DE10306586A1 - Controller for internal combustion engine has pre-heating mode for pre-heating defined part of engine by operating electric motor before starting engine, opening flow channel to this region - Google Patents

Abstract

The Controller has an electric motor (11b) Controller with an electric motor pre-heating mode for pre-heating a defined part of the engine (1) by operating the electric motor before starting the engine and a flow channel opening device that opens a flow channel between the turbocharger and the defined engine region during pre-heating mode. An Independent claim is also included for a method of controlling an internal combustion engine.

Description

Technical field of the invention

The invention relates to a control device and a Control method for an internal combustion engine with a Turbocharger that rotates an electric motor Compressor includes.

State of the art

Trying to get a high output (or one low fuel consumption) by charging the Intake air of an internal combustion engine (internal combustion engine with internal combustion) with a turbocharger been undertaken for a long time. Given some problems like for example the unfavorable rise characteristic of the boost pressure and the unfavorable performance characteristics the internal combustion engine in the lower speed range however, need to improve the turbocharger. This Problems are based on the principle of the turbocharger Charging intake air using the exhaust gas energy and a phenomenon in the lower speed range occurs in which the exhaust gas energy is small, due. To improve this condition, the generally a double turbocharger or the like used. In addition, an attempt is made to find one Electric motor on a turbine / compressor unit attached to the desired boost pressure by a to get forced drive of the turbine. In this Case it is possible that the electric motor is taking advantage the exhaust gas energy a regenerative power generation performs. An example of such a turbocharger with Electric motor is in Japanese Patent Application Laid-Open 5-321682.

In the Japanese laid-open publication 5-321682 disclosed turbocharger with the electric motor it was alongside the improvement of the power output also the goal that To improve warm-up behavior during a cold start. In the case of the above-mentioned disclosure disclosed internal combustion engine is the turbine / compressor unit immediately after the cold start by an electric motor Using the output power of a Alternator or an alternator driven. Hence due to the increase in friction in the internal combustion engine a stronger fuel flow and therefore a better one Warm-up behavior achieved. Based on this procedure the better warm-up behavior, however, on an increase in Load the internal combustion engine, which increases the disadvantage shows that it takes a relatively long time to Areas of the internal combustion engine are warmed up. Furthermore this procedure will start after the internal combustion engine applied and cannot help the starting behavior to improve the internal combustion engine.

Summary of the invention

In view of these problems and disadvantages, it is the one Object of the invention, a control device for a To create internal combustion engine that has the starting behavior, especially the cold start behavior of a Internal combustion engine with a turbocharger, the compressor of which by means of a Electric motor can be improved. Further aims the invention, a control device for a Provide internal combustion engine that a certain preheated area of the internal combustion engine effective can preheat.

These tasks are performed by the control device according to the claim 1 or by the control method according to the Claim 11 solved.

The control device according to the invention for a Internal combustion engine, with a turbocharger, which is an electric motor for rotating a compressor of the turbocharger, is characterized in that a Electric motor control device for performing a Electric motor preheat mode to preheat a specific area of the Internal combustion engine by operating the electric motor before starting the internal combustion engine, and a Flow channel opening device for opening a flow channel between the Turbocharger and the specific area of the internal combustion engine are provided during the electric motor preheat mode.

The following advantageous further developments of The device according to the invention are the subject of the dependent Expectations.

The internal combustion engine can have one or more Combustion chambers with one or more inlet valves that are used for Burning intake gas from the turbocharger are operating and Introduce intake gas, and one or more Exhaust valves that operate to exhaust exhaust gas exhibit.

The particular area can continue one or more Combustion chambers include, the Flow channel opening device at least one of the inlet valves each combustion chamber to be preheated during electric motor preheating mode opens.

In addition, the control device for a Internal combustion engine a determination device for the have preheated area at the start of the Internal combustion engine a preferred order from the variety of combustion chambers that correspond to the specific area, certainly. The determination device also determines for the area to be preheated when the Internal combustion engine taking into account the firing order from the multitude the combustion chamber prefers the combustion chamber with one ignition earlier than the specified range.

Furthermore, a temperature detection device for Detection of a temperature or ambient temperature of the Internal combustion engine may be provided. The Determining device for the area to be preheated reduces the number the combustion chambers designated as the specific area if that detected by the temperature detection device Temperature or ambient temperature drops.

Furthermore, an exhaust gas purification catalyst can be part of the certain range. In addition, the Flow channel opening device during the Electric motor preheat mode at least one of the intake valves and at least one one of the exhaust valves for at least one of the Open the combustion chambers.

