JP4258347B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to setting control of an engine compression ratio and an EGR rate.

In Patent Document 1 and Patent Document 2, a multi-link type piston-crank mechanism is used, and the piston top dead center position is changed by moving a part of the link structure to make the engine compression ratio variable. An internal combustion engine having a variable compression ratio mechanism is disclosed. Further, Patent Document 1 discloses that at least a change speed or a change start timing of the engine compression ratio during acceleration is controlled based on the determination result of the acceleration determination means.
JP 2003-90236 A JP 2001-227367 A

  In general, an internal combustion engine is provided with a device that variably controls an exhaust gas recirculation rate, that is, an EGR rate, for the purpose of improving fuel efficiency and purifying exhaust gas. Usually, the engine compression ratio and the EGR rate are set and controlled mainly based on the engine load.

  However, conventionally, control for setting both the engine compression ratio and the EGR rate during the acceleration of the engine has not been considered. In the above Patent Document 1, although the compression ratio is controlled based on the determination result of the acceleration determining means, the control of the EGR rate is not taken into consideration. For this reason, depending on the degree and magnitude of acceleration, the optimal EGR rate is not controlled according to the compression ratio. For example, the EGR rate becomes too low during slow acceleration, leading to a reduction in fuel consumption, or an increase in EGR rate. Too much combustion stability may be reduced. Further, at the time of rapid acceleration, there is a possibility that knocking may occur due to a response delay or the like in the control for lowering the EGR rate. The present invention has been made paying attention to such problems.

  Compression ratio control means for variably controlling the engine compression ratio toward the compression ratio target value, and EGR ratio control means for variably controlling the EGR ratio toward the EGR ratio target value. The compression ratio target value and the EGR rate target value are set based on the engine load and the magnitude of the acceleration request.

  According to the present invention, the target value of the EGR rate and the compression ratio can be appropriately set and controlled based on the magnitude of the acceleration request. For example, the fuel consumption can be improved during slow acceleration and the reliability during rapid acceleration can be reliably set. Can avoid both knocking and knocking.

  A preferred embodiment of an internal combustion engine control apparatus according to the present invention will be described below in detail with reference to the drawings. FIG. 10 is a skeleton diagram showing the link configuration of the variable compression ratio mechanism 20 using a multi-link piston-crank mechanism. The piston 21 is slidably disposed along a direction of an arrow in a cylinder (not shown), and one end of an upper link 22 is swingably connected to the piston 21 via a piston pin 23. . The other end of the upper link 22 is rotatably connected to one end portion of the lower link 25 via a first connecting pin 24. The lower link 25 is swingably attached to the crank pin 27 of the crankshaft 26 at the center thereof.

  One end of the control link 28 is rotatably connected to the other end of the lower link 25 via a second connecting pin 29. The other end of the control link 28 is swingably supported by a part of the internal combustion engine body, for example, a cylinder block, and the swing fulcrum 30 is used to change the compression ratio. Is displaceable. For example, the other end of the control link 28 is rotatably fitted to a circular eccentric cam provided on a control shaft extending in parallel with the crankshaft 26, and is controlled by a variable compression ratio actuator 31 (see FIG. 1). As the shaft rotates, the position of the eccentric cam, that is, the position of the swing fulcrum 30 is changed. A more specific configuration of the variable compression ratio mechanism 20 is disclosed in, for example, Japanese Patent Application Laid-Open No. 2001-342859.

  In the multi-link type variable compression ratio mechanism 20 as described above, by appropriately selecting the link configuration such as the link length and fulcrum position, it is more effective than a general single link type piston-crank mechanism. A piston stroke characteristic close to simple vibration can be obtained. The movement of the piston close to simple vibration is advantageous in terms of vibration noise, but in particular, has an advantage that the piston speed near the top dead center becomes slower than that of the single link type piston-crank mechanism. As a result, the high temperature and high pressure period is prolonged and combustion is improved, so that the exhaust gas recirculation amount can be further increased. Particularly in the high-speed region, combustion tends to deteriorate due to the shortening of the combustion period, but the effect of improving fuel economy is increased by combining the characteristic of the piston speed slow near top dead center with exhaust gas recirculation. .

