between the intercooler 30 and the intake manifold 32. Further, an air flow meter 36 for detecting the intake air amount gn is installed in the vicinity of the downstream side of the air cleaner 28. An intake pressure sensor 38 that detects the pressure in the intake passage 26 is installed on the downstream side of the intake throttle valve 34.

The system shown in FIG. 1 includes an intake variable valve mechanism 40 and an exhaust variable valve mechanism 42 that can change the valve opening characteristics of the intake valve and the exhaust valve of each cylinder. More specifically, the intake variable valve mechanism 40 can continuously vary the lift amount and the operating angle of both of the two intake valves arranged per cylinder (both valves are variable), and one intake valve The valve closing timing of the valve can be advanced compared to the other (one valve early closing). A specific configuration of the intake variable valve mechanism 40 will be described later with reference to FIGS. 2 and 3.
The exhaust variable valve mechanism 42 is assumed to have a function of changing the opening / closing timing of the exhaust valve while keeping the lift amount and the working angle constant. Such a function can be realized, for example, by providing a VVT mechanism (not shown) for controlling the opening / closing timing of the exhaust valve. The intake variable valve mechanism 40 is also provided with such a VVT mechanism (not shown).

  The system according to this embodiment includes an ECU (Electronic Control Unit) 50. In addition to the various sensors described above, the ECU 50 is connected to a crank angle sensor 52 for detecting the engine speed and an accelerator opening sensor 54 for detecting the accelerator opening, and the various actuators described above. Is connected. The ECU 50 controls the operating state of the internal combustion engine 10 by driving each actuator according to a predetermined program based on those sensor signals and information.

[Configuration of intake variable valve mechanism]
Hereinafter, the configuration of the intake variable valve mechanism 40 according to Embodiment 1 of the present invention will be described with reference to FIGS. 2 and 3.
FIG. 2 is a perspective view showing the configuration of the intake variable valve mechanism 40 according to Embodiment 1 of the present invention, and FIG. 3 is a front view schematically showing the configuration of the intake variable valve mechanism 40. The detailed configuration and operation of the intake variable valve mechanism 40 are described in detail in International Publication No. WO 2006/025565 A1. For this reason, the same reference numerals are given here, and the detailed description thereof is omitted or simplified.

  The intake variable valve mechanism 40 has a rocker arm type mechanical valve mechanism, and the rocker arm 110 is driven by the first drive cam 122 or the second drive cam 222 provided on the cam shaft 120 so that the rotational movement of the cam shaft 120 is performed. , 210 is converted into a swinging motion of the valves 104 and 204 supported by the respective rocker arms 110 and 210.

  A variable mechanism 130 is provided between the first drive cam 122 and each rocker arm 110, 210 to link the rocking movement of each rocker arm 110, 210 to the rotational movement of the first drive cam 122. Further, a fixing mechanism 230 is provided between the second drive cam 222 and the second rocker arm 210 to link the swinging motion of the second rocker arm 210 with the rotational motion of the second drive cam 222.

The variable mechanism 130 can continuously change the interlocking state between the rotational motion of the first drive cam 122 and the rocking motion of the rocker arms 110 and 210 in response to the adjustment of the rotational angle of the control shaft 132 by the ECU 50. It is a mechanism that can. The variable valve mechanism 40 variably controls the variable mechanism 130 to change the rocking amount and rocking timing of the rocker arms 110 and 210, thereby continuously changing the lift amount and working angle of the valves 104 and 204. It can be done.
The fixing mechanism 230 is a mechanism that can link the rotational movement of the second drive cam 222 and the swinging movement of the second rocker arm 210 in a fixed relationship.

  A pin hole 256 is formed in the second swing cam arm 240 that pushes the second rocker arm 210. A pin hole 142 is also formed in the second arm portion 150 </ b> B of the first swing cam arm 140 corresponding to the position of the pin hole 256. By connecting these two pin holes 256 and 142 with a pin 290, the second swing cam arm 240 is integrated with the first swing cam arm 140 and swings integrally around the control shaft 132. Become.

  The lost motion arm 260 is also formed with a pin hole 264. By connecting the pin hole 264 and the pin hole 256 of the second swing cam arm 240 with a pin 290, the second swing cam arm 240 is integrated with the lost motion arm 260, and is integrated with the control shaft 132 as a center. Will swing. The pin 290 is driven in the axial direction by, for example, a hydraulic actuator based on an instruction from the ECU, and is selected only for the pin hole 264 of the lost motion arm 260 or the pin hole 142 of the first swing cam arm 140. Inserted.

  According to the above configuration, by switching the insertion destination of the pin 290, the interlocking destination of the lift movement of the second valve 204 can be selectively switched between the first drive cam 122 and the second drive cam 222. it can.

  When the pin 290 is inserted into the pin hole 142 of the first swing cam arm 140, the second swing cam arm 240 is connected to the first swing cam arm 140, and the lift movement of the second valve 204 is the first valve 104. This is linked to the rotational motion of the first drive cam 122 in the same manner as the lift motion. Since the swing cam surface 252 of the second swing cam arm 240 has the same cam profile as that of the swing cam surface 152 of the first swing cam arm 140, the second valve 204 has the same opening as the first valve 104. A lift movement will occur due to the valve characteristics. In this case, the valve opening characteristic of the second valve 204 is variable. By changing the rotation angle of the control shaft 132, the contact position P2 of the second roller 174 on the slide surface 156 and the contact position P1 of the first roller 172 on the drive cam surface 124 change simultaneously, and the first valve The lift amount and the operating angle of 104 and the second valve 204 change in conjunction with each other (both valve variable control).