In addition, the specific area can be one Include exhaust gas purification catalyst. The Flow channel opening means may also be used during the electric motor preheat mode an EGR valve that contains a return quantity in the return duct regulated, for returning exhaust gas to the intake duct to open.

The particular area may also be one or more Combustion chambers and an exhaust gas purification catalyst in the Include exhaust duct. During the electric motor preheat mode provides the flow channel opening device a first Preheating condition in which the exhaust gas purification catalyst after preheating the combustion chamber, one second preheating state, in which the combustion chamber after the Preheating the exhaust gas purification catalyst is preheated, or a third preheat condition in which the combustion chamber and the exhaust gas purification catalyst preheated at the same time be a.

In addition, the internal combustion engine can Throttle valve for regulating the amount of intake air in the intake duct have, the flow channel opening means the Throttle valve opens during electric motor preheat mode.

The control method for a Internal combustion engine comprising one or more combustion chambers and a turbocharger with an electric motor for Rotary drive of the compressor, and one or more Intake valves used to burn intake gas from the Turbochargers are in operation and introduce intake gas, and a or multiple exhaust valves used to exhaust exhaust gas into Are characterized in that the Electric motor preheat mode to preheat the particular one Area of the internal combustion engine through the operation of the Electric motor before starting the internal combustion engine is performed, and the flow channel between the Turbocharger and the predetermined area during the Electric motor preheat mode is open.

The following advantageous further developments of the The inventive method are the subject of the dependent Expectations.

The particular area can be one or more Combustion chambers include, wherein at least one of the inlet valve for every combustion chamber to be preheated during the electric motor Preheat mode is opened.

Furthermore, the preferred order can be one of a variety the combustion chambers corresponding to the specific area, be determined at the start of the internal combustion engine.

Furthermore, at the start of the engine under Taking into account the firing order from the multitude of Combustion chambers prefer the combustion chamber with an earlier one Ignition can be set as the specific range.

Then the temperature or the ambient temperature the internal combustion engine can be detected. Accordingly, the number of combustors than the specific area are intended to be decreased when the temperature or the ambient temperature drops.

In addition, the specific area can be one Exhaust gas purification catalyst, wherein at least one of the Inlet valves and at least one of the outlet valves for at least one of the combustion chambers during the electric motor Preheating mode can be opened.

In addition, the exhaust gas purification catalyst can be part of the specified range, whereby during the Electric motor preheat mode the EGR valve, which is a return quantity in the Regulated recirculation channel for returning the exhaust gas to the Intake duct is opened.

The particular area can also have one or more Combustion chambers and the exhaust gas purification catalyst in the Include exhaust duct. Poses during electric motor preheat mode the flow channel opening device a first Preheating state in which the exhaust gas purification catalyst after the Preheating the combustion chamber is preheated, a second Preheating condition in which the combustion chamber after preheating of the exhaust gas purification catalyst is preheated, or the third preheating state in which the combustion chamber and the Exhaust gas purification catalyst are preheated at the same time, on.

Furthermore, the throttle valve in the intake duct Regulation of the intake air volume during the Electric motor preheat mode can be opened.

In the control device according to the invention for a Internal combustion engine it is possible to use the compressor of the Turbocharger by operating the electric motor with the Electric motor control device before the start of the To drive internal combustion engine, and the intake air, the Temperature has risen due to the charge with which Flow channel opening device in the specific area to promote, thereby preheating the particular Area.

Brief description of the drawings

Fig. 1 is a block diagram of an internal combustion engine with a control device according to the invention.

Fig. 2 is a flowchart showing the flow of performing the preheating process.

Detailed description of the preferred embodiments

The control device for an internal combustion engine according to an exemplary embodiment of the invention is explained below. An internal combustion engine 1 with a control device according to the exemplary embodiment is shown in FIG. 1.

Although the internal combustion engine 1 explained in this exemplary embodiment is a multi-cylinder internal combustion engine, FIG. 1 shows a section through one of the cylinders. In the internal combustion engine 1 , fuel is injected into a cylinder 3 through an injection valve 2 on the top of a piston 4 . The internal combustion engine 1 enables stratified charge combustion and is a so-called lean-burn internal combustion engine. The lean combustion is achieved by charging the intake air in the turbocharger described later, whereby both a high output and a low fuel consumption can be achieved.

