JP3990672B2 - Internal combustion engine control device - Google Patents

Description

  The present invention relates to an internal combustion engine control device capable of reducing a pumping loss of an internal combustion engine for a vehicle and improving fuel consumption.

  In a multi-cylinder internal combustion engine used in a vehicle, etc., an independent intake pipe (intake branch pipe) is provided for each cylinder of the internal combustion engine for each cylinder, and a throttle valve is provided in each independent intake pipe for output control. A so-called multiple throttle valve is known. Thus, by providing a throttle valve in each independent intake pipe, the internal volume of the intake pipe on the downstream side of the throttle valve can be reduced, and the response of the pressure in the intake pipe to the control of the throttle valve opening is improved. The output response of the internal combustion engine can be improved.

  However, such a multi-throttle valve internal combustion engine has a throttle which is particularly low in a low rotation and low load state such as idle operation, as compared with a single throttle valve internal combustion engine in which a single throttle valve is arranged in the intake pipe assembly. The gain of the intake air amount change with respect to the change in the valve opening increases, so the output change of the internal combustion engine with respect to the change in the throttle valve opening also increases, and subtle control of each throttle valve is necessary to obtain stable rotation. There is a problem that it becomes difficult to smoothly operate the internal combustion engine when the throttle valve cannot be delicately controlled.

  The technique disclosed in Patent Document 1 addresses such a problem. In an internal combustion engine provided with multiple throttle valves that are linked to and linked to each independent intake pipe provided in each cylinder, each throttle A balance passage communicating between the independent intake pipes is provided on the downstream side of the valve. The balance passage is integrated into a collecting pipe to communicate with a collecting portion of the intake pipe on the upstream side of the throttle valve, and an electromagnetic valve is connected to the collecting pipe. And the stability of rotational fluctuation is improved by controlling the electromagnetic valve on and off in a low rotation range. However, it is difficult to maintain the opening of each throttle valve constant due to variations and aging in a multiple throttle valve in which each throttle valve is connected and linked as in this document.

  In addition, the technique disclosed in Patent Document 2 is such that an independent intake pipe is provided for each cylinder of the internal combustion engine, and a throttle valve is provided for each independent intake pipe. This pressure is established by connecting the downstream side and the upstream side of the throttle valve (collection part of the intake pipe) through an intake communication passage having a control valve, and detecting the pressure downstream of the control valve in the intake communication passage to open and close the control valve. In addition, the intake air amount is calculated based on the corrected pressure, and for sudden changes in the control valve opening, the convergence correction value is obtained from the map and the calculated value is corrected to increase the intake air amount. The accuracy is set.

JP-A-63-306252 (2nd page, FIGS. 1 to 3) JP 07-77440 A (pages 3-6, FIGS. 1-8)

  In an internal combustion engine for a vehicle, EGR (exhaust gas recirculation) gas, blow-by gas, etc. are introduced as part of exhaust gas countermeasures, and these substances exist in the intake pipe for a long period of time. As a result, the throttle valve It is known to close or reduce the effective gap serving as the intake passage. Since it is difficult to generate such pollutant effects evenly among the cylinders, even if the opening of each throttle valve is adjusted precisely at the initial stage, the intake air supply to each cylinder will change over time. The amount becomes different, and it is difficult to correct this uneven intake amount with a multiple throttle valve configured to be linked to each other.

  As for the pumping loss that affects the output efficiency of the internal combustion engine, a type in which a throttle valve for each cylinder is arranged in each independent intake pipe in contrast to an internal combustion engine in which a single throttle valve is arranged in the collection section of the intake pipe. Is known to be less. The pumping loss is energy lost by sucking air that has dropped below the atmospheric pressure downstream of the throttle valve in the intake stroke into the cylinder and discharging it into the exhaust pipe under atmospheric pressure in the exhaust stroke. This loss energy is reduced as a relatively large loss in an internal combustion engine in which a throttle valve for each cylinder is arranged in each independent intake pipe, but is reduced as compared with an internal combustion engine having a single throttle valve. As a result, fuel consumption can be improved.

  The present invention has been made to solve such a problem. In an internal combustion engine in which a throttle valve for each cylinder is arranged in each independent intake pipe, it is possible to further reduce pumping loss and improve fuel efficiency. An object of the present invention is to obtain an internal combustion engine control device.

