U.S. patent application number 13/881084 was filed with the patent office on 2013-11-21 for control apparatus for supercharger-equipped internal combustion engine.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. The applicant listed for this patent is Noboru Takagi. Invention is credited to Noboru Takagi.
Application Number | 20130305707 13/881084 |
Document ID | / |
Family ID | 46580348 |
Filed Date | 2013-11-21 |
United States Patent
Application |
20130305707 |
Kind Code |
A1 |
Takagi; Noboru |
November 21, 2013 |
CONTROL APPARATUS FOR SUPERCHARGER-EQUIPPED INTERNAL COMBUSTION
ENGINE
Abstract
Provided is a control apparatus for a supercharged internal
combustion engine, which can favorably achieve a good balance
between prevention of overheat of a catalyst disposed an exhaust
passage and suppression of turbo lag, in a case in which a fresh
air blow-through is generated through a combustion chamber from an
intake passage to an exhaust passage. A turbo supercharger (22), an
exhaust bypass passage (36), a WGV (38) capable of switching the
opening and closing of the exhaust bypass passage (36), and
variable valve operating mechanisms (46, 48) capable of changing a
valve overlap period are included. The valve overlap period is
shortened so that the fresh air blow-through amount Gsca becomes
equal to or smaller than a predetermined blow-through determination
value Gjudge when the blow-through amount Gsca is larger than the
blow-through determination value Gjudge. The WGV (38) is opened
when the blow-through amount Gsca is still larger than the
blow-through determination value Gjudge after the valve overlap
period has been shortened.
Inventors: |
Takagi; Noboru; (Toyota-shi,
JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Takagi; Noboru |
Toyota-shi |
|
JP |
|
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota-shi, Aichi-ken
JP
|
Family ID: |
46580348 |
Appl. No.: |
13/881084 |
Filed: |
January 24, 2011 |
PCT Filed: |
January 24, 2011 |
PCT NO: |
PCT/JP2011/051212 |
371 Date: |
April 23, 2013 |
Current U.S.
Class: |
60/597 |
Current CPC
Class: |
F02B 37/183 20130101;
F02D 41/0007 20130101; Y02T 10/12 20130101; Y02T 10/144 20130101;
Y02T 10/18 20130101; F02D 13/0261 20130101; F02D 41/0235 20130101;
F02D 41/0065 20130101; F02B 37/18 20130101; F02B 25/145 20130101;
F02D 41/18 20130101; F02D 2041/001 20130101; F02D 13/0215 20130101;
F02D 23/00 20130101 |
Class at
Publication: |
60/597 |
International
Class: |
F02B 37/18 20060101
F02B037/18 |
Claims
1.-2. (canceled)
3. A control apparatus for a supercharged internal combustion
engine, comprising: a turbo supercharger which includes, in an
exhaust passage, a turbine that is operated by exhaust energy; an
exhaust bypass passage which branches off from the exhaust passage
at an upstream side portion of the turbine and merges with the
exhaust passage at a downstream side portion of the turbine; a
waste gate valve which is capable of switching an opening and
closing of the exhaust bypass passage; a variable valve operating
mechanism which is capable of changing a valve overlap period
during which an opening period of an exhaust valve overlaps with an
opening period of an intake valve; and a controller that is
configured to: obtain a blow-through amount of fresh air that blows
through a combustion chamber from an intake passage to the exhaust
passage; shorten the valve overlap period so that the blow-through
amount becomes equal to or smaller than a predetermined
blow-through determination value when the blow-through amount is
larger than the blow-through determination value; determine whether
or not the blow-through amount is still larger than the
blow-through determination value after shortening the valve overlap
period; and open the waste gate valve when determining the
blow-through amount to be still larger than the blow-through
determination value after the shortening of the valve overlap
period, while, in order to decrease the blow-through amount,
prohibiting opening of the waste gate valve until determining the
blow-through amount to be still larger than the blow-through
determination value after the shortening of the valve overlap
period.
4. The control apparatus for a supercharged internal combustion
engine according to claim 3, further comprising an air fuel ratio
sensor which is disposed in the exhaust passage to detect an air
fuel ratio of exhaust gas, wherein the controller obtains the
blow-through amount based on an output value of the air fuel ratio
sensor.
