JP2021173200A - Control method of internal combustion engine and controller of internal combustion engine - Google Patents

Abstract

To improve fuel economy of an internal combustion engine.SOLUTION: When a supercharger 10 uses the rotation of a turbine shaft 13 to generate power, in addition to a work amount required by a compressor 11 of the supercharger 10, a work amount due to power generation (regenerative power generation amount) is generated, so that a recovery work amount in a turbine 12 of the turbocharger 10 increases. In an internal combustion engine 1, an opening degree of a waist gate valve 19 and an amount of power generated by a power generation unit 14 provided on the turbine shaft 13 of the supercharger 10 are coordinately controlled so that a catalyst temperature of an upstream exhaust gas purification device 7 does not exceed Criteria #2 under high load (high output). Therefore, in the internal combustion engine 1, the recovery work amount of the turbine 12 increases, so that an exhaust heat recovery amount of the turbine 12 increases, and fuel consumption is thus generally improved.SELECTED DRAWING: Figure 2

Description

The present invention relates to a control method and a control device for an internal combustion engine including an exhaust turbine type supercharger.

In an internal combustion engine, the amount of exhaust gas increases in a high rotation range or a high load range, and a large amount of exhaust gas flows into an exhaust purification catalyst provided in an exhaust passage. Therefore, the catalyst temperature of the exhaust gas purification catalyst may become excessively high as the amount of exothermic reaction in the exhaust gas purification catalyst increases.

For example, Patent Document 1 states that when the required output of an internal combustion engine increases, the amount of intake air is adjusted so as to reduce the amount of exhaust gas flowing into the exhaust purification catalyst, and the opening degree of the waist gate valve is reduced. By doing so, a technique for suppressing deterioration of fuel efficiency and suppressing an excessive increase in catalyst temperature is disclosed.

In Patent Document 1, in order to adjust the intake air amount so as to reduce the amount of exhaust gas flowing into the exhaust purification catalyst, the throttle valve or the air bypass valve provided in the path bypassing the compressor of the supercharger is opened. The degree is being adjusted.

Japanese Unexamined Patent Publication No. 2014-15846

However, if an attempt is made to reduce the amount of exhaust gas flowing into the exhaust purification catalyst by adjusting the opening degree of the air bypass valve, it is difficult to control the pressure ratio between the inlet side and the outlet side of the compressor, and the cross-sectional area (pipe) of the path bypassing the compressor. Depending on the diameter) and the opening characteristics of the air bypass valve, there is a risk that the output will decrease due to an increase in pump loss.

In other words, there is room for further improvement in suppressing the deterioration of fuel efficiency of the internal combustion engine.

The internal combustion engine of the present invention includes a supercharger having a compressor provided in an intake passage, a turbine provided in an exhaust passage, and a shaft member connecting the compressor and the turbine, and the supercharger. A power generation unit capable of generating power by utilizing the rotation of a shaft member, a power generation control unit that controls the amount of power generated by the power generation unit, and a bypass passage connected to the exhaust passage so as to bypass the turbine are provided. It has a waist gate valve, and is characterized in that the opening degree of the waist gate valve and the amount of power generation controlled by the power generation control unit are coordinatedly controlled.

When the supercharger performs power generation (regenerative power generation) using the rotation of the shaft member, the work amount due to the power generation (regenerative power generation amount) is generated in addition to the work amount required by the compressor, so that the turbine The amount of work collected at the site will increase.

According to the present invention, by increasing the recovery work amount of the turbine, the waste heat recovery amount in the turbine is increased, and the fuel consumption of the internal combustion engine can be improved as a whole.

The explanatory view which shows typically the system structure of the internal combustion engine to which this invention is applied. A timing chart showing an example of coordinated control of the opening degree of the Westgate valve and the amount of power generated by the power generation unit. A timing chart showing an example of coordinated control of the opening of the Westgate valve, the amount of power generated by the power generation unit, and the closing timing of the intake valve. A timing chart showing an example of coordinated control of the opening degree of the waist gate valve, the amount of power generated by the power generation unit, and the lift amount of the intake valve. A timing chart showing an example when the opening degree of the waist gate valve, the amount of power generated by the power generation unit, and the opening degree of the second throttle valve are coordinatedly controlled. A timing chart showing an example when the opening degree of the waist gate valve, the amount of power generated by the power generation unit, and the opening degree of the first throttle valve are coordinatedly controlled. A catalyst temperature calculation map using the target torque of the internal combustion engine and the actual rotation speed of the internal combustion engine. A power generation calculation map using the target torque of the internal combustion engine and the actual rotation speed of the internal combustion engine. Westgate valve opening calculation map using the target torque of the internal combustion engine and the actual rotation speed of the internal combustion engine.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 is an explanatory diagram schematically showing a system configuration of an internal combustion engine 1 to which the present invention is applied.

The internal combustion engine 1 is mounted on a vehicle such as an automobile and has an intake passage 2 and an exhaust passage 3. The intake passage 2 is connected to the combustion chamber (not shown) of the internal combustion engine 1 via an intake valve (not shown). The exhaust passage 3 is connected to the combustion chamber of the internal combustion engine 1 via an exhaust valve (not shown).

The intake passage 2 is provided with an air cleaner 4 for collecting foreign matter in intake air, an electric first throttle valve 5, and an electric second throttle valve 6 located on the upstream side of the first throttle valve 5. ing.

The first throttle valve 5 corresponds to the second intake throttle valve, and controls the intake air amount of the internal combustion engine 1 according to the load. The second throttle valve 6 corresponds to the first intake throttle valve and controls the intake pressure on the upstream side of the compressor 11, which will be described later.

The exhaust passage 3 is provided with an upstream exhaust purification device 7 as an exhaust purification catalyst, a downstream exhaust purification device 8, and a muffler 9 for muffling to reduce exhaust noise. The upstream side exhaust gas purification device 7 and the downstream side exhaust gas purification device 8 are composed of an exhaust gas purification catalyst such as a three-way catalyst, for example. The downstream exhaust gas purification device 8 is arranged at a position on the downstream side of the upstream exhaust gas purification device 7 and on the upstream side of the muffler 9. The muffler 9 is arranged on the downstream side of the downstream exhaust gas purification device 8.

