JP6084674B1 - Internal combustion engine control device - Google Patents

Abstract

When a fuel injection amount is controlled in accordance with the rotational speed of an internal combustion engine, the rotational speed is gradually increased while suppressing a rapid decrease in the rotational speed between adjacent combustion / expansion strokes of the internal combustion engine, and torque shock And suppress hunting. In an internal combustion engine control apparatus 100 applied to a single-cylinder internal combustion engine 1, a fuel injection amount calculation unit 112 increases a first corrected fuel injection amount and a first corrected fuel injection amount. A corrected fuel injection amount TI including the corrected second fuel injection amount, and a first period T1 in which the corrected fuel injection amount TI is set to the first corrected fuel injection amount; A period following the first period T1 and a second period T2 in which the corrected fuel injection amount TI is set to the second corrected fuel injection amount, and a correction execution cycle with a basic period T as a period. The fuel injection is controlled so that the corrected fuel injection amount TI is injected into the internal combustion engine 1, and the basic period T is set shorter as the rotational speed NE of the internal combustion engine 1 is higher. [Selection] Figure 1

Description

  The present invention relates to an internal combustion engine control device, and more particularly to a single cylinder internal combustion engine in which fuel is supplied by fuel injection, and controls fuel injection so that a corrected fuel injection amount is injected into the internal combustion engine. The present invention relates to an internal combustion engine control device.

  2. Description of the Related Art Conventionally, there is known an internal combustion engine control device that stops the supply of fuel such as fuel injection when the rotational speed of the internal combustion engine exceeds a predetermined rotational speed in order to prevent the internal combustion engine from excessively increasing. It has been.

  Specifically, Patent Document 1 relates to a method and apparatus for controlling the rotational speed of an internal combustion engine for an air-fuel mixture compression spark ignition type vehicle, and reaches an allowable maximum rotational speed of the internal combustion engine in which at least one of fuel supply and ignition is interrupted. Previously, a configuration is disclosed in which the fuel-air mixture supplied to the internal combustion engine is thinned and the ignition timing is advanced at a preset rotational speed or higher.

  Patent Document 2 relates to an engine fuel supply device. When the engine speed becomes equal to or higher than a set speed for preventing overspeed, the fuel injection amount is gradually reduced and whether the engine is in a loaded state or not. A configuration for switching the reduction rate of the fuel injection amount accordingly is disclosed.

  Patent Document 3 relates to an engine control device, a control method, and a saddle-ride type vehicle. In an engine having a plurality of cylinders, fuel injection of some cylinders is performed when the engine speed is equal to or higher than a first predetermined speed. A configuration is disclosed in which the amount is decreased in accordance with the engine speed, and when the engine speed is equal to or higher than a second predetermined speed higher than the first predetermined speed, the ignition timings of all cylinders are retarded.

JP 59-90743 A JP-A-1-318741 Japanese Patent No. 4845130

  However, according to the study of the present inventor, in the configurations disclosed in Patent Document 1 to Patent Document 3, the fuel injection amount injected into the internal combustion engine in accordance with a predetermined elapsed time, a predetermined rotational speed of the internal combustion engine, or the like. When this configuration is applied to a single-cylinder internal combustion engine in which a change in the fuel injection amount has a great influence on a change in the rotational speed of the internal combustion engine, the adjacent combustion / expansion of the internal combustion engine It is conceivable that the number of revolutions is suddenly reduced between strokes, and as a result, the torque shock generated by the internal combustion engine increases and the hunting of the internal combustion engine tends to occur excessively.

  The present invention has been made through the above-described studies, and suppresses a rapid decrease in the rotational speed between adjacent combustion / expansion strokes of the internal combustion engine when controlling the fuel injection amount in accordance with the rotational speed of the internal combustion engine. An object of the present invention is to provide an internal combustion engine controller that can increase the rotational speed gently while suppressing an increase in torque shock and occurrence of hunting.

  In order to achieve the above object, the present invention is mounted on a single-cylinder internal combustion engine, and the higher the number of revolutions of the internal combustion engine, the lower the fuel injection amount injected into the internal combustion engine and the lower the fuel injection amount. An internal combustion engine control device comprising: a fuel injection amount calculation unit that calculates the fuel injection amount; and a fuel injection control unit that performs injection control with the fuel injection amount calculated by the fuel injection amount calculation unit. The fuel injection amount including a first fuel injection amount and a second fuel injection amount increased from the first fuel injection amount is calculated, and the fuel injection control unit controls the internal combustion engine. A first period in which the fuel injection amount to be injected is set to the first fuel injection amount, and a period following the first period, wherein the fuel injection amount to be injected into the internal combustion engine is the second period A second period set as the fuel injection amount According to the first aspect, control is performed so that the fuel injection amount is injected into the internal combustion engine at a correction execution cycle as a period, and the basic period is set shorter as the rotational speed of the internal combustion engine is higher. To do.

