JP2015197074A - Internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To highly accurately calculate a combustion parameter of each cylinder in a multiple-cylinder internal combustion engine with a turbocharger.SOLUTION: A control device of an internal combustion engine 10 including a plurality of cylinders comprises: a turbocharger 30 that includes a turbine 302 actuated by exhaust energy and provided in an exhaust passage 20; a turbo rotation sensor 44 outputting a pulse signal per predetermined rotation angle of the turbine 302; and a cylinder internal pressure sensor 42 provided in a representative cylinder among the plural cylinders. The control device calculates a correlation among combustion parameters of the respective cylinders based on a pulse interval time of the turbo rotation sensor 44. The control device calculates an absolute value of the combustion parameter of the representative cylinder from a detection value of the cylinder internal pressure sensor 42, and calculates an absolute value of the combustion parameter of each cylinder based on the absolute value of the combustion parameter of the representative cylinder and the correlation among the combustion parameters of the cylinders. Examples of the combustion parameter include an exhaust temperature, the exhaust energy, an ignition delay, and a calorific value.

Description

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

  Conventionally, for example, Japanese Patent Application Laid-Open No. 2012-145059 discloses a technique related to control of a diesel engine provided with an in-cylinder pressure sensor only in a representative cylinder of multiple cylinders. In this control, the gas temperature and ignition timing in the representative cylinder are calculated using an in-cylinder pressure sensor. Based on the gas temperature in the representative cylinder and the variation in the supply air temperature of each cylinder calculated using the supply air temperature sensor, the gas temperature in the cylinders other than the representative cylinder, and the ignition timing, Calculated.

JP 2012-145059 A JP-A-11-350965 JP 2005-240592 A JP 2004-44527 A JP-A-2005-195170 JP 2008-138681 A JP 2007-285194 A

  However, in the conventional technique described above, since it is necessary to provide each cylinder with a supply air temperature sensor, an increase in the number of parts and an increase in cost are problematic.

  Further, the combustion parameters such as the exhaust temperature depend not only on the influence of the supply air temperature but also on the influence of changes with time of each cylinder. However, in the above-described conventional technique, when a combustion parameter such as an exhaust temperature of each cylinder is estimated, a value obtained from actual combustion of each cylinder is not used. For this reason, in the conventional technique described above, there is a possibility that the combustion parameters of each cylinder cannot be calculated with high accuracy.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a control device for an internal combustion engine capable of calculating combustion parameters of each cylinder of a multi-cylinder internal combustion engine with high accuracy. .

In order to achieve the above object, a first invention is a control device for an internal combustion engine having a plurality of cylinders,
A turbocharger provided in the exhaust passage with a turbine operated by exhaust energy;
A turbo rotation sensor that outputs a signal for each predetermined rotation angle of the turbine;
An in-cylinder pressure sensor provided in a representative cylinder of the plurality of cylinders;
The relative relationship between the combustion parameters of each cylinder is calculated based on the signal interval time of the turbo rotation sensor, the absolute value of the combustion parameter of the representative cylinder is calculated based on the detection value of the in-cylinder pressure sensor, and the absolute value and Calculation means for calculating an absolute value of a combustion parameter of each cylinder based on the relative relationship;
It is characterized by providing.

  According to the first aspect, the relative relationship between the combustion parameters of each cylinder is calculated based on the signal interval time of the turbo rotation sensor. Based on the detected value of the in-cylinder pressure sensor and the calculated relative relationship, the absolute value of the combustion parameter of each cylinder is calculated. The time series signal of the turbo rotation sensor reflects the influence of the combustion parameter of each cylinder in order of combustion. For this reason, according to the present invention, the relative relationship of the combustion parameters can be accurately calculated from the actual combustion of each cylinder. Further, according to the present invention, since the absolute value of the combustion parameter of the representative cylinder is calculated using the in-cylinder pressure sensor, the combustion parameter of other cylinders other than the representative cylinder is used by using the relative relationship of the calculated combustion parameter. The absolute value can be calculated with high accuracy.

