JP2012112263A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the discharge amount of HC by preventing injected fuel from being attached on a discharge-side wall surface of a cylinder.SOLUTION: A fuel injection valve 24 and a TVC 32 are provided on the upper wall surface 18A of an air intake port 18. The TCV 32 is placed between the fuel injection valve 24 and an air intake valve 28. An ECU 50 switches a control process based on a fuel injection amount when cold stating is carried out. That is, when a fuel injection amount is at a predetermined determination value or smaller, intake synchronous fuel injection is carried out after driving the TCV 32 to be closed. On the other hand, when a fuel injection amount is at larger than the determination value, the TCV 32 is driven to be closed after intake asynchronous fuel injection is carried out. By this, the amount of fuel attached on the discharge-side wall surface 14B in the cylinder can be reduced corresponding to each situation at the time of cold stating, thus resulting in the suppressed discharge amount of HC.

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine provided with a tumble control valve (TCV).

  As a conventional technique, for example, as disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 11-201002), a control device for an internal combustion engine including a shutter valve is known. In the prior art, the injection direction of the fuel injection valve is set so that fuel is injected toward the wall surface (intake side wall surface) closer to the intake port on the in-cylinder wall surface. The shutter valve is configured to bias the air flow in the intake port and introduce the intake air sucked into the cylinder to a position close to the intake side wall surface. Thereby, in the prior art, the injected fuel is prevented from adhering to the wall surface (exhaust side wall surface) on the side close to the exhaust port of the cylinder inner wall surface.

Japanese Patent Laid-Open No. 11-201002 JP 2009-13846 A JP 2010-65622 A Japanese Patent Laid-Open No. 10-331647 JP 2007-270671 A

  In the prior art described above, the fuel injection direction is set and the function of the shutter valve prevents the injected fuel from adhering to the exhaust side wall surface. However, when the shutter valve is closed, a tumble flow that flows from the intake port side toward the exhaust port side in the cylinder tends to occur. For this reason, in the prior art, there is a problem that a part of the injected fuel adhering to the intake valve is caused to flow toward the exhaust port side by the tumble flow, and this fuel becomes the exhaust side wall surface. And the fuel adhering to the exhaust side wall surface tends to increase the amount of HC emission as unburned fuel.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to suppress the injection fuel from adhering to the exhaust side wall surface in the cylinder and to suppress the HC emission amount. It is an object of the present invention to provide a control device for an internal combustion engine capable of achieving the above.

A first aspect of the present invention is a passage that opens into a cylinder of an internal combustion engine, and has an intake passage that has one side wall surface located on a side away from the inside of the cylinder and another side wall surface located on a side close to the cylinder. When,
A fuel injection valve that is provided on one side wall surface of the intake passage and injects fuel toward the opening of the intake passage that opens into a cylinder;
An intake valve that opens and closes the opening of the intake passage;
A valve disposed between the fuel injection valve and the intake valve, the base end side of which is rotatably supported by one side wall surface of the intake passage, and the distal end side of which is a flow path between the other side wall surface; An air flow regulating valve to be formed;
When the fuel injection amount is equal to or less than a predetermined determination value at the time of cold start, the air flow adjusting valve is driven to the closed side to reduce the area of the flow path, and then fuel intake synchronization is performed by the fuel injection valve. First cold start time control means for performing injection;
When the fuel injection amount is larger than the determination value at the cold start, the fuel injection valve performs fuel intake asynchronous injection, and then drives the air flow adjustment valve to the valve closing side to Second cold start control means for reducing
It is characterized by providing.

  According to a second aspect of the invention, the determination value is a maximum value of a fuel injection amount that can complete fuel injection during a valve opening period of the intake valve.

  In a third aspect of the invention, alcohol fuel is used as the fuel injected from the fuel injection valve.

