JP6485402B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine that controls a fuel injection amount of an injection valve.

  When fuel is injected from the injection valve, the length of the drive period of the injection valve is set according to the required injection amount. As described in Patent Document 1, in the initial stage of the driving period, a valve opening voltage higher than the battery voltage is supplied to the solenoid of the injection valve. Thus, when the valve opening voltage is started to be supplied to the solenoid, the current flowing through the solenoid increases, and the current reaches the peak current instruction value. Then, the supply voltage to the solenoid is switched from the valve opening voltage to the battery voltage so that the current flowing through the solenoid can be adjusted in the vicinity of a predetermined holding current.

JP 2010-249069 A

  By the way, the resistance value of the solenoid of the injection valve is smaller as the temperature of the solenoid is lower. The smaller the resistance value of the solenoid, the faster the current that flows through the solenoid when the valve opening voltage is supplied to the solenoid. Therefore, the time required for the current to reach the peak current instruction value. The peak current arrival time is shortened. At this time, if the supply voltage to the solenoid is switched from the valve opening voltage to the battery voltage when the current flowing through the solenoid reaches the peak current instruction value as described above, the required injection amount In the drive period set according to the above, the period during which the valve opening voltage is supplied to the solenoid of the injection valve is shortened, so that the injection valve is difficult to open. As a result, the fuel injection amount of the injection valve becomes smaller than the required injection amount. In particular, when performing partial lift injection in which the supply of voltage is stopped and fuel injection is stopped before the valve body of the injection valve is displaced to the fully open position, the fuel injection amount of the injection valve and the required injection amount are Deviation tends to increase.

  The objective of this invention is providing the control apparatus of the internal combustion engine which can suppress that the fuel injection quantity of an injection valve becomes smaller than a request | requirement injection quantity.

  The control device for an internal combustion engine for solving the above-described problem increases the drive period of the injection valve as the required injection amount increases when fuel is injected from the injection valve. The first voltage is supplied to the injector during the period until the flowing current reaches the peak current instruction value, and is lower than the first voltage during the period after the current flowing through the injector reaches the peak current instruction value. It is premised on a device that supplies the second voltage to the injection valve. The internal combustion engine control apparatus includes an arrival time acquisition unit that acquires a peak current arrival time that is a length of a period during which the first voltage is supplied to the injection valve during the drive period when the injection valve is driven; A current correction value calculation unit that calculates a peak current correction value based on the peak current arrival time acquired by the arrival time acquisition unit during the previous drive of the injection valve, and a fuel that supplies the peak current instruction value to the injection valve A peak current instruction value calculation unit that calculates a sum of a base peak current instruction value that is a value corresponding to the pressure of the current and a peak current correction value calculated by the current correction value calculation unit. The current correction value calculation unit calculates the target peak current arrival time, which is the peak current arrival time assuming that the peak current instruction value is equal to the base peak current instruction value, and calculates the peak current instruction value during the previous driving of the injector. It is calculated based on the base peak current instruction value used in the above. In addition, the current correction value calculation unit calculates the peak current arrival time correction value, which is the time extended by adding the peak current correction value to the base peak current instruction value in the peak current arrival time, the previous drive of the injection valve. It is calculated based on the peak current correction value calculated at times. Then, the current correction value calculation unit subtracts the peak current arrival time acquired by the arrival time acquisition unit during the previous driving of the injection valve from the sum obtained by adding the peak current arrival time correction value to the target peak current arrival time. The larger the deviation is, the larger the peak current correction value is.

  According to the above configuration, the target peak current arrival time is a value calculated based on the base peak current instruction value used for calculating the peak current arrival time during the previous driving of the injector, This corresponds to the peak current arrival time when it is assumed that the peak current instruction value during driving is equal to the base peak current instruction value. Further, the peak current arrival time correction value is calculated based on the peak current correction value used for calculating the peak current arrival time during the previous driving of the injection valve. The peak current instruction value is a value after the base peak current instruction value is corrected (that is, a value obtained by adding the peak current correction value to the base peak current instruction value).

  Therefore, in the above configuration, a deviation that is a difference obtained by subtracting the peak current arrival time acquired during the previous driving of the injection valve from the sum obtained by adding the peak current arrival time correction value to the target peak current arrival time is derived. The increase rate of the current flowing through the injection valve during the period during which the first voltage is supplied to the injection valve is larger than the increase rate assumed in design, and the larger the deviation is, the more the first drive period becomes. The period during which the voltage is supplied to the injection valve tends to be short. The shorter the period during which the first voltage is supplied to the injection valve, the more difficult it is to open the injection valve. Therefore, the injection amount of the injection valve tends to be smaller than the required injection amount.