In the internal combustion engine 1 , the air introduced into the cylinder 3 via the intake port 5 is compressed by the piston 4 , fuel is injected into an inner region of an indentation formed on the upper side of the piston in order to obtain a rich fuel-air mixture in the vicinity Accumulate spark plug 7 , and the mixture is burned by ignition using the spark plug 7 . An inlet valve 8 opens and closes between the inside of the cylinder 3 and the intake duct 5 . After the combustion, the exhaust gas is discharged into an exhaust duct, an exhaust valve 9 opening and closing between the inside of the cylinder 3 and the exhaust duct 6 .

The inlet valve 8 and the outlet valve 9 according to the exemplary embodiment are electromagnetically actuated valves, the opening and closing times of which are controlled by a signal from the ECU 16 described later. Therefore, it is possible to set any valve lift of the intake valve 8 and the exhaust valve 9 at any time. In addition, the duration of opening and closing times can be controlled as desired. That is, the intake valve 8 and the exhaust valve 9 according to the embodiment are opened and closed by an opening and closing mechanism using an electromagnetic coil, and the control range is variable.

Furthermore, an air filter 10 , a turbo unit 11 , a charge air cooler 12 , a throttle valve 13 and the like are arranged downstream in the intake duct 5 . The air filter 10 is a filter for removing dirt or dust from the intake air. The turbo unit 11 is arranged for charging between the intake duct 5 and the exhaust duct 6 . According to the exemplary embodiment, in the turbo unit 11, a turbine-side and a compressor-side impeller are connected to one another by a shaft (hereinafter referred to as turbine / compressor unit 11 a).

The turbocharger according to the exemplary embodiment is a turbocharger with an electric motor, the electric motor 11 b being mounted in such a way that a shaft of the turbine / compressor unit 11 a is an output shaft. The electric motor 11 b is also an AC motor, which is also able to act as an electrical generator. The turbo unit 11 can function as a normal turbocharger, which produced only by utilization of the exhaust energy charging, or by forced driving the turbine / compressor unit 11a using the electric motor 11 generate b additional charging.

In addition, regenerative power generation performed by utilization of the exhaust energy by the electric motor b 11 a is driven by the turbine / compressor unit 11, wherein the electricity generated may be stored. The main components of the electric motor 11 b are a rotor, which is attached to the shaft of the turbine / compressor unit 11 a, and a stator, which is arranged around the rotor. In the intake duct 5 , the charge air cooler 12 is arranged downstream of the turbo unit 11 in order to lower the intake air temperature, which increases due to the pressure increase due to the charging of the turbo unit 11 . The intake air temperature is lowered and the charge efficiency is improved by the charge air cooler 12 .

The throttle valve 13 for regulating the amount of intake air is arranged downstream of the charge air cooler 12 . The throttle valve 13 according to the embodiment is a so-called electronically controlled throttle valve in which an accelerator position sensor 15 detects an operation amount of an accelerator pedal 14 , and the ECU 16 determines the opening amount of the throttle valve 13 based on the detection result and other information quantities. In addition, the throttle valve 13 is opened and closed by a throttle valve motor 17 attached to the throttle valve. In addition, a throttle valve position sensor 18 , which detects the throttle valve position or the opening amount of the throttle valve, is attached to the throttle valve. The throttle valve 13 is an electronically controlled embodiment, whereby it is possible to set an arbitrary opening amount at any time by control by means of the ECU 16 described later.

A pressure sensor 19 for detecting the pressure (intake pressure) in the intake duct 5 is arranged downstream of the throttle valve 13 . Furthermore, a water temperature sensor 20 for detecting a coolant temperature is installed in the block of the internal combustion engine. These sensors 15 , 18 , 19 and 20 are connected to the ECU 16 and send the detection results to the ECU 16 . The ECU 16 is an electronic control unit that includes a CPU, a ROM, a RAM, and the like. The injection valve 2 , the spark plug 7 , the electric motor 11 b and the like are connected to the ECU 16 and are controlled by signals from the ECU 16 .

Furthermore, a control device 21 , which is connected to the electric motor 11 b, and a battery 22 and the like are connected to the ECU 16 . The control device 21 controls the drive of the electric motor 11 b and also acts as a voltage converter for converting the electrical energy obtained by the regenerative energy generation. The electrical energy obtained by the regenerative energy generation is stored in the battery 22 after the voltage conversion by the control device.

