JP2020016218A - Internal combustion engine - Google Patents

Abstract

To provide an internal combustion engine which can reduce an exhaust gas immediately after first ignition in a combustion chamber even at a cold start.SOLUTION: This engine (internal combustion engine) 1 comprises: an exhaust pipe 4 connected to an engine main body 2; a regulation valve 6 arranged at the exhaust pipe 4, and regulating a flow rate of exhaust emission passing the exhaust pipe 4 by opening and closing the exhaust pipe 4; a variable valve mechanism 3 which can adjust the opening/closing timing of a variable valve including an intake valve 26a and an exhaust valve 26b; and an ECU 7 for performing control for supplying fuel to a combustion chamber 23 of the engine main body 2, and reducing an opening of the regulation valve 6 in a period before first ignition, and performing control for adjusting the opening/closing timing of the variable valve by the variable valve mechanism 3 in a state that the opening of the regulation valve 6 is reduced so as to boost at least either of the pressure of the exhaust emission in the exhaust pipe 4, and pressure in the combustion chamber 23.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an internal combustion engine, and more particularly, to an internal combustion engine including a valve provided in an exhaust pipe.

  BACKGROUND ART Conventionally, an internal combustion engine including a valve provided in an exhaust pipe has been known (for example, see Patent Document 1).

  Patent Document 1 discloses an engine including an exhaust throttle valve provided in an exhaust pipe on the downstream side of a catalyst, and a control unit that controls the exhaust throttle valve. The control unit performs control to move the exhaust throttle valve to the closing side when the flow rate of the exhaust gas becomes equal to or more than a certain value after ignition in the combustion chamber. As a result, the engine increases the pressure in the exhaust pipe (in the catalyst) to activate the catalyst, so that the catalyst effectively purifies the harmful components.

JP-A-2006-50547

  Here, although not explicitly described in Patent Document 1, in an internal combustion engine, the temperature in the combustion chamber and the temperature in the exhaust pipe are generally low at the time of the first ignition in the combustion chamber, particularly during cold start. Therefore, it is difficult to effectively atomize the fuel. Therefore, the exhaust gas is relatively easily discharged immediately after the first ignition in the combustion chamber. In the internal combustion engine described in Patent Document 1, when the flow rate of exhaust gas increases after ignition in the combustion chamber, the exhaust gas can be reduced. There is a problem that gas cannot be reduced.

  SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and an object of the present invention is to reduce exhaust gas immediately after the first ignition in a combustion chamber even during a cold start. It is to provide a possible internal combustion engine.

  In order to achieve the above object, an internal combustion engine according to one aspect of the present invention includes an exhaust pipe connected to an internal combustion engine main body, and an exhaust pipe provided in the exhaust pipe, the exhaust pipe passing through the exhaust pipe by opening and closing the exhaust pipe. An adjustable valve that adjusts the flow rate of air, a variable valve mechanism that can adjust the opening and closing timing of a movable valve including an intake valve and an exhaust valve, and a period until fuel is supplied to the combustion chamber of the internal combustion engine body and first ignited In addition, while performing control to reduce the opening of the adjustment valve, the variable valve mechanism with the opening of the adjustment valve reduced such that at least one of the pressure of the exhaust gas in the exhaust pipe and the pressure in the combustion chamber is increased. And a controller for controlling the opening / closing timing of the movable valve according to the above.

  In the internal combustion engine according to one aspect of the present invention, with the configuration described above, the regulating valve is closed during a period until fuel is supplied to the combustion chamber of the internal combustion engine main body and first ignited (first explosion). Since the intake air can be kept in the combustion chamber, the pressure in the combustion chamber (in the cylinder) can be effectively increased. Further, it is possible to adjust the valve timing to an optimum value capable of increasing the pressure in the combustion chamber (in the cylinder) by the variable valve mechanism. As a result, since the temperature in the combustion chamber (in the cylinder) can be effectively increased, the atomization of the fuel can be effectively performed before the first ignition even during the cold start. Therefore, even during a cold start, the exhaust gas immediately after the first ignition in the combustion chamber can be reduced. In addition, since the temperature of the exhaust gas in the exhaust pipe can be increased by increasing the pressure of the exhaust gas in the exhaust pipe, the temperature of the catalyst disposed in the exhaust pipe can be increased to activate the catalyst.

  The internal combustion engine according to the above aspect preferably further includes a catalyst provided in the exhaust pipe, and the regulating valve is disposed downstream of the catalyst.