  Therefore, in the above configuration, the peak current correction value is increased as the calculated deviation increases. As a result, the peak current instruction value set at the next fuel injection of the injection valve can be further increased. Thereby, even if the increase rate of the electric current which flows into the injection valve in the period which supplies a 1st voltage to an injection valve is large, the period which supplies the 1st voltage to the injection valve becomes difficult to become short. Therefore, since it is suppressed that it becomes difficult to open an injection valve, it can suppress that the fuel injection quantity of the injection valve becomes smaller than a request | requirement injection quantity.

The block diagram which shows the outline of an internal combustion engine provided with the control apparatus which is one Embodiment of the control apparatus of an internal combustion engine. The flowchart explaining the processing routine performed in order to calculate a peak electric current instruction value in the control apparatus of the embodiment. The flowchart explaining the processing routine performed in order to calculate a peak current correction value in the control apparatus of the embodiment. The map used when calculating the base peak current instruction value based on the fuel pressure in the delivery pipe in the control device of the embodiment. In the control apparatus of the embodiment, a map used when calculating a target peak current arrival time based on a base peak current instruction value. The map used when calculating the peak current arrival time correction value based on the peak current correction value in the control device of the embodiment. The map used when calculating a peak current correction value based on the peak current arrival time deviation in the control device of the embodiment. The timing chart which shows transition of the electric current which flows into a solenoid, when fuel is injected from a cylinder injection valve by the control apparatus of the embodiment.

Hereinafter, an embodiment of a control device for an internal combustion engine will be described with reference to FIGS.
FIG. 1 illustrates an internal combustion engine 10 including a control device 50 that is a control device for the internal combustion engine of the present embodiment. As shown in FIG. 1, the internal combustion engine 10 has a plurality of cylinders 11 (only one is shown in FIG. 1), and an air-fuel mixture containing fuel burns in an area above the piston 12 in the cylinder 11. Combustion chamber 13 is formed. Further, the internal combustion engine 10 is provided with an in-cylinder injection valve 14 that directly injects fuel into the combustion chamber 13 and an ignition plug 15 that ignites the air-fuel mixture. An intake passage 16 and an exhaust passage 17 are connected to the combustion chamber 13. The intake passage 16 is opened and closed with respect to the combustion chamber 13 by an intake valve 18, and the exhaust passage 17 is opened and closed with respect to the combustion chamber 13 by an exhaust valve 19. It has come to be.

  The in-cylinder injection valve 14 is an electromagnetic injection valve that is opened by supplying a voltage to the solenoid, and includes full lift injection (hereinafter referred to as “F / L injection”) and partial lift injection (hereinafter referred to as “P”). / L injection ”). The F / L injection is an injection mode in which the supply of voltage is stopped after the valve body of the in-cylinder injection valve 14 is displaced to the fully open position to stop the fuel injection, while the P / L injection is the in-cylinder injection valve 14. This is an injection mode in which the fuel supply is stopped by stopping the supply of voltage before the valve body is displaced to the fully open position.

  As shown in FIG. 1, the fuel supply system 20 of the internal combustion engine 10 includes a delivery pipe 21 in which fuel supplied to the in-cylinder injection valve 14 is temporarily stored, and a high pressure that pumps fuel from the fuel tank to the delivery pipe 21. And a fuel pump 22. In the fuel supply system 20, the fuel pressure PDP in the delivery pipe 21 can be controlled by the operation of the high-pressure fuel pump 22. The fuel pressure PDP in the delivery pipe 21 can be detected by the fuel pressure sensor 101.

Next, the functional configuration of the control device 50 will be described with reference to FIG.
As shown in FIG. 1, the control device 50 includes a booster circuit 51, a power supply switching unit 52, a drive circuit 53, an arrival time acquisition unit 54, and a current correction value calculation unit as functional units for driving the in-cylinder injection valve 14. 55, a peak current command value calculation unit 56 and an injection valve control unit 57.

  The booster circuit 51 boosts the battery voltage VL that is the voltage of the vehicle-mounted battery 70. Then, the booster circuit 51 outputs a boosted voltage VH that is a voltage obtained by boosting the battery voltage VL to the power supply switching unit 52. That is, in the present embodiment, among the boosted voltage VH and the battery voltage VL, the boosted voltage VH corresponds to the “first voltage”, and the battery voltage VL corresponds to the “second voltage”.

