JP2023049193A - Control device for internal combustion engine - Google Patents

Abstract

To provide an internal combustion engine in which an exhaust valve and an intake valve are simultaneously opened at the time of transition from an exhaust stroke to an intake stroke, and deterioration of emission due to a blow-by phenomenon can be suppressed satisfactorily.SOLUTION: A control device for an internal combustion engine includes a port injection valve that injects a fuel into an intake port, and a supercharger, and is applied to an internal combustion engine in which an exhaust valve and an intake valve can be opened simultaneously at the time of transition from an exhaust stroke to an intake stroke. The control device sets a threshold based on the atmospheric pressure to be small when the temperature of the internal combustion engine is low as compared with that when the temperature is high, and starts a fuel injection from the port injection valve after the exhaust valve is closed, when the intake pressure of the internal combustion engine is the threshold or higher and the opening periods of the exhaust valve and the intake valve overlap.SELECTED DRAWING: Figure 4

Description

The present disclosure relates to a control system for an internal combustion engine including port injection valves and a supercharger.

Conventionally, as an engine control device including a port injection valve and a turbocharger, in order to improve the scavenging efficiency of combustion gas and the volumetric efficiency of intake air, when the exhaust stroke shifts to the intake stroke, the intake valve opening state and the It is known to set a valve overlap period that overlaps with the open state of the exhaust valve (see Patent Document 1, for example). This control device controls fuel injection when the temperature of the engine is less than a predetermined threshold temperature (eg, 60° C.) and the intake pressure is equal to or higher than a predetermined threshold intake pressure (eg, 130 kPa). The entire period from the start to the end is made to fall within the first half of the intake stroke period. As a result, it is possible to suppress the occurrence of a blow-through phenomenon in which the air-fuel mixture that has flowed in from the intake port directly passes through to the exhaust port, thereby suppressing the deterioration of emissions.

JP 2018-119470 A

However, in the above engine, even if the temperature of the engine is less than the threshold temperature, when the intake pressure is less than a certain threshold intake pressure, fuel may be injected from the port injection valve in the exhaust stroke, resulting in blow-by phenomenon. There is a risk that the generation will not be well suppressed and the emissions will deteriorate.

Accordingly, the main object of the present disclosure is to satisfactorily suppress deterioration of emissions due to blow-by phenomenon in an internal combustion engine that can simultaneously open an exhaust valve and an intake valve when transitioning from an exhaust stroke to an intake stroke.

A control device for an internal combustion engine according to the present disclosure includes a port injection valve that injects fuel into an intake port and a supercharger, and can simultaneously open an exhaust valve and an intake valve when transitioning from an exhaust stroke to an intake stroke. A control device for an internal combustion engine, wherein a threshold value is set based on the atmospheric pressure so that when the temperature of the internal combustion engine is low, the threshold value is smaller than when the temperature is high, and the intake pressure of the internal combustion engine is set to the threshold value. As described above, when the opening periods of the exhaust valve and the intake valve overlap, the fuel injection from the port injection valve is started after the exhaust valve is closed.

The control device for an internal combustion engine of the present disclosure sets the threshold based on the atmospheric pressure so that when the temperature of the internal combustion engine is low, it is smaller than when the temperature of the internal combustion engine is high. Then, when the intake pressure of the internal combustion engine is equal to or higher than the threshold value and the opening periods of the exhaust valve and the intake valve overlap, fuel injection from the port injection valve is started after the exhaust valve is closed. In this way, by setting the threshold to be compared with the intake pressure based on the atmospheric pressure, when the exhaust valve and the intake valve are opened at the same time while the turbocharger is operating, or at high altitudes where the atmospheric pressure is low, etc. When the turbocharger is operated from a stage where the engine load is relatively low, fuel is injected from the port injection valve after the exhaust valve is closed, and the opening periods of the exhaust valve and the intake valve overlap. It is possible to satisfactorily suppress blow-by of the air-fuel mixture. Furthermore, by setting the threshold value to be smaller when the temperature of the internal combustion engine is low than when the temperature is high, it is possible to suppress the occurrence of blow-by phenomenon at low temperatures that may cause the fuel injection amount to be corrected to increase. At the same time, it is possible to suppress a decrease in the output of the internal combustion engine by permitting fuel injection from the port injection valve. As a result, in an internal combustion engine in which the exhaust valve and the intake valve can be opened simultaneously when transitioning from the exhaust stroke to the intake stroke, deterioration of emissions due to blow-by phenomenon can be suppressed extremely well.

