JP2011032881A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an internal combustion engine enhancing responsiveness upon request of acceleration during warm-up control of a catalyst. <P>SOLUTION: The control device 11 of the internal combustion engine EG retarding an ignition timing for the warm-up control of the exhaust purifying catalyst 127, includes a detecting means 140 detecting a stamping amount of an accelerator, and a control means 11 setting a control amount of a target throttle opening in shifting from a throttle opening during the warm-up control to a throttle opening in accordance with the stamping amount of the accelerator to an amount in accordance with the stamping amount of the accelerator when the accelerator is stamped during the warm-up control. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

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

  In a direct injection internal combustion engine that retards the ignition timing during stratified combustion for warm-up control of the exhaust purification catalyst, if the accelerator pedal is depressed during warm-up control, the throttle valve is gradually closed to gradually reduce the amount of air What is made to do is known (patent document 1).

JP 2002-89339 A

  However, if the amount of accelerator depression is the amount that opens the throttle valve beyond the throttle opening during warm-up control, the conventional technique requires that the throttle opening be reduced and then increased. Decreases.

  The problem to be solved by the present invention is to provide a control device for an internal combustion engine that can enhance the response when there is a request for acceleration during warm-up control of the catalyst.

  The present invention sets the limit amount of the final target throttle opening at the time of transition from the throttle opening at the time of warm-up control of the exhaust purification catalyst to the requested throttle opening to an amount according to the accelerator depression amount. Solve the above problems.

  According to the present invention, if the accelerator is stepped on during the warm-up control of the exhaust purification catalyst, the limit amount of the final target throttle opening at the time of shifting to the requested throttle opening is set to an amount corresponding to the accelerator depression amount. When the accelerator is depressed, the limit amount is increased, so that the air amount corresponding to the acceleration request can be quickly increased. As a result, acceleration response is improved.

1 is a block diagram showing an internal combustion engine to which an embodiment of the present invention is applied. It is a flowchart which shows the control procedure of the engine controller of FIG. It is a time chart which shows the basic example of warm-up control of the exhaust gas purification catalyst at the time of cold start. It is a time chart which shows the example of control concerning a comparative example when there is an acceleration demand from warm-up control in Drawing 3A. It is a time chart which shows the example of control when there exists an acceleration request | requirement from warm-up control in embodiment shown in FIG. It is a flowchart which shows the other control procedure (the 1) of the engine controller of FIG. It is a flowchart which shows the other control procedure (the 2) of the engine controller of FIG. 5 is a time chart showing a control example when there is an acceleration request from warm-up control in the embodiment shown in FIGS. 4A and 4B. It is an enlarged view of the final target throttle opening degree of FIG. 5A. It is a block diagram which shows the internal combustion engine to which other embodiment of this invention is applied. It is a flowchart which shows the control procedure of the engine controller of FIG.

<< First Embodiment >>
FIG. 1 is a block diagram showing a direct injection multi-cylinder engine EG to which an embodiment of the present invention is applied. An air filter 112 and an air flow meter 113 for detecting an intake air flow rate are provided in an intake passage 111 of the engine EG. A throttle valve 114 and a collector 115 for controlling the intake air flow rate are provided.

  The throttle valve 114 is provided with an actuator 116 such as a DC motor that adjusts the opening of the throttle valve 114. The throttle valve actuator 116 electronically controls the opening of the throttle valve 114 based on the drive signal from the engine control unit 11 so as to achieve the required torque calculated based on the driver's accelerator pedal operation amount and the like. Further, a throttle sensor 117 for detecting the opening degree of the throttle valve 114 is provided, and the detection signal is output to the engine control unit 1. The throttle sensor 117 can also function as an idle switch.

  The fuel injection valve 118 is provided facing the combustion chamber 123. The fuel injection valve 118 is driven to open by a drive pulse signal set in the engine control unit 11 and directly injects fuel, which is pumped from a fuel pump (not shown) and controlled to a predetermined pressure by a pressure regulator, into the cylinder. In this example, the stratified combustion mode in which the first fuel injection is performed in the intake stroke and the second fuel injection is performed in the subsequent compression stroke, and the homogeneous combustion mode in which fuel injection is performed in the intake stroke are switched. For example, the stratified combustion mode is executed in the low rotation operation region, and the homogeneous combustion mode is executed in the other operation regions.