An exhaust gas purification catalytic converter 23 for purifying the exhaust gas is installed downstream of the turbo unit 11 in the exhaust gas duct 6 . In addition, an EGR (exhaust gas recirculation) channel 24 is provided for returning exhaust gas from the upstream part of the turbo unit 10 in the exhaust gas channel 6 to an expansion tank, which is formed downstream of the pressure sensor 19 in the intake channel 5 . An EGR valve 25 for regulating the exhaust gas recirculation quantity is fitted in the EGR channel 24 . The valve lift of the EGR valve 25 is also controlled by the ECU 16 . Furthermore, a crankshaft position sensor 26 for detecting the crankshaft position and the speed of the internal combustion engine is arranged in the vicinity of the crankshaft of the internal combustion engine 1 .

In addition, a flow channel (not shown) for bypassing the turbo unit 11 is arranged in the exhaust gas channel and a waste gate is provided in the flow channel. The wate gate controls the boost pressure by opening when the boost pressure is equal to or greater than a certain pressure, thereby reducing the proportion of exhaust gas flow into the turbine / compressor unit 11 a.

According to the control device for the internal combustion engine of the embodiment, a fast pre-heating and an improved starting performance of the internal combustion engine, prior to the start of the internal combustion engine by charging using the electric motor 11 b in front of the start be achieved in addition of an improvement in the output power or fuel efficiency by supporting Charging after the operation of the electric motor 11 b during normal operation. Charging increases the pressure of the intake air and thereby causes the intake air temperature to rise. It is possible to direct the intake air, the temperature of which has been raised, to a specific area to be preheated and to preheat it. In addition, an increased intake air temperature contributes to an improvement in the ignitability and thus the starting behavior.

First, the case is explained in which a cylinder (combustion chamber) 3 is preheated before the engine 1 starts. All of the plurality of cylinders 3 are preheated, but this does not mean that all cylinders of a multi-cylinder internal combustion engine have to be preheated. For example, only every second of a plurality of cylinders connected in series or three cylinders of a four-cylinder internal combustion engine can be preheated. Alternatively, it can be determined which of the cylinders 3 should preferably be preheated before the other cylinders, whereby one or some of the cylinders 3 can be preheated on the basis of this determination.

At a certain moment (for example, immediately after the insertion of a key) a mode into the electric motor-preheat mode is first switched to preheat to a certain range by the charging of the electric motor 11 b. In the electric motor-preheat mode for preheating of the cylinder 3 (here, the cylinder 3 is the certain preheated range), the flow channel (here, the intake passage 5) is opened b between the cylinder 3 and the electric motor. 11 Specifically, the throttle valve 13 and the intake valve 8 are opened based on an instruction from the ECU 16 .

If a plurality of intake valves 8 are provided in the cylinder, at least one of the intake valves 8 must be opened to preheat the cylinder. In this state, the electric motor 11 b is operated, the preheating starting by charging. After the preheating has been completed to a certain degree (or completely), the internal combustion engine is started (driven by combustion). The exhaust valve 9 is closed, but it is also possible to preheat the cylinder 3 even when the exhaust valve is open. In this case, the intake air, the temperature of which has been raised by the supercharging, is discharged into the exhaust gas duct 6 after it has preheated the cylinder 3 . The cylinder 3 is heated, however, so that preheating is possible.

In a conventional internal combustion engine the amount of fuel injected immediately after the cold start increased to improve the ignitability. The preheating according to the embodiment, however, eliminates the Need to increase the fuel injection quantity, and improves fuel efficiency. The Electric motor preheat mode may vary depending on the circumstances any time from about one second to several seconds can be set beyond ten seconds.

The exemplary embodiment will now be explained with reference to FIG. 2. Fig. 2 is a flowchart illustrating the flow of the preheating process of the invention. Initially, the engine 1 is in a pre-start state, and the routine is started when a key is inserted. First, it is judged whether the engine 1 is in the electric motor preheating mode or not (step S100), and if not, the routine is ended. On the other hand, when it is judged in step S100 that the engine 1 is in the electric motor preheating mode, it is judged whether or not the specific area to be preheated is the cylinder 3 (step 110 ). If it is not cylinder 3 , then the routine ends. When the engine 1 is in the electric motor preheating mode and the specific area is the cylinder 3 (ie, YES in step S100 and YES in step S110), the throttle valve 13 and the intake valve 8 are opened and the exhaust valve 9 is closed (step S120) , Then, the preheating is carried out by charging b by the operation of the electric motor 11 (step S130). Next, it is judged whether or not a certain time (for example, five seconds) has elapsed (step S140), and if the certain time has not elapsed, the routine goes back to step S130 and the preheating continues. On the other hand, when it is judged in step S140 that the predetermined time has passed, the exhaust valve is opened (step S150) to exhaust the supercharged air used for preheating, and the routine is ended.