Further, the internal combustion engine 1 has a supercharger 10. The supercharger 10 has a compressor 11 provided in the intake passage 2 and a turbine 12 provided in the exhaust passage 3. The turbine 12 has a turbine shaft 13 as a shaft member to which the compressor 11 is connected. The compressor 11 and the turbine 12 are attached to both ends of the turbine shaft 13 which is the rotating shaft of the turbocharger 10. That is, the compressor 11 and the turbine 12 are arranged coaxially.

The compressor 11 is arranged at a position on the upstream side of the first throttle valve 5 and on the downstream side of the second throttle valve 6. The turbine 12 is arranged on the upstream side of the upstream exhaust gas purification device 7.

The supercharger 10 can generate electricity by utilizing the rotation of the turbine shaft 13. That is, the turbine shaft 13 is provided with a power generation unit 14 capable of generating power (regenerative power generation) using the rotation of the turbine shaft 13.

The power generation unit 14 includes, for example, a rotor portion (not shown) that rotates integrally with the turbine shaft 13 and a stator portion (not shown) arranged on the outer periphery of the rotor portion, and utilizes the rotation of the rotor portion. It has a power generation function and a motor function that energizes the stator section to rotate and drive the rotor section. In short, the supercharger 10 provided with the power generation unit 14 is a so-called electric turbocharger, which can supply the generated electric power to the battery 15 and the rotational torque to the turbine shaft 13 by the electric power supplied from the battery 15. Can be given. The amount of power generated by the power generation unit 14 is set according to the target amount of air (required amount of air) of the internal combustion engine 1.

The intake passage 2 is provided with an intercooler 16 on the downstream side of the first throttle valve 5 for cooling the intake air compressed (pressurized) by the compressor 11 to improve the filling efficiency.

Reference numeral 17 in FIG. 1 is a collector that distributes intake air to each cylinder of the internal combustion engine 1 and constitutes the downstream side of the intake air passage 2.

An exhaust bypass passage 18 that bypasses the turbine 12 and connects the upstream side and the downstream side of the turbine 12 is connected to the exhaust passage 3. The downstream end of the exhaust bypass passage 18 is connected to the exhaust passage 3 at a position upstream of the upstream exhaust purification device 7. An electric waist gate valve 19 for controlling the exhaust flow rate in the exhaust bypass passage 18 is arranged in the exhaust bypass passage 18.

The internal combustion engine 1 has an EGR passage 20 as an exhaust gas recirculation passage branched from the exhaust passage 3 and connected to the intake passage 2. One end of the EGR passage 20 is connected to the exhaust passage 3 at a position between the upstream exhaust purification device 7 and the downstream exhaust purification device 8, and the other end is a position between the second throttle valve 6 and the compressor 11. Is connected to the intake passage 2. That is, the internal combustion engine 1 can carry out exhaust gas recirculation (EGR) in which a part of the exhaust gas is introduced (circulated) from the exhaust passage 3 into the intake passage 2 as EGR gas.

The EGR passage 20 is provided with an electric EGR valve 21 that adjusts (controls) the EGR gas flow rate in the EGR passage 20 and an EGR cooler 22 that can cool the EGR gas.

The internal combustion engine 1 is a so-called reciprocating internal combustion engine that converts a reciprocating linear motion of a piston (not shown) into a rotary motion of a crankshaft (not shown) and extracts it as power. An electric motor 23 capable of torque assist is connected to the internal combustion engine 1. The internal combustion engine 1 can be started by using the motor 23. The internal combustion engine 1 may be started by a dedicated starter motor different from the motor 23.

The internal combustion engine 1 has a variable valve mechanism (intake valve side variable valve mechanism) 24 that can change the valve timing of the intake valve. That is, in the internal combustion engine 1, the valve operating mechanism on the intake valve side is the variable valve operating mechanism 24.

The variable valve mechanism 24 has a phase variable mechanism as a first variable valve mechanism that continuously advances or retards the phase of the central angle of the intake valve lift, and can change the lift amount and operating angle of the intake valve. It has a lift operating angle variable mechanism as a second variable valve mechanism.

The phase variable mechanism is already known, for example, in Japanese Patent Application Laid-Open No. 2002-89303, and the phase of the intake side camshaft (not shown) that drives the opening and closing of the intake valve is delayed with respect to the crankshaft. It is something to advance.

The lift operating angle variable mechanism is already known, for example, in Japanese Patent Application Laid-Open No. 2002-89303, and is used to simultaneously and continuously increase or decrease the lift amount and operating angle of the intake valve.

The valve operating mechanism on the exhaust valve side of the internal combustion engine 1 is a general direct acting valve operating mechanism, and the phases of the lift operating angle and the lift central angle of the exhaust valve are always constant.

The variable valve mechanism 24 is, for example, hydraulically driven and is controlled by a control signal from the control unit 30. That is, the control unit 30 can variably control the valve timing of the intake valve.

The control unit 30 is a well-known digital computer including a CPU, ROM, RAM, and an input / output interface.

The control unit 30 includes an air flow meter 31 that detects the amount of intake air, a crank angle sensor 32 that can detect the engine rotation speed of the internal combustion engine 1 as well as the crank angle of the crank shaft, and depression of the accelerator pedal of a vehicle equipped with the internal combustion engine 1. Accelerator opening sensor 33 that detects the amount (accelerator opening APO), air-fuel ratio sensor 34 that detects the exhaust air-fuel ratio on the upstream side of the upstream exhaust purification device 7, and turbine rotation speed sensor that detects the rotation speed of the turbine shaft 13. 35, Westgate valve opening sensor 36 for detecting the opening degree (stroke amount) of the waistgate valve 19, turbine outlet temperature sensor 37 for detecting the outlet temperature (exhaust temperature on the outlet side) of the turbine 12 in the exhaust passage 3, upstream. The detection signals (detection values) of various sensors such as the turbine temperature sensor 38 that detects the catalyst temperature of the side exhaust gas purification device 7 are input.

