JP2021105342A - Internal combustion engine - Google Patents

Abstract

To further improve the operation control of an internal combustion engine.SOLUTION: An internal combustion engine comprises: a first intake air temperature sensor 35 arranged in the vicinity of an inlet of an intake passage 3 for taking suction air therein; a second intake air temperature sensor 36 arranged at an upstream side rather than a branch point of an intake manifold 34 which is branched to a plurality of cylinders 1, and communicates with them; a third intake air temperature sensor 37 arranged at a downstream side near the cylinders 1 rather than the second intake air temperature sensor 36 of the intake manifold 34; and a control device for acquiring a base quantity of a fuel injection quantity injected to the cylinders 1 on the basis of an intake air temperature detected by the first intake air temperature sensor 35 and an intake air temperature detected by the second intake air temperature sensor 36, and deciding a fuel injection quantity injected to the cylinders 1 which are near the third intake air temperature sensor 37 by correcting the base quantity on the basis of an intake air temperature detected by the second intake air temperature sensor 36 and the third intake air temperature sensor 37.SELECTED DRAWING: Figure 2

Description

The present invention relates to an internal combustion engine mounted on a vehicle or the like and its operation control.

Control of fuel injection amount for the cylinder of an internal combustion engine (for example, refer to the patent document below), control of the amount of EGR (Exhaust Gas Recirculation) gas returned from the exhaust passage to the intake passage, opening / closing timing of the intake valve or the exhaust valve of the cylinder In the control of the VVT (Variable Valve Timing) mechanism to be changed, the control amount is determined by referring to the intake air temperature and the intake pressure detected through the intake air temperature / intake pressure integrated sensor installed in the surge tank of the intake passage. Is customary.

Japanese Unexamined Patent Publication No. 2019-132196

The intake passage of an internal combustion engine having a plurality of cylinders includes an intake manifold which is a collecting pipe branching toward an intake port of each cylinder. The surge tank is located upstream of the branch of the intake manifold. Therefore, the intake air temperature detected by the sensor installed in the surge tank may deviate from the intake air temperature in the vicinity of the intake port of each cylinder, that is, the temperature of the intake air actually sucked into the cylinders.

The intake air temperature affects the density of intake air drawn into the cylinder, in other words, the amount of air (fresh air, oxygen) and EGR gas filled in the cylinder. If the intake air temperature detected by the sensor installed in the surge tank deviates from the temperature of the intake air actually sucked into the cylinder, the fuel injection amount, EGR valve opening, and valve are determined based on the sensed intake air temperature. The timing deviates from the optimum value, which leads to deterioration of the fuel efficiency performance of the internal combustion engine and deterioration of the emission.

An object of the present invention, which has been made by paying attention to the above problems, is to further improve the operation control of an internal combustion engine.

In order to solve the above-mentioned problems, in the present invention, the first intake air temperature sensor installed near the inlet of the intake passage for taking in the intake air and the branch point of the intake manifold that branches and communicates with each of the plurality of cylinders are used. The second intake air temperature sensor installed upstream, the third intake air temperature sensor installed downstream closer to each cylinder than the second intake air temperature sensor in the intake manifold, and the intake air temperature detected by the first intake air temperature sensor. Based on the intake air temperature detected by the second intake air temperature sensor, the basic amount of fuel injection injected into the cylinder is obtained, and the intake air temperature detected by the second intake air temperature sensor and the third intake air temperature sensor detect it. An internal combustion engine including a control device for determining a fuel injection amount to be injected to a cylinder close to the third intake air temperature sensor by correcting the basic amount based on the intake air temperature is configured.

