JP2008180174A - Control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine enabling control with using crank angular velocity provided mainly by a crank angle sensor (CRK) in control of an engine such as an internal combustion engine. <P>SOLUTION: In ECU 10 for the engine 1, a memory 19a stores an IG control map directly containing crank angular velocity fluctuation quantity at specific phase crank angle in one stroke of the engine 1. A crank pulse detection part 12 detects pulse signal from CRK 7. A process part 11a calculates crank angular velocity and engine speed based on pulse signal input from the crank pulse detection part 12, calculates crank angular velocity fluctuation quantity from detected crank angular velocity and engine speed, and controls the engine 1 based on the calculated crank angular velocity fluctuation quantity and the IG control map. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine that performs various controls of ignition control in the internal combustion engine, and more particularly to a control device for an internal combustion engine that performs various controls using an output of a crank angle sensor and a control map.

  In the prior art disclosed in Patent Document 1, for example, the intake pipe internal pressure is measured by an intake pipe internal pressure sensor, the measured intake pipe internal pressure is used as a factor, and the control including the factor is performed according to the output from the sensor that detects the crank angle. A technique is disclosed in which maps are switched, and injection control and ignition control are performed based on the switched control map and factors.

In the prior art disclosed in Patent Document 2, the intake air amount is calculated by calculation based on the output from the crank angle pulsar, and the injection control is performed based on the calculated intake air amount as a factor and a control map including the factor. A technique for performing the above is disclosed.
JP 2000-265894 A JP 2004-108289 A

  By the way, by controlling the engine using the techniques disclosed in Patent Document 1 and Patent Document 2, improvements in fuel consumption, combustion, and the like have been attempted. It is hoped that the development of From this point of view, the techniques disclosed in Patent Document 1 and Patent Document 2 include, for example, an intake pipe internal pressure that directly detects the intake pipe internal pressure in order to use the intake pipe internal pressure and the intake air amount, which are factors used for control. A pressure sensor is used or the amount of intake air is predicted by calculation, and there is a problem that these configurations are improved to further reduce costs.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to enable control in an internal combustion engine such as an engine, mainly using a crank angular velocity obtained from a crank angle sensor. It is to provide an engine control device.

In order to solve the above-described problems, the present invention detects a factor that varies depending on the operating state of an internal combustion engine (for example, the engine 1 in the embodiment), and uses a control map (for example, the first embodiment) that uses the detected factor as a variable. The ignition timing (IG) control map in the embodiment, the control map used for controlling the fuel injection device 20, the variable valve mechanism (VVT) 21 and the exhaust gas recirculation mechanism (EGR) 22 in the second embodiment). In a control device for an internal combustion engine that controls the operation of the engine (for example, the processing unit 11a in the first embodiment and the processing unit 11b in the second embodiment), the factor of the control map includes a factor in one stroke of the internal combustion engine. Crank angle fluctuation amount of crank angle of specific phase (for example, crank obtained by subtracting engine rotation speed (Ne) from average crank angular speed (ω) in the embodiment It is characterized by directly including a speed fluctuation amount (Δω = ω−Ne) or a crank angular speed fluctuation amount obtained by subtracting the average crank angular speed before and after the crankshaft phase at each boundary of the sections D1, D2, D3, and D4. A control device for an internal combustion engine.
As a result, the crank angular velocity obtained from the crank angle sensor and the amount of fluctuation in the angular velocity of the crank angle are directly included as factors without detecting factors such as the intake pipe internal pressure and the intake air amount by the sensor or calculating them by prediction calculation. It becomes possible to control the internal combustion engine using the control map.

Further, the present invention is characterized in that, in the above-described invention, the angular velocity fluctuation amount is an angular velocity decrease amount of a specific phase in a compression stroke before compression top dead center.
As a result, the state immediately before ignition in the compression stroke of the internal combustion engine can be detected from the amount of change in the angular velocity of the crank angle.

Further, the present invention is characterized in that, in the above-described invention, the angular velocity fluctuation amount is an angular velocity increase amount of a specific phase of a combustion expansion stroke after compression top dead center.
Thereby, it is possible to detect the combustion state in the combustion and expansion strokes of the internal combustion engine and the change in the output torque based on the angular velocity fluctuation amount of the crank angle.

Further, the present invention is characterized in that, in the invention described above, the angular velocity fluctuation amount is an angular velocity decrease amount of a specific phase of an intake stroke after non-compression top dead center.
As a result, it is possible to detect a change in the state relating to the intake of the internal combustion engine from the amount of change in the angular velocity of the crank angle.