As mentioned above, it is possible to improve the starting behavior or the like by preheating after the intake air temperature has been increased by charging. However, if the temperature increase ranges are assumed to be constant, the amount of intake air to be preheated is limited. In other words, a larger amount of intake air to be preheated reduces the temperature increase areas. In order to achieve a more effective effect, one or more cylinders can therefore be selected from the plurality of cylinders 3 which are preheated, in order to ensure the effect on the cylinder or cylinders 3 selected.

First, the case is explained in which the cylinder having an earlier ignition sequence is preheated in front of the other cylinders, the ignition sequence being taken into account at the start. The lower the speed of the internal combustion engine, the poorer the ignitability due to the low compression pressure (due to the ineffective behavior of the inertia of the intake air), for example during slow rotation such as when cranking or the like. In particular, the ignitability of the cylinder 3 , which is the first to be ignited after cranking when the internal combustion engine 1 starts, is poor. It is therefore advantageous to preheat this cylinder before the other cylinders.

In this case, the number of cylinders to be preheated can be determined appropriately. This means that only the preheating of the cylinder 3 with the earliest firing order is permitted, or the preheating of the cylinder 3 with the earliest firing order and the cylinder 3 with the second earliest firing order is permitted. Here, when the engine is stopped, the position of the piston 4 in each cylinder 3 is stored by the crankshaft position sensor 26 , on the basis of which the ignition sequence at the next start is also stored in the ECU 16 . Since no camshaft is used in this exemplary embodiment, the operational control of the intake valve 8 and the exhaust valve 9 can be carried out freely. Therefore, the firing order can be determined based on the position of the piston 4 .

For example, assume that it is determined that pre-start preheating is performed on only two cylinders of the in-line four-cylinder internal combustion engine. When the engine 1 is started , only the intake valves 8 of only the cylinders 3 with the first and second firing orders are opened based on the information stored in the ECU 16 , and the intake valves 8 of the cylinders 3 with the third and fourth firing orders are not opened. As a result, the capacity of the area to be preheated can be limited to a certain capacity, which enables reliable preheating. Here, the crankshaft position sensor 26 and the ECU 16 function as the preheating area determining means.

Alternatively, only the inlet valves 8 of the cylinders 3 with the first and the second firing order are opened and the inlet valves 8 of the cylinders 3 with the third and fourth firing sequences are not opened. Then, the intake valves 8 of the cylinders 3 with the first and second firing orders are closed, and the intake valves 8 of the cylinders 3 with the third and fourth firing orders can be opened. In this way, switching of the cylinders to be preheated could be permitted while limiting the preheating capacity.

In the previous example, the number of cylinders to be preheated is limited, but the number can be variable depending on the temperature of the internal combustion engine or its ambient temperature. Since the amount of energy that can be provided by preheating using the supercharging has an upper limit at a low temperature or low ambient temperature of the internal combustion engine, the temperature increase in the certain range is small even if the preheating is performed by supercharging. Therefore, the preheating can be performed efficiently by controlling the number of specific areas to be preheated, so that when the temperature of the engine 1 is low, the number of cylinders 3 to be preheated is reduced, and when the temperature of the engine is high, that Number of cylinders to be preheated is increased.

The case where the aforementioned firing order and the limited number of cylinders due to the temperature change are used simultaneously will now be explained. First, the coolant temperature (the temperature of the engine 1 ) is detected by the water temperature sensor 20 at the same time as the predetermined time mentioned above. Based on this, the number of cylinders 3 to be preheated is determined. As mentioned above, the number of cylinders to be preheated is small when the temperature is low and the number of cylinders to be preheated is high when the temperature is high. Based on the determined number of cylinders, the cylinder to be preheated is determined based on the firing order in the manner previously described. Then the inlet valve 8 is opened only for the specific cylinder 3 . As in the previous example, a sequential switching of the cylinders 3 , the inlet valves 8 of which are open without changing the number of cylinders to be opened, could be expedient.

The preferred sequence is used simultaneously according to the ignition sequence and the limitation of the number of cylinders depending on the temperature. Regardless of this, however, it is also possible to use only the limitation of the number of cylinders depending on the temperature, the preheating effect being able to be achieved effectively by charging. In addition, the water temperature sensor 20 functions as a temperature detection means.