The threshold value may be set by adding an offset value to the atmospheric pressure, the offset value being set to zero when the temperature of the internal combustion engine is equal to or higher than a predetermined temperature, and may be set to a negative value that decreases as the temperature of the internal combustion engine decreases when the temperature of is less than the predetermined temperature. As a result, it is possible to suppress the occurrence of the blow-through phenomenon at low temperatures extremely well.

Further, the internal combustion engine may include, in addition to the port injection valve, an in-cylinder injection valve that directly injects the fuel into the combustion chamber. The fuel may be injected from both the port injection valve and the in-cylinder injection valve. As a result, it is possible to reduce the burden on the fuel pump that pressurizes and supplies fuel to the in-cylinder injection valves, thereby suppressing cost increases.

1 is a schematic configuration diagram illustrating an internal combustion engine controlled by an internal combustion engine control device of the present disclosure; FIG. 1 is a block diagram showing a control device for an internal combustion engine of the present disclosure; FIG. FIG. 2 is an explanatory diagram for explaining a control procedure of an internal combustion engine by the control device for an internal combustion engine of the present disclosure; 3 is a flow chart showing a control procedure of an internal combustion engine by the control device for an internal combustion engine of the present disclosure; FIG. 5 is an explanatory diagram illustrating an offset value setting map; FIG. 5 is a time chart illustrating operating states of exhaust valves, intake valves, and port injection valves when the routine of FIG. 4 is executed; FIG.

Next, embodiments for carrying out the invention of the present disclosure will be described with reference to the drawings.

FIG. 1 is a schematic configuration diagram illustrating an engine 10, which is an internal combustion engine, controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 100 as a control device of the present disclosure. The engine 10 shown in FIG. For example, an in-line gasoline engine that converts motion is installed in a vehicle. As shown in FIG. 1, an engine 10 includes an engine block 11, a plurality of combustion chambers 12, pistons 13 and a crankshaft 14, as well as an air cleaner 15, an intake pipe 16, an electronically controlled throttle valve 17, a surge A tank 18, a plurality of intake valves 19i for opening and closing corresponding intake ports, exhaust valves 19e for opening and closing corresponding exhaust ports, and valve opening timings, lift amounts, etc. of the intake valves 19i and 19e are varied. It includes a variable valve mechanism (variable valve timing mechanism) 190, a plurality of port injection valves 20p and in-cylinder injection valves 20d, a plurality of spark plugs 21, and an exhaust pipe 22 forming an exhaust passage.

The engine 10 also includes an upstream purification device 23 and a downstream purification device 24 incorporated in the exhaust pipe 22, respectively, as exhaust gas purification devices. The upstream purification device 23 includes a NOx storage type exhaust gas purification catalyst (three-way catalyst) 230 that purifies harmful components such as CO (carbon monoxide), HC, and NOx in the exhaust gas from each combustion chamber 12 of the engine 10. It is a thing. The downstream purification device 24 also includes a particulate filter (GPF) 240 that collects particulate matter (fine particles) in the exhaust gas, and is arranged downstream of the upstream purification device 23 . In this embodiment, the particulate filter 240 is a porous filter supporting a NOx storage type exhaust gas purifying catalyst (three-way catalyst). That is, the downstream purification device 24 is configured as a four-way catalyst having a purification function of a three-way catalyst and a particulate matter collection function.

Furthermore, the engine 10 includes a coolant circulation passage 25 for cooling the engine block 11 and the like, an electric pump 26 and a radiator 27 . The electric pump 26 circulates cooling water (LLC) in the coolant circulation passage 25 . The radiator 27 cools the cooling water that has taken heat from the engine block 11 and the like through heat exchange with running wind and air from an electric fan (not shown). A water temperature sensor 25 t is installed in the refrigerant circulation passage 25 . The water temperature sensor 25 t detects the water temperature Tw of the cooling water that has taken heat from (outflowed from) the engine block 11 .

