JP6350494B2 - Control device for internal combustion engine - Google Patents

Description

  The technology disclosed herein relates to a control device for an internal combustion engine.

  In an automobile engine, blow-by gas leaked from a combustion chamber to a crankcase is separated into gas and liquid by an oil separator, and then returned to an intake passage of the engine to be reburned.

  For example, Patent Document 1 includes a PCV (Positive Crankcase Ventilation) valve configured to adjust the recirculation amount of blow-by gas in the middle of a PCV passage that allows a crankcase and a surge tank in an intake passage to communicate with each other. Is described. In the blow-by gas recirculation device described in Patent Document 1, the PCV valve is a mechanical PCV valve. This mechanical PCV valve has a pressure difference between the crankcase and the intake passage in a region where the pressure difference is a predetermined value or more. The larger the differential pressure is, the smaller the opening degree is, and the blow-by gas recirculation amount is reduced.

  In addition, the mechanical PCV valve has a characteristic that in a region where the pressure difference between the crankcase and the intake passage is not more than a predetermined value, the opening degree increases as the differential pressure increases. In the blow-by gas recirculation device described in Patent Document 1, paying attention to this characteristic, the opening degree of the PCV valve is increased by increasing the opening degree of the throttle valve at the time of fuel cut when the fuel supply is stopped during deceleration. To increase the ventilation of the crankcase.

JP2013-1555691A

  Incidentally, during acceleration of the vehicle, there is a case where control for increasing the amount of fuel supply is performed for the purpose of cooling the combustion chamber. In this case, the air-fuel ratio of the air-fuel mixture becomes richer than the stoichiometric air-fuel ratio, and the fuel concentration of the blow-by gas leaking into the crankcase becomes higher than when the air-fuel ratio of the air-fuel mixture is set to the stoichiometric air-fuel ratio. . However, if the throttle opening is the same and the pressure difference between the crankcase and the intake passage is the same, the opening of the mechanical PCV valve will be the same, so the air-fuel ratio of the mixture is made rich. Sometimes ventilation in the crankcase is insufficient and the amount of fuel in the crankcase increases. This will cause oil degradation. If the PCV valve opening characteristic is set in accordance with the air-fuel ratio rich side, excessive ventilation is performed during the theoretical air-fuel ratio operation, resulting in inconvenience.

  Making the air-fuel ratio rich is not only performed when the vehicle is accelerated, but also when the engine is cold. This is because the amount of fuel supplied into the combustion chamber is increased so that a predetermined amount of vaporized fuel can be secured in consideration of the fact that the fuel is difficult to vaporize. Therefore, even when the engine is cold, ventilation in the crankcase may be insufficient, and the amount of fuel in the crankcase may increase.

  The increase in the fuel concentration of the blowby gas is not limited to the case where the air-fuel ratio of the air-fuel mixture is made rich. In the configuration in which fuel is directly injected into the combustion chamber, the same may occur when the fuel injection timing is set to a late timing after the compression stroke, for example. That is, when the fuel injection timing is late, the volume in the combustion chamber at the fuel injection timing is small. For this reason, the fuel easily adheres to the wall surface in the combustion chamber. Further, when the fuel injection timing is retarded, the period from when the fuel is injected to when combustion starts is shortened, so that some of the fuel is smoked without being completely vaporized. As a result, the fuel concentration of the blow-by gas increases, and the smoke causes the oil to progress. Also in this case, if the mechanical PCV valve is used, the crankcase is insufficiently ventilated and the amount of fuel in the crankcase increases.

  In this regard, as described in Patent Document 1, when the engine is in a specific operating state (when the fuel is cut in Patent Document 1), the opening degree of the throttle valve is forcibly changed, thereby It is conceivable to increase the opening of the PCV valve and promote ventilation in the crankcase. However, in this configuration, ventilation is not performed until a specific operating state is reached, so that oil deterioration progresses during that time. become.

  The technology disclosed herein has been made in view of such a point, and an object thereof is to promptly ventilate the crankcase at the timing when the fuel concentration of blow-by gas increases.

  The technology disclosed herein relates to a control device for an internal combustion engine including a blow-by gas recirculation device configured to recirculate blow-by gas generated in the internal combustion engine to an intake passage of the internal combustion engine.

  The blow-by gas recirculation device has an electrically controlled PCV valve whose opening degree can be changed so as to adjust the recirculation amount of the blow-by gas recirculating to the intake passage, and a control device for an internal combustion engine Comprises a controller configured to control the opening of the electrically controlled PCV valve.