Further, in the present invention, the first intake air temperature sensor installed near the inlet of the intake passage that takes in the intake air and the second intake manifold that branches and communicates with each of the plurality of cylinders are installed upstream of the branch point. The EGR passage that connects the exhaust passage and the intake passage, and the EGR passage that opens and closes, the intake temperature sensor of the above, the third intake temperature sensor installed downstream closer to each cylinder than the second intake temperature sensor in the intake manifold, and the EGR passage. The EGR valve is based on the exhaust gas recirculation device provided with the EGR valve, the intake air temperature detected by the first intake air temperature sensor, the intake air temperature detected by the second intake air temperature sensor, and the cooling water temperature detected by the cooling water temperature sensor. The basic amount of the opening degree is obtained, and the opening degree of the EGR valve is determined by correcting the basic amount based on the intake air temperature detected by the second intake air temperature sensor and the intake air temperature detected by the third intake air temperature sensor. An internal combustion engine including a control device was constructed.

Further, in the present invention, the first intake air temperature sensor installed near the inlet of the intake passage for taking in the intake air and the second intake sensor installed upstream of the branch point of the intake manifold that branches and communicates with each of the plurality of cylinders. Intake temperature sensor, a third intake air temperature sensor installed downstream of each cylinder than the second intake air temperature sensor in the intake manifold, and a variable valve timing mechanism that changes the opening / closing timing of the intake valve or exhaust valve of the cylinder. The opening / closing timing of the valve operated via the variable valve timing mechanism based on the intake air temperature detected by the first intake air temperature sensor, the intake air temperature detected by the second intake air temperature sensor, and the cooling water temperature detected by the cooling water temperature sensor. A valve operated via a variable valve timing mechanism by obtaining the basic amount of the above and correcting the basic amount based on the intake air temperature detected by the second intake air temperature sensor and the intake air temperature detected by the third intake air temperature sensor. An internal combustion engine including a control device for determining the opening / closing timing of the internal combustion engine is configured.

According to the present invention, it is possible to further improve the operation control of the internal combustion engine.

The figure which shows the schematic structure of the internal combustion engine for a vehicle and the control device in one Embodiment of this invention. The plan view which shows typically the arrangement of the sensor on the intake passage of the internal combustion engine of the same embodiment. The flow chart which shows the procedure example of the process which the control device of the internal combustion engine of the same embodiment executes according to a program.

An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an outline of an internal combustion engine for a vehicle according to the present embodiment. The internal combustion engine in the present embodiment is a spark-ignition 4-stroke engine, and includes a plurality of cylinders 1 (for example, four cylinders, one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for individually injecting fuel toward the intake port of each cylinder 1 is provided. Further, a spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1. The spark plug 12 receives the application of the induced voltage generated by the ignition coil and induces a spark discharge between the center electrode and the ground electrode.

The intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1. An air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream on the intake passage 3. The air cleaner 31 is located at the inlet of the intake passage 3 and includes a filter for removing foreign matter such as dust and dirt contained in the intake air. The intake manifold 34 is a collecting pipe that branches and communicates with the intake port of each cylinder 1. The surge tank 33 is located upstream of the branch point of the intake manifold 34.

The exhaust passage 4 for discharging the exhaust guides the exhaust generated as a result of burning the fuel in the cylinder 1 to the outside from the exhaust port of each cylinder 1. An exhaust manifold 42 and a three-way catalyst 41 for purifying exhaust gas are arranged on the exhaust passage 4. The exhaust manifold 42 is a collecting pipe that branches and communicates with the exhaust port of each cylinder 1. The catalyst 41 is located downstream of the branch point of the exhaust manifold 32.

The exhaust gas recirculation device 2 opens and closes the external EGR passage 21 that communicates the exhaust passage 4 and the intake passage 3, the EGR cooler 22 provided on the EGR passage 21, and the EGR passage 21 and flows through the EGR passage 21. The element is an EGR valve 23 that controls the flow rate of gas. The inlet of the EGR passage 21 is connected to a predetermined position downstream of the catalyst 41 in the exhaust passage 4. The outlet of the EGR passage 21 is connected to a predetermined position downstream of the throttle valve 32 in the intake passage 3, particularly a surge tank 33.

