JP5626182B2 - Control device for internal combustion engine - Google Patents

Description

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

  In general, a control device for an internal combustion engine is configured to detect a crank angle of the internal combustion engine with a crank angle sensor and perform various controls and processes based on the detected crank angle. The crank angle sensor detects the crank angle at predetermined crank angle intervals. If the crank angle interval is 10 CA (Crank Angle), for example, when the detection value of any sensor (for example, in-cylinder pressure sensor) is acquired every 10 CA, the sensor value is converted from analog to digital every 10 CA (hereinafter referred to as “AD conversion”). ”). Hereinafter, the interval time at which the crank angle is detected every 10 CA is referred to as “10 CA interval time”.

  When it is desired to acquire sensor values in increments smaller than the crank angle interval, for example, every 5 CA, a timer is set so that the sensor value is AD-converted after doubling the previous 10 CA interval time. . At this time, when the engine rotation speed is constant, the 10 CA interval time is also constant, so that the sensor value can be accurately acquired after 5 CA by the above method. However, when the engine speed increases, that is, when the internal combustion engine is accelerated, the current 10CA interval time is shorter than the previous 10CA interval time. The converted sensor value is actually a value at a later timing than after 5 CA. On the contrary, when the engine speed decreases, that is, when the internal combustion engine decelerates, the current 10CA interval time is longer than the previous 10CA interval time. The converted sensor value is actually a value at a timing earlier than after 5 CA. For this reason, the sensor value cannot be acquired with an accurate intermediate crank angle when the internal combustion engine is accelerated or decelerated.

In Patent Document 1, the time ΔTi-1 of the previous cycle is divided into n equal parts to calculate the division time (ΔTi-1) / n, and a predetermined number of division times have elapsed from the reference time i of the pulse signal in the current cycle. The crank angle at the timing Ti_k (k = 1, 2,..., N−1) is determined as the basic intermediate crank angle θi_k, and the value of a predetermined parameter such as PV ^κ related to the in-cylinder state at the timing Ti_k is The crank angle θi_k ′ that is equal to the parameter value at the reference time of the pulse signal in the cycle this time or earlier is calculated, the calculated crank angle θi_k ′ is compared with the basic intermediate crank angle θi_k, and the basic intermediate crank A control device for an internal combustion engine that determines whether the angle θi_k is correct or not is disclosed.

Japanese Patent Laid-Open No. 2007-40208 JP 2007-183263 A

However, in the apparatus disclosed in Patent Document 1, since it is necessary to calculate the value of a parameter such as PV ^κ in order to determine whether the basic intermediate crank angle θi_k is correct or not, the calculation load is heavy. Further, Patent Document 1 does not disclose how to correct the sensor value AD-converted with the basic intermediate crank angle θi_k when it is determined that the basic intermediate crank angle θi_k is not accurate.

  The present invention has been made in view of the above points, and controls an internal combustion engine that can accurately acquire parameters even at a crank angle between the crank angles detected by the crank angle detection means. An object is to provide an apparatus.

In order to achieve the above object, a first invention is a control device for an internal combustion engine,
Crank angle detecting means for detecting the crank angle of the internal combustion engine at predetermined crank angle intervals;
The first crank angle detected by the crank angle detecting means and the second crank angle detected next are respectively acquired predetermined parameters, and the first crank angle and the second crank angle are acquired. When the parameter is to be acquired at a predetermined intermediate crank angle that is after the first crank angle by an angle obtained by multiplying the crank angle interval by a predetermined ratio. The parameter is acquired at a first timing that is after the first crank angle detection timing by a time obtained by multiplying the interval time between the crank angle detection timing and the preceding crank angle detection timing by the predetermined ratio. Parameter acquisition means for
A second timing that is after the first crank angle detection timing by a time obtained by multiplying the interval time between the first crank angle detection timing and the second crank angle detection timing by the predetermined ratio. And parameter correction means for performing correction related to the parameter acquired at the first timing based on a time difference from the first timing;
It is characterized by providing.

The second invention is the first invention, wherein
When the first timing is later than the second timing, the parameter correction means includes a parameter acquired at the first crank angle and a parameter acquired at the first timing. The parameter at the intermediate crank angle is calculated by inserting, and when the first timing is before the second timing, the parameter acquired at the first timing and the second crank angle are calculated. The parameter at the intermediate crank angle is calculated by interpolating with the parameter acquired at the angle.

