JP4915395B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device capable of controlling torque output from an internal combustion engine by adjusting an intake air amount and adjusting an ignition timing.

Conventionally, in a spark ignition type internal combustion engine, adjustment of ignition timing is used together with adjustment of intake air amount as means for controlling the torque. For example, what is described in Japanese Patent Application Laid-Open No. 2005-113877 is a technique for suppressing torque fluctuation due to air-fuel ratio dither control by cooperative control of throttle opening and ignition timing. According to this technique, the absolute value of the torque-down amount when the air-fuel ratio is controlled in the lean direction by the air-fuel ratio dither control is calculated as the reserve torque. The throttle system required torque is obtained by adding the reserve torque to the required torque, and the required throttle opening is calculated using the throttle system required torque. Further, the required torque is directly used as the ignition system required torque, and the required retardation amount for the MBT is calculated based on the required torque ratio that is the ratio between the estimated torque estimated from the actual intake air amount and the ignition system required torque. .
JP 2005-113877 A JP-A-10-89214

  According to the technique described in Japanese Patent Laid-Open No. 2005-113877, when there is no reserve torque, that is, when the throttle system required torque matches the required torque, an intake air amount (target intake air amount) that can realize the required torque is obtained. Thus, the required throttle opening is set. In this case, if the actual intake air amount realized by the operation of the throttle matches the target intake air amount, the estimated torque estimated from the actual intake air amount becomes equal to the required torque, and the required ignition timing determined from the required torque ratio is MBT. Will be set to.

  However, in some cases, an error may occur between the target intake air amount and the actual intake air amount even during steady operation. This is the process of calculating the intake air amount from the calculation accuracy in the process of converting the target intake air amount to the throttle opening, the variation of torque output characteristics with respect to the throttle opening, the change over time, and the actual throttle opening. This is due to the influence of the calculation accuracy and the like. If the target intake air amount and the actual intake air amount do not match, the ignition timing is erroneously retarded according to the difference, so that the operation with MBT cannot be performed.

  The present invention has been made to solve the above-described problems, and it is possible to prevent an internal combustion engine from causing an error in setting an ignition timing due to a difference between a target air amount and an actual intake air amount. An object is to provide an apparatus.

In order to achieve the above object, the first invention controls the torque output from the internal combustion engine by adjusting the intake air amount by controlling the intake actuator disposed in the intake system and adjusting the ignition timing by controlling the ignition actuator. In a control device for an internal combustion engine,
Target torque acquisition means for acquiring a target torque of the internal combustion engine;
Target intake air amount calculating means for calculating an intake air amount for realizing the target torque as a target intake air amount of the internal combustion engine;
Intake control means for controlling the intake actuator according to the target intake air amount;
Estimated intake air amount calculating means for calculating the intake air amount expected from the operation of the intake actuator as the expected intake air amount of the internal combustion engine;
Estimated torque calculating means for calculating a torque that can be realized with the estimated intake air amount as an estimated torque of the internal combustion engine;
Torque efficiency calculating means for calculating a ratio between the estimated torque and the target torque as torque efficiency;
An actual intake air amount calculating means for calculating an actual intake air amount of the internal combustion engine based on an output value of an air flow rate sensor disposed in the intake system of the internal combustion engine;
Torque correction value calculating means for calculating a torque difference obtained by converting a difference between the estimated intake air amount and the actual intake air amount as a torque correction value;
A target for calculating a target ignition timing for realizing a corrected target torque obtained by correcting the target torque with the torque correction value based on the torque efficiency, using a relationship between torque, efficiency, and ignition timing prepared in advance. Ignition timing calculation means;
Ignition control means for controlling the ignition actuator according to the target ignition timing;
It is characterized by having.

According to a second invention, in the first invention,
The intake control means includes an inverse model of an intake system model representing a response of an intake air amount to an operation of the intake actuator, and an operation amount obtained by inputting the target intake air amount into the inverse model is determined by the intake actuator. The intake actuator is controlled as a target operation amount,
The estimated intake air amount calculating means includes a forward model of the intake system model, and calculates an intake air amount obtained by inputting an operation amount of the intake actuator into the forward model as an estimated intake air amount of the internal combustion engine. It is characterized by being.

