JP2002054482A - Internal combustion engine with combustion type heater - Google Patents

Abstract

PROBLEM TO BE SOLVED: To change the fuel amount supplied to an internal combustion engine, prevent excessive rich of air fuel ratio within a cylinder of the internal combustion engine, and suppress the smoke in the exhaust gas in the internal combustion engine with a combustion type heater introducing exhaust gas after combustion into ventilation passage. SOLUTION: This internal combustion engine is equipped with an exhaust gas amount deciding means for deciding the exhaust gas amount exhausted from the combustion type heater 91; and a fuel supply amount changing means for changing the fuel supply amount to the internal combustion engine 1 based on the exhaust gas amount decided with a cylinder volume. The exhaust gas amount of the combustion type heater 91 exhausted in a suction line is found, and the fuel amount supplied to the internal combustion engine 1 according to the exhaust gas amount is changed to control an air fuel ratio. By keeping the air fuel ratio inside the cylinder in an allowable limit value or less, excessive rich of the air fuel ratio inside the cylinder in a high load region and the generation of smoke exceeding an allowable limit value are suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine having a combustion type heater, and more particularly, to increasing the temperature of engine-related elements to improve the low temperature startability of the internal combustion engine, promote warm-up, and improve the performance of an indoor heating device. The present invention relates to an internal combustion engine having a combustion type heater for promoting warm-up of an exhaust gas purification device.

[0002]

2. Description of the Related Art Diesel engines, lean burn engines, and other lean-burn engines mounted on vehicles such as automobiles generate less heat than ordinary gasoline engines. Therefore, a lean-burn engine is provided with a combustion heater particularly for the purpose of promoting warm-up in cold weather and improving the performance of a vehicle interior heating device.

For example, a combustion type heater disclosed in Japanese Patent Application Laid-Open No. 63-7142 discloses a combustion chamber for burning fuel, a combustion gas discharge pipe for discharging combustion gas from the combustion chamber, and a combustion gas discharge pipe for combustion. It has a heat medium that absorbs combustion heat, and a heat medium passage surrounding the combustion chamber, which is a passage through which the heat medium flows.

In such a combustion type heater, the heat of combustion is transmitted to the heat medium while the heat medium flows through the heat medium passage, so that the temperature of the heat medium is increased. That is, heat exchange is performed between the heat medium and the heat of combustion in the heat medium passage. The heat medium heated to a high temperature as a result of such heat exchange is sent to, for example, a water jacket, a heater core, and other necessary parts of the engine main body, and the necessary parts are heated.

Further, an exhaust system structure that constitutes an engine exhaust system by introducing combustion gas from a combustion heater into an exhaust passage of an internal combustion engine through the combustion gas exhaust pipe, for example,
There are known techniques for warming a catalytic converter to enhance its functionality, or for introducing the combustion gas into an engine intake passage to promote engine start-up and engine warm-up.

[0006]

However, when the combustion gas of the combustion type heater is introduced into the intake passage, the state of the intake of the internal combustion engine changes as compared with the case where the combustion gas is not introduced. There is a possibility that the state cannot be maintained.

As an example, when the combustion gas is introduced into the intake passage of the internal combustion engine, the amount of fresh air to be taken into the internal combustion engine decreases accordingly. , An excessive rich air-fuel ratio in the cylinder may occur. This can cause the generation of smoke in the exhaust gas.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and the problem to be solved by the present invention is that even if the combustion gas of the combustion type heater is introduced into the intake passage,
It is an object of the present invention to control an internal combustion engine to maintain its operation in an appropriate state.

[0009]

The present invention has the following features to attain the object mentioned above.

A first aspect of the present invention relates to an engine related to an internal combustion engine, in which combustion air is introduced from an intake passage of an internal combustion engine, mixed with fuel, and the air-fuel mixture is burned in a combustion chamber to generate heat of combustion gas. In an internal combustion engine having a combustion type heater that raises the temperature of an element and introduces exhaust gas after combustion into the intake passage to increase the intake air temperature, an exhaust gas amount determination unit that determines an amount of exhaust gas discharged by the combustion type heater, Fuel supply amount changing means for changing a fuel supply amount to the internal combustion engine based on the exhaust gas amount determined by the exhaust gas amount determining means.

According to a second aspect of the present invention, there is provided an engine-related engine which utilizes combustion gas introduced by introducing combustion air from an intake passage of an internal combustion engine, mixing the fuel with fuel, and burning the mixture in a combustion chamber. In an internal combustion engine having a combustion type heater that raises the temperature of an element and introduces exhaust gas after combustion into the intake passage to increase the intake air temperature, an exhaust gas amount determination unit that determines an amount of exhaust gas discharged by the combustion type heater, Intake fresh air amount determining means for determining an intake fresh air amount sucked by the internal combustion engine and the combustion type heater; and an exhaust gas amount determined by the exhaust gas amount determining means and an intake fresh air amount determined by the intake fresh air amount determining means. Fuel supply amount changing means for changing a fuel supply amount to the internal combustion engine based on the fuel supply amount.

According to the present invention, there is a unique relationship between the smoke generation level and the air-fuel ratio in the cylinder of the internal combustion engine. When the air-fuel ratio becomes richer than the limit value, the smoke level exceeds the allowable limit value. The amount of exhaust gas of the combustion type heater discharged to the intake system is calculated by focusing on the amount of fuel, and the air-fuel ratio is adjusted by changing the amount of fuel supplied to the internal combustion engine according to the amount of exhaust gas. In other words, if the air-fuel ratio in the cylinder is always maintained at or below the permissible limit value of smoke generation, the air-fuel ratio in the cylinder becomes too rich in a high load range, and the permissible limit value of smoke generation is suppressed. Is done.

According to the first aspect of the present invention, from the viewpoint that the amount of exhaust gas from the combustion heater is introduced into the intake system of the internal combustion engine, the amount of fresh air taken into the internal combustion engine is reduced accordingly. The supplied fresh air amount is the amount obtained by subtracting the exhaust gas amount, and changes the fuel supply amount to the internal combustion engine.

For the exhaust gas amount, the value of the volume flow rate of the air fed into the combustion type heater is usually determined from the blowing capacity per unit time based on the number of rotations of a blower fan for feeding air to the combustion type heater. From these values, the amount of exhaust gas discharged from the combustion heater and introduced into the intake passage is determined.

