Control apparatus for internal combustion engine

A control apparatus for an internal combustion engine, comprising:

• an electronic control unit configured to:
• (i) calculate a theoretical ignition timing, the theoretical ignition timing being an ignition timing when a torque generated in each of cylinders belonging to the internal combustion engine as a motive power source of a vehicle is equal to a maximum theoretical generated torque when an air-fuel ratio of each of the cylinders is controlled to a theoretical air-fuel ratio,
• (ii) control at least one of the plurality of the cylinders to a rich cylinder whose air-fuel ratio is equal to a rich air-fuel ratio that is smaller than the theoretical air-fuel ratio, control the cylinders other than the at least one of the plurality of the cylinders to lean cylinders whose air-fuel ratio is equal to a lean air-fuel ratio that is larger than the theoretical air-fuel ratio, and determine whether or not a temperature raising process for raising a temperature of a catalyst that purifies exhaust gas is being executed,
• (iii) execute a first ignition correction when the temperature raising process is being executed, the first ignition correction being a correction for correcting an ignition timing in the rich cylinder toward a retardation side from the theoretical ignition timing such that the torque generated in the rich cylinder exceeds the torque generated in the rich cylinder at the theoretical ignition timing, and correcting an ignition timing in each of the lean cylinders toward an advancement side from the theoretical ignition timing such that the torque generated in each of the lean cylinders exceeds the torque generated in each of the lean cylinders at the theoretical ignition timing, and
• (iv) execute a second ignition correction when the temperature raising process is being executed and the internal combustion engine is in a low-load operating state, the second ignition correction being a correction for correcting the ignition timing in the rich cylinder further toward the retardation side such that the torque generated in the rich cylinder becomes equal to or smaller than the maximum theoretical generated torque and equal to or larger than the torque generated in each of the lean cylinders at the theoretical ignition timing, in addition to the correction according to the first ignition correction.