It is a schematic block diagram for demonstrating the system configuration | structure as Embodiment 1 of this invention. It is a figure which shows the time change of a cylinder pressure and a pulse interval time, respectively. It is a figure which shows the change of the exhaust energy with respect to pulse interval time (DELTA) t. It is a figure which shows the correlation of exhaust energy, turbine gas amount, and exhaust temperature. 4 is a flowchart showing a routine for control executed by ECU 40 in the first embodiment. It is a figure which shows the emitted-heat amount change with respect to a crank angle. 6 is a flowchart showing a routine for control executed by an ECU 40 in the second embodiment. It is a figure which shows the relative relationship of each cylinder about pulse interval time (DELTA) t, exhaust energy, exhaust temperature, and ignition delay, respectively. It is a figure which shows an example of the change of the mass combustion ratio (MFB) with respect to the crank angle CA. It is a figure which shows an example of the relationship between (DELTA) SA-CA10 and injection quantity. It is a figure which shows the time change of a cylinder pressure and a pulse interval time. 10 is a flowchart showing a routine for control executed by ECU 40 in the third embodiment. It is a figure which shows the relative relationship of each cylinder about pulse interval time (DELTA) t, exhaust energy, and the emitted-heat amount, respectively. It is a figure which shows the time change of a cylinder pressure and a pulse interval time. It is a figure for demonstrating the identification method of pulse interval time (DELTA) t. 10 is a flowchart illustrating a routine for control executed by an ECU 40 in the fourth embodiment.

  Embodiments of the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted. The present invention is not limited to the following embodiments.

Embodiment 1 FIG.
Embodiment 1 of the present invention will be described with reference to the drawings.

[Configuration of Embodiment 1]
FIG. 1 is a schematic configuration diagram for explaining a system configuration as a first embodiment of the present invention. As shown in FIG. 1, the system according to the present embodiment includes an internal combustion engine 10. The internal combustion engine 10 is configured as a spark ignition type multi-cylinder engine using gasoline as fuel. A piston 12 that reciprocates inside the cylinder of the internal combustion engine 10 is provided. Further, the internal combustion engine 10 includes a cylinder head 14. A combustion chamber 16 is formed between the piston 12 and the cylinder head 14. One end of an intake passage 18 and an exhaust passage 20 communicates with the combustion chamber 16. An intake valve 22 and an exhaust valve 24 are disposed at a communication portion between the intake passage 18 and the exhaust passage 20 and the combustion chamber 16, respectively.

  An air cleaner 26 is attached to the inlet of the intake passage 18. A compressor 301 of the turbocharger 30 is attached downstream of the air cleaner 26. In the intake passage 18, an intercooler 27 is provided downstream of the compressor 301, and a throttle valve 28 is provided downstream thereof. The throttle valve 28 is an electronically controlled valve that is driven by a throttle motor based on the accelerator opening.

  A spark plug 32 is attached to the cylinder head 14 so as to protrude from the top of the combustion chamber 16 into the combustion chamber 16. The cylinder head 14 is provided with a fuel injection valve 34 for injecting fuel into the cylinder. Further, an in-cylinder pressure sensor (hereinafter also referred to as “CPS”) 42 for detecting the in-cylinder pressure is incorporated in the cylinder head 14 of a predetermined representative cylinder.

  A turbine 302 of the turbocharger 30 is attached to the exhaust passage 20. The turbine 302 of the turbocharger 30 is provided with a turbo rotation sensor 44 for detecting the rotational position of the turbine. The turbo rotation sensor 44 is configured to output a pulse signal at every predetermined rotation angle of the turbine 302. A three-way catalyst 36 is provided downstream of the turbine 302 in the exhaust passage 20.

  The system according to the present embodiment includes an ECU (Electronic Control Unit) 40 as shown in FIG. In addition to the in-cylinder pressure sensor 42 and the turbo rotation sensor 44 described above, various sensors such as a crank angle sensor 46 for detecting the rotation position of the crankshaft are connected to the input portion of the ECU 40. Further, various actuators such as the throttle valve 28, the spark plug 32, and the fuel injection valve 34 described above are connected to the output portion of the ECU 40. The ECU 40 controls the operating state of the internal combustion engine 10 based on various types of input information. There are many actuators and sensors connected to the ECU 40 other than those shown in the figure, but the description thereof is omitted in this specification.

[Operation of Embodiment 1]
The in-cylinder pressure sensor (CPS) is a very effective sensor in that the in-cylinder combustion characteristics can be directly detected. For this reason, the output of the CPS is used as a control parameter for various controls of the internal combustion engine. For example, the detected in-cylinder pressure is used for calculation of the amount of intake air taken into the cylinder, calculation of fluctuations in the indicated torque, calculation of heat generation amount and MFB (mass combustion ratio), and the like.