The internal combustion engine 1 of the present embodiment is provided with a variable valve timing mechanism 5 capable of variably controlling at least the opening / closing timing of the intake valve of each cylinder 1. The VVT mechanism 5 for adjusting the intake valve timing is, for example, a vane type that changes the rotation phase of the intake camshaft that drives the intake valve of each cylinder 1 with respect to the crankshaft by hydraulic pressure (lubricating hydraulic pressure), or an electric motor. It is an electric type (motor drive VVT) that is changed by. As is well known, the intake camshaft and the exhaust camshaft of the internal combustion engine 1 receive rotational driving force from the crankshaft and rotate in accordance with the crankshaft. A winding transmission device for transmitting a rotational driving force is interposed between the crankshaft and the camshaft. The winding transmission device includes a crank sprocket (or pulley) provided on the crankshaft side, a cam sprocket (or pulley) provided on the camshaft side, and a timing chain (or belt) to be wound around these sprockets or pulleys. And as an element. The VVT mechanism 5 changes the rotation phase of the camshaft with respect to the crankshaft by rotating the camshaft relative to the camsprocket, thereby changing the opening / closing timing of the intake valve.

In addition to the intake VVT mechanism 5, an exhaust VVT mechanism capable of variably controlling the opening / closing timing of the exhaust valve of each cylinder 1 may be attached. The VVT mechanism for adjusting the exhaust valve timing also changes, for example, the rotation phase of the exhaust camshaft that drives the exhaust valve of each cylinder 1 with respect to the crankshaft by hydraulic pressure or an electric motor. This VVT mechanism may not exist, in which case the exhaust valve timing is invariant.

The ECU (Electronic Control Unit) 0, which is a control device for an internal combustion engine of the present embodiment, is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like. The ECU 0 may be a plurality of ECUs or controllers connected to each other so as to be able to communicate with each other via a telecommunication line such as CAN (Control Area Network).

The input interface of ECU0 is output from the vehicle speed signal a output from the vehicle speed sensor that detects the actual vehicle speed of the vehicle, the rotation angle of the crank shaft of the internal combustion engine, and the crank angle sensor (engine rotation sensor) that detects the engine rotation speed. Crank angle signal b, accelerator opening signal c output from a sensor that detects the accelerator pedal depression amount or throttle valve 32 opening as accelerator opening (engine torque or engine load factor required by the driver), intake air The first intake signal d output from the first intake air temperature sensor 35 that detects the temperature of the intake air in the vicinity of the air cleaner 31 in the passage 3, and the intake air or the intake air in the vicinity of the surge tank 33 in the intake passage 3 The second intake signal f output from the second intake temperature sensor 36 that detects the temperature of the intake air in which the intake air and the EGR gas are mixed is near the intake port of each cylinder 1 in the intake manifold 34 of the intake passage 3. The third intake signal g output from the third intake temperature sensor 37 that detects the temperature of the intake air or the intake air mixed with the EGR gas, and the multiple cam angles of the intake cam shaft from the cam angle sensor. The output cam angle signal g, the cooling water temperature signal h output from the water temperature sensor that detects the temperature of the cooling water of the internal combustion engine, and the like are input.

The intake air temperature sensors 35, 36, and 37 are supplemented. FIG. 2 schematically shows the arrangement of the sensors 35, 36, and 37. The first intake air temperature sensor 35 is an integrated sensor capable of detecting the intake air temperature and the intake air pressure, or an integrated air flow meter capable of detecting the intake air temperature and the intake air flow rate. The first intake signal e output by the sensor 35 includes information on the intake air temperature and the intake air pressure in the vicinity of the inlet of the intake passage, or the intake air temperature and the intake air flow rate. The second intake air temperature sensor 36 is an integrated sensor capable of detecting the intake air temperature and the intake air pressure. The second intake signal e output by the sensor 36 includes information on the intake air temperature and the intake pressure upstream from the branch point of the intake manifold 34. While each of the first intake sensor 35 and the second intake air temperature sensor 36 exists, the third intake air temperature sensor 37 is used for each cylinder 1 (in the case of a four-cylinder engine, a total of four). Pieces) Exists. The intake signal e output by each of the sensors 37 includes information on the intake air temperature in the vicinity of the intake port for each cylinder 1.