  According to the present invention, in addition to the first aspect, the fuel injection amount calculation unit includes a plurality of divided rotation speed areas defined by dividing a rotation speed area equal to or lower than an allowable maximum rotation speed of the internal combustion engine into a plurality of areas. The amount of decrease in the first fuel injection amount of the fuel injection amount is higher when the rotational speed of the internal combustion engine is higher corresponding to the plurality of divided rotational speed regions. It becomes a 2nd situation to become larger so much.

  In the present invention, in addition to the first or second aspect, the fuel injection amount calculation unit may change the first fuel during the transition from the first period to the second period in the basic period. It is a third aspect to calculate the second fuel injection amount that gradually increases from the injection amount.

  In the present invention, in addition to any one of the first to third aspects, the fuel injection amount calculation unit shifts from the second period in the basic period to the first period in the subsequent basic period. In this case, the fourth aspect is to calculate the first fuel injection amount as the fuel injection amount.

  The above-described internal combustion engine control device according to the first aspect of the present invention is applied to a single-cylinder internal combustion engine, and according to the internal combustion engine control device, the fuel injection amount calculation unit includes the first And the second fuel injection amount increased from the first fuel injection amount, and the fuel injection control unit determines the fuel injection amount to be injected into the internal combustion engine. A first period that is set to one fuel injection amount, and a second period that is a period following the first period and that sets the fuel injection amount to be injected into the internal combustion engine to the second fuel injection amount. The basic period is set to be shorter as the number of revolutions of the internal combustion engine is higher. When controlling the fuel injection amount according to the rotational speed of the engine, the adjacent fuel · While preventing rapid decrease rotational speed of between expansion stroke slowly can increase the rotational speed, it is possible to suppress the increase and occurrence of hunting of the torque shock.

  Further, according to the internal combustion engine control apparatus according to the second aspect of the present invention, the fuel injection amount calculation unit is defined by dividing a rotation speed region equal to or less than the maximum allowable rotation speed of the internal combustion engine into a plurality of regions. The fuel injection amount is calculated corresponding to the divided rotation speed region, and the reduction degree of the first fuel injection amount of the fuel injection amount increases as the rotation speed of the internal combustion engine corresponding to the plurality of divided rotation speed regions increases. Since it becomes larger, the rotational speed of the internal combustion engine can be surely and slowly increased.

  Moreover, according to the internal combustion engine control apparatus according to the third aspect of the present invention, when the fuel injection amount calculation unit shifts from the first period to the second period in the basic period, the first fuel injection is performed. Since the second fuel injection amount that gradually increases from the amount is calculated, the rotational speed of the internal combustion engine can be increased smoothly and surely slowly.

  Further, according to the internal combustion engine control apparatus according to the fourth aspect of the present invention, when the fuel injection amount calculation unit shifts from the second period in the basic period to the first period in the subsequent basic period, Since the first fuel injection amount is calculated as the fuel injection amount, the rotational speed of the internal combustion engine can be quickly returned to the first corrected fuel injection amount to suppress the unnecessary increase, and the internal combustion engine. The number of rotations can be increased more reliably and gently.

FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine and an internal combustion engine control device applied thereto in an embodiment of the present invention. FIG. 2 is a flowchart showing the flow of the correction coefficient calculation process of the fuel injection amount calculation process executed by the internal combustion engine controller according to the present embodiment. FIG. 3 is a flowchart showing the flow of the correction data switching process during the correction coefficient calculation process shown in FIG. FIG. 4 is a timing chart for explaining the flow of the correction coefficient calculation process of the fuel injection amount calculation process executed by the internal combustion engine controller according to the present embodiment.

  Hereinafter, an internal combustion engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of internal combustion engine]
First, the configuration of an internal combustion engine to which the internal combustion engine control apparatus according to the present embodiment is applied will be described with reference to FIG.

  FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine and an internal combustion engine control device applied thereto in the present embodiment.