  Here, the CPS is generally arranged only in the representative cylinder from the viewpoint of arrangement space and manufacturing cost. However, in a multi-cylinder engine, manufacturing variations of components and changes with time occur, so the combustion characteristics of each cylinder are not necessarily the same. For this reason, the output value of the CPS provided in the representative cylinder cannot always be used as it is for the other cylinders.

  In this regard, a technique for estimating the combustion parameter of each cylinder by utilizing the fact that the combustion characteristics of each cylinder are sequentially reflected in the behavior of the engine speed is known. However, since the inertia mass of the engine is very large, there is a problem in that it is difficult to isolate the combustion behavior of each cylinder because the behavior of the engine rotation due to the combustion of the cylinders adjacent in the combustion order overlaps.

  Therefore, in the control device of the first embodiment, the behavior of the turbocharger 30 having a smaller inertial mass than the engine, more specifically, the signal interval time of the pulse signal detected by the turbo rotation sensor 44 (hereinafter referred to as the pulse interval). Time), the combustion behavior of each cylinder is detected. FIG. 2 is a diagram showing temporal changes in in-cylinder pressure and pulse interval time. The example shown in this figure shows a case where the combustion of four cylinders is performed in order, the first and third combustions are normal combustion, the second combustion is retarded combustion, and 4 It shows the case where the second combustion is misfire. As shown in this figure, when the combustion is performed in each cylinder, the pulse interval time (that is, the turbo rotation speed) rises and falls accordingly. This is because the in-cylinder gas exhausted from the exhaust valve 24 of each cylinder reaches the turbine 302 in order, and this exhaust energy is used for the rotational energy of the turbine 302. Assuming that the peak value of the pulse interval time waveform based on the base pulse time depending on the engine speed NE and the load factor KL is the pulse interval time Δt, the interval between the pulse interval time Δt and the exhaust energy is as shown in FIG. There is a relationship to show. FIG. 3 is a graph showing changes in exhaust energy with respect to Δt. As shown in this figure, the larger the pulse interval time Δt, that is, the smaller the turbo rotation speed, the smaller the exhaust energy due to combustion. Therefore, in the apparatus of the present embodiment, the pulse interval time Δt corresponding to the combustion of each cylinder is detected from the output signal of the turbo rotation sensor 44, and this pulse is used by using a map or a mathematical expression that defines the relationship shown in FIG. The exhaust energy of each cylinder is calculated from the interval time Δt.

  Further, the exhaust energy used for the turbine work is determined by the amount of turbine gas flowing through the turbine 302 and the exhaust temperature. FIG. 4 shows the correlation among such exhaust energy, turbine gas amount, and exhaust temperature. As shown in this figure, the exhaust gas temperature increases as the exhaust energy increases, and increases as the turbine gas amount decreases. Further, the turbine gas amount is calculated based on the engine speed NE and the load factor KL. Therefore, in the apparatus of the present embodiment, the absolute value of the exhaust temperature of each cylinder is calculated from the exhaust energy of each cylinder, the engine speed NE, and the load factor KL. Thereby, the calculated exhaust temperature of each cylinder can be used in various controls using the exhaust temperature such as catalyst control at the time of starting.

  However, when deposits are fixed to the turbine 302, the correlation shown in FIG. 4 changes with time. Therefore, in such a case, the exhaust temperature of each cylinder is corrected based on the in-cylinder pressure information detected by the CPS 42 installed in the representative cylinder. Specifically, the value is corrected so that the exhaust temperature of the representative cylinder calculated from the correlation shown in FIG. 4 becomes the exhaust temperature of the representative cylinder obtained from the output signal of the CPS. Based on the relative relationship between the exhaust temperatures of the cylinders, the exhaust temperatures of the other cylinders are corrected.

  As described above, according to the apparatus of the first embodiment, the exhaust temperature or the exhaust energy for each cylinder can be corrected with high accuracy based on the in-cylinder pressure information of the representative cylinder.

