JP2007327466A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve supercharging efficiency in a supercharger by making a part of air flowing in a cylinder from an intake passage, flow out to an exhaust passage as it is. <P>SOLUTION: This control device has two cylinders 2R and 2L. Respectively independent intake passages 4R and 4L are connected to the respective cylinders, and respectively independent exhaust passages 6R and 6L are connected. An exhaust turbine 10 of the supercharger 8 is arranged only in the exhaust passage connected to one cylinder, and a compressor 9 of the supercharger is arranged only in the intake passage connected to the other cylinder. Suction exhaust valve control is performed for controlling at least one of the valve closing timing of an exhaust valve 20 and the valve opening timing of an intake valve 19 in the respective cylinders so that an overlapping period of a period of opening the exhaust valve and a period of opening the intake valve in the cylinders connected with the intake passage provided with the compressor of the supercharger, becomes longer than an overlapping period of the period of opening the exhaust valve and the period of opening the intake valve in the cylinders connected with the exhaust passage provided with the exhaust turbine of the supercharger. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

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

  Patent Document 1 describes an internal combustion engine with a supercharger. In the internal combustion engine described in the same document, the timing of the exhaust valve in each cylinder is controlled so that the pressure of the exhaust gas supplied from each cylinder to the exhaust turbine of the supercharger increases, The supercharging efficiency is improved. That is, the internal combustion engine described in Patent Document 1 has four cylinders, and an exhaust pipe is connected to each of the cylinders. Of these four exhaust pipes, the exhaust pipes connected to the two cylinders in which the exhaust strokes are sequentially performed are merged to extend to the exhaust turbine of the supercharger, and the remaining two cylinders ( Exhaust strokes of these cylinders are also performed sequentially in sequence), and the exhaust pipes connected to each other merge to extend to the exhaust turbine of the same supercharger. Further, the opening / closing valve timings of the exhaust valves in each cylinder are controlled so that the periods during which the exhaust valves are opened in the two cylinders to which the exhaust pipes that merge with each other are connected substantially overlap. As a result, the exhaust gas discharged from the cylinder in which the exhaust stroke is performed first interferes with the exhaust gas discharged from the cylinder in which the exhaust stroke is performed first among the two cylinders to which the exhaust pipes that merge with each other are connected. As a result, the pressure of the exhaust gas supplied to the exhaust turbine of the supercharger increases, and the supercharging efficiency of the supercharger improves. Thus, there is a demand for an internal combustion engine provided with a supercharger to improve the supercharging efficiency of the supercharger as much as possible.

JP-A-63-140822 Japanese Utility Model Publication No. 4-24085 JP-A-6-229212

  By the way, for various reasons, in an internal combustion engine having two cylinder groups consisting of a plurality of cylinders, an independent intake passage is connected to each cylinder group and an independent exhaust passage is connected to one cylinder group. An irregular supercharged internal combustion engine is known in which an exhaust turbine of a supercharger is disposed only in the exhaust passage formed and a compressor of the supercharger is disposed only in an intake passage connected to the other cylinder group. It has been. There is also a demand for improving the supercharging efficiency of a supercharger as much as possible even for such an irregular supercharging type internal combustion engine.

  An object of the present invention is to improve the supercharging efficiency of a supercharger in the above-described irregular supercharging type internal combustion engine.

  In order to solve the above-mentioned problem, in the first invention, there are two cylinders, each of which has an independent intake passage connected to each cylinder and an independent exhaust passage, and an exhaust connected to one of the cylinders. In an internal combustion engine in which a supercharger exhaust turbine is disposed only in a passage and a supercharger compressor is disposed only in an intake passage connected to the other cylinder, intake air in which the supercharger compressor is disposed In the cylinder connected to the exhaust passage where the exhaust turbine of the supercharger is connected, the period in which the exhaust valve is opened in the cylinder to which the passage is connected overlaps the period in which the intake valve is opened. At least the closing timing of the exhaust valve and the opening timing of the intake valve in each cylinder so that the period during which the exhaust valve is open and the period during which the intake valve is open are longer. Intake and exhaust valves control is performed to control the person.