  On the other hand, when the insertion destination of the pin 290 is switched from the pin hole 142 of the first swing cam arm 140 to the pin hole 264 of the lost motion arm 260, the second swing cam arm 240 is connected to the lost motion arm 260 and the second valve The lift movement 204 is linked to the rotational movement of the second drive cam 222. Since the position of the cam roller 262 with respect to the swing cam surface 252 is equal to the position of the first roller 172 with respect to the swing cam surface 152 at the time of large lift, the second valve 204 is lifted by the valve opening characteristic of the first valve 104 at the time of large lift. Will exercise. In this case, the valve opening characteristic of the first valve 104 is variable and the lift amount can be changed, while the valve opening characteristic of the second valve 204 is fixed and the lift amount is constant. Therefore, when the first valve 104 and the second valve 204 are intake valves of the same cylinder, the lift amount of the first valve 104 is changed to control the difference in the lift amount between the valves 104 and 204. It becomes possible to control the flow of the air-fuel mixture in the cylinder (swirl control) (single valve variable control).

[Characteristics of Embodiment 1]
In the system of the present embodiment described above, during acceleration, the ECU 50 acquires the target torque according to a map in which the relationship between the accelerator opening and the engine speed (operating state of the internal combustion engine 10) is predetermined. Various control parameters in the target operating state during acceleration (supercharging pressure Pim, intake air amount gn, swirl ratio, fuel injection amount, etc.) according to a predetermined map of the relationship between the target torque and the engine speed Get the target value. However, the ECU 50 does not set the fuel injection amount as the immediately acquired fuel injection amount target value, but controls the fuel injection amount within a limited range so that the smoke emission amount does not exceed a predetermined allowable value. . More specifically, the ECU 50 determines, based on the current supercharging pressure Pim (or intake air amount gn), the maximum fuel injection amount that can be supplied while being limited in relation to the smoke discharge amount. The fuel injection amount is set within a range below the target value.

  By the way, at the time of acceleration from a low load region, the supercharging pressure Pim is insufficient, and therefore it is difficult to suck a target amount of air into the cylinder. The quality of acceleration performance in a compression ignition internal combustion engine such as a diesel engine is mainly related to how much fuel can be injected during acceleration. However, the increase in the fuel injection amount during acceleration is restricted by the relationship with the smoke emission amount. Therefore, in order to eliminate the supercharging delay while suppressing the increase in the smoke emission amount, the fuel injection amount can be increased to the target value at the earliest possible stage of acceleration without increasing the smoke emission amount. It is desirable that

  In addition, it is known that strengthening the swirl has a smoke discharge effect, but depending on the operating conditions, increasing the swirl decreases the intake air amount gn and conversely increases the smoke discharge amount. May end up. Therefore, it is necessary to consider this point in order to eliminate the delay in supercharging while suppressing the increase in smoke emission.

  FIG. 4 is a diagram showing an equal smoke curve in which the smoke discharge amount becomes equal in relation to the swirl ratio and the intake air amount gn. FIG. 4 shows the relationship under the condition that the fuel injection amount is a constant value. As shown in FIG. 4, the equal smoke curve has a tendency that the swirl ratio changes greatly with respect to the change in the intake air amount gn in the region where the intake air amount gn is relatively small, and the intake air amount gn is compared. There is a tendency that the change of the swirl ratio with respect to the change of the intake air amount gn is small in a moderately large region. Further, the smoke discharge amount tends to decrease as the intake air amount gn and the swirl ratio both increase.

  The “initial point” represented by a white circle in FIG. 4 indicates the operating state at the start of acceleration in relation to the intake air amount gn and the swirl ratio. A “target point” represented by a white circle in FIG. 4 indicates the target operating state at the time of the current acceleration in relation to the intake air amount gn and the swirl ratio. At the time of acceleration, as shown in FIG. 4, the intake air amount gn and the swirl ratio are increased toward the acceleration target point corresponding to the degree of acceleration request from the driver.

  In the system of the present embodiment, the intake air amount gn and the swirl ratio at the time of acceleration can be controlled so that the fuel injection amount can be increased to the target value at the earliest possible stage of acceleration without increasing the smoke emission amount. It has the feature in the point. The specific method will be described below.

  According to the equal smoke curve shown in FIG. 4, it can be seen that in a region where the intake air amount gn is relatively small, increasing the intake air amount gn increases the effect of reducing the smoke discharge amount rather than increasing the swirl ratio. This tendency is remarkable when the initial point is in a region where the intake air amount gn is relatively small and the swirl ratio is relatively high. Further, even when the initial point is in a region where the intake air amount gn is relatively small and the swirl ratio is not so high, the swirl ratio is increased under such a region where the intake air amount gn is small. As described above, this leads to a decrease in the intake air amount gn. In FIG. 4, the operation region shifts to the upper left side with respect to the initial point, and on the contrary, the smoke discharge amount is increased. From this, it can be said that the control of the intake air amount gn, rather than the control of the swirl ratio, is more effective for efficiently reducing the smoke discharge amount in a region where the intake air amount gn is relatively small. That is, under such a region where the intake air amount gn is relatively small, the change in the smoke discharge amount is limited by the intake air amount gn, not the swirl ratio.