  With this configuration, during the period from when fuel is supplied to the combustion chamber of the internal combustion engine body to when the fuel is first ignited, the regulating valve is closed, and the intake air is retained not only in the combustion chamber but also in the catalyst. Therefore, the pressure in the combustion chamber (in the cylinder) and in the catalyst can be effectively increased. As a result, the temperature in the combustion chamber (in the cylinder) and in the catalyst can be effectively increased, so that even during a cold start, the fuel can be effectively atomized before the first ignition, and the starting can be performed. It is possible to effectively purify the exhaust gas while the catalyst is activated from the beginning. Therefore, even during a cold start, the exhaust gas immediately after the first ignition in the combustion chamber can be further reduced.

  In the internal combustion engine according to the one aspect, preferably, the control unit controls the variable valve mechanism to increase the opening degree of the regulating valve during a period from when the fuel is supplied to the combustion chamber to when the ignition is performed for the first time. The exhaust valve is closed at a timing earlier than the dead center.

  With this configuration, it is possible to prevent exhaust gas from flowing backward from the exhaust pipe into the combustion chamber when the piston moves to the bottom dead center immediately after reaching the top dead center, and further, to flow backward from the combustion chamber to the intake pipe. Can be prevented.

  In the internal combustion engine according to the one aspect, preferably, the control unit controls the intake air by the variable valve operating mechanism in a state in which the opening degree of the adjustment valve is small during a period from when the fuel is supplied to the combustion chamber to when the ignition is performed for the first time. The valve and the exhaust valve are configured to be opened at a timing not overlapping with each other.

  With this configuration, it is possible to eliminate the overlap in which the intake valve and the exhaust valve are simultaneously opened, so that high-pressure exhaust is blown back to the intake pipe from within the exhaust pipe from the combustion chamber to the regulating valve and from the combustion chamber. Can be suppressed.

  In the internal combustion engine according to the one aspect described above, preferably, the control unit is configured to reduce the opening of the regulating valve during a period in which the internal combustion engine body is started by the motor.

  With this configuration, the pressure in the combustion chamber (in the cylinder) can be effectively increased during the motoring period or the cranking period.

  In the internal combustion engine according to the one aspect, preferably, the control unit controls the opening degree of the adjustment valve to a fully closed state during a period until fuel is supplied to the combustion chamber and the ignition is performed for the first time. In a state in which the exhaust pipe is sealed by fully closing the valve, control is performed to adjust the opening / closing timing of the movable valve by the variable valve mechanism.

  With this configuration, by completely closing the opening of the regulating valve, the flow of exhaust gas to the downstream side of the regulating valve can be surely shut off, so that the combustion chamber (in the cylinder) and the exhaust pipe The pressure can be increased more effectively.

  In the present application, the following configuration is also conceivable in the internal combustion engine according to the above aspect.

(Appendix 1)
That is, in the internal combustion engine according to the one aspect described above, the control unit is configured to reduce the opening of the regulating valve when the internal combustion engine body is cold started.

  With this configuration, at the time of the first ignition, the temperature in the combustion chamber (in the cylinder) can be effectively increased at the time of a cold start in which the temperature in the combustion chamber (in the cylinder) tends to be particularly low.

(Appendix 2)
Further, in the internal combustion engine provided with the catalyst, the catalyst includes a first catalyst and a second catalyst disposed downstream of the first catalyst, and the regulating valve includes a first catalyst disposed upstream of the first catalyst. It includes a first regulating valve, a second regulating valve arranged between the first catalyst and the second catalyst, and a third regulating valve arranged downstream of the second catalyst.

  According to this structure, the first adjustment valve, the second adjustment valve, and the third adjustment valve can be disposed downstream of the cylinder, the first catalyst, and the second catalyst, respectively. The temperatures of the catalyst and the second catalyst can be effectively increased.

FIG. 1 is a diagram schematically illustrating a configuration of a vehicle according to an embodiment of the present invention. FIG. 1 is a diagram showing a configuration of an engine and an exhaust system according to an embodiment of the present invention. FIGS. 3A and 3B are diagrams showing first and second valve timing settings that do not overlap, respectively, and FIG. 3C is a diagram showing third valve timing settings that do overlap. is there. FIG. 4 is a diagram showing a relationship between the number of cycles and the exhaust pressure by simulation of the engine according to the embodiment of the present invention FIG. 4 is a diagram showing a relationship between the number of cycles and the temperature by simulation of the engine according to the embodiment of the present invention. FIG. 4 is a diagram illustrating a relationship between a crank angle and a pressure by a simulation of an engine according to an embodiment of the present invention. FIG. 9 is a diagram showing a configuration of an engine and an exhaust system according to a modification of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Embodiment]
A configuration of an engine 1 (an example of an internal combustion engine) according to an embodiment will be described with reference to FIGS.