  The control unit predicts the amount of fuel adhering to the wall surface of the combustion chamber of the internal combustion engine based on the operating state of the internal combustion engine, and based on the predicted amount of fuel adhering to the wall surface of the PCV valve. It is comprised so that an opening degree may be controlled.

  According to this configuration, the blow-by gas recirculation device has an electrically controlled PCV valve instead of a mechanical PCV valve. By controlling the opening degree of the electrically controlled PCV valve, the control unit can increase the opening degree of the PCV valve regardless of the pressure difference between the crankcase and the intake passage. Ventilation inside can be performed sufficiently.

  The controller predicts the amount of fuel adhering to the wall surface of the combustion chamber, and controls the opening degree of the electrically controlled PCV valve based on the predicted amount of fuel adhering to the wall surface. Specifically, when the amount of fuel adhering to the wall surface of the combustion chamber increases, the opening degree of the PCV valve is increased. When the amount of fuel adhering to the wall surface of the combustion chamber increases, the fuel concentration of blow-by gas that leaks into the crankcase increases. In the above-described configuration, the opening degree of the PCV valve can be increased at the timing when the fuel concentration of the blow-by gas increases, and thereby ventilation in the crankcase can be promoted. As a result, the amount of fuel in the crankcase is reduced, so that oil deterioration is suppressed.

The internal combustion engine is configured to directly inject fuel into the combustion chamber, wherein, based on the timing for injecting fuel into the combustion chamber, that predict the wall-deposited fuel quantity. More specifically, the control unit increases the opening of the PCV valve when the fuel injection timing is late than when the fuel injection timing is early.

When the timing for injecting fuel into the combustion chamber is late, the volume in the combustion chamber at the timing at which the fuel is injected is small. For this reason, the fuel easily adheres to the wall surface in the combustion chamber. In addition, when the timing of injecting fuel into the combustion chamber is late, the time until the start of combustion is shortened, so that part of the fuel cannot be completely vaporized and is smoked. Therefore, the fuel concentration of blow-by gas becomes high and it is disadvantageous for oil deterioration. When the fuel injection timing is late, the control unit increases the opening of the PCV valve. The later the fuel injection timing, the larger the opening of the PCV valve may be. By doing so, ventilation in the crankcase is quickly performed at the timing when the fuel concentration of blow-by gas increases, and the amount of fuel in the crankcase decreases. Moreover, the deterioration of the oil by smoke is suppressed.

The control unit may predict the wall surface attached fuel amount based on an air-fuel ratio of the air-fuel mixture.

When the air-fuel ratio of the mixture is richer than the stoichiometric air-fuel ratio, the amount of fuel adhering to the wall surface of the combustion chamber increases. The controller quickly increases the opening of the PCV valve when the air-fuel ratio of the air-fuel mixture is richer than the stoichiometric air-fuel ratio. Further, the opening degree of the PCV valve may be increased as the air-fuel ratio of the air-fuel mixture is richer. By doing so, it becomes possible to promote ventilation in the crankcase at the timing when the fuel concentration of the blow-by gas becomes high, the amount of fuel in the crankcase is reduced, and oil deterioration is suppressed.

  The controller may adjust the amount of air introduced into the combustion chamber along with the adjustment of the opening of the PCV valve.

  When the opening of the PCV valve is increased, the amount of blow-by gas returning to the intake passage increases, so the amount of fuel introduced into the combustion chamber together with air increases. Therefore, in order to adjust the air-fuel ratio of the air-fuel mixture in the combustion chamber, the amount of air introduced into the combustion chamber (that is, the cylinder of the internal combustion engine) is adjusted together with the opening degree adjustment of the PCV valve. By doing so, it becomes possible to adjust the air-fuel ratio of the air-fuel mixture in consideration of the recirculation amount of blow-by gas.

  Here, the amount of air introduced into the combustion chamber may be adjusted, for example, by adjusting the opening of an electrically controlled throttle valve provided in the intake passage. This makes it possible to adjust the amount of air introduced into the combustion chamber. Specifically, the control unit may reduce the throttle valve opening (that is, throttle the throttle valve) as the opening of the PCV valve increases.

  As described above, according to the control apparatus for an internal combustion engine, the fuel concentration of the blow-by gas is increased by adjusting the opening of the electrically controlled PCV valve based on the amount of fuel adhering to the wall surface of the combustion chamber. At this timing, the crankcase can be quickly ventilated.