  Therefore, in this embodiment, at the time of acceleration, first, the intake air amount gn is increased in a state where the control of the swirl ratio is prohibited (the “air amount” indicated by the reference “A” in FIG. 4). Up period "). The increase in the intake air amount gn here is executed by controlling the valve timing of the intake valve or the like by the intake variable valve mechanism 40 or the like, as will be described later.

  Further, according to the equal smoke curve shown in FIG. 4, in a region where the intake air amount gn is relatively large, increasing the swirl ratio rather than increasing the intake air amount gn increases the effect of reducing the smoke discharge amount. I understand. That is, under a region where the intake air amount gn is relatively large, the change in the smoke discharge amount is limited by the swirl ratio, not the intake air amount gn.

  Therefore, in the present embodiment, the swirl ratio is increased after the actual intake air amount gn reaches a predetermined ratio with respect to the target value gntrg of the intake air amount (reference sign “B” in FIG. 4). "Swirl up period"). In the swirl-up period, the fuel injection amount is increased toward the fuel injection amount target value as the swirl ratio increases. The control of the swirl ratio here is realized by controlling the magnitude of the difference given to the lift amount of the two intake valves arranged in the same cylinder by the intake variable valve mechanism 40.

  The end point of the swirl-up period is the point where the fuel injection amount equivalent to the fuel injection amount target value at the acceleration target point is reached, and in other words, this end point is the same amount of fuel as the fuel injection amount target value. This is the point that the swirl ratio is increased to a value at which the smoke emission amount when the engine is injected is the same as the smoke emission amount when the internal combustion engine 10 is controlled to the acceleration target point.

  Further, in the present embodiment, after the fuel injection amount reaches the target value as the swirl ratio increases, the fuel injection amount is maintained at a constant value until the intake air amount gn reaches the target value gntrg. The swirl ratio was lowered while maintaining the smoke discharge amount at a constant value (“equal smoke control period” indicated by the symbol “C” in FIG. 4).

  FIG. 5 is a time chart showing control during acceleration in a typical turbocharged diesel engine, and FIG. 6 shows characteristic control during acceleration in the present embodiment shown in FIG. It is a time chart for demonstrating, comparing with control. As shown in FIG. 5, in a typical turbocharged diesel engine, when an acceleration request is detected by depressing an accelerator pedal (time t0), various types of driving conditions required by the accelerator operation are determined. Target values of control parameters (supercharging pressure Pim, intake air amount gn, fuel injection amount) are set. Then, at the time of acceleration, the fuel injection amount (≈torque) is increased so as to reach the target value so that the target operation state is achieved. At this time, the fuel injection amount is increased within a range in which the smoke discharge amount does not exceed a predetermined limit value based on the relationship with the intake air amount gn (supercharging pressure Pim). As the fuel injection amount increases, the supercharging pressure Pim and the intake air amount gn approach the target values.

  In contrast, in the method of the present embodiment described above, first, the intake air amount gn is increased by controlling the valve timing. As a result, as shown in FIG. 6 (C), the fuel injection amount is increased as compared with the example shown in FIG. 5 by the amount of allowance for the smoke discharge amount due to the increase in the intake air amount gn. Time t1 indicates the switching time point from the air amount increase period described with reference to FIG. 4 to the swirl up period.

  In the method of this embodiment, as shown in FIG. 6E, when the time t1 arrives, unlike the method of gradually increasing the swirl ratio (see the broken line), the swirl ratio is calculated as the target fuel injection amount. The smoke emission amount when the same amount of fuel is injected is quickly increased to a value that is the same as the smoke emission amount when the internal combustion engine 10 is controlled to the target operating state during acceleration. In the swirl-up period from time t1 to t2, the fuel injection amount is the example shown in FIG. 5 as much as the smoke emission amount is increased by increasing the swirl ratio as shown in FIG. 6C. Compared to the above, the fuel injection amount is increased.

  In the method of the present embodiment, after the swirl-up period ends at time t2, the fuel injection amount is maintained until the intake air amount gn reaches the target value gntrg (equal smoke control period from time t2 to t3). The swirl ratio is lowered while keeping the smoke emission amount at a constant value under the condition that is maintained at a constant value.

[Specific Processing in Embodiment 1]
FIG. 7 is a flowchart of a routine that the ECU 50 executes when the internal combustion engine 10 is accelerated. More specifically, this routine is a routine that is started when depression of the accelerator pedal (acceleration request) by the driver is detected.

  In the routine shown in FIG. 7, first, gn / gntrg, which is the ratio between the actual intake air amount gn detected by the air flow meter 36 and the intake air amount target value gntrg, is calculated (step 100). The intake air amount target value gntrg is the intake air amount in the target operation state requested by the accelerator operation, and is acquired from a map stored in the ECU 50. Further, the intake air amount target value gntrg is a value determined in consideration of the allowable value of the smoke discharge amount. According to the method using gn / gntrg indicating the relationship between the intake air amount target value gntrg and the actual intake air amount gn, the ratio of the actual intake air amount gn to the intake air amount target value gntrg is determined. By examining whether it has become, it is possible to grasp how much the current smoke emission amount will be.

  Next, it is determined whether or not the intake air amount ratio gn / gntrg is smaller than a predetermined value C1 (step 102). The predetermined value C1 is set in advance as a value so that it is possible to determine whether the current actual intake air amount gn is in the region where the change in the smoke discharge amount is controlled by the intake air amount gn or the swirl ratio. is there.