  The power supply switching unit 52 is a circuit that is driven based on a command from the injection valve control unit 57. That is, the power supply switching unit 52 selects either the battery voltage VL or the boosted voltage VH based on the command, and outputs the selected voltage to the drive circuit 53.

  The drive circuit 53 is a circuit that is driven based on a command from the injection valve control unit 57, generates a drive signal for driving the in-cylinder injection valve 14 based on the voltage input from the power supply switching unit 52, and drives the drive circuit 53. A signal is output to the cylinder injection valve 14.

  When the in-cylinder injection valve 14 is driven, the arrival time acquisition unit 54 measures the peak current arrival time TM1, which is the length of the period during which the boosted voltage VH is supplied to the solenoid. Then, the arrival time acquisition unit 54 outputs the measured peak current arrival time TM1 to the current correction value calculation unit 55.

  The current correction value calculation unit 55 calculates the peak current correction value IRR based on the peak current arrival time TM1 acquired from the arrival time acquisition unit 54. Then, the current correction value calculation unit 55 outputs the calculated peak current correction value IRR to the peak current instruction value calculation unit 56.

  The peak current instruction value calculation unit 56 receives the peak current correction value IRR input from the current correction value calculation unit 55 and the pressure of the fuel supplied to the in-cylinder injection valve 14, that is, the delivery pipe detected by the fuel pressure sensor 101. The peak current instruction value IR is calculated based on the fuel pressure PDP in the engine 21, and the calculated peak current instruction value IR is output to the injection valve control unit 57.

  The injection valve control unit 57 sets the length of the drive period of the in-cylinder injection valve 14 so as to increase as the required injection amount increases. The injection valve control unit 57 controls the power supply switching unit 52 and the drive circuit 53 based on the peak current instruction value IR input from the peak current instruction value calculation unit 56 during this drive period. That is, the injection valve control unit 57 switches the power source so that the boosted voltage VH is supplied to the solenoid during the drive period until the current Iinj flowing through the solenoid of the in-cylinder injection valve 14 reaches the peak current instruction value IR. The unit 52 is operated. The injection valve control unit 57 operates the drive circuit 53 so that the boosted voltage VH is continuously supplied to the solenoid during a period in which the boosted voltage VH is supplied to the solenoid of the in-cylinder injection valve 14. This increases the current Iinj flowing through the solenoid. On the other hand, the injection valve control unit 57 causes the battery voltage VL to be supplied to the solenoid during the period after the current Iinj flowing through the solenoid of the in-cylinder injection valve 14 reaches the peak current instruction value IR in the drive period. The power switching unit 52 is operated. The injection valve control unit 57 operates the drive circuit 53 so that the current Iinj flowing through the solenoid is held in the vicinity of the holding current during the period in which the battery voltage VL is supplied to the solenoid of the in-cylinder injection valve 14.

  Next, a processing routine executed by the peak current instruction value calculation unit 56 of the control device 50 in order to calculate the peak current instruction value IR will be described with reference to the flowchart shown in FIG. This processing routine is executed every predetermined control cycle.

  As shown in FIG. 2, in this processing routine, the peak current instruction value calculation unit 56 uses the map shown in FIG. 4, and base peak based on the fuel pressure PDP in the delivery pipe 21 detected by the fuel pressure sensor 101. A current instruction value IRB is calculated (step S11).

  The in-cylinder injection valve 14 becomes more difficult to open as the fuel pressure PDP in the delivery pipe 21 is higher. Therefore, the higher the fuel pressure PDP is, the larger the current Iinj flowing through the solenoid of the in-cylinder injection valve 14 is, and it is necessary to generate a larger electromagnetic force in the in-cylinder injection valve 14. The map shown in FIG. 4 shows the relationship between the fuel pressure PDP in the delivery pipe 21 and the base peak current instruction value IRB. As shown in FIG. 4, the base peak current instruction value IRB calculated using this map increases as the fuel pressure PDP increases.

  Returning to FIG. 2, the peak current instruction value calculation unit 56 calculates the peak current instruction value IR (== the sum of the calculated base peak current instruction value IRB and the peak current correction value IRR calculated by the current correction value calculation unit 55. IRB + IRR) is calculated (step S12). Then, the peak current instruction value calculation unit 56 once ends this processing routine.

  Next, a processing routine executed by the current correction value calculation unit 55 of the control device 50 to calculate the peak current instruction value IR will be described with reference to the flowchart shown in FIG. This processing routine is executed every predetermined control cycle.

