Control device for internal combustion engine

Abstract

To provide an internal combustion engine control apparatus with a deterioration of exhaust emission suppressed while securing the startability of an internal combustion engine.SOLUTION: An internal combustion engine control apparatus includes: an intermittent operation control part for executing automatic stop and automatic start of an internal combustion engine that has a port injection valve and an in-cylinder injection valve; a determination part for determining whether rich control is performed in which an air-fuel ratio is controlled to a rich side than a theoretical air-fuel ratio in automatic start, and whether an integral air-intake amount of the internal combustion engine since starting the automatic start is smaller than a given threshold; and an injection control part for executing, in a case where the determination by the determination part is positive, at least one of causing injection timing of the in-cylinder injection valve to approach timing of an intake stroke bottom dead point and decreasing a ratio of injection amount from the in-cylinder injection valve to a total fuel injection amount from the port injection valve and in-cylinder injection valve, compared to a case where the determination by the determination part is negative, thus executing suppressed injection control to suppress an exhaust amount of exhaust particulate from the internal combustion engine.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a control device for an internal combustion engine.

Background Art

[0002] Intermittent operation control for automatically stopping and starting an internal combustion engine is known (see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] During automatic stop, combustion does not occur in the internal combustion engine, so the temperature in the combustion chamber decreases, and the temperature of the fuel adhering to the piston top surface also decreases. When the internal combustion engine then automatically starts and combustion begins, the fuel adhering to the piston top surface and having become low temperature is exposed to the high-temperature flame. As a result, the amount of exhaust particulate matter discharged increases, and there is a risk of deterioration of exhaust emissions. In particular, when the air-fuel ratio is controlled to be a rich air-fuel ratio at the time of automatic start. In this case, since the fuel injection amount is larger than when the air-fuel ratio is controlled to be the stoichiometric air-fuel ratio, the amount of exhaust particulate matter discharged is likely to increase.

[0005] Therefore, an object of the present invention is to provide a control device for an internal combustion engine that suppresses deterioration of exhaust emissions while ensuring the starting performance of the internal combustion engine.

Means for Solving the Problems

[0006] The above object can be achieved by a control device for an internal combustion engine, comprising: an intermittent operation control unit that executes automatic stop and automatic start of an internal combustion engine having a port injection valve and an in-cylinder injection valve; a rich control that controls the air-fuel ratio to be richer than the stoichiometric air-fuel ratio during automatic start; a determination unit that determines whether or not an integrated intake air amount of the internal combustion engine from the start of automatic start is less than a predetermined threshold; and an injection control unit that, when a positive determination is made by the determination unit, executes at least one of: making the injection timing of the in-cylinder injection valve closer to the timing of bottom dead center of the intake stroke, and decreasing a ratio of an injection amount from the in-cylinder injection valve to a total fuel injection amount from the port injection valve and the in-cylinder injection valve, thereby executing suppression injection control for suppressing an exhaust particulate emission amount from the internal combustion engine.

Advantages of the Invention

[0007] According to the present invention, it is possible to provide a control device for an internal combustion engine that suppresses deterioration of exhaust emissions while ensuring the starting performance of the internal combustion engine.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0009] [Schematic Configuration of Hybrid Vehicle] Figure 1 is a schematic configuration diagram of a hybrid vehicle. The hybrid vehicle is equipped with an engine 10 and a motor 15 as driving sources for traveling. The engine 10 is a gasoline engine having a plurality of cylinders as will be described in detail later, but it is not limited thereto and may be a diesel engine. The engine 10 is an example of an internal combustion engine. A transmission unit 11 is provided in the power transmission path from the engine 10 to the drive wheels 13. The transmission unit 11 and the left and right drive wheels 13 are drivingly connected via a differential 12.

[0010] The transmission unit 11 is provided with a K0 clutch 14 and a motor 15. In the transmission unit 11, the motor 15 is installed so as to be located on the power transmission path from the engine 10 to the drive wheels 13.

[0011] The K0 clutch 14 is installed so as to be located in the portion between the engine 10 and the motor 15 in the same power transmission path. The K0 clutch 14 receives the supply of hydraulic pressure and becomes engaged to connect the power transmission between the engine 10 and the motor 15. The K0 clutch 14 becomes open in response to the stop of the hydraulic pressure supply to cut off the power transmission between the engine 10 and the motor 15. Further, the K0 clutch 14 is in a slip state until it starts torque transmission and becomes fully engaged.