  While it is determined in step 102 that gn / gntrg <C1 is satisfied, it is determined that the change in the smoke discharge amount is a region controlled by the intake air amount gn, and the swirl control is prohibited in the state where the swirl control is prohibited. The valve timing of the intake / exhaust valve is selected so that the amount of air gn is maximized (step 104). More specifically, in step 104, as an example of controlling the intake and exhaust valves so that the intake air amount gn becomes the maximum, the intake valve closing timing is close to the bottom dead center by the intake variable valve mechanism 40. The exhaust valve operating mechanism 42 advances the opening timing of the exhaust valve by a predetermined amount. According to such an early closing control of the intake valve, the intake air amount gn can be maximized by eliminating the blow-back of the intake air in the low engine speed region, which is the initial stage of acceleration. Further, according to the quick opening control of the exhaust valve, the supercharging effect can be enhanced by increasing the exhaust energy supplied to the turbine of the turbocharger.

  On the other hand, if it is determined in step 102 that gn / gntrg <C1 is not established, it is then determined whether or not gn / gntrg has reached the predetermined value C1 (step 106), and gn / gntrg = When C1 is established, it is determined that the smoke emission change is not the intake air amount gn, but has been switched to a region controlled by the swirl ratio, and in this case, the swirl up with the ratio maintained The valve timing of the intake valve that can be used is selected, and the fuel injection amount is increased until the target value is reached as the swirl ratio increases (step 108). More specifically, in this step 108, as an example of controlling the intake valve so that it can be swirled up, the intake variable valve mechanism 40 performs the one-valve closing control of the intake valve.

  Next, it is determined whether or not the current swirl ratio has been increased until it becomes equal to the predetermined value C2 (step 110). The predetermined value C2 is such that the swirl ratio is such that the smoke emission amount when the same amount of fuel as the target fuel injection amount is injected is the same as the smoke emission amount when the internal combustion engine 10 is controlled to the acceleration target point. It is a value set in advance so that it can be determined whether or not it has been raised. In this step 110, instead of the processing as described above, it may be determined whether or not the swirl ratio is increased until the fuel injection amount reaches the target value.

If it is determined in step 110 that the current swirl ratio = C2 is established, the valve timing of the intake valve is controlled to reduce the swirl ratio with priority on fuel efficiency (step 112). More specifically, in this step 112, the difference between the closing timing of the intake valve on the early closing side and the closing timing of the other intake valve in the one valve early closing control of the intake valve is controlled by the variable intake valve operating mechanism 40. It is controlled to become smaller.
The control of the intake valve by the processing of step 112 is executed until the actual intake air amount gn reaches the intake air amount target value gntrg (step 114).

  According to the routine shown in FIG. 7 described above, until the intake air amount ratio gn / gntrg reaches the predetermined value C1, that is, the change in the smoke discharge amount is controlled by the intake air amount gn instead of the swirl ratio. During the determination, swirl-up is prohibited and priority is given to increasing the intake air amount gn. Then, after the ratio gn / gntrg of the intake air amount reaches the predetermined value C1, it is determined that the change of the smoke discharge amount has been switched to the region controlled by the swirl ratio instead of the intake air amount gn. The swirl up is executed.

  For this reason, as can be seen from an equal smoke curve (see FIG. 4) under a constant fuel injection amount, when accelerating, the same amount as the smoke emission amount at the acceleration target point when moving from the initial point to the acceleration target point. It is possible to control the intake air amount gn and the swirl ratio so that the region (intake air amount gn and swirl ratio) of the smoke discharge amount can be reached in the shortest (ideal line).

Next, the reason why the fuel injection amount can be quickly increased to the target value during acceleration by applying the control of the routine shown in FIG. 7 will be described with reference to FIG.
FIG. 8 is a diagram showing an equal fuel injection amount curve under a condition in which the smoke discharge amount is constant, in a relationship between the intake air amount gn and the swirl ratio. According to the equal fuel injection amount curve shown in FIG. 8, in the region where the intake air amount gn is relatively small, increasing the intake air amount gn is more effective than increasing the swirl ratio in order to increase the fuel injection amount. (That is, the change in fuel injection amount (allowable increase amount) is limited by the intake air amount gn). Further, in a region where the intake air amount gn is relatively large, increasing the swirl ratio is more effective than increasing the intake air amount gn in order to increase the fuel injection amount (that is, the change in fuel injection amount (increase Possible) is limited by the swirl ratio).

  When the result of the control of the intake air amount gn and the swirl ratio (processing of the routine shown in FIG. 7) of the present embodiment at the time of acceleration is represented on an equal fuel injection amount curve under the condition that the smoke discharge amount is constant, FIG. It becomes like 8. The fuel injection amount is controlled so as to increase as much as possible within a range in which the smoke discharge amount does not exceed a predetermined allowable value during acceleration (transition). When the control of the above routine is applied, the fuel injection amount is gradually increased as the intake air amount gn increases in a region where the intake air amount gn at the initial stage of acceleration is relatively small. In order to increase the fuel injection amount, it becomes effective to increase the swirl ratio (region where the change in fuel injection amount (allowable increase amount) is limited by the swirl ratio), and then the fuel injection amount accelerates. The amount is increased until the target value is reached. Thus, according to the processing of the above routine, during the acceleration, the increase in the smoke emission amount is suppressed when moving from the initial point to the acceleration target point, and the target fuel injection amount is minimized (with an ideal line). ) The intake air amount gn and swirl ratio can be controlled so that they can be reached.