The third invention is the first or second invention, wherein
The parameter correction unit calculates a shift angle between the crank angle at the first timing and the crank angle at the second timing based on the shift time, and performs the correction based on the shift angle. It is characterized by that.

  According to the first invention, when the parameter is to be acquired at an intermediate crank angle between the first crank angle detected by the crank angle detecting means and the second crank angle detected next, The parameter is acquired at the first timing after the detection timing of the first crank angle by a time obtained by multiplying the interval time between the detection timing of the first crank angle and the detection timing of the preceding crank angle by a predetermined ratio. To do. A second timing that is after the first crank angle detection timing by a time obtained by multiplying an interval time between the first crank angle detection timing and the second crank angle detection timing by a predetermined ratio; Based on the deviation time from the first timing, it is possible to accurately correct the parameter acquired at the first timing.

  According to the second aspect of the invention, the parameter at the intermediate crank angle can be calculated with high accuracy regardless of whether the internal combustion engine is accelerating or decelerating.

  According to the third aspect of the invention, the above correction can be performed with high accuracy based on the deviation angle between the crank angle at the first timing and the crank angle at the second timing.

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 detection timing of the crank angle at the time of acceleration of an internal combustion engine, and the timing of AD conversion. It is a figure for demonstrating the correction method based on deviation angle (DELTA) CA. It is a figure for demonstrating the method to calculate the value of the cylinder pressure in intermediate | middle crank angle (theta) at the time of acceleration. It is a figure for demonstrating the method of calculating the value of the cylinder pressure in intermediate | middle crank angle (theta) at the time of deceleration.

  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.

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 an internal combustion engine 10. The internal combustion engine 10 can be preferably used as a power source for a vehicle or the like, for example. The number of cylinders and the cylinder arrangement of the internal combustion engine 10 are not particularly limited. Each cylinder of the internal combustion engine 10 is provided with a piston 12, an intake valve 14, an exhaust valve 16, a spark plug 18, and a fuel injector 20. In the illustrated configuration, the fuel injector 20 is provided so as to inject fuel into the intake port, but may be provided so as to inject fuel directly into the cylinder. Moreover, although the internal combustion engine 10 of the present embodiment is of a spark ignition type, the present invention can also be applied to a diesel engine or a premixed compression ignition internal combustion engine.

  An intake passage 22 is connected to the main body of the internal combustion engine 10 via an intake manifold (not shown), and an exhaust passage 24 is connected via an exhaust manifold (not shown). A throttle valve 30 for controlling the amount of intake air is arranged in the intake passage 22.

  Further, the system of the present embodiment includes a crank angle sensor 28 that detects the rotation angle (crank angle) θ of the crankshaft 26 of the internal combustion engine 10, an in-cylinder pressure sensor 32 that detects the pressure in the cylinder, and the internal combustion engine 10. An accelerator position sensor 34 for detecting a load command from the driver, an air flow meter (not shown) for detecting the intake air amount, and an ECU (Electronic Control Unit) 50 are further provided. The various sensors and actuators described above are electrically connected to the ECU 50. The ECU 50 controls the operation of the internal combustion engine 10 by driving each actuator based on information detected by each sensor.

  The in-cylinder volume V can be expressed as a function of the crank angle θ, that is, V (θ). The function V (θ) is determined by the specifications of the internal combustion engine 10 such as the cylinder bore, stroke, and connecting rod length. The ECU 50 stores in advance information (formula or map) for calculating the in-cylinder volume V based on the crank angle θ.

Since the in-cylinder pressure P varies with the crank angle θ, it can be expressed as P (θ). In the present embodiment, the ECU 50 acquires the value of the in-cylinder pressure P (θ) by performing AD conversion on the detection signal of the in-cylinder pressure sensor 32, and P (θ) × V (θ) or P (θ) × A value such as V (θ) ^κ (where κ is a specific heat ratio) is calculated, combustion is analyzed for each cycle using the calculated value, and the analysis result is used for various operation amounts (for example, the internal combustion engine 10 of the next cycle) , Fuel injection, ignition, valve timing, etc.) (hereinafter referred to as “in-cylinder pressure sensor use control”) is performed.

  The crank angle θ of one cycle of the internal combustion engine 10 is 0 to 720 °. Hereinafter, the unit of the crank angle θ is expressed as “CA”. Based on the signal from the crank angle sensor 28, the ECU 50 can detect the crank angle θ at a predetermined crank angle interval (in this embodiment, the interval is 10CA). The ECU 50 acquires the value of the in-cylinder pressure P by AD converting the detection signal of the in-cylinder pressure sensor 32 every time detection (interrupt) of the crank angle θ is input at intervals of 10 CA. Therefore, the ECU 50 can acquire the value of the in-cylinder pressure P at accurate crank angle positions at intervals of 10 CA.