According to a third invention, in the first or second invention,
Target efficiency acquisition means for acquiring the target efficiency of the internal combustion engine;
Target torque correction means for correcting the target torque that is the basis of the target intake air amount by the target efficiency;
Is further provided.

  According to the first invention, the efficiency that is the basis for calculating the target ignition timing is the torque efficiency that is the ratio of the estimated torque that can be realized by the estimated intake air amount and the target torque. When the amount matches the target intake air amount, the target ignition timing can be calculated with the maximum efficiency (that is, efficiency = 1). According to the first aspect of the invention, the corrected target torque obtained by correcting the target torque with the torque correction value is used as the torque used as the basis for calculating the target ignition timing. The ignition timing at which the maximum efficiency can be achieved varies depending on the intake air amount, but the torque correction value reflects the difference between the expected intake air amount and the actual intake air amount, so by calculating the target ignition timing based on the corrected target torque Therefore, the ignition timing can be set so that the maximum efficiency can be realized under the actual intake air amount. That is, according to the first aspect, it is possible to prevent an error in the ignition timing setting due to a difference between the target air amount and the actual intake air amount.

  According to the second aspect of the invention, a common intake system model is used in the calculation process for converting the target intake air amount into the target operation amount of the intake actuator and the calculation step for obtaining the intake air amount from the operation amount of the intake actuator. In other words, the target operating amount of the intake actuator is set as the target operating amount of the intake actuator for the inverse model of the same intake system model, and the internal combustion engine is the input of the operating amount of the intake actuator for the forward model of the same intake system model Calculated as the intake air amount. According to this, the error that occurred in the calculation process in the inverse model of the intake system model is canceled by the error that occurred in the calculation process in the forward model of the intake system model, so at least during steady operation, the target intake air The amount and the estimated intake air amount can be matched with high accuracy.

  According to the third aspect of the invention, the operation with the desired efficiency can be realized by setting the appropriate ignition timing based on the relationship between the efficiency under the actual intake air amount and the ignition timing.

  An embodiment of the present invention will be described with reference to FIG.

  FIG. 1 is a block diagram showing a configuration of a control device for an internal combustion engine as an embodiment of the present invention. The control device of the present embodiment is applied to a spark ignition internal combustion engine, and is configured as a control device that controls the operation of a throttle and an ignition device that are actuators of the spark ignition internal combustion engine. Hereinafter, the configuration of the control device of the present embodiment will be described with reference to FIG. Hereinafter, the internal combustion engine is simply referred to as an engine.

  The control device of the present embodiment includes a plurality of calculation elements and a driver that controls the operation of each actuator. The control device performs calculation according to a predetermined calculation rule by each calculation element based on the input information, and calculates the operation amount of each actuator, that is, the target throttle opening and the target ignition timing. Then, the calculated target throttle opening is set in the throttle driver 12 and the operation of the throttle 40 is controlled via the throttle driver 12. Further, the calculated target ignition timing is set in the ignition device driver 22, and the operation of the ignition device 42 is controlled via the ignition device driver 22.

  The information input to the control device includes information related to the operating state of the engine. Specifically, operating state information such as throttle opening setting value, ignition timing setting value, A / F setting value, air flow meter output value, engine speed, cooling water temperature, intake air temperature, valve timing, etc. Is included in the input information. The air flow meter is an air flow sensor arranged upstream of the throttle in the intake system of the engine.

  Further, the information input to the control device includes a request regarding the torque of the internal combustion engine and a request regarding the efficiency of the internal combustion engine. These requests are inputted numerically from a powertrain manager (not shown) provided at the upper level of the control system. The torque request includes a torque required for vehicle control such as VSC (Vehicle Stability Control system) and TRC (Traction Control System) in addition to a shaft torque request including a request from the driver. The efficiency request has a meaning of a required value of the conversion efficiency of heat energy that can be converted into torque, and is a dimensionless parameter that is set with reference to the time when the ignition timing is the optimum ignition timing MBT. is there. For example, when it is desired to use thermal energy for raising the temperature of exhaust gas for catalyst warm-up, the efficiency requirement value is set to a value smaller than the reference value of 1.

  Hereinafter, the function of each calculation element constituting the control device of the present embodiment and the flow of signal processing between the calculation elements will be described.