[0012] The motor 15 is connected to the battery 16 via an inverter 17. The battery 16 is a rechargeable secondary battery such as a nickel-metal hydride battery or a lithium-ion battery. The motor 15 functions as a motor that generates the driving force of the vehicle in response to the power supply from the battery 16, while also functioning as a generator that generates electric power for charging the battery 16 in response to the power transmission from the engine 10 or the drive wheels 13. The electric power exchanged between the motor 15 and the battery 16 is adjusted by the inverter 17.

[0013] The transmission unit 11 is provided with a torque converter 18 which is a fluid coupling having a torque amplification function, and a stepped automatic transmission 19 which switches the transmission ratio in multiple steps by switching gear stages. In the transmission unit 11, the automatic transmission 19 is installed so as to be located on the drive wheel 13 side portion rather than the motor 15 in the above power transmission path. The motor 15 and the automatic transmission 19 are connected via the torque converter 18. The torque converter 18 is provided with a lock-up clutch 20 which is engaged by receiving the supply of hydraulic pressure to directly connect the motor 15 and the automatic transmission 19.

[0014] The transmission unit 11 is further provided with an oil pump 21 and a hydraulic control mechanism 22. The hydraulic pressure generated by the oil pump 21 is supplied to the K0 clutch 14, the torque converter 18, the automatic transmission 19, and the lock-up clutch 20 respectively via the hydraulic control mechanism 22. The hydraulic control mechanism 22 is provided with respective hydraulic circuits of the K0 clutch 14, the torque converter 18, the automatic transmission 19, and the lock-up clutch 20, and various hydraulic control valves for controlling their operating hydraulic pressures.

[0015] The hybrid vehicle is provided with an ECU (Electronic Control Unit) 50 as a control device of the vehicle. The ECU 50 is an electronic control unit including an arithmetic processing circuit that performs various arithmetic processes related to the running control of the vehicle, and a memory in which control programs and data are stored. The ECU 50 is an example of a control device for an internal combustion engine, and specifically, functionally realizes an intermittent operation control unit, a determination unit, and an injection control unit which will be described later.

[0016] Signals from the ignition switch 61, crank angle sensor 62, air flow meter 63, air-fuel ratio sensor 64, coolant temperature sensor 65, and accelerator opening sensor 66 are input to the ECU 50. The ignition switch 61 detects the on / off state of the ignition. The crank angle sensor 62 detects the rotational speed of the crankshaft of the engine 10. The air flow meter 63 detects the intake air volume introduced into the engine 10. The air-fuel ratio sensor 64 detects the air-fuel ratio of the exhaust of the engine 10. The coolant temperature sensor 65 detects the temperature of the coolant that cools the engine 10. The accelerator opening sensor 66 detects the accelerator opening operated by the accelerator pedal.

[0017] The ECU 50 controls the driving of the engine 10 and the motor 15. Specifically, the ECU 50 controls the inverter 17 to adjust the amount of power transfer between the motor 15 and the battery 16, thereby performing torque control of the motor 15. The ECU 50 performs drive control of the K0 clutch 14, lock-up clutch 20, and automatic transmission 19 through the control of the hydraulic control mechanism 22.

[0018] The ECU 50 drives the hybrid vehicle in any one of the motor driving mode, hybrid driving mode, and engine driving mode. In the motor driving mode, the ECU 50 releases the K0 clutch 14 and rotates the drive wheels 13 with the power of the motor 15. In the hybrid driving mode, the ECU 50 engages the K0 clutch 14 and rotates the drive wheels 13 with the power of the engine 10 and the motor 15. In the engine driving mode, the ECU 50 engages the K0 clutch 14 and rotates the drive wheels 13 with the power of the engine 10. The ECU 50 selects the motor driving mode when there is sufficient margin in the remaining charge of the battery 16. When the remaining charge of the battery 16 is low, when the vehicle speed exceeds the upper limit in the motor driving mode, or in the case of sudden acceleration, the hybrid driving mode or the engine driving mode is selected.