5. A control apparatus for a supercharged internal combustion
engine, comprising: a turbo supercharger which includes, in an
exhaust passage, a turbine that is operated by exhaust energy; an
exhaust bypass passage which branches off from the exhaust passage
at an upstream side portion of the turbine and merges with the
exhaust passage at a downstream side portion of the turbine; a
waste gate valve which is capable of switching an opening and
closing of the exhaust bypass passage; a variable valve operating
mechanism which is capable of changing a valve overlap period
during which an opening period of an exhaust valve overlaps with an
opening period of an intake valve; blow-through amount obtaining
means for obtaining a blow-through amount of fresh air that blows
through a combustion chamber from an intake passage to the exhaust
passage; overlap period shortening means for shortening the valve
overlap period so that the blow-through amount becomes equal to or
smaller than a predetermined blow-through determination value when
the blow-through amount is larger than the blow-through
determination value; blow-through amount determination means for
determining whether or not the blow-through amount is still larger
than the blow-through determination value after the valve overlap
period has been shortened by the overlap period shortening means;
and WGV control means for opening the waste gate valve when the
blow-through amount is determined by the blow-through amount
determination means to be still larger than the blow-through
determination value, while, in order to decrease the blow-through
amount, prohibiting opening of the waste gate valve until the
blow-through amount is determined by the blow-through amount
determination means to be still larger than the blow-through
determination value.
Description
TECHNICAL FIELD
[0001] The present invention relates to a control apparatus for a
supercharged internal combustion engine, and more particular to a
control apparatus for a supercharged internal combustion engine
that is suitable for controlling the internal combustion engine
that includes a variable valve operating mechanism capable of
changing a valve overlap period and a waste gate valve.
BACKGROUND ART
[0002] So far, for example, Patent Document 1 discloses a control
apparatus for an internal combustion engine. This conventional
control apparatus estimates a blow-through amount of fresh air that
blows through a combustion chamber from an intake passage to an
exhaust passage, on the basis of the concentration of oxygen in the
exhaust passage detected by an air fuel ratio sensor. On that
basis, a valve overlap period is controlled in accordance with this
amount of blow-through of the fresh air.
[0003] Including the above described document, the applicant is
aware of the following documents as related art of the present
invention.
CITATION LIST
Patent Documents
[0004] Patent Document 1: Japanese Laid-open Patent Application
Publication No. 2007-263083
[0005] Patent Document 2: Japanese Laid-open Patent Application
Publication No. 2008-175201
[0006] Patent Document 3: Japanese Laid-open Patent Application
Publication No. 2010-163915
[0007] Patent Document 4: Japanese Laid-open Patent Application
Publication No. 2008-297930
SUMMARY OF INVENTION
Technical Problem
[0008] If the blow-through amount of fresh air that blows through
the combustion chamber from the intake passage to the exhaust
passage becomes too large, there is a concern that a catalyst
disposed in the exhaust passage may be overheated. According to the
aforementioned conventional control apparatus, when the
blow-through amount of the fresh air is large, shortening the valve
overlap period allows the blow-through amount to be reduced.
However, an operating region is present in which reducing the
blow-through amount to a desirable amount is difficult only by
adjusting the valve overlap period. In such an operating region, it
is not possible to adequately reduce the blow-through amount only
by shortening the valve overlap period, and as a result, there is a
concern that the overheat of the catalyst may be produced.
[0009] The present invention has been made to solve the problem as
described above, and has its object to provide a control apparatus
for a supercharged internal combustion engine, which can favorably
achieve a good balance between prevention of overheat of a catalyst
disposed an exhaust passage and suppression of turbo lag, in a case
in which a blow-through of fresh air that blows through a
combustion chamber from an intake passage to an exhaust passage is
generated.
Solution to Problem
[0010] A first aspect of the present invention is a control
apparatus for a supercharged internal combustion engine,
comprising:
[0011] a turbo supercharger which includes, in an exhaust passage,
a turbine that is operated by exhaust energy;
[0012] an exhaust bypass passage which branches off from the
exhaust passage at an upstream side portion of the turbine and
merges with the exhaust passage at a downstream side portion of the
turbine;
[0013] a waste gate valve which is capable of switching an opening
and closing of the exhaust bypass passage;
[0014] a variable valve operating mechanism which is capable of
changing a valve overlap period during which an opening period of
an exhaust valve overlaps with an opening period of an intake
valve;
[0015] blow-through amount obtaining means for obtaining a
blow-through amount of fresh air that blows through a combustion
chamber from an intake passage to the exhaust passage;
[0016] overlap period shortening means for shortening the valve
overlap period so that the blow-through amount becomes equal to or
smaller than a predetermined blow-through determination value when
the blow-through amount is larger than the blow-through
determination value;
[0017] blow-through amount determination means for determining
whether or not the blow-through amount is still larger than the
blow-through determination value after the valve overlap period has
been shortened by the overlap period shortening means; and
[0018] WGV control means for opening the waste gate valve when the
blow-through amount is determined by the blow-through amount
determination means to be still larger than the blow-through
determination value.