Next, a case will be explained in which the exhaust gas purifying catalyst 23 is preheated before the engine 1 starts. An exhaust gas purification catalytic converter mainly treats components of the exhaust gas that are to be eliminated by means of oxidation and reduction reactions, but it only shows sufficient purification behavior when the temperature has risen to a certain activation temperature. For this reason, the exhaust gas purifying catalyst is usually heated using the exhaust gas temperature so that the temperature of the exhaust gas purifying catalyst is raised immediately after the start. In the exemplary embodiment according to the invention, however, the exhaust gas purification catalytic converter 23 is heated before the start of the internal combustion engine 1 by charging with the electric motor 11 b, as a result of which better exhaust gas purification behavior is achieved.

First, a mode is switched to the electric motor preheating mode to preheat the specific area at a specific time by charging with the electric motor 11 b. In the electric motor-preheat mode of Angasreinigungskatalysators is for preheating 23 (ie, the certain preheated area is the exhaust gas purifying catalyst 23) 11 b opened, the flow channel between the exhaust purification catalyst 23 and the electric motor (in this case the intake duct 5, the cylinder 3 and the exhaust passage 6). In particular, the throttle valve 13 , the intake valve 8 and the exhaust valve 9 are opened according to an instruction from the ECU 16 .

If a plurality of cylinders 3 are provided, at least the inlet valve 8 and the outlet valve 9 are opened by at least one cylinder 3 . In order to preheat the exhaust gas purification catalyst 23 early, it is better if the elevated temperature of the intake air quickly reaches the exhaust gas purification catalyst 23 without heat being drawn away from other areas. Therefore, the electric motor 11 b is operated by rotation in a state in which the smallest possible number of cylinders 3 is flowed through, whereby the preheating is started by charging. After the preheating has been completed to a certain degree (or completely), the internal combustion engine 1 is then started (driven by combustion). The electric motor preheat mode can be set for any period of time from about one second, several seconds to over ten seconds, or the like, depending on the circumstances.

In the previous example, it is set up in such a way that the temperature increased by supercharging reaches the exhaust gas purification catalytic converter 23 via the cylinder 3 . An example of a case in which the exhaust gas purifying catalyst 23 is preheated before starting the internal combustion engine 1 will now be explained, for example the case in which the temperature of the intake air which is increased by the supercharging increases the exhaust gas purifying catalyst 23 via the EGR channel 24 instead of via the Cylinder 3 reached.

First, a mode is switched to the electric motor preheating mode to preheat the certain area at a certain time by charging the electric motor 11 b. Here, the EGR passage 24 is opened b between the exhaust gas purifying catalyst 23 and the electric motor. 11 Specifically, the throttle valve 13 and the EGR valve 25 are opened in accordance with an instruction from the ECU 16 . The inlet valve 8 is closed. The electric motor 11 b is driven in this state by rotation, whereby the preheating is started by charging. When the preheating has been completed to a certain degree (or completely), the internal combustion engine 1 is started (driven by combustion). The electric motor preheat mode can be set for any period from about one second, several seconds to over ten seconds, or the like, depending on the circumstances.

Furthermore, specific examples of control according to the control device of the invention look as follows. In order to rapidly preheat the interior of the cylinder 3 , immediately after the predetermined time at which the preheating is started, a state is maintained for several seconds in which the intake valve 8 is opened and the exhaust valve 9 is closed, whereby the interior of the cylinder 3 is preheated. Then, the exhaust valve 9 is left open to preheat the exhaust gas purifying catalyst 23 . Alternatively, if the focus is more on quickly preheating the exhaust gas purifying catalyst 23 , a state in which the intake valve 8 and the exhaust valve 9 are opened to preheat the exhaust gas purifying catalyst 23 is maintained immediately after the certain point in time. Then the exhaust valve 9 is closed to preheat the interior of the cylinder 3 more. Alternatively, there is a control method by which the interior of the cylinder 3 and the exhaust gas purifying catalyst 23 are preheated at the same time, wherein after the certain point in time, the intake valve 8 is opened, the exhaust valve 9 is closed, and the EGR valve 25 is opened.

