JP2009156193A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve air-fuel ratio controllability in reopening combustion action by removing fuel attached on a wall surface of an air intake passage 11 on a control device 30 of an internal combustion engine furnished with an air intake system provided with an intake air current control valve 20 to generate a vortex in a combustion chamber 8, an injector 18 to inject fuel to the downstream side from the intake air current control valve 20 in the air intake passage and a variable driving device 13 free to control opening of an air intake valve 4. <P>SOLUTION: A process to close the intake air current control valve 20 and the air intake valve 4 is carried out when the combustion action stops. Consequently, the inside of a closed space becomes high temperature environment by heat of the air intake valve 4 and the combustion chamber 8 as a region 11 to the air intake valve 4 from the intake air current control valve 20 becomes the closed space in the air intake passage, and the fuel attached on a wall surface of the closed space and a head back surface of the air intake valve 4 is vaporized. This vaporized fuel is made to inflow to the combustion chamber 8 with fuel newly injected by intake air when the combustion action is reopened. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention controls an intake system provided with an intake flow control valve for generating a vortex flow in a combustion chamber, an injector for injecting fuel downstream of the intake flow control valve in an intake passage, and an opening degree of the intake valve The present invention relates to a control device for an internal combustion engine including a variable drive device that enables the control.

  Generally, in an internal combustion engine mounted on a vehicle, the fuel efficiency of the internal combustion engine is improved by increasing the combustion efficiency of the fuel by setting the fuel at a low rotation speed to a lean state.

  Therefore, a technique is known that promotes vaporization and atomization of fuel in the combustion chamber by generating a spiral swirl flow in the cylinder (see, for example, Patent Document 1).

  In this technique, two intake passages, a primary passage and a secondary passage, are connected to one cylinder, and the secondary passage is closed by an intake flow control valve (so-called swirl control valve), so that the air sucked from only the primary passage is used. Accordingly, a lateral spiral flow, that is, a swirl flow is generated in the cylinder.

  In addition, a technique for promoting vaporization and atomization of fuel in a combustion chamber by generating a vertical spiral flow, that is, a tumble flow in a cylinder is known (see, for example, Patent Document 2).

In this technique, an intake flow control valve (a so-called tumble control valve) is provided in the intake passage, and a tumble flow is generated in the cylinder with air sucked from the intake passage by controlling the fuel flow state in the intake passage. I have to.
JP 7-42566 A Japanese Unexamined Patent Publication No. 7-119472

  In the above conventional example, fuel may remain in the intake passage depending on the operating state of the internal combustion engine, and the fuel may remain attached to the back surface of the head of the intake valve. In this way, when fuel remains in the intake passage in granular form, air-fuel ratio control for setting the ideal air-fuel ratio at the next fuel injection becomes complicated, and the combustion efficiency of the internal combustion engine may be reduced. is there.

  On the other hand, in the conventional example according to Patent Document 1, the fuel in the intake passage is scavenged by forcibly opening the swirl control valve during fuel cut, and the fuel remains in the intake passage and adheres. Try to prevent.

  However, in this technique, the swirl control valve is opened, so that the swirl flow generated in the cylinder becomes weak, the lean limit is lowered, and the fuel efficiency improvement effect is lowered.

  The present invention controls an intake system provided with an intake flow control valve for generating a vortex flow in a combustion chamber, an injector for injecting fuel downstream of the intake flow control valve in an intake passage, and an opening degree of the intake valve In a control device for an internal combustion engine including a variable drive device that enables the fuel to adhere to the wall surface of the intake passage and the back surface of the head of the intake valve, it is possible to improve the air-fuel ratio controllability when restarting the combustion operation The purpose is that.

  The present invention controls an intake system provided with an intake flow control valve for generating a vortex flow in a combustion chamber, an injector for injecting fuel downstream of the intake flow control valve in an intake passage, and an opening degree of the intake valve A control device for an internal combustion engine including a variable drive device that enables the intake flow control valve and the intake valve to be closed when the combustion operation in the combustion chamber is stopped. .