  Further, according to the routine, after the fuel injection amount becomes the same as the target fuel injection amount at the acceleration target point, the fuel injection amount is reduced until the intake air amount gn and the swirl ratio reach the acceleration target point. The swirl ratio is lowered so as to maintain an equal amount of smoke discharged under constant conditions (see FIGS. 4 and 8). According to such processing, after a target fuel injection amount is obtained at the time of acceleration, the pump loss can be reduced while maintaining the fuel injection amount (≈torque). For this reason, wasteful fuel consumption can be reduced while achieving both the elimination of acceleration delay and the suppression of smoke emission.

Next, with reference to FIG. 9, the reason why the supercharging delay can be efficiently eliminated by applying the control of the routine shown in FIG. 7 will be described.
FIG. 9 is a diagram showing an equal supercharging pressure curve under a condition in which the smoke discharge amount is constant in relation to the intake air amount gn and the swirl ratio. As shown in FIG. 9, the equal boost pressure curve under the condition where the smoke discharge amount is constant has the same tendency as the equal fuel injection amount curve under the condition where the smoke discharge amount is constant as shown in FIG. Can be expressed as FIG. 9 shows the result of the routine processing shown in FIG. 7 on the equal supercharging pressure curve. As can be seen from FIG. 9, according to the processing of the above routine, the supercharging pressure Pim of the internal combustion engine 10 can reach the supercharging pressure target value at the acceleration target point in a short time (on an ideal line). it can.

  As described above, according to the control of the intake air amount gn and the swirl ratio of the present embodiment at the time of acceleration, when the operating state of the internal combustion engine 10 moves from the initial point to the acceleration target point, based on the equal smoke curve. The intake air amount gn and the swirl ratio can be controlled by the path that suppresses the smoke discharge amount most efficiently (see FIG. 4). In a situation where the smoke emission amount is suppressed, the fuel injection amount increase amount until the smoke emission amount reaches an allowable level increases. Therefore, according to the control of the present embodiment, the fuel injection amount during acceleration can be made to reach the target fuel injection amount in the shortest time (see FIG. 8), thereby suppressing the smoke emission amount and the supercharging delay. Can be solved satisfactorily (see FIG. 9).

  By the way, in the first embodiment described above, by comparing gn / gntrg, which is the ratio of the actual intake air amount gn and the intake air amount target value gntrg, with a predetermined value C1, the air amount up period and swirl up period are The switching point, that is, the determination point for determining whether the change in the smoke discharge amount is controlled by the intake air amount gn or the swirl ratio is acquired. However, the present invention is not limited to such a method. For example, an equal smoke curve under a condition where the fuel injection amount is constant as shown in FIG. 4 is defined by the relationship between the intake air amount gn and the swirl ratio. A map or a map in which the equal fuel injection amount curve or the equal supercharging pressure curve under the condition that the smoke discharge amount is constant as shown in FIGS. 8 and 9 is defined by the relationship between the intake air amount gn and the swirl ratio May be stored in the ECU 50, and an air amount increase period and a swirl up period may be switched with reference to such a map.

  In the first embodiment described above, the intake air amount gn is maximized using the intake variable valve mechanism 40 or the like until the intake air amount ratio gn / gntrg reaches the predetermined value C1. In addition, the valve timing of the intake / exhaust valve is selected. However, even a system that does not include an air amount control means for controlling the intake air amount gn, such as the intake variable valve mechanism 40, can be the subject of the present invention. That is, even in such a system, if the system includes swirl control means for controlling the swirl ratio, the swirl ratio is increased until the intake air amount ratio gn / gntrg reaches a predetermined value C1. Such control may be prohibited. The swirl ratio may be increased after waiting for the intake air amount gn to rise to some extent, that is, when the intake air amount ratio gn / gntrg reaches a predetermined value C1. According to such a method, the fuel injection amount can be increased to the target fuel injection amount at an earlier stage during acceleration as compared with the method of performing the swirl up without waiting for the increase in the intake air amount gn. become.

  In the first embodiment described above, the swirl ratio control is prohibited during the “air amount increase period” in the initial stage of acceleration. That is, the change in the swirl ratio accompanying the change in the intake air amount gn is achieved. I leave it to you. However, the present invention is not limited to this, and in the “air amount increase period”, the swirl ratio may be controlled to be constant, and further, the increase in the intake air amount gn is increased to the swirl ratio. The swirl ratio may be controlled as long as priority is given to the adjustment.

  In the first embodiment described above, in the “swirl-up period” during acceleration, the swirl ratio is increased while the intake air amount ratio gn / gntrg is kept constant. However, in the present invention, when it is determined at the time of acceleration that a change in smoke emission amount is limited by the swirl ratio (that is, swirl up is better than an increase in the intake air amount gn), As long as priority is given to increasing the swirl ratio over increasing the intake air amount gn, an increase in the intake air amount gn may be accompanied.

  In the routine shown in FIG. 7 in the first embodiment described above, an example is shown in which the predetermined value C1 used to determine the magnitude of the intake air amount ratio gn / gntrg is set to a value smaller than 1. The present invention is not limited to this, and the predetermined value C1 may be set to 1 depending on the state of the target operation state (acceleration target point) during acceleration. In other words, if there is an intake air amount target value gntrg at the time of acceleration in a region where changes such as smoke discharge rate are controlled by the intake air amount gn, the swirl ratio is reached until the intake air amount target value gntrg is reached. This control may be prohibited to increase the intake air amount gn.

