JP2007255194A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine capable of preventing the deterioration in smoke, by accurately adjusting a swirl, even when clogging is caused in an injection nozzle of fuel. <P>SOLUTION: When adjusting the swirl ratio of a swirl control valve 8, the first swirl ratio is determined on the basis of the suction air volume detected by an air flowmeter 27, and the second swirl ratio is determined on the basis of a fuel injection quantity calculated by an ECU 16. The swirl ratio is adjusted on the basis of a difference between the first swirl ratio and the second swirl ratio, by comparing these second swirl ratio and first swirl ratio. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine that can send a swirl to a combustion chamber of the internal combustion engine and is provided with a supercharger.

  In diesel engines, etc., when operating at low temperatures or at start-up, the combustion state of the engine deteriorates and black smoke is emitted or fuel is discharged unburned, and HC (hydrocarbon) and White smoke mainly composed of the oxide may be emitted. In order to prevent such white smoke from being discharged, an engine that generates a swirl in the combustion chamber of the engine is known.

As an engine for generating a swirl in the combustion chamber of the engine, there is an engine for which a swirl control method disclosed in Japanese Patent Application Laid-Open No. 2002-115595 is conventionally performed. In this engine, a target swirl is calculated in advance according to the fuel injection amount and the engine speed, and the actual swirl is estimated from the intake pipe pressure and the intake air amount. At least one of the suction pipe pressure and the intake air amount is controlled so that the estimated actual swirl becomes the target swirl.
JP 2002-115595 A

  However, when a value obtained by calculating the target swirl in advance according to the fuel injection amount and the engine speed is used, for example, when the fuel injection nozzle is clogged, an error occurs in the fuel injection amount. Therefore, when the target swirl is calculated in advance according to the fuel injection amount and the engine speed as in the engine described in Patent Document 1, the swirl is accurately adjusted to include this error. There was a problem that smoke could be worsened, for example.

  Accordingly, an object of the present invention is to provide a control device for an internal combustion engine that can accurately adjust swirl and prevent smoke deterioration even when a fuel injection nozzle is clogged. is there.

  A control apparatus for an internal combustion engine according to the present invention that solves the above-described problems is provided with a supercharger disposed on an intake passage of an internal combustion engine and a swirl ratio adjustment that adjusts a swirl ratio of a swirl supplied to a combustion chamber in the internal combustion engine. A control unit for controlling a supercharging assist amount by a supercharger and a swirl ratio in a swirl ratio adjusting unit, and a control device for an internal combustion engine, which calculates a fuel injection amount for the internal combustion engine And an air amount detecting means for detecting an intake air amount of air sucked into the internal combustion engine, and an error between the fuel injection amount calculated by the fuel injection amount calculating means and the actual injection amount in the internal combustion engine is A state in which supercharging assistance is performed by a supercharger in an operating region that is smaller than a predetermined injection amount error threshold and the load on the internal combustion engine is smaller than the predetermined load threshold The first swirl ratio is estimated based on the intake air amount detected by the air amount detecting means, and the second swirl ratio is determined based on the operating condition including the fuel injection amount calculated by the fuel injection amount calculating means for the internal combustion engine. And the swirl ratio is controlled based on the relationship between the first swirl ratio and the second swirl ratio.

  Since the accuracy of swirl ratio adjustment is low, smoke is deteriorated because the error between the fuel injection amount calculated by the fuel injection amount calculating means and the actual injection amount in the internal combustion engine is greater than a predetermined injection amount error threshold value. The operating region is small and the load in the internal combustion engine is smaller than a predetermined load threshold. In the control apparatus for an internal combustion engine according to the present invention, at this time, the first swirl ratio is estimated based on the intake air amount detected by the air amount detecting means in a state where supercharging assist is performed by the supercharger. And estimating the second swirl ratio based on the operating condition including the fuel injection amount calculated by the fuel injection amount calculating means for the internal combustion engine, and determining the swirl ratio based on the relationship between the first swirl ratio and the second swirl ratio. Is controlling. For this reason, even when a fuel injection nozzle is clogged or an error occurs in the fuel injection amount, the swirl ratio can be accurately adjusted by using the first swirl ratio estimated from the intake air amount. it can. Therefore, deterioration of smoke can be prevented.