The amount of exhaust gas based on the amount of fuel supplied to the combustion heater per unit time, for example, the amount of fuel discharged by a fuel pump (pump operation duty ratio) for supplying fuel to the combustion heater, is determined. Can also be determined. In this case, the rotational speed of the blower fan is determined based on the amount of fuel (fuel consumption) supplied to the combustion heater, and the volume flow rate of air supplied to the combustion heater is determined. The amount of exhaust gas is determined from the amount.

In the present invention, the fuel supply amount changing means may include a fuel supply amount upper limit setting means for setting an upper limit of the fuel supply amount. For example, according to the exhaust gas amount of the combustion type heater, the fuel supply amount to the internal combustion engine is guarded by the maximum value which is the allowable limit value of smoke generation,
It suppresses the air-fuel ratio from becoming rich.

In the second invention, the amount of fuel supplied to the internal combustion engine is changed using the intake fresh air amount taken by the internal combustion engine as a parameter in addition to the exhaust gas amount. In this case, first, the intake fresh air amount of the internal combustion engine is obtained by an air flow meter or the like installed at the uppermost stream of the intake system of the internal combustion engine. Next, the fuel supply amount of the internal combustion engine is determined according to the intake fresh air amount obtained by subtracting the exhaust gas amount of the combustion type heater from the intake fresh air amount. Thereby, the fuel supply amount to the internal combustion engine can be changed more precisely so that no smoke is generated.

In particular, when the EGR device is in operation, the amount of fresh air intake decreases, the air-fuel ratio in the cylinder of the internal combustion engine tends to become rich, and the allowable limit value for smoke generation decreases. However, the intake air amount determined by the intake fresh air amount determination means is the actual intake air amount of the internal combustion engine regardless of whether or not an exhaust gas recirculation (hereinafter, referred to as EGR) device is used. When the intake fresh air amount determining means provided upstream of the intake passage is used in addition to the means, it is possible to control the supply fuel amount of the internal combustion engine with higher accuracy and to prevent the air-fuel ratio from being enriched.

Therefore, when the combustion heater and the EGR device are used together, the fuel supply upper limit setting means can further change the upper limit of the fuel supply amount, and determines the fuel supply amount so that no smoke is generated. .

In the first and second aspects of the present invention, the amount of fuel supplied to the internal combustion engine is reduced during combustion of the combustion heater. However, the combustion of the combustion heater usually involves a case where the outside air temperature is extremely low. Therefore, fresh air taken into the internal combustion engine from the outside has a high air density and a large amount of oxygen. Therefore, since the combustion efficiency is high, even if the fuel amount corresponding to the amount of combustion in the combustion type heater is subtracted from the fuel supply amount of the internal combustion engine, a large decrease in output does not occur.

According to a third aspect of the present invention, there is provided an engine-related engine utilizing heat of combustion gas produced by introducing combustion air from an intake passage of an internal combustion engine, mixing the fuel with fuel, and burning the mixture in a combustion chamber. In an internal combustion engine having a combustion type heater that raises the temperature of an element and introduces exhaust gas after combustion into the intake passage, an exhaust gas amount determination unit that determines an amount of exhaust gas discharged by the combustion type heater, and an exhaust gas amount determination unit. The internal combustion engine is controlled based on the determined exhaust gas amount.

Here, the internal combustion engine changes the fuel supply amount on the basis of the exhaust gas amount determined by the exhaust gas amount determining means, the fuel injection amount, the fuel injection timing, the ignition timing, the intake by the variable valve mechanism, and the exhaust valve. The opening / closing timing, the lift amount of the intake and exhaust valves, the intake air amount by EGR control, the intake air amount by the electronic throttle, and the like are changed. By these adjustments, the internal combustion engine is controlled to match the reduced intake fresh air amount by the amount of exhaust gas from the combustion type heater sucked by the internal combustion engine, thereby suppressing the generation of smoke and the decrease in output. The operation efficiency is prevented from being significantly reduced by operation.

According to a fourth aspect of the present invention, an engine-related element is heated by utilizing heat of the combustion gas generated by introducing and burning the combustion gas, and the combustion gas is introduced into an intake passage of an internal combustion engine. In an internal combustion engine having a combustion type heater, an exhaust gas amount determining means for determining an exhaust gas amount discharged from the combustion type heater, and the internal combustion engine is controlled based on the exhaust gas amount determined by the exhaust gas amount determining means. .

Here, the combustion gas is a mixed gas containing air and oxygen, a mixed gas containing fuel and oxygen, and LPG (Liquid Gas).
fied Petroleum Gas), CNG (Compressed Natural Ga)
s, compressed natural gas) and the like, and are not limited to fuel air and fuel for internal combustion engines. Further, the combustion gas is not limited to the gas introduced from the intake passage of the internal combustion engine, and includes a gas directly introduced from an external tank or the like.

According to a fifth aspect of the present invention, there is provided an internal combustion engine having a combustion heater for introducing combustion gas into the intake passage of the internal combustion engine, the amount of exhaust gas discharged from the combustion heater. Exhaust gas amount determining means for determining
The internal combustion engine is controlled based on the exhaust gas amount determined by the exhaust gas amount determining means.

The combustion type heater may be used not only to raise the temperature of the engine-related elements but also to raise the temperature of a heater core for heating the cabin.

According to a sixth aspect of the present invention, there is provided an internal combustion engine having a combustion heater for introducing combustion gas into the intake passage of the internal combustion engine, the combustion gas being generated by burning the gas based on the operating state of the combustion heater. Controlling the internal combustion engine.

Here, the operating state of the combustion type heater means the amount of exhaust gas discharged from the combustion type heater, the temperature of the combustion type heater, the amount of fuel supplied to the combustion type heater, the amount of combustion air of the fuel type heater, and the like. In addition to changing the fuel supply amount to the internal combustion engine in consideration of one or two or more of these,
The fuel injection amount, fuel injection timing, ignition timing, intake by the variable valve mechanism, exhaust valve opening / closing timing, intake and exhaust valve lift, intake air amount by EGR control, intake air amount by electronic throttle, and the like are changed. With these adjustments, the internal combustion engine is controlled to match the reduced intake fresh air amount by the amount of exhaust gas from the combustion type heater sucked by the internal combustion engine. To prevent the drop.

According to a seventh aspect of the present invention, an engine-related element is heated by utilizing heat of the combustion gas generated by introducing and burning the combustion gas, and the combustion gas is introduced into an intake passage of an internal combustion engine. In an internal combustion engine having a combustion heater, the internal combustion engine is controlled based on an operation state of the combustion heater.

As described above, according to the present invention, when the combustion gas of the combustion type heater is introduced into the intake passage and the state of the intake of the internal combustion engine changes, the internal combustion engine is controlled in response to the change and the fuel supply amount is changed. , Valve timing, intake air volume, etc.
The internal combustion engine was maintained in an appropriate operating state.