  As shown in FIG. 1, the engine 1 of the present embodiment is incorporated in a hybrid vehicle 10.

  The engine 1 includes an engine main body 2 (an example of an internal combustion engine main body), a variable valve mechanism 3, an exhaust pipe 4 connected downstream of the engine main body 2, a catalyst 5 provided in the exhaust pipe 4, and an exhaust pipe. The control valve 6 includes an adjustment valve 6 and an ECU (Engine Control Unit) 7 (an example of a control unit). The engine 1 of the hybrid vehicle 10 is provided with an electric motor 8 (an example of a motor) for performing motoring.

  As shown in FIG. 2, the engine main body 2 includes a cylinder block 21 and a cylinder head 22 mounted on an upper part of the cylinder block 21. The cylinder block 21 has a cylinder 24 in which a combustion chamber 23 is provided inside. Inside the engine body 2, a crankshaft (not shown) is arranged. The engine 1 opens and closes the intake valve 26a and the exhaust valve 26b by rotating the camshafts 25a and 25b by the power of the crankshaft.

  The variable valve mechanism 3 is configured so that the opening and closing timing of the intake valve 26a and the exhaust valve 26b of the combustion chamber 23 can be adjusted. Specifically, the variable valve mechanism 3 shifts the rotation of the camshafts 25a and 25b independently in the retard direction or the advance direction in order to shift the opening / closing timing of the intake valve 26a and the exhaust valve 26b. It is configured.

  In other words, the variable valve mechanism 3 advances or delays both the opening timing (hereinafter, IVO (Intake Valve Open)) and the closing timing (hereinafter, IVC (Intake Valve Close)) of the intake valve 26a. It is configured.

  Further, the variable valve mechanism 3 advances or delays both the opening timing (hereinafter, EVO (Exhaust Valve Open)) and the closing timing (hereinafter, EVC (Exhaust Valve Close)) of the exhaust valve 26b. It is configured. Note that the variable valve mechanism 3 is configured to be driven under the control of the ECU 7.

  The exhaust pipe 4 is configured to discharge the exhaust gas discharged from the combustion chamber 23 via the exhaust valve 26b to the outside (atmosphere). A muffler M (see FIG. 1) is provided downstream of the exhaust pipe 4.

  The catalyst 5 is provided in the exhaust pipe 4. The catalyst 5 includes a first catalyst 51 and a second catalyst 52 disposed downstream of the first catalyst 51. The first catalyst 51 and the second catalyst 52 are configured to purify harmful components contained in the exhaust gas in two stages. Thereby, the catalyst 5 more reliably reduces the emission of harmful substances to the atmosphere. The first catalyst 51 and the second catalyst 52 are both formed of a three-way catalyst capable of simultaneously removing hydrocarbon (HC), carbon monoxide (CO) and nitrogen oxide (NOx).

  The adjustment valve 6 is provided in the exhaust pipe 4. The regulating valve 6 is disposed downstream of the first catalyst 51 and upstream of the second catalyst 52. The adjustment valve 6 is configured to open and close to adjust the flow rate of exhaust gas passing through the exhaust pipe 4. The adjustment valve 6 is adjusted to a closed state (a state in which the degree of opening decreases while maintaining a small amount of exhaust gas) during a period from the time when fuel is supplied to the combustion chamber 23 of the engine main body 2 and the first ignition is performed. It is configured as follows. As a result, the amount of exhaust gas passing through the adjustment valve 6 on the downstream side is restricted, and the pressure on the upstream side of the adjustment valve 6 (in the cylinder 24 and the first catalyst 51) increases. That is, the temperature on the upstream side of the adjustment valve 6 (in the cylinder 24 and the first catalyst 51) increases. Note that the adjustment valve 6 is configured to be driven under the control of the ECU 7.