[0019] [Schematic Configuration of Engine] Figure 2 is a schematic configuration diagram of the engine 10. The engine 10 has a cylinder block 30, a cylinder head 32, a piston 33, a connecting rod 34, a crankshaft 35, an intake passage 36, an intake valve 36v, an exhaust passage 37, and an exhaust valve 37v.

[0020] The cylinder block 30 is provided with a cylindrical bore 31. The piston 33 is reciprocally accommodated within the bore 31. The bore 31 has a bore wall surface 31S which is a cylindrical inner wall surface. The piston 33 has a piston top surface 33S. The combustion chamber C is defined by the bore wall surface 31S, the lower surface 32S of the cylinder head 32, and the piston top surface 33S. The volume of the combustion chamber C increases and decreases due to the reciprocating motion of the piston 33.

[0021] The crankshaft 35 which is the output shaft of the engine 10 is connected via the connecting rod 34. The connecting rod 34 and the crankshaft 35 constitute a crank mechanism that converts the reciprocating motion of the piston 33 into the rotational motion of the crankshaft 35. The engine 10 is provided with the above-described crank angle sensor 62.

[0022] The intake passage 36 is an intake introduction passage and is connected to the combustion chamber C via the intake valve 36v. The exhaust passage 37 is an exhaust discharge passage and is connected to the combustion chamber C via the exhaust valve 37v. The above-described air flow meter 63 is provided in the intake passage 36.

[0023] The cylinder block 30 is provided with an in-cylinder injection valve 41D for directly injecting fuel into the combustion chamber C. The intake passage 36 is provided with a port injection valve 41P for injecting fuel toward the intake port. The cylinder head 32 is provided with a spark plug 42 for igniting the air-fuel mixture introduced into the combustion chamber C by spark discharge. The exhaust passage 37 is provided with a catalyst 43 for exhaust purification, and the air-fuel ratio sensor 64 described above is provided on the downstream side of the catalyst 43. The catalyst 43 exhibits the maximum purification ability when the air-fuel ratio of the air-fuel mixture is the stoichiometric air-fuel ratio. The catalyst 43 is a three-way catalyst having an oxygen storage ability to store oxygen in the exhaust gas leaner than the stoichiometric air-fuel ratio and release the stored oxygen to the exhaust gas richer than the stoichiometric air-fuel ratio.

[0024] Based on the detection signals of the above-described sensors, the ECU 50 controls the driving of the engine 10 by controlling the opening degree of the throttle valve 40, the fuel injection amount of the in-cylinder injection valve 41D and the port injection valve 41P, the ignition timing by the spark plug 42, etc. Further, the ECU 50 controls the port injection rate indicating the injection amount of the port injection valve 41P with respect to the total fuel injection amount and the in-cylinder injection rate indicating the injection amount of the in-cylinder injection valve 41D with respect to the total fuel injection amount based on the operating state of the engine 10. Specifically, the ECU 50 variably sets them within the range from 0 or more to 1 or less so that the sum of the port injection rate and the in-cylinder injection rate becomes 1. For example, when the operating state of the engine 10 is low-speed and low-load operation, the port injection rate is set higher than the in-cylinder injection rate, and when it is high-speed and high-load operation, the in-cylinder injection rate is set higher than the port injection rate.

[0025] [Intermittent operation control] In the hybrid driving mode or the engine driving mode, when a predetermined stop condition is satisfied, the ECU 50 executes intermittent operation control to automatically stop the engine 10, and when a predetermined start condition is satisfied, starts the automatically stopped engine 10. For example, in the hybrid driving mode or the engine driving mode, when the depression of the accelerator pedal is released, the ECU 50 automatically stops the engine 10 on the assumption that the automatic stop condition is satisfied. Further, when the accelerator pedal is depressed, the ECU 50 automatically starts the engine 10 on the assumption that the automatic start condition is satisfied. When automatically stopping the engine 10, the ECU 50 releases the K0 clutch 14 and stops fuel injection. When automatically starting the engine 10, the ECU 50 cranks the engine 10 by the motor 15 via the K0 clutch 14, starts fuel injection and ignition, and then engages the K0 clutch 14. The processing related to such intermittent operation control is an example of the processing executed by the intermittent operation control unit.