[Specific Processing in First Embodiment]
Next, specific processing executed in the system according to the first embodiment will be described with reference to a flowchart. FIG. 5 is a flowchart showing a routine for control executed by the ECU 40 in the first embodiment. In the routine shown in FIG. 5, first, the pulse interval time Δt corresponding to the combustion of each cylinder is calculated from the output signal of the turbo rotation sensor 44 (step S100). Next, the exhaust energy is calculated according to a map storing the relationship between the pulse interval time Δt and the exhaust energy as shown in FIG. 3 (step S102). Next, the exhaust temperature of each cylinder is calculated from the exhaust energy of each cylinder calculated in step S102, the engine speed NE, and the load factor KL (step S104).

  Next, the exhaust energy of the representative cylinder is calculated using the output signal of the CPS 42 provided in the representative cylinder (step S106). FIG. 6 is a diagram showing a change in heat generation with respect to the crank angle. Here, specifically, using the output signal of the CPS 42, the heat generation amount Q1 (see FIG. 6) and the indicated work W at the opening timing (EVO) of the exhaust valve 24 of the representative cylinder are calculated. Then, based on the calculated heat generation amount Q1 and the illustrated work W, the exhaust energy Q2 (= Q1-W) of the representative cylinder is calculated.

  Next, the exhaust temperature of each cylinder calculated in step S104 is corrected (step S108). Specifically, the absolute value of the exhaust temperature of the representative cylinder is calculated based on the value of the exhaust energy of the representative cylinder derived from CPS calculated in step S106. Then, the exhaust temperature of each cylinder is corrected so that the exhaust temperature of the representative cylinder becomes the exhaust temperature of the representative cylinder derived from CPS while maintaining the relative relationship of the exhaust temperature of each cylinder calculated in step S104. .

  As described above, according to the system of the first embodiment, the output signal of the turbo rotation sensor 44 provided in the turbine 302 of the turbocharger 30 and the in-cylinder pressure of the representative cylinder by the CPS 42 provided in the representative cylinder. Based on the information, the exhaust temperature or the exhaust energy that is the combustion parameter of each cylinder can be accurately calculated.

  By the way, in the apparatus of the first embodiment described above, the exhaust gas temperature of the representative cylinder calculated from the output signal of the turbo rotation sensor 44 is corrected using the exhaust gas temperature of the representative cylinder calculated from the output signal of the CPS 42. To do. However, the correction target is not limited to the exhaust temperature. That is, the exhaust energy of each cylinder calculated from the output signal of the turbo rotation sensor 44 is corrected using the exhaust energy of the representative cylinder calculated from the output signal of the CPS 42, and the exhaust temperature is adjusted based on the corrected exhaust energy. It may be calculated.

  Further, in the apparatus of the first embodiment described above, the absolute value of the exhaust temperature of each cylinder is calculated from the output signal of the turbo rotation sensor 44, and these exhaust temperatures of the representative cylinders calculated from the output signal of the CPS 42 are used. The absolute value was corrected. However, the method for calculating the absolute value of the exhaust temperature of each cylinder is not limited to this. That is, the relative relationship of the exhaust temperature of each cylinder is calculated from the output signal of the turbo rotation sensor 44, and the exhaust temperature of each cylinder is calculated based on the exhaust temperature of the representative cylinder calculated from the output signal of the CPS 42 and this relative relationship. It is good as well.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to the drawings.

  The second embodiment of the present invention is characterized by control for calculating the ignition delay of the combustion speed of each cylinder as a combustion parameter. The ignition delay here refers to the crank angle period (CA10-SA) from the ignition timing SA to the timing (CA10) when the mass combustion ratio MFB becomes 10%. Hereinafter, details of the control executed in the present embodiment will be described using a flowchart.

  FIG. 7 is a flowchart showing a routine for control executed by the ECU 40 in the second embodiment. In the routine shown in FIG. 7, first, the pulse interval time Δt corresponding to the combustion of each cylinder is calculated from the output signal of the turbo rotation sensor 44 (step S200). Next, exhaust energy is calculated according to a map storing the relationship between the pulse interval time Δt and the exhaust energy (step S202). Next, the exhaust temperature of each cylinder is calculated from the exhaust energy of each cylinder calculated in step S202, the engine speed NE, and the load factor KL (step S204).