  According to this configuration, when the combustion operation is stopped by, for example, fuel cut control or cylinder deactivation control, that is, when it is not necessary to generate the vortex of the air-fuel mixture in the combustion chamber, both the intake flow control valve and the intake valve are connected. By closing, the area from the intake flow control valve to the intake valve in the intake passage is made a closed space.

  As a result, the closed space becomes a high-temperature atmosphere due to the heat of the intake valve and the combustion chamber, so that the fuel adhering to the wall surface of the closed space and the back of the head of the intake valve is vaporized. This vaporized fuel flows into the combustion chamber together with the fuel newly injected by the intake air when the combustion operation is resumed. Therefore, it is possible to prevent the fuel from remaining on the wall surface of the intake passage and the back surface of the head of the intake valve.

  As a result, the air-fuel ratio controllability for performing stoichiometric combustion when the combustion operation is restarted is improved. This is because the fuel vaporization promotion process as described above makes it possible to eliminate almost all the fuel adhering to the wall surface of the intake passage from the intake flow control valve to the intake valve, so the process of estimating the amount of fuel adhering to the wall surface is simplified. It is because it becomes possible to make it.

  Preferably, the intake flow control valve is a tumble control valve that makes a vortex flow a tumble flow.

  As described above, if the existing tumble control valve is used in the fuel vaporization promotion process described above, useless additional equipment becomes unnecessary.

  In addition, when the tumble control valve is used, the tumble flow is generated in the combustion chamber by flowing the intake air to the offset region in the intake passage and flowing into the combustion chamber.

  However, when such a tumble flow is generated, there is a region in the intake passage where it is difficult for the intake air to flow downstream from the tumble control valve. However, the residual fuel can be reduced by the fuel vaporization promoting process according to the present invention. In short, the combustion efficiency can be increased by the synergistic effect of improving the air-fuel ratio controllability when resuming the combustion operation and improving the combustibility by the tumble flow.

  Preferably, the intake flow control valve is a swirl control valve in which a vortex flow is a swirl flow.

  As described above, if the existing swirl control valve is used in the fuel vaporization promotion process, useless additional equipment is not necessary.

  In addition, when a swirl control valve is used, the intake air is caused to flow in a biased region in the intake passage and flow into the combustion chamber, so that a swirl flow is generated in the combustion chamber to improve fuel combustibility. it can.

  However, when such a swirl flow is generated, a region in which intake air is less likely to flow downstream of the swirl control valve in the intake passage is formed, so that the fuel injected from the injector is not subjected to the wall of the intake passage or the intake valve. However, the fuel vaporization promoting process according to the present invention can reduce the residual fuel. In short, it is possible to increase the combustion efficiency by the synergistic effect of improving the air-fuel ratio controllability at the time of resuming the combustion operation and improving the combustibility by the swirl flow.

  Preferably, the variable drive device includes an electromagnetic actuator that can adjust the opening degree of the intake valve by cooperation of the electromagnetic force and the spring irrespective of the operation cycle of the internal combustion engine.

  In this way, it is possible to specify a variable drive device that enables the intake valve to be fully closed during operation of the internal combustion engine. This variable drive device can be electrically controlled by the control device according to the present invention, and the controllability is good.

  Preferably, the stop of the combustion operation is temporarily performed with execution of fuel cut control or cylinder deactivation control.

  According to this configuration, for example, the fuel cut control is performed relatively frequently during deceleration or the like, which is advantageous in reducing the residual fuel in the intake passage by the fuel vaporization promoting process according to the present invention. In addition, since cylinder deactivation control is also performed during stable running, the fuel vaporization promoting process according to the present invention is advantageous in reducing the residual fuel in the intake passage related to the deactivation cylinder.