  As shown in FIG. 3, in this processing routine, the current correction value calculation unit 55 acquires the peak current arrival time TM1 measured by the arrival time acquisition unit 54 when the in-cylinder injection valve 14 was driven last time (step S21). ). For example, the arrival time acquisition unit 54 measures the time until the current Iinj flowing through the solenoid reaches the peak current instruction value IR after the supply of the boosted voltage VH to the solenoid is started when the in-cylinder injection valve 14 is driven. Thus, the peak current arrival time TM1 is acquired.

  Subsequently, the current correction value calculation unit 55 uses the map shown in FIG. 5 based on the base peak current instruction value IRB used for calculating the peak current instruction value IR when the in-cylinder injection valve 14 is driven last time. The target peak current arrival time TMTr is calculated (step S22).

  This target peak current arrival time TMTr is a peak current arrival time assuming that the peak current instruction value IR is equal to the base peak current instruction value IRB when the in-cylinder injection valve 14 is driven last time. The map shown in FIG. 5 shows the relationship between the base peak current instruction value IRB and the target peak current arrival time TMTr. As shown in FIG. 5, the target peak current arrival time TMTr calculated using this map is the base peak current used for calculating the peak current instruction value IR when the in-cylinder injection valve 14 was driven last time. The larger the instruction value IRB is, the larger it is.

  Returning to FIG. 3, the current correction value calculation unit 55 uses the map shown in FIG. 6 to calculate the peak current arrival time correction value TMR based on the peak current correction value IRR at the previous driving time of the in-cylinder injection valve 14. (Step S23).

  This peak current arrival time correction value TMR is a time extended by adding the peak current correction value IRR to the base peak current instruction value IRB in the peak current arrival time TM1 when the in-cylinder injection valve 14 is driven last time. is there. The map shown in FIG. 6 shows the relationship between the peak current correction value IRR and the peak current arrival time correction value TMR. As shown in FIG. 6, the peak current arrival time correction value TMR calculated using this map increases as the peak current correction value IRR during the previous driving of the in-cylinder injection valve 14 increases. In this embodiment, the peak current correction value IRR may be “0”. In this case, the peak current arrival time correction value TMR is “0”.

  Returning to FIG. 3, the current correction value calculation unit 55 calculates the peak current arrival time deviation ΔTM1 (the difference obtained by subtracting the peak current arrival time TM1 from the sum of the peak current arrival time correction value TMR and the target peak current arrival time TMTr. = TMTr-TM1 + TMR) is derived (step S24).

  Here, the resistance value of the solenoid of the cylinder injection valve 14 varies depending on the temperature of the solenoid. In addition, since the characteristics (resistance value, etc.) of the elements constituting the booster circuit 51 vary depending on the temperature of the booster circuit 51, the magnitude of the boosted voltage VH generated by the booster circuit 51 also varies depending on the temperature of the booster circuit 51. is there. Thus, when the resistance value of the solenoid of the in-cylinder injection valve 14 and the boosted voltage VH supplied to the solenoid change, the increasing speed of the current Iinj during the period during which the boosted voltage VH is supplied to the solenoid changes. For example, when the temperature of the solenoid is extremely low and the resistance value of the solenoid is small, it is the length of the period from when the boosted voltage VH starts to be supplied to the solenoid until the current Iinj flowing through the solenoid reaches the peak current instruction value IR. The peak current arrival time TM1 tends to be short. And the shorter the peak current arrival time TM1, the more difficult the cylinder injection valve 14 opens. The driving period of the in-cylinder injection valve 14 is set to a value corresponding to the required injection amount. Therefore, if the peak current arrival time TM1 is short, the fuel injection amount of the in-cylinder injection valve 14 will be smaller than the required injection amount.

  The peak current instruction value IR is a value after the base peak current instruction value IRB is corrected (that is, a value obtained by adding the peak current correction value IRR to the base peak current instruction value IRB). On the other hand, the target peak current arrival time TMTr is the peak current arrival time when it is assumed that the peak current instruction value IR at the previous driving of the in-cylinder injection valve 14 is equal to the base peak current instruction value IRB. Therefore, in this embodiment, the peak current arrival time deviation ΔTM1 is obtained by subtracting the peak current instruction value IR from the sum of the base peak current instruction value IRB and the peak current correction value IRR. When the peak current arrival time deviation ΔTM1 is substantially equal to “0”, it can be determined that there is almost no deviation between the fuel injection amount of the in-cylinder injection valve 14 and the required injection amount. On the other hand, when the peak current arrival time deviation ΔTM1 is larger than “0”, the larger the peak current arrival time deviation ΔTM1, the more the injection amount difference, which is the difference obtained by subtracting the fuel injection amount of the in-cylinder injection valve 14 from the required injection amount. It can be judged that it is large.