An internal combustion engine control apparatus according to the present invention is provided in each of an independent intake pipe for supplying intake air to each of a plurality of cylinders of the internal combustion engine, and the independent intake pipe, and the respective intake passage cross-sectional areas are represented by their opening degrees. Individual intake air amount control means for individually controlling the fuel, a fuel injection valve for individually supplying fuel to the plurality of cylinders, an intake valve provided at a joint portion between the plurality of cylinders and the independent intake pipe, and the intake valve A cylinder identification sensor for discriminating the opening / closing operation of each cylinder, and a control for calculating the intake amount and the fuel supply amount of the independent intake pipe and controlling the individual intake amount control means and the fuel injection valve based on the calculation result And when the internal combustion engine is in a steady operation state and the intake valve is open, the opening of the individual intake air amount control means is set to the intake passage cross-sectional area of the first opening, and the intake When the valve transitions from the open state to the closed state, the individual intake air amount control means is set to an intake passage cross-sectional area of a second opening larger than the intake passage cross-sectional area of the first opening, and is held for a predetermined time, When the internal combustion engine is in an output increasing state such as an acceleration operation, when the intake valve shifts to the closed state, the opening of the individual intake air amount control means is increased from the third opening to the fourth opening. When the intake valve shifts from a closed state to an open state, the opening of the individual intake air amount control means is gradually increased from the fourth opening to a fifth opening that is larger than the third opening. When the fuel injection by the fuel injection valve is started when the intake valve is in the closed state, the next closed state of the intake valve is started. Until said individual intake air amount control means It is obtained so as to hold the opening.

An internal combustion engine control apparatus according to the present invention is provided in each of an independent intake pipe for supplying intake air to a plurality of cylinders of the internal combustion engine for each cylinder, and each of the independent intake pipes. Individual intake air amount control means for individually controlling by opening, fuel injection valves for individually supplying fuel to the plurality of cylinders, intake valves provided respectively at joints between the plurality of cylinders and the independent intake pipes, Cylinder identification sensor for discriminating the opening / closing operation of the intake valve for each cylinder, calculating the intake amount of the independent intake pipe and the fuel supply amount, and controlling the individual intake amount control means and the fuel injection valve based on the calculation result And when the internal combustion engine is in a steady operation state, when the intake valve is open, the opening of the individual intake air amount control means is set to the intake passage cross-sectional area of the first opening, When the intake valve shifts from an open state to a closed state, the individual intake air amount control means is set to an intake passage cross-sectional area with a second opening larger than the intake passage cross-sectional area with the first opening and held for a predetermined time. When the internal combustion engine is in an output decreasing state such as a deceleration operation, when the intake valve shifts to the closed state, the opening of the individual intake air amount control means is changed from the third opening to the fourth opening. When the area is gradually increased and the intake valve shifts from the closed state to the open state, the opening of the individual intake air amount control means is changed from the fourth opening to a sixth opening that is smaller than the third opening. When the fuel injection by the fuel injection valve is started when the intake valve is in the closed state, the next closed state of the intake valve is started. The individual intake air amount system until It is obtained so as to hold the opening means.

According to the internal combustion engine control apparatus of the present invention, when the internal combustion engine is in a steady operation state and the intake valve is open, the opening of the individual intake air amount control means is set to the intake passage cross-sectional area of the first opening. When the intake valve transitions from the open state to the closed state, the individual intake air amount control means is set to an intake passage cross-sectional area with a second opening larger than the intake passage cross-sectional area with the first opening. And when the internal combustion engine is in an output increasing state such as an acceleration operation, when the intake valve shifts to a closed state, the opening of the individual intake air amount control means is changed from the third opening to the fourth opening. When the intake passage cross-sectional area is gradually increased and the intake valve shifts from the closed state to the open state, the opening of the individual intake air amount control means is changed from the fourth opening to the fifth opening larger than the third opening. Decrease gradually to the opening and When the fuel injection by the fuel injection valve is started when the intake valve is in the closed state when the output is in the increased state, the individual intake air amount until the next closed state of the intake valve is started. Since the opening of the control means is maintained , the air intake ratio of each cylinder can be individually controlled to control the air-fuel ratio with high accuracy, and control can be performed so as to obtain a stable rotation that does not change with time even in the low-speed rotation range. In addition, since the intake pipe pressure on the downstream side of the throttle valve of each independent intake pipe at the beginning of the intake stroke can be increased, the pumping loss can be greatly reduced, and an internal combustion engine control device with excellent fuel efficiency can be achieved. It can be obtained. Further, even when the output of the internal combustion engine is increased, the change in the intake air amount with respect to the fuel injection amount is suppressed, and the deterioration of the exhaust gas due to the change in the air-fuel ratio can be suppressed to the minimum.

