Control apparatus for internal combustion engine

Patent metadata

Field	Value
Publication number	US-10294881-B2
Application number	US-201715850359-A
Country	US
Kind code	B2
Filing date	Dec 21, 2017
Priority date	Dec 26, 2016
Publication date	May 21, 2019
Grant date	May 21, 2019

Abstract

In a control apparatus for an internal combustion engine, The ignition timing in a rich-cylinder is corrected toward a retardation side from a theoretical-MBT such that the torque generated in the rich-cylinder exceeds a torque generated in the rich-cylinder at the theoretical-MBT, and the ignition timing in a lean-cylinder is corrected toward an advancement side from the theoretical-MBT such that the torque generated in the lean-cylinder exceeds a torque generated in the lean-cylinder at the theoretical-MBT, when a temperature raising process is being executed, and the ignition timing in the rich-cylinder is corrected further toward the retardation side such that the torque generated in the rich-cylinder becomes equal to or smaller than a maximum theoretical generated torque and equal to or larger than the torque generated in the lean-cylinder at the theoretical-MBT, when the temperature raising process is being executed and the engine is in a low-load operating state.

First claim

What is claimed is:

1. A control apparatus for an internal combustion engine, comprising:
an electronic control unit configured to:
(i) calculate a theoretical ignition timing, the theoretical ignition timing being an ignition timing when a torque generated in each of cylinders belonging to the internal combustion engine as a motive power source of a vehicle is equal to a maximum theoretical generated torque when an air-fuel ratio of each of the cylinders is controlled to a theoretical air-fuel ratio,
(ii) control at least one of the plurality of the cylinders to a rich cylinder whose air-fuel ratio is equal to a rich air-fuel ratio that is smaller than the theoretical air-fuel ratio, control the cylinders other than the at least one of the plurality of the cylinders to lean cylinders whose air-fuel ratio is equal to a lean air-fuel ratio that is larger than the theoretical air-fuel ratio, and determine whether or not a temperature raising process for raising a temperature of a catalyst that purifies exhaust gas is being executed,
(iii) execute a first ignition correction when the temperature raising process is being executed, the first ignition correction being a correction for correcting an ignition timing in the rich cylinder toward a retardation side from the theoretical ignition timing such that the torque generated in the rich cylinder exceeds the torque generated in the rich cylinder at the theoretical ignition timing, and correcting an ignition timing in each of the lean cylinders toward an advancement side from the theoretical ignition timing such that the torque generated in each of the lean cylinders exceeds the torque generated in each of the lean cylinders at the theoretical ignition timing, and
(iv) execute a second ignition correction when the temperature raising process is being executed and the internal combustion engine is in a low-load operating state, the second ignition correction being a correction for correcting the ignition timing in the rich cylinder further toward the retardation side such that the torque generated in the rich cylinder becomes equal to or smaller than the maximum theoretical generated torque and equal to or larger than the torque generated in each of the lean cylinders at the theoretical ignition timing, in addition to the correction according to the first ignition correction.

2. The control apparatus according to claim 1 , wherein
the electronic control unit is configured to correct the ignition timing in the rich cylinder such that the torque generated in each of the lean cylinders in which the ignition timing is corrected through the first ignition correction coincides with the torque generated in the rich cylinder, in the second ignition correction.

3. The control apparatus according to claim 1 , wherein
the electronic control unit is configured to execute a correction for increasing an opening degree of a throttle of the internal combustion engine more when the temperature raising process is being executed than when the temperature raising process is stopped.

4. The control apparatus according to claim 3 , wherein
the electronic control unit is configured to more greatly correct an amount of increase in the opening degree of the throttle in a case of the low-load operating state than in a case other than the low-load operating state.

5. The control apparatus according to according to claim 1 , wherein
the electronic control unit is configured to correct the ignition timing in each of the lean cylinders to an ignition timing at which the torque generated in each of the lean cylinders is maximized, in the first ignition correction.

6. The control apparatus according to according to claim 1 , wherein
the electronic control unit is configured to correct the ignition timing in the rich cylinder to an ignition timing at which the torque generated in the rich cylinder is maximized, in the first ignition correction.

Assignees

• Toyota Motor Co Ltd

Inventors

• Nose Yuki
• Shogenji Yoshiyuki
• Ikuta Eiji
• Myojo Keiichi

Classifications

• F02P5/1512

  with particular means concerning an individual cylinder · CPC title

• Y02T10/26

  Cross-Sectional Technologies · mapped topic

• F02D41/1475

  Regulating the air fuel ratio at a value other than stoichiometry · CPC title

• F02P5/045

  combined with electronic control of other engine functions, e.g. fuel injection (in general F02D37/02) · CPC title

• F02D41/0082

  per groups or banks (F02D41/0087 takes precedence) · CPC title