  FIG. 1 is a schematic configuration diagram showing a control device for an internal combustion engine. The combustion chamber 11 of the internal combustion engine is provided with an intake valve 12 that opens and closes an intake port and an exhaust valve 13 that opens and closes an exhaust port. The exhaust gas recirculation device includes an exhaust gas recirculation passage 15 connected from the exhaust system to the downstream side of the throttle 14 of the intake system, and an EGR control valve 16 provided in the exhaust gas recirculation passage 15 and having a variable exhaust gas recirculation rate, that is, an EGR rate. I have. The ECU 17 as a control device is a digital computer having a CPU, a ROM, a RAM, and an input / output interface, and has a function of storing and executing various control processes. That is, the ECU 17 calculates an EGR rate target value and a compression ratio target value, which will be described later, based on the engine load, the engine speed, the oil / water temperature, and the like detected from various sensors, and the EGR control valve 16 and the variable compression described above. A control signal is output to the actuator 31 of the ratio mechanism 20 to control the EGR rate toward the EGR rate target value and to control the engine compression ratio toward the compression ratio target value (EGR rate control means, compression ratio). Control means).

  FIG. 2 is a flowchart showing the flow of setting control of the target values of the compression ratio and the EGR rate. In S (step) 1, the engine load, the engine speed, and the like are read. In S2, a reference target value for the EGR rate and the compression ratio is calculated mainly based on the engine speed (reference target value setting means). In S3, it is determined whether the vehicle is accelerating, that is, whether there is an acceleration request (acceleration determination means). This determination is performed based on, for example, ON / OFF of the accelerator pedal. When there is no acceleration request, that is, in the steady operation state or the deceleration operation state, the process proceeds to S4, and the reference target value of the EGR rate and the compression ratio is changed to the EGR rate target value and the compression ratio target value as the control target values. Set. That is, the reference target value corresponds to the target value in the steady / decelerated state.

  If there is an acceleration request, the process proceeds from S3 to S5, and the degree and magnitude of the acceleration request is detected (acceleration detection means). The magnitude of the acceleration request is calculated based on these detection signals, for example, by detecting an accelerator pedal depression amount, an accelerator pedal depression speed, a throttle opening, or a throttle opening change speed. For example, in order to simplify the control, the magnitude of acceleration is detected in two stages of sudden acceleration and slow acceleration. However, in order to improve the control accuracy, the magnitude of the acceleration request may be distinguished in more stages or continuously.

  In S6, the compression ratio reference target value is corrected based on the magnitude of the acceleration request, and the compression ratio target value is set. Typically, the higher the acceleration request, the lower the compression ratio target value relative to the compression ratio reference target value. In S7, the EGR rate reference target value is corrected based on the magnitude of the acceleration request, and the EGR rate target value is set. Typically, the greater the acceleration request, the lower the EGR rate target value relative to the EGR rate reference target value (target value setting means / correction means).

  The routine shown in FIG. 2 is repeatedly executed by the ECU 17 with a predetermined short period (for example, 0.1 second) as one cycle. Alternatively, the routine can be executed with a longer period. However, in that case, in order to avoid the occurrence of a delay in the determination at the time of sudden acceleration, a separate sudden acceleration determination means is provided, and if it is determined that the acceleration is sudden, the routine can be started immediately. There is a need. It is also possible to detect the compression ratio variable speed and determine the EGR rate variable amount from the result.

  Next, characteristic setting / control of the compression ratio and the EGR rate will be listed with reference to FIGS. 3 to 8, (a) is an explanatory diagram when acceleration is started from the setting of the compression ratio and EGR rate in the steady state, and (b) is the compression ratio in the transient state that is out of the steady state. An explanatory view when acceleration is started from the setting of the EGR rate, (c) is an explanatory view showing a change with time of the compression ratio target value at the time of acceleration, and (d) is a time course of the EGR rate target value at the time of acceleration. It is explanatory drawing which shows a change.

  3 and 9, H1 to H3 indicate control target values for the EGR rate and the compression ratio, and the target values change in the direction of the arrow as the engine load increases. A characteristic H1 in FIG. 3 indicates a reference target value that is a target value of the EGR rate and the compression ratio in a steady state or in a deceleration state when there is no acceleration request, and a characteristic H2 indicates compression at a slow acceleration with a relatively small acceleration request. The ratio and the target value of the EGR rate are shown, and the characteristic H3 shows the target value of the EGR rate and the compression ratio at the time of sudden acceleration where the acceleration request is larger than that at the time of the slow acceleration.