Further, according to the internal combustion engine control apparatus of the present invention, when the internal combustion engine is in a steady operation state and the intake valve is open, the opening of the individual intake air amount control means is set to the intake passage having the first opening. When the intake valve is shifted from the open state to the closed state, the individual intake air amount control means is set to an intake passage sectional area with a second opening larger than the intake passage sectional area with the first opening. When the internal combustion engine is in an output decreasing state such as a deceleration operation and the intake valve shifts to a closed state when the internal combustion engine is in a reduced output state, the opening of the individual intake air amount control means is changed from the third opening to the fourth opening. When the intake passage cross-sectional area is gradually increased to the opening, and the intake valve shifts from the closed state to the open state, the opening of the individual intake air amount control means is smaller than the third opening from the fourth opening Decrease gradually until the 6th opening In both cases, when the fuel injection by the fuel injection valve is started when the intake valve is in the closed state when the output is in the reduced state, the intake valve is started until the next closed state of the intake valve is started. Since the opening of the individual intake air amount control means is maintained, the intake air amount of each cylinder can be individually controlled to control the air-fuel ratio with high accuracy, and stable rotation without change with time can be obtained even in the low speed rotation region. And can increase the pressure in the intake pipe on the downstream side of the throttle valve of each independent intake pipe at the beginning of the intake stroke, so that the pumping loss can be greatly reduced, and the internal combustion engine with excellent fuel efficiency A control device can be obtained. Further, even when the output of the internal combustion engine is decreasing, the change in the intake air amount with respect to the fuel injection amount is suppressed, and the deterioration of the exhaust gas due to the change in the air-fuel ratio can be suppressed to the minimum.

Technical FIGS. 1 to 6 that underlying the invention is intended to illustrate the internal combustion engine control apparatus according to the underlying technique of the present invention, FIG. 1 is a schematic block diagram of a supply and exhaust passage of an internal combustion engine, FIG. 2 Fig. 3 is a PV diagram explaining the pumping loss, Fig. 3 is a comparative explanatory diagram showing the pressure in the intake pipe in the case of the independent throttle valve and the case of the single throttle valve, and Fig. 4 is a simple diagram of the case of the independent throttle valve. PV diagram for explaining a difference in pumping loss between the case one throttle valve, Fig. 5, the intake pipe pressure fluctuation view the intake pipe pressure change due to the underlying technology of the present invention was compared with the conventional example, FIG. 6, It is explanatory drawing which shows the pressure in an intake pipe at the time of acceleration / deceleration by the internal combustion engine control apparatus of this invention.

  The schematic configuration diagram of FIG. 1 is an example of a four-cylinder internal combustion engine, and will be described for a four-cylinder internal combustion engine, including the following operation description. In the figure, an internal combustion engine 1 has four cylinders 1a to 1d, and an intake pipe 2 for supplying intake air to the cylinders 1a to 1d forms an intake pipe assembly 4 having an air cleaner 3 at an upstream portion thereof. The cylinders 1a to 1d are configured such that independent intake pipes (intake branch pipes) 5a to 5d that are branched from the intake pipe collecting portion 4 supply intake air to the respective cylinders. Intake valves 6a to 6d are provided at the joints with the independent intake pipes 5a to 5d.