  According to the first aspect of the invention, when the fuel injection amount is equal to or less than the predetermined determination value at the time of cold start, the air flow regulating valve is driven to the valve closing side by the first cold start time control means. From this, intake synchronous injection of fuel can be executed. As a result, the air flow regulating valve arranged on the one side wall surface of the intake passage is driven to the valve closing side, so that a reverse tumble flow can be formed in the cylinder, and most of the unvaporized fuel is converted to the reverse tumble flow. It can be placed and attached to the intake side wall surface or piston in the cylinder. Therefore, the amount of fuel adhering to the exhaust side wall surface in the cylinder can be reduced, and the HC emission amount can be suppressed.

  On the other hand, when the fuel injection amount is larger than the determination value, the air flow regulating valve can be driven to the valve closing side after the fuel intake synchronous injection of the fuel is executed by the second cold start time control means. . Thus, a relatively large negative pressure can be generated in the cylinder during the intake stroke. Therefore, vaporization of the fuel adhering to the exhaust side wall surface or the like in the cylinder can be promoted by the negative pressure, the amount of fuel adhering can be quickly reduced, and the HC emission amount can be suppressed. Thus, according to the first invention, at the time of cold start, the two controls can be properly used based on the fuel injection amount, and the exhaust emission can be improved according to individual situations.

  According to the second aspect of the invention, when the fuel injection is completed during the intake valve opening period because the fuel injection amount is relatively small, the intake-synchronized injection is executed by the first cold start time control means. In addition, the amount of fuel adhering to the intake valve can be reduced. Further, since the fuel injection amount is large, when the fuel injection is not completed during the opening period of the intake valve, it is possible to execute the intake asynchronous injection to ensure the fuel injection period.

  According to the third aspect of the invention, even when using alcohol fuel that is difficult to vaporize at low temperatures, the amount of fuel adhering to the exhaust side wall surface in the cylinder is reduced by the first and second cold start control means. Can be suppressed.

It is a whole block diagram for demonstrating the system configuration | structure of Embodiment 1 of this invention. It is a block diagram which shows the state which TCV opened fully. It is sectional drawing which looked at the state which TCV fully closed from the arrow X direction in FIG. It is a timing chart which shows the fuel-injection timing in the 1st cold start time control, and the operating state of TCV. It is a data map for controlling the opening degree of TCV according to the lift amount of an intake valve. It is a timing chart which shows the fuel-injection timing in the 2nd cold start time control, and the operating state of TCV. In Embodiment 1 of this invention, it is a flowchart which shows the control performed by ECU. In Embodiment 2 of this invention, it is a perspective view which shows the valve shape of TCV. It is a perspective view which shows the other valve shape of TCV. In Embodiment 3 of this invention, it is sectional drawing which looked at the drive system of TCV from the same position as FIG.

Embodiment 1 FIG.
[Configuration of Embodiment 1]
Hereinafter, Embodiment 1 of the present invention will be described with reference to FIGS. 1 and 7. FIG. 1 is an overall configuration diagram for explaining a system configuration according to the first embodiment of the present invention. The system of the present embodiment includes an engine 10 as an internal combustion engine, and the engine 10 is configured to use alcohol fuel. Although FIG. 1 is a view in which one cylinder of the engine is broken along the central axis, the present invention is applied to an internal combustion engine having an arbitrary number of cylinders including a single cylinder. Each cylinder of the engine 10 has a combustion chamber 14 formed by a piston 12, and the piston 12 is connected to a crankshaft of the engine 10. In the following description, among the wall surfaces in the combustion chamber 14 (inside the cylinder), the wall surface near the intake port 18 described later (for example, the wall surface located on the right side in FIG. 1) is referred to as an intake side wall surface 14A. The wall surface on the side (left side) close to the exhaust port 22 is referred to as an exhaust side wall surface 14B.