  In the second invention, in the first invention, the intake and exhaust valve control is performed when the internal combustion engine is in a transient operation state.

  In order to solve the above problems, in the third aspect of the invention, there are two cylinders, each of which has an independent intake passage connected to each cylinder and an independent exhaust passage, and an exhaust connected to one of the cylinders. The supercharger exhaust turbine is disposed only in the passage, and the supercharger compressor is disposed only in the intake passage connected to the other cylinder, and the period during which the exhaust valve is open in each cylinder and the intake air In an internal combustion engine in which at least one of the closing timing of the exhaust valve and the opening timing of the intake valve in each cylinder is controlled so that a period overlapping with a period during which the valve is open is a predetermined period. When the internal combustion engine is in a transient operation state, a period in which the exhaust valve is open and a period in which the intake valve is open in the cylinder in which the intake passage in which the compressor of the supercharger is arranged is arranged During which the exhaust valve is opened and the intake valve is opened in the cylinder to which the exhaust passage where the exhaust turbine of the supercharger is connected is connected. Intake / exhaust valve control is performed to control at least one of the exhaust valve closing timing and the intake valve opening timing in each cylinder so that a period overlapping with a predetermined period is shorter than the predetermined period. .

  In a fourth aspect, in any one of the first to third aspects, an intake passage fuel injection valve in which the internal combustion engine injects fuel into the intake passage, and an in-cylinder fuel injection valve injects fuel into the cylinder; For each cylinder, and when the intake / exhaust valve control is performed, the compressor side fuel that injects fuel only from the cylinder fuel injection valve in the cylinder to which the exhaust passage in which the compressor of the supercharger is disposed is connected Injection control is performed.

  In the fifth invention, in the fourth invention, the fuel injection timing from the cylinder fuel injection valve by the compressor side fuel injection control is set to the timing after the exhaust valve is closed in the corresponding cylinder.

  In a sixth aspect of the invention, in any one of the first to fifth aspects of the present invention, in the cylinder to which the exhaust passage in which the exhaust turbine of the supercharger is disposed is connected when the intake / exhaust valve control is performed. Exhaust turbine side fuel injection control for injecting fuel only from the fuel injection valve is performed, and the intake valve is opened in the cylinder corresponding to the fuel injection timing from the in-cylinder fuel injection valve by the exhaust turbine side fuel injection control. The timing is set while

  According to a seventh invention, in any one of the first to sixth inventions, the internal combustion engine has an ignition plug for igniting fuel in the cylinder for each cylinder, and an excess is detected when the intake / exhaust valve control is performed. The timing at which the fuel is ignited by the spark plug corresponding to the cylinder to which the exhaust passage where the exhaust turbine of the feeder is disposed is connected is higher than the timing at which the fuel is ignited by the spark plug when the intake / exhaust valve control is not performed. Ignition timing control is performed to delay.

  In an eighth aspect according to any one of the first to sixth aspects, the internal combustion engine has a spark plug for igniting the fuel in the cylinder for each cylinder, and the control is performed when the intake / exhaust valve control is performed. The timing at which the fuel is ignited by the spark plug corresponding to the cylinder to which the exhaust passage of the turbocharger is connected is connected to the cylinder to which the intake passage to which the compressor of the supercharger is connected is connected. Ignition timing control that is slower than the timing of igniting the fuel is performed.

  According to the present invention, the so-called valve overlap period in which the period in which the exhaust valve is open and the period in which the intake valve is open overlaps in the cylinder on the side where the compressor of the supercharger is disposed. Here, the pressure in the intake passage connected to the cylinder on the side where the compressor of the supercharger is arranged is higher than the pressure in the exhaust passage connected to the cylinder due to the supercharging effect of the compressor. Therefore, a part of the air flowing into the cylinder from the intake passage flows out to the exhaust passage as it is, and the load on the compressor is reduced accordingly. For this reason, the supercharging effect of the supercharger increases.