[0019] A second aspect of the present invention is the control
apparatus for a supercharged internal combustion engine according
to the first aspect of the present invention, further comprising an
air fuel ratio sensor which is disposed in the exhaust passage to
detect an air fuel ratio of exhaust gas,
[0020] wherein the blow-through amount obtaining means is means for
obtaining the blow-through amount based on an output value of the
air fuel ratio sensor.
Advantageous Effects of Invention
[0021] According to the first aspect of the present invention, when
the blow-through amount of fresh air is larger than the
blow-through determination value, it becomes possible to decrease
the blow-through amount to the blow-through determination value or
less, while suppressing the control amount of the opening degree of
the waste gate valve to the minimum necessary. Therefore, the
present invention can favorably achieve a good balance between
prevention of overheat of a catalyst disposed an exhaust passage by
controlling the blow-through amount and suppression of turbo lag,
in a case in which the blow-through amount is larger than the
blow-through amount.
[0022] When the blow-through amount is larger than the blow-through
determination value, the second aspect of the present invention can
favorably achieve a good balance between the prevention of overheat
of the catalyst by controlling the blow-through amount and the
suppression of turbo lag, by use of the configuration by which the
aforementioned blow-through amount is obtained on the basis of the
output value of the air fuel ratio sensor.
BRIEF DESCRIPTION OF DRAWINGS
[0023] FIG. 1 is a schematic diagram for illustrating a system
configuration of an internal combustion engine according to a first
embodiment of the present invention;
[0024] FIG. 2 is a diagram for explaining a blow-through of fresh
air that blows through a combustion chamber from an intake passage
to an exhaust passage; and
[0025] FIG. 3 is a flowchart of a routine that is executed in the
first embodiment of the present invention.
DESCRIPTION OF EMBODIMENT
First Embodiment
Description of System Configuration
[0026] FIG. 1 is a schematic diagram for illustrating a system
configuration of an internal combustion engine 10 according to a
first embodiment of the present invention. The system of the
present embodiment includes, as one example, a spark ignition type
internal combustion engine (gasoline engine) 10. A combustion
chamber 12 is formed in each cylinder of the internal combustion
engine 10. An intake passage 14 and an exhaust passage 16 are in
communication with the combustion chamber 12.
[0027] An air cleaner 18 is disposed at a position near an inlet of
the intake passage 14. An air flow meter 20 is disposed near a
downstream position of the air cleaner 18 to output a signal
according to a flow rate of air drawn into the intake passage 14. A
compressor 22a of a turbo supercharger 22 is disposed downstream of
the air flow meter 20. The compressor 22a is integrally connected,
via a turbine shaft 22c, to a turbine 22b disposed at the exhaust
passage 16.
[0028] An intercooler 24 that cools compressed air is disposed
downstream of the compressor 22a. An electronically controlled
throttle valve 26 is disposed downstream of the intercooler 24. An
intake pressure sensor 28 for detecting an intake pressure P1 is
disposed downstream of the throttle valve 26 (at an intake manifold
part). In addition, each cylinder of the internal combustion engine
10 includes a fuel injection valve 30 for injecting fuel into an
intake port, and an ignition plug 32 for igniting a mixture
gas.
[0029] Further, an air fuel ratio sensor 34 for detecting an air
fuel ratio (oxygen concentration) of exhaust gas is disposed on the
upstream side of the turbine 22c in the exhaust passage 16.