  It should be noted that the maximum EGR rate at steady state and medium load L1 is X1, the compression ratio is ε1, the maximum EGR rate at slow acceleration and medium load L1 is X1s, the compression ratio is ε1s, sudden acceleration and medium load L1 The maximum EGR rate at X1 is X1f, the compression ratio is ε1f, the load at the start of lowering the compression ratio during slow acceleration is L2, the EGR rate at that time is X2s, the compression ratio is ε2s, and the compression ratio decreases from the start of slow acceleration The time to start control is T1s, the time to start EGR rate reduction control is T2s, the time from the start of sudden acceleration to the start of compression ratio reduction control is T1f, and the time from the start of EGR rate reduction control is T2f.

  (1) In order to control to an optimum EGR rate so as to satisfy fuel efficiency improvement, combustion stability securing, and knocking avoidance according to the compression ratio variably controlled in response to load change, EGR for the EGR control valve Considering the response delay of the rate change, it is necessary to start the EGR rate control almost simultaneously with the start of the compression ratio control when the acceleration request is detected. However, at the time of slow acceleration from a light load (at least a load lower than the medium load L1), there is a low possibility that a response delay will occur, and there is no need for compression ratio reduction control, so only EGR rate control may be performed. Thus, by setting and controlling the target values of the compression ratio and the EGR rate according to the magnitude of acceleration, it becomes possible to control to the optimum EGR rate according to the momentary compression ratio. For example, when the load increases slowly from a light load, as shown by H2 in FIG. 3, the fuel efficiency can be improved by improving the EGR rate to near the combustion stability limit according to the compression ratio. On the other hand, at the time of sudden acceleration in which the load rapidly increases, as shown at H3 in FIG. 3, the occurrence of knocking is reliably avoided by rapidly lowering the target values of the compression ratio and the EGR rate with respect to the reference target value. be able to.

  (2) As described above, the optimum EGR rate corresponding to the compression ratio from moment to moment varies depending not only on the compression ratio but also on the load. For this reason, the target values of the EGR rate and compression ratio are optimally set in consideration of the load, EGR rate, and compression ratio at the time of acceleration determination, thereby further improving fuel economy and combustion stability and more reliably avoiding knocking. Can be done. Typically, the greater the acceleration request, the lower the compression ratio target value and the lower the EGR rate target value.

  (3) When there is no acceleration request, that is, in a steady state or a deceleration state, there is no possibility of causing transient knocking unlike in acceleration, so the compression ratio and EGR rate are set to be the highest. Specifically, as indicated by H1 in FIG. 3 (a), the EGR rate reference target value in the steady / decelerated state is increased as the load increases in a region where the load is lower than the predetermined medium load L1. In a region where the load is higher than L1, the load is decreased as the load increases. The compression ratio reference target value is fixed to the maximum compression ratio in a region where the load is lower than the predetermined medium load L1, and is decreased as the load increases in a region where the load is higher than the medium load L1.

In the steady state, it is possible to increase the compression ratio and the EGR rate up to the vicinity of the combustion stability limit to improve fuel efficiency. However, increasing the compression ratio to almost the knocking limit to improve fuel efficiency is when acceleration starts from a certain load or higher (for example, medium load L1 or higher) or when acceleration starts at a certain speed or higher. May cause knocking due to a delay in response to a decrease in compression ratio. In addition, if the EGR rate is increased to near the combustion stability limit during acceleration, knocking may occur because the decrease in intake air temperature is delayed due to a delay in response to a decrease in EGR rate for avoiding knocking in a state where the load exceeds a certain level. There is. Even when knocking does not occur, the EGR rate is still high after the compression ratio is lowered , and there is a risk that the combustion stability deteriorates. Therefore, it is desirable to reduce the compression ratio compared to the same load in the steady state in order to provide a margin until knocking in the accelerated state, and to reduce the EGR rate in order to prevent deterioration in combustion stability. Is desirable. Furthermore, for the same load, it is desirable to lower the EGR rate and compression ratio during sudden acceleration more than during slow acceleration. Specifically, as shown in FIG. 3A, target values are set such that ε1 ≧ ε1s ≧ ε1f and X1>X1s> X1f.