[0026] During the automatic stop of the engine 10 by the intermittent operation control, since combustion is not performed in the engine 10, the temperature in the combustion chamber C decreases, and the temperature of the fuel adhering to the piston top surface 33 also decreases. When the engine 10 then automatically starts and fuel is injected, the fuel adhering to the piston top surface 33S is exposed to the high-temperature flame. As a result, the amount of exhaust particulate emissions increases, and there is a risk that the exhaust emissions deteriorate.

[0027] In particular, when the engine 10 is automatically started, A / F rich control for controlling the air-fuel ratio to a rich air-fuel ratio rather than the stoichiometric air-fuel ratio may be executed. The A / F rich control is executed to release oxygen from the catalyst 43 with an excessive oxygen storage amount at the start of the engine 10, or to supplement the unburned fuel component that adheres to the wall surface in the combustion chamber C and does not contribute to combustion. When the A / F rich control is executed, since the fuel injection amount is increased compared to the case where the air-fuel ratio is controlled to the stoichiometric air-fuel ratio, a part of the injected fuel further adheres to the piston top surface 33, and the exhaust particulate emission amount tends to increase. In the present embodiment, when a predetermined condition is satisfied at the time of automatic start of the engine 10, the ECU 50 executes PN (Particulate Number) suppression injection control for suppressing the exhaust particulate emission amount as follows.

[0028] [Fuel injection control] FIG. 3 is a flowchart showing an example of the fuel injection control executed by the ECU 50. The ECU 50 repeatedly executes this control at a predetermined cycle in the ignition-on state. First, the ECU 50 determines whether there is a request for automatic start of the engine 10 (step S1). If the answer in step S1 is No, this control ends.

[0029] If the answer in step S1 is Yes, the ECU 50 determines whether the system is normal (step S2). For example, when an abnormality in the in-cylinder injection valve 41D or the port injection valve 41P or an abnormality in the fuel pressure is detected based on OBD (On-Board Diagnostics), the answer in step S2 is determined to be No.

[0030] If the answer in step S2 is Yes, the ECU 50 determines whether the above-described A / F rich control is being executed (step S3). The A / F rich control is executed to ensure the startability of the engine 10 as described above. Specifically, the ECU 50 determines that the A / F rich control is being executed when the target amount equivalence ratio is set to a predetermined value equal to or greater than the rich equivalence ratio (for example, 1.05 or more), or when the increment correction coefficient for incrementing the fuel injection amount is set to a predetermined value equal to or greater than a predetermined value (for example, 1.05 or more).

[0031] The equivalence ratio is an index value representing the fuel concentration in the air-fuel mixture, and is the value obtained by dividing the amount of fuel that results in the stoichiometric air-fuel ratio by the actual amount of fuel. The equivalence ratio takes the value of "1" when the air-fuel ratio of the air-fuel mixture is the stoichiometric air-fuel ratio, a value greater than "1" when the air-fuel ratio is richer than the stoichiometric air-fuel ratio, and a value less than "1" when the air-fuel ratio is leaner than the stoichiometric air-fuel ratio. When the target amount equivalence ratio is set to the rich equivalence ratio, the fuel injection amount is feedback-controlled so that the air-fuel ratio detected by the air-fuel ratio sensor 64 becomes the rich air-fuel ratio corresponding to the rich equivalence ratio. The increment correction of the fuel injection amount is feedforward-controlled for the fuel injection amount according to the increment correction coefficient. Specifically, the increment correction is performed by setting, as the target injection amount, the fuel injection amount obtained by multiplying the basic fuel injection amount calculated according to the operating state of the engine 10 by an increment correction coefficient greater than 1. Step S3 is an example of the process executed by the determination unit.

[0032] If Yes in step S3, the ECU 50 determines whether the integrated intake air amount of the engine 10 from the start of automatic start of the engine 10 is less than a predetermined threshold value (step S4). The integrated intake air amount correlates with the temperature in the combustion chamber C, and indicates that combustion is performed in the combustion chamber C and the temperature in the combustion chamber C is high as the integrated intake air amount increases. When the integrated intake air amount becomes equal to or greater than the threshold value, the temperature in the combustion chamber C becomes sufficiently high and the fuel adhering to the wall surface in the combustion chamber C can be regarded as having evaporated. Incidentally, the ECU 50 calculates the integrated intake air amount based on the detection value of the air flow meter 63 from the start of automatic start of the engine 10. Step S4 is an example of the process executed by the determination unit.