From the output interface, the spark plug 12 igniter has an ignition signal i, the injector 11 has a fuel injection signal j, the throttle valve 32 has an opening operation signal k, and the EGR valve 23 has an opening operation signal l. , The control signal m of the intake valve timing is output to the VVT mechanism 5.

The processor of ECU 0 interprets and executes a program stored in the memory in advance, calculates an operation parameter, and controls the operation of the internal combustion engine. The ECU 0 acquires various information a, b, c, d, e, f, g, h necessary for the operation control of the internal combustion engine via the input interface, obtains the engine speed, and is sucked into the cylinder 1. Estimate the amount of air. Then, the required fuel injection amount, fuel injection timing (including the number of fuel injections for one combustion), fuel injection pressure, ignition timing (including the number of spark ignitions for one combustion), and required EGR corresponding to the intake air amount. Various operating parameters such as the rate (or EGR gas amount) and the opening / closing timing of the intake valve are determined. The ECU 0 applies various control signals i, j, k, l, and m corresponding to the operation parameters via the output interface.

Further, the ECU 0 does not show an electric motor (starter motor or ISG (Integrated Starter Generator)) when starting the stopped internal combustion engine (it may be a cold start or a restart from an idling stop). ) Is input to the control signal o, and cranking is executed in which fuel injection and spark ignition are performed while the crankshaft is rotationally driven by the motor. Cranking ends when the internal combustion engine goes from the initial explosion to the continuous explosion and the engine speed exceeds the judgment value determined according to the cooling water temperature of the internal combustion engine, etc., assuming that the internal combustion engine has completely exploded. ..

Hereinafter, the operation control of the internal combustion engine by the ECU 0 of the present embodiment will be described in detail. First, with reference to FIG. 3, a method for determining the fuel injection amount to be injected from the injector 11 toward each cylinder 1 will be described. As a general rule, the fuel injection amount is set so as to realize the target air-fuel ratio (normally, the theoretical air-fuel ratio or a value in the vicinity thereof) with respect to the amount of air sucked into each cylinder 1. The ECU 0 describes the engine speed detected via the crank angle sensor, the intake air temperature near the inlet of the intake passage 3 detected via the first intake air temperature sensor 35 (and, if necessary, the intake passage 3). Intake pressure or inspiratory flow rate near the inlet), intake air temperature in or near the surge tank 33 detected via the second intake air temperature sensor 36, in or in the surge tank 33 detected via the intake air temperature sensor 36. The basic amount of fuel injection for each cylinder 1 is determined based on the intake pressure in the vicinity, the cooling water temperature of the internal combustion engine detected via the cooling water temperature sensor, and the like. This basic amount is common to each cylinder 1. In the memory of ECU 0, the engine speed, the intake air temperature near the inlet of the intake passage 3, the intake air temperature in or near the surge tank 33, the intake pressure in or near the surge tank 33, the cooling water temperature, etc., and fuel injection Map data that defines the relationship with the basic quantity of the quantity is stored. Incidentally, regarding the intake air temperature near the inlet of the intake passage 3, it is not necessary to subdivide the map data, the air temperature is extremely low (for example, less than -20 ° C), and the air temperature is low (for example, -20 ° C or more and less than 0 ° C). ), The temperature is at room temperature (for example, 0 ° C or more and less than 30 ° C), and the temperature is high (for example, 30 ° C or more). do it. The ECU 0 uses the current engine speed, the intake air temperature near the inlet of the intake passage 3, the intake air temperature in or near the surge tank 33, the intake pressure in or near the surge tank 33, the cooling water temperature, and the like as keys. Search and obtain the basic amount of fuel injection amount (step S1).