FIG. 1 is a conceptual diagram showing a configuration of an engine system including a blow-by gas recirculation device. FIG. 2 is a block diagram showing the configuration of the control device for the internal combustion engine. FIG. 3 is a map showing the relationship between the air-fuel ratio of the air-fuel mixture and the opening of the PCV valve. FIG. 4 is a map showing the relationship between the fuel injection timing and the opening of the PCV valve. FIG. 5 is a time chart showing changes in the accelerator opening, air-fuel ratio, blow-by gas generation amount, intake passage negative pressure, PCV valve opening, and fuel amount in the crankcase during vehicle acceleration. FIG. 6 is a diagram showing the relationship between the opening of the PCV valve (passage cross-sectional area) and the opening of the throttle valve (passage cross-sectional area) in the cooperative control of the PCV valve and the throttle valve.

  Hereinafter, the control apparatus for an internal combustion engine disclosed herein will be described in detail with reference to the drawings. In addition, the following description is an illustration. FIG. 1 shows the configuration of an engine system 10 including a blow-by gas recirculation device 1.

  The engine system 10 includes an engine 2 configured as a spark ignition internal combustion engine. The engine 2 may be an internal combustion engine that performs compression self-ignition. Although not shown, the engine 2 is mounted in a so-called horizontal position in a front engine room of a vehicle such as an automobile. A crankshaft 21 that is an output shaft of the engine 2 is connected to drive wheels via a transmission (not shown). The vehicle travels by transmitting the output of the engine 2 to the drive wheels. The engine 2 may be installed vertically.

  The engine 2 includes a cylinder block 22 and a cylinder head 23 placed on the cylinder block 22. A plurality of cylinders 24 are provided inside the cylinder block 22. In this example, the engine 2 has four cylinders 24. The four cylinders 24 are arranged side by side in a direction perpendicular to the paper surface in FIG. Note that the number of cylinders 24 and the arrangement of the cylinders of the engine 2 are not limited to a specific number and arrangement.

  An oil pan 29 for storing lubricating oil is attached to the lower side of the cylinder block 22. A crankshaft 21 is rotatably supported on the cylinder block 22. A crankcase 26 that houses the crankshaft 21 is defined by the cylinder block 22.

  The crankshaft 21 is connected to the piston 27 via a connecting rod 271 (not shown). The piston 27 is inserted into each cylinder 24 so as to be able to reciprocate. The piston 27, the cylinder head 23, and the cylinder 24 define a combustion chamber 28.

  Here, the engine 2 is configured to increase the geometric compression ratio ε (for example, ε ≧ 15) for the purpose of improving thermal efficiency.

  An intake port 231 is formed in the cylinder head 23 for each cylinder 24. The intake port 231 communicates with the combustion chamber 28. The intake port 231 is provided with an intake valve 31 that can block between the combustion chamber 28 and the intake port 231. The intake valve 31 is driven by an intake valve mechanism 32. The intake valve 31 opens and closes the intake port 231 at a predetermined timing.

  An exhaust port 232 is also formed in the cylinder head 23 for each cylinder 24. The exhaust port 232 communicates with the combustion chamber 28. An exhaust valve 33 capable of blocking between the combustion chamber 28 and the exhaust port 232 is disposed in the exhaust port 232. The exhaust valve 33 is driven by an exhaust valve mechanism 34. The exhaust valve 33 opens and closes the exhaust port 232 at a predetermined timing.

  Although not shown, each of the intake valve mechanism 32 and the exhaust valve mechanism 34 has an intake cam shaft and an exhaust cam shaft. Although not shown, these camshafts are drivingly connected to the crankshaft 21 via a known power transmission mechanism. Each of the intake camshaft and the exhaust camshaft rotates in conjunction with the rotation of the crankshaft 21.

  The intake valve mechanism 32 is configured to be able to change the lift amount of the intake valve 31 and the valve opening period of the intake valve 31. The intake valve mechanism 32 can employ various known configurations. The intake valve mechanism 32 receives a control signal from the engine control unit 7 shown in FIG. 2 and changes the lift amount of the intake valve 31 and the valve opening period of the intake valve 31.

  The exhaust valve mechanism 34 is also configured to be able to change the lift amount of the exhaust valve 33 and the valve opening period of the exhaust valve 33. The exhaust valve mechanism 34 can employ various known configurations. The exhaust valve mechanism 34 receives a control signal from the engine control unit 7 and changes the lift amount of the exhaust valve 33 and the valve opening period of the exhaust valve 33.