In addition, the engine 10 includes a supercharger 30 that compresses intake air using the energy of exhaust gas, and a liquid-cooled intercooler 39 that cools the air compressed by the supercharger 30 . As shown in FIG. 1, the supercharger 30 includes a turbine wheel 31, a compressor wheel 32, a turbine shaft 33 that integrally connects the turbine wheel 31 and the compressor wheel 32, a waste gate valve 34, and a blow-off valve 35. is a turbocharger containing The turbine wheel 31 is rotatably arranged in a turbine housing 220 formed in the exhaust pipe 22 so as to be positioned upstream of the upstream purification device 23 . Also, the compressor wheel 32 is rotatably disposed within a compressor housing 160 formed in the intake pipe 16 so as to be positioned between the air cleaner 15 and the throttle valve 17 .

Turbine shaft 33 is rotatably disposed between turbine housing 220 and compressor housing 160 within a bearing housing 300 that is secured to both. The bearing housing 300 holds bearings (not shown), and rotatably supports the turbine shaft 33 via the bearings. Further, in the bearing housing 300, an oil passage for circulating lubricating oil for lubricating and cooling the turbine shaft 33, the bearings, etc., and a coolant passage for cooling the inside of the bearing housing 300 are formed. are also omitted). Hydraulic oil as lubricating oil is supplied to the oil passage in the bearing housing 300 from a hydraulic control device (not shown) that regulates the pressure of hydraulic oil from a mechanical oil pump (not shown) driven by the engine 10 . Cooling water is supplied to the coolant passage in the bearing housing 300 from a cooling system (not shown) that circulates the cooling water to the intercooler 39 .

The wastegate valve 34 of the turbocharger 30 is a flow control valve, and as shown in FIG. ing. By adjusting the opening of the waste gate valve 34, the ratio between the amount of exhaust gas flowing through the bypass pipe 165 and the amount of exhaust gas rotating the turbine wheel 31 and the compressor wheel 32 can be changed. That is, in the supercharger 30 , the intake pressure Pin of the engine 10 can be adjusted by adjusting the opening of the wastegate valve 34 . Further, by fully opening the waste gate valve 34, the compression of the intake air by the supercharger 30 (compressor wheel 32) can be substantially stopped.

The blow-off valve 35 of the turbocharger 30 is installed in a bypass pipe 165 connected to the intake pipe 16 so as to bypass the compressor housing 160 (compressor wheel 32), as shown in FIG. By opening the blow-off valve 35, the pressure (surplus pressure) between the compressor wheel 32 of the intake pipe 16 and the throttle valve 17 can be released. As a result, it becomes possible to suppress the deterioration of the responsiveness of the throttle valve 17 and the occurrence of surging. The blow-off valve 35 may be a check valve that opens when the pressure on the downstream side of the compressor wheel 32 becomes higher than the pressure on the upstream side by a predetermined value or more.

An engine ECU 100 that controls the engine 10 includes a microcomputer having a CPU, ROM, RAM, and input/output interfaces (not shown), various drive circuits, various logic ICs, and the like. As shown in FIG. 2, the engine ECU 100 includes a crank angle sensor 14a, an air flow meter 16a, a pressure sensor 16p, a boost pressure sensor 16c, a temperature sensor 16t, a throttle opening sensor 17o, an intake pressure sensor 18p, and a temperature sensor 18t. , the upstream side air-fuel ratio sensor 22f, the downstream side air-fuel ratio sensor 22r, the exhaust gas temperature sensor 22t, the water temperature sensor 25t, the outside temperature sensor 28, the atmospheric pressure sensor 29, etc. are obtained through input ports (not shown).

The crank angle sensor 14 a detects the rotational position (crank position) of the crank shaft 14 . The airflow meter 16a detects the intake air amount Qa on the upstream side of the compressor wheel 32 of the intake pipe 16 . The pressure sensor 16p detects the air pressure Pp in the intake pipe 16 upstream of the compressor wheel 32 . A temperature sensor 16 t detects the temperature Tp of air on the upstream side of the compressor wheel 32 in the intake pipe 16 . The supercharging pressure sensor 16 c detects a supercharging pressure Pc, which is the pressure of air compressed by the compressor wheel 32 between the compressor housing 160 of the intake pipe 16 and the intercooler 39 . A throttle opening sensor 17 o detects the opening TH of the throttle valve 17 . The intake pressure sensor 18p detects the intake pressure Pin, which is the pressure of the air in the surge tank 18 that will be taken into each combustion chamber 12, and the temperature sensor 18t will be taken into each combustion chamber 12. An intake air temperature Tin, which is the temperature of the air in the surge tank 18, is detected. The upstream air-fuel ratio sensor 22f detects an upstream air-fuel ratio AFf, which is the air-fuel ratio of the exhaust gas flowing into the upstream purification device 23 on the upstream side of the upstream purification device 23. The downstream air-fuel ratio sensor 22r detects the upstream air-fuel ratio AFf. A downstream side air-fuel ratio AFr, which is the air-fuel ratio of the exhaust gas flowing into the downstream side purification device 24, is detected on the downstream side of the side purification device 23. FIG. The exhaust gas temperature sensor 22t detects the temperature Teg of exhaust gas flowing through a portion of the exhaust pipe 22 between the upstream purification device 23 and the downstream purification device 24 .