The control unit 30 calculates the required load (engine load) and the required air amount of the internal combustion engine 1 by using the detected value of the accelerator opening sensor 33.

Then, the control unit 30 is based on the detection signals of various sensors, the valve timing of the intake valve, the opening degree of the first throttle valve 5, the opening degree of the second throttle valve 6, and the intake valve by the variable valve mechanism 24. The valve timing, the opening degree of the waist gate valve 19, the opening degree of the EGR valve 21, and the like are optimally controlled.

The outlet temperature of the turbine 12 and the catalyst temperature of the upstream exhaust gas purification device 7 can be estimated instead of being directly detected by using a temperature sensor. The outlet temperature of the turbine 12 can be estimated from the operating state of the internal combustion engine 1 such as the rotation speed of the turbine shaft 13 and the opening degree of the waist gate valve 19. The catalyst temperature of the upstream exhaust gas purification device 7 can be estimated from the operating state of the internal combustion engine 1 such as the intake air amount of the internal combustion engine 1 and the air-fuel ratio of the internal combustion engine 1. The catalyst temperature of the upstream exhaust gas purification device 7 can be estimated from the engine torque, the opening degree of the waist gate valve 19, the catalyst physical property value of the upstream exhaust gas purification device 7, and the like in consideration of the response delay.

Further, the control unit 30 controls the power generation unit 14 so that power generation using the rotation of the turbine shaft 13 and torque assist of the supercharger 10 are performed. That is, the control unit 30 corresponds to the power generation control unit.

When the supercharger 10 performs power generation using the rotation of the turbine shaft 13, the work amount due to the power generation (regenerative power generation amount) is generated in addition to the work amount required by the compressor 11, and the recovery work in the turbine 12 is performed. The amount (energy recovery rate of exhaust gas) increases.

Here, in the turbocharger 10, when the opening degree of the waistgate valve 19 becomes small, the recovery work amount in the turbine 12 increases, and when the opening degree of the waistgate valve 19 becomes large, the recovery work amount in the turbine 12 decreases. ..

Further, in the upstream exhaust gas purification device 7, when the recovery work amount in the turbine 12 increases, the outlet temperature of the turbine 12 decreases, so that the catalyst temperature decreases. In the upstream exhaust gas purification device 7, when the recovery work amount in the turbine 12 decreases, the outlet temperature of the turbine 12 rises, so that the catalyst temperature rises.

The upstream exhaust gas purification device 7 may deteriorate in exhaust gas purification performance when the catalyst temperature is lowered to be equal to or lower than the activation temperature, and may cause catalyst deterioration when the catalyst temperature is raised to be equal to or higher than a predetermined limit temperature.

Therefore, the control unit 30 coordinates and controls the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 according to the target air amount (required air amount) of the internal combustion engine 1, thereby fuel consumption of the internal combustion engine 1. Both improvement and prevention of catalyst deterioration of the upstream exhaust gas purification device 7 are achieved. That is, the control unit 30 corresponds to a coordinated control unit that cooperatively controls the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14. In other words, the coordinated control adjusts the opening degree of the waist gate valve 19 according to the amount of power generated by the power generation unit 14, and decreases the opening degree of the waist gate valve 19 as the amount of power generated by the power generation unit 14 increases.

By cooperatively controlling the opening degree of the waistgate valve 19 and the amount of power generated by the power generation unit 14, the recovery work amount of the turbine 12 is increased to improve the fuel efficiency of the internal combustion engine 1, and the upstream exhaust gas purification device 7 is used. Prevents catalyst deterioration.

When the recovery work of the turbine 12 increases, it is necessary to set the opening degree of the waist gate valve 19 to the closed side. In the internal combustion engine 1, by setting the opening degree of the waist gate valve 19 to the closed side, the amount of exhaust heat recovered by the turbine 12 is increased, and the fuel consumption is generally improved.

Further, in the internal combustion engine 1, the outlet temperature of the turbine 12 is relatively lowered by the coordinated control, so that the temperature of the upstream exhaust gas purification device 7 located on the downstream side of the turbine 12 is lowered, so that the output can be further improved. It becomes.

FIG. 2 is a timing chart showing an example when the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 are coordinatedly controlled.

The time t1 in FIG. 2 is a timing at which the driver depresses the accelerator pedal to increase the opening degree of the first throttle valve 5 and the load of the internal combustion engine 1 begins to increase. The Westgate valve 19 is closed at time t1.

The time t2 in FIG. 2 is the timing at which the opening degree of the waist gate valve 19 starts to be controlled so that the load of the internal combustion engine 1 does not overshoot the target value, and is before the load of the internal combustion engine 1 reaches the target value. It is the timing of.

The time t3 in FIG. 2 is the timing when the catalyst temperature of the upstream exhaust purification device 7 reaches the temperature threshold value of Criteria # 1 (first threshold value), and the power generation unit 14 starts power generation to start the wastegate valve. It is the timing to start the coordinated control of the opening degree 19 and the amount of power generated by the power generation unit 14. That is, the time t3 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 according to the amount of power generated by the power generation unit 14.

Criteria # 1 in FIG. 2 is a temperature lower than the upper limit of the temperature at which the catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 2 (second threshold value) in FIG. 2 is a temperature limit value which is an upper limit value of a temperature at which catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed.

In the example of coordinated control shown in FIG. 2, the opening degree of the waist gate valve 19 and the opening degree of the waist gate valve 19 are set so that the catalyst temperature of the upstream exhaust gas purification device 7 does not exceed Criteria # 2 when the internal combustion engine 1 has a high load (high output). The amount of power generated by the power generation unit 14 is controlled. More specifically, in the coordinated control shown in FIG. 2, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 are set so that the catalyst temperature of the upstream exhaust gas purification device 7 is Criteria # 1 lower than that of Criteria # 2. The amount is controlled.

