JP2011021583A - Pump control method for internal combustion engine and internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a calibration method for an intake air amount sensor, which can perform highly accurate calibration, regardless of the response delay of a temperature sensor, when performing the calibration of the intake air amount sensor using the temperature sensor having the response delay, and to provide an EGR system, and an internal combustion engine. <P>SOLUTION: In the calibration method for the intake air amount sensor 9, under the condition in which fuel is not injected during deceleration of the internal combustion engine 1, a calculation value Mc of an intake gas amount sucked into a cylinder 8 is compared with a measured value Mm of a gas amount derived from an output value of the intake air amount sensor 9 so that the measured value Mm of the intake air amount sensor 9 is calibrated. In the method, with respect to the output value of a temperature sensor 33 measuring an intake gas temperature Ti, using an intake gas temperature Tc calculated by performing phase lead compensation to which a time derivative term concerning to a temperature value is added, the intake gas amount Mc is calculated. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a method for calibrating an intake air amount sensor, which can perform highly accurate calibration regardless of the response delay of the temperature sensor when calibrating the intake air amount sensor using a temperature sensor with a response delay, EGR The present invention relates to a system and an internal combustion engine.

  EGR (Exhaust Gas Recirculation) is indispensable as an exhaust gas countermeasure for diesel engines. The appropriate EGR rate in this EGR (= EGR gas amount / (intake air amount + EGR gas amount)) varies depending on the operating state and environment of the engine. The main control of the EGR amount is to perform feedback control using an intake air amount sensor (MAF sensor: mass air flow sensor) for measuring the intake air amount attached to the intake air passage. That is, a target intake air amount corresponding to the operating condition is set so as to achieve a target EGR rate, and an EGR valve or an intake throttle is determined based on a deviation between the target intake air amount and a measured value that is an intake air sensor output. Operate the valve (intake throttle valve).

  However, due to variations in the intake air amount sensor due to individual differences in the intake air amount sensor, the effect of the air cleaner on the intake air amount sensor, and other changes over time of the intake air amount sensor, etc., it is derived from the output of the intake air amount sensor. When EGR control is performed based on the measured values, the target EGR rate cannot be realized, and the exhaust gas state may be deteriorated.

  As countermeasures against this, in order to correct the deterioration of the intake air amount sensor over time, the intake air from the supercharging pressure and the engine speed is measured at a plurality of measurement points under the condition that exhaust gas recirculation from the exhaust side to the intake side is not executed. A new verification line is created for the relationship between the sensor output voltage and the intake air amount based on the calculated value at each measurement point, and the flow rate configuration map in the engine control computer is based on this new verification line. Has been proposed (for example, refer to Patent Document 1).

  In this deterioration correction method, EGR is not executed as an operation condition for acquiring data for correcting the intake air amount sensor. However, EGR is not executed during fuel injection to correct the intake air amount sensor. There is a problem that the combustion state deteriorates and the exhaust gas state deteriorates.

JP 2004-270462 A

  In order to avoid the deterioration of the exhaust gas state at the time of calibration, it is conceivable to use the state where fuel is not injected during vehicle deceleration as the measurement point.

  On the other hand, the calculation of the intake air amount (intake amount) uses the gas temperature measured by the temperature sensor provided in the intake passage, but a temperature sensor such as a thermistor generally used in an internal combustion engine responds. However, there is a problem that the estimation accuracy deteriorates. In addition, there is a problem that the number of points that can be measured is limited if the measurement and calculation of the intake air amount are waited until the gas temperature is stabilized so that the responsiveness does not become a problem. In addition, even if some measures are taken, such as using a highly responsive sensor or providing a compensation means for the responsiveness, the temperature sensor itself changes over time and the responsiveness deteriorates. There is.

  The present invention has been made in view of the above-described situation, and an object of the present invention is to provide accuracy in calibrating the intake air amount sensor using a temperature sensor with a response delay, despite the response delay of the temperature sensor. It is an object to provide an intake air amount sensor calibration method, an EGR system, and an internal combustion engine capable of performing high calibration.