  According to the present invention, an intake system provided with an intake flow control valve for generating a vortex flow in the combustion chamber, an injector for injecting fuel downstream of the intake flow control valve in the intake passage, and an opening of the intake valve In an internal combustion engine control device equipped with a variable drive device that can control the air-fuel ratio, it is possible to eliminate the fuel adhering to the wall surface of the intake passage and the back surface of the head of the intake valve, thereby improving the air-fuel ratio controllability when the combustion operation is restarted Be

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, exemplary embodiments of the invention will be described in detail with reference to the drawings. 1 to 5 show an embodiment of the present invention.

  First, a schematic configuration of an internal combustion engine (engine) to which the present invention is applied will be described with reference to FIG. FIG. 1 is a schematic configuration diagram schematically showing a combustion chamber of an internal combustion engine and its periphery. In the figure, 1 is a cylinder block and 2 is a cylinder head.

  In this embodiment, in order to simplify the description and drawings, it is assumed that one intake valve 4 and one exhaust valve 5 are provided in one cylinder (cylinder) 1a as an internal combustion engine. Needless to say, a four-valve multi-cylinder gasoline internal combustion engine in which two intake valves 4 and two exhaust valves 5 are provided in one cylinder 1a is also possible.

  A piston 6 capable of reciprocating in the vertical direction is disposed in the cylinder 1a of the cylinder block 1.

  The piston 6 is connected to a crankshaft (not shown) via a connecting rod 7, and the reciprocating motion of the piston 6 is converted by the connecting rod 7 into rotation of the crankshaft.

  A combustion chamber 8 is formed by the upper portion of the cylinder 1 a, the concave portion of the cylinder head 2, and the piston 6. A spark plug 9 is disposed at the upper portion of the combustion chamber 8.

  An intake port 11 and an exhaust port 12 formed in the cylinder head 2 are connected to the combustion chamber 8.

  An intake valve 4 is disposed at a communication portion between the intake port 11 and the combustion chamber 8, and an exhaust valve 5 is disposed at a communication portion between the exhaust port 12 and the combustion chamber 8. The intake valve 4 and the exhaust valve 5 are individually opened and closed by variable drive devices 13 and 14.

  The variable drive devices 13 and 14 are configured to open and close the valves 4 and 5 in cooperation with an electromagnetic force generated by an electromagnetic actuator and a coil spring, and have a generally known configuration (for example, special features). JP 2000-303811 A and JP 2003-232236 A).

  The variable drive devices 13 and 14 can appropriately adjust the opening / closing timing, the operating angle, and the lift amount of the intake valve 4 and the exhaust valve 5 and are electrically controlled by the control device 30 described below. . In particular, in the case of the variable drive devices 13 and 14, the intake valve 4 and the exhaust valve 5 can be held in a fully closed state regardless of the operation cycle of the internal combustion engine.

  An intake pipe 15 including an intake manifold is connected to the intake port 11 of the cylinder head 2. The intake passage 11 and the internal passage of the intake pipe 15 serve as an intake passage. Further, although not shown, an exhaust pipe including an exhaust manifold is connected to the exhaust port 12 of the cylinder head 2.

  The intake pipe 15 is provided with an electronically controlled throttle valve 16 for adjusting the amount of intake air of the internal combustion engine, and the throttle valve 16 is operated by a throttle motor 17. Although not shown, a surge tank is provided upstream of the throttle valve 16 in the intake pipe 15.

  Further, the cylinder head 2 is provided with an injector 18 for injecting fuel into the intake port 11. The injector 18 is supplied with fuel at a predetermined pressure from a fuel tank (not shown) by a fuel pump, and injects fuel into the intake port 11 as necessary.

  The fuel injected into the intake port 11 by the injector 18 is mixed with air sucked from the intake system to become an air-fuel mixture, and is introduced into the combustion chamber 8 of the internal combustion engine. The air-fuel mixture introduced into the combustion chamber 8 is burned by ignition of the spark plug 9 after the compression stroke of the internal combustion engine.

  By the way, in this embodiment, in order to generate a tumble flow in the combustion chamber 8, a tumble control valve 20 as an intake flow control valve is provided at a connection portion between the intake pipe 15 and the intake port 11, A partition plate 21 is provided in the intake port 11.