  The ECU 7 is configured to control each part of the engine 1. Here, in the present embodiment, the ECU 7 controls the opening degree of the regulating valve 6 to be small during a period from the time when fuel is supplied to the combustion chamber 23 of the engine body 2 to the time when the ignition is performed for the first time. The movable valve (at least one of the intake valve 26a and the exhaust valve 26b) is operated by the variable valve mechanism 3 in a state where the opening degree of the adjustment valve 6 is reduced so that the pressure of the exhaust gas in the chamber and the pressure in the combustion chamber 23 are increased. It is configured to perform control for adjusting the opening / closing timing of the camera.

  That is, the ECU 7 raises the temperature of the inside of the cylinder 24 (the inside of the combustion chamber 23) and the temperature of the first catalyst 51 to a predetermined temperature before the fuel is supplied to the combustion chamber 23 of the engine body 2 and first ignited. It is configured to perform control to keep it high.

  Under the control of the ECU 7, the initial exhaust gas discharged from the engine body 2 and the first catalyst 51 can be reduced.

  More specifically, under the control of the adjustment valve 6 and the variable valve mechanism 3, the engine 1 supplies the fuel to the combustion chamber 23 of the engine body 2 and first ignites the cylinder 24 (in the combustion chamber 23) and The emission of harmful components (PM (Particulate Matter), HC (hydrocarbon), etc.) from the engine body 2 during the period immediately after the first ignition can be reduced as compared with the case where the temperature of the first catalyst 51 is relatively low. It is possible.

  Further, under the control of the regulating valve 6 and the variable valve mechanism 3, the engine 1 supplies the fuel to the combustion chamber 23 of the engine body 2 to first ignite the cylinder 24 (in the combustion chamber 23) and the first cylinder. As compared with the case where the temperature of the catalyst 51 is relatively low, it is possible to reduce the amount of the harmful component discharged without being completely purified from the first catalyst 51 during the period immediately after the first ignition.

  The period from the time when fuel is supplied to the combustion chamber 23 of the engine body 2 to the time when the fuel is first ignited is at least the period included in the period in which motoring by the electric motor 8 (see FIG. 1) is performed. That is, the ECU 7 is configured to reduce the opening of the regulating valve 6 during the period in which the engine body 2 is started by the electric motor 8. Further, the ECU 7 is configured to change the opening / closing timing of the movable valves (the intake valve 26a, the exhaust valve 26b) by the variable valve mechanism 3 to a predetermined opening / closing timing within a period in which the engine body 2 is started by the electric motor 8. Have been. Note that the predetermined opening / closing timing is different from the opening / closing timing in the steady operation after the engine 1 is started.

  The ECU 7 controls the adjustment valve 6 and the variable valve mechanism 3 as described above when the engine body 2 is cold started. That is, the ECU 7 is configured to reduce the opening of the regulating valve 6 when the engine body 2 is cold started. Further, the ECU 7 is configured to change the opening / closing timing of the movable valves (the intake valve 26a and the exhaust valve 26b) by the variable valve mechanism 3 to a predetermined opening / closing timing when the engine body 2 is cold started. .

  Further, the ECU 7 operates earlier than the top dead center (TDC) by the variable valve mechanism 3 in a state where the opening degree of the regulating valve 6 is small during a period from the time when fuel is supplied to the combustion chamber 23 and the first ignition is performed. The exhaust valve 26b is configured to close at the timing.

  Further, in principle, the ECU 7 controls the intake valve 26a and the exhaust valve by the variable valve operating mechanism 3 in a state where the opening degree of the regulating valve 6 is reduced during a period from the time when the fuel is supplied to the combustion chamber 23 and the first ignition is performed. 26b is opened at a timing that does not overlap with each other. That is, the ECU 7 is configured to perform, in principle, control by the variable valve mechanism 3 to eliminate overlap in which intake into the combustion chamber 23 and exhaust from the combustion chamber 23 are performed at the same timing.

  The ECU 7 terminates the control of the regulating valve 6 and the variable valve mechanism 3 during a period from the time when fuel is supplied to the combustion chamber 23 of the engine body 2 to the time when the ignition is performed for the first time, based on a predetermined estimation logic. Is configured. The estimation logic is, for example, a map showing a relationship between a temperature condition such as an environmental temperature and a bore wall surface temperature before the start of control and the number of cycles (control time) of the engine 1. By using the estimation logic in this way, the ECU 7 can end the control of the adjustment valve 6 and the variable valve mechanism 3 without checking the temperature sensor or the like.