However, the intake air temperature detected via the second intake air temperature sensor 36 does not always always coincide with the intake air temperature in the vicinity of the intake port of each cylinder 1. Moreover, there is a possibility that the intake air temperature in the vicinity of the intake port varies from cylinder to cylinder 1. Therefore, the ECU 0 determines the individual fuel injection amount for each cylinder 1 in consideration of the intake air temperature in the vicinity of the intake port of each cylinder 1 detected via the third intake air temperature sensor 37. Subscript More specifically, the surge tank 33 or the second intake pressure sensor 36 P ₅ to be the intake air temperature detected via the installed near the n-th cylinder (n is, pointing to one of the cylinders 1 _{In the case of a four-cylinder engine, n is P n,} and the intake air temperature detected via the third intake pressure sensor 37 installed near the intake port of (1, 2, 3 or 4) is defined as P n. The difference Δt (= P _5- P _n ) between the two is obtained (step S2). Map data that defines the relationship between the difference Δt and the correction coefficient of the fuel injection amount is stored in the memory of the ECU 0 in advance. In order to determine the amount of fuel injected from the injector 11 to the nth cylinder, ECU 0 _{searches the map using the difference Δt between the current intake air temperature P 5} and the intake air temperature P _n as a key, and determines the amount of fuel injection amount. Know the correction coefficient (step S3). Then, by multiplying the correction coefficient by the basic amount of the fuel injection amount, the fuel injection amount for the nth cylinder is determined, and the fuel injection amount is injected from the injector 11 facing the nth cylinder (step S4).

The tendency is that the intake air temperature P _n is lower than the intake air temperature P ₅ , that is, when the temperature near the intake port of the nth cylinder to be injected with fuel is colder than the temperature near the surge tank 33 or its vicinity. The correction coefficient is larger than 1, and the fuel injection amount for the nth cylinder is increased from the basic amount. This is because the density of the intake air sucked into the nth cylinder is increased, the filling efficiency is improved, the amount of oxygen filled in the nth cylinder is increased, and the injector 11 is directed toward the intake port of the nth cylinder. This is because the fuel to be injected is hard to atomize and the amount of port wet (fuel that adheres to the wall surface of the intake port or the valve body of the intake valve in a liquid state and is not sucked into the cylinder 1) increases.

Conversely, when the intake air temperature P _n is higher than the intake air temperature P ₅ , that is, when the temperature near the intake port of the nth cylinder to which fuel is injected is warmer than the temperature near the surge tank 33 or its vicinity, the correction coefficient Is smaller than 1, and the fuel injection amount for the nth cylinder is reduced from the basic amount. This is because the amount of oxygen filled in the nth cylinder is reduced and the port wet is reduced.

The same procedure is followed for determining the opening degree of the EGR valve 23. The ECU 0 describes the engine speed detected via the crank angle sensor, the intake air temperature near the inlet of the intake passage 3 detected via the first intake air temperature sensor 35 (and, if necessary, the intake passage 3). (Intake pressure or intake flow rate near the inlet), intake temperature in or near the surge tank 33 detected via the second intake temperature sensor 36, in or in the surge tank 33 detected via the intake temperature sensor 36. The basic amount of the opening degree of the EGR valve 23 is determined based on the intake pressure in the vicinity, the cooling water temperature of the internal combustion engine detected via the cooling water temperature sensor, and the like. This basic amount is common to each cylinder 1. The memory of the ECU 0 contains the engine speed, the intake air temperature near the inlet of the intake passage 3, the intake air temperature in or near the surge tank 33, the intake pressure in or near the surge tank 33, the cooling water temperature, and the EGR valve. 23 Map data that defines the relationship with the basic amount of opening degree is stored. Regarding the intake air temperature near the entrance of the intake passage 3, it is not necessary to subdivide the map data, and the map is divided into several stages such as extremely low temperature, low temperature, normal temperature, and high temperature. The basic amount of the EGR valve 23 opening may be set for each category. The ECU 0 uses the current engine speed, the intake air temperature near the inlet of the intake passage 3, the intake air temperature in or near the surge tank 33, the intake pressure in or near the surge tank 33, the cooling water temperature, and the like as keys. Search and know the basic amount of EGR valve 23 opening.