[0031]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an internal combustion engine having a combustion heater according to the present invention will be described below with reference to the drawings.

First, an internal combustion engine having a combustion type heater according to the present invention will be described with reference to FIGS.

The engine 1 as an internal combustion engine is a diesel engine. The engine 1 may be a lean burn engine such as a gasoline direct injection lean burn engine.

As shown schematically in FIG. 1, the engine 1 includes an engine body 3 having a water jacket (not shown) containing engine cooling water, and an engine body 3.
And an intake device 5 for feeding air required for combustion into a plurality of cylinders (not shown). Further, after an air-fuel mixture composed of air sent to the cylinder via the intake device 5 and engine fuel injected and supplied into the cylinder is burned in the combustion chamber, an exhaust device 7 that discharges exhaust gas from the cylinder to the atmosphere is provided. Is provided.
Further, an EGR device 8 is provided as an exhaust gas recirculation device that suppresses generation of nitrogen oxides by recirculating exhaust gas from the exhaust device 7 to the intake device 5.

On the other hand, a combustion type heater 91 which burns fuel separately from the engine 1 and raises the temperature of the engine-related elements by the heat of the combustion gas generated at that time; Heater core 10 as device
And E as an engine control device for controlling the entire engine.
CU11 is provided respectively.

The intake device 5 has an intake passage 14 which starts with an air cleaner 13 for filtering outside air and ends with an intake port (not shown) of the engine body 3. Intake passage 1
4, a compressor 1 of a turbocharger (supercharger) 15 is provided between the air cleaner 13 and the intake port.
5a, an intercooler 19 for cooling the intake air temperature which has been raised by the heat of compression generated when the compressor 15a is operated, and an intake manifold 2 serving as a suction branch pipe.
2 are sequentially arranged.

An intake throttle valve 51 for controlling the amount of intake air flowing through the intake passage 14 is provided between the intercooler 19 and the intake manifold 22.

The combustion type heater 91 is connected to the intake passage 1.
At 4, it is mounted between the intercooler 19 and the intake throttle valve 51.

On the other hand, the exhaust device 7 includes the engine body 3
The exhaust passage 42 has an exhaust port (not shown) as a start end and a muffler (not shown) as an end. In the exhaust passage 42, an exhaust manifold 28 serving as an exhaust branch pipe, a turbine 15b of a turbocharger, an HC adsorbent 38 serving as an exhaust gas purifying device, and a catalytic converter 39 are sequentially arranged between the exhaust port and the muffler. It is.

The HC adsorbent 38 has an adsorbent temperature of HC
It has a property of adsorbing hydrocarbons (HC) until the desorption temperature is reached, and desorbing the adsorbed HC when the desorption temperature is reached. For example, it can be composed of a porous material such as zeolite. . The HC desorption temperature in this case is H
It depends on the configuration of the C adsorbent 38.

The catalytic converter 39 contains a NOx catalyst such as a selective reduction type NOx catalyst or a storage reduction type NOx catalyst.

The EGR device 8 includes an EGR passage 81 which connects the intake passage 14 and the exhaust passage 42 to bypass the engine body 3 and returns exhaust gas discharged from the exhaust port toward the intake side. EGR valve 30 for controlling the amount of exhaust gas flowing through 81. The EG
The R passage 81 is connected to the intake passage 14 downstream of the intake throttle valve 51.
It is connected to the.

By the way, the combustion type heater 91 introduces a combustion gas generated by burning the same fuel as the fuel used in the engine 1 into the intake passage 14 so as to use the heat of the combustion gas to operate the intake device 5. This is a heater that can raise the temperature of the flowing intake air. The intake air whose temperature has been increased by the combustion type heater 91 flows through the intake passage 14 toward the cylinder while containing combustion gas.

The combustion type heater 91 heats the engine cooling water by the heat of the combustion gas. The heated engine cooling water is supplied to the heater core 10 and the engine body 3.
And the like, and is sent to a place where the temperature is required to be raised, thereby increasing the temperature of the place where the required temperature is raised (in the drawing, the heater core 10 and the engine body 3
Only the temperature rise is shown. ). The engine 1 is provided with a heat medium circulating passage W so that the engine cooling water heated by the combustion type heater 91 can be sent to the above-mentioned temperature rising required portion.

The heat medium circulation path W connects the engine body 3 with the combustion type heater 91, and a cooling water introduction path W 1 for guiding engine cooling water from the water jacket of the engine body 3 to the combustion type heater 91, and a combustion type heater 91. A cooling water discharge passage W2 for guiding the engine cooling water heated by the heater core 10 to the heater core 10, and a cooling water discharge passage W3 for returning the engine cooling water flowing out of the heater core 10 to the water jacket of the engine body 3.

An electric water pump 50 is provided in the cooling water introduction passage W1. In addition to the circulation of cooling water by a water pump built in the engine (not shown), the operation of the electric water pump 50 causes the heat medium circulating passage. The circulation of the engine cooling water in W is promoted.

Here, a specific configuration of the combustion type heater 91 will be described with reference to FIGS.

The combustion type heater 91 communicates with the cooling water introduction passage W1 and the cooling water discharge passage W2 therein to form a heater cooling water passage 3 which is a part of the heat medium circulation passage W.
7 is provided. The heater internal cooling water passage 37 has a cooling water introduction port 37a connected to the cooling water introduction path W1,
A cooling water discharge port 37b connected to the cooling water discharge path W2; The heater internal cooling water passage 37 is formed so as to circulate around the combustion chamber 48 of the combustion type heater 91.

The combustion chamber 48 includes a combustion cylinder 40 as a combustion source for generating the flame F, and a cup-shaped partition wall 41 that covers the combustion cylinder 40 to prevent the flame F from leaking to the outside.
Consists of By covering the combustion cylinder 40 with the partition wall 41,
A combustion chamber 48 is defined within partition 41. The partition wall 41 is also covered with the outer wall 43 of the combustion type heater 91.

An annular gap is provided between the partition wall 41 and the outer wall 43, and this gap functions as the heater internal cooling water passage 37. This heater internal cooling water passage 37
While the engine coolant flows through the inside, the engine coolant flows into the combustion chamber 48.
To receive heat. That is, the engine cooling water exchanges heat with the hot combustion gas in the combustion chamber 48 to increase the temperature.