  The torque request supplied from the powertrain manager is input to the torque arbitration unit 2, and the efficiency request is input to the efficiency arbitration unit 4. The powertrain manager outputs a plurality of requests expressed by torque and efficiency, but these requests cannot all be realized at the same time. Even if there are a plurality of torque requests, the number of torques that can be realized is one, so that a process of request arbitration is required. The same applies to efficiency. Therefore, the torque arbitration unit 2 aggregates a plurality of input torque requests and arbitrates them to one value, and outputs the arbitrated torque value as a target torque of the engine. Further, the efficiency arbitration unit 4 aggregates a plurality of input efficiency requests and arbitrates them to one value, and outputs the arbitrated efficiency value as a target efficiency of the engine. The arbitration here is an operation of obtaining one numerical value from a plurality of numerical values in accordance with a predetermined calculation rule. Calculation rules include, for example, maximum value selection, minimum value selection, averaging, or superposition. The plurality of calculation rules may be appropriately combined.

  The target torque set by the torque arbitration unit 2 and the target efficiency set by the efficiency arbitration unit 4 are input to the target torque correction unit 6. The target torque correction unit 6 divides and corrects the target torque by the target efficiency, and outputs the target torque after the efficiency correction to the target intake air amount calculation unit 8. If the target efficiency is a normal value of 1, the target torque set by the torque arbitration unit 2 is output to the target intake air amount calculation unit 8 as it is. On the other hand, if the target efficiency is smaller than the normal value 1, the target torque is raised by division by the target efficiency, and the raised target torque is output to the target intake air amount calculation unit 8.

  The target intake air amount calculation unit 8 converts the target torque after the efficiency correction into an intake air amount using a map. This map is a multi-dimensional map with a plurality of parameters including target torque after efficiency correction as an axis, and various kinds of effects such as ignition timing, engine speed, A / F, etc. that affect the relationship between torque and intake air amount. Operating conditions are used as parameters. Values obtained from the current operating state information are input to these parameters. However, the ignition timing is the optimum ignition timing (MBT or trace knock ignition timing). The target intake air amount calculation unit 8 sets the intake air amount converted from the target torque after the efficiency correction as the target intake air amount of the engine (hereinafter referred to as target KL), and outputs it to the target throttle opening setting unit 10. .

  The target throttle opening setting unit 10 converts the target KL into the throttle opening using an inverse model of the intake system model. That is, the throttle opening that can achieve the target KL is calculated. The intake system model (air model) is obtained by modeling the response of the intake air amount with respect to the operation of the throttle based on fluid dynamics and the like, and expressing it with a mathematical expression. By inputting the throttle opening into the forward model of the intake system model, the intake air amount that can be realized with the throttle opening is calculated. On the other hand, by inputting the intake air amount to the inverse model of the intake system model, the throttle opening for realizing the intake air amount is calculated.

Target throttle opening setting unit inverse model of an intake system model that is provided in 10 (hereinafter, an air inverse model that) M1 ^-1, operation affecting the relationship between the atmospheric pressure and the intake air temperature or the like, the throttle opening amount of intake air Conditions can be set as parameters. The target throttle opening setting unit 10 sets the throttle opening converted from the target KL as the target opening of the throttle, and sets it in the throttle driver 12. The throttle driver 12 controls the throttle 40 to realize this target opening.

The throttle opening actually realized by the throttle 40 can be acquired by a throttle opening sensor. If the actual throttle opening is known, the intake air amount can be obtained by using the forward model of the intake system model described above. The estimated intake air amount calculation unit 14 converts the throttle opening into the intake air amount using a forward model (hereinafter simply referred to as an air model) M1 of the intake system model. Air inverse model M1 ^-1 of the throttle opening degree calculation unit 10 corresponds to the inverse model of the air model M1.

  In the air model M1 provided in the estimated intake air amount calculation unit 14, operating conditions that affect the relationship between the throttle opening and the intake air amount, such as atmospheric pressure and intake air temperature, can be set as parameters. However, in the air model M1, the output value of the air flow meter is not used as a parameter. If the output value of the air flow meter is used as correction data, the actual intake amount realized at the current throttle opening can be obtained with high accuracy. On the other hand, the intake air amount obtained by the air model M1 is an expected intake air amount (hereinafter referred to as “probable KL”) that is assumed at the current throttle opening.

