JP5045658B2 - Control device for internal combustion engine - Google Patents

Description

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

  There is known an internal combustion engine that includes both a port injector that injects fuel into an intake port and an in-cylinder injector that injects fuel into the cylinder. Japanese Patent Laid-Open No. 2005-330833 discloses that in such an internal combustion engine, when the intake pipe pressure is equal to or higher than a predetermined value, the fuel from only the in-cylinder injector is used for the purpose of suppressing the amount of fuel adhering to the intake port. A technique of injecting a gas is disclosed.

JP 2005-330833 A JP 2006-57624 A

  The prior art disclosed in the above publication is directed to a naturally aspirated engine that does not include a supercharger. In a naturally aspirated engine, the intake pipe pressure never becomes higher than atmospheric pressure. On the other hand, in the case of a supercharged engine, the engine is operated in a wide range from a region where the intake pipe pressure is lower than atmospheric pressure to a region where it is higher than atmospheric pressure. Such a supercharged engine has a problem that the amount of particulate matter (Particulate Matter) in the exhaust gas tends to increase.

  The present invention has been made in view of the above points, and provides a control device for an internal combustion engine that can reduce the amount of particulate matter discharged from a supercharged internal combustion engine that includes both a port injector and an in-cylinder injector. The purpose is to provide.

In order to achieve the above object, a first invention is a control device for an internal combustion engine,
An internal combustion engine in which the intake pipe pressure changes according to the load from a region lower than atmospheric pressure to a region higher than atmospheric pressure;
A port injector for injecting fuel into the intake port of the internal combustion engine;
An in-cylinder injector for injecting fuel into the cylinder of the internal combustion engine;
An intake pipe pressure detecting means for detecting an intake pipe pressure of the internal combustion engine;
Limiting means for limiting fuel injection from the port injector when the detected intake pipe pressure is greater than or equal to a predetermined pressure near atmospheric pressure;
It is characterized by providing.

The second invention is the first invention, wherein
The predetermined pressure is discharged from the internal combustion engine when it is assumed that the intake pipe pressure is increased from a region lower than atmospheric pressure to a region higher than atmospheric pressure while fuel injection from the port injector is performed. This corresponds to a threshold value when the particulate matter rapidly increases.

The third invention is the first or second invention, wherein
The predetermined pressure is such that when the intake pipe pressure is increased from a region lower than atmospheric pressure to a region higher than atmospheric pressure, the amount of air blown back from the cylinder of the internal combustion engine to the intake port becomes substantially zero. It corresponds to the threshold value at the time.

According to a fourth invention, in any one of the first to third inventions,
Representative temperature detecting means for detecting a representative temperature of the internal combustion engine;
Means for correcting the predetermined pressure based on the detected representative temperature;
It is characterized by providing.

According to a fifth invention, in any one of the first to fourth inventions,
An intake air temperature detecting means for detecting the intake air temperature;
Means for correcting the predetermined pressure based on the detected intake air temperature;
It is characterized by providing.

According to a sixth invention, in any one of the first to fifth inventions,
Fuel property detecting means for detecting the fuel property;
Means for correcting the predetermined pressure based on the detected fuel property;
It is characterized by providing.

According to a seventh invention, in any one of the first to sixth inventions,
An engine speed detecting means for detecting the engine speed;
Means for correcting the predetermined pressure based on the detected engine speed;
It is characterized by providing.

  According to the first invention, fuel injection from the port injector can be limited when the intake pipe pressure is equal to or higher than a predetermined pressure near atmospheric pressure. In the operation region where the intake pipe pressure is equal to or higher than the predetermined pressure, PM is easily discharged when port injection is performed. According to 1st invention, discharge | emission of PM can be suppressed reliably by restrict | limiting port injection in such an operation area | region.

  According to the second invention, the predetermined pressure can be set to a threshold value when PM due to port injection increases rapidly. For this reason, PM discharge can be more reliably suppressed.

  According to the third invention, the predetermined pressure can be set to a threshold value when the intake air blowback amount becomes substantially zero. The PM due to port injection increases rapidly when the amount of blow-back of intake air decreases and becomes almost zero. According to the third aspect of the invention, port injection can be limited in an operation region where the amount of blown back intake air is substantially zero, so that PM discharge can be more reliably suppressed.

  According to the fourth aspect of the invention, the intake pipe pressure when switching so as to limit the port injection can be corrected appropriately according to the representative temperature of the internal combustion engine. For this reason, PM discharge can be more reliably suppressed.