[0033] The threshold value is calculated based on the temperature of the cooling water detected by the cooling water temperature sensor 65 as follows. FIG. 4 is an example of a map defining the relationship between the threshold value and the cooling water temperature. The horizontal axis indicates the temperature of the cooling water [°C], and the vertical axis indicates the threshold value [g]. This map is stored in advance in the memory of the ECU 50, and the ECU 50 calculates the threshold value by referring to this map. As shown in FIG. 4, the higher the temperature of the cooling water, the smaller the threshold value is defined. This is because the higher the temperature of the cooling water, the shorter the stop time of the engine 10 from automatic stop to automatic start, and the smaller the integrated intake air amount required to suppress the emission of exhaust particulate matter. Incidentally, the temperature of the lubricating oil of the engine 10 may be used instead of the temperature of the cooling water. This is because both the temperature of the cooling water and the temperature of the lubricating oil are temperatures correlated with the temperature of the engine 10.

[0034] If the answer is No in any of steps S2 to S4, the ECU 50 executes basic injection control (step S5). Basic injection control is fuel injection according to the operating state of the engine 10, and is control performed with injection timing and in-cylinder injection rate considering the output and fuel consumption of the engine 10. If the answer is Yes in steps S2 to S4, the ECU 50 executes PN suppression injection control (step S6). PN suppression injection control is control performed with injection timing and in-cylinder injection rate that prioritize suppressing the emission amount of the above-described exhaust particulate matter over the output and fuel consumption of the engine 10. Steps S5 and S6 are examples of processes executed by the injection control unit.

[0035] Specifically, in the PN suppression injection control, compared with the basic injection control, at least one of the following is executed: making the injection timing of the in-cylinder injection valve 41D approach the timing of the bottom dead center of the intake stroke, and reducing the in-cylinder injection rate. The timing of the bottom dead center of the intake stroke is the timing when the piston 33 is at the bottom dead center and is the timing when the piston 33 is at the position farthest from the in-cylinder injection valve 41D. Therefore, by making the injection timing of the in-cylinder injection valve 41D approach the timing of the bottom dead center of the intake stroke, the amount of fuel adhering to the piston top surface 33S among the amount of fuel injected by the in-cylinder injection valve 41D can be suppressed. Also, by reducing the in-cylinder injection rate, the amount of fuel adhering to the piston top surface 33S can be suppressed. As a result, the amount of adhering fuel on the piston top surface 33S exposed to the flame in the combustion stroke is suppressed, the amount of exhaust particulate emissions can be suppressed, and the deterioration of exhaust emissions is suppressed.

[0036] When making the injection timing of the in-cylinder injection valve 41D approach the timing of the bottom dead center of the intake stroke, for example, while the injection timing of the in-cylinder injection valve 41D in the case of the basic injection control is in the range of BTDC (Before Top Dead Center) 300° to 90°, in the PN suppression injection control, it may be performed by restricting it to the range of BTDC 280° to 100°. When reducing the in-cylinder injection rate, for example, it may be performed by setting the in-cylinder injection rate to less than 1 and not less than 0.4.

[0037] FIG. 5 is a graph showing the exhaust particulate emissions. FIG. 5 shows the exhaust particulate emissions when the basic injection control is executed when the A / F is rich controlled and the integrated intake air amount is less than the threshold value, and when the PN suppression injection control (hereinafter referred to as the first suppression injection control) in which the injection timing of the in-cylinder injection valve 41D is made close to the timing of the bottom dead center of the intake stroke is executed, and when the PN suppression injection control (hereinafter referred to as the second suppression injection control) in which the in-cylinder injection rate is reduced is executed. In the first suppression injection, the injection timing of the in-cylinder injection is closer to the timing of the bottom dead center of the intake stroke than in the basic injection control, and the other conditions are the same as those in the basic injection control. In the second suppression injection control, the in-cylinder injection rate is reduced compared to the basic injection control, and the other conditions are the same as those in the basic injection control.