  A space surrounded by the cylinder 119, the crown surface of the piston 120 that reciprocates within the cylinder, and the cylinder head provided with the intake valve 121 and the exhaust valve 122 constitutes a combustion chamber 123. The spark plug 124 is mounted facing the combustion chamber 123 of each cylinder, and ignites the intake air-fuel mixture based on an ignition signal from the engine control unit 11.

  In particular, in this example, in order to warm up the exhaust purification catalyst 127 at the time of cold start, the ignition timing is retarded in the combustion mode in which the stratified combustion is performed, and the combustion is continued for a long time in the expansion stroke, so that the exhaust gas temperature (Hereinafter, also simply referred to as catalyst warm-up control) is executed. This improves the emission performance. However, if the accelerator is depressed during the warm-up control of the catalyst and there is an acceleration request, it is necessary to shift from the warm-up control to, for example, homogeneous combustion with good responsiveness according to the acceleration request amount. . Details of the control in this case will be described later. Note that the warming-up of the exhaust purification catalyst 127 may retard the ignition timing in the homogeneous combustion mode in addition to the retard ignition in the stratified combustion mode of this example.

  On the other hand, the exhaust passage 125 is provided with an air-fuel ratio sensor 126 for detecting an exhaust gas by detecting a specific component in the exhaust gas, for example, oxygen concentration, and thus an air-fuel ratio of the intake air-fuel mixture. Is output. The air-fuel ratio sensor 126 may be an oxygen sensor that performs rich / lean output, or a wide-area air-fuel ratio sensor that linearly detects the air-fuel ratio over a wide area.

  The exhaust passage 125 is provided with an exhaust purification catalyst 127 for purifying the exhaust. The exhaust purification catalyst 127 oxidizes carbon monoxide CO and hydrocarbon HC in the exhaust in the vicinity of stoichiometric (theoretical air-fuel ratio, λ = 1, air weight / fuel weight = 14.7), and nitrogen oxide NOx. It is possible to use a three-way catalyst that can purify the exhaust gas by reducing the above, or an oxidation catalyst that oxidizes carbon monoxide CO and hydrocarbon HC in the exhaust gas.

On the downstream side of the exhaust purification catalyst 127 in the exhaust passage 125, there is provided an oxygen sensor 128 that detects a specific component in the exhaust, for example, oxygen concentration, and outputs a rich / lean output, and the detection signal is output to the engine control unit 11. The Here, by correcting the air-fuel ratio feedback control based on the detection value of the air-fuel ratio sensor 126 based on the detection value of the oxygen sensor 128, so as to suppress a control error associated with the deterioration of the air-fuel ratio sensor 126 (so-called) Although the downstream oxygen sensor 128 is provided (for the adoption of a double air-fuel ratio sensor system), if it is only necessary to perform air-fuel ratio feedback control based on the detection value of the air-fuel ratio sensor 126, the oxygen sensor 128 is Can be omitted.
In FIG. 1, reference numeral 129 denotes a muffler.

  The crankshaft 130 of the engine EG is provided with a crank angle sensor 131, and the engine control unit 11 counts a crank unit angle signal output from the crank angle sensor 131 in synchronization with the engine rotation for a predetermined time, or By measuring the cycle of the crank reference angle signal, the engine speed Ne can be detected.

  The cooling jacket 132 of the engine EG is provided with a water temperature sensor 133 facing the cooling jacket, detects the cooling water temperature Tw in the cooling jacket 131, and outputs this to the engine control unit 11.

  An accelerator pedal (not shown) is provided with an accelerator opening sensor 140 that detects the accelerator opening, and a detection signal detected by the accelerator opening sensor 140 is output to the engine control unit 11.