In the first embodiment shown in FIG. 2, when the catalyst temperature of the upstream exhaust gas purification device 7 is likely to exceed Criteria # 2 (time t3 or later), the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 And are coordinately controlled. This is because the opening degree of the waistgate valve 19 needs to be set to the closed side (small opening degree) as the recovery work in the turbine 12 increases due to the power generation after the time t3 when the power generation in the power generation unit 14 is started. , It is controlled to be smaller than the opening degree from time t2 to t3.

As a result, in the internal combustion engine 1, after the time t3 in FIG. 2, the temperature of the exhaust gas flowing into the upstream exhaust gas purification device 7 decreases, and the catalyst of the upstream exhaust gas purification device 7 becomes excessively high temperature and deteriorates. Can be prevented. Further, the fuel efficiency of the internal combustion engine 1 is improved as the recovery work of the turbine 12 increases.

When the catalyst temperature of the upstream exhaust gas purification device 7 is lower than Criteria # 1 (before time t3), the power generation unit 14 is not generating power.

This is to avoid a decrease in the exhaust temperature due to the power generation by the power generation unit 14, a decrease in the catalyst temperature of the upstream exhaust purification device 7, and a decrease in the exhaust purification performance.

Further, the outlet temperature of the turbine 12 and the catalyst temperature of the upstream exhaust purification device 7 are delayed in temperature rise due to the heat capacity of the turbocharger 10, the heat capacity of the exhaust passage 3, the transportation delay of the exhaust gas, and the like. Therefore, until the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 1, priority is given to the response to the required load of the internal combustion engine 1 without performing cooperative control.

If the catalyst temperature of the upstream exhaust gas purification device 7 does not reach Criteria # 2 and the catalyst temperature of the upstream exhaust gas purification device 7 does not drop too much even if the power generation unit 14 generates power, the waist The opening degree of the gate valve 19 may be made relatively small to recover a part of the energy of the exhaust gas to improve the fuel efficiency.

In the example shown in FIG. 2, the system output (output of the internal combustion engine 1 + regenerative energy) increases due to the power generation by the power generation unit 14, so that the battery 15 may be charged, for example, or the amount of power generated by the internal combustion engine 1 (internal combustion engine 1). The amount of power generated by driving the generator with the crank shaft of the internal combustion engine 1) may be reduced.

If the catalyst temperature of the upstream exhaust gas purification device 7 cannot be lowered even if the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 are coordinated, the second to fifth described below will be described. As in the embodiment, other elements may be combined for coordinated control. In addition, also in the 2nd to 5th Examples described below, it is possible to obtain substantially the same effects as those in the 1st Example described above.

FIG. 3 is a timing chart of a second embodiment showing an example when the opening degree of the waist gate valve 19, the amount of power generated by the power generation unit 14, and the intake valve closing timing are coordinatedly controlled.

The time t1 in FIG. 3 is a timing at which the driver depresses the accelerator pedal to increase the opening degree of the first throttle valve 5 and the load of the internal combustion engine 1 begins to increase. The Westgate valve 19 is closed at time t1. The intake valve closing timing is changed to the valve timing at which the most air enters the cylinder at time t1.

The time t2 in FIG. 3 is the timing at which the opening degree of the waist gate valve 19 starts to be controlled so that the load of the internal combustion engine 1 does not overshoot the target value, and is before the load of the internal combustion engine 1 reaches the target value. It is the timing of.

The time t3 in FIG. 3 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches the temperature threshold value of Criteria # 1, and the power generation by the power generation unit 14 is started to be the opening degree of the waist gate valve 19. It is the timing to start the coordinated control with the amount of power generated by the power generation unit 14. That is, the time t3 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 according to the amount of power generated by the power generation unit 14.

The time t4 in FIG. 3 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 3 (third threshold value), and the intake valve closing timing is advanced from the valve timing when the most air enters, and the waist gate is used. It is the timing to start the coordinated control of the opening degree of the valve 19, the amount of power generated by the power generation unit 14, and the closing timing of the intake valve. That is, the time t4 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 and the intake valve closing timing according to the amount of power generated by the power generation unit 14.

Criteria # 1 in FIG. 3 is a temperature lower than the upper limit of the temperature at which the catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 2 in FIG. 3 is a temperature limit value which is an upper limit value of a temperature at which catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 3 in FIG. 3 has a predetermined temperature higher than that of Critia # 1 and lower than that of Critia # 2.

In the example of coordinated control shown in FIG. 3, the opening degree of the waist gate valve 19 is adjusted so that the catalyst temperature of the upstream exhaust gas purification device 7 does not exceed Criteria # 2 when the internal combustion engine 1 has a high load (high output). The amount of power generated by the power generation unit 14 and the closing timing of the intake valve are controlled. More specifically, in the coordinated control shown in FIG. 3, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 so that the catalyst temperature of the upstream exhaust gas purification device 7 becomes Criteria # 3 lower than that of Criteria # 2. The amount and intake valve closing timing are controlled.

In the second embodiment shown in FIG. 3, when the catalyst temperature of the upstream exhaust gas purification device 7 is likely to exceed Criteria # 2 (after time t3), the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 And are coordinately controlled. This is because the opening degree of the waistgate valve 19 needs to be set to the closed side (small opening degree) as the recovery work in the turbine 12 increases due to the power generation after the time t3 when the power generation in the power generation unit 14 is started. , It is controlled to be smaller than the opening degree from time t2 to t3.

Then, when the catalyst temperature of the upstream exhaust gas purification device 7 does not sufficiently decrease even if the coordinated control of the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 is started at time t3 (for example, the upstream exhaust gas). (When the catalyst temperature of the purification device 7 tends to rise, etc.), after the time t4 when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 3, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 The amount and intake valve closing timing are coordinated and controlled.

The intake valve closing time is changed to a state in which it is difficult for air to enter the cylinder after the time t4 when the catalyst temperature of the upstream exhaust purification device 7 reaches Criteria # 3. That is, the intake valve closing time may be advanced or retarded at time t4 if it becomes difficult for air to enter the cylinder. In the example shown in FIG. 3, the intake valve closing timing is advanced from the valve timing at which the air enters most at time t4 to reduce the amount of air flowing into the cylinder.