  On the other hand, the pressure in the exhaust passage connected to the cylinder on the side where the exhaust turbine of the supercharger is disposed is higher than the pressure in the intake passage connected to the cylinder due to the resistance of the exhaust turbine. For this reason, if the valve overlap period is long, the amount of exhaust gas flowing into the intake passage rather than into the exhaust passage increases, and the pressure of the exhaust gas supplied to the exhaust turbine can be reduced accordingly. There is sex. However, according to the present invention, there is a so-called valve overlap period in which the period in which the exhaust valve is open and the period in which the intake valve is open overlap in the cylinder on the side of the turbocharger where the exhaust turbine is disposed. short. Therefore, it is possible to suppress the exhaust gas from flowing backward from the exhaust passage into the cylinder during the valve overlap period. For this reason, the supercharging effect of the supercharger increases.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a view showing an internal combustion engine to which the control device of the present invention is applied, and FIG. 2 is a cross-sectional view corresponding to one cylinder of the internal combustion engine of FIG. The internal combustion engine shown in FIGS. 1 and 2 is a so-called V-type internal combustion engine having two banks 1R and 1L. Each bank 1R, 1L is provided with three cylinders # 1 to # 3 and # 4 to # 6, respectively, and these three cylinders constitute cylinder groups 2R and 2L. One cylinder group 2R is connected to an intake pipe 4R via an intake port 3R. Another cylinder 4L is connected to another intake pipe 4L via an intake port 3L. That is, independent intake pipes 4R and 4L are connected to the cylinder groups 2R and 2L, respectively. An exhaust pipe 6R is connected to one cylinder group 2R via an exhaust port 5R. Another cylinder 6L is connected to another exhaust pipe 6L via an exhaust port 5L. That is, independent exhaust pipes 6R and 6L are connected to the cylinder groups 2R and 2L, respectively. The exhaust pipes 6R and 6L are connected to a common exhaust pipe (hereinafter referred to as “exhaust collecting pipe”) 7 at the downstream end thereof.

  The illustrated internal combustion engine includes one supercharger 8. The compressor 9 of the supercharger 8 is disposed in the intake pipe 4R connected to one cylinder group 2R. On the other hand, the exhaust turbine 10 of the supercharger 8 is disposed in an exhaust pipe 6L connected to the other cylinder group 2L. Three-way catalysts 11R and 11L are arranged in the exhaust pipes 6R and 6L, respectively. Further, a three-way catalyst 12 and a NOx catalyst 13 are arranged in the exhaust collecting pipe 7. Further, throttle valves 14R and 14L, air flow meters 15R and 15L, and air cleaners 16R and 16L are arranged in the intake pipes 4R and 4L.

  Further, as shown in FIG. 2, the internal combustion engine shown in the figure corresponds to each cylinder, and a fuel injection valve (hereinafter referred to as “port fuel injection valve”) 17R that injects fuel into the intake ports 3R and 3L, respectively. , 17L, and fuel injection valves (hereinafter referred to as “in-cylinder fuel injection valves”) 18R, 18L for injecting fuel into the cylinders.

  In FIG. 2, 19 is an intake valve, 20 is an exhaust valve, 21 is a combustion chamber, 22 is a piston, 23 is a spark plug, 24 is a cylinder head, and 25 is a cylinder block. The illustrated internal combustion engine also has a so-called variable valve mechanism that changes the opening timing and closing timing of the intake valve and changes the opening timing and closing timing of the exhaust valve.