  Here, an error between the fuel injection amount calculated by the fuel injection amount calculating means for calculating the fuel injection amount for the internal combustion engine and the actual injection amount in the internal combustion engine is smaller than a predetermined injection amount error threshold value, and in the internal combustion engine. The operation region in which the load is smaller than the predetermined load threshold can be an operation region in a range in which the injection amount correction by the idle speed control is guaranteed.

  In the operation range in which the injection amount correction by the idle speed control is guaranteed, it is possible to prevent the smoke from deteriorating more reliably by controlling the swirl ratio. Therefore, it is more preferable to adjust the swirl ratio within this range.

  Moreover, a supercharger can also be set as the aspect which is a supercharger with an electric motor which can be driven with an electric motor. Even when such a supercharger with an electric motor is used, the swirl ratio can be suitably adjusted.

  At this time, the error between the fuel injection amount calculated by the fuel injection amount calculating means for calculating the fuel injection amount for the internal combustion engine and the actual injection amount in the internal combustion engine is smaller than a predetermined injection amount error threshold value, and in the internal combustion engine. The operation region where the load is smaller than a predetermined load threshold value may be a fuel cut region.

  When a supercharger with an electric motor is used, the internal combustion engine can be supercharged even during fuel cut. Further, at the time of fuel cut, a suitable swirl ratio is determined depending on the rotational speed of the internal combustion engine. For this reason, instead of the relationship between the first swirl ratio and the second swirl ratio, the swirl ratio is accurately controlled by controlling the swirl ratio based on the relationship between the first swirl ratio and the rotational speed of the internal combustion engine. It can adjust and can prevent the deterioration of smoke.

  According to the control apparatus for an internal combustion engine of the present invention, the swirl can be adjusted with high accuracy even when the fuel injection nozzle is clogged.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of a control device for an internal combustion engine according to a first embodiment of the present invention, and FIG. 2 is a cross-sectional view of the internal combustion engine.

  The internal combustion engine according to the present embodiment is mounted on a vehicle, and as shown in FIG. 1, the engine 1 that is the internal combustion engine is a multi-cylinder, in this embodiment, a four-cylinder engine, and as shown in FIG. Four combustion chambers are provided. In FIG. 2, only one of the cylinders is shown as a cross-sectional view. The engine 1 is a type of engine in which fuel is injected into a cylinder 3 by an injector 2. The amount of fuel injected from the injector 2 is determined by the ECU 16 described later. The engine 1 is a so-called lean burn engine and can also perform stratified combustion. A larger amount of intake air can be supercharged by a supercharging device 20 and a turbo unit 11 using an electric motor 20a, which will be described later, so that not only high output but also low fuel consumption can be realized. In the present embodiment, the turbo unit 20 and the supercharger 20 constitute a supercharger.

  The engine 1 can perform stratified combustion by injecting fuel into a recess formed in the upper surface of the piston 4 during the compression stroke, and can also perform normal homogeneous combustion by intake stroke injection. The inside of the cylinder 3 and the intake passage 5A formed in the intake manifold 5 are opened and closed by a swirl control valve (hereinafter referred to as “SCV”) 8 which is an intake valve. As shown in FIG. 1, the SCV 8 has two valves for one cylinder. The size of the swirl supplied to the combustion chamber is adjusted by adjusting the opening ratio of these two valves. A swirl control valve controller (hereinafter referred to as “SCV controller”) 8A shown in FIG. 1 is connected to the SCV 8, and the opening ratio of the two valves in the SCV 8 is adjusted. Thus, the size of the swirl supplied to the combustion chamber is adjusted by the SCV controller 8A. The SCV controller 8A is connected to the ECU 16 shown in FIG.

  The exhaust gas after combustion is exhausted to an exhaust passage 6A formed in the exhaust manifold 6. An exhaust valve 9 opens and closes the inside of the cylinder 3 and the exhaust passage 6A. On the intake passage 5A, an air cleaner 10, an air flow meter 27, a supercharger 20, a turbo unit 11, an intercooler 12, an intake throttle valve 13, and the like are arranged from the upstream side.