  According to the fifth aspect, the intake pipe pressure when switching so as to limit the port injection can be corrected appropriately according to the intake air temperature. For this reason, PM discharge can be more reliably suppressed.

  According to the sixth aspect, the intake pipe pressure when switching so as to limit the port injection can be appropriately corrected according to the fuel property. For this reason, PM discharge can be more reliably suppressed.

  According to the seventh aspect, the intake pipe pressure when switching so as to limit the port injection can be corrected appropriately according to the engine speed. For this reason, PM discharge can be more reliably suppressed.

Embodiment 1 FIG.
FIG. 1 is a diagram for explaining a system configuration according to the first embodiment of the present invention. As shown in FIG. 1, the system according to the first embodiment of the present invention includes a spark ignition type internal combustion engine 10. The internal combustion engine 10 is a power source such as a vehicle. The internal combustion engine 10 includes a plurality of cylinders. FIG. 1 shows a cross section of one of the cylinders.

  Each cylinder of the internal combustion engine 10 includes a piston 12, an intake valve 14, an exhaust valve 16, a spark plug 18, a port injector 20 that injects fuel into the intake port, and a cylinder (combustion chamber) directly. An in-cylinder injector 22 for injecting fuel is provided.

  The internal combustion engine 10 has a turbocharger 28 that can perform supercharging using exhaust energy. The turbocharger 28 includes a turbine 28b that recovers exhaust energy and a compressor 28a that is driven by the turbine 28b. The compressor 28 a is arranged in the middle of the intake passage 30, and the turbine 28 b is arranged in the middle of the exhaust passage 32.

  An air flow meter 34 that detects the amount of intake air is installed in the intake passage 30 upstream of the compressor 28a. An intercooler 36 for cooling the intake air compressed by the compressor 28a is installed on the downstream side of the compressor 28a. An intake air temperature sensor 38 for detecting the intake air temperature is installed on the downstream side of the intercooler 36. An electronically controlled throttle valve 40 is installed on the downstream side of the intake air temperature sensor 38. In the vicinity of the throttle valve 40, a throttle position sensor 42 for detecting the opening degree of the throttle valve 40 is installed.

  On the downstream side of the throttle valve 40, a surge tank 43 and an intake pressure sensor 44 for detecting the intake pipe pressure are provided.

  The system of the present embodiment includes an ECU (Electronic Control Unit) 50, an accelerator position sensor 45 that detects an accelerator pedal position, a crank angle sensor 46 that detects a crank angle of the internal combustion engine 10, and a cooling of the internal combustion engine 10. A water temperature sensor 47 for detecting the water temperature is further provided. The various sensors and actuators described above are electrically connected to the ECU 50. The ECU 50 controls the internal combustion engine 10 by controlling the operation of each actuator based on the signal from each sensor.

  In the following description, fuel injection from the port injector 20 is referred to as “port injection”, and fuel injection from the in-cylinder injector 22 is referred to as “in-cylinder injection”. In the internal combustion engine 10 of the present embodiment, the required fuel injection amount can be shared by the port injector 20 and the in-cylinder injector 22 for injection. Further, the entire required fuel injection amount can be injected from either the port injector 20 or the in-cylinder injector 22. That is, in the internal combustion engine 10 of the present embodiment, the ratio between the port injection amount and the in-cylinder injection amount (hereinafter also referred to as “injection sharing ratio”) is arbitrarily controlled from 100% vs. 0% to 0% vs. 100%. can do.

  When the ratio of the port injection amount is increased, there is an advantage that combustion fluctuation is reduced and torque fluctuation is reduced. On the other hand, when the ratio of the in-cylinder injection amount is increased, the in-cylinder temperature is lowered by taking the heat of vaporization in the cylinder, so that there is an advantage that knocking hardly occurs. On the other hand, when the ratio of the in-cylinder injection amount is increased, the engine oil tends to be easily diluted with fuel.

  In view of the above circumstances, in the system of the present embodiment, control is performed so that the injection sharing ratio between the port injection amount and the in-cylinder injection amount is optimized according to the operating state of the internal combustion engine 10. That is, the ECU 50 stores in advance a map that defines the relationship between the operating state (engine speed and engine load) of the internal combustion engine 10 and the optimal injection sharing ratio under the operating state. The ECU 50 calculates the port injection amount and the in-cylinder injection amount based on the injection sharing ratio map.