In the first embodiment described above, the intake variable valve mechanism 40 that performs the single valve early closing control of the intake valve corresponds to the “swirl control means” in the first or second invention. Further, when the ECU 50 executes the processing of step 100, the “target air amount acquisition means” in the first or third aspect of the invention executes the processing of steps 102 and 104, so that the first , second, the "first priority control means" in the second or third invention, the first by executing the processes of steps 106 and 108, the "second priority control means" in the second or third invention, each It has been realized.
Further, the “rate-determining state determining means” in the second aspect of the present invention is realized by the ECU 50 executing the processing of steps 102 and 106 described above.
Further, the “swirl adjustment limiting means” according to the fourth aspect of the present invention is realized by the ECU 50 executing the processing of step 104 described above.
Further, the ECU 50 acquires the target value of the fuel injection amount in the target operation state during acceleration associated with the accelerator operation according to a predetermined map, whereby “target injection amount acquisition” in the first, third, fourth, or sixth invention is performed. The means "executes the process of step 108, so that the" injection amount increasing means "in the first or fourth aspect of the invention executes the processes of steps 108 and 110, thereby the first, third, The “swirl ratio increasing means” in the fourth or sixth invention is realized.
Further, the “swirl ratio reducing means” in the sixth or eighth aspect of the present invention is realized by the ECU 50 executing the processing of steps 110 to 114 described above.
The intake variable valve mechanism 40 corresponds to the “air amount control means” in the ninth aspect of the invention.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIG.
The system of the present embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 10 described later instead of the routine shown in FIG. 7 using the hardware configuration shown in FIGS. 1 to 3.

[Features of Embodiment 2]
In the first embodiment described above, the intake air amount gn is set at the initial stage of acceleration, more specifically, in the period when the intake air amount ratio gn / gntrg is smaller than the predetermined value C1 (the air amount up period). In order to increase the amount, in addition to the early closing control of the intake valve, the early opening control of the exhaust valve is performed. On the other hand, in the system of the present embodiment, the ratio gn / gntrg of the intake air amount is shorter than the predetermined value C3 set to a value smaller than the predetermined value C1 during the period for performing the early opening control of the exhaust valve. It is characterized in that it is limited to small cases.

FIG. 10 is a flowchart of a routine executed by the ECU 50 in the second embodiment in order to realize the above function. In FIG. 10, the same steps as those shown in FIG. 7 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
In the routine shown in FIG. 10, after the intake air amount ratio gn / gntrg is calculated in step 100, it is determined whether or not the intake air amount ratio gn / gntrg is smaller than a predetermined value C3 (step 200). . The predetermined value C3 is set in advance as a value smaller than the predetermined value C1 as described above.

  While it is determined in step 202 that gn / gntrg <C3 is established, the valve timing of the intake / exhaust valve is selected so that the intake air amount is maximized while the control of the swirl ratio is prohibited ( Step 202). More specifically, in step 202, both intake valve early closing control and exhaust valve early opening control are executed.

On the other hand, if it is determined in step 200 that gn / gntrg <C3 is not satisfied, it is then determined whether the intake air amount ratio gn / gntrg is smaller than a predetermined value C1 (step 102). . As a result, while it is determined that gn / gntrg <C1 is established, only the intake valve early closing control is continuously executed to increase the intake air amount gn while the control of the swirl ratio is prohibited. Execution of the exhaust valve quick opening control is prohibited (step 204).
Since the subsequent processing is the same as the routine shown in FIG. 7, detailed description thereof will be omitted here.

  As shown by the equal smoke curve in FIG. 4, when the intake air amount gn is relatively increased, the equal smoke curve becomes nearly parallel to the horizontal axis. That is, when this happens, the sensitivity of the smoke discharge amount change with respect to the change in the intake air amount gn decreases. For this reason, the increase in the intake air amount gn is not effective in increasing the fuel injection amount in a short time. Accordingly, when the intake air amount gn is relatively increased, that is, when the intake air amount ratio gn / gntrg is relatively large so as to be equal to or greater than the predetermined value C3, the exhaust valve early opening control is prohibited. Even if it does, the influence which it has on acceleration performance becomes small.

The execution of the quick opening control of the exhaust valve, as described above, can increase the exhaust energy supplied to the turbocharger 22, so that the intake air amount gn can be increased. It can help to eliminate. However, on the other hand, the early opening control of the exhaust valve also has an aspect that the fuel consumption deteriorates because the expansion work is reduced.
According to the routine shown in FIG. 10 described above, the quick opening control of the exhaust valve is executed only in the region where the effect of efficiently reducing the smoke discharge amount by increasing the intake air amount gn is achieved. For this reason, elimination of the supercharging delay and improvement of fuel consumption can be realized with a good balance.

  By the way, in the second embodiment described above, after the intake air amount ratio gn / gntrg reaches the predetermined value C3, the exhaust valve early opening control is prohibited even during the air amount increase period. Yes. However, the present invention is not limited to the method of selectively changing the exhaust valve early opening control between execution and prohibition in this way, but the actual intake air amount gn with respect to the intake air amount target value gntrg. Depending on the ratio, the opening timing of the exhaust valve may be controlled.

In the second embodiment described above, the ECU 50 executes the processing of steps 100, 200, 202, 102, and 204 to realize the “exhaust valve quick opening control means” in the eleventh aspect of the invention. Yes.