Next, the contents of control will be described.
In this example, the procedure for controlling the throttle valve 114 with high responsiveness to the acceleration request when the accelerator is depressed during the warm-up control of the exhaust purification catalyst 127 will be described with reference to FIG.

  In step S1 of FIG. 2, it is determined whether or not a condition for executing catalyst warm-up control is satisfied. For example, since the temperature of the exhaust purification catalyst 127 is lower than the activation temperature at the time of cold start, it is determined from the water temperature sensor 133 and the crank angle sensor 131 whether or not the cold start is being performed. Proceeding to step S2 assuming that warm-up control is required. If it is not during cold start, the process returns to step S1.

  In step S2, the first fuel injection is performed in the intake stroke, the second fuel injection is performed in the subsequent compression stroke, and the ignition timing is retarded near the top dead center. Thereby, combustion can be continued even in the expansion stroke, and the exhaust gas temperature becomes high, so that the exhaust purification catalyst 127 can be raised to the activation temperature in a short time.

  When the temperature of the exhaust purification catalyst 127 reaches the activation temperature, the warm-up control of the catalyst is terminated and the normal idle state is entered. FIG. 3A is a time chart showing a retard flag, an accelerator opening, a target throttle opening, an actual throttle opening, an intake air amount, and an ignition timing for the spark plug 124 when the catalyst warm-up control is shifted to the idle state. . The state shown in the figure shows the transition from the warm-up control of the catalyst to the idle state, and the accelerator opening is always zero during this time.

  When the retard flag is turned from ON to OFF at time t, the target throttle opening decreases from the target throttle opening during catalyst warm-up control to the target throttle opening during idling. In addition, the intake air amount also decreases as the actual throttle opening decreases from the opening at the time of catalyst warm-up control to the opening at the time of idling. Since a certain amount of delay occurs in the operation of the throttle valve 114, the intake air amount gradually decreases as shown in FIG. Therefore, the ignition timing is gradually advanced according to the decrease in the intake air amount.

  In step S3 in FIG. 2, it is determined whether or not the accelerator is depressed during the catalyst warm-up control. If the accelerator is not depressed, the process returns to step 1 to repeat the above processing. Although omitted in FIG. 2, the catalyst warm-up control is terminated when the exhaust purification catalyst 127 reaches the activation temperature during the catalyst warm-up control.

  If the accelerator is depressed in step S3, the process proceeds to step S4, and the accelerator opening is input from the accelerator opening sensor 140. In step S5, in order to determine whether or not the accelerator opening detected in step S4 is an amount that should end the catalyst warm-up control and shift to homogeneous combustion, the detected accelerator opening is determined. Is determined to be greater than or equal to a preset threshold value.

  If the detected accelerator opening is less than the threshold value as a result of the determination in step S5, it is determined that the acceleration request is not high enough to shift to homogeneous combustion, and the routine proceeds to step S7, where stratified combustion, that is, catalyst warm-up control is performed. Continue. On the other hand, as a result of the determination in step S5, if the detected accelerator opening is equal to or greater than the threshold value, the process proceeds to step S6, and the process shifts to a process for ending stratified combustion.

  In the subsequent step S8, an accelerator depression speed, that is, a value ΔAPO obtained by subtracting the previously detected accelerator opening from the current accelerator opening is calculated from the detection signal of the accelerator opening sensor 140. However, since the accelerator opening sensor 140 detects the accelerator opening at predetermined time intervals, strictly speaking, a value obtained by converting this into an amount per unit time is set as the accelerator depression speed.

  In the subsequent step S9, a limit amount for shifting the throttle opening of the throttle valve 114 from the opening of the catalyst warm-up control to the opening corresponding to the acceleration request is calculated. Here, the limit amount of the throttle opening when there is an acceleration request during the warm-up control of the catalyst will be described with reference to FIG. 3B.

