# US 10,502,148 B2 · Internal combustion engine system and control method for internal combustion engine > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,502,148 B2 - Document ID: US10502148B2 - Status: Granted - Kind: B2 - Application number: 15/859,312 - Filed: 2017-12-29 - Published: 2018-07-19 - Granted: 2019-12-10 - Earliest claimed: 2017-01-17 - Assignees: Toyota Jidosha Kabushiki Kaisha - Applicants: Toyota Jidosha Kabushiki Kaisha - Inventors: Shintaro Hotta; Akira Kato; Shinichi Mitani - Web page: https://patentgrep.com/patent/US10502148B2 ## CPC - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F01L 1/047: Camshafts - F02B 37/18: by bypassing exhaust {from the inlet to the outlet of turbine or to the atmosphere} - F02D 13/0234: {changing the valve timing only} - F02D 23/005: {with the supercharger being mechanically driven by the engine (supercharger drives F02B39/00)} - F02D 37/00: Non-electrical conjoint control of two or more functions of engines, not otherwise provided for - F02D 41/0052: {Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount} - F02D 41/38: of the high pressure type - F02D 41/401: {Controlling injection timing (F02D41/402 takes precedence)} - F02D 43/04: using only digital means - F02M 26/06: Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor - F02M 31/20: for cooling ({F02M31/005 takes precedence; use of cold F02M17/52;} cooling of charging-air or of scavenging-air F02B29/04) - F02P 5/045: {combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02)} - F01L 13/0036: {the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction} - F02D 41/0072: {Estimating, calculating or determining the EGR rate, amount or flow (sensors in EGR systems F02M26/45)} - F02D 2041/001: {for engines with variable valve actuation} - F02D 2200/021: Engine temperature - F02D 2200/1002: Output torque - F02D 2200/101: Engine speed - Y02T 10/12: Improving ICE efficiencies - Y02T 10/40: Engine management systems - 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) - F01L: CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - 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) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract An electronic control unit is configured to select a first cam as a driving cam of an intake valve in a first operation range where a target value of an EGR rate is set to a specified EGR rate, and is configured to select a second cam as the driving cam in a second operation range smaller in valve duration and lift amount than the first cam. Accordingly, in most of the operation regions, the first cam is selected, and the second cam is selected only in a high-torque and high-speed region. When the second cam is selected in the high-torque and high-speed region, the state where an actual compression ratio is high can be eliminated, and suction efficiency can be decreased. Therefore, decrease in a knocking limit can be suppressed. ## Claims ### Claim 1 An internal combustion engine system, comprising: a turbocharged engine including a plurality of intake cams different in cam profile, an EGR system, and an ignition device, the intake cams being configured to drive an intake valve, the EGR system being configured to introduce exhaust gas flowing through an exhaust system, as external EGR gas, into an intake system, the ignition device being configured to ignite an air-fuel mixture in a cylinder; and an electronic control unit, the electronic control unit being configured to set a target value of an EGR rate in accordance with an operating state identified with engine torque and engine speed, the EGR rate being expressed as a ratio of the external EGR gas to intake air, in a first operation region where the target value of the EGR rate is set to a specified EGR rate, the electronic control unit being configured to select a first cam as a driving cam of the intake valve and being configured to set closing timing of the intake valve to a first crank angle section, the first crank angle section including a crank angle that offers highest suction efficiency under a condition where the engine speed and turbocharging pressure are fixed, and in a second operation region, the electronic control unit being configured to select a second cam as the driving cam, the second cam being smaller in valve duration and lift amount than the first cam, and being configured to set the closing timing to a second crank angle section and change ignition timing of the ignition device to a more advanced side than the ignition timing of the ignition device in the first operation region, the second operation region being positioned closer to a high-speed side than the first operation region, the second operation region having the target value of the EGR rate set to a value lower than the specified EGR rate, the second crank angle section being positioned at a more advanced side than the first crank angle section and being lower in suction efficiency than the first crank angle section. ### Claim 2 (depends on 1) The internal combustion engine system according to claim 1, wherein the electronic control unit is configured to wait for the switching of the driving cam until change of an actual EGR rate is completed when switching the driving cam from the first cam to the second cam with a shift of the operating state from the first operation region to the second operation region. ### Claim 3 (depends on 1) The internal combustion engine system according to claim 1, wherein the turbocharged engine includes an