The invention is not restricted to the preceding exemplary embodiments. In the previous exemplary embodiments, the control device of the invention is applied to a gasoline engine with direct injection, but an application to gasoline engines without direct injection or to diesel engines is also possible. When the exhaust gas purifying catalyst 23 is preheated using the EGR passage 24 , the intake air, the temperature of which has been raised by the supercharging, is further conveyed to the exhaust gas purifying catalyst via the EGR passage 24 without flowing through the cylinder 3 . However, both the flow channel via the EGR channel 24 and the flow channel via the cylinder 3 can be used.

In the previous exemplary embodiments, the temperature of the internal combustion engine 1 is also detected when the preferred sequence of the cylinders 3 to be preheated is determined, the preferred sequence being determined on the basis of the coolant temperature detected by the water temperature sensor 20 . When the preferred order is determined, but also the ambient temperature of the internal combustion engine 1 may be used instead of the detected via the coolant temperature of the internal combustion temperature Machine. 1 A separate sensor can be attached for this purpose, and the detection results of the intake air temperature sensor, which detects the temperature of the intake air, can also be used.

In addition, the inlet valve 8 is actuated electromagnetically in the previous exemplary embodiments and the throttle valve 13 is used simultaneously. The amount of the valve lift of the solenoid-operated intake valve 8 can be freely controlled, whereby the throttle valve 13 may become unnecessary if the intake air amount is controlled by the amount of the valve lift. As a result, the pumping losses caused by the throttle valve can be eliminated. In the preceding exemplary embodiments, the preferred sequence among the cylinders to be preheated is determined on the basis of the ignition sequence and the temperature, but the cylinder which is to be preheated preferably over the other cylinders can also be determined on the basis of other elements.

In summary, it is the object of the invention, a Control device for an internal combustion engine, the one Includes turbocharger, the compressor with a Electric motor can be driven to create which Start behavior, especially the cold start behavior, improved. It is a further object of the invention To create a control device for an internal combustion engine, the one preheat a specific area to be preheated effectively can. The control device according to the invention for a Internal combustion engine that has an electric motor for rotary drive of the compressor, is characterized in that an electric motor control device, the one Electric motor preheat mode to preheat a specific area the internal combustion engine by a rotary drive of the Electric motor runs before the start of the internal combustion engine, and a flow channel opening device for opening a Flow channel between the turbocharger and the particular one Area provided during electric motor preheat mode are.

Claims (19)