  According to the knowledge of the present inventor, in the internal combustion engine 10 as described above, when the engine load becomes greater than a specific value, the amount of particulate matter (Particulate Matter) discharged from the internal combustion engine 10 increases rapidly. There is a case. This increase in particulate matter (hereinafter referred to as “PM”) is considered to be caused by worsening atomization (atomization) of the port-injected fuel.

  FIG. 2 is a diagram showing the relationship between the engine load and the exhaust PM amount, the intake blowback amount and the intake pipe pressure in the case of port injection. As shown in FIG. 2, the intake pipe pressure of the internal combustion engine 10 increases as the engine load increases. Further, since turbocharging is performed by the turbocharger 28, the intake pipe pressure becomes higher than the atmospheric pressure in a region where the engine load is high.

  In the internal combustion engine 10, depending on the conditions, when the intake valve 14 is opened, the burned gas may temporarily flow backward from the cylinder to the intake port. This phenomenon is called intake air blow-back. The intake air blowback amount in FIG. 2 indicates the amount of gas blown back. The lower the intake pipe pressure, the greater the intake blowback amount. That is, as the intake pipe pressure increases, the intake blowback amount decreases. Then, when the intake pipe pressure exceeds a certain value in the vicinity of the atmospheric pressure, the intake air does not blow back. That is, the intake blowback amount becomes zero.

  As shown in FIG. 2, when the engine load (intake pipe pressure) is gradually increased from the low load region, the exhaust PM amount increases rapidly when the intake blowback amount becomes substantially zero. This is considered to be because the atomization of the port-injected fuel depends on the blow-back of the intake air, as will be described below.

  Port injection is normally performed when the intake valve 14 is closed. For this reason, the port-injected fuel once adheres to the intake valve 14. After that, when the intake valve 14 opens and the intake air blows back, atomization (atomization) of the fuel adhering to the intake valve 14 is promoted by the high-temperature burned gas that flows backward from the cylinder to the intake port. . Then, the sufficiently atomized fuel is sucked into the cylinder as the piston 12 descends and is used for combustion. A sufficiently atomized fuel burns well, so no PM is generated.

  On the other hand, if the intake air does not blow back, the atomization of the port-injected fuel becomes insufficient, and a fuel having a large particle diameter is sucked into the cylinder. As a result, combustion worsens, and it is considered that a large amount of PM is generated.

  The problem of PM emission caused by port injection as described above is a problem peculiar to a supercharged engine such as the internal combustion engine 10 of the present embodiment. In a naturally aspirated engine, the intake pipe pressure is close to atmospheric pressure only during full-load operation, and full-load operation does not normally continue for a long time, so PM emission due to port injection is a problem. It will never be. On the other hand, in the supercharged engine, since an operation region where the intake pipe pressure is equal to or higher than the atmospheric pressure is frequently used, it is necessary to suppress PM emission due to port injection.

  In the present embodiment, in order to prevent the PM discharge due to the port injection as described above, the port injection is limited based on the intake pipe pressure. As described above with reference to FIG. 2, the exhausted PM amount in the case of port injection increases rapidly when the intake air blowback amount becomes substantially zero. The intake blowback amount becomes almost zero when the intake pipe pressure becomes close to atmospheric pressure. Therefore, when the intake pipe pressure is increased, there is a predetermined pressure in the vicinity of the atmospheric pressure (for example, a pressure that is 5 kPa lower than the atmospheric pressure) that becomes a threshold value at which the amount of exhausted PM rapidly increases. This predetermined pressure is hereinafter referred to as “switching pressure”. In this embodiment, when the intake pipe pressure is equal to or higher than this switching pressure, port injection is prohibited and all necessary fuel is injected into the cylinder. Thereby, even in a region where the intake pipe pressure is equal to or higher than the switching pressure, PM discharge can be reliably suppressed.

[Specific Processing in Embodiment 1]
FIG. 3 is a flowchart of a routine executed by the ECU 50 in the present embodiment in order to realize the above function. According to the routine shown in FIG. 3, it is first determined whether or not the intake pipe pressure detected by the intake pressure sensor 44 is equal to or higher than the switching pressure (for example, atmospheric pressure -5 kPa) (step 100).