  The air cleaner 10 is a filter that removes dust and dirt in the intake air. The air flow meter 27 of this embodiment is of a hot wire type and detects the intake air amount as a mass flow rate. The supercharging device 20 is electrically driven by a built-in electric motor (motor) 20a. A compressor wheel is directly connected to the output shaft of the motor 20a. The motor 20 a of the supercharging device 20 is connected to the battery 22 via the controller 21. The controller 21 controls the drive power of the motor 20a by controlling the power supplied to the motor 20a. The rotation speed of the motor 20a (that is, the rotation speed of the compressor wheel) can be detected by the controller 21.

  A bypass path 24 is provided so as to bypass the upstream side and the downstream side of the supercharging device 20. An intake bypass valve 25 that adjusts the amount of intake air passing through the bypass path 24 is disposed on the bypass path 24. The intake bypass valve 25 is electrically driven to arbitrarily adjust the air flow rate through the bypass passage 24. When the supercharger 20 is not operating, the supercharger 20 acts as an intake resistance, so that the bypass path 24 is opened by the intake bypass valve 25 and the supercharger 20 becomes an intake resistance. To avoid. On the contrary, when the supercharger 20 is operated, the bypass passage 24 is blocked by the intake bypass valve 25 in order to prevent the intake air supercharged by the supercharger 20 from flowing back through the bypass passage 24.

  The turbo unit 11 is arranged between the intake passage 5A and the exhaust passage 6A and performs supercharging. In the engine 1 of the present embodiment, supercharging can be performed by the supercharging device 20 and the turbo unit 11 arranged in series. The turbo unit 11 has a variable nozzle mechanism 11a as a variable geometry mechanism. The variable nozzle mechanism 11a is controlled by an ECU 16 described later. On the downstream side of the turbo unit 11, an air-cooled intercooler 12 is disposed that lowers the temperature of the intake air whose temperature has increased due to an increase in pressure due to the supercharging of the turbocharger 20 and the turbo unit 11. The temperature of the intake air is lowered by the intercooler 12 to improve the filling efficiency.

  An intake throttle valve 13 that adjusts the intake air amount is disposed on the downstream side of the intercooler 12. The intake throttle valve 13 of the present embodiment is a so-called electronically controlled throttle valve, and an operation amount of the accelerator pedal 14 is detected by an accelerator position sensor 15, and the ECU 16 performs intake throttle control based on this detection result and other information amounts. The opening degree of the valve 13 is determined. The intake throttle valve 13 is opened and closed by a throttle motor 17 that is provided in association therewith. Along with the intake throttle valve 13, a throttle positioning sensor 18 for detecting the opening degree is also provided.

  A pressure sensor 19 for detecting the pressure (supercharging pressure / intake pressure) in the intake passage 5A is also provided on the downstream side of the intake throttle valve 13. These sensors 15, 18, 19, and 27 are connected to the ECU 16, and the detection results are sent to the ECU 16. The ECU 16 is an electronic control unit that includes a CPU, a ROM, a RAM, and the like. The ECU 16 is connected to the injector 2, the spark plug 7, the intake bypass valve 25, the air flow meter 27, the controller 21, the battery 22, and the like. These are controlled by a signal from the ECU 16 or the state (charged state of the battery 22) is monitored. Further, the ECU 16 calculates the fuel injection amount from the injector 2 based on the accelerator opening detected from the accelerator position sensor 15 and the engine speed detected from the position of the crank positioning sensor 26.