  In order to achieve the above object, the calibration method of the intake amount sensor according to the present invention includes a calculated value of the intake gas amount sucked into the cylinder when the fuel being decelerated in the internal combustion engine is not injected. The output value of the temperature sensor that measures the intake gas temperature in the calibration method of the intake air amount sensor that corrects the measured value of the intake air amount sensor by comparing the measured value of the gas amount derived from the output value of the intake air amount sensor On the other hand, the intake gas amount is calculated using the intake gas temperature calculated by performing phase advance compensation to which a time derivative term related to the temperature value is added.

  According to this method, the phase lead compensation is performed in consideration of the response delay of the temperature sensor, and the intake gas amount sucked into the cylinder is calculated at a gas temperature closer to the actual temperature. Therefore, the intake air amount sensor (MAF sensor) Can be calibrated with high accuracy.

  In the above-described method for calibrating the intake amount sensor, the temperature calculated based on the fact that the intake gas amount obtained from the measured value of the intake amount sensor and the calculated value of the intake gas amount in the cylinder are equal to the secular change of the temperature sensor, When the time constant of the temperature sensor is obtained from the comparison with the measured temperature of the temperature sensor and the time constant of the temperature sensor is updated, the accuracy of the time derivative term related to the temperature value is further improved, and the gas is more realistic. Since the intake gas amount in the cylinder can be calculated from the temperature, the intake air amount sensor can be calibrated with high accuracy.

  Further, a control method for an internal combustion engine according to the present invention for achieving the above-described object is a method characterized by performing the calibration method for the intake amount sensor.

  Further, the control device for an internal combustion engine of the present invention for achieving the above-mentioned object is provided when the fuel during deceleration of the internal combustion engine is not injected when the intake air amount sensor provided in the internal combustion engine is calibrated. The measured value of the intake air amount sensor is compared by comparing the calculated value of the intake gas amount sucked into the cylinder with the measured value of the gas amount derived from the output value of the intake air amount sensor. The intake gas amount is calculated using the intake gas temperature calculated by performing phase advance compensation to which the time derivative term related to the temperature value is added to the output value of the temperature sensor that measures the intake gas temperature. To do.

  According to this configuration, the phase lead compensation is performed in consideration of the response delay of the temperature sensor, and the intake gas amount sucked into the cylinder is calculated at a gas temperature that is closer to the actual temperature. Therefore, the intake air amount sensor (MAF sensor) Can be calibrated with high accuracy.

  Further, in the control device for an internal combustion engine, the calculation is performed on the assumption that the intake gas amount obtained from the measured value of the intake air amount sensor and the calculated value of the intake gas amount in the cylinder are equal to the secular change of the temperature sensor. If the time constant of the temperature sensor is obtained by comparing the measured temperature with the measured temperature of the temperature sensor and the time constant of the temperature sensor is updated, the accuracy of the time derivative term related to the temperature value is further improved. Since the intake gas amount in the cylinder can be calculated at a gas temperature that is closer to the actual temperature, the intake air amount sensor can be calibrated with high accuracy.

  In order to achieve the above object, an internal combustion engine of the present invention includes the above control device for an internal combustion engine.

  According to the calibration method for the intake air amount sensor according to the present invention, when the intake air amount sensor is calibrated using a temperature sensor with a response delay, the measured value of the intake air amount sensor generated due to the low responsiveness of the temperature sensor is obtained. Since the error is compensated by the phase advance by adding the differential term, high-precision calibration can be performed regardless of the response delay of the temperature sensor.

  Further, according to the EGR system and the internal combustion engine according to the present invention, the accuracy of EGR control can be improved by calibrating the intake air amount sensor with high accuracy.