  FIG. 3B shows the control contents according to the comparative example when the accelerator is depressed during the warm-up control of the catalyst. The retard flag, accelerator opening, target throttle opening, actual throttle opening for the spark plug 124 are shown. 5 is a time chart showing the degree, the intake air amount, and the ignition timing, respectively. In the state shown in the figure, the accelerator is depressed at time t, and when the retard flag is switched from ON to OFF, the throttle opening corresponding to the accelerator opening is made after the target throttle opening once changes to the idle opening. Increase to. Further, since the actual throttle opening increases once after reaching the idle opening, the intake amount also increases after decreasing once, and gradually approaches the intake amount corresponding to the accelerator opening.

  As described above, the control shown in the figure has a problem that the acceleration response is poor because it takes time until the intake air amount becomes an amount corresponding to the accelerator opening after the accelerator is depressed. In particular, according to the prior art mentioned in the background art section, when the retard flag is turned from ON to OFF, the target throttle opening is gradually reduced, so that the acceleration response is further deteriorated.

On the other hand, in this example, this acceleration response is improved by executing the following processing.
That is, in step S9, the weighting coefficient WK at the time of shifting to the target throttle is obtained from the accelerator depression speed ΔAPO calculated in step S8 using the control map shown in FIG. In the control map of this example, the weighting coefficient WK is increased in a linear function as the accelerator depression speed ΔAPO increases. However, the relationship between the accelerator depressing speed ΔAPO and the weighting coefficient WK is not limited to the linear function shown in the figure, and it is sufficient that the weighting coefficient WK is increased as the accelerator depressing speed ΔAPO increases.

In step S10, the current throttle opening TVnow is detected by the throttle sensor 117. In step S11, a target throttle opening TVtg at the time of homogeneous combustion is calculated from the accelerator opening. In step S12, the final target throttle opening TVof is calculated from the weighting coefficient WK obtained in steps 9 to 11, the current throttle opening TVnow, and the target throttle opening TVtg by the following weighted average formula.
[Equation 1]
TVof = TVnow ・ WK + TVtg (1-WK)

  The above processing is executed at predetermined time intervals, the throttle valve 114 is driven while calculating the final target throttle opening TVof, and the process shifts to homogeneous combustion. Accordingly, combustion with a predetermined torque can be performed in response to the acceleration request according to the depression of the accelerator.

  FIG. 3C shows a retard flag, an accelerator opening, a target throttle opening, an actual throttle opening, an intake air amount and a retard flag for the spark plug 124 when this control is executed when the accelerator is depressed during the catalyst warm-up control. It is a time chart which shows each ignition timing. As shown in the figure, the accelerator is depressed at time t, and accordingly, the retard flag is turned from ON to OFF, but the final target throttle opening is set in the processing of steps S9 to S12, particularly the setting of the weighting coefficient in step S9. Since the amount of decrease once is limited by this, the time until the throttle opening corresponding to the accelerator opening is reached is shortened.

  As a result, the actual throttle opening also increases in a state in which the amount that is once reduced is limited, so that the time until the intake amount reaches the intake amount corresponding to the accelerator opening is shortened. As described above, in the control shown in this example, since the time from when the accelerator is depressed until the intake amount becomes an amount corresponding to the accelerator opening is shortened, the acceleration response is improved.

<< Second Embodiment >>
In the embodiment described above, the weighted average weighting coefficient is set according to the accelerator depression amount (in the above example, the accelerator depression speed ΔAPO) at the time of transition from the throttle opening during catalyst warm-up control to the throttle opening during homogeneous combustion. Although set (steps S9 to S12 in FIG. 2), the restriction of the throttle opening according to the accelerator depression amount at the time of transition can be realized in addition to the weighting factor.

4A and 4B are flowcharts showing another control procedure for the control procedure of FIG. 2, and in this example, a delay time is set at the transition time from the accelerator opening to the final target accelerator opening at the time of catalyst warm-up control. Set.
Note that the processing in steps S21 to S28 in FIG. 4A is the same as steps S1 to S8 in FIG. 2 described above, and the description thereof is incorporated herein.