  Next, the relative relationship of the ignition delay of each cylinder is calculated from the exhaust temperature of each cylinder calculated in step S204 (step S206). FIG. 8 is a diagram showing the relative relationship of each cylinder with respect to the pulse interval time Δt, the exhaust energy, the exhaust temperature, and the ignition delay. As described above, the exhaust energy decreases as the pulse interval time Δt increases, so the relative relationship between the cylinders of the exhaust energy is opposite to the relative relationship of the pulse interval time Δt. Further, if the exhaust gas amount is determined from the engine speed NE and the load factor KL, the relative relationship between the cylinders at the exhaust temperature becomes the same as the relative relationship between the exhaust energy. Further, the exhaust temperature is determined by the combustion speed and the ignition delay if the engine speed NE and the load factor KL are determined. Since the combustion speed varies little if the engine speed NE, the load factor KL, the air-fuel ratio A / F and the ignition timing SA are determined, the exhaust temperature is dominated by the influence of the ignition delay. Therefore, the relative relationship between the ignition delay cylinders has the same tendency as the exhaust temperature relative relationship. Therefore, in this step S206, the relative relationship of each cylinder of the exhaust temperature is calculated from the exhaust temperature of each cylinder calculated in the above step S204, and this relative relationship is the relative relationship of the ignition delay of each cylinder.

  Next, the absolute value of the ignition delay of the representative cylinder is calculated using the output signal of the CPS 42 (step S208). More specifically, first, based on the in-cylinder pressure information of the representative cylinder by the CPS 42, the mass combustion ratio (MFB) with respect to the crank angle CA is calculated. FIG. 9 shows an example of a change in the mass combustion ratio (MFB) with respect to the crank angle CA calculated in this way. Based on the calculated MFB, the absolute value of the ignition delay (SA-CA10) of the representative cylinder is calculated.

  Next, the absolute value of the ignition delay of each cylinder is calculated based on the relative relationship of the ignition delay of each cylinder calculated in step S206 and the absolute value of the ignition delay of the representative cylinder calculated in step S208. Calculated (step S210). Next, feedback correction of the injection amount is executed for each cylinder so that the ignition delay of each cylinder becomes the target value (step S212). Specifically, the correction is performed so that the injection amount increases as the difference ΔSA−CA10 between the absolute value of the ignition delay and the target value increases. FIG. 10 is a diagram illustrating an example of the relationship between such ΔSA-CA10 and the injection amount. The corrected injection amount is learned after being associated with the operation region, and is used for subsequent injection amount control.

  As described above, according to the system of the second embodiment, the output signal of the turbo rotation sensor 44 provided in the turbine 302 of the turbocharger 30 and the in-cylinder pressure of the representative cylinder by the CPS 42 provided in the representative cylinder. Based on the information, the ignition delay that is the combustion parameter of each cylinder can be accurately calculated.

Embodiment 3 FIG.
Next, Embodiment 3 of the present invention will be described with reference to the drawings.

  FIG. 11 is a diagram showing temporal changes in in-cylinder pressure and pulse interval time. As shown in this figure, when the misfire occurs, the exhaust energy is small and the turbo rotational speed is significantly reduced. Thus, the third embodiment of the present invention is characterized in that the exhaust energy of each cylinder is calculated as a combustion parameter and the misfire of each cylinder is determined. Hereinafter, details of the control executed in the present embodiment will be described using a flowchart.

  FIG. 12 is a flowchart showing a routine for control executed by the ECU 40 in the third embodiment. In the routine shown in FIG. 12, first, the pulse interval time Δt corresponding to the combustion of each cylinder is calculated from the output signal of the turbo rotation sensor 44 (step S300). Next, based on the relative relationship between the cylinders at the pulse interval time Δt, the relative relationship between the calorific values of the respective cylinders is calculated (step S302).

  FIG. 13 is a diagram showing the relative relationship of each cylinder with respect to the pulse interval time Δt, the exhaust energy, and the heat generation amount. As described above, the exhaust energy decreases as the pulse interval time Δt increases, so the relative relationship between the cylinders of the exhaust energy is opposite to the relative relationship of the pulse interval time Δt. Further, since the heat generation amount is a value obtained by adding the illustrated work to the exhaust energy, the relative relationship between the cylinders of the heat generation amount is the same as the relative relationship of the exhaust energy. Therefore, in this step S302, the relative relationship of the calorific value of each cylinder is calculated from the relative relationship of the calculated pulse interval time of each cylinder.

  Next, the absolute value of the heat generation amount of the representative cylinder is calculated using the output signal of the CPS 42 (step S304). Here, specifically, first, the exhaust energy and the indicated work of the representative cylinder are calculated based on the in-cylinder pressure information of the representative cylinder by the CPS 42. Then, the absolute value of the calorific value (= exhaust energy + work shown) is calculated using the calculated exhaust energy and the work shown.