  If the intake pipe pressure is equal to or higher than the switching pressure in step 100, it can be predicted that a large amount of PM will be generated when port injection is performed because intake air does not blow back or is insufficient. In this case, it is next determined whether or not all or a part of the required fuel injection amount calculated by the ECU 50 is port-injected (step 102). When all or part of the required fuel injection amount is port-injected, the fuel injection method is changed so that the entire required fuel injection amount is injected into the cylinder (step 104). . Thereby, since port injection is stopped, generation | occurrence | production of PM can be prevented.

  On the other hand, if the intake pipe pressure is less than the switching pressure in step 100, it can be predicted that PM will not occur even if port injection is performed. In this case, it is next determined whether or not all or part of the required fuel injection amount is port-injected (step 106). If it is determined in step 106 that all or part of the required fuel injection amount is port-injected, it can be determined that port injection can be continued as it is. Therefore, in this case, the process of this routine is terminated here.

  On the other hand, when it is determined in step 106 that port injection has not been performed, that is, all of the necessary fuel injection amount has been injected into the cylinder, the current operation is displayed on the injection share ratio map. It is determined whether or not the region to which the state belongs is a region with 100% in-cylinder injection (step 108). If it is determined in step 108 that the in-cylinder injection region is 100%, the current actual fuel injection method matches the injection sharing ratio map, and it can be determined that there is no problem. Therefore, in this case, the process of this routine is terminated here.

  On the other hand, if it is determined in step 108 that the region is not in the in-cylinder injection 100% region, it can be determined that the current actual fuel injection method does not match the injection sharing ratio map. Such a situation occurs when the operating state changes from a region where the intake pipe pressure is high (high load region) to a region where the intake pipe pressure is low (low load region). That is, the region where the intake pipe pressure is lower than the switching pressure after the intake pipe pressure exceeds the switching pressure and is set to 100% in-cylinder injection (the region where port injection is specified on the injection sharing ratio map) This is the case when you come back to. In such a case, the fuel injection method is changed to a method that matches the injection sharing ratio map, that is, a method that uses port injection (step 110).

  In the above description, the switching pressure is assumed to be a fixed value. However, in the present invention, the switching pressure is corrected to a more appropriate value in accordance with the operating conditions, environmental conditions, fuel properties, and the like of the internal combustion engine 10. May be.

  For example, the switching pressure may be different between the cold time and the warm time. As shown in FIG. 4, when the internal combustion engine 10 is cold, the fuel is less likely to evaporate, so the intake pipe pressure when the exhausted PM amount due to port injection starts to increase rapidly tends to be lower than when it is warm. There is. In order to cope with such a tendency, when the internal combustion engine 10 is in a cold state, the switching pressure may be reduced. Hereinafter, a more specific description will be given with reference to FIGS. 5 and 6. 5 and 6 are a map and a flowchart for correcting the switching pressure based on the cooling water temperature, respectively.

  In the map shown in FIG. 5, when the cooling water temperature is lower than a predetermined value (here, 80 ° C.), it is determined that the internal combustion engine 10 is in a cold state, and correction is performed so that the switching pressure decreases. I have to. For this reason, in the flowchart shown in FIG. 6, it is first determined whether or not the cooling water temperature detected by the water temperature sensor 47 is 80 ° C. or higher (step 120). When the cooling water temperature is 80 ° C. or higher, it can be determined that the internal combustion engine 10 is in a warm state and correction of the switching pressure is unnecessary. Therefore, in this case, the processing of this routine ends here.

  On the other hand, when the cooling water temperature is lower than 80 ° C. in step 120, the switching pressure is calculated based on the map shown in FIG. 5 (step 122). According to the map shown in FIG. 5, the switching pressure is corrected to become lower as the cooling water temperature becomes lower. For this reason, as the temperature of the internal combustion engine 10 decreases, the intake pipe pressure at which port injection is prohibited (intake pipe pressure switched to 100% in-cylinder injection) is reduced. According to such control, PM emission can be more reliably suppressed even when the internal combustion engine 10 is cold.

  In the above example, the cooling water temperature is used as the representative temperature of the internal combustion engine 10, but the switching pressure may be corrected using another temperature such as an oil temperature.

  Further, even when the intake air temperature of the internal combustion engine 10 is low, such as in a cold region, the fuel is less likely to evaporate, so the intake pipe pressure when the exhausted PM amount due to port injection starts to increase tends to be low. In order to cope with such a tendency, when the intake air temperature is low, the switching pressure may be reduced. Such control can be performed similarly to the case of the cooling water temperature described above. That is, the switching pressure may be calculated based on the intake air temperature detected by the intake air temperature sensor 38.