  As shown in FIG. 1, an internal combustion engine 1 to which an internal combustion engine control apparatus 100 according to this embodiment is applied is a single-cylinder internal combustion engine mounted on a vehicle such as a two-wheeled vehicle (not shown). A cylinder block 2 having 2a is provided. A coolant passage 3 through which coolant for cooling the cylinder block 2 flows is formed in a side wall of a portion corresponding to the cylinder 2 a of the cylinder block 2. The internal combustion engine 1 to which the internal combustion engine control apparatus 100 according to the present embodiment is applied is typically a 4-stroke 1-cycle internal combustion engine, but may be a 2-stroke 1-cycle internal combustion engine as necessary. Good.

  A piston 4 is disposed inside the cylinder 2a. The piston 4 is connected to the crankshaft 6 via a connecting rod 5. The crankshaft 6 is provided with a reluctator 7 that rotates coaxially therewith. On the outer peripheral surface of the reluctator 7, a plurality of teeth 7 a are juxtaposed in a predetermined pattern in the circumferential direction.

  A cylinder head 8 is assembled to the upper part of the cylinder block 2. The inner wall surface of the cylinder block 2, the upper surface of the piston 4, and the inner wall surface of the cylinder head 8 cooperate to define the combustion chamber 9 of the cylinder 2a.

  The cylinder head 8 is provided with a spark plug 10 that ignites a mixture of fuel and air in the combustion chamber 9. There may be a plurality of spark plugs 10 for the combustion chamber 9.

  The cylinder head 8 is assembled with an intake pipe 11 that communicates with the combustion chamber 9. In the cylinder head 8, an intake passage 11 a that communicates the combustion chamber 9 and the intake pipe 11 is formed. An intake valve 12 is provided at a corresponding connection portion between the combustion chamber 9 and the intake passage 11a. Note that the number of intake pipes 11 and intake passages 11a is equal to the number of cylinders 2a, and thus is one in this embodiment.

  The intake pipe 11 is provided with an injector 13 for injecting fuel therein. The intake pipe 11 is provided with a throttle valve 14 on the upstream side of the injector 13. The throttle valve 14 is a component of a throttle device (not shown), and the main body of the throttle device is assembled to the intake pipe 11. The injector 13 may inject fuel directly into the corresponding combustion chamber 9. The number of injectors 13 and throttle valves 14 may be plural.

  The cylinder head 8 is assembled with an exhaust pipe 15 that communicates with the combustion chamber 9. An exhaust passage 15a is formed in the cylinder head 8 to communicate the combustion chamber 9 and the exhaust passage 15a. An exhaust valve 16 is provided at a corresponding connection portion between the combustion chamber 9 and the exhaust pipe 15. Note that the number of the exhaust pipes 15 and the exhaust passages 15a is equal to the number of the cylinders 2a, and is one in this embodiment.

[Configuration of internal combustion engine controller]
Next, the configuration of the internal combustion engine control apparatus 100 in the present embodiment will be described with reference to FIG.

  As shown in FIG. 1, the internal combustion engine control apparatus 100 according to the present embodiment is electrically connected to a water temperature sensor 101, a crank angle sensor 102, an intake air temperature sensor 103, a throttle opening sensor 104, and an atmospheric pressure sensor 105. An ECU (Electronic Control Unit) 106 is provided.

  The water temperature sensor 101 is attached to the cylinder block 2 so as to enter the coolant passage 3, detects the temperature of the coolant flowing through the coolant passage 3 as the temperature of the internal combustion engine 1, and detects the temperature of the internal combustion engine 1 thus detected. Is input to the ECU 106.

  The crank angle sensor 102 is mounted on a lower case or the like (not shown) assembled to the lower part of the cylinder block 2 in a manner facing the tooth portion 7 a formed on the outer peripheral surface of the reluctator 7, and with the rotation of the crankshaft 6. The rotational speed of the crankshaft 6 is detected as the rotational speed (the number of rotations) of the internal combustion engine 1 by detecting the tooth portion 7a that rotates. The crank angle sensor 102 inputs an electric signal indicating the detected rotational speed of the internal combustion engine 1 to the ECU 106.

  The intake air temperature sensor 103 is attached to the intake pipe 11 in such a manner that it enters the intake pipe 11, detects the temperature of the air flowing into the intake pipe 11 as the intake air temperature, and an electrical signal indicating the detected intake air temperature. Is input to the ECU 106.