The engine ECU 100 calculates the rotation speed Ne of the engine 10 (crankshaft 14) based on the crank position from the crank angle sensor 14a, and based on the intake air amount Qa from the air flow meter 16a and the rotation speed Ne of the engine 10. to calculate the load factor KL. The load factor KL is the ratio of the volume of air actually taken in during one cycle to the stroke volume of the engine 10 per cycle. Further, the engine ECU 100 calculates a required load factor KL*, which is a required value of the load factor KL, based on the accelerator opening Acc and the rotational speed Ne, and calculates the target opening of the throttle valve 17 based on the required load factor KL*. Set the degree TH*. Then, the engine ECU 100 controls the throttle valve 17, the variable valve mechanism 190, the plurality of port injection valves 20p, and the in-cylinder injection valves based on the rotational speed Ne, the required load factor KL*, the target opening TH*, and the like. 20d, to control a plurality of spark plugs 21 and the like; Furthermore, the engine ECU 100 controls the wastegate valve 34 and the blow-off valve 35 of the supercharger 30, the electric pump 26, and the cooling system (not shown) of the supercharger 30 based on the load factor KL, the required load factor KL*, and the like. Controls electric pumps, etc.

Further, as shown in FIG. 3, the engine ECU 100 directly injects fuel into the combustion chambers 12 only from the in-cylinder injection valves 20d when the load factor KL is equal to or less than a relatively small predetermined value. exceeds the predetermined value, fuel is injected into each combustion chamber 12 from the in-cylinder injection valve 20d and fuel is injected from the port injection valve 20p into the intake port. In the present embodiment, when injecting fuel from both the in-cylinder injection valve 20d and the port injection valve 20p, the engine ECU 100 determines that the fuel injection amount of the in-cylinder injection valve 20d (in-cylinder injection amount) is the same as that of the port injection valve 20p. The in-cylinder injection valve 20d and the port injection valve 20p are controlled so as to be larger than the fuel injection amount (for example, in-cylinder injection amount:port injection amount=8:2). Therefore, as shown in FIG. 3, in the supercharging range in which the supercharger 30 is operated, fuel is injected from both the in-cylinder injection valve 20d and the port injection valve 20p. In this way, when the load factor KL exceeds a predetermined value, fuel is separately injected from both the in-cylinder injection valve 20d and the port injection valve 20p, thereby pressurizing and supplying fuel to the in-cylinder injection valve 20d. Since the load on the fuel pump (not shown) can be reduced, it is possible to suppress cost increases by reducing the system of the fuel pump.

Furthermore, the engine ECU 100 controls the exhaust valve 19e and The variable valve mechanism 190 is controlled so that the intake valve 19i and the intake valve 19i are opened at the same time so that the valve opening periods of both overlap. As a result, the residual gas remaining in the combustion chamber 12 is scavenged to the exhaust pipe 22 by scavenging using the differential pressure generated between the intake side and the exhaust side of the engine 10, and the charging efficiency of the intake air is improved. , it is possible to suppress the occurrence of turbo lag in the supercharger 30 when the rotational speed Ne of the engine 10 is low.