According to the present invention, the control device for an internal combustion engine detects a factor that changes depending on the operating state of the internal combustion engine, controls the operation of the internal combustion engine by the control map using the detected factor as a variable, The configuration is such that the angular velocity fluctuation amount of the crank angle of a specific phase in one stroke of the internal combustion engine is directly included.
Accordingly, it is possible to configure the control device for the internal combustion engine at a reduced cost without using an expensive sensor for directly detecting the factor used for the control of the internal combustion engine.

Further, according to the present invention, in the control device for an internal combustion engine, the angular velocity fluctuation amount is configured to be an angular velocity decrease amount of a specific phase in the compression stroke before the compression top dead center.
As a result, the state immediately before ignition in the compression stroke of the internal combustion engine can be detected by the angular velocity fluctuation amount of the crank angle, and the ignition timing of the ignition can be controlled by the detected crank angle velocity fluctuation amount and the control map. A sensor that detects the pressure, the intake air amount, and the like is not required, and a configuration with reduced cost can be performed. Furthermore, it is possible to improve the acceleration correction and the response to the throttle operation in the control.

According to the present invention, in the control device for an internal combustion engine, the angular velocity fluctuation amount is configured to be an angular velocity increase amount of a specific phase of the combustion expansion stroke after the compression top dead center.
As a result, the combustion state of the internal combustion engine, the combustion state in the expansion stroke, and the change in the output torque are detected by the angular velocity fluctuation amount of the crank angle, and the EGR control and the like are performed while suppressing the cost by the detected angular velocity fluctuation amount of the crank angle and the control map. It becomes possible to perform the structure which performs efficiently.

Further, according to the present invention, the angular velocity fluctuation amount is configured to be an angular velocity decrease amount of a specific phase of the intake stroke after the non-compression top dead center.
As a result, a change in the state related to the intake of the internal combustion engine is detected by the angular velocity fluctuation amount of the crank angle, and control of the fuel injection device and the like with reduced cost is performed based on the detected angular velocity fluctuation amount of the crank angle and the control map. Therefore, it becomes possible to perform appropriate fuel supply.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 is an overall configuration diagram of an internal combustion engine and an ECU (Electronic Control Unit) 10 that is a control device for the internal combustion engine according to the first embodiment. The engine 1 that is the internal combustion engine of the first embodiment is a single cylinder engine. An air cleaner 3 for purifying intake air is provided on the upstream side of the intake pipe 2 of the engine 1. Then, the inflow amount of intake air is adjusted by a throttle valve 4 disposed inside the intake pipe 2, and fuel supply according to the inflow amount of intake air is performed by a carburetor (carburetor) 5. After combustion of fuel in the engine 1, exhaust gas is discharged through the exhaust pipe 6. An ignition (hereinafter referred to as IGN) 8 performs ignition control for igniting an ignition coil.

  The crank angle sensor (hereinafter referred to as CRK) 7 has the configuration shown in FIG. In the CRK 7, a plurality of crank angle pulse generating convex portions (hereinafter referred to as “retractors”) 23-1 to 23-4 are provided at predetermined intervals around a crank angle pulse generating flange 21 fixed to the crankshaft 22 of the engine 1. The magnetic pickup type pulse voltage generator 25 outputs a pulse signal in response to the crank angle pulse generation convex portions 23-1 to 23-4.

  The ECU 10 shown in FIG. 1 includes a CPU (Central Processing Unit) 15 and a memory 19a including a RAM (Random Access Memory), a ROM (Read Only Memory), and the like. In the present embodiment, a crank pulse detection unit 12 and a processing unit 11a exist as functions configured by the CPU 15. The crank pulse detector 12 detects the time interval (τ) of the pulse signal based on the pulse signal output from the CRK 7. The processing unit 11a calculates an average crank angular speed (ω) and an engine rotational speed (Ne) that is an average value of the crank angular speed during one revolution of the crank from the time interval (τ) of the pulse signal. Further, the processing unit 11a calculates a crank angular speed fluctuation amount (Δω = ω−Ne) obtained by subtracting the engine rotational speed (Ne) from the average crank angular speed (ω) at a predetermined time in the combustion stroke.