As a result, the boost pressure required for the internal combustion engine 1 to obtain the same amount of air increases (the required boost pressure at the same amount of air increases), and the amount of work required by the compressor 11 increases. The amount of work that can be recovered by the turbine 12 increases.

Therefore, in the internal combustion engine 1, after the time t4 in FIG. 3, the temperature of the exhaust gas flowing into the upstream exhaust gas purification device 7 can be expected to further decrease, and the catalyst of the upstream exhaust gas purification device 7 becomes excessively high in temperature and deteriorates. It can be prevented from being lost.

In the coordinated control of the second embodiment shown in FIG. 3, the power generation unit 14 starts power generation at time t3, and at time t3, the intake valve closing timing is advanced or delayed so that the amount of air flowing into the cylinder is reduced. It may be horned. Further, in the coordinated control of the second embodiment shown in FIG. 3, the intake valve closing timing is first advanced or retarded so that the amount of air flowing into the cylinder is reduced, and then the power generation by the power generation unit 14 is started. It may be.

Further, the delay of the intake valve closing timing may be delayed at an equal operating angle using, for example, the above-mentioned phase variable mechanism, or the intake valve opening timing is fixed by using the above-mentioned lift operating angle variable mechanism. It may be slow.

FIG. 4 is a timing chart of a third embodiment showing an example in which the opening degree of the waist gate valve 19, the amount of power generated by the power generation unit 14, and the lift amount of the intake valve are coordinatedly controlled.

The time t1 in FIG. 4 is a timing at which the driver depresses the accelerator pedal to increase the opening degree of the first throttle valve 5 and the load of the internal combustion engine 1 begins to increase. The Westgate valve 19 is closed at time t1.

The time t2 in FIG. 4 is the timing at which the opening degree of the waist gate valve 19 starts to be controlled so that the load of the internal combustion engine 1 does not overshoot the target value, and is before the load of the internal combustion engine 1 reaches the target value. It is the timing of.

The time t3 in FIG. 4 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches the temperature threshold value of Criteria # 1, and the power generation by the power generation unit 14 is started to be the opening degree of the waist gate valve 19. It is the timing to start the coordinated control with the amount of power generated by the power generation unit 14. That is, the time t3 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 according to the amount of power generated by the power generation unit 14.

The time t4 in FIG. 4 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 4 (fourth threshold value), and the lift amount of the intake valve is reduced to reduce the opening degree of the waist gate valve 19. It is the timing to start the coordinated control of the amount of power generated by the power generation unit 14 and the amount of lift of the intake valve. That is, the time t4 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 and the lift amount of the intake valve according to the amount of power generated by the power generation unit 14.

Criteria # 1 in FIG. 4 is a temperature lower than the upper limit of the temperature at which the catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 2 in FIG. 4 is a temperature limit value which is an upper limit value of a temperature at which catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 4 in FIG. 4 has a predetermined temperature higher than that of Critia # 1 and lower than that of Critia # 2, and is a value different from, for example, Critia # 3.

In the example of coordinated control shown in FIG. 4, the opening degree of the waist gate valve 19 is adjusted so that the catalyst temperature of the upstream exhaust gas purification device 7 does not exceed Criteria # 2 when the internal combustion engine 1 has a high load (high output). The amount of power generated by the power generation unit 14 and the amount of lift of the intake valve are controlled. More specifically, in the coordinated control shown in FIG. 4, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 so that the catalyst temperature of the upstream exhaust gas purification device 7 becomes Criteria # 4 lower than that of Criteria # 2. The amount and the lift amount of the intake valve are controlled.

In the third embodiment shown in FIG. 4, when the catalyst temperature of the upstream exhaust gas purification device 7 is likely to exceed Criteria # 2 (after time t3), the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 And are coordinately controlled. This is because the opening degree of the waistgate valve 19 needs to be set to the closed side (small opening degree) as the recovery work in the turbine 12 increases due to the power generation after the time t3 when the power generation in the power generation unit 14 is started. , It is controlled to be smaller than the opening degree from time t2 to t3.

Then, when the catalyst temperature of the upstream exhaust gas purification device 7 does not sufficiently decrease even if the coordinated control of the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 is started at time t3 (for example, the upstream exhaust gas). (When the catalyst temperature of the purification device 7 tends to rise, etc.), after the time t4 when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 4, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 The amount and the lift amount of the intake valve are coordinately controlled.

The lift amount of the intake valve is changed small so that it becomes difficult for air to enter the cylinder after the time t4 when the catalyst temperature of the upstream exhaust purification device 7 reaches Criteria # 4.

As a result, the boost pressure required for the internal combustion engine 1 to obtain the same amount of air increases (the required boost pressure at the same amount of air increases), and the amount of work required by the compressor 11 increases. The amount of work that can be recovered by the turbine 12 increases.

Therefore, in the internal combustion engine 1, after the time t4 in FIG. 4, the temperature of the exhaust gas flowing into the upstream exhaust gas purification device 7 can be expected to further decrease, and the catalyst of the upstream exhaust gas purification device 7 becomes excessively high in temperature and deteriorates. It can be prevented from being lost.

In the coordinated control of the third embodiment shown in FIG. 4, the power generation unit 14 starts power generation at time t3, and the lift amount of the intake valve is reduced so that the amount of air flowing into the cylinder is reduced at time t3. May be good. Further, in the coordinated control of the third embodiment shown in FIG. 4, the lift amount of the intake valve is first reduced so that the amount of air flowing into the cylinder is reduced, and then the power generation by the power generation unit 14 is started. good.

Further, the lift amount of the intake valve may be continuously reduced or may be gradually reduced stepwise.

FIG. 5 is a timing chart of a fourth embodiment showing an example in which the opening degree of the waistgate valve 19, the amount of power generated by the power generation unit 14, and the opening degree of the second throttle valve 6 are coordinatedly controlled.

The time t1 in FIG. 5 is a timing at which the driver depresses the accelerator pedal to increase the opening degree of the first throttle valve 5 (TH / V) and the load of the internal combustion engine 1 begins to increase. The Westgate valve 19 (WG / V) is closed at time t1.