Further, the combustion chamber 48 has an air flow port through which air enters and exits the combustion chamber 48. That is, the combustion chamber 48 is provided with an air supply port 62 through which combustion air enters the combustion chamber 48 and a combustion gas discharge port 63 through which combustion gas is discharged from the combustion chamber 48 as air circulation ports. The air supply port 62 allows the flame F in the combustion chamber 48
On the side opposite to the exit side, and on the other hand, the combustion gas outlet 6
Numeral 3 is provided near the base end of the combustion cylinder 40 in the combustion chamber 48. The combustion gas outlet 63 is provided with the combustion type heater 9.
One of the connecting pipes 74 extends in parallel in the longitudinal direction.

Both the air supply port 62 and the combustion gas discharge port 63 communicate with the intake passage 14. That is, the air supply port 62 is connected to the combustion type heater 9 through the intake passage 14.
Air supply pipe (air supply path) 7 for supplying combustion air to 1
1, the combustion gas outlet 63 is connected to the connecting pipe 74 and the combustion gas 9
1 communicates with the intake passage 14 via a combustion gas discharge pipe 73 that is discharged to the intake passage 14.

The connection point C1 between the air supply pipe 71 and the intake passage 14 and the connection point C2 between the combustion gas discharge pipe 73 and the intake passage 14 are close to each other, and the connection point C2 is larger than C1. Downstream. In addition, connection points C1 and C2
Are located upstream of the intake throttle valve 51 and downstream of the intercooler 19.

On the other hand, as shown in FIG. 1, a fuel introduction passage 88 for introducing fuel from the outside to the combustion cylinder 40 is connected to the combustion cylinder 40. The fuel introduction passage 88 is connected to a fuel pump 89, and the fuel is discharged from the fuel introduction passage 88 to the combustion cylinder 40 by receiving the pump pressure of the fuel pump 89.

Further, the combustion cylinder 40 has a glow plug (not shown) for igniting the fuel supplied through the fuel introduction passage 88.

A rotating fan 90 having a motor 92 as a drive source is provided on the outer wall 43 of the combustion type heater 91 on the side of the combustion cylinder 40 opposite to the side where the flame F is emitted.
Is mounted.

The housing 93 has an air intake 95 for taking in air from outside, and the air supply pipe 71 is connected to the air intake 95. The housing 93 has an internal space S communicating with the air supply port 62. Therefore, the air supply port 62 is indirectly connected to the air supply pipe 71 via the internal space S.

In the combustion type heater 91 having the above-described structure, when the rotating fan 90 is rotated by driving the motor 92, air is introduced from the intake passage 14 into the housing 93 via the air supply pipe 71. . The air guided to the housing 93 is supplied from the air supply port 62 to the combustion cylinder 40 as combustion air through the internal space S. After the fuel is burned by the combustion air, the combustion gas is introduced into the intake passage 14 from the combustion heater 91 via the combustion gas discharge pipe 73 as described above. The amount of combustion gas introduced into the intake passage 14, that is, the amount of air introduced into the combustion cylinder 40,
0 is determined by the fan speed. In this case, as the fan rotation speed increases, the air volume increases, and air in an amount proportional to the fan rotation speed is introduced into the combustion cylinder 40, and after combustion, becomes combustion gas and is discharged from the combustion heater 91.

On the other hand, the ECU 11 comprises a central processing unit CPU, a read-only memory ROM, and a random access memory RA connected to each other by a bidirectional bus.
M, an input interface circuit, an output interface circuit, and the like. Various sensors are connected to the input interface circuit via electric wiring.
An EGR valve 30, an electric water pump 50, a glow plug of a combustion cylinder 40, a fuel pump 89, a motor 92, and the like are connected to the output interface circuit via electric wiring.

The sensors connected to the input interface circuit include an intake air temperature sensor attached to the intake passage 14 for measuring the intake air temperature, a catalyst temperature sensor attached to the catalytic converter 39, and cooling water contained in the water jacket. Examples include a water temperature sensor for detecting a temperature, an accelerator position sensor attached to an accelerator pedal or an accelerator lever that operates in conjunction with the accelerator pedal, an ignition switch, a starter switch, and the like. These sensors output an electrical signal corresponding to the detected value and send it to the ECU 11.

Although the various sensors exemplified are not shown, the ECU 11 determines the operating state of the engine 1 based on the output signal values of the various sensors.
The required amount of fuel to be supplied to the engine 1 is calculated from a fuel map obtained in advance through experiments.

Next, the operation of the combustion type heater 91 will be described.

When the combustion type heater 91 is used, the ECU 11 drives the motor 92 to rotate the rotary fan 90, so that a part of the intake air flowing through the intake passage 14 is supplied to the combustion type heater 91 through the air supply pipe 71. It is introduced into the combustion tube 40. The rotation speed of the rotating fan 90 is determined by controlling the motor 92 by the ECU 11.

Further, the fuel pump 89 is operated to discharge fuel from the fuel introduction passage 88 to the combustion cylinder 40. Further, by operating the electric water pump 50, the engine cooling water in the water jacket of the engine 1 is pumped to the heater internal cooling water passage 37 of the combustion type heater 91.

Subsequently, a mixture of intake air supplied to the combustion cylinder 40 by the rotary fan 90 and fuel supplied to the combustion cylinder 40 from the fuel introduction passage 88 is supplied to the glow plug of the combustion cylinder 40 by the energization. The fuel is ignited by the glow plug, a flame F is generated in the combustion tube 40, and combustion starts.

The high-temperature combustion gas generated by the combustion flows through the combustion chamber 48 toward the combustion gas discharge port 63 by an air current generated by the rotation of the rotary fan 90, and further passes through the connection pipe 74 to the combustion gas discharge pipe 73. (Fig. 2
Solid arrow a3).

On the other hand, the engine cooling water pumped from the water jacket to the heater internal cooling water passage 37 of the combustion type heater 91 via the cooling water introduction passage W1 by the water pump or the electric water pump 50 built in the engine is: The gas flows so as to circulate through the heater internal cooling water passage 37 over the entire outer surface of the partition wall 41, and absorbs the heat of the combustion gas during that time to rise. In other words, the heater internal cooling water passage 37
Heat is exchanged between the engine cooling water and the combustion gas in the entire area of the engine.

Then, the engine cooling water having absorbed the heat of the combustion gas is introduced into the heater core 10 from the heater internal cooling water passage 37 through the cooling water discharge passage W2, and
The engine cooling water discharged from 0 is discharged to the cooling water discharge passage W3,
Return to the water jacket of the engine body 3 (see the dashed arrow in FIG. 2 and the dashed line in FIG. 1). In the heater core 10, a part of the heat of the engine cooling water is exchanged with the heating air, and the temperature of the heating air rises. As a result, warm air is generated in the vehicle cabin.