  In step S29, the amount of restriction for shifting the throttle opening of the throttle valve 114 from the opening of the catalyst warm-up control to the opening corresponding to the acceleration request is calculated. That is, in step S29, a delay time DLY at the time of shifting to the target throttle is obtained from the accelerator depression speed ΔAPO calculated in step S28 using the control map shown in FIG. In the control map of this example, the delay time DLY is increased linearly as the accelerator depression speed ΔAPO increases. However, the relationship between the accelerator depressing speed ΔAPO and the delay time DLY is not limited to the linear function shown in the figure, and any relationship that increases the delay time DLY as the accelerator depressing speed ΔAPO increases.

  In step S30, the current throttle opening TVnow is detected by the throttle sensor 117. In step S31, a target throttle opening TVtg at the time of homogeneous combustion is calculated from the accelerator opening. In step S32, the measurement of the time TIM after the end of stratified combustion is started.

  In step S33 in FIG. 4B, the delay time DLY obtained in step S29 is compared with the elapsed time TIM set in step S32. The process proceeds to step S36 until the elapsed time TIM reaches the delay time DLY. Then, the target throttle opening at the time of stratified combustion is maintained, the final target throttle opening TVof is set to the current throttle opening TVnow detected at step S30 in step S37, and the opening of the throttle valve 114 is maintained. .

  In contrast, when the elapsed time TIM reaches the delay time DLY in step S33, the process proceeds to step S34, where the target throttle opening at the time of homogeneous combustion is shifted, and in step S35, the final target throttle opening TVof is calculated in step S31. The set target throttle opening TVtg is set, and the opening of the throttle valve 114 is changed.

  The above processing is executed at predetermined time intervals, the final target throttle opening TVof is calculated, and the opening of the throttle valve 114 is maintained until the delay time DLY elapses. When the delay time DLY elapses, the throttle valve 114 is driven. Accordingly, combustion with a predetermined torque can be performed in response to the acceleration request according to the depression of the accelerator.

  FIG. 5A shows a retard flag, an accelerator opening, a target throttle opening, an actual throttle opening, an intake air amount and a retard flag for the spark plug 124 when this control is executed when the accelerator is depressed during the catalyst warm-up control. It is a time chart which shows each ignition timing. FIG. 5B is an enlarged view of the final target throttle opening. As shown in the figure, the accelerator is depressed at time t, and accordingly, the retard flag is turned from ON to OFF, but the final target throttle opening is determined by the processing of steps S29 to S37, particularly the delay time DLY of step S29. Since the amount that is once reduced is limited by the setting, the time to reach the throttle opening corresponding to the accelerator opening is shortened.

  As a result, the actual throttle opening also increases in a state in which the amount that is once reduced is limited, so that the time until the intake amount reaches the intake amount corresponding to the accelerator opening is shortened. As described above, in the control shown in this example, since the time from when the accelerator is depressed until the intake amount becomes an amount corresponding to the accelerator opening is shortened, the acceleration response is improved.

<< Third Embodiment >>
FIG. 6 is a block diagram showing an internal combustion engine EG to which another embodiment of the present invention is applied, and shows an example of a direct injection engine with a supercharger. In addition, since structures other than the supercharger 30 are the same as 1st Embodiment mentioned above, the same code | symbol is attached | subjected to the member which is common in FIG. 1, and the description is used here.

  The turbocharger 30 shown in the figure includes a turbine 302 provided in an exhaust passage 125 and a compressor 304 directly connected to the turbine 302 via a rotor shaft 303, and rotates the turbine 302 by exhaust gas, thereby The intake air is compressed by the rotating compressor 304 and sent to the collector 115.

  On the turbine 302 side of the supercharger 30, a bypass passage 305 in which part or all of the exhaust gas from the combustion chamber 123 bypasses the turbine 302 and reaches the exhaust purification catalyst 127 is provided, and passes through the bypass passage 305. A waste gate valve 301 for controlling the amount of exhaust gas to be generated is provided in the bypass passage 305. The waste gate valve 301 is provided with an opening sensor that detects the opening of the waste gate valve 301, and a detection signal of the opening sensor is output to the control unit 11. Then, the waste gate valve 301 performs opening / closing control so that part or all of the exhaust gas is released to the bypass passage 305 side so as to reach the target boost pressure according to the operating state of the engine EG.