  However, in order to increase the accuracy of the in-cylinder pressure sensor use control, it may be required to detect the in-cylinder pressure P at an interval finer than the 10CA interval. In such a case, the ECU 50 performs the following control. In the following description, a case will be described in which the value of the in-cylinder pressure P is to be acquired (AD conversion) at a frequency twice that of detection (interruption) of the crank angle θ, that is, at an interval of 5 CA.

  FIG. 2 is a diagram illustrating the relationship between the detection timing of the crank angle θ during acceleration of the internal combustion engine 10 and the AD conversion timing, and the horizontal axis represents time. A circular mark in FIG. 2 represents AD conversion performed at the timing of detection (interruption) of the crank angle θ every 10 CA. In the following description, the time between the crank angle detection timing and the next crank angle detection timing (that is, the crank angle detection timing after 10 CA) is referred to as “10CA interval time” and is represented by the symbol T10. The number of crank angle detections (interrupts) is represented by symbol i.

  In order to perform AD conversion at intervals of 5 CA, it is necessary to perform AD conversion even at a crank angle of 5 CA intermediate between crank angles detected every 10 CA (hereinafter referred to as “intermediate crank angle 5 CA”). In order to perform AD conversion at an intermediate crank angle of 5 CA, the ECU 50 performs AD conversion at a timing that is a time that is half the previous 10 CA interval time from the crank angle detection timing, that is, a time that is predicted to correspond to 5 CA. Set the timer (multiplication AD timer) to perform. The wedge-shaped mark in FIG. 2 represents the timing of AD conversion by the multiplied AD timer. Also, the inverted triangle mark in FIG. 2 indicates the timing after a time that is half the 10CA interval time from the current crank angle detection timing to the next crank angle detection timing. The timing indicated by the inverted triangle mark corresponds to the correct timing of the intermediate crank angle 5CA, that is, the original correct AD conversion timing.

  As can be understood from FIG. 2, when the current 10CA interval time 10T (i) is equal to the previous 10CA interval time 10T (i-1), the actual AD conversion timing 10T (i-1) by the multiplied AD timer is used. / 2 matches the original correct AD conversion timing 10T (i) / 2. That is, in this case, AD conversion can be performed at a correct timing that accurately corresponds to the position of the intermediate crank angle 5CA. When the engine rotation speed does not change and is constant (during steady operation), the 10 CA interval time is also constant. Thus, AD conversion is performed at the original correct AD conversion timing to obtain an accurate intermediate crank angle 5 CA. The value of the in-cylinder pressure P at the position can be acquired.

  On the other hand, when the engine speed changes, for example, at the time of acceleration in which the engine speed increases, there are the following problems. As shown in FIG. 2, at the time of acceleration, the 10CA interval time becomes gradually shorter, so that the current 10CA interval time 10T (i + 1) becomes shorter than the previous 10CA interval time 10T (i). For this reason, the actual AD conversion timing 10T (i) / 2 by the multiplied AD timer is later than the original correct AD conversion timing 10T (i + 1) / 2.

  On the contrary, when the engine rotational speed is decelerating, the illustration is omitted, but the 10CA interval time becomes gradually longer, and the actual AD conversion timing by the multiplication AD timer is earlier than the original correct AD conversion timing. It will be timing.

  In the following description, the deviation between the actual AD conversion timing (first timing) by the multiplied AD timer and the original correct AD conversion timing (second timing) is referred to as a deviation time and is represented by the symbol Δt. For convenience, Δt> 0 is set when the actual AD conversion timing by the multiplied AD timer is later than the original correct AD conversion timing (that is, at the time of acceleration), and the actual AD conversion timing by the multiplied AD timer is higher than the original correct AD conversion timing. When it becomes early (that is, when decelerating), Δt <0.

  As described above, when the internal combustion engine 10 is accelerated or decelerated, the AD conversion is performed by the multiplied AD timer because there is a shift time Δt between the actual AD conversion timing by the multiplied AD timer and the original correct AD conversion timing. The value of the in-cylinder pressure P is not the value of the in-cylinder pressure P at the accurate intermediate crank angle 5CA, and has an error. Therefore, in the present embodiment, the deviation between the crank angle at the timing when the actual AD conversion is performed by the multiplication AD timer and the crank angle at the original correct AD conversion timing (that is, the accurate intermediate crank angle 5CA position). (Hereinafter referred to as “deviation angle” and represented by the symbol ΔCA). Then, correction is performed based on the calculated deviation angle ΔCA.