  The engine 10 includes an intake passage 16 for sucking intake air into each cylinder, and an electronically controlled throttle valve for adjusting the intake air amount is provided on the upstream side of the intake passage 16. The downstream side of the intake passage 16 is connected to the cylinder of each cylinder via a plurality of intake ports 18 constituting a part thereof. The intake port 18 is formed as a passage extending in the radial direction on the top side of the cylinder (the upper side of the cylinder in FIG. 1), and its downstream end is bent downward and opens to the top in the cylinder. . As a result, the intake port 18 has an upper wall surface 18A located on the side away from the cylinder (upper side) of the wall surface, a lower wall surface 18B located on the side closer to the cylinder (lower side), and the cylinder in the cylinder. It has a circular opening 18C that opens.

  Further, the upper wall surface 18A of the intake port 18 is provided with a recess 18D for storing a TCV 32 described later. In the above description, “upper side” and “lower side” simply mean the upper side and the lower side in FIG. 1, and the relative positional relationship between the two wall surfaces 18A and 18B in the present invention. It is not intended to limit. That is, the present invention can also be applied to, for example, a horizontally opposed engine in which the positional relationship between the wall surfaces 18A and 18B is horizontal (not upper and lower).

  The engine 10 includes an exhaust passage 20 through which exhaust gas is discharged from each cylinder. The upstream side of the exhaust passage 20 is connected to the inside of the cylinder via an exhaust port 22. For example, in FIG. 1, the exhaust port 22 is disposed on the opposite side of the intake port 18 around the cylinder axis (that is, a position facing the intake port 18), and opens at the top in the cylinder at this position. Each cylinder has a fuel injection valve 24 for injecting fuel into the intake port 18, an ignition plug 26 for igniting an air-fuel mixture in the cylinder, an intake valve 28 for opening and closing the opening 18C of the intake port 18, An exhaust valve 30 for opening and closing the opening of the exhaust port 22 is provided. The fuel injection valve 24 is provided on the upper wall surface 18A of the intake port 18 and injects fuel toward the opening 18C of the intake port 18 (preferably, the portion of the opening 18C near the lower wall surface 18B). It is configured. Further, the valves 28 and 30 are constituted by known poppet valves or the like.

  On the other hand, the system of the present embodiment includes a tumble control valve (TCV) 32 that constitutes an airflow regulating valve. The TCV 32 changes the flow passage area of the intake port 18 and is provided in each intake port 18 of each cylinder. The configuration of the TCV 32 will be described below with reference to FIGS. 2 and 3 in addition to FIG. 2 is a configuration diagram illustrating a state in which the TCV is fully opened, and FIG. 3 is a cross-sectional view of the state in which the TCV is fully closed as viewed from the direction indicated by an arrow X in FIG. As shown in these drawings, the TCV 32 is constituted by, for example, a plate-like valve body that can substantially fully close the intake port 18, and is disposed between the fuel injection valve 24 and the intake valve 28. As shown in FIG. 3, the base end side 32 </ b> A of the TCV 32 is rotatably supported on the upper wall surface 18 </ b> A of the intake port 18 via a rotation shaft 34.

  The TCV 32 is driven by the actuator 36 via the rotating shaft 34, and rotates between the fully open position shown in FIG. 2 (the position stored in the recess 18D of the intake port 18) and the fully closed position shown in FIG. To do. The flow passage area of the intake port 18 is configured to change according to the rotation angle (opening) of the TCV 32, and increases when the TCV 32 is driven to the valve opening side, and when the TCV 32 is driven to the valve closing side. Will decrease. In the state where the TCV 32 is driven to the valve closing side, as shown in FIG. 1, a narrower flow path 38 is formed between the front end side 32B and the lower side wall surface 18B of the intake port 18 than in the fully opened state. The function of the TCV 32 will be described later.

The TCV 32 is provided in each intake port 18, but any of the following (1) and (2) may be used as a system for driving these TCVs.
(1) Each TCV 32 is driven independently by a plurality of actuators 36.
(2) A plurality of TCVs 32 are collectively driven by one actuator 36.
In the present embodiment, FIG. 3 illustrates the configuration of the system (1). A configuration example of the system (2) will be described in a third embodiment described later.