  The electronic control unit 30 includes a digital computer, and is connected to each other by a bidirectional bus 31. A RAM (random access memory) 32, a ROM (read only memory) 33, a CPU (microprocessor) 34, an input port 35, and And an output port 36. The output signals of the air flow meters 15R and 15L are input to the input port 35 via the corresponding AD converter 37. The load sensor 38 outputs an output signal proportional to the amount of depression of the accelerator pedal 39, and this output signal is input to the input port 35 via the corresponding AD converter 37. The crank angle sensor 40 generates an output pulse every time the crankshaft rotates, for example, 30 °, and this output pulse is input to the input port 35. On the other hand, the output port 36 is connected to the throttle valves 14R and 14L, the port fuel injection valves 17R and 17L, the in-cylinder fuel injection valves 18R and 18L, and the spark plug 23 through corresponding drive circuits 37.

  Next, control of the internal combustion engine of the present embodiment will be described with reference to FIG. In FIG. 3, TDC is the compression top dead center, EX is the lift curve of the exhaust valve 20, and IN is the lift curve of the intake valve 19.

  In the present embodiment, the compressor 9 is disposed when the internal combustion engine is in a so-called steady operation state in which the load of the internal combustion engine is substantially constant and the torque output by the internal combustion engine (hereinafter referred to as “engine torque”) is constant. In each cylinder # 1 to # 3 of the cylinder group (hereinafter referred to as “compressor side cylinder group”) 2R to which the intake pipe 4R is connected, the period during which the exhaust valve 20 is open and the intake valve 19 are opened. The period (hereinafter referred to as “valve overlap period”) that overlaps with the period of time is a period of a predetermined length (hereinafter referred to as “reference valve overlap period”) as shown in FIG. The valve closing timing of the exhaust valve 20 and the valve opening timing of the intake valve 19 are controlled so as to become TR, and the cylinder group (hereinafter referred to as “exhaust gas” to which the exhaust pipe 6L where the exhaust turbine 10 is disposed is connected. In each of the 2L cylinders # 4 to # 6 (referred to as “bin-side cylinder group”), the exhaust valve is set so that the valve overlap period becomes the same reference valve overlap period TR as shown in FIG. The valve closing timing of 20 and the valve opening timing of the intake valve 19 are controlled.

  On the other hand, in this embodiment, when the internal combustion engine is in a so-called transient operation state in which the load of the internal combustion engine increases and the engine torque increases, the following transient intake / exhaust valve control is performed. That is, in each of the cylinders # 1 to # 3 of the compressor side cylinder group 2R, the valve overlap period is set to a period TL longer than the reference valve overlap period TR as shown in FIG. Further, the valve closing timing of the exhaust valve 20 and the valve opening timing of the intake valve 19 are controlled, and the valve overlap period in each cylinder # 4 to # 6 of the exhaust turbine side cylinder group 2L is shown in FIG. ), The valve closing timing of the exhaust valve 20 and the valve opening timing of the intake valve 19 are controlled so that the period TS is shorter than the reference valve overlap period TR.

  When the internal combustion engine is in an overrun state, as described above, when the valve closing timing of the exhaust valve 20 and the valve opening timing of the intake valve 19 in each cylinder are controlled, the following effects are obtained. That is, when the internal combustion engine is in a transient operation state, it is necessary to increase the engine torque. At this time, in order to quickly increase the engine torque, it is necessary to quickly increase the supercharging pressure of the supercharger 8. For this purpose, if the resistance when the compressor 9 supercharges the intake air is small, that is, if the pressure in the intake pipe 4R downstream of the compressor 9 is low, the rotational speed of the supercharger 8 tends to increase, and accordingly The supercharging pressure of the supercharger 8 is likely to increase. Further, if the pressure of the exhaust gas for rotating the exhaust turbine 10 is high, that is, if the pressure in the exhaust pipe 6L upstream of the exhaust turbine 10 is high, the rotational speed of the supercharger 8 is likely to increase. The supercharging pressure increases easily. That is, in order to quickly increase the supercharging pressure of the supercharger 8, it is only necessary to lower the pressure in the intake pipe 4R downstream of the compressor 9 and increase the pressure in the exhaust pipe 6L upstream of the exhaust turbine 10.