As can be understood from FIG. 2, the deviation time Δt can be calculated by the following equation based on the current 10CA interval time 10T (i + 1) and the previous 10CA interval time 10T (i).
Δt = 10T (i) / 2-10T (i + 1) / 2 (1)

From 10T (i + 1): 10 = Δt: ΔCA, the deviation angle ΔCA can be calculated by the following equation.
ΔCA = Δt × 10 / 10T (i + 1) (2)

  FIG. 3 is a diagram for explaining a correction method based on the deviation angle ΔCA. FIG. 3 shows a change in the in-cylinder pressure P from the compression stroke to the expansion stroke. A white point in FIG. 3 indicates that the value of the in-cylinder pressure P is obtained by AD conversion of the detection signal of the in-cylinder pressure sensor 32. The ECU 50 can calculate the deviation angle ΔCA by the above equations (1) and (2). As shown in FIG. 3, for example, when the in-cylinder pressure P is acquired (AD conversion) aiming at BTDC (before top dead center) 45CA, if ΔCA = 1, the in-cylinder pressure P is actually acquired ( It can be known that the crank angle position after AD conversion was BTDC44CA delayed by 1CA from BTDC45CA.

Similarly, when ΔCA = 2 when the in-cylinder pressure P is acquired (AD conversion) aiming at the BTDC 35CA, the crank angle position at which the in-cylinder pressure P is actually acquired (AD conversion) is obtained from the BTDC 35CA. It can be known that the BTDC 33CA was delayed by 2CA. In the in-cylinder pressure sensor use control, for example, when calculating the value of P (θ) × V (θ) ^κ , an error will occur unless the crank angles of the in-cylinder pressure P and the in-cylinder volume V are accurately aligned. Occur. However, in the above case, if there is no information on the deviation angle ΔCA, the acquired in-cylinder pressure P is handled as a value in BTDC35CA, and a value of P (BTDC33CA) × V (BTDC35CA) ^κ is calculated. Therefore, the value of P (θ) × V (θ) ^κ cannot be accurately calculated. On the other hand, in the present embodiment, in the above case, it can be known that the crank angle position where the in-cylinder pressure P is actually acquired (AD conversion) is BTDC33CA based on the information of the deviation angle ΔCA. Therefore, the in-cylinder volume V (BTDC33CA) in BTDC33CA that is the crank angle position where the in-cylinder pressure P is actually acquired (AD conversion) is obtained, and the value P (BTDC33CA) × V (BTDC33CA) ^κ can be calculated. . Therefore, the value of P (θ) × V (θ) ^κ can be accurately calculated, and the accuracy of the in-cylinder pressure sensor utilization control can be improved.

  Note that the value of V (θ) at an arbitrary crank angle θ can be obtained by storing the mathematical expression of the function V (θ) in the ECU 50 in advance and performing the calculation each time. Further, in order to suppress such calculation load, for example, a map that associates the value of V (θ) for each predetermined crank angle such as 1 CA increment or 0.1 CA increment is stored in the ECU 50 in advance, and the map is stored. The value of V (θ) may be obtained by referring to it. In that case, the value of V (θ) can be obtained more accurately by ensuring a sufficient ROM capacity in the ECU 50 and making the increment of θ in the map of V (θ) finer.

  As described above, in the present embodiment, predetermined parameters (cylinders) are determined by the first crank angle detected based on the signal of the crank angle sensor 28 and the second crank angle after 10 CA detected next. The internal pressure P) is acquired (AD conversion), and the crank angle between the first crank angle and the second crank angle is obtained by multiplying the crank angle interval 10CA by a predetermined ratio 1/2 (5CA). 10 CA between the detection timing of the first crank angle and the detection timing of the crank angle before that when the parameter (in-cylinder pressure P) is to be acquired at the intermediate crank angle 5CA that is only after the first crank angle. By a timer at a first timing after the first crank angle detection timing by a time 10T (i) / 2, which is obtained by multiplying the interval time 10T (i) by the predetermined ratio 1/2. A time 10T obtained by acquiring a parameter (cylinder pressure P) and multiplying the 10CA interval time 10T (i + 1) between the detection timing of the first crank angle and the detection timing of the second crank angle by the predetermined ratio 1/2. The parameter (in-cylinder pressure P) acquired at the first timing based on the deviation time Δt between the second timing after the first crank angle detection timing by (i + 1) / 2 and the first timing. Make corrections.