As described above, the engine cooling water, which has been heated by the combustion heater 91 and has become high heat, flows to the water jacket and the heater core 10 of the engine body 3, and as a result, the warm-up of the internal combustion engine and the startability are improved. Improvement, heater core 1
The performance of 0 is improved.

The exhaust gas discharged to the combustion gas discharge pipe 73 is returned to the intake passage 14 and supplied to the combustion chamber of the engine body 3 together with the intake air not introduced to the combustion type heater 91, and the fuel injection valve (not shown) A fuel-air mixture is formed with the fuel and is supplied to combustion (see a solid arrow in FIG. 1). (First Embodiment) Next, the fuel supply control of the internal combustion engine will be described.

First, when the combustion gas from the combustion type heater is introduced into the intake passage of the internal combustion engine, the amount of fresh air entering the cylinder of the internal combustion engine is increased by the combustion type heater as compared with the state where it is not introduced. It will be reduced by the amount you do. for that reason,
Normally, during combustion of the combustion heater, the required air-fuel ratio of the internal combustion engine cannot be maintained unless the amount of fuel supplied to the internal combustion engine is reduced according to the amount of combustion gas introduced.

In general, when the air-fuel ratio of the fuel supplied to the internal combustion engine is small (the fuel is rich, hereinafter referred to as rich),
The fuel cannot be completely burned, and the unburned fuel is carbonized, and is discharged as exhaust smoke (hereinafter referred to as smoke).

At this time, if the fuel amount supplied to the internal combustion engine is not reduced during the combustion of the combustion type heater, the air-fuel ratio in the cylinder of the internal combustion engine becomes rich in a high load region where the fuel injection amount to the internal combustion engine is large. . As a result, the smoke level, which is the smoke ratio in the exhaust gas, exceeds the allowable limit value, and there is a possibility that smoke is generated.

FIG. 6 shows an example of a change in the in-cylinder air-fuel ratio during the intake of exhaust gas from the combustion heater. In this example, the combustion type heater is burning (in the figure, the combustion type heater OF
F) indicates that the air-fuel ratio (A / F) in the cylinder is rich in the high load region (80 torque Nm or more) (air-fuel ratio is 20 or less) compared to the case where it is not burning (combustion heater ON in the figure). ), Indicating that the smoke level is reached.

In the present embodiment, the following control is executed to control the amount of fuel supplied to the internal combustion engine to suppress the generation of smoke.

First, the ECU 11 determines whether or not the combustion type heater 91 is burning. If not, the ECU 11 performs normal operation based on the accelerator opening based on signals from the sensors and other operating conditions. A required amount of fuel is injected into the cylinder of the engine 1.

On the other hand, when the ECU 11 determines that the combustion type heater 91 is burning, the fuel supply amount, in other words, the fuel consumption amount, is determined based on the pump operation duty ratio of the fuel pump 89 for supplying fuel to the combustion type heater 91. Ask for.

The amount of fuel supplied to the combustion type heater 91 is controlled by the ECU 11 which controls the combustion type heater 91. At the same time, the amount of air supplied to the combustion type heater 91 is adjusted so that the amount of air supplied to the combustion type heater 91 matches this fuel supply amount. The rotation speed is controlled. Therefore, when the fuel supply amount to the combustion type heater 91 is determined, the flow rate of air that must be sent to the combustion type heater at the same time is determined, so that the amount of exhaust gas can be grasped.

If the amount of exhaust gas is determined as described above, E
The CU 11 calculates the intake fresh air amount assuming that the amount of fresh air sucked into the internal combustion engine has decreased by the amount of the exhaust gas, and determines the fuel supply amount. Further, the ECU 11 changes the amount of fuel injected into the cylinder of the engine 1. Generally, the fuel injection amount is reduced as compared with the fuel injection amount when the combustion type heater 91 is not burning.

More specifically, the maximum guard value of the fuel injection amount is determined, and the fuel injection amount is guarded by this maximum guard value.

FIG. 4 shows maximum guard values when the combustion heater 91 is stopped, when the combustion heater is burning, and when the combustion amount is large and small, respectively. Engine 1
The maximum guard value increases as the intake air volume increases,
When the combustion amount (fuel consumption amount) of the combustion heater 91 increases, the maximum guard value decreases. According to this figure, it is recognized that the air-fuel ratio at the smoke level allowable limit is about 20.

In order to prevent the air-fuel ratio from becoming rich beyond such an allowable limit, the fuel injection amount must be guarded by the maximum guard value for the engine 1 with the upper limit of the fuel amount which is the allowable smoke level of the engine 1. Inject the fuel amount.

That is, the ECU 11 determines the air-fuel ratio at which the smoke level in the operating state of the engine 1 becomes the allowable upper limit,
For example, the upper limit of the amount of fuel supplied to the engine 1 is set so as not to exceed 20. Thereafter, the changed required fuel amount is injected into the engine 1 with the fuel amount serving as the smoke level allowable upper limit as the upper limit.

FIG. 5 shows a flowchart of the operation of the internal combustion engine of the first embodiment described above.

First, at step 100, the ECU 11 determines the fuel injection amount of the engine 1 from the operating state.

Next, the routine proceeds to step 101, where it is determined whether or not the combustion type heater 91 is burning. Combustion heater 9
If 1 is not burning, the routine proceeds to step 105, where the calculated required amount of fuel at the normal time is injected into the engine 1.

On the other hand, if it is determined that the combustion heater 91 is burning, the amount of exhaust gas from the combustion heater 91 is calculated in step 102.

Then, the process proceeds to a step 103, wherein the ECU 11 obtains an air-fuel ratio at which the smoke level in the current operating state of the engine 1 becomes an allowable upper limit, that is, a maximum guard value B corresponding to the combustion amount A.

Thereafter, the routine proceeds to step 104, where the fuel injection amount of the engine 1 is guarded by the maximum value B, and then at step 105, the required fuel amount is injected.

By calculating the amount of exhaust gas discharged from the combustion heater 91 in this way, changing the fuel injection amount to the engine 1 and changing the upper limit of the fuel injection amount, it is possible to prevent excessive richness. And the generation of smoke can be suppressed.

At the same time, by supplying a small amount of combustion gas having a relatively high CO ₂ concentration to the combustion chamber of the engine body 3, it is possible to efficiently reduce the amount of NOx generated by combustion in the combustion chamber of the engine body 3. it can.