  Therefore, the current correction value calculation unit 55 determines whether or not the calculated peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH (step S25). This deviation determination value ΔTM1TH is set to a value larger than “0”, and it is determined whether or not the peak current instruction value IR needs to be corrected in order to bring the injection amount difference close to “0”. Is the value set to. Therefore, when the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH, it is determined that the increasing speed of the current Iinj flowing through the solenoid is excessively large and the period for supplying the boosted voltage VH to the in-cylinder injection valve 14 is shortened. Therefore, it can be determined that the peak current instruction value IR needs to be corrected.

  When the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH (step S25: YES), the current correction value calculation unit 55 uses the map shown in FIG. 7 and peaks based on the peak current arrival time deviation ΔTM1. A current correction value IRR is calculated (step S26). The map shown in FIG. 7 shows the relationship between the peak current arrival time deviation ΔTM1 and the peak current correction value IRR. As shown in FIG. 7, the peak current correction value IRR calculated using this map is larger as the peak current arrival time deviation ΔTM1 is larger when the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH. Become. Thereafter, the current correction value calculation unit 55 once ends this processing routine.

  On the other hand, when the peak current arrival time deviation ΔTM1 is equal to or less than the deviation determination value ΔTM1TH, the increase rate of the current Iinj flowing through the solenoid of the in-cylinder injection valve 14 does not increase so much. It can be determined that it is unnecessary. Therefore, as shown in FIG. 3, when the peak current arrival time deviation ΔTM1 is equal to or smaller than the deviation determination value ΔTM1TH (step S25: NO), the current correction value calculation unit 55 sets the peak current correction value IRR to “0”. (Step S27). Thereafter, the current correction value calculation unit 55 once ends this processing routine.

  Next, with reference to FIG. 8, the operation of the in-cylinder injection valve 14 during fuel injection will be described together with effects. In FIG. 8, the broken line represents the transition of the current Iinj when the temperature of the solenoid of the in-cylinder injection valve 14 is normal temperature and the resistance value of the solenoid is not small. The solid line represents the transition of the current Iinj when the solenoid temperature is extremely low and the resistance value of the solenoid is small. Further, the two-dot chain line represents the transition of the current Iinj when the peak current instruction value IR is equal to the base peak current instruction value IRB even when the solenoid temperature is extremely low and the resistance value of the solenoid is small.

  As shown in FIG. 8, when the temperature of the solenoid of the in-cylinder injection valve 14 is extremely low and the resistance value of the solenoid is small, such as during cold start, the solenoid during the period during which the boosted voltage VH is supplied to the solenoid The increase rate of the current Iinj flowing through the capacitor becomes larger than the increase rate assumed in design. The increase rate assumed in this design is the increase rate of the current Iinj when the temperature of the solenoid is normal temperature, and is represented by a broken line in FIG.

  In such a case, since the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH, the peak current correction value IRR is calculated based on the peak current arrival time TM1. As a result, the peak current instruction value IR becomes larger than the base peak current instruction value IRB based on the fuel pressure PDP in the delivery pipe 21 at that time. That is, the peak current arrival time TM1 is longer than the target peak current arrival time TMTr based on the base peak current instruction value IRB by the peak current arrival time correction value TMR based on the peak current correction value IRR. As a result, even if the increasing speed of the current Iinj flowing through the solenoid during the period during which the boosted voltage VH is supplied to the solenoid of the in-cylinder injection valve 14 is large, the period during which the boosted voltage VH is supplied to the solenoid is not easily shortened. As a result, the in-cylinder injection valve 14 generates a sufficiently large electromagnetic force, so that the in-cylinder injection valve 14 is easily opened. Therefore, since it is suppressed that the in-cylinder injection valve 14 becomes difficult to open as described above, it is possible to suppress the fuel injection amount of the in-cylinder injection valve 14 from being smaller than the required injection amount. Such an effect is prominent when performing P / L injection with a small required injection amount.

  When the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH, the peak current correction value IRR is set to a value corresponding to the peak current arrival time deviation ΔTM1 (see FIG. 7). Therefore, the peak current instruction value IR that is the sum of the peak current correction value IRR and the base peak current instruction value IRB is set to an appropriate value.