The time t2 in FIG. 5 is the timing at which the opening degree of the waist gate valve 19 starts to be controlled so that the load of the internal combustion engine 1 does not overshoot the target value, and is before the load of the internal combustion engine 1 reaches the target value. It is the timing of.

The time t3 in FIG. 5 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches the temperature threshold value of Criteria # 1, and the power generation by the power generation unit 14 is started to be the opening degree of the waist gate valve 19. It is the timing to start the coordinated control with the amount of power generated by the power generation unit 14. That is, the time t3 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 according to the amount of power generated by the power generation unit 14.

The time t4 in FIG. 5 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 5 (fifth threshold value), and the opening degree of the second throttle valve 6 (ADM / V) is reduced. It is the timing to start the coordinated control of the opening degree of the waistgate valve 19, the amount of power generated by the power generation unit 14, and the opening degree of the second throttle valve 6. That is, the time t4 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 and the opening degree of the second throttle valve 6 according to the amount of power generated by the power generation unit 14.

Criteria # 1 in FIG. 5 is a temperature lower than the upper limit of the temperature at which the catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 2 in FIG. 5 is a temperature limit value which is an upper limit value of a temperature at which catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 5 in FIG. 5 is a predetermined temperature higher than Criteria # 1 and lower than Criteria # 2, and is a value different from, for example, Criteria # 3 and Criteria # 4.

In the example of coordinated control shown in FIG. 5, the opening degree of the waist gate valve 19 is adjusted so that the catalyst temperature of the upstream exhaust gas purification device 7 does not exceed Criteria # 2 when the internal combustion engine 1 is under heavy load (high output). The amount of power generated by the power generation unit 14 and the opening degree of the second throttle valve 6 are controlled. More specifically, in the coordinated control shown in FIG. 5, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 are set so that the catalyst temperature of the upstream exhaust gas purification device 7 is Criteria # 5 lower than that of Criteria # 2. The amount and the opening degree of the second throttle valve 6 are controlled.

In the fourth embodiment shown in FIG. 5, when the catalyst temperature of the upstream exhaust gas purification device 7 is likely to exceed Criteria # 2 (after time t3), the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 And are coordinately controlled. This is because the opening degree of the waistgate valve 19 needs to be set to the closed side (small opening degree) as the recovery work in the turbine 12 increases due to the power generation after the time t3 when the power generation in the power generation unit 14 is started. , It is controlled to be smaller than the opening degree from time t2 to t3.

Then, when the catalyst temperature of the upstream exhaust gas purification device 7 does not sufficiently decrease even if the coordinated control of the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 is started at time t3 (for example, the upstream exhaust gas). (When the catalyst temperature of the purification device 7 tends to rise, etc.), after the time t4 when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 5, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 The amount and the opening degree of the second throttle valve 6 are coordinatedly controlled.

The opening degree of the second throttle valve 6 is slightly changed so that air does not easily enter the cylinder after the time t4 when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 5.

As a result, the boost pressure required for the internal combustion engine 1 to obtain the same amount of air increases (the required boost pressure at the same amount of air increases), and the amount of work required by the compressor 11 increases. The amount of work that can be recovered by the turbine 12 increases.

Therefore, the internal combustion engine 1 can be expected to further reduce the temperature of the exhaust gas flowing into the upstream exhaust gas purification device 7 after the time t4 in FIG. 5, and the catalyst of the upstream exhaust gas purification device 7 becomes excessively high in temperature and deteriorates. It is possible to prevent it from happening.

In the coordinated control of the fourth embodiment shown in FIG. 5, the power generation unit 14 starts power generation at time t3, and the opening degree of the second throttle valve 6 is adjusted so that the amount of air flowing into the cylinder is reduced at time t3. It may be made smaller. Further, in the coordinated control of the fourth embodiment shown in FIG. 5, the opening degree of the second throttle valve 6 is first reduced so that the amount of air flowing into the cylinder is reduced, and then the power generation by the power generation unit 14 is started. It may be.

Further, in the fourth embodiment, when the EGR valve 21 is open at the time of high load (high output) of the internal combustion engine 1, the opening degree of the EGR valve 21 is increased as the opening degree of the second throttle valve 6 becomes smaller. It may be made smaller.

When the EGR valve 21 is open to introduce the EGR into the intake passage 2, if the opening degree of the second throttle valve 6 is reduced while the opening degree of the EGR valve 21 is constant, the EGR amount increases due to the pressure balance. To increase. Therefore, when the opening degree of the second throttle valve 6 is set to the closing side (small opening degree) while the EGR valve 21 is open, the opening degree of the EGR valve 21 is reduced (to the closing side). As a result, the internal combustion engine 1 can keep the EGR amount constant and prevent deterioration of combustion.

If the timing of moving the second throttle valve 6 and the EGR valve 21 is not appropriate, the EGR rate may change abruptly transiently. Therefore, after estimating or detecting the transport delay of EGR gas and fresh air from the positions of the second throttle valve 6 and the EGR valve 21 and the pressure loss on the downstream side of each valve, the second throttle valve 6 and the EGR valve 21 You just have to decide the timing to move in coordination.

FIG. 6 is a timing chart of a fifth embodiment showing an example in which the opening degree of the waistgate valve 19, the amount of power generated by the power generation unit 14, and the opening degree of the first throttle valve 5 are coordinatedly controlled.

The time t1 in FIG. 6 is a timing at which the driver depresses the accelerator pedal to increase the opening degree of the first throttle valve 5 (TH / V) and the load of the internal combustion engine 1 begins to increase. The Westgate valve 19 (WG / V) is closed at time t1.

The time t2 in FIG. 6 is the timing at which the opening degree of the waist gate valve 19 starts to be controlled so that the load of the internal combustion engine 1 does not overshoot the target value, and is before the load of the internal combustion engine 1 reaches the target value. It is the timing of.

The time t3 in FIG. 6 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches the temperature threshold value of Criteria # 1, and the power generation by the power generation unit 14 is started to be the opening degree of the waist gate valve 19. It is the timing to start the coordinated control with the amount of power generated by the power generation unit 14. That is, the time t3 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 according to the amount of power generated by the power generation unit 14.