Then, the ECU 0 determines the opening degree of the EGR valve 23 in consideration of the intake air temperature in the vicinity of the intake port of each cylinder 1 detected via the third intake air temperature sensor 37. That is, the ECU 0 obtains the difference Δt between the _{intake air temperature P 5} detected via the second intake pressure sensor 36 and _{the intake air temperature P n} detected via the third intake pressure sensor 37. Map data that defines the relationship between the difference Δt and the correction coefficient of the opening degree of the EGR valve 23 is stored in the memory of the ECU 0 in advance. The ECU 0 searches the map using the difference Δt between the current intake air temperature P ₅ and the intake air temperature P _n as a key, and obtains the correction coefficient of the EGR valve 23 opening degree. Then, the opening degree of the EGR valve 23 is determined by multiplying the correction coefficient by the basic amount of the opening degree of the EGR valve 23, and the EGR valve 23 is operated to the opening degree.

However, the correction of the opening degree of the EGR valve 23 using the correction coefficient is not always performed. This is because, unlike the injector 11, the EGR valve 23 does not exist individually in each cylinder 1 but is common. _{Therefore, for example, the intake air temperature P n} indicated by the intake air temperature sensor 37 near the intake port of the cylinder 1 of a predetermined number or more (for example, half or more. In the case of a four-cylinder engine, two or more) is the surge tank 33 or _{Only when the intake air temperature P 5} indicated by the intake air temperature sensor 36 in the vicinity thereof is exceeded, the correction coefficient is multiplied by the basic amount of the EGR valve 23 opening, otherwise the basic amount is not multiplied by the correction coefficient. It is conceivable to operate the opening degree of the EGR valve 23.

The same procedure is followed for determining the opening / closing timing of the intake valve of each cylinder 1 operated by the VVT mechanism 5. The ECU 0 describes the engine speed detected via the crank angle sensor, the intake air temperature near the inlet of the intake passage 3 detected via the first intake temperature sensor 35 (and, if necessary, the intake passage 3). (Intake pressure or intake flow rate near the inlet), intake temperature in or near the surge tank 33 detected via the second intake temperature sensor 36, in or in the surge tank 33 detected via the intake temperature sensor 36. The basic amount of valve timing is determined based on the intake pressure in the vicinity, the cooling water temperature of the internal combustion engine detected via the cooling water temperature sensor, and the like. This basic amount is common to each cylinder 1. In the memory of ECU 0, the engine speed, the intake air temperature near the inlet of the intake passage 3, the intake air temperature in or near the surge tank 33, the intake pressure in or near the surge tank 33, the cooling water temperature, and the valve timing are stored in advance. Map data that defines the relationship with the basic quantity of is stored. Regarding the intake air temperature near the entrance of the intake passage 3, it is not necessary to subdivide the map data, and the map is divided into several stages such as extremely low temperature, low temperature, normal temperature, and high temperature. The basic amount of the EGR valve 23 opening may be set for each category. The ECU 0 uses the current engine speed, the intake air temperature near the inlet of the intake passage 3, the intake air temperature in or near the surge tank 33, the intake pressure in or near the surge tank 33, the cooling water temperature, and the like as keys. Search and know the basic amount of intake valve timing.

Then, the ECU 0 determines the valve timing in consideration of the intake air temperature in the vicinity of the intake port of each cylinder 1 detected via the third intake air temperature sensor 37. That is, the ECU 0 obtains the difference Δt between the _{intake air temperature P 5} detected via the second intake pressure sensor 36 and _{the intake air temperature P n} detected via the third intake pressure sensor 37. Map data that defines the relationship between the difference Δt and the valve timing correction coefficient is stored in the memory of the ECU 0 in advance. The ECU 0 searches the map using the difference Δt between the current intake air temperature P ₅ and the intake air temperature P _{n as a key, and obtains the valve timing correction coefficient.} Then, the valve timing is determined by multiplying the correction coefficient by the basic amount of the EGR valve 23 opening degree, and the intake valve timing of each cylinder 1 is operated in that way via the VVT mechanism 5.