The combustion gas discharged from the combustion heater 91 is reburned in the combustion chamber of the engine body 3, and the exhaust gas discharged from the combustion chamber of the engine body 3 is purified by the catalytic converter 39. Therefore, the combustion gas discharged from the combustion heater 91 is released into the outside air after purification. (Second Embodiment) Next, a second embodiment of an internal combustion engine having a combustion type heater according to the present invention will be described with reference to FIGS.

This embodiment is different from the above-described first embodiment in the following points, but is otherwise the same as the first embodiment. Description is omitted.

By the way, as shown in FIG. 6, when the combustion type heater and the EGR are used together (EGR in the figure), the amount of fresh air sucked into the internal combustion engine further decreases by the amount of the EGR executed. The problem that the air-fuel ratio in the cylinder of the internal combustion engine becomes small and the smoke level exceeds the allowable limit value is likely to occur.

Therefore, in the present embodiment, the air cleaner 1
An intake air meter 96 for measuring the amount of air passing through the air cleaner 3 is provided, and the amount of air passing through the air cleaner 13 and taken into the engine 1 and the combustion heater 91 is measured.
This measurement signal was output to the CU11.

The ECU 11 calculates the total amount of fresh intake air taken into the engine 1 and the combustion type heater 91 based on the measured value of the intake air amount meter 96. The ECU 11 determines the operating state of the engine 1 from the output signal values of the various sensors described above, and calculates the required amount of fuel to be supplied to the engine 1.

In the fuel supply control of the internal combustion engine according to the present embodiment, the ECU 11 first determines whether the combustion type heater 91 is burning, and if the combustion type heater 91 is not burning, the intake air meter 96 The required amount of fuel is calculated based on the fresh intake air amount obtained as it is from the signal from the engine 1 and injected into the cylinder of the engine 1.

On the other hand, when the ECU 11 determines that the combustion type heater 91 is burning, the fuel supply amount is obtained from the pump operation duty ratio of the fuel pump 89 that supplies the combustion type heater 91 with fuel.

The amount of fuel supplied to the combustion type heater 91 is controlled by the ECU 11 which controls the combustion type heater 91. At the same time, the amount of air supplied to the combustion type heater 91 is adjusted to match the amount of fuel supplied. The rotation speed is controlled. Therefore, when the fuel supply amount to the combustion type heater 91 is determined, the flow rate of air that must be sent to the combustion type heater at the same time is determined, so that the amount of exhaust gas can be grasped.

On the other hand, the ECU 11 determines that the amount of fresh air sucked into the internal combustion engine has decreased by the amount of the exhaust gas from the amount of fresh air measured by the intake air meter 96, Then, a value obtained by subtracting the exhaust gas amount from is calculated as the intake fresh air amount, and the fuel supply amount is determined based on this value.

Next, the ECU 11 changes the amount of fuel injected into the cylinder of the engine 1 based on the fuel supply amount.
The changed fuel injection amount is generally determined by the combustion type heater 91.
Is reduced as compared with the fuel injection amount when the fuel is not burning. Specifically, the maximum guard value of the fuel injection amount is determined, and the fuel injection amount is guarded by the maximum guard value. As the maximum guard value, for example, a value at which the air-fuel ratio in the cylinder becomes 20 is adopted.

The ECU 11 sets the upper limit of the amount of fuel supplied to the engine 1 such that the smoke level in the operating state of the engine 1 does not exceed the allowable upper limit, here, 20. Thereafter, the changed required fuel amount is injected into the engine 1 with the fuel amount serving as the smoke level allowable upper limit as the upper limit.

As described above, in the second embodiment, the whole intake air amount is measured by the intake air amount meter 96, and this is taken into consideration in determining the fuel supply amount to the engine 1. Even when EGR is used, the intake fresh air amount is accurately grasped. Therefore, even when the EGR device in which the air-fuel ratio tends to become rich is operating, it is possible to accurately prevent excessive rich and to suppress generation of smoke.

FIG. 6 is a flowchart showing the operation of the internal combustion engine according to the second embodiment described above.

First, at step 200, the ECU 11 obtains the fuel injection amount of the engine 1 from the operating state.

Next, the routine proceeds to step 201, where it is determined whether or not the combustion type heater 91 is burning. Combustion heater 9
If 1 is not burning, the routine jumps to step 205, where the calculated required amount of fuel at the normal time is injected into the engine 1.

On the other hand, if it is determined that the combustion type heater 91 is burning, in step 202, the intake amount of the engine 1 and the exhaust gas amount of the combustion type heater 91 are calculated.

Next, the routine proceeds to step 203, where the ECU 11 obtains the air-fuel ratio at which the smoke level in the current operating state of the engine 1 becomes the allowable upper limit, that is, the maximum guard value B corresponding to the combustion amount A.

Thereafter, the routine proceeds to step 204, where the fuel injection amount of the engine 1 is guarded by the maximum value B, and then at step 205, the required fuel amount is injected. (Other Embodiments) In Embodiments 1 and 2 described above, when the combustion gas of the combustion type heater is introduced into the intake passage, the amount of fuel supplied to the engine 1 is controlled to make the operating state of the internal combustion engine appropriate. Although the description has been given of the case where the internal combustion engine is maintained in the state, the appropriate operation state of the internal combustion engine can be similarly maintained by the following method, for example. (1) Control of fuel injection timing The combustion gas of the combustion type heater 91 is supplied to the engine 1 of the internal combustion engine 1.
In the case of introducing the exhaust gas into the intake passage 14, the amount of exhaust gas discharged from the combustion heater is determined in the same manner as in the above-described embodiment.
The fuel injection timing is determined based on the intake air amount obtained by subtracting the exhaust gas amount.

In general, the air-fuel ratio is adjusted by obtaining the amount of air taken in and adjusting the fuel injection amount in consideration of the pulse width of the current supplied to the fuel injector.

However, if the amount of exhaust gas is introduced into the intake passage of the internal combustion engine, the air-fuel ratio becomes rich if the fuel supply amount is constant despite the decrease in fresh air amount.

The ECU 11 determines the actual air-fuel ratio in consideration of the exhaust gas amount, and determines the fuel injection timing based on the air-fuel ratio.

In this way, even when the air-fuel ratio becomes rich, the appropriate fuel injection timing is reached, and the operating state of the internal combustion engine is maintained in a good condition. (2) Control of ignition timing The combustion gas of the combustion type heater 91 is supplied to the engine 1 of the internal combustion engine 1.
In the case of introducing the exhaust gas into the intake passage 14, the amount of exhaust gas discharged from the combustion heater is determined in the same manner as in the above-described embodiment.
The ignition timing is determined based on the intake air amount obtained by subtracting the exhaust gas amount.