  Further, the intake pipe pressure when the exhausted PM amount due to the port injection starts to increase rapidly also changes depending on the fuel property. For example, as shown in FIG. 7, when heavy fuel is used, the fuel is less likely to evaporate than when standard fuel is used. The intake pipe pressure at the beginning tends to be low. In order to cope with such a tendency, when heavy fuel is used, it may be corrected so as to lower the switching pressure. FIG. 8 is a flowchart for correcting the switching pressure based on the fuel properties.

  According to the map shown in FIG. 8, it is first determined whether or not heavy fuel is being used (step 130). A method for determining whether or not heavy fuel is used is not particularly limited. For example, the determination can be made based on the output of an air-fuel ratio sensor (not shown) at the time of starting as follows. At the time of starting, control for increasing the fuel injection amount is performed. The time from when the fuel increase is executed until the rich air-fuel ratio is detected by the air-fuel ratio sensor, and the value of the rich air-fuel ratio vary according to the evaporability of the fuel. That is, when heavy fuel is used, it is difficult for the fuel to evaporate, so the time until the rich air-fuel ratio is detected by the air-fuel ratio sensor becomes longer, or the detected air-fuel ratio becomes leaner. Or In this way, it can be determined whether heavy fuel is being used.

  If it is determined in step 130 that heavy fuel is not used, it can be determined that correction of the switching pressure is unnecessary. Therefore, in this case, the processing of this routine ends here. On the other hand, if it is determined in step 130 that heavy fuel is being used, the switching pressure is corrected to a value lower than normal (step 132).

  According to the control described above, when heavy fuel is used, the intake pipe pressure at which port injection is prohibited (intake pipe pressure switched to 100% in-cylinder injection) can be made lower than normal. For this reason, PM emission can be more reliably suppressed even when heavy fuel is used.

  In the above-described example, the fuel property (whether it is heavy fuel or standard fuel) is determined based on the output of the air-fuel ratio sensor at the time of starting. However, the fuel property determination method in the present invention is as follows. It is not limited to this. For example, a fuel property sensor that determines the fuel property based on the refractive index, the dielectric constant, etc. of the fuel may be provided to detect the fuel property directly.

  In the present invention, the fuel property to be detected is not limited to the severity, and may be, for example, the concentration of biofuel such as alcohol. Alcohol, which is an oxygen-containing fuel, has a characteristic that PM is difficult to generate. For this reason, when a mixed fuel of alcohol and gasoline is used, the higher the alcohol concentration, the higher the intake pipe pressure when the exhausted PM amount due to port injection starts to increase rapidly. In order to cope with such a tendency, the alcohol concentration of the fuel may be detected, and when the alcohol concentration is higher than a predetermined value, the switching pressure may be increased. According to such control, when fuel with a high alcohol concentration is used, the operating range in which port injection can be used can be expanded, so that the benefits of port injection can be enjoyed in a wider operating range. be able to.

  Furthermore, in the present invention, the switching pressure may be corrected according to the engine speed. When the engine speed is high, the intake air flow rate becomes fast, so that the port-injected fuel is easily evaporated. On the other hand, when the engine speed is low, the intake air flow rate becomes slow, so that the port-injected fuel is difficult to evaporate. Therefore, as the engine speed decreases, the intake pipe pressure when the exhausted PM amount due to port injection starts to increase rapidly tends to decrease. FIG. 9 is a diagram showing such a tendency and a map for calculating the switching pressure according to the engine speed. In the present invention, the switching pressure may be corrected according to the engine speed based on a map as shown in FIG. According to the map shown in FIG. 9, the lower the engine speed, the lower the switching pressure is corrected. For this reason, generation | occurrence | production of PM can be suppressed reliably also in the area | region where an engine speed is low.

  In the embodiment described above, when the intake pipe pressure becomes equal to or higher than the switching pressure, port injection is prohibited (stopped), and the entire injection amount is injected into the cylinder, but in the present invention, When the intake pipe pressure becomes equal to or higher than the switching pressure, it is not always necessary to completely stop the port injection, and the port injection may be limited so that the exhausted PM amount is equal to or less than an allowable value. Limiting port injection means, for example, setting an upper limit to the injection amount or injection sharing ratio of port injection.

  In the present invention, the supercharging method is not limited to the turbocharger, but may be a mechanical supercharger, or may be a method in which a turbocharger and a mechanical supercharger are combined.