The time t4 in FIG. 6 is the timing when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 6 (sixth threshold value), and the opening degree of the first throttle valve 5 is reduced to reduce the opening degree of the waist gate valve 19. It is the timing to start the coordinated control of the opening degree, the amount of power generated by the power generation unit 14, and the opening degree of the first throttle valve 5. That is, the time t4 is the start timing of the coordinated control that adjusts (controls) the opening degree of the waist gate valve 19 and the opening degree of the first throttle valve 5 according to the amount of power generated by the power generation unit 14.

Criteria # 1 in FIG. 6 is a temperature lower than the upper limit of the temperature at which the catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 2 in FIG. 6 is a temperature limit value which is an upper limit value of a temperature at which catalyst deterioration of the upstream exhaust gas purification device 7 does not proceed. Criteria # 6 in FIG. 6 has a predetermined temperature higher than that of Critia # 1 and lower than that of Critia # 2, and is a value different from, for example, Critia # 3, Critia # 4, and Critia # 5.

In the example of coordinated control shown in FIG. 6, the opening degree of the waist gate valve 19 is adjusted so that the catalyst temperature of the upstream exhaust gas purification device 7 does not exceed Criteria # 2 when the internal combustion engine 1 has a high load (high output). The amount of power generated by the power generation unit 14 and the opening degree of the first throttle valve 5 are controlled. More specifically, in the coordinated control shown in FIG. 6, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 so that the catalyst temperature of the upstream exhaust gas purification device 7 becomes Criteria # 6 lower than that of Criteria # 2. The amount and the opening degree of the first throttle valve 5 are controlled.

In the fifth embodiment shown in FIG. 6, when the catalyst temperature of the upstream exhaust gas purification device 7 is likely to exceed Criteria # 2 (after time t3), the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 And are coordinately controlled. This is because the opening degree of the waistgate valve 19 needs to be set to the closed side (small opening degree) as the recovery work in the turbine 12 increases due to the power generation after the time t3 when the power generation in the power generation unit 14 is started. , It is controlled to be smaller than the opening degree from time t2 to t3.

Then, when the catalyst temperature of the upstream exhaust gas purification device 7 does not sufficiently decrease even if the coordinated control of the opening degree of the waist gate valve 19 and the amount of power generated by the power generation unit 14 is started at time t3 (for example, the upstream exhaust gas). (When the catalyst temperature of the purification device 7 tends to rise, etc.), after the time t4 when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 6, the opening degree of the waist gate valve 19 and the power generation by the power generation unit 14 The amount and the opening degree of the first throttle valve 5 are coordinatedly controlled.

The opening degree of the first throttle valve 5 is slightly changed so that air does not easily enter the cylinder after the time t4 when the catalyst temperature of the upstream exhaust gas purification device 7 reaches Criteria # 6.

As a result, the boost pressure required for the internal combustion engine 1 to obtain the same amount of air increases (the required boost pressure at the same amount of air increases), and the amount of work required by the compressor 11 increases. The amount of work that can be recovered by the turbine 12 increases.

Therefore, in the internal combustion engine 1, after the time t4 in FIG. 6, the temperature of the exhaust gas flowing into the upstream exhaust gas purification device 7 can be expected to further decrease, and the catalyst of the upstream exhaust gas purification device 7 becomes excessively high in temperature and deteriorates. It can be prevented from being lost.

In the coordinated control of the fifth embodiment shown in FIG. 6, the power generation unit 14 starts power generation at time t3, and the opening degree of the first throttle valve 5 is adjusted so that the amount of air flowing into the cylinder is reduced at time t3. It may be made smaller. Further, in the coordinated control of the fifth embodiment shown in FIG. 6, the opening degree of the first throttle valve 5 is first reduced so that the amount of air flowing into the cylinder is reduced, and then the power generation by the power generation unit 14 is started. It may be.

In each of the above-described embodiments, the coordinated control is performed while observing the catalyst temperature of the upstream exhaust gas purification device 7, but the coordinated control may be performed while observing the outlet temperature of the turbine 12.

Further, in each of the above-described embodiments, the power generation amount of the power generation unit 14 set according to the required air amount of the internal combustion engine 1 is determined by Criteria # 2 in which the catalyst temperature of the upstream exhaust gas purification device 7 is a predetermined temperature limit value. It is set to be as follows.

Therefore, the internal combustion engine 1 can prevent the catalyst temperature of the upstream exhaust gas purification device 7 from becoming excessively high, and can prevent the catalyst of the upstream exhaust gas purification device 7 from deteriorating due to the high temperature.

Then, in each of the above-described embodiments, the catalyst temperature of the upstream exhaust gas purification device 7 can be calculated using a map adapted by conducting experiments or the like in advance.

For example, the catalyst temperature of the upstream exhaust gas purification device 7 can be calculated by using the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1, for example, as shown in FIG. The target torque of the internal combustion engine 1 is set according to the target air amount (required air amount) of the internal combustion engine 1. Therefore, the catalyst temperature of the upstream exhaust gas purification device 7 can be calculated according to the target air amount (required air amount). When the catalyst temperature calculated using FIG. 7 reaches Criteria # 2, coordinated control is performed. The catalyst temperature of the upstream exhaust gas purification device 7 becomes higher as the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1 increase.

Further, in the coordinated control, the opening degree of the waist gate valve 19 set so that the catalyst temperature of the upstream exhaust gas purification device 7 does not exceed the temperature limit value and the power generation amount of the power generation unit 14 are matched by conducting experiments in advance. It can be calculated using the map.

The opening degree of the waist gate valve 19 in the coordinated control can be set by using the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1, for example, as shown in FIG. The opening degree of the waist gate valve 19 is set according to the target air amount (required air amount) of the internal combustion engine 1. Therefore, the opening degree of the waist gate valve 19 can be calculated according to the target air amount (required air amount). The opening degree of the waistgate valve 19 decreases as the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1 increase.