The above embodiment may be changed to another embodiment as described below.
In the above embodiment, when the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH, the peak current correction value IRR is gradually increased as the peak current arrival time deviation ΔTM1 increases. However, the present invention is not limited to this, and when the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH, the peak current correction value IRR is stepped so that the peak current correction value IRR increases as the peak current arrival time deviation ΔTM1 increases. It may be made larger.

  When the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH, the peak current correction value IRR is fixed at a predetermined value (> 0), and the peak current arrival time deviation ΔTM1 is equal to or less than the deviation determination value ΔTM1TH. Alternatively, the peak current correction value IRR may be set to “0”.

  When the peak current arrival time deviation ΔTM1 is larger than “0”, the peak current correction value IRR is set to be smaller than “0” regardless of whether the peak current arrival time deviation ΔTM1 is larger than the deviation determination value ΔTM1TH. You may make it set to a big value. In this case, the peak current correction value IRR may be increased as the peak current arrival time deviation ΔTM1 increases.

  When the peak current arrival time deviation ΔTM1 is smaller than “0”, the increase rate of the current Iinj flowing through the solenoid during the period during which the boosted voltage VH is supplied to the solenoid of the in-cylinder injection valve 14 is assumed in the design. Since it is smaller than the increasing speed, it can be determined that the period during which the boosted voltage VH is supplied to the solenoid of the in-cylinder injection valve 14 tends to be long. Therefore, when the peak current arrival time deviation ΔTM1 is smaller than “0”, the peak current correction value IRR is set to a value smaller than “0”, and the peak current instruction value IR is smaller than the base peak current instruction value IRB. You may make it do. In this case, the peak current correction value IRR may be set to a smaller value as the peak current arrival time deviation ΔTM1 is smaller. According to this configuration, the peak current instruction value IR can be reduced as the in-cylinder injection valve 14 is more easily opened, so that the power consumption in the in-cylinder injection valve 14 can be reduced.

  In the above embodiment, the example in which the control device for the internal combustion engine is applied to the internal combustion engine that varies the fuel pressure PDP in the delivery pipe 21 has been described. However, the fuel pressure PDP in the delivery pipe 21 is preset. You may apply to the internal combustion engine hold | maintained with a predetermined pressure. In this case, since the base peak current instruction value IRB is fixed at a value corresponding to the predetermined pressure, the base peak current instruction value IRB may be stored in the memory of the control device 50 in advance.

  When the control device 50 can generate a plurality of types of boosted voltages having different sizes, if the boosted voltage is lower than the second voltage, the boosted voltage higher than the battery voltage VL is set to the first boosted voltage. It may be used as a voltage.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 14 ... In-cylinder injection valve, 50 ... Control apparatus, 54 ... Arrival time acquisition part, 55 ... Current correction value calculation part, 56 ... Peak electric current instruction value calculation part.

Claims (1)

When fuel is injected from the injection valve, the drive period of the injection valve is lengthened as the required injection amount increases, and in the period of the drive period, the current flowing through the injection valve reaches the peak current indication value. An internal combustion engine that supplies a voltage of 1 to the injection valve and supplies a second voltage lower than the first voltage to the injection valve in a period after the current flowing through the injection valve reaches a peak current instruction value. In the control device of
An arrival time acquisition unit that acquires a peak current arrival time that is the length of a period during which the first voltage is supplied to the injection valve during the drive period when the injection valve is driven;
A current correction value calculation unit that calculates a peak current correction value based on the peak current arrival time acquired by the arrival time acquisition unit during the previous drive of the injection valve;
The peak current instruction value is a sum obtained by adding a base peak current instruction value that is a value corresponding to the pressure of fuel supplied to the injection valve and a peak current correction value calculated by the current correction value calculation unit. A peak current instruction value calculation unit for calculating,
The current correction value calculator is
The target peak current arrival time, which is the peak current arrival time assuming that the peak current instruction value is equal to the base peak current instruction value, is used for calculation of the peak current instruction value during the previous driving of the injector. Calculated based on the base peak current indication value,
A peak current arrival time correction value, which is a time extended by adding the peak current correction value to the base peak current indication value in the peak current arrival time, is calculated when the injection valve is last driven. Calculate based on the correction value,
A deviation that is a difference obtained by subtracting the peak current arrival time acquired by the arrival time acquisition unit during the previous driving of the injection valve from the sum of adding the peak current arrival time correction value to the target peak current arrival time. The control apparatus for an internal combustion engine, wherein the peak current correction value is increased as the value increases.

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