  An intake passage 51 is connected to the intake port 231. The intake passage 51 guides intake air to the cylinder 24. A throttle valve 511 is interposed in the intake passage 51. The throttle valve 511 is an electric control type. The throttle actuator 512 that receives the control signal output from the engine control unit 7 adjusts the opening degree of the throttle valve 511. By adjusting the opening degree of the throttle valve 511 and the lift amount and / or the valve opening period of the intake valve 31, the amount of air introduced into the cylinder 24 is adjusted.

  In the intake passage 51, a surge tank 521 and an independent passage 522 branched to each of the four cylinders 24 on the downstream side of the surge tank 521 are provided downstream of the throttle valve 511.

An exhaust passage 53 is connected to the exhaust port 232. Although not shown, a catalyst device configured to purify exhaust gas is interposed in the exhaust passage 53. The exhaust passage 53 is also provided with an air-fuel ratio detection sensor (O ₂ sensor 71, see FIG. 2) for detecting the actual air-fuel ratio of the air-fuel mixture in the combustion chamber 28. The O ₂ sensor 71 outputs a detection signal to the engine control unit 7.

  A fuel injection valve 41 is attached to the cylinder head 23 for each cylinder 24. The fuel injection valve 41 is configured to inject fuel (in this case, gasoline or fuel containing gasoline) directly into the cylinder 24. The fuel injection valve 41 may have any configuration, but may be, for example, a multi-injection type fuel injection valve. The fuel injection valve 41 injects a predetermined amount of fuel into the cylinder 24 at a predetermined timing in accordance with a fuel injection pulse from the engine control unit 7. In the example of FIG. 1, the fuel injection valve 41 is attached on the exhaust side of the cylinder 24 so as to be aligned with a spark plug 42 described later. The attachment position of the fuel injection valve 4 in the cylinder 24 is not limited to the position shown in the figure.

  A spark plug 42 is attached to the cylinder head 23 for each cylinder 24. The spark plug 42 is attached on the ceiling surface of the cylinder head 23 so that the electrode is on the axis of the cylinder 24. The spark plug 42 ignites the air-fuel mixture in the combustion chamber 28 by generating a spark in the combustion chamber 28. The spark plug 42 generates a spark at a desired ignition timing based on an ignition signal from the engine control unit 7.

  The blow-by gas recirculation device 1 includes a communication portion 64 that allows the crankcase 26 of the engine 2 and the surge tank 521 to communicate with each other, and a PCV valve 65 attached to the surge tank 521. The communication part 64 introduces blow-by gas in the crankcase 26 into the surge tank 52. The PCV valve 65 adjusts the flow rate of blow-by gas that flows through the communication portion 64. The PCV valve 65 is configured to be electrically controlled. In response to the control signal from the engine control unit 7, the PCV valve 65 changes the opening. The PCV valve 65 may be attached not to the surge tank 521 but to an oil separator (not shown) provided on the side surface of the cylinder block 22 of the engine 2.

FIG. 2 shows a configuration relating to control of the internal combustion engine including the blow-by gas recirculation device 1 in the engine system 10. The engine system 10 includes an engine control unit 7. The engine control unit 7 receives a signal related to the accelerator opening, a signal related to the engine speed, and a signal related to the transmission gear stage of the transmission. The engine control unit 7 receives a detection signal from the O ₂ sensor 71 and a detection signal from a water temperature sensor 72 that detects the cooling water temperature of the engine 2.

  Based on these signals, the engine control unit 7 determines the target torque, calculates the fuel injection amount, fuel injection timing, throttle opening, and intake valve lift amount, and at the same time, the fuel amount adhering to the wall surface of the combustion chamber 28 And the PCV valve opening is calculated based on the predicted value. Based on the calculated fuel injection amount, fuel injection timing, throttle opening, intake valve lift amount, and PCV valve opening, the engine control unit 7 determines the fuel injection valve 41, the throttle actuator 512, the intake valve mechanism 32, And a control signal is output to the PCV valve 65.