  The ROM in the ECU 16 stores a map for obtaining the first swirl ratio and a map for obtaining the second swirl ratio. As shown in FIG. 3, the map for obtaining the first swirl ratio is a map for obtaining the SCV8 swirl ratio based on the engine speed and the intake air amount. Further, the map for obtaining the second swirl ratio is a map for obtaining the swirl ratio of SCV8 based on the engine speed and the fuel injection amount as shown in FIG. 3 and 4, the letters A to S mean predetermined numerical values that increase in the order of A → B → C →... → S. Further, a vehicle speed sensor (not shown) is provided in a vehicle on which the engine is mounted. Further, an operating region in which the error between the fuel injection amount calculated by the ECU 16 and the actual injection amount from the injector 2 is smaller than a predetermined injection amount error threshold and the load on the engine is smaller than the predetermined load threshold. Can be in a range in which the injection amount correction by the idle speed control is guaranteed. The idle speed control is to correct the indicated value of the fuel injection amount based on the relationship between the change in the fuel injection amount with time and the engine speed. The range in which the injection amount correction by the idle speed control is guaranteed is an operation region where the fuel injection amount calculated by the ECU 16 and the engine speed are small. For example, the product of the fuel injection amount and the engine speed is 2000 or less. be able to. This region roughly corresponds to a region where turbocharging can be increased by the turbo unit 11.

  Further, the ECU 16 determines whether or not the vehicle is in an idling operation state as an area smaller than a predetermined load threshold value. Whether or not the engine is in an idling state is determined based on whether or not the vehicle speed sensor from the vehicle speed sensor provided in the vehicle is 0 when the engine speed is not 0.

The motor 20 a of the supercharging device 20 described above is also connected to the ECU 16 via the controller 21, and is controlled by the ECU 16 and the controller 21. Since the ECU 16 and the controller 21 can control the supercharging pressure by controlling the electric motor 20a, they function as supercharging pressure control means here. In the present embodiment, the supercharging pressure control is performed using the intake air amount as the operation state of the engine 1. The intake air amount is detected by an air flow meter 27. further,
On the other hand, an exhaust purification catalyst 23 for purifying exhaust gas is attached on the exhaust passage 6A on the downstream side of the turbo unit 11. A crank positioning sensor 26 that detects the rotational position of the crankshaft is attached in the vicinity of the crankshaft of the engine 1. The crank positioning sensor 26 can also detect the engine speed from the position of the crank position.

  Further, an EGR (Exhaust Gas Recirculation) passage 28 for recirculating the exhaust gas from the exhaust passage 6A (upstream of the turbo unit 11) to the intake passage 5A (surge tank formed on the downstream side of the pressure sensor 19) is arranged. It is installed. An EGR valve 29 for adjusting the exhaust gas recirculation amount (EGR amount) is mounted on the EGR passage 28. The opening degree (DUTY ratio) of the EGR intake bypass valve 25 is also controlled by the ECU 16 described above. As shown in FIG. 1, an EGR cooler 30 is provided between the EGR valve 29 and the surge tank of the intake passage 5 </ b> A to cool the EGR gas using the cooling water of the engine 1.

  Next, a control procedure of the control device for the internal combustion engine according to the present embodiment will be described. FIG. 5 is a flowchart showing a control procedure of the control device for the internal combustion engine according to the present embodiment.

In the control apparatus for an internal combustion engine according to the present embodiment, a predetermined measurement value is read from each sensor (S1). Specifically, the engine speed NE (rpm) detected from the position of the crank positioning sensor 26, the accelerator opening ACCP (%) detected from the accelerator position sensor 15, and the intake air amount GAAFM (detected by the air flow meter 27) mm ³ / st), and the fuel injection amount QFIN (g / s) calculated by the ECU 16 is read.

  Next, it is determined whether or not the vehicle is in an idle operation state (S2). As a result, when it is determined that the engine is not in the idling state, the process returns to step S1.

  On the other hand, when it is determined that the engine is in the idle operation state, supercharging assistance is performed (S3). The supercharging assist is performed, for example, by restricting the variable nozzle mechanism 11a in the turbo unit 11 and further operating the motor 20a of the supercharging device 20. In this way, the first swirl ratio and the second swirl ratio are obtained in the state where supercharging assist is being performed (S4). The first swirl ratio is obtained by referring to the map shown in FIG. 3 with the read engine speed and intake air amount. The second swirl ratio is obtained by referring to the map shown in FIG. 4 with the read engine speed and fuel injection amount.