However, the correction of the intake valve timing using the correction coefficient is not always performed. This is because, unlike the injector 11, the VVT mechanism 5 does not exist individually in each cylinder 1 but is common. _{Therefore, for example, the intake temperature P n} indicated by the intake temperature sensor 37 near the intake port of the cylinder 1 of a predetermined number or more (for example, half or more. In the case of a four-cylinder engine, two or more) is the surge tank 33 or Only when the intake air temperature sensor 36 in the vicinity _{exceeds the intake air temperature P 5} , the correction coefficient is multiplied by the basic amount of valve timing, or the valve timing is multiplied by the basic amount not multiplied by the correction coefficient. It is conceivable to operate.

In controlling the internal combustion engine to which the exhaust VVT mechanism is attached, the opening / closing timing of the exhaust valve of each cylinder 1 operated by the exhaust VVT mechanism may be determined according to the opening / closing timing of the intake valve described above.

The present invention is not limited to the embodiments described in detail above. The specific configuration of each part, the content of processing, and the like can be variously modified without departing from the spirit of the present invention.

The present invention can be applied to an internal combustion engine mounted on a vehicle or the like.

0 ... Control unit (ECU)
1 ... Cylinder 2 ... Exhaust gas recirculation (EGR) device 21 ... EGR passage 23 ... EGR valve 3 ... Intake passage 33 ... Surge tank 34 ... Intake manifold 35 ... First intake air temperature sensor 36 ... Second intake air temperature sensor 37 … Third intake temperature sensor

Claims (3)

The first intake air temperature sensor installed near the entrance of the intake passage that takes in intake air,
A second intake air temperature sensor installed upstream from the branch point of the intake manifold that branches and communicates with each of the multiple cylinders,
A third intake air temperature sensor installed downstream closer to each cylinder than the second intake air temperature sensor in the intake manifold,
Based on the intake air temperature detected by the first intake air temperature sensor and the intake air temperature detected by the second intake air temperature sensor, the basic amount of fuel injection to be injected into the cylinder is obtained, and the second intake air temperature sensor detects it. A control device that determines the fuel injection amount to be injected into a cylinder close to the third intake air temperature sensor by correcting the basic amount based on the intake air temperature and the intake air temperature detected by the third intake air temperature sensor. Equipped with internal combustion engine. The first intake air temperature sensor installed near the entrance of the intake passage that takes in intake air,
A second intake air temperature sensor installed upstream from the branch point of the intake manifold that branches and communicates with each of the multiple cylinders,
A third intake air temperature sensor installed downstream closer to each cylinder than the second intake air temperature sensor in the intake manifold,
An exhaust gas recirculation device including an EGR passage that connects the exhaust passage and the intake passage and an EGR valve that opens and closes the EGR passage.
Based on the intake air temperature detected by the first intake air temperature sensor, the intake air temperature detected by the second intake air temperature sensor, and the cooling water temperature detected by the cooling water temperature sensor, the basic amount of the opening of the EGR valve is obtained, and the second suction An internal combustion engine including a control device for determining the opening degree of the EGR valve by correcting the basic amount based on the intake air temperature detected by the air temperature sensor and the intake air temperature detected by the third intake air temperature sensor. The first intake air temperature sensor installed near the entrance of the intake passage that takes in intake air,
A second intake air temperature sensor installed upstream from the branch point of the intake manifold that branches and communicates with each of the multiple cylinders,
A third intake air temperature sensor installed downstream closer to each cylinder than the second intake air temperature sensor in the intake manifold,
A variable valve timing mechanism that changes the opening and closing timing of the intake valve or exhaust valve of the cylinder,
Basics of valve opening / closing timing operated via a variable valve timing mechanism based on the intake air temperature detected by the first intake air temperature sensor, the intake air temperature detected by the second intake air temperature sensor, and the cooling water temperature detected by the cooling water temperature sensor. Opening and closing of a valve operated via a variable valve timing mechanism by obtaining the amount and correcting the basic amount based on the intake air temperature detected by the second intake air temperature sensor and the intake air temperature detected by the third intake air temperature sensor. An internal combustion engine including a control device for determining timing.

Images