  Further, as shown in FIG. 1, the system according to the present embodiment includes a sensor system including a crank angle sensor 40, a water temperature sensor 42, and the like, and an ECU (Electronic Control Unit) 50 that controls the operating state of the engine 10. ing. The crank angle sensor 40 outputs a signal synchronized with the rotation of the crankshaft, and the water temperature sensor 42 detects the temperature of engine cooling water as an example of the engine temperature. In addition to the above sensors, the sensor system includes various sensors necessary for controlling the engine 10 and a vehicle on which the engine 10 is mounted. Specific examples of such sensors include an air flow sensor that detects the intake air amount, an air-fuel ratio sensor that detects the exhaust air-fuel ratio, an accelerator opening sensor that detects the accelerator operation amount (accelerator opening) of the vehicle, and the like. is there. These sensors are connected to the input side of the ECU 50. On the other hand, various actuators including a throttle valve, a fuel injection valve 24, a spark plug 26, an actuator 36, and the like are connected to the output side of the ECU 50.

  Then, the ECU 50 performs operation control by driving each actuator based on engine operation information detected by the sensor system. Specifically, the engine speed (engine speed) and the crank angle are detected based on the output of the crank angle sensor 40, and the intake air amount is detected by the air flow sensor. The engine load is calculated based on the engine speed and the intake air amount, the fuel injection amount is calculated based on the intake air amount, the engine load, etc., and the fuel injection timing and the ignition timing are determined based on the crank angle. . Then, the fuel injection valve 24 is driven when the fuel injection timing comes, and the spark plug 26 is driven when the ignition timing comes.

  Further, the ECU 50 drives the actuator 36 based on the operating state of the engine, and controls the opening of the TCV 32 to an optimum angle corresponding to the operating state. Specifically, at the time of start-up, the opening of the TCV 32 is set to an angle (for example, an angle at which the intake port 18 is fully closed) at which the flow passage area of the intake port 18 is reduced most. Further, during high load operation, the TCV 32 is held at the fully opened position. In this state, an increase in intake resistance due to the presence of the TCV 32 can be avoided. Further, the ECU 50 executes the first and second cold start control described below when the cold start is performed.

[Features of Embodiment 1]
During a cold start, the amount of fuel injection increases and the injected fuel is difficult to vaporize, so that most of the injected fuel tends to adhere to the wall surface of the intake port 18 and the umbrella portion of the intake valve 28. When the intake valve 28 is opened in this state, the attached fuel flows into the cylinder together with the intake air and adheres to the wall surface in the cylinder and the piston 12. At this time, the fuel adhering to the exhaust side wall surface 14B in the cylinder is relatively difficult to burn, and thus easily becomes unburned fuel, and this unburned fuel causes an increase in the amount of HC emission. In particular, since alcohol fuel has lower volatility at low temperatures than ordinary gasoline, exhaust emission tends to deteriorate due to the above phenomenon when the engine 10 using the alcohol fuel is cold started.

  On the other hand, the amount of fuel adhering to the intake port 18 and the intake valve 28 also varies depending on the fuel injection amount. For this reason, in the present embodiment, when cold start is performed, the exhaust side wall surface in the cylinder is used in each situation by properly using the first and second cold start control based on the fuel injection amount. It is set as the structure which reduces the quantity of the fuel adhering to 14B.

(First cold start control)
The first cold start control is executed when the fuel injection amount at the cold start is equal to or less than a predetermined determination value. This determination value is set according to the maximum value of the fuel injection amount that can complete fuel injection during the opening period of the intake valve 28 (during the intake stroke). It is determined in advance based on the fuel injection pressure and the like, and is stored in the ECU 50. When the fuel injection amount is equal to or less than the determination value, the fuel injection can be completed during the intake stroke. Therefore, by executing the fuel injection synchronized with the intake stroke (intake synchronous injection), the intake valve 28 is moved to. It is possible to reduce the amount of fuel adhered.