  In the first embodiment described above, the intake pressure sensor 44 is the “intake pipe pressure detecting means” in the first invention, and the switching pressure is the “predetermined pressure” in the first, second and third inventions. The water temperature sensor 47 is the “representative temperature detecting means” in the fourth invention, the intake air temperature sensor 38 is the “intake air temperature detecting means” in the fifth invention, and the crank angle sensor 46 is the “engine” in the seventh invention. It corresponds to “rotational speed detection means”. Further, when the ECU 50 executes the routine shown in FIG. 3, the “restricting means” in the first aspect of the invention executes the processing of step 130, and the “fuel property detecting means in the sixth aspect of the invention. "Is realized.

It is a figure for demonstrating the system configuration | structure of Embodiment 1 of this invention. It is a figure which shows the relationship between the engine load and the amount of exhaust PM in the case of port injection, an intake blowback amount, and an intake pipe pressure. It is a flowchart of the routine performed in Embodiment 1 of the present invention. It is a figure which shows the relationship between the engine load and the amount of exhaust PM in the case of port injection, an intake blowback amount, and an intake pipe pressure. It is a map for correcting the switching pressure based on the cooling water temperature. It is a flowchart for correct | amending switching pressure based on cooling water temperature. It is a figure which shows the relationship between the engine load and the amount of exhaust PM in the case of port injection, an intake blowback amount, and an intake pipe pressure. It is a flowchart for correct | amending switching pressure based on a fuel property. It is a map for calculating switching pressure according to engine speed.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Piston 14 Intake valve 16 Exhaust valve 20 Port injector 22 In-cylinder injector 28 Turbocharger 30 Intake passage 32 Exhaust passage 34 Air flow meter 38 Intake temperature sensor 40 Throttle valve 43 Surge tank 44 Intake pressure sensor 45 Accelerator position sensor 47 Water temperature Sensor 50 ECU

Claims (6)

An internal combustion engine in which the intake pipe pressure changes according to the load from a region lower than atmospheric pressure to a region higher than atmospheric pressure;
A port injector for injecting fuel into the intake port of the internal combustion engine;
An in-cylinder injector for injecting fuel into the cylinder of the internal combustion engine;
An intake pipe pressure detecting means for detecting an intake pipe pressure of the internal combustion engine;
Limiting means for limiting fuel injection from the port injector when the detected intake pipe pressure is greater than or equal to a predetermined pressure near atmospheric pressure;
Equipped with a,
The predetermined pressure is discharged from the internal combustion engine when it is assumed that the intake pipe pressure is increased from a region lower than atmospheric pressure to a region higher than atmospheric pressure while fuel injection from the port injector is performed. control apparatus for an internal combustion engine, characterized that you equivalent to the threshold at which that particulate matter increases rapidly. An internal combustion engine in which the intake pipe pressure changes according to the load from a region lower than atmospheric pressure to a region higher than atmospheric pressure;
A port injector for injecting fuel into the intake port of the internal combustion engine;
An in-cylinder injector for injecting fuel into the cylinder of the internal combustion engine;
An intake pipe pressure detecting means for detecting an intake pipe pressure of the internal combustion engine;
Limiting means for limiting fuel injection from the port injector when the detected intake pipe pressure is greater than or equal to a predetermined pressure near atmospheric pressure;
With
The predetermined pressure is such that when the intake pipe pressure is increased from a region lower than atmospheric pressure to a region higher than atmospheric pressure, the amount of air blown back from the cylinder of the internal combustion engine to the intake port becomes substantially zero. A control apparatus for an internal combustion engine, characterized in that it corresponds to a threshold value at the time . Representative temperature detecting means for detecting a representative temperature of the internal combustion engine;
Means for correcting the predetermined pressure based on the detected representative temperature;
Control device according to claim 1 or 2 claim of the internal combustion engine, characterized in that it comprises a. An intake air temperature detecting means for detecting the intake air temperature;
Means for correcting the predetermined pressure based on the detected intake air temperature;
The control apparatus for an internal combustion engine according to any one of claims 1 to 3 , further comprising: Fuel property detecting means for detecting the fuel property;
Means for correcting the predetermined pressure based on the detected fuel property;
The control device for an internal combustion engine according to any one of claims 1 to 4 , further comprising: An engine speed detecting means for detecting the engine speed;
Means for correcting the predetermined pressure based on the detected engine speed;
The control device for an internal combustion engine according to any one of claims 1 to 5 , further comprising:

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