  When the first swirl ratio and the second swirl ratio are obtained, it is determined whether or not the first swirl ratio is smaller than the second swirl ratio (S5). As a result, when it is determined that the first swirl ratio is small, the SCV 8 is operated to open (S6), and the swirl ratio is increased. If the fuel injection amount is accurately obtained when obtaining the first swirl ratio and the second swirl ratio, a good swirl flow can be supplied to the combustion chamber using the second swirl ratio as it is. However, if the engine 1 is used for a long period of time, the fuel injection amount calculated by the ECU 16 does not match the actual fuel injection amount, so that a good swirl flow cannot be supplied to the combustion chamber, and the swirl becomes too large. End up.

  Therefore, the swirl ratio is adjusted by obtaining the first swirl ratio using the relationship between the engine speed and the intake air amount and comparing it with the second swirl ratio. If the first swirl ratio is smaller than the second swirl ratio, it is considered that the actual injection amount is decreasing. In this case, the SCV 8 is opened to decrease the second swirl ratio. Thus, the swirl ratio capable of supplying a desired swirl flow can be approached.

  Here, the relationship between the swirl ratio and the intake air amount in the idle operation state will be described. FIG. 6 is a graph showing the relationship between the intake air amount and the swirl ratio during idle operation, and FIG. 7 shows the relationship between the intake air amount and the opening of the variable nozzle mechanism 11a (hereinafter referred to as “VN opening”). Flag. In FIG. 6, a line L1 indicates a target intake air amount change, and a line L2 indicates an actual intake air amount change. In FIG. 7, a line L3 indicates a target intake air amount change, and a line L4 indicates an actual intake air amount change.

  As shown in FIG. 7, when the VN opening is reduced, the difference between the target intake air amount and the actual intake air amount is smaller than when the VN opening is opened. From this, the difference between the target intake air amount and the actual intake air amount becomes larger as the VN opening is reduced, in other words, as the intake assist is performed. Next, as shown in FIG. 6, when the supercharging assist is not performed and the swirl ratio is large, the difference between the target intake air amount and the actual intake air amount is small. Here, when the first swirl ratio is obtained, there is a high possibility that the error becomes large. On the other hand, when supercharging assist is performed with the VN opening being reduced, the difference between the target intake air amount and the actual intake air amount is large. From this, even when the first swirl ratio is used, the predetermined swirl ratio can be obtained. Therefore, when the supercharging assist is performed, the second swirl ratio is corrected using the first swirl ratio.

  Returning to the flow shown in FIG. 5, it is then determined whether or not the first swirl ratio is greater than the second swirl ratio (S7). As a result, when it is determined that the first swirl ratio is larger than the second swirl ratio, the SCV 8 is operated to the closed side (S8) to reduce the swirl ratio.

  Thereafter, it is determined whether or not the first swirl ratio and the second swirl ratio match (S9). If they match, the control ends. If they do not match, the process returns to step S1, and the control is repeated until the first swirl ratio and the second swirl ratio match.

  Thus, according to the control device for an internal combustion engine according to the present embodiment, the first swirl ratio is obtained based on the intake air amount, the second swirl ratio is obtained based on the operating condition including the fuel injection amount, and the first swirl ratio is obtained. The swirl ratio is controlled based on the relationship between the first swirl ratio and the second swirl ratio. For this reason, even when a fuel injector is clogged or an error occurs in the fuel injection amount, the swirl ratio can be accurately adjusted by using the first swirl ratio estimated from the intake air amount. . Therefore, deterioration of smoke can be prevented.

  Next, a second embodiment of the present invention will be described. The control device for an internal combustion engine according to the present embodiment has the same device configuration as that of the first embodiment, and the control by the ECU 16 is different. Hereinafter, a control procedure by the ECU 16 will be described.

  FIG. 8 is a flowchart showing a control procedure of the control device for the internal combustion engine according to the present embodiment.