It is a figure showing composition of an EGR system and an internal-combustion engine of an embodiment concerning the present invention. It is the figure which showed an example of the control flow for enforcing the calibration method of the inhalation amount sensor concerning the present invention. It is the figure which showed the time series of the various data at the time of calibration of an inhalation amount sensor. It is a figure for demonstrating the calculation method of the time constant of a temperature sensor. It is a figure for demonstrating correction | amendment of an intake air amount sensor.

  Hereinafter, an intake air amount sensor calibration method, an EGR system, and an internal combustion engine according to an embodiment of the present invention will be described with reference to the drawings.

  First, an EGR system and an internal combustion engine related to the present invention will be described. As shown in FIG. 1, an intake passage 3 is connected to an intake manifold 2a of a main body 2 of an engine (internal combustion engine) 1, and an exhaust passage 4 is connected to an exhaust manifold 2b. The fuel injection system 5 includes a fuel injection valve (injector) 6 and a common rail 7. The fuel injection system 5 injects fuel into each cylinder 8.

  The intake passage 3 is provided with an intake air amount sensor (MAF sensor: mass air flow sensor) 9, a compressor 10a of a supercharger (turbocharger) 10, and an intake throttle valve (intake throttle valve) 11 from the upstream side. The exhaust passage 4 is provided with an exhaust throttle valve (exhaust throttle valve) 12, a turbine 10b of the supercharger 10, and an exhaust gas purification device 13 from the upstream side.

  Further, an EGR passage 21 that connects the upstream side of the exhaust throttle valve 12 in the exhaust passage 4 and the downstream side of the intake throttle valve 11 in the intake passage 3 is provided. The EGR passage 21 includes an EGR cooler 22 and an EGR valve 23. Is arranged. These constitute the EGR system 20.

  Further, in order to control the overall operation of the engine 1, a control device 30 called an ECU (engine control unit) is provided, such as a cam sensor 31, a crank angle 32, a temperature sensor 33 provided in the intake manifold 2a, a pressure sensor 34, and the like. An output is input to control the fuel injection system 5, the intake throttle valve 11, the exhaust throttle valve 12, the EGR valve 23, and the like.

  Next, a calibration method for the intake air amount sensor 9 in the engine 1 having the above-described configuration will be described with reference to a control flow for executing the intake air amount sensor calibration method shown in FIG. This control flow is called from the advanced control flow and starts every time a certain period of time elapses after the engine is started, such as when the engine key is turned on, or whenever the cumulative crank angle reaches a preset angle. The flow process is shown as returning.

  When the control flow of FIG. 2 is called by the advanced control flow and starts, it is determined in step S11 whether or not the warm-up has been completed. In this determination, for example, when the engine coolant temperature or the lubricating oil temperature exceeds a preset temperature, it is determined that the warm-up has been completed. If it is determined in this determination that the warm-up has not ended (NO), the process returns to step S11 after a predetermined time (a time related to the interval for determining the end of warm-up) has elapsed.

  If it is determined in step S11 that the warm-up has ended (YES), the process goes to step S12 to determine whether or not the fuel injection amount is zero, that is, whether or not there is no injection. If the fuel injection amount is not zero (NO), the process returns to step S11 after a predetermined time (a time related to an interval for determining whether the fuel injection amount is zero) has elapsed.

  If it is determined in step S12 that the fuel injection amount is zero in a deceleration state or the like (YES), the process goes to step S13, and the EGR valve is set so that the intake air amount sensor 9 is in a measurement state for correction. 23 is fully closed, the intake throttle valve 11 is fully opened, and the supercharger 10 is also set to a predetermined state. In the fully closed state of the EGR valve 23, the intake gas amount Mc into the cylinder 8 and the intake air amount (intake amount) Ma of the intake air passing through the intake air amount sensor 9 coincide with each other.

  In the next step S14, it is determined whether or not the elapsed time after the setting in step S13 has passed a preset set time. If it is determined in this determination that the elapsed time has not passed the set time (NO), the process returns to step S11 after a predetermined time (time related to the interval for determining the elapsed time) has elapsed.