(About valve timing)
Next, valve timing (opening / closing timing of the intake valve 26a and the exhaust valve 26b via the variable valve mechanism 3 by the ECU 7) will be described with reference to FIG.

  The ECU 7 controls the intake valve 26a and the exhaust valve by the variable valve mechanism 3 in a state where the opening degree of the regulating valve 6 is reduced during a period from the time when fuel is supplied to the combustion chamber 23 of the engine body 2 and the first ignition is performed. The opening and closing timing of the valve 26b is set to the first valve timing setting shown in FIG. The first valve timing setting is a setting in which IVO is a11 degrees, IVC is a12 degrees, EVO is a13 degrees, and EVC is a14 degrees.

  Note that, instead of the first valve timing setting, the ECU 7 is configured to set the opening / closing timing of the intake valve 26a and the exhaust valve 26b by the variable valve mechanism 3 to the second valve timing setting shown in FIG. It may be. The second valve timing setting is a setting in which IVO is a21 degrees, IVC is a22 degrees, EVO is a13 degrees, and EVC is a14 degrees. a21 and a22 are angles on the more retard side than a11 and a12, respectively.

  Further, instead of setting the first and second valve timings, the ECU 7 sets the opening / closing timing of the intake valve 26a and the exhaust valve 26b by the variable valve mechanism 3 to the third valve timing setting shown in FIG. It may be configured as follows. The third valve timing setting is a setting in which IVO is a31 degrees, IVC is a32 degrees, EVO is a13 degrees, and EVC is a14 degrees. a31 and a32 are angles on the more advancing side than a11 and a12, respectively.

  Note that the third valve timing setting is different from the first and second valve timing settings, and is an overlapping valve timing.

  Next, simulation results for each of the first to third valve timing settings will be described with reference to FIG. As the simulation conditions, the ambient temperature (outside air temperature) was set at 25 ° C., the number of revolutions at the time of motoring by the electric motor 8 (see FIG. 1) was 1800 rpm, and the throttle opening was fully opened.

  First, the relationship between the crank angle and the pressure in the cylinder 24 will be described. In the simulation, the pressure inside the cylinder 24 is generally higher at around TDC (top dead center) 0 degrees and around 180 degrees BDC (bottom dead center) to 360 degrees TDC. Further, a result was obtained in which the pressure decreased in the order of the first valve timing setting, the second valve timing setting, and the third valve timing setting. Therefore, in the relationship between the crank angle and the pressure in the cylinder 24, it can be seen that a valve timing that has no overlap and closes the timing of closing the exhaust valve 26b and the timing of opening the intake valve 26a is preferable.

  Next, the relationship between the number of cycles of the engine 1 and the pressure in the cylinder 24 will be described with reference to FIG. In the simulation, the result was obtained that the pressure decreased in the order of the first valve timing setting, the second valve timing setting, and the third valve timing setting. Therefore, it is understood that the valve timing is preferably such that there is no overlap and the timing of closing the exhaust valve 26b and the timing of opening the intake valve 26a are close.

  Next, the relationship between the pressure in the cylinder 24 and the temperature in the cylinder 24 will be described with reference to FIGS. FIG. 6 is a graph showing the relationship between the number of cycles of the engine 1 and the temperature in the cylinder 24. Referring to FIG. 6, in the simulation, a result was obtained in which the temperature decreases in the order of the first valve timing setting, the second valve timing setting, and the third valve timing setting. That is, in the first to third valve timing settings, it was found that the correlation between the cycle number and the pressure in the cylinder 24 and the correlation between the cycle number and the temperature in the cylinder 24 were the same. Therefore, it is understood that the higher the pressure in the cylinder 24, the higher the temperature in the cylinder 24. If there is an overlap, the temperature of the intake port can be raised by returning to the intake pipe (the engine can be warmed up).

(Effect of this embodiment)
In the present embodiment, the following effects can be obtained.

  In the present embodiment, as described above, during the period from when fuel is supplied to the combustion chamber 23 of the engine body 2 to when the fuel is first ignited, the regulating valve 6 is closed and the intake air is kept in the combustion chamber 23. Therefore, the pressure in the combustion chamber 23 (in the cylinder) can be effectively increased. As a result, the temperature in the combustion chamber 23 (in the cylinder) can be effectively increased, so that even during a cold start, the fuel can be effectively atomized before the first ignition. Therefore, even during a cold start, the exhaust gas immediately after the first ignition in the combustion chamber 23 can be reduced. In addition, since the temperature of the exhaust gas in the exhaust pipe 4 can be increased by increasing the pressure of the exhaust gas in the exhaust pipe 4, the temperature of the catalyst 5 disposed in the exhaust pipe 4 is increased to activate the catalyst. be able to.