  Each of the independent intake pipes 5a to 5d has a fuel injection valve 7a to 7d for supplying fuel to each cylinder from the downstream side, an intake pressure sensor 8a to 8d for detecting the intake amount for each cylinder, and an accelerator pedal (not shown). ETVs 9a to 9d, which are electronically controlled throttle valves for controlling the throttle opening for each cylinder based on the operation amount, are provided. These ETVs 9a to 9d serve as the individual intake air amount control means for determining the effective sectional area of the intake passage for each cylinder. To control. Further, an exhaust pipe 11 is joined to each cylinder 1a to 1d via exhaust valves 10a to 10d, and an air-fuel ratio sensor 12 for detecting an air-fuel ratio of the internal combustion engine 1 is provided at a collecting portion of the exhaust pipe 11. ing. The internal combustion engine 1 is provided with a cylinder identification sensor 13 that discriminates the intake stroke of each cylinder and detects the rotational speed of the internal combustion engine 1.

  The control means 14 inputs information such as the rotational speed and crank angle of the internal combustion engine 1 from the cylinder identification sensor 13 to calculate the ignition timing, controls the ignition system (not shown), and controls the operation amount and the suction of an accelerator pedal (not shown). The intake air amount is calculated for each cylinder based on the output of the atmospheric pressure sensors 8a to 8d, and the throttle opening of the ETVs 9a to 9d is controlled based on the calculated intake air amount for each cylinder and the cylinder discrimination signal output from the cylinder identification sensor 13. . Further, the control means 14 calculates an appropriate fuel supply amount for each cylinder 1a to 1d from the intake air amount for each cylinder and the cylinder identification signal of the cylinder identification sensor 13, and controls the fuel injection valves 7a to 7d.

  The intake air distributed to the independent intake pipes 5a to 5d via the air cleaner 3 is controlled by the ETVs 9a to 9d and supplied to the cylinders 1a to 1d. Since the air pressure of the intake air changes depending on the throttle opening of the ETVs 9a to 9d, the intake air amount of each cylinder 1a to 1d is the intake pressure detected by the intake pressure sensors 8a to 8d and the internal combustion engine 1 detected by the cylinder identification sensor 13. It can be detected from the rotational speed. The control of the ignition system (not shown) by the control means 14 is controlled so as to perform ignition in the MBT or in the vicinity of the MBT corresponding to the environment of the internal combustion engine 1.

  The control of the intake air amount and the fuel injection amount by the control means 14 is feedback control based on the output signal of the air-fuel ratio sensor 12 provided in the collective portion of the exhaust pipe 11, whereby the intake air amount from the ETVs 9a to 9d is changed over time. Even if there is variation due to changes, the excess or deficiency between the fuel injection amount and the intake air amount is calculated, the throttle valve opening of the ETVs 9a to 9d is controlled, and the air-fuel ratio is controlled with high accuracy by correcting the variation of the intake air amount. To do.

  Further, the control means 14 controls the throttle valve openings of the ETVs 9a to 9d as follows. That is, during a predetermined period in which the intake valves 6a to 6d are closed, the opening of the throttle valve is controlled in the direction in which the intake passage is expanded from the command opening based on the accelerator operation, and the independent intake downstream of the throttle valve is controlled. The negative pressure of the pipe is reduced, the intake valves 6a to 6d are opened, and the throttle valve opening is controlled and changed so that the intake passage is reduced. The overall intake amount is controlled to the intake amount based on the accelerator operation. The pumping loss is reduced while maintaining the air-fuel ratio. For example, even if the driver performs an accelerator operation and the vehicle is in an accelerated state, control is performed to change the throttle opening, maintaining acceleration based on the accelerator operation, reducing pumping loss, and reducing fuel consumption. Reduce.

  The pumping loss will be described with reference to the PV diagram of FIG. 2. The diagram is a diagram showing the pressure in the cylinder (inside the cylinder) in each stroke of intake, compression, combustion, and exhaust, of which the intake in the negative pressure state The difference in pressure between the intake stroke that is sucked from the pipe and the exhaust stroke that is discharged to the exhaust pipe at atmospheric pressure is the pumping loss. The pumping loss reduces the negative pressure value in the intake pipe during the intake stroke. This can be reduced. As shown in FIG. 3, an independent throttle valve that can be individually controlled for each of an internal combustion engine (hereinafter referred to as a single throttle valve) of a type in which a single throttle valve is arranged at a collecting portion of the intake pipe and an independent intake pipe. In the case of a single throttle valve, the negative pressure continues to be almost constant and each cylinder has a constant negative pressure. While intake is performed from the pressure value, the pressure in the intake pipe in the case of the independent throttle valve varies from a negative pressure value smaller than that in the case of the single throttle valve to a value close to the negative pressure of the single throttle valve.