  If it is determined in step S14 that the elapsed time has passed the set time (YES), it is determined that a stable deceleration state has been reached, and the process proceeds to step S15 to calculate the intake air gas amount in the cylinder.

In calculating the intake gas amount, the intake air amount is calculated by the speed density method. When the intake air amount is Ma, the intake gas amount in the cylinder is Mc, the gas pressure is Pi, and the gas temperature is Ti, the total exhaust amount is Vc, and the air gas constant (287.1 J / (kg · K) ) Is R, and the volumetric efficiency coefficient is ηv, the following (Expression 1) is obtained.
Mc = (Pi × Vc) / (R × Ti) × ηv (Ne, Pi) (1 formula)

  The volumetric efficiency coefficient ηv is a value that can be derived from a function or a table value (map data) using the engine speed Ne and the intake manifold pressure (corresponding to gas pressure) Pi as parameters. The volume efficiency coefficient ηv may be ηv (Ne, Pi / Pe), and the exhaust pressure may be used (Pe = exhaust pressure). Further, with respect to the influence of the intake manifold temperature (corresponding to the gas temperature) Ti on the volumetric efficiency coefficient ηv, the following correction is performed.

When Tr is the temperature of the intake manifold 2a when the function or table value of the coefficient ηvo serving as a reference for the volume efficiency is created, the volume efficiency coefficient ηv is defined as Calculate with
ηv = ηv0 (Ne, Pi) × (Ti / Tr) ^m (2 formulas)

However, in this calculation, if the measured value Mm derived from the output value of the temperature sensor 33 is used as it is as the measured value Ti of the temperature sensor 33, the accuracy of the estimation calculation is deteriorated because the responsiveness of the temperature sensor 33 is low. . Therefore, in the present invention, for the temperature Ti used for the calculation, a time differential term related to the temperature value is added and phase advance compensation is applied. Generally, when a differential term is incorporated in a control unit (ECU) 30, it is used as a set with a filter. When the differential coefficient is Td, the time constant of the temperature sensor 33 is T1, and the sampling time is To, (Equation 3) is obtained.
Td · s / (1 + T1 · s) (3 formulas)

When this is converted into a digital difference equation, the following equation (4) is obtained.
y (i) = y (i-1) * exp (-T0 / T1)
+ Td / T1 * (Ti (i) -Ti (i-1)) (4 formulas)

Here, let Ta be the output value of the temperature sensor 33 before adding the differential term, and Tdt be the value after compensation by differentiation (Equation 5).
Tdt = Ta + y (5 formulas)

  By applying the value Tdt of (Expression 5) to Expressions (1) and (2), the estimation calculation accuracy during transient deceleration is improved.

  Thus, the intake gas amount Mc is calculated using the intake gas temperature Ti calculated by performing phase advance compensation to which the time derivative term related to the temperature value is added to the output value of the temperature sensor 33 that measures the intake gas temperature Ti. calculate.

  In the next step S16, the measured value Mm of the intake air amount is derived from the output value of the intake air amount sensor 9 using the mass flow method. In the next step S17, the intake air amount calculated value Ma derived from the intake gas amount calculated value Mc sucked into the cylinder 8 when the engine is not decelerating fuel, and the intake air amount sensor The measured value Mm of the gas amount derived from the output value 9 is compared.

  When the EGR valve 23 is fully closed, the intake air amount Ma and the intake gas amount Mc are equal, so Ma = Mc, and the intake air calculated from the gas pressure Pi of the intake manifold, the gas temperature Ti, and the like. From a comparison between the amount Ma and the measured value Mm derived from the intake air amount sensor 9, the measured value Mm of the intake air amount sensor 9 is corrected assuming that the calculated value Ma is correct. In other words, the intake air amount Mm measured by the mass flow method is corrected by the intake air amount Ma calculated by the speed density method. That is, when Mm = C1 × Vm, Ma / Mm = Cc, and C1 × Cc is a new corrected C1 (= C1 × Cc).