  The partition plate 21 is installed on the upstream side of the intake port 11 in a region where it does not interfere with the fuel injection region by the injector 18 so as to form two upper and lower flow paths.

  The tumble control valve 20 is disposed upstream of the upper and lower two-stage flow paths, and is opened and closed by an actuator 22 such as a motor. The opening degree of the tumble control valve 20 is adjusted by controlling the actuator 22 by the control device 30 described below.

  The tumble control valve 20, the partition plate 21, and the actuator 22 constitute a tumble flow generator that generates a tumble flow.

  The operation of the internal combustion engine is controlled by the control device 30. The control device 30 includes a CPU, a ROM, a RAM, a backup RAM, and the like, like a general ECU (electronic control unit).

  The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes various arithmetic processes based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores the calculation results of the CPU, data input from each sensor, and the like. The backup RAM is a nonvolatile memory that stores data to be saved when the internal combustion engine is stopped, for example. Memory.

  Although not shown, the control device 30 is input information from a water temperature sensor, an air flow meter, an intake air temperature sensor, a throttle position sensor, a crank position sensor (internal combustion engine speed sensor), a cam position sensor, an accelerator position sensor, and the like. The ignition plug 9 igniter (not shown), the intake valve 4 variable drive device 13, the exhaust valve 5 variable drive device 14, the throttle valve 16, the throttle motor 17, the injector 18, and the tumble control valve 20 actuator. Various operations of the internal combustion engine are managed by controlling 22 and the like.

  Next, the operation of the internal combustion engine will be briefly described.

  In general, in the intake stroke of the internal combustion engine, the air-fuel mixture is sucked into the combustion chamber 8 from the intake port 11 when the piston 6 is lowered while the intake valve 4 is opened.

  First, when the operating state of the internal combustion engine is, for example, in a high speed rotation range where the throttle valve 16 is fully opened, the tumble control valve 20 is set to the fully open state shown in FIG. In such a state, the intake air flows through both the upper flow path and the lower flow path partitioned by the partition plate 21 in the intake port 11 and flows into the combustion chamber 8 from the entire circumference of the head of the intake valve 4 substantially evenly. In addition, the amount of tumble flow generated in the combustion chamber 8 is small.

  In such an operating state, the air sucked from the intake pipe 15 flows in the entire radial direction of the intake port 11 and flows into the combustion chamber 8, so that the fuel injected from the injector 18 is injected into the wall surface of the intake port 11 and the intake valve 4. It becomes difficult to adhere to the back of the head.

  On the other hand, when the operating state of the internal combustion engine is, for example, in the low-speed / medium-speed rotation range, the tumble control valve 20 is shown in FIG. 2 in order to generate a tumble flow in the combustion chamber 8 to improve the combustion state. Let it be half open.

  In such a state, the air sucked from the intake pipe 15 flows only through the upper flow path of the intake port 11 and flows into the combustion chamber 8 from a partial region of the outer periphery of the head of the intake valve 4. Strong tumble flow is generated. Due to the generation of the tumble flow, the inside of the combustion chamber 8 is agitated and the vaporization of the fuel is promoted, so that the fuel combustibility in the combustion chamber 8 is improved.

  However, in such a state, the intake air does not flow through the lower flow path of the intake port 11, so the fuel injected from the injector 18 remains partially attached to the wall surface of the intake port 11 or the back surface of the head of the intake valve 4. It tends to remain. In particular, when the temperature in the intake port 11 and the cylinder 1a is high, the fuel injected from the injector 18 is vaporized in the intake port 11 and the combustion chamber 8, but the temperature is sufficiently increased. In the absence of this, a part of the fuel injected from the injector 18 may remain attached to the intake port 11 and the wall surface of the combustion chamber 8 without being vaporized.