  In the present embodiment, as described above, the catalyst 5 provided in the exhaust pipe 4 is further provided, and the adjustment valve 6 is disposed downstream of the catalyst 5. As a result, during the period from when fuel is supplied to the combustion chamber 23 of the engine body 2 to when the fuel is first ignited, the regulating valve 6 is closed, and the intake air is retained not only in the combustion chamber 23 but also in the catalyst 5. Therefore, the pressure in the combustion chamber 23 (in the cylinder) and in the catalyst 5 can be effectively increased. As a result, the temperature in the combustion chamber 23 (in the cylinder) and the temperature in the catalyst 5 can be effectively increased, so that even during a cold start, the fuel can be effectively atomized before the first ignition. At the same time, the exhaust gas can be effectively purified in a state where the catalyst 5 is activated from the initial stage of the start. Therefore, even during a cold start, the exhaust gas immediately after the first ignition in the combustion chamber 23 can be further reduced.

  In the present embodiment, as described above, the ECU 7 operates the variable valve mechanism 3 with the opening of the regulating valve 6 small while the fuel is supplied to the combustion chamber 23 and ignited for the first time. The exhaust valve 26b is closed at a timing earlier than the dead center. This prevents the exhaust gas from flowing back from the exhaust pipe 4 into the combustion chamber 23 immediately after the piston reaches the top dead center and moves toward the bottom dead center, and further, from the combustion chamber 23 to the intake pipe. Backflow can be prevented.

  In the present embodiment, as described above, the ECU 7 controls the intake valve by the variable valve mechanism 3 with the opening of the regulating valve 6 reduced during the period from the time when fuel is supplied to the combustion chamber 23 and the first ignition is performed. The valve 26a and the exhaust valve 26b are configured to be opened at a timing not overlapping with each other. As a result, it is possible to eliminate the overlap in which the intake valve 26a and the exhaust valve 26b are simultaneously opened, so that high-pressure exhaust gas is discharged from the exhaust pipe 4 from the combustion chamber 23 to the regulating valve 6 and from the combustion chamber 23. Blowing back to the intake pipe can be suppressed.

  In the present embodiment, as described above, the ECU 7 is configured to reduce the opening of the regulating valve 6 during the period when the engine body 2 is started by the electric motor 8. Thereby, the pressure in the combustion chamber 23 (in the cylinder) can be effectively increased during the motoring period.

  In the present embodiment, as described above, the ECU 7 controls the opening of the regulating valve 6 to the fully closed state during a period from the time when fuel is supplied to the combustion chamber 23 to the time when the ignition is performed for the first time. In a state in which the exhaust pipe 4 is sealed by fully closing the valve 6, control for adjusting the opening / closing timing of the movable valve by the variable valve mechanism 3 is performed. Thus, by completely closing the opening of the regulating valve 6, the flow of exhaust gas to the downstream side of the regulating valve 6 can be reliably shut off, so that the pressure and exhaust gas in the combustion chamber 23 (in the cylinder) are reduced. The inside of the pipe 4 can be raised more effectively.

[Modification]
It should be understood that the embodiments disclosed this time are illustrative in all aspects and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description of the embodiments, and includes all modifications (modifications) within the scope and meaning equivalent to the terms of the claims.

  For example, in the above-described embodiment, an example has been described in which the engine is configured to include the single regulating valve located between the first catalyst and the second catalyst, but the present invention is not limited to this. In the present invention, for example, as in a modified example shown in FIG. 7, it is located on the upstream side of the first catalyst 51, between the first catalyst 51 and the second catalyst 52, and on the downstream side of the second catalyst 52. The engine 201 is configured to include three adjustment valves (a first adjustment valve 61 (an example of an adjustment valve), a second adjustment valve 62 (an example of an adjustment valve), and a third adjustment valve 63 (an example of an adjustment valve)). You may. In this case, the control valves are opened in order from the upstream control valve (in order of the first control valve 61, the second control valve 62, and the third control valve 63).

  In addition, the engine may be configured such that the regulating valve is provided only on the upstream side of the first catalyst. Further, the engine may be configured such that the regulating valve is provided only on the downstream side of the second catalyst.