  Therefore, in the first cold start control, as shown in FIG. 4, the TCV 32 is driven to the valve closing side (preferably, the fully closed position), and then the intake synchronous injection is executed. FIG. 4 is a timing chart showing the fuel injection timing and the TCV operating state in the first cold start control. When the TCV 32 is driven to the valve closing side, a portion of the intake port 18 near the upper wall surface 18A is blocked by the TCV 32. When the intake valve 28 is opened in this state, the intake air passes through the flow path 38 along the lower wall surface 18B of the intake port 18 as indicated by the arrow A in FIG. Flows from the lower side to a position near the intake side wall surface 14A in the cylinder. As a result, a vertical vortex (hereinafter referred to as reverse tumble flow) of intake air from the intake side wall surface 14A to the exhaust side wall surface 14B via the vicinity of the top surface of the piston 12 is formed in the cylinder. As described above, the TCV 32 is disposed on the upper wall surface 18A of the intake port 18 between the fuel injection valve 24 and the intake valve 28 (that is, in the vicinity of the intake valve 28). Inflow into the cylinder from the upper side can be suppressed, and a reverse tumble flow as shown by an arrow A can be formed.

  Therefore, according to the first cold start control, when performing the intake synchronous injection, first, the TCV 32 is driven to the valve closing side in order to generate the reverse tumble flow, and then the fuel is injected. it can. As a result, in the intake stroke, the injected fuel can be put into the cylinder in a reverse tumble flow, and the unvaporized fuel is attached to the cylinder in the order of the intake side wall surface 14A → the piston 12 → the exhaust side wall surface 14B. Can do. As a result, most of the unvaporized fuel can be attached to the intake side wall surface 14A and the piston 12, and the amount of fuel attached to the exhaust side wall surface 14B can be reduced. In addition, the fuel can be thinly attached to a wide range, thereby promoting the vaporization of the fuel. Therefore, generation of unburned fuel can be suppressed and exhaust emission can be improved.

  In the above control, the TCV 32 is not necessarily fully closed. As an example, the TCV 32 may be opened by a small opening during the period from the start of fuel injection until the injected fuel reaches the TCV 32, and this opening may be set according to the fuel injection amount. Good. Thereby, the reverse tumble flow having an appropriate strength can be generated according to the fuel injection amount, and the injected fuel can be efficiently put on the reverse tumble flow.

  In the first cold start control, as shown in FIG. 4, the TCV 32 is driven to the valve opening side after the start of the intake synchronous injection. In this case, as shown in FIG. 5, the opening degree of the TCV 32 may be gradually increased as the lift amount of the intake valve 28 increases. FIG. 5 is a data map for controlling the opening of the TCV in accordance with the lift amount of the intake valve, and this data map is stored in the ECU 50 in advance. As shown in this figure, when the lift amount of the intake valve 28 is small, the ECU 50 holds the opening of the TCV 32 in a fully closed state or a small opening close thereto. Thereby, the negative pressure in a cylinder is ensured and a reverse tumble flow can be generated efficiently.

(Second cold start control)
The second cold start control is executed when the fuel injection amount at the cold start is larger than the determination value. In this case, since the fuel injection cannot be completed only by the intake stroke, as shown in FIG. 6, after performing fuel injection asynchronous to the intake stroke (intake asynchronous injection), the TCV 32 is closed ( Preferably, it is driven to the fully closed position). FIG. 6 is a timing chart showing the fuel injection timing and the TCV operating state in the second cold start control.