  Therefore, when the combustion operation is stopped, for example, when performing fuel cut control or cylinder deactivation control during operation of the internal combustion engine, both the tumble control valve 20 and the intake valve 4 are connected as shown in FIG. The fully closed state shown in FIG.

  This will be specifically described with reference to the flowchart shown in FIG. The flowchart shown in FIG. 4 is a process performed by the control device 30 and is entered, for example, at regular intervals.

  First, in step S1, it is examined whether or not to execute fuel cut control.

  The fuel cut control is basically a known technique (see, for example, Japanese Patent Application Laid-Open No. 2007-231750 and Japanese Patent Application Laid-Open No. 2007-303292). When the opening degree is not depressed for a certain period, the injection by the injector 18 is stopped.

  That is, for example, based on input information from an accelerator position sensor (not shown), the accelerator pedal opening is in a fully closed state (throttle valve 16 is in a fully closed state), and input information from a crank position sensor (not shown) is used. When it is determined that the internal combustion engine rotational speed is higher than the fuel cut lower limit rotational speed, fuel injection from the injector 18 is stopped by executing fuel cut control. This fuel cut control is executed by a routine different from the flowchart shown in FIG.

  Here, first, when an affirmative determination is made in step S1, that is, when fuel cut control is executed, the tumble control valve 20 and the intake valve 4 are both fully closed in step S2, and the process exits this flowchart. .

  When this step S2 is executed, a region from the tumble control valve 20 to the intake valve 4, that is, a space in which the intake port 11 is closed. Since the closed space becomes a high temperature atmosphere due to the heat of the intake valve 4 and the combustion chamber 8, the fuel adhering to the wall surface of the closed space (intake port 11) and the intake valve 4 is vaporized.

  The vaporized fuel flows into the combustion chamber 8 together with fuel newly injected by the sucked air when the combustion operation is resumed. Therefore, it can be avoided that the fuel remains attached to the wall surface of the closed space (intake port 11) or the intake valve 4.

  However, if a negative determination is made in step S1, that is, if fuel cut control is not executed, it is checked in step S3 whether or not cylinder deactivation is executed.

  The cylinder deactivation control is basically a known technique (see, for example, JP 2007-9779 A and JP 2005-226546 A), but when the load is constant or small during operation of the internal combustion engine. This is a process for stopping the combustion operation of some of the cylinders. In this cylinder deactivation, the fuel injection by the injector 16 and the ignition operation by the spark plug 9 are stopped.

  Here, first, when an affirmative determination is made in step S3, that is, when cylinder deactivation control is executed, the routine proceeds to step S2 described above, and both the tumble control valve 20 and the intake valve 4 are fully closed. From this flowchart, the process exits.

  However, when a negative determination is made in step S3, that is, when the cylinder deactivation control is not executed, this flowchart is exited.

  In addition, since the combustion operation is not performed in the fuel cut state or the cylinder deactivation state, since the ignitability is not questioned, the process of step S2 is executed as described above so that the tumble flow is not generated. There is no hindrance.

  As described above, in the embodiment to which the feature of the present invention is applied, the period during which the combustion operation in the combustion chamber 8 is stopped by the fuel cut control or the cylinder deactivation control is effectively used, and the wall surface of the intake port 11 and the intake air By vaporizing the fuel remaining attached to the valve 4, when the stopped combustion operation is resumed, the vaporized fuel is sucked into the combustion chamber 8 together with fuel newly injected by the intake air. This makes it possible to avoid the fuel remaining on the wall surface of the intake port 11 and the intake valve 4 while remaining.

  As a result, the air-fuel ratio controllability for performing stoichiometric combustion when the combustion operation is restarted can be improved. This is because, by executing the fuel vaporization promoting process as described above, it is possible to almost eliminate the fuel remaining on the wall surface of the intake port 11 and the back surface of the head of the intake valve 4. This is because the process of estimating the amount of fuel adhering to the wall surface can be simplified.