  (4) Referring to FIG. 4, when slow acceleration is started from a light load, the response speed of EGR rate control is sufficient, and the EGR rate control delay can be substantially ignored. There is a time margin for setting the optimum EGR rate in the compression ratio to maximize the fuel efficiency improvement effect while avoiding knocking. For this reason, it is desirable to increase the EGR rate to an optimum EGR rate that achieves both fuel efficiency and combustion stability in a high compression ratio state until reaching a load that causes the risk of knocking. Therefore, at least when the engine load is in the predetermined light load region where the engine load is smaller than the medium load L1 and when the acceleration request is small, the compression ratio target value is fixed at the maximum compression ratio and priority is given to the EGR rate increase control. To do. That is, the target value of the EGR rate is increased as the load increases.

  On the other hand, when sudden acceleration is started from a light load, it is necessary to rapidly reduce the compression ratio in order to avoid knocking, and knocking is avoided by controlling the optimal EGR rate according to the compression ratio in the process of rapid compression ratio reduction. However, it is difficult to improve fuel consumption. If the response of the EGR control is slower than the response of the compression ratio control, the actual EGR rate becomes larger than the target EGR rate due to the response delay of the EGR rate lowering control at the time of sudden acceleration, and the target inhalation mixing There is a risk of knocking due to an increase in the actual intake mixture temperature relative to the air temperature. Therefore, when rapid acceleration is started from a light load, it is desirable to decrease the EGR rate even at the expense of improving fuel efficiency, in accordance with a decrease in the compression ratio for avoiding knocking. From the above, it is desirable to preferentially perform EGR increase control to improve fuel efficiency during slow acceleration, and preferentially control compression ratio decrease to avoid knocking during sudden acceleration.

  (5) However, when the vehicle is already in a state of a predetermined load or more at the beginning of acceleration, the risk of knocking increases even during slow acceleration. Therefore, as shown in FIG. 5, in order to give priority to avoiding knocking, it is desirable to perform the compression ratio reduction control with priority over the EGR rate reduction control regardless of whether the acceleration is slow or rapid. That is, in a load region where the engine load is larger than the medium load L1, the reduction control of the compression ratio target value with respect to the compression ratio reference target value is performed regardless of the magnitude of the acceleration request, and the EGR rate target value with respect to the EGR rate reference target value is controlled. Prioritize the reduction control.

  (6) Referring to FIG. 6, in order to improve fuel efficiency while avoiding knocking at the time of slow acceleration, the compression ratio is kept at a high compression ratio near the knocking limit, and the EGR rate is also high up to the combustion stability limit. Control to keep rate. At the time of sudden acceleration, in order to give priority to avoiding knocking, the compression ratio is set low so as to have a knocking margin, and the EGR rate also does not exceed the combustion stability limit even if a response delay to the low compression ratio speed occurs. Set to a lower value. Therefore, T1s> T1f and T2s> T2f are set. That is, the greater the acceleration request, the smaller the maximum load in the load range where the compression ratio target value is fixed at the maximum compression ratio. This makes it possible to achieve both improved fuel efficiency during slow acceleration and avoiding knocking during sudden acceleration.

  (7) Referring to FIG. 7, at the time of slow acceleration with a small acceleration request, in a load region where the engine load is smaller than the predetermined medium load L1, the EGR rate target value is increased as the load increases, and is higher than the medium load L1. In a large load region, the compression ratio target value is lowered and the EGR rate target value is lowered as the load increases. In this way, at moderate acceleration, at medium load L1 or less, which is a load that is set to the maximum EGR rate in the steady state, fuel efficiency is improved by increasing the EGR rate as the load increases, and at medium load L1 or greater Knocking can be avoided by reducing the compression ratio and EGR rate as the load increases. Furthermore, by distinguishing the magnitude of the acceleration request in a plurality of stages or continuously, the decrease in the EGR rate target value corresponding to the increase in load becomes smaller as the acceleration request becomes larger at medium load L1 or less. It becomes possible to approach the setting of the reference target value in the steady state, and fuel consumption can be improved.