  Next, the control of the PCV valve 65 will be described in more detail. As described above, in the engine system 10, the PCV valve 65 is configured to be electrically controlled. The opening degree of the PCV valve 65 is set independently of the pressure difference between the negative pressure in the intake passage 51 and the pressure in the crankcase 26. That is, the engine control unit 7 predicts the amount of fuel adhering to the wall surface of the combustion chamber 28 based on the operating state of the engine 2, and when the amount of fuel adhering to the wall surface increases based on the predicted amount of fuel adhering to the wall surface. The PCV valve 65 is controlled so that the opening degree of the PCV valve 65 is increased. The opening degree of the PCV valve 65 may be increased only when the predicted wall surface adhesion amount is equal to or greater than the threshold value based on the preset allowable wall surface adhesion threshold.

  Specifically, the engine control unit 7 predicts the amount of fuel attached to the wall surface based on the air-fuel ratio of the air-fuel mixture. When the air-fuel ratio of the mixture is rich, the amount of fuel attached to the wall surface increases. When the amount of fuel adhering to the wall surface of the combustion chamber 28 increases, the fuel concentration of blow-by gas leaking into the crankcase 26 increases. Therefore, when the air-fuel ratio of the air-fuel mixture is richer than the stoichiometric air-fuel ratio, the engine control unit 7 increases the opening of the PCV valve 65 in order to promote ventilation in the crankcase 26. For example, FIG. 3 illustrates a map of the opening degree of the PCV valve 65 with respect to the air-fuel ratio. This map shows that when the air-fuel ratio is the stoichiometric air-fuel ratio, the opening degree of the PCV valve 65 is set to a predetermined opening degree. When the air-fuel ratio is richer than the stoichiometric air-fuel ratio, the richer the opening degree of the PCV valve 65 is. It is set to be large. The map is stored in the engine control unit 7. The engine control unit 7 calculates the air-fuel ratio of the air-fuel mixture, and sets the opening of the PCV valve 65 according to the map shown in FIG. 3 based on the calculated air-fuel ratio.

  Here, FIG. 5 exemplifies changes in the accelerator opening, the air-fuel ratio, the blow-by gas generation amount, the intake passage negative pressure, the PCV valve opening, and the fuel amount in the crankcase when the vehicle is accelerated. .

Depressed accelerator pedal is at time t _1, the accelerator opening is increased. In addition to increasing the fuel injection amount for accelerating the vehicle, when the combustion chamber temperature becomes high and occurrence of knocking is predicted, the fuel injection amount is further increased for the purpose of cooling the combustion chamber 28. Thereby, the air-fuel ratio of the air-fuel mixture becomes richer than the stoichiometric air-fuel ratio. Along with this, the fuel concentration in the blow-by gas increases, and the amount of blow-by gas that leaks from the combustion chamber 28 to the crankcase 26 per unit time increases as the engine speed increases. Therefore, in order to promote ventilation of the crankcase 26, it is desired to make the opening degree of the PCV valve 65 larger than when operating at the stoichiometric air fuel ratio.

  At this time, since the throttle opening is large as described above, the negative pressure in the intake passage 51 decreases (that is, the pressure increases toward the positive pressure). Therefore, in the case of a mechanical PCV valve, the opening degree is small with respect to the required reflux amount as shown by the broken line in FIG. 5, so that the blow-by gas is not sufficiently ventilated. Therefore, the amount of fuel in the crankcase 26 increases as shown by the broken line.

  In contrast, in this engine system 10, when the air-fuel ratio of the air-fuel mixture becomes richer than the stoichiometric air-fuel ratio, the opening degree of the electrically controlled PCV valve 65 is increased as shown by the solid line in FIG. In combination, it can be quickly increased, and the amount of blow-by gas reflux increases. As a result, ventilation in the crankcase 26 is promoted, the amount of fuel in the crankcase 26 is reduced, and oil deterioration is suppressed.

  The engine control unit 7 also predicts the fuel adhesion amount on the wall surface of the combustion chamber 28 based on the water temperature of the engine 2. When the engine 2 is cold and the temperature of the water is low, the fuel is difficult to vaporize. Therefore, the amount of fuel injected into the combustion chamber 28 is increased, thereby securing a predetermined amount of vaporized fuel. Therefore, when the water temperature of the engine 2 is low and the fuel amount is increased, the engine control unit 7 increases the opening of the PCV valve 65 assuming that the amount of fuel attached to the wall surface increases. As a result, ventilation of the crankcase 26 is promoted at a timing when the fuel concentration of the blowby gas increases, and the amount of fuel in the crankcase 26 decreases.