Embodiment 3 FIG.
Next, Embodiment 3 of the present invention will be described with reference to FIG.
The system of the present embodiment can be realized by causing the ECU 50 to execute a routine shown in FIG. 11 described later instead of the routine shown in FIG. 7 using the hardware configuration shown in FIGS.

[Features of Embodiment 3]
In the first embodiment described above, the intake air amount gn is set at the initial stage of acceleration, more specifically, in the period when the intake air amount ratio gn / gntrg is smaller than the predetermined value C1 (the air amount up period). In order to increase the amount, in addition to the early closing control of the intake valve, the early opening control of the exhaust valve is performed. On the other hand, the system of this embodiment is characterized in that the cylinders that perform the quick opening control of the exhaust valves are limited to only the cylinders close to the turbocharger 22 instead of all the cylinders.

FIG. 11 is a flowchart of a routine executed by the ECU 50 in the third embodiment to realize the above function. In FIG. 11, the same steps as those shown in FIG. 7 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
In the routine shown in FIG. 11, after the intake air amount ratio gn / gntrg is calculated in step 100, swirl control is prohibited while it is determined in step 102 that gn / gntrg <C1 is satisfied. In the state, the valve timing of the intake / exhaust valve is selected by the following method so that the intake air amount gn becomes the maximum (step 300).

Specifically, in step 300, the intake valve early closing control is executed for all the cylinders, and only the cylinder close to the turbocharger 22 (for example, # 4 cylinder in the configuration shown in FIG. 1). The early opening control of the exhaust valve is executed. Note that the cylinder in which the exhaust valve early opening control is executed in this step 300 is not limited to one cylinder such as # 4 cylinder, for example, and if it is close to the turbocharger 22, for example, # 3 Also, a plurality of cylinders other than all the cylinders may be used, such as a # 4 cylinder.
Since the subsequent processing is the same as the routine shown in FIG. 7, detailed description thereof will be omitted here.

  Performing the quick opening control of the exhaust valve in all cylinders leads to a decrease in torque generated by the internal combustion engine 10 and compensates for a decrease in torque by increasing the fuel injection amount, resulting in deterioration of fuel consumption. In addition, increasing the fuel injection amount makes the smoke emission amount stricter. On the other hand, according to the routine shown in FIG. 11 described above, the cylinder in which the early opening control of the exhaust valve is performed is limited to the cylinder close to the turbocharger 22, while suppressing an increase in the smoke emission amount, Exhaust energy can be efficiently supplied to the turbocharger 22 by the quick opening control of the exhaust valve. For this reason, the effect of supercharging can be maximized while minimizing deterioration in fuel consumption.

In the first to third embodiments described above, as an example of the swirl control means for controlling the swirl ratio, the intake variable valve mechanism 40 that performs the intake single valve early closing control is described. The means is not limited to this, and may be, for example, a butterfly swirl control valve (SCV) disposed in the intake passage.
Further, as an example of the air amount control means for controlling the intake air amount gn, an intake variable valve mechanism 40 that performs early closing control of the intake valve and an exhaust variable valve mechanism 42 that performs early opening control of the exhaust valve are cited. However, the air amount control means in the present invention is not limited to this, for example, by changing the opening of a motor-assisted turbocharger forcibly supercharging by an electric motor or a variable nozzle. It may be a variable turbocharger that controls supercharging.

It is a figure for demonstrating the system configuration | structure of Embodiment 1 of this invention. It is a perspective view which shows the structure of the intake variable valve mechanism in Embodiment 1 of this invention. It is a front view which shows typically the structure of the intake variable valve mechanism in Embodiment 1 of this invention. It is a figure showing the equal smoke curve from which the smoke discharge | emission amount becomes equal by the relationship between a swirl ratio and the amount of intake air. It is a time chart which shows the control at the time of acceleration in the diesel engine with a general turbocharger. 6 is a time chart for explaining characteristic control during acceleration in the first embodiment of the present invention while comparing it with general control shown in FIG. 5. It is a flowchart of the routine performed in Embodiment 1 of the present invention. FIG. 6 is a diagram showing an equal fuel injection amount curve under a condition where the smoke discharge amount is constant, in relation to the intake air amount gn and the swirl ratio. It is a figure showing the equal supercharging pressure curve under the condition where the smoke discharge amount is constant, in relation to the intake air amount gn and the swirl ratio. It is a flowchart of the routine performed in Embodiment 2 of this invention. It is a flowchart of the routine performed in Embodiment 3 of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Injector 18 Exhaust passage 22 Turbo supercharger 26 Intake passage 36 Air flow meter 38 Intake pressure sensor 40 Intake variable valve mechanism 42 Exhaust variable valve mechanism 50 ECU (Electronic Control Unit)
54 Accelerator opening sensor 120 Cam shaft 122, 222 Drive cam 130 Variable mechanism 132 Control shaft 230 Fixing mechanism

Claims (12)