  Here, regarding the compressor side cylinder group 2R, the compressor 9 is disposed in the intake pipe 4R connected thereto, whereas the exhaust turbine 10 is disposed in the exhaust pipe 6R connected thereto. Do not mean. Therefore, for the compressor side cylinder group 2R, the pressure in the intake pipe 4R is much higher than the pressure in the exhaust pipe 6R. For this reason, it can be said that during the valve overlap period, the air flowing into the cylinders # 1 to # 3 from the intake pipe 4R through the intake port 3R is likely to flow out to the exhaust pipe 6R through the exhaust port 5R. . Here, in the present embodiment, when the internal combustion engine is in a transient operation state, the valve overlap period is increased for the compressor side cylinder group 2R, and therefore flows into the cylinders # 1 to # 3 from the intake pipe 4R. The amount of air flowing out from the cylinder to the exhaust pipe 6R increases. For this reason, the pressure in the intake pipe 4R downstream of the compressor 9 is reduced, and the rotational speed of the supercharger 8 is likely to increase. As a result, the supercharging pressure of the supercharger 8 is quickly increased.

  On the other hand, for the exhaust turbine side cylinder group 2L, the exhaust turbine 10 is disposed in the exhaust pipe 6L connected thereto, whereas the compressor 9 is disposed in the intake pipe 4L connected thereto. Do not mean. Therefore, for the exhaust turbine side cylinder group 2L, the pressure in the exhaust pipe 6L is much higher than the pressure in the intake pipe 4L. For this reason, it can be said that during the valve overlap period, the exhaust gas in the cylinders # 4 to # 6 tends to flow into the intake pipe 4L rather than into the exhaust pipe 6L. At this time, if the exhaust gas flows out to the intake pipe 4L, the exhaust gas flowing out to the exhaust pipe 6L decreases accordingly, and as a result, the pressure in the exhaust pipe 6L upstream of the exhaust turbine 10 decreases. Here, in the present embodiment, when the internal combustion engine is in a transient operation state, the valve overlap period is shortened for the exhaust turbine side cylinder group 2L, so that the amount of exhaust gas flowing out to the intake pipe 4L is reduced. The exhaust gas flowing out to the exhaust pipe 6L increases. For this reason, the pressure in the exhaust pipe 6R upstream of the exhaust turbine 10 is increased, and as a result, the supercharging pressure of the supercharger 8 is quickly increased.

  In the above-described embodiment, when the internal combustion engine is in a transient operation state, in addition to performing the transient intake / exhaust valve control, no fuel is injected from the port fuel injection valve 17R for the compressor side cylinder group 2R. In addition, compressor-side fuel injection control for injecting fuel only from the in-cylinder fuel injection valve 18R may be performed. In this case, fuel efficiency is improved and deterioration of exhaust emission is suppressed as compared with the case where fuel is injected from the port fuel injection valve 17R. That is, when fuel is injected from the port fuel injection valve 17R, air containing the fuel flows into the cylinders # 1 to # 3. Here, as described above, in the compressor side cylinder group 2R, the air that has flowed into the cylinders # 1 to # 3 from the intake pipe 4R tends to flow out to the exhaust pipe 6R. For this reason, if fuel is contained in the air flowing into the cylinders # 1 to # 3, the amount of fuel flowing out to the exhaust pipe 6R increases with the air flowing out to the exhaust pipe 6R. However, if the fuel is injected only from the in-cylinder fuel injection valve 18R, the fuel flowing out to the exhaust pipe 6R is reduced together with the air flowing out to the exhaust pipe 6R. Therefore, fuel efficiency is improved and deterioration of exhaust emission is suppressed as compared with the case where fuel is injected from the port fuel injection valve 17R.

  In particular, when the compressor-side fuel injection control is performed, if the timing for injecting fuel from the in-cylinder fuel injection valve 18R is set after the exhaust valve 20 is closed, the fuel consumption is further improved and the deterioration of exhaust emission is suppressed. Is done.