The amount of power generated by the power generation unit 14 in the coordinated control can be set by using the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1, for example, as shown in FIG. The amount of power generated by the power generation unit 14 is set according to the target amount of air (required amount of air) of the internal combustion engine 1. Therefore, the amount of power generated by the power generation unit 14 can be calculated according to the target amount of air (required amount of air). The amount of power generated by the power generation unit 14 increases as the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1 increase.

Further, in the coordinated control, the intake valve closing timing, the intake valve lift amount, the opening degree of the first throttle valve 5, and the second throttle are set so that the catalyst temperature of the upstream exhaust purification device 7 does not exceed the temperature limit value. The opening degree of the valve 6 can also be calculated by referring to a map (not shown) adapted by conducting an experiment or the like in advance using the target torque of the internal combustion engine 1 and the actual rotation speed of the internal combustion engine 1.

In addition to the valve opening degree of the waist gate valve 19 and the power generation amount of the power generation unit 14, the coordinated control includes the intake valve closing timing, the intake valve lift amount, the opening degree of the first throttle valve 5, and the second throttle valve 6. It may be carried out using at least one of the opening degrees of. That is, in the coordinated control, in addition to the valve opening degree of the waist gate valve 19 and the power generation amount of the power generation unit 14, for example, the intake valve closing timing, the intake valve lift amount, the opening degree of the first throttle valve 5, and the second throttle valve It may be carried out using the opening degree of 6.

The cooperative control of each of the above-described embodiments may be carried out so that the catalyst temperature of the upstream exhaust gas purification device 7 becomes Criteria # 2.

The present invention is applicable to an internal combustion engine that transmits drive torque to the drive wheels of a vehicle mounted on the vehicle and an internal combustion engine mounted on the vehicle for power generation.

1 ... Internal combustion engine 2 ... Intake passage 3 ... Exhaust passage 4 ... Air cleaner 5 ... First throttle valve 6 ... Second throttle valve 7 ... Upstream exhaust purification device 10 ... Supercharger 11 ... Compressor 12 ... Turbine 13 ... Turbine shaft 14 ... Power generation unit 15 ... Battery 19 ... Westgate valve 21 ... EGR valve 24 ... Variable valve mechanism 30 ... Control unit

Claims (11)

A turbocharger having a compressor provided in an intake passage, a turbine provided in an exhaust passage, and a shaft member connecting the compressor and the turbine.
A power generation unit that can generate power using the rotation of the shaft member of the turbocharger,
A power generation control unit that controls the amount of power generated by the above power generation unit,
In a method for controlling an internal combustion engine having a waist gate valve provided in a bypass passage connected to the exhaust passage so as to bypass the turbine.
A control method for an internal combustion engine, characterized in that the opening degree of the waist gate valve and the amount of power generation controlled by the power generation control unit are coordinatedly controlled. The claim is characterized in that the cooperative control adjusts the opening degree of the waist gate valve according to the power generation amount of the power generation unit, and decreases the opening degree of the waist gate valve as the power generation amount of the power generation unit increases. Item 2. The method for controlling an internal combustion engine according to item 1. It has a first variable valve mechanism that can advance or retard the intake valve closing timing of the internal combustion engine.
The coordinated control according to claim 1 or 2, wherein the cooperative control adjusts the opening degree of the waist gate valve while advancing or retarding the intake valve closing timing according to the amount of power generated by the power generation unit. Internal combustion engine control method. It has a second variable valve mechanism that can change the lift amount of the intake valve of the internal combustion engine.
The coordinated control according to any one of claims 1 to 3, wherein the cooperative control adjusts the opening degree of the waist gate valve while reducing the lift amount of the intake valve according to the power generation amount of the power generation unit. Internal combustion engine control method. The intake passage is provided with a first intake throttle valve located on the upstream side of the compressor.
Any of claims 1 to 4, wherein the coordinated control adjusts the opening degree of the waist gate valve while reducing the opening degree of the first intake throttle valve according to the amount of power generated by the power generation unit. The method for controlling an internal combustion engine described in 1. A second intake throttle valve located on the downstream side of the compressor is provided in the intake passage.
Any of claims 1 to 5, wherein the coordinated control adjusts the opening degree of the waist gate valve while reducing the opening degree of the second intake throttle valve according to the amount of power generated by the power generation unit. The method for controlling an internal combustion engine described in 1. An EGR passage capable of introducing a part of exhaust gas into the intake passage between the first intake throttle valve and the compressor is provided.
When the EGR valve arranged in the EGR passage is opened and a part of the exhaust gas is introduced into the intake passage.
The control method for an internal combustion engine according to claim 5, wherein the cooperative control reduces the opening degree of the EGR valve arranged in the EGR passage as the opening degree of the first intake throttle valve becomes smaller. .. The power generation amount of the power generation unit set according to the required air amount is such that the turbine outlet temperature or the temperature of the exhaust gas purification catalyst located on the downstream side of the turbine is equal to or lower than the temperature limit value of the exhaust gas purification catalyst. The control method for an internal combustion engine according to any one of claims 1 to 7, wherein the method is set. When the turbine outlet temperature or the temperature of the exhaust gas purification catalyst located on the downstream side of the turbine reaches a predetermined temperature threshold value lower than the temperature limit value of the exhaust gas purification catalyst, the cooperative control is started. The control method for an internal combustion engine according to any one of claims 1 to 7. The control method for an internal combustion engine according to claim 9, wherein the cooperative control controls the turbine outlet temperature or the temperature of the exhaust gas purification catalyst so as to reach the temperature limit value. A turbocharger having a compressor provided in an intake passage, a turbine provided in an exhaust passage, and a shaft member connecting the compressor and the turbine.
A power generation unit that can generate power using the rotation of the shaft member of the turbocharger,
A power generation control unit that controls the amount of power generated by the above power generation unit,
A waistgate valve provided in a bypass passage connected to the exhaust passage so as to bypass the turbine, and
A control device for an internal combustion engine, comprising: a coordinated control unit that cooperatively controls the opening degree of the waist gate valve and the amount of power generated by the power generation unit.

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