  The throttle opening sensor 104 is attached to the main body of the throttle device, detects the opening of the throttle valve 14 as the throttle opening, and inputs an electric signal indicating the detected throttle opening to the ECU 106.

  The atmospheric pressure sensor 105 is mounted around the vehicle body mounting portion of the internal combustion engine 1, detects the atmospheric pressure of the environment of the internal combustion engine 1, and inputs an electric signal indicating the detected atmospheric pressure to the ECU 106.

  The ECU 106 operates using electric power from a battery provided in the vehicle. The ECU 106 includes a microcomputer 107, and the microcomputer 107 includes a ROM 108, a RAM 109, a counter 110, and a CPU (Central Processing Unit) 111.

  The ROM 108 is configured by a nonvolatile storage device, and stores a control program and control data for a fuel injection amount calculation process, which will be described later.

  The RAM 109 is configured by a volatile storage device and functions as a working area for the CPU 111.

  The counter 110 performs a time measurement process in accordance with a control signal from the CPU 111, and includes a counter C and a counter CC described later in detail.

  The CPU 111 controls the overall operation of the ECU 106 according to electrical signals from the water temperature sensor 101, the crank angle sensor 102, the intake air temperature sensor 103, the throttle opening sensor 104, and the atmospheric pressure sensor 105. Further, the CPU 111 functions as a fuel injection amount calculation unit 112 and a fuel injection control unit 113 by executing a control program stored in the ROM 108.

  The fuel injection amount calculation unit 112 includes a basic fuel injection amount calculation unit 112a and a correction coefficient calculation unit 112b as functional blocks.

  The basic fuel injection amount calculation unit 112a is based on an electric signal indicating the rotational speed NE of the internal combustion engine 1 input from the crank angle sensor 102, an electric signal indicating the throttle opening input from the throttle opening sensor 104, and the like. A basic fuel injection amount TIM of the internal combustion engine 1 is calculated.

  The correction coefficient calculation unit 112 b is an electric signal indicating the temperature of the internal combustion engine 1 input from the water temperature sensor 101, an electric signal indicating the intake air temperature input from the intake air temperature sensor 103, and the atmospheric pressure input from the atmospheric pressure sensor 105. The internal combustion engine temperature correction coefficient MTW, the intake air temperature correction coefficient MTA, and the atmospheric pressure correction coefficient MPA are calculated based on the electrical signal indicating The correction coefficient calculation unit 112b calculates a correction coefficient M for the fuel injection amount by executing a correction coefficient calculation process, which will be described in detail later.

  The fuel injection amount calculation unit 112 includes a basic fuel injection amount TIM of the internal combustion engine 1 calculated by the basic fuel injection amount calculation unit 112a and an internal combustion engine state correction coefficient MTO (internal combustion engine temperature correction) calculated by the correction coefficient calculation unit 112b. By substituting the coefficient MTW, the product of the intake air temperature correction coefficient MTA and the atmospheric pressure correction coefficient MPA), and the fuel injection amount correction coefficient M into the following formula (formula 1) and formula (formula 2), A corrected fuel injection amount TI (corrected fuel injection amount) is calculated so as to decrease the fuel injection amount injected into the internal combustion engine 1 as the rotational speed NE of the internal combustion engine 1 increases. Here, the contribution degree of the correction coefficient M of the fuel injection amount with respect to the corrected fuel injection amount TI can be set to be larger than the contribution degree of the internal combustion engine state correction coefficient MTO with respect to the corrected fuel injection amount TI.

  The fuel injection control unit 113 controls fuel injection so that a fuel injection amount corresponding to the corrected fuel injection amount TI calculated by the fuel injection amount calculation unit 112 is injected into the internal combustion engine 1.

  In the internal combustion engine control apparatus 100 having such a configuration, the correction coefficient calculation unit 112b executes the correction coefficient calculation process in the fuel injection amount calculation process described below, thereby performing fuel injection according to the rotational speed NE of the internal combustion engine 1. When the amount is controlled, the rotational speed NE is gradually increased while suppressing a rapid decrease in the rotational speed NE between adjacent combustion / expansion strokes of the internal combustion engine 1, thereby suppressing an increase in torque shock and occurrence of hunting. . Hereinafter, the flow of the operation of the internal combustion engine control apparatus 100 when executing the correction coefficient calculation process will be described with reference to FIGS.

