# US 10,119,517 B2 · Control device for internal combustion engine

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- Number: US 10,119,517 B2
- Document ID: US10119517B2
- Status: Granted
- Kind: B2
- Application number: 15/638,481
- Filed: 2017-06-30
- Published: 2018-01-11
- Granted: 2018-11-06
- Earliest claimed: 2016-07-05
- Assignees: Toyota Jidosha Kabushiki Kaisha
- Applicants: Toyota Jidosha Kabushiki Kaisha
- Inventors: Hisato Hirooka
- Web page: https://patentgrep.com/patent/US10119517B2

## CPC

- F02P 15/006: {Ignition installations combined with other systems, e.g. fuel injection (to advance or to retard the ignition spark F02P5/045)}
- F02D 35/028: {by determining the combustion timing or phasing}
- F02D 41/0002: {Controlling intake air}
- F02D 41/0255: {to accelerate the warming-up of the exhaust gas treating apparatus at engine start}
- F02D 41/061: {the corrections being time dependent}
- F02D 41/345: {Controlling injection timing (F02D41/365 takes precedence)}
- F02D 41/405: {with post injections}
- F02D 43/00: Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
- F02N 19/005: {Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation}
- F02P 5/045: {combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02)}
- F02P 5/1502: {using one central computing unit}
- F02P 5/153: dependent on combustion pressure
- F02P 15/003: {Layout of ignition circuits for gas turbine plants (ignition of gas turbine plants per se F02C7/26)}
- F02D 13/0223: {Variable control of the intake valves only}
- F02D 35/023: {by determining the cylinder pressure}
- F02D 37/02: one of the functions being ignition
- F02D 2041/001: {for engines with variable valve actuation}
- F02D 2041/0015: {for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves}
- F02N 11/0814: {comprising means for controlling automatic idle-start-stop}
- F02N 2200/021: Engine crank angle
- Y02T 10/12: Improving ICE efficiencies
- Y02T 10/40: Engine management systems
- F02P: IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES ({anti-pollution means for internal-combustion engines F02B17/00}; specially adapted for rotary-piston or oscillating-piston engines F02B53/12; {ignition of gas turbine plants F02C7/26; ignition of jet propulsion plants F02K9/95; starting of combustion engines F02N9/00}; ignition of combustion apparatus in general, glowing plugs F23Q; measuring of physical variables in general G01; controlling in general G05; data processing in general G06; electrical components in general see Section H; {ignition coils H01F38/12}; sparking plugs H01T13/00)
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- F02N: STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

A control device for an internal combustion engine is programmed, during a catalyst warm-up control, to perform first fuel injection by an injector in an intake stroke, control an ignition device so as to generate a discharge spark in a predetermined period in an expansion stroke, and perform second fuel injection, at a timing retarded from a compression top dead center, such that its injection period overlaps with at least a part of the predetermined period and an end timing of the injection period is advanced from an end timing of the predetermined period. Further, the control device is programmed, during the catalyst warm-up control, to control an actual tumble ratio depending on a result of determination using a first index value representing a speed of initial combustion accompanying an ignition by the ignition device and a second index value representing a speed of main combustion accompanying the ignition.

## Claims

### Claim 1

A control device for an internal combustion engine that includes:
an ignition device arranged in a vicinity of a center of an upper part of a combustion chamber, and includes a spark plug for igniting an air-fuel mixture in a cylinder using a discharge spark;
an injector arranged nearer to an intake valve than the spark plug in the vicinity of the center of the upper part of the combustion chamber, and includes one or more injection holes provided such that a contour surface of a fuel spray injected from the one or more injection holes toward the spark plug passes under an electrode portion of the spark plug;
an in-cylinder pressure sensor configured to detect in-cylinder pressure; and
an exhaust gas purification catalyst configured to purify exhaust gas from the combustion chamber,
wherein a tumble flow that flows so as to go toward a side of an exhaust valve from a side of the intake valve in the upper part of the combustion chamber is generated in the combustion chamber of the internal combustion engine,
wherein the control device comprises:
a tumble flow control section programmed to control a predetermined actuator such that a flow velocity of the tumble flow changes;
a combustion control section programmed, in order to activate the exhaust gas purification catalyst, to control the injector so as to perform first fuel injection at a timing advanced from a compression top dead center, control the ignition device so as to generate the discharge spark in a predetermined period that is located in an expansion stroke, and control the injector so as to perform second fuel injection at a timing retarded from the compression top dead center, the second fuel injection being performed such that an injection period overlaps with at least a part of the predetermined period and an end timing of the injection period is advanced from an end timing of the predetermined period; and
a parameter calculation section programmed, based on output values of the in-cylinder pressure sensor, to calculate a first index value representing a speed of initial combustion accompanying an ignition by the ignition device controlled by the combustion control section and a second index value representing a speed of main combustion accompanying the ignition, and
wherein the tumble flow control section is programmed to execute at least one of a tumble ratio decrease control and a tumble ratio increase control, the tumble ratio decrease control decreasing an actual tumble ratio by decreasing the flow velocity of the tumble flow when the first index value indicates that the speed of the initial combustion is lower than a first threshold value and the second index value indicates that the speed of the main combustion is a second threshold value or more, the tumble ratio increase control increasing the actual tumble ratio by increasing the flow velocity of the tumble flow when the first index value indicates that the speed of the initial combustion is lower than the first threshold value and the second index value indicates that the speed of the main combustion is lower than the second threshold value.

### Claim 2 (depends on 1)

The control device according to claim 1,
wherein the first index value is a crank angle period from a start timing of the predetermined period to a specified fraction combustion point that is a crank angle at which a mass fraction of burned fuel based on an output value of the in-cylinder pressure sensor reaches a specified fraction that is less than 50%.

### Claim 3 (depends on 2)

The control device according to claim 2,
wherein the specified fraction combustion point is a 10% combustion point that is a crank angle at which the mass fraction of burned fuel based on an output value of the in-cylinder pressure sensor reaches 10%.

### Claim 4 (depends on 1)

The control device according to claim 1,
wherein the second index value is a crank angle period from a 10% combustion point to a 50% combustion point, the 10% combustion point being a crank angle at which a mass fraction of burned fuel based on an output value of the in-cylinder pressure sensor reaches 10%, the 50% combustion point being a crank angle at which the mass fraction of burned fuel based on an output value of the in-cylinder sensor reaches 50%.