Normally, as described above, the air-fuel ratio is determined by calculating the amount of air taken in, adjusting the fuel injection amount in consideration of the energization pulse width of the fuel injector, and further adjusting the air-fuel ratio. The ignition timing is determined based on the ignition timing.

However, in this embodiment, the fresh air amount is reduced by the amount of the exhaust gas introduced into the intake passage of the internal combustion engine, but the air-fuel ratio becomes rich unless the fuel supply amount is reduced.

Therefore, the ECU 11 determines the actual air-fuel ratio in consideration of the exhaust gas amount, and determines the ignition timing based on this air-fuel ratio. In this way, an appropriate ignition timing can be obtained even when the air-fuel ratio becomes rich, and the operating state of the internal combustion engine does not deteriorate. (3) Control of Valve Timing and Valve Lift Amount As described above, the ECU 11 determines the actual air-fuel ratio in consideration of the exhaust gas amount, and determines the valve timing and the valve lift amount based on this air-fuel ratio.

In order to change the valve timing in this way, for example, a portion driven by a timing belt and a portion fixed to the camshaft are divided, and the inner and outer helical splines provided therebetween are hydraulically moved in the axial direction. , And a hydraulic chamber is provided between the cam and the intake / exhaust valve, and the amount of oil in the hydraulic chamber is adjusted by a solenoid valve or the like. A variable valve system can be employed.

On the other hand, changing the amount of valve lift can be achieved by, for example, a first electromagnetic coil that applies an electromagnetic force in the valve closing direction to the valve body in an electromagnetically driven valve operating mechanism, and an electromagnetic force in the opening direction that is applied to the valve body. In the case where a second electromagnetic coil for applying a force is provided, this can be achieved by a device including a displacement applying unit for displacing at least one of the first and second electromagnetic coils in the valve axis direction.

Thus, even if the air-fuel ratio becomes rich, appropriate valve timing and valve lift can be obtained, and the operating state of the internal combustion engine does not deteriorate. (4) EGR Control In this embodiment, the ECU 11 controls the operation of the EGR according to the exhaust gas amount of the combustion type heater. As shown in FIG. 7, when the EGR is performed, the air-fuel ratio becomes extremely rich, so that the air-fuel ratio easily reaches the allowable smoke level limit value (the air-fuel ratio is about 20).

Therefore, when the engine operating state is in the EGR execution region and the combustion type heater is operated, the exhaust gas circulation amount in the EGR is reduced according to the exhaust gas amount of the combustion type heater, or when the exhaust gas amount is large. Stops the execution of EGR.

By performing such control, excessive richness of the air-fuel ratio is mitigated, so that generation of smoke can be suppressed. (5) Control of electronic throttle The fresh air amount is reduced by the amount of the exhaust gas introduced into the intake passage of the internal combustion engine. Therefore, the ECU 11 adjusts the electronic throttle to an opening that can compensate for the decrease in fresh air in accordance with the amount of exhaust gas from the combustion heater, thereby promoting the introduction of fresh air.

By increasing the amount of fresh air to be sucked in this way, a decrease in the amount of fresh air can be suppressed even if exhaust gas from the combustion type heater is introduced into the intake passage of the internal combustion engine. Therefore, the operation state of the internal combustion engine can be favorably maintained. (6) Combination In practice, the above-described control may be performed independently, but can be appropriately combined as much as possible. In this case, the ECU 11 grasps the operating state of the internal combustion engine and the operating state of the combustion type heater, and performs comprehensive control by combining these controls.

The valve timing, the ignition timing, the ignition timing, and the ignition timing are determined not only based on the exhaust gas amount of the combustion heater, but also on other operating conditions, such as changes in the temperature of the combustion heater, fuel supply amount, and combustion air amount. It is possible to control the EGR and the like and maintain the operating state of the internal combustion engine in a good condition. ECU 11
When the temperature of the combustion heater rises, the temperature of the exhaust gas introduced into the intake passage of the internal combustion engine rises, and as a result, the temperature of the intake air of the internal combustion engine rises. Then, since the air density of the intake air decreases, it is preferable to adjust the fuel supply amount and the like to the internal combustion engine.

Further, the amount of air used for combustion in the combustion type heater per unit time can be calculated from the change in the amount of fuel supplied to the combustion type heater and the number of revolutions of the fan. The above-described valve timing, ignition timing, EGR, and the like can be controlled assuming that the air has decreased.

Alternatively, if the amount of air itself used for combustion is measured, the amount of air is used as the amount of air to reduce the fresh air of the internal combustion engine.
R and the like can be controlled.

[0126]

According to the internal combustion engine having the combustion heater according to the present invention, the fuel amount changed by the fuel supply amount changing means based on the exhaust gas amount determined by the exhaust gas determination means at the time of combustion of the combustion heater is changed to the internal combustion engine. , It is possible to prevent the mixture in the cylinder of the internal combustion engine from becoming excessively rich,
The generation of smoke can be suppressed.

A more appropriate amount of fuel can be supplied by changing the amount of fuel supplied to the internal combustion engine by the fuel supply means based on the new amount drawn into the internal combustion engine and the amount of exhaust gas determined by the exhaust gas determination means. As a result, excessive richness can be prevented, and generation of smoke can be suppressed. In particular, by taking into account the intake fresh air amount, the amount of fuel supplied to the internal combustion engine can be changed even when the combustion type heater and the EGR are used together, thereby suppressing the generation of smoke in the exhaust gas.

Further, according to the internal combustion engine having the combustion type heater according to the present invention, when the combustion gas of the combustion type heater is introduced into the intake passage of the internal combustion engine, the internal combustion engine is controlled based on the state of the combustion type heater. Therefore, even if the combustion gas of the combustion heater is introduced into the intake passage, the operation of the internal combustion engine can be maintained in an appropriate state.

[Brief description of the drawings]

FIG. 1 is a first view of an internal combustion engine having a combustion heater according to the present invention.
It is a schematic structure figure of an embodiment.

FIG. 2 is a sectional view showing an operation state of a combustion type heater.

FIG. 3 shows a second example of the internal combustion engine having the combustion heater according to the present invention.
It is a schematic structure figure of an embodiment.

FIG. 4 is a diagram showing a relationship between an engine intake air amount and a maximum guard value of a fuel injection amount.

FIG. 5 is a view showing a flowchart of control of the internal combustion engine in the first embodiment.

FIG. 6 is a diagram illustrating a flowchart of control of an internal combustion engine according to a second embodiment.