  This will be explained with reference to the PV diagram of FIG. 4. FIG. 4 is a PV diagram in which the change in the cylinder pressure is compared between an internal combustion engine with a single throttle valve and an internal combustion engine with an independent throttle valve. In this case, since one of the four cylinders is always in the intake stroke and the air in the intake pipe flows into one of the cylinders, the intake stroke is as shown in the diagram (b) of the figure. The cylinder pressure at is always low. In contrast, in the case of an independent throttle valve, the intake pipe of each cylinder is independent, so there is no interference of intake air between the cylinders, and when the intake stroke is completed and the intake valve is closed, the air is drawn from the throttle valve into the intake pipe. Flows in and the intake pipe pressure rises. As a result, as shown in FIG. 4A, the cylinder pressure immediately after the start of the intake stroke becomes higher than that in the case of a single throttle valve, and the atmospheric pressure decreases with the progress of intake. The hatched portions (A) and (B) in the figure are the difference, and since the (A) portion is larger than the (B) portion, the average pressure is higher than in the case of a single throttle valve, and the pumping loss is that of the independent throttle valve. Is smaller.

  As described above, the pumping loss in the independent throttle valve is smaller than that in the single throttle valve because the intake pipe pressure immediately after the start of the intake stroke is high. Therefore, the pumping loss can be further reduced by increasing the intake pipe pressure immediately after the start of the intake stroke. As described above, in the internal combustion engine controller according to Embodiment 1 of the present invention, in each cylinder, the control means 14 operates the throttle valve opening for a predetermined period in which the intake valves 6a to 6d are closed. Therefore, the cross-sectional area of the intake passage that is set by operating the accelerator pedal is controlled so that the pressure in the intake pipe increases, and the pumping loss can be greatly reduced to improve fuel efficiency. .

FIG. 5 (a) shows changes in the intake pipe pressure when controlled in this way. In the case of an independent throttle valve that is operated to open and close the intake valve according to the technology underlying the present invention. As a comparative example, the intake pipe pressure characteristics are shown together with the case of an independent throttle valve in which the opening operation is not performed together with the opening and closing of the intake valve. In the case of an independent throttle valve based on the technology that forms the basis of the present invention, the intake pipe pressure increases from the time (t1) when the intake valve closes, so the amount of inflow air increases and becomes higher than the comparative example. When the intake valve opens, the intake pipe pressure starts to decrease due to intake, but a higher value than the comparative example is maintained, and the pumping loss decreases.

FIG. 5B shows changes in the throttle valve opening. In the case of an independent throttle valve based on the technology underlying the present invention, the throttle opening increases at the time (t1) when the intake valve closes. It starts to become a certain value. This constant value is maintained for a predetermined period, and when the predetermined time (t2) within the closing period of the intake valve is reached, the throttle opening decreases to the original opening. On the other hand, in the comparative example, since the opening operation is not performed simultaneously with the opening and closing of the intake valve, as shown by the chain line in FIG. 5, it is constant regardless of the opening and closing of the intake valve.

FIGS. 5C and 5D show other control methods of the throttle opening. FIG. 5 (c) shows a case where the throttle opening is large during the intake valve closing period, and the throttle opening is small during the intake valve opening period. The difference with respect to the comparative example is smaller. FIG. 5 (d) shows an example in which the opening is gradually increased or decreased without being fixed to a constant value when the throttle opening is similarly controlled. As described above, there are various control methods, but in any case, the throttle opening is controlled to be large during the predetermined period when the intake valve is closed, and the throttle opening is decreased during the intake valve opening period. The large opening period is set longer than the small opening period.

  FIG. 6 illustrates the operation when the accelerator operation is performed so that the vehicle accelerates or decelerates. In the acceleration state, air is introduced into the intake pipe before the intake valves 6a to 6d are opened to increase the pressure in the intake pipe so that the intake air necessary for generating the required torque is sucked into the cylinder in the first half of the intake stroke. Each ETV 9a to 9d operates as described above. Similarly, in the deceleration state, in order to inhale into the cylinder in the first half of the intake stroke, air is introduced into the intake pipe before each intake valve 6a to 6d is opened to increase the pressure in the intake pipe. Works. Therefore, the pumping loss can be reduced and the power performance can be improved in the acceleration state and the deceleration state.