injector that supplies fuel into the cylinder, the electronic control unit is configured to control the injector such that the fuel is injected in a compression stroke when the operating state is in the first operation range, and the electronic control unit is configured to control the injector such that the fuel is injected in an intake stroke when the operating state is in the second operation range. ### Claim 4 (depends on 3) The internal combustion engine system according to claim 3, wherein the electronic control unit is configured to wait for the switching of the driving cam until change of injection timing of the injector is completed when switching the driving cam from the first cam to the second cam with a shift of the operating state from the first operation region to the second operation region. ### Claim 5 (depends on 1) The internal combustion engine system according to claim 1, wherein the turbocharged engine includes a camshaft that supports the plurality of intake cams, and a rotation phase change mechanism that changes a rotation phase of the camshaft relative to a crankshaft, and when switching the driving cam from the first cam to the second cam with a shift of the operating state from the first operation region to the second operation region, the electronic control unit is configured to change the rotation phase such that the suction efficiencies before and after the switching of the driving cam coincide and wait for the switching of the driving cam until change of the rotation phase is completed. ### Claim 6 (depends on 1) The internal combustion engine system according to claim 1, wherein the turbocharged engine includes a liquid-cooled intercooler that cools the intake air flowing through the intake system, and a heat exchanger that shares a coolant with the intercooler, and the electronic control unit is configured not to perform switching of the driving cam when the following conditions i) and ii) are both satisfied, i) switching the driving cam from the first cam to the second cam with a shift of the operating state from the first operation region to the second operation region, and ii) temperature of the coolant fed to the intercooler and the heat exchanger is higher than a specified temperature. ### Claim 7 (depends on 1) The internal combustion engine system according to claim 1, wherein in a third operation region, the electronic control unit is configured to select a third cam as the driving cam, the third cam is smaller in lift amount than the first cam and smaller in valve duration than the second cam, and is configured to set the closing timing to a third crank angle section and change the ignition timing of the ignition device to a more advanced side than the ignition timing of the ignition device in the first operation region, the third operation region being positioned closer to a low speed side than the first operation region, the third operation region having the target value of the EGR rate set to a value lower than the specified EGR rate, the third crank angle section being positioned at a more advanced side than the first crank angle section and being narrower than the second crank angle section. ### Claim 8 (depends on 1) The internal combustion engine system according to claim 1, wherein the turbocharged engine has a geometric compression ratio defined as 11 or more. ### Claim 9 A control method for an internal combustion engine, the internal combustion engine including a turbocharged engine and an electronic control unit, the turbocharged engine including a plurality of intake cams different in cam profile, an EGR system, and an ignition device, the intake cams being configured to drive an intake valve, the EGR system being configured to introduce exhaust gas flowing through an exhaust system, as an external EGR gas, in to an intake system, the ignition device being configured to ignite an air-fuel mixture in a cylinder, the electronic control unit being configured to set a target value of an EGR rate in accordance with an operating state identified with engine torque and engine speed, the EGR rate being expressed as a ratio of the external EGR gas to intake air, the control method comprising: in a first operation region where the target value of the EGR rate is set to a specified EGR rate, selecting, via the electronic control unit, a first cam as a driving cam of the intake valve, and setting, via the electronic control unit, closing timing of the intake valve to a first crank angle section including a crank angle that offers a highest suction efficiency under a condition where the engine speed and turbocharging pressure are fixed; and in a second operation region, selecting, via the electronic control unit, a second cam as the driving cam, setting, via the electronic control unit, the closing timing to a second crank angle section positioned at a more advanced side than the first crank angle section, and changing, via the electronic control unit, ignition timing of the ignition device to a more advanced side than the ignition timing of the ignition device in the first operation region, the second operation region positioned closer to a high-speed side than the first operation region, the second operation region having the target value of the EGR rate set to a value lower than the specified EGR rate, the second cam being smaller in valve duration and lift amount than the first cam, the second crank angle section being lower in suction efficiency than the first crank angle section.