Here, in the engine 10 of the present embodiment, as shown in FIG. 3, when the supercharger 30 is operated in a state where the rotation speed Ne is relatively low, the exhaust valve 19e is closed at the transition from the exhaust stroke to the intake stroke. and the intake valve 19i are simultaneously opened, and fuel is injected not only from the in-cylinder injection valve 20d but also from the port injection valve 20p. Therefore, if no countermeasures are taken, when the supercharger 30 is operated with the rotation speed Ne being relatively low, a blow-by phenomenon occurs in which the air-fuel mixture flows directly from the intake port into the exhaust pipe 22. However, the emissions of the engine 10 may deteriorate. Further, when the vehicle equipped with the engine 10 travels in a high altitude area where the atmospheric pressure is low, the actual intake air amount of the engine 10 decreases, resulting in a decrease in the output torque. For this reason, the turbocharger 30 is operated from a stage where the required load factor KL* to the engine 10 is relatively low compared to when traveling on flat ground, and at that time, the exhaust valve 19e and the intake valve 19i are opened simultaneously. If fuel is injected from the port injection valve 20p in this state, the blow-by phenomenon may occur. Based on this, the engine ECU 100 repeatedly executes the routine shown in FIG. 4 at predetermined time intervals during operation of the engine 10 in order to suppress the blow-through phenomenon in the scavenging region.

At the start of the routine of FIG. 4, the engine ECU 100 detects the intake pressure Pin detected by the intake pressure sensor 18p, the atmospheric pressure Pa detected by the atmospheric pressure sensor 29, and the cooling water temperature Tw detected by the water temperature sensor 25t. Acquire (step S100). The intake pressure Pin is not limited to that detected by the intake pressure sensor 18p, and may be estimated based on, for example, the rotation speed Ne of the engine 10, the load factor KL, the intake air temperature Tin, and the like. .

Next, engine ECU 100 sets offset value α (step S110). In this embodiment, as shown in FIG. 5, an offset value setting map that defines the relationship between the water temperature Tw indicating the temperature of the engine 10 and the offset value α is prepared in advance. A value corresponding to the water temperature Tw obtained in step S100 is derived from the offset value setting map and set as the offset value α. As shown in FIG. 5, the offset value setting map sets the offset value α to zero when the water temperature Tw is equal to or higher than a predetermined temperature (e.g., 80° C. in this embodiment). is set to a negative value that decreases proportionally as the water temperature Tw decreases.

After the process of step S110, the engine ECU 100 adds the offset value α to the atmospheric pressure Pa acquired in step S100 to set the threshold value Pref (step S120), and the intake pressure Pin acquired in step S100 becomes the threshold value Pref. It is determined whether or not the above is satisfied (step S130). When engine ECU 100 determines that intake pressure Pin is less than threshold value Pref (step S130: NO), engine ECU 100 once terminates the routine of FIG. 4 without executing subsequent processes.

On the other hand, when it is determined that the intake pressure Pin is equal to or higher than the threshold value Pref (step S130: YES), the engine ECU 100 controls the exhaust valve 19e and the intake valve 19i based on the rotational position (crank angle) of the crankshaft 14 and the like. is calculated (step S140), and it is determined whether or not the calculated valve overlap amount .theta. is equal to or greater than zero (.degree.) (step S150). When the engine ECU 100 determines that the valve overlap amount θ is equal to or greater than zero (step S150: YES), the fuel injection from the corresponding port injection valve 20p is started after each exhaust valve 19e is closed. is set to the advance guard value (advance limit) of the injection timing of each port injection valve 20p (step S160), and the routine of FIG. 4 is terminated. On the other hand, if it is determined that the valve overlap amount θ is less than zero (step S150: NO), engine ECU 100 once terminates the routine of FIG. 4 without executing the process of step S160.

As described above, the engine ECU 100 that controls the engine 10 controls the atmospheric pressure detected by the atmospheric pressure sensor 29 so that when the water temperature Tw indicating the temperature of the engine 10 is low, it is lower than when the water temperature Tw is high. A threshold value Pref is set based on Pa (steps S110-S120). Further, when the intake pressure Pin of the engine 10 is equal to or higher than the threshold value Pref (step S130: YES) and the opening periods of the exhaust valve 19e and the intake valve 19i overlap (step S150: YES), the above By setting the advance guard value (step S160), as shown in FIG. 6, fuel injection from the port injection valve 20p is started after the exhaust valve 19e is closed.