  Further, in the above embodiment, an example in which two catalysts are provided has been described, but the present invention is not limited to this. In the present invention, one or three or more catalysts may be provided.

  Further, in the above-described embodiment, an example was described in which the opening degree of the adjustment valve was reduced by the ECU while holding the exhaust gas, but the present invention is not limited to this. In the present invention, the regulating valve may be fully closed by the ECU.

  Further, in the above embodiment, the example in which the ECU controls the adjustment valve and the variable valve mechanism during motoring by the electric motor has been described, but the present invention is not limited to this. In the present invention, the ECU may control the regulating valve and the variable valve mechanism during cranking by the cell motor (an example of the motor).

  Further, in the above embodiment, the example in which the ECU controls the adjustment valve and the variable valve mechanism at the time of the cold start has been described, but the present invention is not limited to this. In the present invention, the control of the regulating valve and the variable valve mechanism by the ECU may be performed when the temperature environment is higher than the environment temperature at the time of the cold start.

  Further, in the above embodiment, three valve timing settings are shown, but the present invention is not limited to this. In the present invention, the variable valve mechanism may be controlled by setting the valve timing other than the three valve timings described above.

  Further, in the above-described embodiment, an example is described in which the ECU (control unit) is configured so that control of the adjustment valve and the variable valve mechanism until the first ignition is completed based on a predetermined estimation logic. The present invention is not limited to this. In the present invention, for example, various sensors such as a temperature sensor capable of measuring the wall surface temperature in the combustion chamber are provided, and the control of the adjustment valve and the variable valve mechanism until the first ignition is performed. The ECU (control unit) may be configured to end based on the above.

1,201 engine (internal combustion engine)
2 Engine body (internal combustion engine body)
3 Variable valve mechanism 4 Exhaust pipe 5 Catalyst 6 Adjusting valve 7 ECU (control unit)
8 Electric motor (motor)
23 Combustion chamber 26a Intake valve 26b Exhaust valve 51 First catalyst (catalyst)
52 Second catalyst (catalyst)
61 1st regulating valve (regulating valve)
62 Second regulating valve (regulating valve)
63 3rd regulating valve (regulating valve)

Claims (6)

An exhaust pipe connected to the internal combustion engine body;
An adjusting valve that is provided on the exhaust pipe and adjusts a flow rate of exhaust gas that passes through the exhaust pipe by opening and closing the exhaust pipe;
A variable valve mechanism capable of adjusting the opening / closing timing of a movable valve including an intake valve and an exhaust valve;
During the period from the time when fuel is supplied to the combustion chamber of the internal combustion engine body to the time when ignition is performed for the first time, control is performed to reduce the opening of the regulating valve, and the pressure of exhaust gas in the exhaust pipe and the pressure of An internal combustion engine comprising: a control unit that performs control to adjust opening / closing timing of the movable valve by the variable valve mechanism in a state where the opening degree of the adjustment valve is reduced so that at least one of the adjustment valves is increased. Further comprising a catalyst provided in the exhaust pipe,
The internal combustion engine according to claim 1, wherein the regulating valve is arranged downstream of the catalyst.   The controller is configured to supply the fuel to the combustion chamber and ignite for the first time, and in a state in which the opening degree of the adjustment valve is small, the variable valve mechanism operates the timing earlier than a top dead center. 3. The internal combustion engine according to claim 1, wherein the internal combustion engine is configured to close the exhaust valve.   The controller controls the intake valve and the exhaust valve by the variable valve mechanism in a state in which the opening degree of the adjustment valve is reduced during a period until fuel is supplied to the combustion chamber and first ignited. The internal combustion engine according to any one of claims 1 to 3, wherein the internal combustion engine is configured to be opened at a timing not overlapping with each other.   The internal combustion engine according to any one of claims 1 to 4, wherein the control unit is configured to reduce an opening degree of the adjustment valve during a period when the internal combustion engine body is started by a motor.   The control unit controls the opening of the regulating valve to a fully closed state during a period from the time when fuel is supplied to the combustion chamber to the first ignition, and the exhaust pipe is fully closed by the regulating valve. The internal combustion engine according to any one of claims 1 to 5, wherein the internal combustion engine is configured to perform control for adjusting opening / closing timing of the movable valve by the variable valve mechanism in a state where the valve is sealed.

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