  The present invention is not limited to the above-described embodiment. For example, the parameter (in-cylinder pressure P) is acquired at a plurality of intermediate crank angles between the first crank angle and the second crank angle. It is also applicable to. For example, a crank angle between a first crank angle and a second crank angle, which is an angle obtained by multiplying a crank angle interval 10CA by a predetermined ratio 1/4, 1/2, 3/4 (2.5 CA, 5 CA). , 7.5CA), when trying to acquire the parameters (in-cylinder pressure P) at three intermediate crank angles 2.5CA, 5CA, and 7.5CA that are after the first crank angle, the first crank angle 10T (i) / 4, which is obtained by multiplying the 10CA interval time 10T (i) between the detection timing of the crank angle and the detection timing of the preceding crank angle by the predetermined ratios 1/4, 1/2, 3/4, respectively. The parameters (in-cylinder pressure P) are acquired by the timer at three first timings after the detection timing of the first crank angle by 10T (i) / 2 and 30T (i) / 4, respectively, and the first crank angle of Time 10T (i + 1) / 4, 10T obtained by multiplying the 10CA interval time 10T (i + 1) between the output timing and the second crank angle detection timing by the predetermined ratios 1/4, 1/2, 3/4, respectively. (I + 1) / 2 and 30T (i + 1) / 4 based on the respective deviation times Δt between the three second timings respectively after the detection timing of the first crank angle and the three first timings. The correction relating to the parameter (cylinder pressure P) acquired at the three first timings may be performed. Further, the parameter acquired in the present invention is not limited to the in-cylinder pressure P, and can be similarly applied to various parameters related to the operation of the internal combustion engine 10.

Further, in the first embodiment described above, the “crank angle detecting means” in the first invention is realized by the ECU 50 detecting the crank angle at intervals of 10 CA based on the signal of the crank angle sensor 28. . Further, the “parameter acquisition means” according to the first aspect of the present invention is realized by the ECU 50 acquiring the value of the in-cylinder pressure P by AD converting the detection signal of the in-cylinder pressure sensor 32 at the timing described above. Further, when the ECU 50 calculates the value of P (θ) × V (θ) ^κ or P (θ) × V (θ) using the in-cylinder pressure P (θ) acquired by the multiplying AD timer, the deviation is generated. By correcting the value of the in-cylinder volume V (θ) based on the angle ΔCA, the “parameter correcting means” in the first invention is realized.

Embodiment 2. FIG.
Next, the second embodiment of the present invention will be described with reference to FIG. 4 and FIG. 5. The description will focus on the differences from the first embodiment described above, and the same matters will be described. Simplify or omit. FIG. 4 is a diagram for explaining a method for calculating the value of the in-cylinder pressure P at the intermediate crank angle θ during acceleration. FIG. 5 is a diagram for explaining a method for calculating the value of the in-cylinder pressure P at the intermediate crank angle θ during deceleration. In the present embodiment, the crank angle θ is represented by an angle of BTDC (before top dead center), and the direction in which θ decreases corresponds to the rotation direction of the crankshaft 26.

As shown in FIGS. 4 and 5, in the present embodiment, the first crank angle (θ + 5) detected based on the signal of the crank angle sensor 28 and the second crank after 10 CA detected next. The in-cylinder pressure value P (θ) at an intermediate crank angle θ that is between the angle (θ-5) and 5CA after the first crank angle (θ + 5) is interpolated (interpolated). Calculate by processing. In the description of the present embodiment, the value of the in-cylinder pressure obtained by AD conversion at the first crank angle (θ + 5) is P (θ + 5), and AD conversion is obtained at the second crank angle (θ-5). Let the value of the in-cylinder pressure thus obtained be P (θ-5). 4 and 5 exemplify the case where θ = BTDC35CA. Also, the crank angle at the actual AD conversion timing by the multiplication AD timer is θ ′, and the in-cylinder pressure value obtained by AD conversion by the multiplication AD timer is P (θ ′). With the above definition, the following equation holds.
ΔCA = θ−θ ′ (3)

  In the present embodiment, as in the first embodiment, the ECU 50 calculates the deviation angle ΔCA using the above-described equations (1) and (2).