[Correction coefficient calculation process]
FIG. 2 is a flowchart showing the flow of the correction coefficient calculation process of the fuel injection amount calculation process executed by the internal combustion engine control apparatus 100 according to the present embodiment. FIG. 3 shows the correction data during the correction coefficient calculation process shown in FIG. It is a flowchart which shows the flow of a switching process. FIG. 4 is a timing chart for explaining the flow of the correction coefficient calculation process of the fuel injection amount calculation process executed by the internal combustion engine control apparatus 100 in the present embodiment. In FIG. 4, it is assumed that the rotational speed NE of the internal combustion engine 1 reaches the maximum allowable rotational speed of the internal combustion engine 1 or the vicinity thereof in the period t = t14 to t15. Further, the correction coefficient calculation process in the present embodiment will be described assuming that the internal combustion engine 1 is a four-stroke one-cycle engine for convenience. The counter 110 (counters C and CC) will be described as a subtraction counter for convenience.

  The flowchart shown in FIG. 2 starts when the ignition switch (not shown) is switched from the off state to the on state and the internal combustion engine control device 100 is activated, and the correction coefficient calculation process proceeds to step S1. .

  In the process of step S1, the correction coefficient calculation unit 112b determines whether all four strokes of intake, compression, combustion / expansion, and exhaust in the internal combustion engine 1 have been determined. As a result of the determination, if all four strokes have been determined, the correction coefficient calculation unit 112b advances the correction coefficient calculation process to the process of step S2. On the other hand, when all four strokes have not been determined, the correction coefficient calculation unit 112b advances the correction coefficient calculation process to the process of step S3.

  In the process of step S2, the correction coefficient calculation unit 112b determines whether or not the current stroke in the internal combustion engine 1 is a combustion / expansion stroke or an exhaust stroke. As a result of the determination, when the current stroke is the combustion / expansion stroke or the exhaust stroke, the correction coefficient calculation unit 112b ends the current series of correction coefficient calculation processing. On the other hand, when the current stroke is the intake stroke or the compression stroke, the correction coefficient calculation unit 112b advances the correction coefficient calculation process to the process of step S3.

  In the process of step S3, the correction coefficient calculation unit 112b determines that the rotational speed NE of the internal combustion engine 1 is equal to or less than the predetermined rotational speed NL based on the electric signal indicating the rotational speed NE of the internal combustion engine 1 input from the crank angle sensor 102. It is determined whether or not there is. As a result of the determination, when the rotational speed NE of the internal combustion engine 1 is equal to or smaller than the predetermined rotational speed NL (period t = t0 to t1 and period t = t17 and thereafter shown in FIG. 4), the correction coefficient calculation unit 112b performs the correction coefficient calculation process. The process proceeds to step S4. On the other hand, when the rotational speed NE of the internal combustion engine 1 is higher than the predetermined rotational speed NL (period t = t1 to t17 shown in FIG. 4), the correction coefficient calculation unit 112b advances the correction coefficient calculation process to the process of step S9. . Note that the region of the rotational speed NE exceeding the predetermined rotational speed NL can be divided into a plurality of continuous regions within the condition of the allowable maximum rotational speed or less. It may be set to two or more as needed.

  Here, as shown in FIG. 4, the predetermined rotational speed NL (rising value boundary value NL2) when the rotational speed NE of the internal combustion engine 1 transitions from the low rotational speed region to the low rotational speed region is lower than the low rotational speed region. The rotational speed NE of the internal combustion engine 1 is set to be higher (larger) than the predetermined rotational speed NL (decrease boundary value NL1) when the low rotational speed region transitions to a lower rotational speed region than the low rotational speed region. Is preferred. In other words, the predetermined value NL includes an increase value boundary value NL2 when the engine speed NE of the internal combustion engine 1 transitions from a low engine speed region to a low engine speed region than the low engine speed region. Is preferably provided with a hysteresis characteristic which is a characteristic that is set to be larger than the falling boundary value NL1 when transitioning from a low rotational speed region to a low rotational speed region than a low rotational speed region.

  In the process of step S4, the correction coefficient calculation unit 112b controls the counter C and the counter CC, thereby including a first period T1 and a second period T2 subsequent to the first period T1 in the correction execution period. The value of the counter CC that counts the basic period T, which is a period repeated in time series, is set to 0, and the value of the counter C that counts the first period T1 is set to 0. Thereby, the process of step S4 is completed, and the correction coefficient calculation process shifts to the process of step S5.