  Further, in the above-described embodiment, when the internal combustion engine is in the transient operation state, in addition to performing the intake / exhaust valve control during the transient, fuel is injected from the port fuel injection valve 17L with respect to the exhaust turbine side cylinder group 2L. In-cylinder fuel when the intake valve 19 is open, particularly when the intake valve 19 is open and the flow rate of air flowing into the cylinders # 4 to # 6 is the highest. Exhaust turbine side fuel injection control in which fuel is injected only from the injection valve 18R may be performed. In this case, the air sucked into each cylinder # 4 to # 6 is cooled by the latent heat of vaporization of the fuel injected from the in-cylinder fuel injection valve 18R, and the air sucked into each cylinder # 4 to # 6 correspondingly. The amount of increases. Therefore, in this case, the engine torque becomes larger than when fuel is injected from the port fuel injection valve 17L.

  Further, in the above-described embodiment, when the internal combustion engine is in a transient operation state, in addition to performing transient intake / exhaust valve control, the fuel in the cylinders # 4 to # 6 is ignited with respect to the exhaust turbine side cylinder group 2L. Exhaust turbine side ignition timing control may be performed in which the timing of ignition by the plug 23 (hereinafter referred to as “ignition timing”) is delayed (retarded) from the ignition timing when the internal combustion engine is in a steady operation state. In this case, the temperature of the exhaust gas becomes high, and therefore, the exhaust gas having high energy is supplied to the exhaust turbine 10. Therefore, in this case, the supercharging pressure of the supercharger 8 rises more quickly than when the ignition timing is set to the ignition timing when the internal combustion engine is in a steady operation state.

  The ignition timing in the compressor side cylinder group 2R when the internal combustion engine is in the transient operation state is set to be the same as that when the internal combustion engine is in the steady operation state. Here, when the internal combustion engine is in a steady operation state, the ignition timing in the compressor side cylinder group 2R is set to a timing at which the fuel combustion efficiency is highest within a range in which knocking does not occur in the cylinders # 1 to # 3. . Of course, when the internal combustion engine is in a steady operation state, the ignition timing in the exhaust turbine side cylinder group 2L is similarly set to the timing at which the fuel combustion efficiency becomes the highest in the range where knocking does not occur in the cylinders # 4 to # 6. Is set.

  In the above-described embodiment, the transient intake and exhaust valve control is performed when the internal combustion engine is in the transient operation state, but the same control as the transient intake and exhaust valve control described above when the internal combustion engine is not in the transient operation state. In this case, the supercharging efficiency of the supercharger is at least higher than that in the case where such control is not performed.

  In the embodiment described above, when changing the valve overlap period in the transient intake / exhaust valve control, the cylinder on the compressor side makes the valve overlap period longer than the reference valve overlap period, and on the exhaust turbine side, Although the valve overlap period is shorter than the reference valve overlap period, the exhaust of each cylinder is simply set so that the valve overlap period in the cylinder on the compressor side is longer than the valve overlap period in the cylinder on the exhaust turbine side. At least one of the valve closing timing of the valve and the valve opening timing of the intake valve may be controlled. In this case, the supercharging efficiency of the supercharger is higher than at least when such control is not performed.

It is the figure which showed the internal combustion engine provided with the control apparatus of this invention. FIG. 2 is a cross-sectional view corresponding to one cylinder of the internal combustion engine shown in FIG. 1. It is the figure which showed the lift curve of the exhaust valve, and the lift curve of the intake valve.

Explanation of symbols

2R, 2L cylinder group # 1 to # 6 cylinder 4R, 4L intake pipe 6R, 6L exhaust pipe 8 supercharger 9 compressor 10 exhaust turbine 17R, 17L port fuel injection valve 18R, 18L cylinder fuel injection valve 19 intake valve 20 exhaust Valve 23 Spark plug

Claims (8)