Swirl control means for controlling the swirl ratio;
Target air amount acquisition means for acquiring a target value of intake air amount in the target operation state at the time of acceleration;
Until the actual intake air amount with respect to the intake air amount target value reaches a predetermined ratio including 1, the internal combustion engine is given priority over increasing the intake air amount over the control of the swirl ratio by the swirl control means. First priority control means for controlling
When the actual intake air amount with respect to the intake air amount target value reaches the predetermined ratio, the internal combustion engine is controlled by giving priority to increasing the swirl ratio by the swirl control means rather than increasing the intake air amount. 2 priority control means;
Target injection amount acquisition means for acquiring a fuel injection amount target value in a target operation state at the time of acceleration;
Equipped with a,
The second priority control means includes an injection amount increasing means for increasing the fuel injection amount toward the fuel injection amount target value, and a swirl control means until the fuel injection amount becomes equal to the fuel injection amount target value. A control device for an internal combustion engine, comprising swirl ratio increasing means for increasing the ratio . Swirl control means for controlling the swirl ratio;
Based on an equal smoke curve, an equal fuel injection amount curve, or an equal supercharging pressure curve determined by the relationship between the intake air amount and the swirl ratio, the operating range of the internal combustion engine is changed in the smoke emission amount, the fuel injection amount A rate-determining status determining means for determining whether the change in the pressure or the change in the supercharging pressure is in a status controlled by the intake air amount or the status controlled by the swirl ratio;
If it is determined that a change in smoke emission, a change in fuel injection, or a change in supercharging pressure is controlled by the intake air amount, the intake air amount is increased more than the control of the swirl ratio by the swirl control means. First priority control means for controlling the internal combustion engine with priority given to
If it is determined that a change in smoke emission, a change in fuel injection, or a change in supercharging pressure is controlled by the swirl ratio, the swirl ratio is increased by the swirl control means rather than the increase in the intake air amount. Second priority control means for controlling the internal combustion engine with priority given to
A control device for an internal combustion engine, comprising: Swirl control means for controlling the swirl ratio;
Target air amount acquisition means for acquiring a target value of intake air amount in the target operation state at the time of acceleration;
Until the actual intake air amount with respect to the intake air amount target value reaches a predetermined ratio including 1, the internal combustion engine is given priority over increasing the intake air amount over the control of the swirl ratio by the swirl control means. First priority control means for controlling
When the actual intake air amount with respect to the intake air amount target value reaches the predetermined ratio, the internal combustion engine is controlled by giving priority to increasing the swirl ratio by the swirl control means rather than increasing the intake air amount. 2 priority control means;
Target injection amount acquisition means for acquiring a fuel injection amount target value in a target operation state at the time of acceleration;
Equipped with a,
The second priority control means is configured so that the smoke emission amount when the same amount of fuel as the fuel injection amount target value is injected becomes equal to the smoke emission amount when the internal combustion engine is controlled to the target operation state. A control apparatus for an internal combustion engine, comprising swirl increasing means for increasing a swirl ratio by the control means . The internal combustion engine control device according to any one of claims 1 to 3, wherein the first priority control means includes a swirl adjustment limiting means for prohibiting an increase in a swirl ratio by the swirl control means. A target injection amount acquisition means for acquiring a fuel injection amount target value in a target operating state at the time of acceleration;
The second priority control means includes an injection amount increasing means for increasing the fuel injection amount toward the fuel injection amount target value, and a swirl control means until the fuel injection amount becomes equal to the fuel injection amount target value. 3. The control apparatus for an internal combustion engine according to claim 2 , further comprising swirl ratio increasing means for increasing the ratio. It further comprises swirl ratio reduction means for lowering the swirl ratio while controlling the smoke discharge amount constant toward the target operation state after the fuel injection amount becomes equal to the fuel injection amount target value. The control device for an internal combustion engine according to claim 1, 2, or 5 . A target injection amount acquisition means for acquiring a fuel injection amount target value in a target operating state at the time of acceleration;
The second priority control means is configured so that the smoke emission amount when the same amount of fuel as the fuel injection amount target value is injected becomes equal to the smoke emission amount when the internal combustion engine is controlled to the target operation state. 3. The control apparatus for an internal combustion engine according to claim 2 , further comprising swirl increasing means for increasing the swirl ratio by the control means. After the amount of smoke discharged when fuel of the same amount as the fuel injection amount target value is injected becomes equal to the amount of smoke discharged when the internal combustion engine is controlled to the target operation state, the smoke emission amount is shifted toward the target operation state. 8. The control apparatus for an internal combustion engine according to claim 3 , further comprising swirl ratio reducing means for lowering the swirl ratio while controlling the discharge amount to be constant. An air amount control means for controlling the intake air amount;
The first priority control means, the control apparatus for an internal combustion engine according to claim 1, 2, 3, 7 or 8, wherein the executing the increase of the intake air amount by said air amount control means. The air amount control means is a variable valve mechanism that can change the valve opening characteristics of the intake valve and / or the exhaust valve,
The first priority control means, the control of the valve opening characteristic of an intake valve and or the exhaust valve by the variable valve mechanism, according to claim 9, wherein the benzalkonium execute the increase of the intake air amount of the Control device for internal combustion engine. An internal combustion engine further comprising a supercharger for supercharging intake air ,
Before Symbol first priority control means includes a comprising the exhaust valve early-opening control means in response to said ratio of the actual intake air amount to the intake air amount value, for controlling the advance amount of the opening timing of the exhaust valve The control apparatus for an internal combustion engine according to claim 10 . The variable valve mechanism is a mechanism that can change the valve opening characteristics of the exhaust valve independently for each cylinder,
The supercharger is a turbocharger in which a turbine is disposed in an exhaust passage of an internal combustion engine,
The control apparatus for an internal combustion engine according to claim 10 or 11, wherein the first priority control means advances the opening timing of the exhaust valve only in a cylinder close to the turbocharger.

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