  The memory 19a stores an IG control map (IG MAP) that directly includes an amount of crank angle fluctuation that can be searched for an IG value indicating the ignition timing of the IGN 8. As shown in FIG. 2, the IG control map is configured such that an IG value for specifying the ignition timing can be searched from the crank angular speed fluctuation amount and the engine speed (Ne). The IG value is a value with the phase angle as a unit. The memory 19a stores in advance a correction coefficient map of correction coefficients for correcting the ignition timing corresponding to each engine oil temperature, cooling water temperature, and the like. Note that values obtained experimentally in advance are stored in the IG control map and the correction coefficient map.

  Next, a procedure for calculating the average crank angular velocity based on the pulse signal output from CRK 7 will be described. When the engine rotation speed is constant and the rotation time of the phase θ in the two crank angle sections is τ, the average crank angular speed ω in the two sections is calculated by ω = θ / τ.

  The crank angle pulse generation flange 21 of the CRK 7 shown in FIG. 3 rotates clockwise, and as the time elapses, the pulse voltage generator 25 reacts to the relaxer 23-1 as shown in FIG. When the pulse signal is detected as P1, the pulse signal when it reacts to the relaxor 23-2 is detected as P2, and as the pulse signal when it reacts to the relaxor 23-3, it is detected as P3 and reacts to the relaxor 23-4 It is assumed that the pulse signal in this case is detected as P4.

  At this time, the crank pulse detection unit 12 outputs the generation times of the pulse signals P1, P2, P3, and P4 to the processing unit 11a, and the processing unit 11a sets the interval τ1 between P1 and P2 and the interval τ2 between P3 and P4. To detect. The average crank angular velocities are expressed as ω1 = θ1 / τ1 and ω2 = θ2 / τ2 using the detected τ1 and τ2. Here, as shown in FIG. 3, θ1 and θ2 are constants that are mechanically determined when the reluctors 23-1 to 23-4 are provided on the crank angle pulse generating flange 21, so that the pulse signal interval (τ) By detecting this, the average crank angular velocity (ω) can be obtained. That is, at the position of the crank angle pulse generation flange 21 corresponding to the phase of the crankshaft 22 for which the average crank angular velocity is to be measured, two reluctors, for example, the combination of the reluctors 23-1 and 23-2 or the reluctors 23-3 and 23-4 By providing the combination, it is possible to obtain an average crank angular velocity (hereinafter also referred to as a crank angular velocity) at an arbitrary phase of the crankshaft 22. It is assumed that angle values such as θ1 and θ2 are stored in advance in the memory 19a when the reluctors 23-1 to 23-4 are provided. Moreover, in the following description, when it refers not to the specific reluctors 23-1 to 23-4 shown in FIG.

Next, a processing procedure in the processing unit 11a will be described. FIG. 5 shows that when the engine 1 is a four-cycle gasoline engine, the crank is rotated twice, that is, a four-stroke stroke performed by rotating 720 degrees, that is, a compression stroke, a combustion / expansion stroke, an exhaust stroke, and an intake stroke. FIG. 5 is a graph showing the fluctuation of the crank angular speed for each crankshaft phase when the engine speed is constant. The broken line shows the fluctuation at the time of high torque and high intake air amount, and the solid line shows the fluctuation at the time of low torque and low intake air amount. Note that the engine rotation speed is an average value of the crank angular speed during one rotation of the crank as described above, and is obtained based on the time of one rotation of any one of the relaxers 23. In FIG. 5, a compression top dead center (T _DC (compression)) exists at the boundary between the combustion / expansion stroke and the compression stroke, and an overlap top dead center (( T _DC (overlap) uncompressed top dead center).

  As shown in FIG. 5, there is a characteristic in the variation of the crank angular velocity for each stroke of the four cycles, and the decrease in the compression stroke section D1 is a decrease caused by the occurrence of compression resistance due to the increase in the cylinder internal pressure. . The increase in the section D2 of the combustion / expansion stroke is an increase caused by the generation of crank rotation energy due to the increase in cylinder pressure (cylinder pressure) due to combustion. The decrease in the section D3 is a decrease due to the occurrence of mechanical friction resistance of the engine 1 and discharge resistance of burned gas due to exhaust after the combustion is finished and the crank angular velocity reaches the peak value. The decrease in the section D4 is a decrease due to generation of pump work such as suction resistance in the intake stroke.

  Further, as shown by the broken line and the solid line in FIG. 5, when the same engine rotation speed, that is, the average value of the crank angular speed is the same, the peak value of the crank angular speed increases as the output torque increases, and the amount of decrease thereafter is The larger the amount of intake air, the larger. Therefore, the variation in the crank angular speed increases as the intake air amount increases and the output torque increases.