  An intercooler 306 is provided between the downstream of the compressor 304 in the intake passage 111 and the throttle valve 114 to cool the intake air that has been compressed by the compressor 304 of the supercharger 30 and has reached a high temperature. The intercooler 306 can be either air-cooled or water-cooled.

  A recirculation passage 40 that bypasses the intercooler 306 is provided between the upstream side of the compressor 304 and the downstream side of the intercooler 306 in the intake passage 111, and a recirculation valve 41 is provided in the recirculation passage 40. The recirculation valve 41 opens and closes the recirculation passage 40 based on a drive signal from the control unit 11. For example, when the accelerator opening becomes zero and the throttle valve 114 is closed, the intake air compressed by the compressor 304 is recirculated. To the upstream of the intake passage 111.

Next, the contents of control will be described.
In this example, the procedure for controlling the throttle valve 114 with high responsiveness to the acceleration request when the accelerator is depressed during the warm-up control of the exhaust purification catalyst 127 will be described with reference to FIG. Note that the processing in steps S41 to S47 in FIG. 7 is the same as steps S1 to S7 in FIG. However, in step 42, the waste gate valve 301 of the supercharger 30 is opened and is not supercharged.

  In step S45, the detected accelerator opening is set in advance in order to determine whether or not the accelerator opening detected in step S44 is the amount that should end the catalyst warm-up control and shift to homogeneous combustion. It is determined whether or not it is equal to or greater than the threshold value. As a result of the determination in step S45, if the detected accelerator opening is less than the threshold value, it is determined that the acceleration request is not high enough to shift to homogeneous combustion, and the process proceeds to step S47, where stratified combustion, that is, warming of the catalyst is performed. Continue machine control. In this case, the waste gate valve 301 of the supercharger 30 is kept open in step S49.

  On the other hand, as a result of the determination in step S45, if the detected accelerator opening is equal to or larger than the threshold value, the process proceeds to step S46, and the process shifts to a process for terminating the stratified combustion. In step S48, the wastegate valve 301 of the supercharger 30 is closed and the supercharger 30 is driven. The processing from step S50 to S53 is the same as that from step S8 to S11 shown in FIG. 2, and the weighting coefficient WK at the time of transition from the accelerator depression speed ΔAPO to the target throttle opening is obtained, and the current throttle opening TVnow And the target throttle opening TVtg during homogeneous combustion is obtained.

  In step 54, the open / close state of the waste gate valve 301 executed in steps 48 and S49 is determined. If the waste gate valve 301 is closed (the supercharger 30 is driven), the process proceeds to step S55, and steps 50 to 50 are performed. From the weighting coefficient WK obtained in 53, the current throttle opening TVnow, and the target throttle opening TVtg, the final target throttle opening TVof is calculated by the same weighted average formula as in the first embodiment described above. The above processing is executed at predetermined time intervals, the throttle valve 114 is driven while calculating the final target throttle opening TVof, and the process shifts to homogeneous combustion.

  On the other hand, if the waste gate valve 301 is open (the turbocharger 30 is not driven), the process proceeds to step S56, and the current throttle opening detected in step 52 is set as the final target throttle opening TVof. , Maintain the opening.

  As described above, in this example, when the catalyst warm-up control is shifted to the homogeneous combustion, the turbocharger 30 is driven before the throttle opening is set to an amount corresponding to the accelerator depression amount. Exhaust gas is introduced, the compressor 304 is driven, and the combustion chamber 123 is supercharged with air. As a result, it is possible to further improve the responsiveness to the acceleration request according to the accelerator depression amount.