  According to the second cold start control, the TCV 32 is driven to the valve closing side before the intake valve 28 is opened. Therefore, in the intake stroke, the space located on the downstream side of the TCV 32 in the intake port 18. A relatively large negative pressure can be generated in the cylinder. Therefore, vaporization of the fuel adhering to the wall surface on the downstream side of the TCV 32 and the intake valve 28 in the intake port 18 and the fuel adhering to the exhaust side wall surface 14B etc. in the cylinder is promoted by the negative pressure, and the fuel adhering amount is rapidly The generation of unburned fuel can be suppressed. In particular, when performing the intake asynchronous injection, the fuel is injected regardless of the lift amount of the intake valve 28, so that the amount of fuel adhering to the intake port 18 and the intake valve 28 is larger than that of the intake synchronous injection. When the intake valve 28 is opened in this state, the fuel easily adheres to the exhaust side wall surface 14B along the airflow flowing into the cylinder. On the other hand, in the present embodiment, the TCV 32 is disposed in the vicinity of the intake valve 28 and the lower surface side of the intake port of the TCV 32 is opened, so that the volume of the space located downstream of the TCV 32 is reduced. Can do. As a result, when the TCV 32 is driven to the valve closing side, a reverse tumble flow is generated in the cylinder, fuel adhesion to the exhaust side wall surface 14B is suppressed, and a large negative pressure can be efficiently generated in the cylinder. The fuel vaporization can be more effectively promoted.

[Specific Processing for Realizing Embodiment 1]
Next, specific processing for realizing the above-described control will be described with reference to FIG. FIG. 7 is a flowchart showing the control executed by the ECU in the first embodiment of the present invention. The routine shown in this figure is repeatedly executed while the engine is operating. In the routine shown in FIG. 7, first, in step 100, it is determined whether or not it is a cold start time. Specifically, when the engine temperature (for example, engine cooling water temperature) is lower than a predetermined temperature corresponding to the warm-up completion state, the starter switch is turned on, or the engine is used in a hybrid vehicle, an idle stop vehicle, or the like. When a start request is made, it is determined that it is a cold start time. If the determination in step 100 is established, cranking is started in step 102.

  Next, in step 104, it is determined whether or not the fuel injection amount calculated by the ECU 50 is equal to or less than the above-described determination value. If this determination is satisfied, in steps 106 to 110, the first cold start is performed. Execute hour control. Specifically, first, the TCV 32 is driven to the valve closing side (step 106), the intake synchronous injection is executed by the fuel injection valve 24 (step 108), and then the TCV 32 is driven to the valve opening side (step 108). 110). In step 112, the processes in steps 106 to 110 are repeated until the engine speed reaches a predetermined value or more. Note that the predetermined value is the engine speed that is determined to have shifted to the self-sustaining operation after the cranking is completed.

  On the other hand, if the determination in step 104 is not established, the second cold start control is executed in steps 114 to 118. Specifically, first, the TCV 32 is driven to the valve opening side (step 114), then the intake asynchronous injection is executed (step 116), and then the TCV 32 is driven to the valve closing side (step 118). Then, the process proceeds to step 112 described above.

  As described above in detail, according to the present embodiment, the first and second cold start control can be properly used based on the fuel injection amount at the cold start. This makes it possible to improve exhaust emission even when using alcohol fuel that is difficult to vaporize at low temperatures.

  In the first embodiment, steps 106 to 110 in FIG. 7 show a specific example of the first cold start control means in claim 1, and steps 114 to 118 are the second cold start control. A specific example of the means is shown.

  In the first embodiment, in the first and second cold start control, the TCV 32 is driven to the valve closing side, but the opening of the TCV 32 at this time is not necessarily fully closed. Absent. As an example, the opening when the TCV 32 is driven to the valve closing side may be an opening that minimizes the area of the flow path 38 without fully closing the intake port 18.

  In the first embodiment, the TCV 32 is described as an example of the airflow control valve. However, the present invention is not limited to this, and any other valve mechanism can be used as the air flow control valve as long as the same function as that of the TCV 32 can be realized.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIGS. The present embodiment is characterized in that at least one notch is provided on the front end side of the airflow control valve in the configuration and control substantially the same as in the first embodiment. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

[Features of Embodiment 2]
FIG. 8 is a perspective view showing a TCV valve shape in the second embodiment of the present invention. As shown in this figure, the TCV 60 is disposed in the vicinity of the intake valve 28 in a state where the base end side 60A is rotatably supported by the rotating shaft 34, as in the first embodiment. For this reason, one notch 60C is provided in the front end side 60B of the TCV 60, for example, in an intermediate portion in the width direction. This notch portion 60C prevents the TCV 60 from interfering with a structure such as a partition provided in the intake port 18 and the intake valve 28 when the TCV 60 is opened and closed (rotated). It is.