  The engine control unit 7 further predicts the wall surface attached fuel amount based on the fuel injection timing. That is, when the injection timing of the fuel injected into the combustion chamber 28 is late, the period from fuel injection to combustion is shortened, and a part of the injected fuel cannot be completely vaporized. The fuel that has not vaporized becomes smoke. Further, when the fuel injection timing is late, the volume in the combustion chamber 28 at the fuel injection timing is small, so that the fuel easily adheres to the wall surface in the combustion chamber 28. Therefore, the fuel concentration of blow-by gas becomes high and it is disadvantageous for oil deterioration.

  Therefore, when the fuel injection timing is late, the engine control unit 7 increases the opening of the PCV valve 65 in order to promote ventilation in the crankcase 26. For example, FIG. 4 illustrates a map of the opening degree of the PCV valve 65 with respect to the fuel injection timing. This map is set such that the slower the fuel injection amount, the larger the opening of the PCV valve 65. The map is stored in the engine control unit 7. The engine control unit 7 sets the opening of the PCV valve 65 from the map shown in FIG. 4 based on the calculated fuel injection timing. As a result, the amount of fuel adhering to the wall surface of the combustion chamber 28 increases, and ventilation in the crankcase 26 is promoted at the timing when the fuel concentration of blowby gas leaking into the crankcase 26 increases. Thus, the amount of fuel in the crankcase 26 is reduced. Moreover, oil deterioration due to smoke is suppressed.

  In addition, the engine control unit 7 adjusts the opening degree of the electrically controlled throttle valve 511 as well as the opening degree of the PCV valve 65. That is, cooperative control of the PCV valve 65 and the throttle valve 511 is performed. When the opening degree of the PCV valve 54 is increased, the amount of blow-by gas returning to the intake passage 51 increases, so that the amount of fuel introduced into the combustion chamber 28 increases with intake air. Therefore, in order to adjust the air-fuel ratio of the air-fuel mixture in the combustion chamber 28, the opening adjustment of the electrically controlled throttle valve 511 provided in the intake passage 51 is performed together with the opening adjustment of the PCV valve 65. Specifically, as shown in FIG. 6, the passage area of the throttle valve 511 determined by the opening of the throttle valve 511 is decreased with respect to the increase of the passage area of the PCV valve 65 determined by the opening of the PCV valve 65. Here, the increase ratio of the passage area of the PCV valve 65 and the decrease ratio of the passage area of the throttle valve 511 are set to be the same ratio (the absolute values of the inclinations of the two straight lines shown in FIG. 6 are the same). become). By doing so, it is possible to adjust the amount of air introduced into the cylinder 24 in consideration of the amount of fuel contained in the blow-by gas.

1 Blow-by gas recirculation device 2 Engine (internal combustion engine)
28 Combustion chamber 65 PCV valve 7 Engine controller

Claims (4)

A control device for an internal combustion engine comprising a blowby gas recirculation device configured to recirculate blowby gas generated in the internal combustion engine to an intake passage of the internal combustion engine,
The blow-by gas recirculation device has an electrically controlled PCV valve configured to change the opening degree so as to adjust the recirculation amount of the blow-by gas recirculating to the intake passage,
A controller configured to control the opening of the electrically controlled PCV valve;
The internal combustion engine is configured to inject fuel directly into the combustion chamber;
The controller predicts the amount of fuel adhering to the wall surface of the combustion chamber of the internal combustion engine based on the operating state of the internal combustion engine, and opens the opening of the PCV valve based on the estimated wall surface adhering fuel amount. Configured to control
The controller predicts that the amount of fuel adhering to the wall surface is large when the injection timing is late based on the timing of injecting fuel into the combustion chamber, and the opening degree of the PCV valve is larger than when the injection timing is early. Control device for internal combustion engine to increase The control apparatus for an internal combustion engine according to claim 1 ,
Based on the air-fuel ratio of the air-fuel mixture, the control unit predicts that the amount of fuel adhering to the wall surface is larger when the air-fuel ratio is richer than the stoichiometric air-fuel ratio, and sets the opening of the PCV valve more than when the air-fuel ratio is stoichiometric. Control device for internal combustion engine to be enlarged . The control device for an internal combustion engine according to claim 1 or 2 ,
The said control part is a control apparatus of the internal combustion engine which adjusts the air quantity introduced into the said combustion chamber with adjustment of the opening degree of the said PCV valve | bulb. The control apparatus for an internal combustion engine according to claim 3 , wherein the control unit decreases the opening degree of the throttle valve as the opening degree of the PCV valve increases.

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