A regeneration control device for an exhaust purification device includes a regeneration controller that executes regeneration control in which particulate matters trapped by a filter are removed by combustion, and a post-injection controller that during the regeneration control, executes control in which a time period of a post-injection of fuel executed subsequently to a main injection of fuel is advanced such that a supercharging pressure of a turbosupercharger becomes higher than a supercharging pressure during steady operation.

A regeneration control device for an exhaust purification device includes a regeneration controller that executes regeneration control in which particulate matters trapped by a filter are removed by combustion, and a post-injection controller that during the regeneration control, executes control in which a time period of a post-injection of fuel executed subsequently to a main injection of fuel is advanced such that a supercharging pressure of a turbosupercharger becomes higher than a supercharging pressure during steady operation.

A controller increases an actual oil pressure up to a transient oil pressure (an actuating oil pressure) and then supplies oil adjusted to have the transient oil pressure (the actuating oil pressure) to valve stopping mechanisms to actuate the valve stopping mechanisms. The controller, when actuating the valve stopping mechanisms, starts increase in an intake filling amount when the actual oil pressure increases up to a predetermined determination value set at the transient oil pressure (the actuating oil pressure) or lower.

A control device (40) is connected to a differential pressure sensor (41), a navigation system (42), and a fuel injection valve (17). The control device (40) is configured to: execute a regeneration control of monitoring a purification situation (C1) and supplying unburned fuel (F2), which is injected from the fuel injection valve (17) and does not contribute to driving, to an exhaust gas purification system (20) in a case where the purification situation (C1) becomes a deteriorated situation (Ca); and execute a control of monitoring a road situation (C2) and stopping the regeneration control before the road situation (C2) actually becomes an accelerator off situation (Cb) in which an accelerator opening degree (1) of an accelerator pedal (43) becomes off.

A control device (40) is connected to a differential pressure sensor (41), a navigation system (42), and a fuel injection valve (17). The control device (40) is configured to: execute a regeneration control of monitoring a purification situation (C1) and supplying unburned fuel (F2), which is injected from the fuel injection valve (17) and does not contribute to driving, to an exhaust gas purification system (20) in a case where the purification situation (C1) becomes a deteriorated situation (Ca); and execute a control of monitoring a road situation (C2) and stopping the regeneration control before the road situation (C2) actually becomes an accelerator off situation (Cb) in which an accelerator opening degree (1) of an accelerator pedal (43) becomes off.

An ECU causes an injector to implement multiple split injections during a combustion cycle and to implement a final split injection among the split injections in the latter half of the compression stroke. The ECU further sets a time interval between the injection timing for the final split injection and the ignition timing of an ignition plug at a constant time in a region in which the fuel pressure is the same. Then, the ECU sets a crank angle position based on the time interval and a rotational speed of an output shaft.

An ECU causes an injector to implement multiple split injections during a combustion cycle and to implement a final split injection among the split injections in the latter half of the compression stroke. The ECU further sets a time interval between the injection timing for the final split injection and the ignition timing of an ignition plug at a constant time in a region in which the fuel pressure is the same. Then, the ECU sets a crank angle position based on the time interval and a rotational speed of an output shaft.

A control method and a control device are provided for an internal combustion engine structured to vary a mechanical compression ratio by varying a range of slide of a piston with respect to a cylinder bore. A control process includes: acquiring a temperature correlating with a cylinder bore wall temperature; fixing the mechanical compression ratio to a preset compression ratio point, in response to a condition that the acquired temperature is lower than a preset temperature point; and setting the preset temperature point higher than a point corresponding to a point of the cylinder bore wall temperature at which condensed water occurs in the cylinder bore.

An ignition performance increasing method of an automobile may include inputting a crank position sensor signal to detect a rotational position of a crankshaft of an engine, generating an engine angle tick, acquiring an engine synchronization by determining a position of the crankshaft and a position of a cam, setting a sync task at a specified position, and performing fuel injection and ignition.

An ignition performance increasing method of an automobile may include inputting a crank position sensor signal to detect a rotational position of a crankshaft of an engine, generating an engine angle tick, acquiring an engine synchronization by determining a position of the crankshaft and a position of a cam, setting a sync task at a specified position, and performing fuel injection and ignition.