  In the first place, air-fuel ratio control for performing stoichiometric combustion at the time of resuming the combustion operation is generally known, but simply speaking, the fuel remaining in the intake port 11 and the fuel remaining in the combustion chamber 8. The target fuel injection amount is calculated by subtracting this estimation result from the fuel injection amount for achieving stoichiometric combustion.

  For example, as in the fuel model shown in FIG. 5, the fuel amount fw adhering to the wall surface of the region (intake port 11) from the tumble control valve 20 to the intake valve 4 and the wall surface of the combustion chamber 8 (cylinder). The estimated fuel amount fwc is estimated by, for example, the following equations (1) to (4).

  Here, in the figure and the following formula, P is the residual rate, R is the adhesion rate, p is the port, c is the cylinder, fl is the injection amount, fw is the port wall surface adhesion amount, fwc is the cylinder wall surface adhesion amount, and fc is the cylinder An inflow fuel amount, fv is an evaporative inflow fuel amount, fl is a liquid inflow fuel amount, fc ′ is an in-cylinder combustion demand amount, and k is a cycle counter.

fw ^{k + 1} = Pp × fw ^k + Rp × fi ^k (1)
fc ^{k + 1} = (1−Pp) × fw ^k + (1−Rp) × fi ^k (2)
Where fc = fv + fl
fwc ^{k + 1} = Pc × fwc ^k + Rc × fl ^k (3)
fc ′ ^{k + 1} = (1−Pc) × fwc ^k + (1−Rc) × fl ^k + fv ^k (4)
Based on this calculation, the target fuel injection amount (in-cylinder combustion request amount fc ′) can be calculated when the combustion operation is resumed.

  Therefore, if the fuel vaporization promoting process described in the above embodiment is executed, and the fuel remaining on the wall surface of the intake port 11 and the back surface of the head of the intake valve 4 is almost eliminated, the above (1) The expression can be omitted. However, it is necessary to estimate the amount of vaporized fuel adhering to the wall surface of the intake port 11 and the intake valve 4 flowing into the combustion chamber 8 (evaporated inflow fuel amount fv). In order to perform this estimation, for example, by using the technique disclosed in Japanese Patent Application Laid-Open No. 2007-278096, first, the temperature of the intake valve 4 is estimated, and the amount of fuel evaporation is estimated using this estimated valve temperature model. It is preferable to adopt such a form.

  In addition, this invention is not limited only to the said embodiment, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Examples are given below.

  (1) In the above embodiment, the tumble control valve 20 is exemplified as an intake flow control valve for generating a vortex flow in the cylinder, but a swirl control valve may be used.

  In this case, although not shown, when performing fuel cut control or cylinder deactivation control, both the swirl control valve and the intake valve are fully closed to perform intake air from the swirl control valve. A region up to the valve (for example, an intake port) can be closed. This facilitates vaporization of the fuel remaining attached to the wall surface of the closed space, so that the vaporized fuel can be introduced into the combustion chamber when the combustion operation is resumed.

  However, when a swirl control valve is used, two intake ports may be connected to one cylinder, and a swirl control valve may be installed in one of the intake ports. In such a case, it is possible to vaporize the remaining fuel while adhering to the wall surface of one of the intake ports by the fuel vaporization promoting process. In addition, since it becomes easy to estimate the wall-attached fuel amount at one intake port when the combustion operation is resumed, the burden when estimating the wall-attached fuel amount for both intake ports when performing air-fuel ratio control is reduced.

  (2) As another embodiment of the present invention, for example, when the operation of the internal combustion engine is temporarily stopped as in the case of performing idle stop control, the fuel temporarily adheres to the wall surface of the intake port 11 immediately after the operation is stopped. Even in a state in which the fuel remains, the fuel can be configured to be suppressed or prevented from being vaporized and released to the atmosphere from the upstream side of the intake pipe 15.

  Specifically, the processing of the control device according to this embodiment will be described with reference to FIG. Although not shown, the internal combustion engine to which the control device according to this embodiment is applied can be the same as the configuration shown in FIG.