  (8) Referring to FIG. 8, when the compression ratio and the EGR rate are set to be the optimum compression ratio and the optimum EGR rate in the steady state, both the compression ratio and the EGR rate are set near the knocking limit and the combustion stability limit. Become. Therefore, in the acceleration state, in order to prioritize reliable knocking avoidance and combustion stability maintenance, it is necessary to start a low compression ratio and a low EGR rate from a low load, and an excessively low compression ratio and low EGR are required. There arises a problem of fuel consumption deterioration due to efficiency reduction due to rate increase, and fuel consumption deterioration due to increased energy consumption due to increased frequency of variable compression ratio control.

  Therefore, the reference target value of the EGR rate in the steady / decelerated state is increased as the load increases in a load region smaller than the predetermined first medium load, and the load increases in the load region larger than the first medium load L1. I make it lower. Further, the reference target value of the compression ratio in the steady / deceleration state is fixed to the maximum compression ratio in a load region smaller than the predetermined second intermediate load L2, which is larger than the first intermediate load, and the second intermediate load is set. In a larger load region, the lower the load, the greater the load.

  In this way, by setting the steady state so that the compression ratio is constant and the EGR rate is reduced when the load is L1 or more and L2 or less, the EGR temperature is lowered and the intake mixture temperature is lowered. Thus, in a load region where knocking avoidance control greater than or equal to the first medium load L1 is required, knock resistance is improved, and knocking avoidance during acceleration and avoidance of deterioration of combustion stability can be more reliably performed. In addition, knocking can be avoided only by EGR rate control even during slow acceleration from a load close to the knocking occurrence region (the load region between the first intermediate load L1 and the second intermediate load L2). In addition, the compression ratio decrease start timing in the fuel consumption region can be delayed to the higher load side. Therefore, the area where variable compression ratio control is required is narrowed. It is possible to improve fuel efficiency by reducing energy consumption by reducing the compression ratio variable frequency.

  (9) The EGR rate is controlled by opening and closing an EGR control valve 16 provided in the exhaust gas recirculation passage 15 for introducing EGR. For this reason, when the engine speed is high, the EGR gas suction speed in the exhaust gas recirculation passage 15 is large, and the EGR gas remaining in the exhaust gas recirculation passage 15 is consumed in a short time, so the EGR rate rapidly decreases. When the engine speed is low, the EGR gas suction speed in the exhaust gas recirculation passage 15 is low, and the EGR rate lowers slowly. Therefore, it is possible to perform optimal EGR rate control by making the control target value of the EGR rate variable according to the engine rotation speed. Further, by making the compression ratio target value variable in accordance with the change in the EGR rate control speed due to the engine speed and the change in the intake gas mixture temperature accompanying the EGR rate change, it becomes possible to perform optimal compression ratio control. .

  (10) When performing the EGR rate reduction control, when the engine speed is low, the EGR rate reduction speed is slower than when the engine speed is high. Therefore, the lower the engine speed, the lower the EGR rate target from the current EGR rate. By setting the EGR rate target value so that the EGR rate variable amount up to the value becomes large, the EGR rate control response delay due to the low engine rotation speed can be avoided.

1 is a schematic configuration diagram showing a control device for an internal combustion engine according to the present invention. The flowchart which shows the flow of the setting control of the target value of a compression ratio and an EGR rate. Explanatory drawing which shows the 1st example of a setting of a compression ratio and an EGR rate. Explanatory drawing which shows the 2nd example of a setting of a compression ratio and an EGR rate. Explanatory drawing which shows the 3rd example of a setting of a compression ratio and an EGR rate. Explanatory drawing which shows the 4th example of a setting of a compression ratio and an EGR rate. Explanatory drawing which shows the 5th example of a setting of a compression ratio and an EGR rate. Explanatory drawing which shows the 6th example of a setting of a compression ratio and an EGR rate. FIG. 4 is an explanatory diagram showing (a) a target value of a compression ratio and (b) a target value of an EGR rate in the setting example of FIG. 3. The block diagram which shows a variable compression ratio mechanism.