As described above, in the present embodiment that enter the target KL is set as the target opening of the throttle in the air inverse model M1 ^-1 is an inverse model of an intake system model in common, forward model of the intake system model A value obtained by inputting the throttle opening to the air model M1 is calculated as a prospective KL. According to this, an error occurring when converting the target KL on the throttle opening by the air inverse model M1 ^-1 will be canceled by the error caused by transforming the throttle opening expected KL by air model M1 . As a result, at least during steady operation, the prospective KL coincides with the target KL.

  The estimated KL calculated by the estimated intake air amount calculation unit 14 is converted into torque by the estimated torque calculation unit 16. The estimated torque calculation unit 16 converts the expected KL into the estimated torque using the map. This map is a multi-dimensional map with a plurality of parameters including the expected KL as axes, and various operating conditions that affect the relationship between torque and intake air amount such as ignition timing, engine speed, A / F, etc. are parameters. It is used as. Values obtained from the current operating state information are input to these parameters. However, the ignition timing is the optimum ignition timing. The estimated torque calculation unit 16 uses the torque converted from the prospective KL as the estimated torque of the engine, and outputs it to the torque efficiency calculation unit 18.

  The target torque set by the torque arbitration unit 2 and the estimated torque calculated by the estimated torque calculation unit 16 are input to the torque efficiency calculation unit 18. The torque efficiency calculation unit 18 calculates the ratio of the target torque to the estimated torque, and calculates the calculation result as torque efficiency. When the target efficiency of the engine is 1 and the estimated torque matches the target torque, the torque efficiency is 1. On the other hand, when the target efficiency is set to a value smaller than 1, as a result of the target torque correction unit 6 raising the target torque, the torque efficiency becomes a value smaller than 1. In the control device of the present embodiment, the target ignition timing of the engine is calculated based on the torque efficiency calculated by the torque efficiency calculation unit 18.

  The target ignition timing is calculated by the target ignition timing calculation unit 20. The target ignition timing calculation unit 20 has a torque map that defines the relationship among torque, efficiency, ignition timing, and engine speed. This torque map is created based on actual measurement data obtained by operating the test machine. By inputting the torque to be realized, the efficiency as the precondition and the engine speed into the torque map, the ignition timing necessary for realizing the torque can be accurately calculated. The ignition timing obtained when 1 which is the maximum efficiency is input to the torque map is the MBT at the torque and the engine speed at that time.

  The target ignition timing calculation unit 20 uses the torque efficiency described above as the efficiency on which the target ignition timing is calculated. The torque efficiency is a ratio between the estimated torque and the target torque, and the estimated torque is a torque that can be realized with a prospective KL. As described above, at least during steady operation, the target KL and the expected KL coincide with each other. Therefore, when the target efficiency is 1, the estimated torque is equal to the target torque, and the torque efficiency becomes the maximum value of 1. Therefore, by calculating the target ignition timing based on the torque efficiency, when the target efficiency is 1, the target ignition timing can be set to MBT.

  On the other hand, it is natural to use the target torque as the torque used as the basis for calculating the target ignition timing. However, using the target torque as it is is problematic in terms of MBT accuracy. This is because the ignition timing at which the maximum efficiency can be realized, that is, MBT varies depending on the intake air amount.

  For example, a difference as shown in FIG. 2 occurs between the ignition timing-torque characteristic when the intake amount is large and the ignition timing-torque characteristic when the intake amount is small. In FIG. 2, black circles indicate the relationship between the maximum torque realized when the intake air amount is large and MBT, and white circles indicate the relationship between the maximum torque realized when the intake air amount is small and MBT. It is. If the intake air amount is different, not only the maximum torque is different, but also the MBT is different.

  Therefore, in order to accurately calculate MBT, the torque used as the basis for calculating the target ignition timing needs to be a torque realized by an actual intake air amount (hereinafter referred to as actual KL). However, the intake air amount corresponding to the target torque is not the actual KL but the target KL, and the target KL does not necessarily match the actual KL. This is because the actual KL is affected by variations in torque output characteristics with respect to the throttle opening and changes with time. In a situation where the target KL and the actual KL do not match, the true MBT cannot be calculated even if the target torque is directly input to the torque map.

  Therefore, the control apparatus of the present embodiment has a function of correcting the target torque so that the actual KL is reflected, and calculates the target ignition timing based on the corrected target torque that reflects the actual KL. Hereinafter, a function for reflecting the actual KL in the target torque will be described.