Thus, by setting the threshold value Pref to be compared with the intake pressure Pin based on the atmospheric pressure Pa (steps S110-S120), when the supercharger 30 is operated in a state where the rotation speed Ne is relatively low, Even if fuel is injected from the port injection valve 20p in addition to the in-cylinder injection valve 20d, and the exhaust valve 19e and the intake valve 19i are opened at the same time during the transition from the exhaust stroke to the intake stroke, the blow-by phenomenon occurs. can be satisfactorily suppressed. Also, when the turbocharger 30 is operated from a stage where the load (required load factor KL*) of the engine 10 is relatively low at a high altitude where the atmospheric pressure Pa is low, the port injection valve Fuel can be injected from 20p. This makes it possible to satisfactorily suppress blow-by of the air-fuel mixture when the open periods of the exhaust valve 19e and the intake valve 19i overlap. Furthermore, by setting the threshold value Pref to be smaller when the temperature of the engine 10 is low than when the temperature is high (steps S110-S120, FIG. 5), the fuel injection amount is increased for warming up. It is possible to suppress the decrease in the output of the engine 10 by allowing the fuel injection from the port injection valve 20p while suppressing the occurrence of blow-by phenomenon at low temperatures that may be corrected. As a result, in the engine 10 that can simultaneously open the exhaust valve 19e and the intake valve 19i at the time of transition from the exhaust stroke to the intake stroke, it is possible to extremely effectively suppress deterioration of emissions due to blow-by phenomenon.

Further, the engine ECU 100 adds an offset value to the atmospheric pressure Pa to set a threshold value Pref, sets the offset value α to zero when the temperature of the engine 10 is equal to or higher than a predetermined temperature, and sets the water temperature Tw (the temperature) is less than the predetermined temperature, the threshold value Pref is set to a negative value that decreases as the water temperature Tw decreases (steps S110-S120). As a result, it is possible to suppress the occurrence of the blow-through phenomenon at low temperatures extremely well.

Furthermore, the engine ECU 100 injects fuel from both the in-cylinder injection valve 20d and the port injection valve 20p in the supercharging range in which the supercharger 30 is operated (see FIG. 5). As a result, it is possible to reduce the burden on the fuel pump that pressurizes and supplies fuel to the in-cylinder injection valve 20d, thereby suppressing an increase in cost. However, it goes without saying that the invention of the present disclosure can be applied to an engine in which fuel is injected only from the in-cylinder injection valve 20d in the supercharging region.

It goes without saying that the invention of the present disclosure is not limited to the above-described embodiments, and various modifications can be made within the scope of the present disclosure. Furthermore, the above-described embodiment is merely one specific form of the invention described in the Summary of the Invention column, and does not limit the elements of the invention described in the Summary of the Invention column.

INDUSTRIAL APPLICABILITY The invention of the present disclosure can be used in the manufacturing industry of internal combustion engines and the like.

10 engine (internal combustion engine), 11 engine block, 12 combustion chamber, 13 piston, 14 crankshaft, 14a crank angle sensor, 15 air cleaner, 16 intake pipe, 16a air flow meter, 16c boost pressure sensor, 16p pressure sensor, 16t temperature Sensor 160 Compressor housing 165 Bypass pipe 17 Throttle valve 17o Throttle opening sensor 18 Surge tank 18p Intake pressure sensor 18t Temperature sensor 19e Exhaust valve 19i Intake valve 190 Variable valve mechanism 20d Cylinder Injection valve 20p Port injection valve 21 Spark plug 22 Exhaust pipe 220 Turbine housing 225 Bypass pipe 240 Particulate filter 22f Upstream air-fuel ratio sensor 22r Downstream air-fuel ratio sensor 22t Exhaust gas temperature sensor 23 Upstream Side purification device 24 Downstream purification device 25 Refrigerant circulation passage 25t Water temperature sensor 26 Electric pump 27 Radiator 28 Outside air temperature sensor 29 Atmospheric pressure sensor 30 Supercharger 31 Turbine wheel 32 Compressor wheel 33 turbine shaft, 34 wastegate valve, 35 blow-off valve, 39 intercooler, 300 bearing housing, 100 ECU (engine electronic control unit).

Claims (1)

A control device for an internal combustion engine that includes a port injection valve that injects fuel into an intake port and a supercharger, and that can simultaneously open an exhaust valve and an intake valve during a shift from an exhaust stroke to an intake stroke,
A threshold value is set based on the atmospheric pressure so that when the temperature of the internal combustion engine is low, it is lower than when the temperature is high, and the intake pressure of the internal combustion engine is equal to or higher than the threshold value, and the exhaust valve and the A control device for an internal combustion engine that starts fuel injection from the port injection valve after the exhaust valve is closed when the opening periods of the intake valves overlap.

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