Embodiment 1 FIG.
FIG. 7 is an explanatory diagram for explaining the operating state of the throttle valve of the internal combustion engine control apparatus according to Embodiment 1 of the present invention. The internal combustion engine control apparatus according to the first embodiment is obtained by adding a control function to the control means 14 for controlling the air-fuel ratio to an optimum state. During a transient operation such as an acceleration / deceleration state of the internal combustion engine, a state in which the control of the fuel supply amount by the control means 14 cannot be performed with respect to a change in the intake air amount due to the accelerator operation occurs. That is, as described above, the control means 14 calculates the intake amount for each cylinder based on the operation amount of the accelerator pedal, the outputs of the intake pressure sensors 8a to 8d, and the rotational speed of the internal combustion engine 1, and calculates the ETVs 9a to 9d. In addition to controlling, the fuel supply amount is calculated and the fuel injection valves 7a to 7d are controlled to supply air and fuel based on a predetermined air-fuel ratio. In some cases, the amount of operation of the accelerator pedal may change after the fuel supply by the injection valves 7a to 7d is started. In such a case, the throttle opening changes even though the fuel injection amount cannot be changed. Therefore, the predetermined air-fuel ratio may not be maintained.

  In such a case, the control means 14 controls the ETVs 9a to 9d during the period in which the fuel supply amount cannot be corrected, prohibits changes in the throttle opening, and after the period during which the fuel supply amount can be controlled. Operates to control the throttle opening. The period during which the fuel supply amount cannot be controlled or corrected is after the calculation of the fuel injection amount is completed or until the intake valve of the cylinder is closed after the fuel injection starts. Then, after the intake valve is closed, the throttle opening is controlled based on the operation amount of the accelerator pedal. By this control, the change in the intake air amount with respect to the fuel injection amount is suppressed, and the deterioration of the exhaust gas due to the change in the air-fuel ratio can be suppressed to the minimum.

In the conventional control, the same state is corrected by asynchronous fuel injection, but sufficient correction cannot be made in terms of time, and exhaust gas and drivability cannot be sufficiently improved. In the internal combustion engine control apparatus according to the first embodiment , as described above, the ETVs 9a to 9d are in a period during which the control unit 14 cannot correct the fuel supply amount, that is, after the start of fuel injection or after the calculation of the fuel injection amount. The change of the intake passage cross-sectional area due to the fuel injection is prohibited, the intake passage cross-sectional area before the start of fuel injection is maintained, this is continued until the intake valves 6a to 6d of the internal combustion engine 1 are closed, and the intake valves 6a to 6d are closed. After that, the throttle valve opening based on the operation amount of the accelerator pedal is restored, so that the air-fuel ratio can be maintained, and deterioration of exhaust gas and drivability can be prevented.

  As described above, the internal combustion engine control device of the present invention is intended to improve the control accuracy of the air-fuel ratio and reduce the pumping loss during the transient operation of the internal combustion engine 1. In order to reduce the pumping loss, the intake air in the independent intake pipes 5a to 5d on the downstream side of the ETVs 9a to 9d is increased while the intake valves 6a to 6d are closed. For this purpose, the intake passage cross-sectional area is increased. In order to improve the air-fuel ratio control accuracy, it is necessary to prohibit changes in the intake passage cross-sectional area during the period in which the fuel injection amount cannot be corrected, and in synchronization with the rotation of the internal combustion engine 1. Thus, the ETVs 9a to 9d are finely controlled. However, when the load is high, the pumping loss is extremely small, and in the high speed rotation range, the stroke period is shortened and the absolute amount of intake air amount control is reduced. In this case, the control of the ETVs 9a to 9d can be stopped, and in this case, sufficient control can be performed even with an inexpensive ETV.