As shown in FIG. 8, in the control device according to the present embodiment, a predetermined measurement value is read from each sensor (S11). Specifically, the engine speed NE (rpm) detected from the position of the crank positioning sensor 26, the accelerator opening ACCP (%) detected from the accelerator position sensor 15, and the intake air amount GAAFM (detected by the air flow meter 27) mm ³ / st), the SCV opening PSCVFIN (%) obtained by the SCV controller 8A, and the vehicle speed SPD (km / h) detected by the vehicle speed sensor are read.

  Next, referring to the engine speed NE, the target intake air amount GAAFMtrg (= β) corresponding to the engine speed NE is read (S12). Subsequently, fuel cut (F / C) is performed, and it is determined whether or not the vehicle speed exceeds 0 (S13). The determination as to whether or not the fuel is cut is made based on the fuel injection amount calculated by the ECU 16. Whether the vehicle speed exceeds 0 is determined based on a vehicle speed signal output from the vehicle speed sensor.

  As a result, when it is determined that the fuel cut (F / C) is performed and the vehicle speed exceeds 0 or that both conditions are not satisfied, the process returns to step S11. On the other hand, when it is determined that the fuel cut (F / C) is performed and the vehicle speed exceeds 0, it is determined whether or not the motor assist turbo (MAT) is ON (S14). This determination is made based on whether or not the motor 20a of the supercharging device 20 is operated.

  As a result, when it is determined that the motor assist turbo is not ON, the process returns to step S11. On the other hand, if it is determined that the motor assist turbo is ON, it is determined whether the intake air amount GAAFM detected by the air flow meter 27 is less than the target intake air amount β (S15). As a result, when it is determined that the intake air amount GAAFM is less than the target intake air amount β, the SCV 8 is operated to open (S16), and the swirl ratio is increased. When the fuel is cut and the vehicle speed is not 0, for example, when the vehicle is traveling downhill, the injector 2 is clogged, and the actual fuel injection amount is calculated with the fuel injection amount calculated by the ECU 16. Even if they are different, the opening of the SCV 8 is adjusted based on the intake air amount. When it is determined that the intake air amount GAAFM is less than the target intake air amount β, the SCV 8 is operated to open and the swirl flow is reduced, so that the swirl flow is appropriately controlled. Can be.

  Here, the relationship between the engine speed and the intake air amount during fuel cut and the relationship between the intake air amount and the swirl ratio will be described. FIG. 9 shows the relationship between the opening of the SCV 8 and the engine speed, and FIG. 10 shows the relationship between the intake air amount and the swirl ratio. In FIG. 9, line L5 shows the relationship when SCV8 is fully closed, and line L6 shows the relationship between both when SCV8 is fully open. Line L7 shows the relationship when SCV8 is fully closed when the motor assist turbo is operated, and line L8 shows the relationship between both when SCV8 is fully opened when the motor assist turbo is operated. Show.

  As shown in FIG. 9, the intake air amount increases in proportion to the increase in the engine speed, regardless of the opening degree of the SCV 8. For this reason, when the engine speed is small, for example, when the Luer is cut, the intake air amount is small. Further, as shown in FIG. 10, the swirl ratio increases as the intake air amount increases. Therefore, when the SCV opening is obtained from the intake air amount, an error in obtaining the SCV opening is likely to occur because the swirl ratio is small. Therefore, assuming that the motor assist turbo is operated, the intake air amount can be increased by operating the motor assist turbo even when the engine speed is low. For this reason, since a swirl ratio can be enlarged, a swirl opening degree can be adjusted accurately.

  Returning to the flow shown in FIG. 8, it is determined whether or not the intake air amount GAAFM detected by the air flow meter 27 exceeds the target intake air amount β (S17). As a result, when it is determined that the intake air amount GAAFM exceeds the target intake air amount β, the SCV 8 is operated to close (S18) to reduce the swirl ratio. It is determined whether the intake air amount GAAFM detected by the air flow meter 27 matches the target intake air amount β (S9). If they match, the control is terminated. If they do not match, the process returns to step S1 and the control is repeated until the intake air amount GAAFM detected by the air flow meter 27 matches the target intake air amount β.