  Next, based on the relative relationship between the calorific values of the cylinders calculated in step S302 and the absolute value of the calorific values of the representative cylinders calculated in step S304, the absolute value of the calorific value of each cylinder is calculated. Calculated (step S306). Next, misfire detection is performed for each cylinder (step S308). Here, specifically, a misfire is detected when the absolute value of the heat generation amount is smaller than a predetermined misfire threshold.

  As described above, according to the system of the third embodiment, the output signal of the turbo rotation sensor 44 provided in the turbine 302 of the turbocharger 30 and the in-cylinder pressure of the representative cylinder by the CPS 42 provided in the representative cylinder. Based on the information, the calorific value that is the combustion parameter of each cylinder can be calculated with high accuracy. Thereby, misfire of each cylinder can be detected with high accuracy.

Embodiment 4 FIG.
Next, a fourth embodiment of the present invention will be described with reference to the drawings.

  FIG. 14 is a diagram showing temporal changes in in-cylinder pressure and pulse interval time. As shown in this figure, when the influence of exhaust pulsation is large, it is difficult to correctly determine the pulse interval time Δt corresponding to the combustion of each cylinder. The fourth embodiment of the present invention is characterized by control for correctly specifying the pulse interval time Δt.

FIG. 15 is a diagram for explaining a method of specifying the pulse interval time Δt. During the blow-down period immediately after the opening timing (EVO) of the exhaust valve 24, the influence of the exhaust gas on the turbo rotation is large. Therefore, in the apparatus of the present embodiment, as shown in this figure, the minimum value of the pulse interval time in a predetermined period after EVO is Δt. Thereby, the pulse interval time Δt of each cylinder can be calculated with high accuracy. Since the time required for one cycle and the blow-down period change depending on the engine speed, it is preferable to change the predetermined period according to the engine speed. Thereby, the relative relationship of the combustion parameters of each cylinder can be calculated with high accuracy.

  Next, details of the control executed in the present embodiment will be described using a flowchart. FIG. 16 is a flowchart showing a routine for control executed by the ECU 40 in the fourth embodiment. In the routine shown in FIG. 16, first, a predetermined period for determining the pulse interval time Δt is defined based on the engine speed (step S400). Specifically, the predetermined period is set to be shorter as the engine speed is higher.

  Next, in a predetermined period immediately after EVO, the minimum value of the pulse interval time is calculated from the output signal of the turbo rotation sensor 44 (step S402). The minimum value calculated in step S402 is defined as the pulse interval time Δt (step S404).

  As described above, according to the system of the fourth embodiment, the pulse interval time Δt can be accurately identified from the output signal of the turbo rotation sensor 44 provided in the turbine 302 of the turbocharger 30.

  In the system of the fourth embodiment described above, the minimum value of the predetermined period is defined as the pulse interval time Δt. However, the pulse interval time calculated using the moving average may be defined as the pulse interval time Δt. . In this case, it is preferable to change the moving average number according to the number of rotations.

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Piston 14 Cylinder head 16 Combustion chamber 18 Intake passage 20 Exhaust passage 22 Intake valve 24 Exhaust valve 26 Air cleaner 28 Throttle valve 30 Turbo supercharger 301 Compressor 302 Turbine 32 Spark plug 34 Fuel injection valve 36 Three-way catalyst 40 ECU (Electronic Control Unit)
42 In-cylinder pressure sensor (CPS)
44 Turbo rotation sensor 46 Crank angle sensor

Claims (1)

A control device for an internal combustion engine having a plurality of cylinders,
A turbocharger provided in the exhaust passage with a turbine operated by exhaust energy;
A turbo rotation sensor that outputs a signal for each predetermined rotation angle of the turbine;
An in-cylinder pressure sensor provided in a representative cylinder of the plurality of cylinders;
The relative relationship between the combustion parameters of each cylinder is calculated based on the signal interval time of the turbo rotation sensor, the absolute value of the combustion parameter of the representative cylinder is calculated based on the detection value of the in-cylinder pressure sensor, and the absolute value and Calculation means for calculating an absolute value of a combustion parameter of each cylinder based on the relative relationship;
A control device for an internal combustion engine, comprising:

Images