Further, when the crank rotational energy E due to combustion is expressed in relation to the equivalent moment of inertia I of the crankshaft system, it is expressed by the equation E = 1/2 × Iω ² . From this equation, it can be seen that the smaller the moment of inertia I of the crankshaft system, the greater the variation in crank angular velocity. In addition, the fluctuation of the crank angular speed is also characterized in that the lower the rotation speed, the greater the crank angular velocity. Also, in relation to the engine type, the smaller the number of cylinders and the larger the explosion interval, the larger the variation in crank angular speed, and the smaller the moment of inertia I as in a motorcycle engine is. The single-cylinder engine, which is the engine 1 of the form, has a feature that the fluctuation of the crank angular speed appears greatly.

  FIG. 6 is a graph showing the relationship between the crank angular speed fluctuation amount (Δω) and the output torque when the engine speed is constant. As shown in the graph of FIG. 6, there is a linearly high correlation between the crank angular speed fluctuation amount and the output torque. Based on the detected crank angular speed fluctuation amount (Δω) and the engine speed (Ne). It can be seen that the output torque at that time can be specified.

  A configuration for performing ignition control of the engine 1 using such a characteristic of the crank angular velocity fluctuation amount (Δω) will be described below. As described above, the fluctuation in which the crank angular velocity decreases in the section D1 shown in FIG. 5 is caused by the influence of the compression resistance due to the increase of the cylinder internal pressure, that is, the amount of intake air after being sucked into the cylinder. Therefore, the fluctuation indicates a state immediately before ignition, and is a feature that specifies the ignition timing in the ignition control.

  The crank angular speed fluctuation amount (Δω) indicating the ignition timing can be calculated by subtracting the engine speed (Ne) from the minimum average crank angular speed (ω) in the section D1. As described above, the minimum crank angular velocity (ω) can be detected by providing a retractor such as two places near the front and rear in the crankshaft phase at the minimum position, for example, the reluctors 23-1 and 23-2. It is. As a result, as shown in FIG. 5, when the torque is low, V1 is calculated as the crank angular speed fluctuation amount (Δω), and when the torque is high, V2 is calculated as the crank angular speed fluctuation amount (Δω). Will be. The crank angular velocity fluctuation amount (Δω) is calculated experimentally, and the crank angular velocity fluctuation amount (Δω), the engine rotation speed (Ne), and the IG value indicating the ignition timing are set so that ignition is performed at that time. An IG control map indicating the correspondence relationship is generated. In the actual operation state of the engine 1, the processing unit 11a calculates the crank angular speed fluctuation amount (Δω) and the engine rotational speed (Ne) based on the pulse signal detected by the crank pulse detection unit 12, and calculates the calculated crank angular speed fluctuation. By retrieving the IG value from the IG control map based on the amount (Δω) and the engine speed (Ne), it is possible to perform the ignition control without detecting the intake air amount or predicting it by calculation.

(Ignition timing control using IG control map)
Next, ignition control for the IGN 8 using the IG control map described above will be described with reference to FIG.
As a premise, the crank angle phase generation flange 21 is provided with two reluctors 23 for selecting the crankshaft phase at the position where the crank angular speed is minimum in the section D1 and detecting the average crank angular speed at the selected crankshaft phase. Shall. Further, it is assumed that an IG control map indicating the correspondence relationship between the crank angular speed fluctuation amount (Δω), the engine rotation speed (Ne), and the IG value indicating the ignition timing is generated and stored in the memory 19a.

  When the operation of the engine 1 is started, the processing shown in FIG. 7 is started in the processing unit 11a. That is, first, the processing unit 11a calculates the engine rotation speed (Ne) from the interval of the pulse signal corresponding to one of the CRK7 output from the crank pulse detection unit 12, and corresponds to the two reluctators 23. The crank angular velocity (ω) is calculated from the interval of the pulse signals to be transmitted. Then, the processing unit 11a calculates the crank angular speed fluctuation amount (Δω) by subtracting the engine speed (Ne) from the calculated crank angular speed (ω) (step Sa1). The processing unit 11a reads the IG control map from the memory 19a every time the engine speed (Ne) and the crank angular speed fluctuation amount (Δω) are calculated, and reads the read IG control map and the calculated engine speed (Ne). IG value indicating the ignition timing is searched based on the crank angular velocity fluctuation amount (Δω) (step Sa2), and the corresponding IG value is detected (step Sa3).