  Thus, according to the control apparatus for an internal combustion engine according to the present embodiment, the swirl ratio is controlled based on the relationship between the actual intake air amount and the target intake air amount. Therefore, the swirl ratio can be accurately adjusted even when the fuel injector is clogged or the fuel injection amount has an error. Therefore, deterioration of smoke can be prevented.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, a supercharger including a turbo unit and an electric motor is used as a supercharger. However, another supercharger, for example, a turbocharger only or a supercharger can be used.

FIG. 1 is a configuration diagram of a control device for an internal combustion engine. FIG. 1 is a cross-sectional view of a control device for an internal combustion engine. It is a map for calculating | requiring a 1st swirl ratio. It is a map for calculating | requiring a 2nd swirl ratio. It is a flowchart which shows the control procedure of the control apparatus of the internal combustion engine which concerns on 1st embodiment. It is a graph which shows the relationship between the swirl ratio in an idle driving | running state, and intake air amount. It is a flag indicating the relationship between the intake air amount and the VN opening. It is a flowchart which shows the control procedure of the control apparatus of the internal combustion engine which concerns on 2nd embodiment. It is a graph which shows the relationship between the opening degree of SCV, and an engine speed. It is a graph which shows the relationship between the amount of intake air, and a swirl ratio.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Injector, 3 ... Cylinder, 4 ... Piston, 5 ... Intake manifold, 5A ... Intake passage, 6 ... Exhaust manifold, 6A ... Exhaust passage, 8 ... Swirl control valve (SCV), 8A ... SCV controller, DESCRIPTION OF SYMBOLS 11 ... Turbo unit, 11a ... Variable nozzle mechanism, 14 ... Accelerator pedal, 15 ... Accelerator position sensor, 16 ... ECU, 17 ... Throttle motor, 18 ... Throttle positioning sensor, 19 ... Pressure sensor, 20 ... Supercharging device, 20a ... Motor, 21 ... Controller, 22 ... Battery, 23 ... Exhaust gas purification catalyst, 24 ... Bypass passage, 25 ... Intake bypass valve, 26 ... Crank positioning sensor, 27 ... Air flow meter.

Claims (4)

A supercharger disposed on an intake passage of the internal combustion engine, swirl ratio adjusting means for adjusting a swirl ratio of a swirl supplied to a combustion chamber in the internal combustion engine, a supercharging assist amount by the supercharger, and the swirl A control means for controlling a swirl ratio in the ratio adjusting means, and a control device for an internal combustion engine comprising:
Fuel injection amount calculating means for calculating a fuel injection amount for the internal combustion engine;
An air amount detecting means for detecting an intake air amount of air sucked into the internal combustion engine,
The error between the fuel injection amount calculated by the fuel injection amount calculating means and the actual injection amount in the internal combustion engine is smaller than a predetermined injection amount error threshold value, and the load in the internal combustion engine is lower than the predetermined load threshold value. In a state where the supercharge assist is performed by the supercharger in a small operation region,
The first swirl ratio is estimated based on the intake air amount detected by the air amount detecting means, and the first swirl ratio is calculated based on the operating condition including the fuel injection amount calculated by the fuel injection amount calculating means for the internal combustion engine. Estimate the two swirl ratio,
The control apparatus for an internal combustion engine, wherein the swirl ratio is controlled based on a relationship between the first swirl ratio and the second swirl ratio.   An error between the fuel injection amount calculated by the fuel injection amount calculating means for calculating the fuel injection amount for the internal combustion engine and the actual injection amount in the internal combustion engine is smaller than a predetermined injection amount error threshold value, and in the internal combustion engine 2. The control device for an internal combustion engine according to claim 1, wherein the operation region in which the load is smaller than a predetermined load threshold is an operation region in a range in which the injection amount correction by the idle speed control is guaranteed.   The control device for an internal combustion engine according to claim 1 or 2, wherein the supercharger is a supercharger with an electric motor that can be driven by an electric motor. When the fuel cut is applied to the internal combustion engine,
4. The swirl ratio is controlled based on a relationship between the first swirl ratio and the rotational speed of the internal combustion engine instead of the relationship between the first swirl ratio and the second swirl ratio. Control device for internal combustion engine.

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