  According to the above configuration, even when the TCV 60 is disposed in the vicinity of the intake valve 28, interference between components can be prevented, and the system can be easily realized. FIG. 9 is a perspective view showing another valve shape of the TCV in the present embodiment. In the modification shown in this figure, other notches 60D and 60D are provided on both sides of the notch 60C. Thus, according to the present embodiment, it is possible to appropriately arrange the notches 60C, 60D and the like according to the shape and structure in the intake port 18.

Embodiment 3 FIG.
Next, Embodiment 3 of the present invention will be described with reference to FIG. The present embodiment is characterized in that a plurality of airflow control valves are driven by one actuator in the configuration and control substantially the same as those of the first embodiment. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

[Features of Embodiment 3]
FIG. 10 is a cross-sectional view of the TCV drive system viewed from the same position as in FIG. 3 in Embodiment 3 of the present invention. As shown in this figure, in the present embodiment, a plurality of TCVs 32 provided in each intake port 18 are rotatably supported by a common rotating shaft 70. And the actuator 72 is comprised so that the some TCV32 may be driven collectively by rotating the rotating shaft 70. FIG. In the present embodiment configured as described above, it is possible to obtain substantially the same operational effects as in the first embodiment, and it is possible to further simplify the configuration of the system.

  In the above-described embodiment, the engine 10 using alcohol fuel has been described as an example. However, the present invention is not limited to this and can be widely applied to various fuels including gasoline, light oil, and the like. .

10 Engine (Internal combustion engine)
12 Piston 14 Combustion chamber 14A Intake side wall surface 14B Exhaust side wall surface 16 Intake passage 18 Intake port (intake passage)
18A Upper wall surface (one side wall surface)
18B Lower side wall surface (other side wall surface)
18C Opening 18D Concave 20 Exhaust passage 22 Exhaust port 24 Fuel injection valve 26 Spark plug 28 Intake valve 30 Exhaust valve 32, 60 Tumble control valve (air flow adjustment valve)
32A, 60A Base end side 32B, 60B Front end side 34, 70 Rotating shaft 36, 72 Actuator 38 Flow path 40 Crank angle sensor 42 Water temperature sensor 50 ECU
60C, 60D Notch

Claims (3)

An intake passage having a side wall surface located on a side away from the cylinder and another side wall surface located on a side close to the cylinder; a passage opening in the cylinder of the internal combustion engine;
A fuel injection valve that is provided on one side wall surface of the intake passage and injects fuel toward the opening of the intake passage that opens into a cylinder;
An intake valve that opens and closes the opening of the intake passage;
A valve disposed between the fuel injection valve and the intake valve, the base end side of which is rotatably supported by one side wall surface of the intake passage, and the distal end side of which is a flow path between the other side wall surface; An air flow regulating valve to be formed;
When the fuel injection amount is equal to or less than a predetermined determination value at the time of cold start, the air flow adjusting valve is driven to the closed side to reduce the area of the flow path, and then fuel intake synchronization is performed by the fuel injection valve. First cold start time control means for performing injection;
When the fuel injection amount is larger than the determination value at the cold start, the fuel injection valve performs fuel intake asynchronous injection, and then drives the air flow adjustment valve to the valve closing side to Second cold start control means for reducing
A control device for an internal combustion engine, comprising:   2. The control device for an internal combustion engine according to claim 1, wherein the determination value is a maximum value of a fuel injection amount capable of completing fuel injection during a valve opening period of the intake valve.   The control apparatus for an internal combustion engine according to claim 1 or 2, wherein alcohol fuel is used as fuel injected from the fuel injection valve.

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