Furthermore, there is connected in the exhaust passage 16, an
exhaust bypass passage 36 which is configured to branch off the
exhaust passage 16 at an upstream side portion of the turbine 22b
and merge with the exhaust passage 16 at a downstream side portion
of the turbine 22. At some point of the exhaust bypass passage 36,
a waste gate valve (WGV) 38 is provided for opening and closing the
exhaust bypass passage 36. The WGV 38 is herein assumed to be
configured to be able to be adjusted to an arbitrary opening degree
by means of a pressure-regulated or electrically-operated type
actuator (not shown). In addition, a catalyst 40 for purifying the
exhaust gas is disposed in the exhaust passage 16 on the further
downstream side of its portion that is connected with the exhaust
bypass passage 36 on the downstream side of the turbine 22b.
[0030] An intake valve 42 and an exhaust valve 44 are provided at
the intake port and an exhaust port, respectively. The intake valve
42 establishes continuity or discontinuity between the combustion
chamber 12 and the intake passage 14, and the exhaust valve 44
establishes continuity or discontinuity between the combustion
chamber 12 and the exhaust passage 16. The intake valve 42 and the
exhaust valve 44 are driven by an intake variable valve operating
mechanism 46 and an exhaust variable valve operating mechanism 48,
respectively. It is assumed herein that as the intake variable
valve operating mechanism 46, a variable valve timing (VVT)
mechanism is used that continuously makes the opening and closing
timing of the intake valve 42 variable by changing a rotation phase
of an intake camshaft with respect to a rotation phase of a
crankshaft, and the exhaust variable valve operating mechanism 48
also is a mechanism that has the same configuration as that. In
addition, in the vicinity of the intake camshaft and an exhaust
camshaft, an intake cam angle sensor 50 and an exhaust cam angle
sensor 52 are disposed for detecting rotational angles of the
camshafts, that is, an intake cam angle and an exhaust cam angle,
respectively.
[0031] Furthermore, the system shown in FIG. 1 includes an ECU
(Electronic Control Unit) 54. An input section of the ECU 54 is
connected with various types of sensors for detecting the operating
state of the internal combustion engine 10, such as a crank angle
sensor 56 for detecting an engine speed, as well as the air flow
meter 20, the intake pressure sensor 28 and the air fuel ratio
sensor 34 that are described above. In addition, an output section
of the ECU 54 is connected with various types of actuators for
controlling the operating state of the internal combustion engine
10, such as the throttle valve 26, the fuel injection valve 30, the
ignition plug 32, the WGV 38 and the variable valve operating
mechanisms 46 and 48 that are described above. The ECU 54 can
control the operating state of the internal combustion engine 10 by
actuating each actuator according to the output of the
aforementioned each sensor and predetermined programs.
Characteristic Control According to First Embodiment
[0032] FIG. 2 is a diagram for explaining a blow-through of fresh
air that blows through the combustion chamber 12 from the intake
passage 14 to the exhaust passage 16.
[0033] According to the intake variable valve operating mechanism
46 and the exhaust variable valve operating mechanism 48 that are
described above, a valve overlap period during which the opening
period of the exhaust valve 44 and the opening period of the intake
valve 42 are overlapped with each other (hereinafter, simply
referred to as the "valve overlap period") can be changed by
adjusting at least one of the advance amount of the opening and
closing timing of the intake valve 42 and the retard amount of the
opening and closing timing of the exhaust valve 44.
[0034] When the supercharging by the turbo supercharger 22 allows
an intake pressure P1 to be higher than an exhaust pressure P2 in a
state in which the aforementioned valve overlap period is set, as
shown in FIG. 2, the phenomenon is produced in which fresh air
(intake air) blows through the combustion chamber 12 from the
intake passage 14 toward the exhaust passage 16. If such
blow-through of the fresh air is produced, the residual gas in the
cylinder can be scavenged, and therefore, effects such as
improvement of the torque of the internal combustion engine 10 and
the like can be obtained.
[0035] However, if the amount of the blow-through of fresh air that
is to be expelled to the exhaust passage 16 without contributing to
the combustion becomes too large, there is a concern that the
overheat of the catalyst 40 due to the combustion at the exhaust
passage 16 and the deterioration of fuel efficiency of the internal
combustion engine 10 may be produced. When the amount of the
blow-through of fresh air is large as seen above, shortening the
valve overlap period by means of the variable valve operating
mechanisms 46 and 48 allows the amount of the blow-through to be
reduced. However, an operating region is present in which reducing
the amount of the blow-through to a desirable amount is difficult
only by adjusting the valve overlap period. In such an operating
region, it is not possible to adequately reduce the amount of
blow-through only by shortening the valve overlap period, and as a
result, there is a concern that the overheat of the catalyst may be
produced.