Explanation of symbols

15 ... Exhaust gas recirculation passage 16 ... EGR control valve 17 ... ECU
20 ... Variable compression ratio mechanism

Claims (10)

Compression ratio control means for variably controlling the engine compression ratio toward the compression ratio target value;
EGR rate control means for variably controlling the EGR rate toward the EGR rate target value;
Target value setting means for setting the compression ratio target value and the EGR rate target value based on the engine load and the magnitude of the acceleration request;
The target value setting means, at a small predetermined low load region than the load at least the engine load is within a predetermined, and, when the acceleration request is small, and fixed at the maximum compression ratio the compression ratio desired value, EGR rate A control device for an internal combustion engine characterized by preferentially performing the control. Compression ratio control means for variably controlling the engine compression ratio toward the compression ratio target value;
EGR rate control means for variably controlling the EGR rate toward the EGR rate target value;
Based on the magnitude of the engine load and the acceleration request, I have a, a target value setting means for setting the aforementioned compression ratio target value and the EGR ratio target value,
When the engine load is in a load range larger than a predetermined medium load and there is an acceleration request, the target value setting means controls the reduction of the compression ratio regardless of the magnitude of the acceleration request. A control device for an internal combustion engine, which is performed with priority over the control. 3. The control device for an internal combustion engine according to claim 1, wherein the target value setting means lowers the compression ratio target value and lowers the EGR rate target value as the acceleration request is larger. If the target value of the compression ratio and EGR rate when there is no acceleration request is the reference target value,
The engine load is above in the load lower load region, the reference target value of compression ratio is fixed to the maximum compression ratio, to increase the reference target value of EGR rate as the load increases,
4. The internal combustion engine according to claim 1, wherein, in a load region larger than the medium load, the reference target value of the compression ratio is decreased as the load increases, and the reference target value of the EGR rate is decreased as the load increases. Control device. The control device for an internal combustion engine according to any one of claims 1 to 4 , wherein the maximum load in a load range in which the compression ratio target value is fixed to the maximum compression ratio is reduced as the acceleration request increases. When the acceleration request is small, the target value setting means increases the EGR rate target value as the load increases in a load region where the engine load is smaller than a predetermined medium load, and the load is larger in the load region than the medium load. The control device for an internal combustion engine according to any one of claims 1 to 5, wherein the larger the value is, the lower the compression ratio target value is and the lower the EGR rate target value is. If the target value of the compression ratio and EGR rate when there is no acceleration request is the reference target value,
The reference target value of the EGR rate is increased as the load increases in a load region smaller than a predetermined first medium load, and is decreased as the load increases in a load region larger than the first medium load.
The reference target value of the compression ratio is fixed to the maximum compression ratio in a load area smaller than a predetermined second medium load that is larger than the first medium load, and the load is larger in the load area larger than the second medium load. The control device for an internal combustion engine according to any one of claims 1 to 3, wherein the control device is lowered as the size increases. The EGR rate control means has an EGR control valve provided in an exhaust gas recirculation passage for recirculating exhaust gas from the intake system to the exhaust system;
The control device for an internal combustion engine according to any one of claims 1 to 7 , further comprising means for correcting a target value of the EGR rate and the compression ratio according to the engine speed. Compression ratio control means for variably controlling the engine compression ratio toward the compression ratio target value;
EGR rate control means for variably controlling the EGR rate toward the EGR rate target value;
Means for calculating a reference target value of the compression ratio and EGR rate based on the engine load;
Acceleration determination means for determining whether or not there is an acceleration request;
An acceleration detection means for detecting the magnitude of the acceleration request when there is an acceleration request;
Correction means for correcting the reference target value of the EGR rate and the compression ratio based on the magnitude of the acceleration request and calculating the target value;
The target value setting means, at a small predetermined low load region than the load at least the engine load is within a predetermined, and, when the acceleration request is small, the compression ratio desired value is fixed at the maximum compression ratio, the EGR rate A control device for an internal combustion engine, wherein control is performed with priority. Compression ratio control means for variably controlling the engine compression ratio toward the compression ratio target value;
EGR rate control means for variably controlling the EGR rate toward the EGR rate target value;
Means for calculating a reference target value of the compression ratio and EGR rate based on the engine load;
Acceleration determination means for determining whether or not there is an acceleration request;
An acceleration detection means for detecting the magnitude of the acceleration request when there is an acceleration request;
Based on the magnitude of the acceleration request, it possesses a correction means for calculating a target value by correcting the reference target value of EGR rate and compression ratio, and
When the engine load is in a load range larger than a predetermined medium load and there is an acceleration request, the target value setting means controls the reduction of the compression ratio regardless of the magnitude of the acceleration request. A control device for an internal combustion engine, which is performed with priority over the control.

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