1. Control device for an internal combustion engine ( 1 ), which has a turbocharger ( 11 ) with an electric motor ( 11 b) for rotating a compressor ( 11 a), characterized by :
an electric motor control device, an electric motor-preheat mode (b 11) performs a certain range for preheating of the internal combustion engine (1) by the operation of the electric motor before the start of the internal combustion engine (1); and
a flow channel opening device which opens a flow channel between the turbocharger ( 11 ) and the specific area during the electric motor preheating mode. 2. Control device according to claim 1, characterized by:
one or more combustion chambers ( 3 ) with one or more intake valves ( 8 ), which operate to burn an intake gas from the turbocharger ( 11 ) and introduce intake gas, and one or more exhaust valves ( 9 ), which are in operation to exhaust exhaust gas , 3. Control device according to claim 2, characterized in that the determined area comprises one or more combustion chambers ( 3 ), and the flow channel opening device during the electric motor preheating mode opens at least one inlet valve ( 8 ) of each preheating combustion chamber ( 3 ). 4. Control device according to claim 3, characterized by:
a determination device for the area to be preheated, which determines a preferred sequence from the plurality of combustion chambers ( 3 ) which correspond to the determined area when the internal combustion engine ( 1 ) starts. 5. Control device according to claim 4, characterized in that the determination device for the preheated area at the start of the internal combustion engine ( 1 ) from the plurality of combustion chambers ( 3 ) preferably determines the combustion chamber ( 3 ) with an earlier ignition than the determined area. 6. Control device according to claim 4, characterized by:
a temperature detection device ( 20 ) which detects a temperature of the internal combustion engine ( 1 ) or an ambient temperature of the internal combustion engine ( 1 ), wherein
the determination device for the area to be preheated reduces the number of combustion chambers ( 3 ) which are determined as the determined area when the temperature or ambient temperature detected by the temperature detection device ( 20 ) decreases. 7. Control device according to claim 2 or 3, characterized in that
an exhaust gas purification catalytic converter ( 23 ) in an exhaust gas duct ( 6 ) is part of the defined area, and
the flow channel opening device opens at least one inlet valve ( 8 ) and at least one outlet valve ( 9 ) of at least one combustion chamber ( 3 ) during the electric motor preheating mode. 8. Control device according to claim 2 or 3, characterized in that
an exhaust gas purification catalytic converter ( 23 ) in an exhaust gas duct ( 6 ) is part of the defined area, and
the flow channel opening device opens an EGR valve ( 25 ), which regulates a return quantity in a return channel ( 24 ), for returning the exhaust gas into an intake channel ( 5 ) during the electric motor preheating mode. 9. Control device according to claim 2, characterized in that
one or more combustion chambers ( 3 ) and the exhaust gas purification catalytic converter ( 23 ) in the exhaust gas duct ( 6 ) are part of the defined area, and
the flow channel opening device during the electric motor preheating mode a first preheating state in which the exhaust gas purification catalyst ( 23 ) is preheated after preheating the combustion chamber ( 3 ), a second preheating state in which the combustion chamber ( 3 ) is preheated after preheating the exhaust gas purification catalyst ( 23 ) , or a third preheating state in which the combustion chamber ( 3 ) and the exhaust gas purification catalyst ( 23 ) are preheated at the same time. 10. Control device according to one of claims 1 to 9, characterized in that
the internal combustion engine ( 1 ) has a throttle valve ( 13 ) which regulates the amount of intake air in the intake duct ( 5 ), and
the flow channel opening device opens the throttle valve ( 13 ) during the electric motor preheating mode. 11. Control method for an internal combustion engine ( 1 ), a turbocharger ( 11 ) with an electric motor ( 11 b) for rotating a compressor ( 11 a), one or more combustion chambers ( 3 ) with one or more inlet valves ( 8 ), which Combustion of intake gas from the turbocharger ( 11 ) are in operation and introduce intake gas, and one or more exhaust valves ( 9 ) which are in operation for exhaust gas exhaust, characterized by the following steps:
Performing an electric motor preheating mode for preheating a specific area of the internal combustion engine ( 1 ) by the operation of the electric motor ( 11 b) before the start of the internal combustion engine ( 1 ); and
Opening a flow channel between the turbocharger ( 11 ) and the specific area during the electric motor preheating mode. 12. Control method according to claim 11, characterized in that
one or more combustion chambers ( 3 ) are part of the defined area, and
at least one inlet valve ( 8 ) of each combustion chamber ( 3 ) to be preheated is opened during the electric motor preheating mode. 13. Control method according to claim 12, characterized by the step:
Determining a preferred sequence from the plurality of combustion chambers ( 3 ) as the determined area when the internal combustion engine ( 1 ) starts. 14. Control method according to claim 13, characterized in that from the plurality of combustion chambers ( 3 ), preferably a combustion chamber ( 3 ) with an earlier ignition than the determined area at the start of the internal combustion engine ( 1 ) is determined. 15. Control method according to claim 13, characterized by the steps:
Detecting a temperature of the internal combustion engine ( 1 ) or an ambient temperature of the internal combustion engine ( 1 ); and
Reduce the number of combustion chambers ( 3 ) that are determined to be the specified range when the temperature or ambient temperature drops. 16. Control method according to claim 11 or 12, characterized in that
the exhaust gas purification catalytic converter ( 23 ) in the exhaust gas duct ( 6 ) is part of the defined area, and
at least one of the inlet valves ( 8 ) and at least one of the outlet valves ( 9 ) for at least one of the combustion chambers ( 3 ) are opened during the electric motor preheating mode. 17. Control method according to claim 11 or 12, characterized in that
the exhaust gas purification catalytic converter ( 23 ) in the exhaust gas duct ( 6 ) is part of the defined area, and
During the electric motor preheating mode, an EGR valve ( 25 ), which regulates a recirculation quantity in a recirculation duct, is opened for recirculating the exhaust gas into the intake duct ( 5 ). 18. Control method according to claim 11, characterized in that
one or more combustion chambers ( 3 ) and an exhaust gas purification catalytic converter ( 23 ) in the exhaust gas duct ( 6 ) are part of the defined area, and
a first preheating state in which the exhaust gas purification catalyst ( 23 ) is preheated after preheating the combustion chamber ( 3 ), a second preheating state in which the combustion chamber ( 3 ) is preheated after preheating the exhaust gas purification catalyst ( 23 ), or a third preheating state in which the combustion chamber ( 3 ) and the exhaust gas purification catalyst ( 23 ) are preheated at the same time. 19. Control method according to one of claims 11 to 18, characterized in that the throttle valve ( 13 ), which regulates the amount of intake air in the intake duct ( 5 ), is opened during the electric motor preheating mode.