  Two cylinders are provided, and an independent intake passage is connected to each cylinder and an independent exhaust passage is connected to each cylinder. The exhaust turbine of the supercharger is disposed only in the exhaust passage connected to one of the cylinders. In addition, in an internal combustion engine in which a supercharger compressor is disposed only in an intake passage connected to the other cylinder, an exhaust valve is opened in the cylinder to which the intake passage where the supercharger compressor is disposed is connected. The period when the intake valve is open and the period when the intake valve is open overlaps the period when the exhaust valve is open and the intake valve is open in the cylinder to which the exhaust passage where the exhaust turbine of the turbocharger is arranged is connected. The intake / exhaust valve control is performed to control at least one of the exhaust valve closing timing and the intake valve opening timing in each cylinder so that the valve period is longer than the overlapping period. Control apparatus for an internal combustion engine to be.   2. The control apparatus for an internal combustion engine according to claim 1, wherein the intake / exhaust valve control is performed when the internal combustion engine is in a transient operation state.   Two cylinders are provided, and an independent intake passage is connected to each cylinder and an independent exhaust passage is connected to each cylinder. The exhaust turbine of the supercharger is disposed only in the exhaust passage connected to one of the cylinders. In addition, the turbocharger compressor is disposed only in the intake passage connected to the other cylinder, and a period in which the period in which the exhaust valve is open and the period in which the intake valve is open in each cylinder overlaps in advance. In an internal combustion engine in which at least one of an exhaust valve closing timing and an intake valve opening timing in each cylinder is controlled so as to have a predetermined period, when the internal combustion engine is in a transient operation state, the supercharger The period in which the exhaust valve is open and the period in which the intake valve is open in the cylinder in which the intake passage where the compressor is disposed is overlapped is greater than the predetermined period. In addition, the period in which the period in which the exhaust valve is open and the period in which the intake valve is open in the cylinder to which the exhaust passage where the exhaust turbine of the supercharger is connected is connected overlaps the predetermined period. A control apparatus for an internal combustion engine, wherein intake / exhaust valve control is performed to control at least one of an exhaust valve closing timing and an intake valve opening timing in each cylinder so as to be shorter than a predetermined period.   An internal combustion engine has an intake passage fuel injection valve for injecting fuel into the intake passage and an in-cylinder fuel injection valve for injecting fuel into the cylinder for each cylinder. The compressor-side fuel injection control for injecting fuel only from an in-cylinder fuel injection valve is performed in a cylinder connected to an exhaust passage in which a compressor of the feeder is disposed. A control apparatus for an internal combustion engine according to claim 1.   5. The internal combustion engine according to claim 4, wherein the fuel injection timing from the cylinder fuel injection valve by the compressor side fuel injection control is set to a timing after the exhaust valve is closed in the corresponding cylinder. Control device.   When the intake / exhaust valve control is performed, exhaust turbine side fuel injection control for injecting fuel only from the in-cylinder fuel injection valve in the cylinder to which the exhaust passage where the exhaust turbine of the supercharger is arranged is connected, 6. The fuel injection timing from the cylinder fuel injection valve by the exhaust turbine side fuel injection control is set to a timing while the intake valve is open in the corresponding cylinder. The control apparatus for an internal combustion engine according to any one of the above.   The internal combustion engine has a spark plug for igniting the fuel in the cylinder for each cylinder, and corresponds to the cylinder to which the exhaust passage where the exhaust turbine of the supercharger is arranged is connected when the intake and exhaust valve control is performed. The ignition timing control is performed so that the timing at which the fuel is ignited by the spark plug is slower than the timing at which the fuel is ignited by the spark plug when the intake / exhaust valve control is not performed. The control apparatus for an internal combustion engine according to any one of the above.   The internal combustion engine has a spark plug for igniting the fuel in the cylinder for each cylinder, and corresponds to the cylinder to which the exhaust passage where the exhaust turbine of the supercharger is arranged is connected when the intake and exhaust valve control is performed. Ignition timing control is performed such that the timing at which fuel is ignited by the spark plug is slower than the timing at which fuel is ignited by the spark plug corresponding to the cylinder to which the intake passage where the compressor of the supercharger is disposed is connected. The control apparatus for an internal combustion engine according to any one of claims 1 to 6.

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