  Next, the processing unit 11a performs each correction stored in the memory 19a based on values such as the engine oil temperature and the coolant temperature detected by the ECU 10 through the engine oil temperature sensor and the coolant temperature sensor provided in the engine 1. A correction coefficient is detected from the map. Next, the processing unit 11a calculates a corrected IG value by multiplying the detected IG value by the correction coefficient detected from the IG control map (step Sa4). Then, the processing unit 11a outputs an ignition timing drive signal including the corrected IG value to the IGN 8 (Step Sa5). The IGN 8 performs ignition when an ignition time drive signal including an IG value corresponding to the ignition timing is input, and the processing of steps Sa1 to Sa5 is repeatedly performed while the engine 1 is in an operating state.

In the control of the engine 1, in order to specify the ignition timing, it is necessary to determine the compression top dead center (T _DC (compression)) and the overlap top dead center (T _DC (overlap)) in FIG. However, this determination can be made based on fluctuations in the crank angular speed of the entire crank 2 rotation shown in FIG.

  With the configuration of the first embodiment described above, the ignition timing of the IGN 8 can be controlled based on the crank angular speed fluctuation amount (Δω), the engine speed (Ne), and the IG control map without calculating the intake air amount. This eliminates the need for a sensor or the like that detects the amount of intake air, and makes it possible to reduce the cost. Furthermore, it is possible to improve acceleration correction and response to throttle operation in the control.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to the drawings.
FIG. 8 is an overall configuration diagram of the ECU 10 as the internal combustion engine and the control device for the internal combustion engine according to the second embodiment. In the first embodiment, the fuel is supplied by the carburetor 5, but in the second embodiment, the fuel is supplied by the fuel injection device (also referred to as an injector) 20, and further, VVT (Variable The valve timing (variable valve mechanism) 21 and the EGR (Exhaust Gas Recirculation) 22 are different from the first embodiment. Since the configuration other than the fuel injection device 20, the VVT 21, the EGR 22, the processing unit 11b, and the memory 19b that stores data referred to by the processing unit 11b is the same as that of the first embodiment, the same reference numerals are given. Hereinafter, different configurations will be described.

  The fuel injection device 20 corresponds to the control start time based on a control signal including the control start time and the fuel injection time input from the processing unit 11b so as to obtain a required air-fuel ratio in the cylinder of the engine 1. At this time, an amount of fuel proportional to the fuel injection time is injected into the intake pipe 2. The VVT 21 is a mechanism for switching the intake and exhaust valve opening / closing timing. Based on the control start timing and the control signal including the valve lift amount input from the processing unit 11b, the VVT 21 sets the valve lift amount when the control start timing is met. Accordingly, the intake and exhaust valves of the engine 1 are opened and closed. The EGR 22 is a mechanism that reintakes part of the exhaust gas after combustion, and based on a control signal including a control start timing input from the processing unit 11b and an exhaust gas recirculation amount for controlling the exhaust gas recirculation valve. When the control start time is reached, the exhaust gas recirculation valve is opened and closed according to the exhaust gas recirculation amount.

  Next, the relationship between the control of the fuel injection device 20, the VVT 21, and the EGR 22 and the crank angular speed fluctuation amount (Δω) in FIG. 5 will be described. The increase in the crank angular velocity in the section D2 is a variation that occurs due to the influence of the crank rotational energy due to expansion, and indicates a change in the combustion state in one stroke, for example, a change in the output torque. Therefore, it is possible to specify the start timing of the exhaust stroke and the exhaust amount using the fluctuation amount of the increase in the crank angular velocity in the section D2, and apply it to the control of the EGR 22. Specifically, the maximum crank angular speed (ω) in the section D2, that is, the crank angular speed fluctuation amount (Δω) at the boundary between the sections D2 and D3, the engine speed (Ne), the control start timing of the EGR 22 control, A control map showing a correspondence relationship with the exhaust gas recirculation amount is constructed in advance, and by using this control map, it is possible to control the EGR 22 appropriately.

  Further, in the intake stroke, the section D4 in which the crank angular velocity is greatly reduced is a variation caused by the amount of intake air, and indicates a change in the state related to intake in one stroke. Therefore, the variation amount of the decrease in the crank angular velocity in the section D3 can be applied to the control of the fuel injection device 20 and the control of the VVT 21. Specifically, the maximum crank angular speed (ω) in the section D4, that is, the crank angular speed fluctuation amount (Δω) at the boundary between the sections D3 and D4, the engine speed (Ne), and the control start timing of the fuel injection device 20 And a control map showing the correspondence relationship between the fuel injection time and the crank angular speed fluctuation amount (Δω), the engine rotation speed (Ne), the control start timing of the VVT 21 and the valve lift amount. By configuring in advance and using these control maps, it is possible to control the fuel injection device 20 and the VVT 21 appropriately.