  As described in the first embodiment, when the internal combustion engine 10 is accelerated, the AD conversion timing (first timing) by the multiplication AD timer is later than the original correct AD conversion timing (second timing). That is, Δt> 0. Therefore, in this case, the crank angle θ ′ at the AD conversion timing (first timing) by the multiplication AD timer is after the correct intermediate crank angle θ. That is, ΔCA> 0. In such a case, as shown in FIG. 4, the in-cylinder pressure value P (θ) at the intermediate crank angle θ is the in-cylinder pressure value P (θ + 5) acquired at the first crank angle (θ + 5). And the value P (θ ′) of the in-cylinder pressure acquired at the AD conversion timing (first timing) by the multiplication AD timer, and by interpolating (interpolating) from both values Can be calculated with high accuracy. In order to realize this interpolation processing, in this embodiment, the ECU 50 calculates the in-cylinder pressure value P (θ) at the intermediate crank angle θ by the following equation when the internal combustion engine 10 is accelerated.

P (θ) = {P (θ ′) − P (θ + 5)} / (5 + ΔCA) × 5 + P (θ + 5)
... (4)

  On the other hand, when the internal combustion engine 10 is decelerated, the AD conversion timing (first timing) by the multiplication AD timer is earlier than the original correct AD conversion timing (second timing). That is, Δt <0. Therefore, in this case, the crank angle θ ′ at the AD conversion timing (first timing) by the multiplication AD timer is before the correct intermediate crank angle θ. That is, ΔCA <0. In such a case, as shown in FIG. 5, the value P (θ) of the in-cylinder pressure at the intermediate crank angle θ is the value of the in-cylinder pressure acquired at the AD conversion timing (first timing) by the multiplication AD timer. Since it is a value between the value P (θ ′) and the in-cylinder pressure value P (θ-5) acquired at the second crank angle (θ-5), interpolation (interpolation) is performed from both values. ) Can be calculated with high accuracy. In order to realize this interpolation processing, in this embodiment, the ECU 50 calculates the in-cylinder pressure value P (θ) at the intermediate crank angle θ by the following equation when the internal combustion engine 10 is decelerated.

P (θ) = {P (θ−5) −P (θ ′)} / (ΔCA−5) × ΔCA + P (θ ′)
... (5)

  According to the second embodiment described above, the value P (θ) of the in-cylinder pressure at the intermediate crank angle θ is obtained with high accuracy by the interpolation process in both cases of acceleration and deceleration of the internal combustion engine 10. be able to. In the second embodiment described above, the ECU 50 calculates the in-cylinder pressure value P (θ) at the intermediate crank angle θ on the basis of the above formula (4) or (5). “Parameter correction means” is realized.

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Piston 14 Intake valve 16 Exhaust valve 18 Spark plug 20 Fuel injector 22 Intake passage 24 Exhaust passage 26 Crankshaft 28 Crank angle sensor 30 Throttle valve 32 In-cylinder pressure sensor 34 Accelerator position sensor 50 ECU

Claims (3)

Crank angle detecting means for detecting the crank angle of the internal combustion engine at predetermined crank angle intervals;
The first crank angle detected by the crank angle detecting means and the second crank angle detected next are respectively acquired predetermined parameters, and the first crank angle and the second crank angle are acquired. When the parameter is to be acquired at a predetermined intermediate crank angle that is after the first crank angle by an angle obtained by multiplying the crank angle interval by a predetermined ratio. The parameter is acquired at a first timing that is after the first crank angle detection timing by a time obtained by multiplying the interval time between the crank angle detection timing and the preceding crank angle detection timing by the predetermined ratio. Parameter acquisition means for
A second timing that is after the first crank angle detection timing by a time obtained by multiplying the interval time between the first crank angle detection timing and the second crank angle detection timing by the predetermined ratio. And parameter correction means for performing correction related to the parameter acquired at the first timing based on a time difference from the first timing;
A control device for an internal combustion engine, comprising:   When the first timing is later than the second timing, the parameter correction means includes a parameter acquired at the first crank angle and a parameter acquired at the first timing. The parameter at the intermediate crank angle is calculated by inserting, and when the first timing is before the second timing, the parameter acquired at the first timing and the second crank angle are calculated. 2. The control apparatus for an internal combustion engine according to claim 1, wherein the parameter at the intermediate crank angle is calculated by interpolating with the parameter acquired at the angle.   The parameter correction unit calculates a shift angle between the crank angle at the first timing and the crank angle at the second timing based on the shift time, and performs the correction based on the shift angle. 3. The control device for an internal combustion engine according to claim 1, wherein the control device is an internal combustion engine.

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