[0036] Accordingly, in the present embodiment, a fresh air
blow-through amount Gsca is calculated by use of the output value
of the air fuel ratio sensor 34 during operation of the internal
combustion engine 10, and further, when the blow-through amount
Gsca calculated is larger than a predetermined blow-through
determination value Gjudge, the valve overlap period is shortened
so that the blow-through amount Gsca becomes smaller than or equal
to the blow-through determination value Gjudge. On that basis, if
the blow-through amount Gsca has not yet become smaller than or
equal to the blow-through determination value Gjudge in spite of
the shortening of the valve overlap period, the WGV 38 is
opened.
[0037] FIG. 3 is a flowchart showing a control routine executed by
the ECU 54 to implement the control according to the first
embodiment of the present invention.
[0038] According to the routine shown in FIG. 3, first, it is
determined whether or not a blow-through occurrence condition of
fresh air is established (step 100). Specifically, the ECU 54
stores a map (not shown) that defines an operating region in which
the blow-through occurrence condition under which the blow-through
of fresh air is generated during setting of the valve overlap
period is established, through the use of the operating region
(region based on a load factor and an engine speed) of the internal
combustion engine 10. In present step 100, it is determined with
reference to such a map whether or not the current operating region
is an operating region in which the blow-through occurrence
condition is established. In this connection, determination as to
whether or not the blow-through occurrence condition is established
is not limited to the one using the aforementioned method, and if,
for example, an exhaust pressure sensor for detecting the exhaust
pressure P2 is included in addition to the intake pressure sensor
28 for detecting the intake pressure P1, may be the one performed
by comparing values of those sensors.
[0039] If it is determined in aforementioned step 100 that the
blow-through occurrence condition of fresh air is established, the
fresh air blow-through amount Gsca is calculated on the basis of
the output value of the air fuel ratio sensor 34 (step 102). In
present step 102, the blow-through amount Gsca is calculated in
accordance with the following expression.
Gsca=Sabyf/Iabyf.times.Ga
where Sabyf denotes an air fuel ratio of exhaust gas obtained by
use of the air fuel ratio sensor 34, Iabyf denotes a target air
fuel ratio calculated on the basis of the intake air amount and the
fuel injection amount, and Ga denotes an intake air amount obtained
by use of the air flow meter 20.
[0040] Next, it is determined whether or not the valve overlap
period has been shortened (step 104). Specifically, in present step
104, it is determined whether or not there is a situation in which
the valve overlap period has been shortened to a predetermined
value or less by means of the processing of step 108 described
later, during establishment of the aforementioned blow-through
occurrence condition.
[0041] If the valve overlap period is determined in aforementioned
step 104 not to have been shortened, it is determined whether or
not the fresh air blow-through amount Gsca is larger than a
predetermined determination value Gjudge (step 106). The
determination value Gjudge in present step 106 is a value that is
set in advance as a threshold value for judging whether or not the
current blow-through amount Gsca is an amount by which the overheat
of the catalyst 40 may be produced.
[0042] If it is determined in aforementioned step 106 that the
current blow-through amount Gsca is larger than the determination
value Gjudge, the valve overlap period is shortened by means of the
variable valve operating mechanisms 46 and 48 so as to be shorter
than or equal to a predetermined value (step 108).
[0043] If, on the other hand, the valve overlap period is
determined in aforementioned step 104 to have been shortened, it is
then determined whether or not the current blow-through amount Gsca
is larger than the determination value Gjudge by the processing
similar to that of aforementioned step 106 (step 110). As a result
of this, if the current blow-through amount Gsca is determined in
present step 110 to be larger than the determination value Gjudge,
that is to say, it can be judged that the blow-through amount Gsca
has not yet become smaller than or equal to the blow-through
determination value Gjudge in spite of the shortening of the valve
overlap period, the WGV 38 is opened to an opening degree necessary
to decrease the boost pressure to a predetermined pressure or lower
(step 112). As one example, the processing of present step 112 can
be performed as follows. More specifically, for example, a feedback
control of the WGV opening degree is performed so as to achieve the
value of the boost pressure (obtained by a map or the like)
necessary for the blow-through amount Gsca to be smaller than or
equal to the blow-through determination value Gjudge, on the basis
of the intake pressure P1 detected by the intake pressure sensor
28.