FIG. 7 is a diagram showing a relationship between an engine generated torque and an in-cylinder air-fuel ratio.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine) 3 ... Engine main body 5 ... Intake device 7 ... Exhaust device 8 ... EGR device 10 ... Heater core 11 ... ECU 13 ... Air cleaner 14 ... Intake passage 15 ... Turbocharger 15a ... Compressor 15b ... Turbine 19 ... Intercooler Reference Signs List 22 intake manifold 28 exhaust manifold 30 EGR valve 37 heater cooling water passage 37a cooling water inlet 37b cooling water outlet 38 HC adsorbent 39 catalytic converter (NOx catalyst) 40 combustion cylinder 41 Partition wall 42 ... Exhaust passage 43 ... Outer wall 48 ... Combustion chamber 50 ... Electric water pump 51 ... Intake throttle valve 62 ... Air supply port 63 ... Combustion gas discharge port 71 ... Air supply pipe (air supply path) 73 ... Combustion gas discharge pipe ( (Combustion gas discharge passage) 74 ... connecting pipe 81 ... EGR passage 88 ... fuel Inlet passage 89 ... Fuel pump 90 ... Rotating fan 91 ... Combustion heater 92 ... Motor 93 ... Housing 95 ... Air intake 96 ... Intake air mass meter (AFM) C1 ... Connection point between the air supply pipe 71 and the intake passage 14 C2 ... Connection point between combustion gas discharge pipe 73 and intake passage 14 F. Flame S. Internal space of housing 93 W. Heat medium circulation path W1. Cooling water introduction path W2. Cooling water discharge path W3.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/04 380 F02D 41/04 380Z 385 385Z 43/00 301 43/00 301N 301H 45/00 366 45 / 00 366Z F02M 25/07 550 F02M 25/07 550R 31/04 31/04 A 31/08 301 31/08 301B F02N 17/04 F02N 17/04 A F02P 5/15 F02P 5/15 G F term (reference) 3G022 AA06 AA10 BA01 EA01 EA07 GA00 GA06 3G062 AA05 BA00 CA02 GA01 GA12 GA15 3G084 AA01 AA04 BA05 BA09 BA13 BA15 BA17 BA20 BA23 DA10 DA12 EC03 FA02 FA07 FA10 FA20 FA27 FA37 3G092 AA02 AA03 DEA03 AA03 BA03 AA03 DG09 EA02 EA09 EC08 FA06 FA17 FA18 HA01Z HA04Z HD02Z HD07X HD07Z HD08Z HE08Z HF08Z HF19Z 3G301 HA02 HA04 HA11 HA13 HA15 HA19 HA22 JA24 JA25 JA28 LA03 LA07 LB04 LB07 LB13 LC01 MA01 MA11 MA15 MA18 ND41 NE06 NE17 PA01Z PA10Z PD12Z PD15Z PD16Z PE08Z PF03Z PF16Z

Claims (10)

[Claims] A combustion air is introduced from an intake passage of an internal combustion engine, mixed with fuel, and the mixture is burned in a combustion chamber to heat an engine-related element by utilizing heat of combustion gas. And
In an internal combustion engine having a combustion type heater for introducing exhaust gas after combustion into the intake passage, an exhaust gas amount determining means for determining an exhaust gas amount discharged by the combustion type heater, and an exhaust gas amount determined by the exhaust gas amount determining means. An internal combustion engine having a combustion type heater, comprising: a fuel supply amount changing unit that changes a fuel supply amount to the internal combustion engine. 2. Combustion air is introduced from an intake passage of an internal combustion engine, mixed with fuel, and the air-fuel mixture is burned in a combustion chamber. And
In an internal combustion engine having a combustion type heater for introducing exhaust gas after combustion into the intake passage, an exhaust gas amount determining means for determining an amount of exhaust gas discharged from the combustion type heater, and an intake fresh air amount to be sucked by the internal combustion engine. Means for determining the amount of fresh air to be supplied, and a fuel supply amount for changing the amount of fuel supplied to the internal combustion engine based on the amount of exhaust gas determined by the means for determining exhaust gas amount and the amount of fresh air to be determined determined by the means for determining intake fresh air. An internal combustion engine having a combustion heater. 3. An internal combustion engine having a combustion type heater according to claim 1, wherein said fuel supply amount changing means includes a fuel supply amount upper limit setting means for setting an upper limit of a fuel supply amount. 4. The combustion type heater according to claim 1, wherein said exhaust gas amount determining means determines the exhaust gas amount based on at least a fuel consumption amount of the combustion type heater. Having an internal combustion engine. 5. The fuel supply amount upper limit setting means further changes an upper limit value of a fuel supply amount when a combustion type heater and an exhaust gas recirculation (EGR) device are used in combination. An internal combustion engine comprising the combustion heater according to any one of the above. 6. Combustion air is introduced from an intake passage of an internal combustion engine, mixed with fuel, and the mixture is burned in a combustion chamber to heat an engine-related element using heat of combustion gas generated. And
In an internal combustion engine having a combustion type heater for introducing exhaust gas after combustion into the intake passage, an exhaust gas amount determining means for determining an exhaust gas amount discharged by the combustion type heater, and an exhaust gas amount determined by the exhaust gas amount determining means. An internal combustion engine having a combustion heater, wherein the internal combustion engine is controlled. 7. A combustion type heater for heating an engine-related element by utilizing heat of combustion gas generated by introducing and burning combustion gas and introducing the combustion gas into an intake passage of an internal combustion engine. An exhaust gas amount determining means for determining an amount of exhaust gas discharged by the combustion type heater, and a combustion type heater characterized by controlling the internal combustion engine based on the exhaust gas amount determined by the exhaust gas amount determining means. Having an internal combustion engine. 8. An internal combustion engine having a combustion heater for introducing a combustion gas generated by introducing a combustion gas into an intake passage of the internal combustion engine, the exhaust gas determining an amount of exhaust gas discharged by the combustion heater. An internal combustion engine having a combustion-type heater, wherein the internal combustion engine is controlled based on an exhaust gas amount determined by the exhaust gas amount determining unit. 9. An internal combustion engine having a combustion heater for introducing a combustion gas generated by introducing a combustion gas into an intake passage of the internal combustion engine, wherein the internal combustion engine is operated based on an operation state of the combustion heater. An internal combustion engine having a combustion heater. 10. A combustion-type heater for increasing the temperature of an engine-related element by utilizing heat of combustion gas generated by introducing and burning a combustion gas and introducing the combustion gas into an intake passage of an internal combustion engine. An internal combustion engine having a combustion heater, wherein the internal combustion engine is controlled based on an operation state of the combustion heater.