  That is, the control device 30 checks in step S11 whether or not the internal combustion engine is stopped. For example, it is possible to determine whether or not the internal combustion engine is stopped by examining whether or not cranking is performed based on input information from a crank position sensor.

  Here, when the internal combustion engine is not stopped, a negative determination is made in step S11, and this flowchart is exited.

  On the other hand, when the internal combustion engine is stopped, an affirmative determination is made in step S11, and the tumble control valve 20 (intake flow control valve) is closed in the subsequent step S12. As a result, the region on the combustion chamber 8 side and the region on the surge tank (not shown) side are separated from each other with the tumble control valve 20 interposed therebetween in the intake passage. Even if the fuel remaining on the wall surface of the intake port 11 is vaporized by this fuel injection, the vaporized fuel is suppressed or prevented from being released to the atmosphere from the upstream side of the intake pipe 15. Become.

  In addition to the configuration shown in FIG. 1, the internal combustion engine to which the control device 30 according to this embodiment is applied includes, for example, an intake flow control valve such as a tumble control valve or a swirl control valve in the intake system, and an intake port. It is only necessary to have at least an injector for injecting fuel. For example, the means for driving the intake valve 4 and the exhaust valve 5 can be a general cam mechanism in addition to the variable drive devices 13 and 14 similar to the above embodiment.

  (3) In the above embodiment, the variable drive devices 13 and 14 that drive the intake valve 4 and the exhaust valve 5 are electromagnetically driven. However, for example, a valve as disclosed in JP-A-2006-220121. It is also possible to use a characteristic variable device. In the apparatus described in this technology, the opening degree of the intake valve 4 and the exhaust valve 5 can be made zero even during the operation cycle of the internal combustion engine. Therefore, when the fuel vaporization promotion process is performed, the intake valve 4 The degree of opening may be zero.

1 is a diagram schematically showing a schematic configuration in an embodiment of a control device for an internal combustion engine according to the present invention. FIG. It is a figure which shows partially the state by which the tumble control valve of FIG. 1 was half-opened. FIG. 2 is a diagram partially showing a state where the tumble control valve of FIG. 1 is fully closed. It is a flowchart for demonstrating the operation | movement by the control apparatus of FIG. It is a figure which shows the fuel model in air-fuel ratio control. 6 is a flowchart for explaining an operation in another embodiment of the control apparatus for an internal combustion engine according to the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Cylinder block 1a Cylinder 2 Cylinder head 4 Intake valve 8 Combustion chamber 11 Intake port (equivalent to a part of intake passage)
13 Variable drive device 15 Intake pipe (corresponding to a part of the intake passage)
18 Injector 20 Tumble control valve (equivalent to intake flow control valve)
21 Partition plate 22 Actuator 30 Control device

Claims (5)

An intake system provided with an intake flow control valve for generating a vortex flow in the combustion chamber, an injector that injects fuel downstream of the intake flow control valve in the intake passage, and a variable that enables control of the opening degree of the intake valve A control device for an internal combustion engine comprising a drive device,
A control apparatus for an internal combustion engine, wherein a process of closing the intake flow control valve and the intake valve is performed when the combustion operation in the combustion chamber is stopped. The control apparatus for an internal combustion engine according to claim 1,
The control apparatus for an internal combustion engine, wherein the intake flow control valve is a tumble control valve that makes a vortex flow a tumble flow. The control apparatus for an internal combustion engine according to claim 1,
The control device for an internal combustion engine, wherein the intake flow control valve is a swirl control valve that makes a swirl flow into a swirl flow. The control device for an internal combustion engine according to any one of claims 1 to 3,
The variable drive device includes an electromagnetic actuator that can adjust an opening degree of an intake valve by cooperation of an electromagnetic force and a spring regardless of an operation cycle of the internal combustion engine. Control device. The control device for an internal combustion engine according to any one of claims 1 to 4,
The internal combustion engine control apparatus according to claim 1, wherein the stop of the combustion operation is temporarily performed in accordance with execution of fuel cut control or cylinder deactivation control.

Images