  When the correction of the measured value Mm of the intake air amount sensor 9 in step S17 is completed, the process returns to the advanced control flow. Then, every time a certain time elapses or every time the cumulative crank angle reaches a preset angle, it is called from the advanced control flow and starts again. In the middle of control, if the engine is stopped or stopped by turning off the engine key or the like, an interrupt is generated, the process returns to the advanced control flow, and ends when the advanced control flow ends.

  According to this correction method, the phase lead compensation is performed in consideration of the response delay of the temperature sensor 33, and the intake gas amount Mc sucked into the cylinder 8 is calculated at a gas temperature Tdt closer to the actual value. The sensor (MAF sensor) 9 can be calibrated with high accuracy.

  Next, the response to the secular change of the temperature sensor 33 in the calibration method of the inhalation amount sensor will be described. When the temperature sensor 33 is new, the time constant T1 of the temperature sensor 33 may be the new value, but it is necessary to adjust the time constant T1 in order to cope with secular change due to contamination. .

  The time constant correction process for learning the time constant of the temperature sensor 33 is not performed simultaneously with the intake air amount correction process for learning the correction amount of the intake air sensor 9. The time constant correction process and the intake air amount correction process may be alternately performed every time the vehicle is decelerated, or the time constant correction process is performed every time the intake air amount correction process is performed a certain number of times (for example, 10 times). It may be.

In the correction of the time constant, the above (1 formula) is modified to the following (6 formula). The measured value Mm of the intake air amount sensor 9 is substituted into the intake air amount Ma of (Expression 6).
Tc = (Pi × Vc) / (Pa × Ma) × ηv (Ne, Pi) (Expression 6)

  That is, it is assumed that the measured value Mm is equal to the calculated value Ma, and the temperature Tc obtained by the calculation of (Expression 6) in this state is close to the true temperature. The temperature Tc calculated from this (Equation 6) and the output value Ts of the temperature sensor 33 are compared, and the time constant T1 of the temperature sensor 33 is corrected.

  FIG. 3 shows the state during deceleration. The engine speed decreases, the fuel injection amount becomes zero, the EGR valve 23 is fully closed, and the valve opening becomes zero. Further, since the supercharger is set so that the intake gas amount becomes high, the gas pressure Pi of the intake manifold 2a also rises temporarily and then gradually falls. Further, when the combustion state is shifted to the state without combustion, the temperature of the intake manifold 2a rapidly decreases like a temperature Tc calculated from (Equation 6) considered to indicate a value close to the true temperature. However, the measured value Ts derived from the output of the temperature sensor 33 falls slowly because the responsiveness of the temperature sensor 33 is slow.

  When it is determined that the vehicle has entered a deceleration state for correcting the time constant and the engine is in an operating state where the time constant correction processing of the temperature sensor 33 can be performed, the measured value Ts of the gas temperature during deceleration, the gas temperature The calculated value Tc is sampled at regular intervals and stored in the memory. In the deceleration state, the temperature Ti of the intake manifold 2a decreases from the temperature Th at the start of deceleration to the stable temperature Tlo. The final stable state temperature Tlo is a temperature at a time point t2 when the measured value Ts and the calculated value Tc become substantially equal. The temperature Tlo at that time is stored.

In the first-order lag system, the time constant T1 is defined as the time Δtc from which the decrease amount ΔTtc is about 63.2% of the decrease amount ΔT (= Th−Tlo) of the final value Tlo from the temperature Th at the start of deceleration. Here, when the reduction rate is indicated by a coefficient K (= 0.632), the following (Expression 7) is obtained.
ΔTtc = (Th−Tlo) × K (Expression 7)