[0044] According to the routine shown in FIG. 3 described so far,
if the blow-through amount Gsca is still not smaller than or equal
to the blow-through determination value Gjudge after the shortening
of the valve overlap period has been performed, the WGV 38 is
opened in order to decrease the boost pressure. In other words,
according to the aforementioned routine, under a situation in which
the blow-through amount Gsca becomes larger than the blow-through
determination value Gjudge, a control to reduce the blow-through
amount Gsca is performed in the order from the shortening of the
valve overlap period to the adjustment of the WGV 38. More
specifically, opening the WGV 38 for the purpose of reducing the
blow-through amount is prohibited until it is judged that
shortening the valve overlap period does not allow the blow-through
amount Gsca to be smaller than or equal to the blow-through
determination value Gjudge.
[0045] If, in contrast to the aforementioned routine, the WGV 38 is
opened immediately when the blow-through amount Gsca becomes larger
than the blow-through determination value Gjudge, the control
amount of the opening degree of the WGV 38 that is necessary for
the blow-through amount Gsca to be smaller than or equal to the
blow-through determination value Gjudge becomes large. As a result
of this, turbo lag becomes large due to a decrease in the flow rate
of exhaust gas passing through the turbine 22b. On the other hand,
according to the method of the aforementioned routine, when the
blow-through amount Gsca is required to be suppressed by the WGV
38, it becomes possible to suppress the control amount of the
opening degree of the WGV 38 to the minimum necessary. Therefore,
the system according to the present embodiment can favorably
achieve a good balance between prevention of overheat of the
catalyst 40 by suppressing the blow-through amount Gsca and
suppression of turbo lag, while obtaining the scavenging effect, in
a case in which the blow-through amount Gsca is larger than the
blow-through determination value Gjudge.
[0046] Incidentally, in the first embodiment, which has been
described above, the blow-through amount of fresh air is calculated
by use of the output value of the air fuel ratio sensor 34.
However, the blow-through amount obtaining means of the present
invention is not limited to the one using the aforementioned
method.
[0047] In addition, in the first embodiment, which has been
described above, the valve overlap period is changed by means of
the intake variable valve operating mechanism 46 that is capable of
changing the opening and closing timing of the intake valve 42 and
the exhaust variable valve operating mechanism 48 that is capable
of changing the opening and closing timing of the exhaust valve 44.
However, the variable valve operating mechanism of the present
invention is not limited to the one having the aforementioned
configuration. More specifically, a configuration may be adopted
that adjusts the valve overlap period by regulating at least one of
the closing timing of the exhaust valve and the opening timing of
the intake valve.
[0048] It is noted that in the first embodiment, which has been
described above, the ECU 54 executes the aforementioned processing
of step 102, whereby the "blow-through amount obtaining means"
according to the first aspect of the present invention is realized,
the ECU 54 executes the aforementioned processing of step 108 when
the aforementioned determination of step 106 is positive, whereby
the "overlap period shortening means" according to the first aspect
of the present invention is realized, the ECU 54 executes the
aforementioned processing of step 110 when the aforementioned
determination of step 104 is positive, whereby the "blow-through
amount determination means" according to the first aspect of the
present invention is realized, and the ECU 54 executes the
aforementioned processing of step 112 when the aforementioned
determination of step 110 is positive, whereby the "WGV control
means" according to the first aspect of the present invention is
realized.
DESCRIPTION OF SYMBOLS
[0049] 10 internal combustion engine
[0050] 12 combustion chamber
[0051] 14 intake passage
[0052] 16 exhaust passage
[0053] 20 air flow meter
[0054] 22 turbo supercharger
[0055] 22a compressor
[0056] 22b turbine
[0057] 22c turbine shaft
[0058] 26 throttle valve
[0059] 28 intake pressure sensor
[0060] 30 fuel injection valve
[0061] 32 ignition plug
[0062] 34 air fuel ratio sensor
[0063] 36 exhaust bypass passage
[0064] 38 waste gate valve
[0065] 40 catalyst
[0066] 42 intake valve
[0067] 44 exhaust valve
[0068] 46 intake variable valve operating mechanism
[0069] 48 exhaust variable valve operating mechanism
[0070] 50 intake cam angle sensor
[0071] 52 exhaust cam angle sensor
[0072] 54 ECU (Electronic Control Unit)
* * * * *