  The control device of the present embodiment includes an actual intake air amount calculation unit 24 that calculates the actual KL of the engine. The actual intake air amount calculation unit 24 converts the throttle opening into an intake air amount using a forward model (hereinafter simply referred to as an air model) M2 of an intake system model. Unlike the air model M1 of the estimated intake air amount calculation unit 14, the air model M2 provided in the actual intake air amount calculation unit 24 uses the output value of the air flow meter as a parameter. The output value of the air flow meter indicates the air flow rate upstream of the throttle. According to this air model M2, since the actual air flow rate can be used as correction data, the actual KL of the engine can be obtained with high accuracy.

  The actual KL calculated by the actual intake air amount calculating unit 24 is input to the KL difference calculating unit 26 together with the expected KL calculated by the expected intake air amount calculating unit 14. As described above, the prospective KL coincides with the target KL at least in the steady state. The KL difference calculation unit 26 calculates the difference between the actual KL and the expected KL, and supplies the calculated KL difference to the torque correction value calculation unit 28.

  The torque correction value calculation unit 28 converts the KL difference into a torque difference using the map. This map is a simple map created based on a linear tendency established between KL and torque, and has at least the intake air amount and the engine speed as parameters. Further, as shown in FIG. 3, this map is created on the assumption that the difference between the expected KL and the actual KL is substantially constant or changes according to the intake air amount. The torque correction value calculation unit 28 uses the torque difference converted from the KL difference as a torque correction value, and outputs it to the correction target torque calculation unit 30.

  The corrected target torque calculation unit 30 adds the torque correction value to the target torque as the correction target torque, and outputs it to the target ignition timing calculation unit 20. Since the torque correction value is the difference between the expected KL and actual KL converted to torque, the target torque realized under the target KL is realized under the actual KL by adding the torque correction value to the target torque. The torque can be corrected to The target ignition timing calculation unit 20 inputs the corrected target torque, torque efficiency, and engine speed into the torque map, and calculates the target ignition timing.

  FIG. 4 is a diagram showing an image of a torque map used for calculating the target ignition timing. FIG. 4 is a graph showing the relationship between torque and ignition timing when the engine speed is constant and the torque efficiency is 1. In a situation where there is a difference between the target KL and the actual KL, an error occurs between the ignition timing obtained by inputting the target torque and the MBT under the actual MB which is the true MBT. Become. However, when the corrected target torque is input to the torque map, the corrected target torque is a torque realized under the actual KL, so that the obtained ignition timing is an ignition that can achieve the maximum efficiency under the actual KL. Time, ie, true MBT.

  As described above, according to the control device of the present embodiment, it is possible to prevent an error in the ignition timing setting due to the difference between the target KL and the actual KL, and the target efficiency is 1. It is possible to drive with MBT accurately.

  As a method of calculating MBT with high accuracy, it is conceivable to correct the torque efficiency according to the difference between the expected KL and the actual KL, instead of correcting the target torque. However, since the maximum value of the efficiency defined in the torque map is 1, it is impossible to correct the torque efficiency to be 1 or more. On the other hand, if the target torque is corrected, there is no such limitation, and the target torque can be increased or decreased according to the difference between the expected KL and the actual KL.

  It is also conceivable to correct the ignition timing, which is an output value, instead of correcting the target torque and torque efficiency, which are input values of the torque map. However, in this case, it is necessary to consider the relationship among the ignition timing, the intake air amount, and the torque, and the relationship is complicated. For this reason, a complicated calculation structure is required to accurately reflect the difference between the expected KL and the actual KL in the ignition timing. On the other hand, if the target torque is corrected, since it is a simple (linear) relationship between the intake air amount and the torque that is taken into account, there is an advantage that the calculation structure is also simple as described above. is there.

  The engine control apparatus according to the embodiment of the present invention has been described above. The correspondence between the embodiment and the present invention is as follows.