  In addition, instead of the bypass passage 305 and the waste gate valve 301 of the supercharger 30 shown in FIG. 6, a variable nozzle that controls the cross-sectional area of the exhaust passage 125 is provided in the exhaust passage 125 upstream of the turbine 302. Similar control can be executed for the capacity-type supercharger. In this case, instead of step S48 of FIG. 7, the variable nozzle is opened to drive the turbine 302, and the variable nozzle is closed instead of step S49. Further, it is determined whether or not the variable nozzle is open instead of step S54 in FIG. 7. If the variable nozzle is open, the process proceeds to step S55, and if the variable nozzle is closed, the process proceeds to step S56.

  The accelerator opening sensor 140 corresponds to detection means according to the present invention, the engine control unit 11 corresponds to control means according to the present invention, and the waste gate valve 301 corresponds to a bypass valve according to the present invention.

EG ... Engine (internal combustion engine)
DESCRIPTION OF SYMBOLS 11 ... Engine controller 111 ... Intake passage 112 ... Air filter 113 ... Air flow meter 114 ... Throttle valve 115 ... Collector 116 ... Throttle valve actuator 117 ... Throttle sensor 118 ... Fuel injection valve 119 ... Cylinder 120 ... Piston 121 ... Intake valve 122 ... Exhaust Valve 123 ... Combustion chamber 124 ... Spark plug 125 ... Exhaust passage 126 ... Air-fuel ratio sensor 127 ... Exhaust purification catalyst 128 ... Oxygen sensor 129 ... Muffler 130 ... Crankshaft 131 ... Crank angle sensor 132 ... Cooling jacket 133 ... Water temperature sensor 140 ... Accelerator Opening sensor 30 ... Supercharger 301 ... Waste gate valve 302 ... Turbine 303 ... Rotor shaft 304 ... Compressor 305 ... Detour passage 306 ... Intercooler 40 ... Recirculation passage 41 ... Flow valve

Claims (8)

In a control device for an internal combustion engine that retards ignition timing for warm-up control of an exhaust purification catalyst,
Detection means for detecting the amount of depression of the accelerator;
When the accelerator is depressed during the warm-up control, a target throttle opening limit amount when shifting from a throttle opening during the warm-up control to a throttle opening according to the accelerator depression amount, A control means for setting to an amount corresponding to the amount of depression of the accelerator. The control apparatus for an internal combustion engine according to claim 1,
A control apparatus for an internal combustion engine, which increases the limit amount as the amount of depression of the accelerator increases. The control device for an internal combustion engine according to claim 1 or 2,
The control means sets the target throttle opening limit amount to an amount corresponding to the accelerator depression amount when the accelerator depression amount is equal to or greater than a predetermined value, and the accelerator depression amount is less than the predetermined value. In this case, the control device for the internal combustion engine maintains the throttle opening during the warm-up control. The control apparatus for an internal combustion engine according to any one of claims 1 to 3,
The control means is a control device for an internal combustion engine that sets a weighted average weighting coefficient between a current accelerator opening and a target accelerator opening in accordance with a depression amount of the accelerator. The control apparatus for an internal combustion engine according to any one of claims 1 to 3,
The control means is a control device for an internal combustion engine that sets a delay time at a transition timing from the current accelerator opening to the target accelerator opening. In the control device for an internal combustion engine according to any one of claims 1 to 5,
The internal combustion engine includes a supercharger that supercharges a combustion chamber of the internal combustion engine,
When the accelerator is depressed during the warm-up control, the control means controls the internal combustion engine that operates the supercharger before setting the limit amount to an amount corresponding to the accelerator depression amount. apparatus. The control apparatus for an internal combustion engine according to claim 6,
The supercharger includes a bypass valve that is provided in a bypass passage that bypasses the turbocharger turbine and controls the amount of exhaust gas,
When the accelerator is depressed during the warm-up control, the control means closes the bypass valve before setting the limit amount to an amount corresponding to the accelerator depression amount. The control apparatus for an internal combustion engine according to claim 6,
The supercharger includes a variable nozzle that controls an opening area of an exhaust passage on the upstream side of the turbine,
When the accelerator is depressed during the warm-up control, the control means controls the internal combustion engine that opens the variable nozzle before setting the limit amount to an amount corresponding to the accelerator depression amount.

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