[0038] Specifically, in the basic injection control, two in-cylinder injections are executed at BTDC280° and BTDC100°, the in-cylinder injection rate is 1 and the port injection rate is 0, and the in-cylinder injection amounts of the first and second times are the same. The first suppression injection control differs from the basic injection control in that the timing of the second in-cylinder injection is BTDC230°, but the other conditions are the same as those in the basic injection control. In the second suppression injection control, one port injection is executed at BTDC540°, two in-cylinder injections are executed at BTDC280° and BTDC100°, the in-cylinder injection rate and the port injection rate are 0.5 respectively, and the in-cylinder injection amount of the first time is set to be larger than that of the second time. In both the first and second suppression injection controls, the PN emission amount is reduced compared to the basic injection control.

[0039] In the first suppression injection control, the second in-cylinder injection timing is changed from BTDC100° to BTDC230° compared to the basic injection control, approaching the timing of bottom dead center in the intake stroke (BTDC180°). As a result, in the first suppression injection control, the amount of fuel adhering to the piston top surface 33S is suppressed compared to the basic injection control, and the exhaust particulate emission amount is suppressed. Also, in the first suppression injection control, the second in-cylinder injection is performed at BTDC230° before the timing of bottom dead center in the intake stroke (BTDC180°). That is, the second in-cylinder injection is performed while the piston 33 is descending toward the bottom dead center. This also suppresses the amount of fuel adhering to the piston top surface 33S compared to the basic injection control, and suppresses the exhaust particulate emission amount.

[0040] In the second suppression injection control, the in-cylinder injection rate is reduced compared to the basic injection control. For this reason, by reducing the injection amount from the in-cylinder injection valve 41D, the amount of fuel adhering to the piston top surface 33S is suppressed compared to the basic injection control, and the exhaust particulate emission amount is suppressed.

[0041] Also, in either case of the first and second suppression injection controls, the total fuel injection amount is the same as that of the basic injection control. Therefore, while controlling the air-fuel ratio to the rich air-fuel ratio which is the target air-fuel ratio to ensure the starting performance of the engine 10, the exhaust particulate emission amount can be suppressed as described above.

[0042] When performing multiple divided injections in one combustion cycle by the in-cylinder injection valve 41D as in the above embodiment, the injection timing of any of the divided injections may be made closer to the bottom dead center in the intake stroke compared to the basic injection control.

[0043] In the above embodiment, the case of performing two divided injections by the in-cylinder injection valve 41D has been described as an example, but it is not limited thereto. Even when not performing divided injection, at least one of making the injection timing of the in-cylinder injection valve 41D closer to the timing of bottom dead center in the intake stroke and reducing the in-cylinder injection rate may be executed compared to the basic injection control.

[0044] Also, as the PN suppression injection control, compared with the basic injection control, the injection timing of the in-cylinder injection valve 41D may be made closer to the timing of the bottom dead center of the intake stroke, and the in-cylinder injection rate may be decreased.

[0045] In the above embodiments and modified examples, the hybrid vehicle 1 has been described as an example, but the present invention is not limited thereto, and an engine vehicle having only an engine as a drive source of the vehicle may be used.

[0046] As described above in detail with respect to the embodiments of the present invention, the present invention is not limited to such specific embodiments, and various modifications and changes are possible within the scope of the gist of the present invention described in the claims.

Explanation of Reference Numerals

[0047] 10 Engine (Internal Combustion Engine) 41D In-cylinder Injection Valve 41P Port Injection Valve 50 ECU (Intermittent Operation Control Unit, Determination Unit, Injection Control Unit, Control Device for Internal Combustion Engine)

Claims

【Claim 1】 An intermittent operation control unit that performs automatic stop and automatic start of an internal combustion engine having a port injection valve and an in-cylinder injection valve; A determination unit that is in rich control for controlling the air-fuel ratio to the rich side of the stoichiometric air-fuel ratio at the time of automatic start, and determines whether or not the integrated intake air amount of the internal combustion engine from the start of automatic start is less than a predetermined threshold value; When a positive determination is made by the determination unit, the injection timing of the in-cylinder injection valve is made closer to the timing of bottom dead center of the intake stroke and the ratio of the injection amount from the in-cylinder injection valve to the total fuel injection amount from the port injection valve and the in-cylinder injection valve is decreased, compared to when a negative determination is made by the determination unit. An injection control unit that executes suppression injection control for suppressing the emission amount of exhaust particulate matter from the internal combustion engine by performing at least one of the above. A control device for an internal combustion engine comprising:

Images