  According to the configuration of the second embodiment, the fuel injection device 20, in addition to the control of the ignition timing of the IGN 8, according to the crank angular speed fluctuation amount (Δω), the engine rotation speed (Ne), and the control map corresponding to the control target. Control of VVT21 and EGR22 can be performed. Accordingly, it is possible to appropriately perform the control without providing the sensors and the like that have been conventionally provided for controlling the IGN 8, the fuel injection device 20, the VVT 21, and the EGR 22, and it is possible to perform a configuration with reduced cost. It becomes.

  In the configuration of the second embodiment, any one of the IG control map used for controlling the IGN 8 and the respective control maps used for controlling the fuel injection device 20, the VVT 21, and the EGR 22 may be selected as necessary. One or a plurality of combinations may be stored in the memory 19b.

  In the first and second embodiments, examples of control using the crank angular velocity (ω) are shown. However, the present invention is not limited to this embodiment, and the calculation of the crank angular velocity (ω) is performed. Control may be performed using the detection time (τ) of the pulse signal detected at this time as an input value.

  In the first and second embodiments, the crank angular speed fluctuation amount (Δω) is calculated by subtracting the engine rotational speed (Ne) from the crank angular speed (ω). The present invention is not limited to this embodiment. For example, two reluctors 23 are provided before and after the crankshaft phase at each boundary of the sections D1, D2, D3, and D4, and the crank angular velocities for each boundary are calculated as ω1 and ω2. The value obtained by subtracting ω2 from ω1 may be used as the crank angular speed fluctuation amount (Δω).

  In the first and second embodiments described above, a single-cylinder engine is applied as the engine 1. However, the present invention is not limited to this embodiment, and the same explosion, that is, an explosion in a combustion / expansion stroke. You may make it apply to the engine of multiple cylinders with the same period.

  Further, by applying a conventionally applied sensor such as a throttle opening sensor for detecting the opening of the throttle valve 4 to the configurations of the first and second embodiments, the control accuracy can be further increased. You may make it raise.

1 is an overall configuration diagram of an internal combustion engine and a control device for an internal combustion engine according to a first embodiment of the present invention. It is the figure which showed the structure of the IG control map by 1st Embodiment. It is the figure which showed the structure of the crank angle sensor by 1st Embodiment. It is a figure for demonstrating calculation of the crank angular velocity based on the space | interval of the pulse signal by 1st Embodiment. It is the figure which showed the fluctuation | variation of the crank angular speed for every crankshaft phase matched with 4 cycle stroke by 1st Embodiment. It is the graph which showed the relationship between the crank angular velocity fluctuation amount and output torque by 1st Embodiment. It is the flowchart which showed the operation | movement in the process part by 1st Embodiment. It is a whole block diagram of the internal combustion engine and the control apparatus of an internal combustion engine by 2nd Embodiment of this invention.

Explanation of symbols

1 engine (internal combustion engine)
2 Intake Pipe 3 Air Cleaner 4 Throttle Valve 5 Vaporizer 6 Exhaust Pipe 7 Crank Angle Sensor 8 Ignition 10 ECU (Control Device)
11a, 11b Processing unit (control device)
12 Crank pulse detector 15 CPU
19a, 19b Memory 20 Fuel injection device 21 VVT
22 EGR

Claims (4)

In a control device for an internal combustion engine that detects a factor that changes depending on an operating state of the internal combustion engine, and controls the operation of the internal combustion engine by a control map that uses the detected factor as a variable,
The control map factor directly includes an angular velocity fluctuation amount of a crank angle of a specific phase during one stroke of the internal combustion engine. The control apparatus for an internal combustion engine according to claim 1, wherein the angular velocity fluctuation amount is an angular velocity reduction amount of a specific phase in a compression stroke before compression top dead center. The control apparatus for an internal combustion engine according to claim 1, wherein the angular velocity fluctuation amount is an angular velocity increase amount of a specific phase of a combustion expansion stroke after compression top dead center. The control device for an internal combustion engine according to claim 1, wherein the angular velocity fluctuation amount is an angular velocity decrease amount of a specific phase of an intake stroke after non-compression top dead center.

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