  In the configuration shown in FIG. 1, the torque adjuster 2 corresponds to “target torque acquisition means” of the first invention. The target intake air amount calculation unit 8 corresponds to “target intake air amount calculation means” of the first invention. The efficiency arbitration unit 4 corresponds to the “target efficiency acquisition unit” of the third invention, and the target torque correction unit 6 corresponds to the “target torque correction unit” of the third invention. The target throttle opening setting unit 10 and the throttle driver 12 constitute the “intake control means” of the first invention. The estimated intake air amount calculation unit 14 corresponds to the “expected intake air amount calculation means” of the first and second inventions. The estimated torque calculator 16 corresponds to the “estimated torque calculator” of the first invention. The torque efficiency calculator 18 corresponds to the “torque efficiency calculator” of the first invention. The actual intake air amount calculation unit 24 corresponds to “actual intake air amount calculation means” of the first and second aspects of the invention. The torque correction value calculator 28 corresponds to the “torque correction value calculator” of the first invention. The target ignition timing calculation unit 20 corresponds to “target ignition timing calculation means” of the first invention. The ignition device driver 22 corresponds to the “ignition control means” of the first invention.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in the above-described embodiment, the throttle is used as the intake actuator, but an intake valve with a variable valve mechanism may be used as the intake actuator. In this case, the operation amount of the intake actuator is the lift amount or working angle of the intake valve.

  Further, although the target ignition timing calculation unit 20 uses a map (torque map), a statistical model represented by a mathematical expression that defines the relationship among torque, ignition timing, efficiency, and engine speed may be used.

It is a block diagram which shows the structure of the control apparatus of the internal combustion engine as embodiment of this invention. It is a figure which shows about the influence which intake air quantity has on the relationship between a torque and ignition timing. It is a figure shown about the relationship between prospective KL and real KL. It is a figure which shows the image of the torque map used for calculation of target ignition timing in embodiment of this invention.

Explanation of symbols

2 Torque arbitration unit 4 Efficiency arbitration unit 6 Target torque correction unit 8 Target intake air amount calculation unit 10 Target throttle opening setting unit 12 Throttle driver 14 Expected intake air amount calculation unit 16 Estimated torque calculation unit 18 Torque efficiency calculation unit 20 Target ignition timing Calculation unit 22 Ignition device driver 24 Actual intake air amount calculation unit 26 KL difference calculation unit 28 Torque correction value calculation unit 30 Correction target torque calculation unit 40 Throttle 42 Ignition device

Claims (3)

In a control device for an internal combustion engine that controls torque output by an internal combustion engine by adjusting an intake air amount by controlling an intake actuator disposed in the intake system and adjusting an ignition timing by controlling an ignition actuator,
Target torque acquisition means for acquiring a target torque of the internal combustion engine;
Target intake air amount calculating means for calculating an intake air amount for realizing the target torque as a target intake air amount of the internal combustion engine;
Intake control means for controlling the intake actuator according to the target intake air amount;
Estimated intake air amount calculating means for calculating the intake air amount expected from the operation of the intake actuator as the expected intake air amount of the internal combustion engine;
Estimated torque calculating means for calculating a torque that can be realized with the estimated intake air amount as an estimated torque of the internal combustion engine;
Torque efficiency calculating means for calculating a ratio between the estimated torque and the target torque as torque efficiency;
An actual intake air amount calculating means for calculating an actual intake air amount of the internal combustion engine based on an output value of an air flow rate sensor disposed in the intake system of the internal combustion engine;
Torque correction value calculating means for calculating a torque difference obtained by converting a difference between the estimated intake air amount and the actual intake air amount as a torque correction value;
A target for calculating a target ignition timing for realizing a corrected target torque obtained by correcting the target torque with the torque correction value based on the torque efficiency, using a relationship between torque, efficiency, and ignition timing prepared in advance. Ignition timing calculation means;
Ignition control means for controlling the ignition actuator according to the target ignition timing;
A control device for an internal combustion engine, comprising: The intake control means includes an inverse model of an intake system model representing a response of an intake air amount to an operation of the intake actuator, and an operation amount obtained by inputting the target intake air amount into the inverse model is determined by the intake actuator. The intake actuator is controlled as a target operation amount,
The estimated intake air amount calculating means includes a forward model of the intake system model, and calculates an intake air amount obtained by inputting an operation amount of the intake actuator into the forward model as an estimated intake air amount of the internal combustion engine. The control apparatus for an internal combustion engine according to claim 1, wherein the control apparatus is provided. Target efficiency acquisition means for acquiring the target efficiency of the internal combustion engine;
Target torque correction means for correcting the target torque that is the basis of the target intake air amount by the target efficiency;
The control device for an internal combustion engine according to claim 1, further comprising:

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