ΔTtc is calculated from this (Expression 7), the time of the condition that satisfies the following (Expression 8) is calculated from the time series data of the measured value Ts of the gas temperature stored in the memory, and the time t1 from the deceleration start time t0 is calculated. And The time Δtc from t0 to t1 is set as a new time constant T1.
Ts ≦ Tt = Th−ΔTtc (Expression 8)
Δtc = t1-t0 (Equation 9)

  The multiplier K may be 0.632, which is the definition of the time constant as described above, but it is actually necessary to use a value adapted to the actual system based on experiments and the like. For this adaptation, the differential coefficient Td, the time constant T1, the sampling time To, and the decrease rate coefficient are preliminarily set so that the temperature after partial compensation calculated by (Equation 5) is equal to the calculated value Tc of the gas temperature. Determine K.

  Since the differential compensation term includes a filter, the time constant T1 of the temperature sensor 33 itself is not set as the time constant of the control system, but the coefficient K is set so as to be the time constant of the state including these filters. Must be adapted. If it is adapted in advance, then the value of the coefficient K can be used.

  Next, a method for correcting the measurement value Mm of the intake air amount sensor 9 from the time series data of the measurement value of the temperature sensor 33 will be described with reference to FIG.

  Immediately after determining that the engine is decelerating (t = 0), the engine operating state is still difficult to stabilize, so wait for a certain time ts, and then set te as the time until the engine speed is less than the preset engine speed. When this time te has elapsed, the estimation calculation is terminated. Therefore, a section using measurement data for correcting the intake air amount Mm derived from the output value of the intake air amount sensor 9 is a section between time ts and time te.

  An example in which the intake air amount sensor is calibrated by a linear interpolation equation using data of two points of the first ts and the last te of the section is shown. It is derived from the calculated values Mc1 and Mc2 of the intake air amount and the output value of the intake air amount sensor 9 from the estimation by the speed density method described in (Equation 2), (Equation 3) or (Equation 4) at the two points. The measured Mm1 and Mm2 are stored in the memory of the engine control unit (ECU) 30.

After the deceleration condition is finished, if the output Mm of the intake air amount sensor 9 is determined from Mc1, Mc2, Mm1, and Mm2 stored in the memory, the correction value Mco of the intake air amount sensor 9 is as follows as shown in FIG. (Equation 10). After this correction, the correction value Mco is used for control.
Mco = (Mc1−Mc2) / (Mm1−Mm2) × Mm (Expression 10)

  In the above example, two points of data were used. However, all the data obtained in the section were acquired, and a correction value was obtained by creating a linear interpolation formula using the least squares method with several measurement points. Mco may be obtained. Further, when the variation characteristic of the intake air amount sensor 9 cannot be expressed by linear interpolation, a multi-point table may be created and interpolated by dividing a section with respect to the flow rate.

  Calibration of the intake air amount sensor is performed each time the vehicle is decelerated, and the correction values at that time are sequentially averaged and stored in the control device 30 as correction values. Further, it may not be performed every time of deceleration, but may be performed every certain number of times of deceleration.

  According to the calibration method of the intake air amount sensor described above, the calculated value Mc of the intake air amount sucked into the cylinder 8 and the output of the intake air amount sensor 9 when the engine 1 is not injecting fuel during deceleration. The output value of the temperature sensor 33 that measures the intake gas temperature Ti in the calibration method of the intake air amount sensor 9 that compares the measured value Mm of the gas amount derived from the value and corrects the measured value Mm of the intake air amount sensor 9 Since the intake gas amount Mc is calculated using the intake gas temperature Tc calculated by performing phase advance compensation to which a time derivative term related to the temperature value is added with respect to Ts, the cylinder 8 is operated at a gas temperature Tc closer to the actual value. Since the intake gas amount Mc to be sucked in is calculated, the intake air amount sensor 9 can be calibrated with high accuracy.