  The internal combustion engine control apparatus according to the present invention can be applied to an electric ignition type internal combustion engine for a vehicle, a marine internal combustion engine, and the like.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram of an internal combustion engine intake / exhaust passage for explaining an internal combustion engine control device according to a technology underlying the present invention; It is a PV diagram explaining a pumping loss. It is comparison explanatory drawing which shows the intake pipe internal pressure of an independent throttle valve and a single throttle valve. It is a PV diagram explaining the difference of the pumping loss of an independent throttle valve and a single throttle valve. FIG. 3 is an intake pipe pressure fluctuation diagram comparing an internal combustion engine control device according to the technology underlying the present invention and a conventional example. It is explanatory drawing which shows the pressure in an intake pipe at the time of acceleration of the internal combustion engine control apparatus by the technique on which this invention is based . It is explanatory drawing of the throttle-valve operating state of the internal combustion engine control apparatus by Embodiment 1 of this invention.

Explanation of symbols

1 internal combustion engine, 1a to 1d cylinder, 2 intake pipe, 3 air cleaner,
4 Intake pipe assembly, 5a to 5d Independent intake pipe,
6a to 6d intake valve, 7a to 7d fuel injection valve,
8a to 8d intake pressure sensor, 9a to 9d ETV (individual intake air amount control means),
10a to 10d exhaust valve, 11 exhaust pipe, 12 air-fuel ratio sensor,
13 cylinder identification sensor, 14 control means.

Claims (2)

  An independent intake pipe for supplying intake air to each of a plurality of cylinders of an internal combustion engine, and an individual intake air amount control means for individually controlling the cross-sectional area of each intake passage by its opening degree , A fuel injection valve that individually supplies fuel to the plurality of cylinders, an intake valve provided at a joint portion between the plurality of cylinders and the independent intake pipe, and a cylinder that determines opening / closing operation of the intake valve for each cylinder An identification sensor; and a control unit that calculates an intake air amount and a fuel supply amount of the independent intake pipe and controls the individual intake air amount control unit and the fuel injection valve based on a result of the calculation. When the intake valve is in the open state, the opening of the individual intake air amount control means is set to the intake passage cross-sectional area of the first opening, and the intake valve shifts from the open state to the closed state. Sometimes, the individual intake air amount control means is set to an intake passage cross-sectional area with a second opening larger than the intake passage cross-sectional area with the first opening and held for a predetermined time, and the internal combustion engine is in an output increasing state such as an acceleration operation. When the intake valve shifts to the closed state, the opening of the individual intake air amount control means is gradually increased from the third opening to the fourth opening, and the intake valve is closed. When the state is shifted from the open state to the open state, the opening degree of the individual intake air amount control means is gradually decreased from the fourth opening degree to the fifth opening degree that is larger than the third opening degree, and is in the output increasing state. In some cases, when fuel injection by the fuel injection valve is started when the intake valve is in the closed state, the opening degree of the individual intake air amount control means until the next closed state of the intake valve is started. It is characterized by holding Combustion engine control unit.   An independent intake pipe for supplying intake air to each of a plurality of cylinders of an internal combustion engine, and an individual intake air amount control means for individually controlling the cross-sectional area of each intake passage by its opening degree , A fuel injection valve that individually supplies fuel to the plurality of cylinders, an intake valve provided at a joint portion between the plurality of cylinders and the independent intake pipe, and a cylinder that determines opening / closing operation of the intake valve for each cylinder An identification sensor; and a control unit that calculates an intake air amount and a fuel supply amount of the independent intake pipe and controls the individual intake air amount control unit and the fuel injection valve based on a result of the calculation. When the intake valve is in the open state, the opening of the individual intake air amount control means is set to the intake passage cross-sectional area of the first opening, and the intake valve shifts from the open state to the closed state. Sometimes, the individual intake air amount control means is set to an intake passage cross-sectional area with a second opening larger than the intake passage cross-sectional area with the first opening and held for a predetermined time, and the internal combustion engine is in an output decreasing state such as a deceleration operation. When the intake valve shifts to the closed state, the opening of the individual intake air amount control means is gradually increased from the third opening to the fourth opening, and the intake valve is closed. When the state is shifted from the open state to the open state, the opening degree of the individual intake air amount control means is gradually reduced from the fourth opening degree to the sixth opening degree smaller than the third opening degree, and is in the output decreasing state. In some cases, when fuel injection by the fuel injection valve is started when the intake valve is in the closed state, the opening degree of the individual intake air amount control means until the next closed state of the intake valve is started. It is characterized by holding Combustion engine control unit.

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