  Further, the temperature Tc calculated on the assumption that the intake gas amount Mm obtained from the measured value of the intake air amount sensor 9 is equal to the calculated value Mc of the intake gas amount in the cylinder 8 with respect to the secular change of the temperature sensor 33, and the temperature When the time constant T1 of the temperature sensor 33 is obtained from the comparison with the measured temperature Ts of the sensor 33 and the time constant T1 of the temperature sensor 33 is updated, the accuracy of the time derivative term related to the temperature value is further improved and closer to the actual. Since the intake gas amount Mc in the cylinder 8 can be calculated from the gas temperature Tc, the intake amount sensor 9 can be calibrated with high accuracy.

  Further, the engine 1 configured to include the control method of the internal combustion engine that performs the calibration method of the intake amount sensor 9 and the control device 30 of the engine 1 described above can calibrate the intake amount sensor 9 with high accuracy. The accuracy of control can be improved.

  According to the calibration method of the intake air amount sensor of the present invention, when the intake air amount sensor is calibrated using a temperature sensor with a response delay, a highly accurate calibration can be performed regardless of the response delay of the temperature sensor. In addition, according to the EGR system and the internal combustion engine according to the present invention, the accuracy of EGR control can be improved by calibrating the intake air amount sensor with high accuracy. Can be used as an EGR system for an internal combustion engine and an internal combustion engine.

1 engine (internal combustion engine)
2a Intake manifold 8 Cylinder 9 Intake air amount sensor (MAF sensor)
11 Inlet throttle valve (intake throttle valve)
20 EGR system 23 EGR valve 30 Control device (ECU)
31 Rotational speed sensor 32 Cooling water temperature sensor 33 Temperature sensor 34 Pressure sensor Ma Intake air amount (calculated value)
Mc Inhalation gas volume (calculated value)
Mm Intake air volume (measured value)
Pi gas pressure T1 Temperature sensor time constant Td Differential coefficient Ti gas temperature (intake gas temperature)
Tc Gas temperature (calculated value)
Ts Gas temperature (measured value)

Claims (6)

  Comparing the calculated value of the intake gas amount sucked into the cylinder with the measured value of the gas amount derived from the output value of the intake amount sensor when the internal combustion engine is not decelerating the fuel, In the calibration method of the intake air amount sensor that corrects the measured value of the intake air amount sensor, it was calculated by performing phase lead compensation that adds a time derivative term related to the temperature value to the output value of the temperature sensor that measures the intake gas temperature A method for calibrating an intake amount sensor, wherein the intake gas amount is calculated using an intake gas temperature.   With respect to the secular change of the temperature sensor, the temperature calculated by assuming that the intake gas amount obtained from the measured value of the intake air sensor is equal to the calculated value of the intake gas amount in the cylinder, and the measured temperature of the temperature sensor, 2. The method of calibrating an inhalation amount sensor according to claim 1, wherein the time constant of the temperature sensor is obtained from the comparison, and the time constant of the temperature sensor is updated.   A control method for an internal combustion engine, wherein the calibration method for an intake amount sensor according to claim 1 or 2 is performed.   When calibrating the intake air amount sensor provided in the internal combustion engine, the calculated value of the intake gas amount sucked into the cylinder and the output value of the intake air amount sensor when the fuel being decelerated by the internal combustion engine is not injected are derived. Compared with the measured value of the gas amount to be corrected, the measured value of the intake air amount sensor is corrected, and at the time of this correction, the time differential term related to the temperature value is compared with the output value of the temperature sensor that measures the intake gas temperature. A control apparatus for an internal combustion engine, wherein the intake gas amount is calculated using an intake gas temperature calculated by performing phase advance compensation with the addition of.   With respect to the secular change of the temperature sensor, the temperature calculated by assuming that the intake gas amount obtained from the measured value of the intake air sensor is equal to the calculated value of the intake gas amount in the cylinder, and the measured temperature of the temperature sensor, 5. The control device for an internal combustion engine according to claim 4, wherein the time constant of the temperature sensor is obtained from the comparison, and the time constant of the temperature sensor is updated.   An internal combustion engine comprising the control device for an internal combustion engine according to claim 4 or 5.

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