  In the process of step S5, the correction coefficient calculation unit 112b determines that the value of the flag FL indicating whether or not the low rotation area correction coefficient calculation process is being performed is not being performed. Set the value to 0. Further, the correction coefficient calculating unit 112b sets the value of the flag FM indicating whether or not the correction coefficient calculation process for the middle rotation area is being performed to a value 0 indicating that the correction coefficient calculation process for the middle rotation area is not being performed. Set. Further, the correction coefficient calculation unit 112b sets the value of the flag FH indicating whether or not the correction coefficient calculation process for the high rotation area is being performed to a value 0 indicating that the correction coefficient calculation process for the high rotation area is not being performed. Set. Thereby, the process of step S5 is completed, and the correction coefficient calculation process shifts to the process of step S6.

  In the process of step S6, the correction coefficient calculation unit 112b determines whether or not the fuel injection amount correction coefficient M is set to 1.0. As a result of the determination, when the correction coefficient M of the fuel injection amount is set to 1.0, the correction coefficient calculation unit 112b advances the correction coefficient calculation process to the process of step S7. On the other hand, when the fuel injection amount correction coefficient M is not set to 1.0, the correction coefficient calculation unit 112b advances the correction coefficient calculation process to the process of step S8.

  In the process of step S7, the correction coefficient calculation unit 112b is performing a return process for increasing the fuel injection amount correction coefficient M by the return amount DM (0 <DM <1) and returning it to 1.0 for each fuel injection. The value of the flag FR indicating whether or not is set to a value 0 indicating that the return process is not being performed. Thereby, the process of step S7 is completed, and the correction coefficient calculation process shifts to the process of step S18.

  In the process of step S8, the correction coefficient calculation unit 112b sets the value of the flag FR to a value 1 indicating that the return process is being performed. Thereby, the process of step S8 is completed, and the correction coefficient calculation process shifts to the process of step S18.

  In the process of step S9, the correction coefficient calculation unit 112b executes a correction data switching process. The details of the correction data switching process will be described later with reference to the flowchart shown in FIG. Thereby, the process of step S9 is completed, and the correction coefficient calculation process shifts to the process of step S10.

  In the process of step S10, the correction coefficient calculation unit 112b subtracts 1 from the value of the counter CC by controlling the counter CC. Thereby, the process of step S10 is completed, and the correction coefficient calculation process shifts to the process of step S11.

  In the process of step S11, the correction coefficient calculation unit 112b determines whether or not the value of the counter CC is zero. As a result of the determination, when the value of the counter CC is 0, the correction coefficient calculation unit 112b determines that the basic period T has elapsed (time t = t5, t9, t14 typically shown in FIG. 4), and the correction coefficient The calculation process proceeds to step S12. On the other hand, when the value of the counter CC is greater than 0, the correction coefficient calculation unit 112b determines that the basic period T has not elapsed, and advances the correction coefficient calculation process to the process of step S13.

  In the process of step S12, the correction coefficient calculation unit 112b sets the value of the flag FL to a value of 0 indicating that the low rotation region correction coefficient calculation process is not being performed. Further, the correction coefficient calculation unit 112b sets the value of the flag FM to a value 0 indicating that the correction coefficient calculation process for the middle rotation region is not being performed. Furthermore, the correction coefficient calculation unit 112b sets the value of the flag FH to a value 0 indicating that the correction coefficient calculation process for the high rotation area is not being performed. Thereby, the process of step S12 is completed, and the correction coefficient calculation process shifts to the process of step S13.

  In the process of step S13, the correction coefficient calculation unit 112b determines whether or not the value of the counter C is zero. As a result of the determination, when the value of the counter C is 0, the correction coefficient calculation unit 112b determines that the first period T1 has elapsed and the second period T2 has started (the time typically shown in FIG. 4). t = t3, t7, t12), the correction coefficient calculation process proceeds to the process of step S17. On the other hand, when the value of the counter C is not 0, the correction coefficient calculation unit 112b determines that the first period T1 has not elapsed, and advances the correction coefficient calculation process to the process of step S14.

  In the process of step S14, the correction coefficient calculation unit 112b controls the counter C to subtract 1 from the value of the counter C. Thereby, the process of step S14 is completed, and the correction coefficient calculation process shifts to the process of step S15.

  In the process of step S15, the correction coefficient calculation unit 112b sets the value of the fuel injection amount correction coefficient M to the buffer value MB of the correction coefficient M set in the correction data switching process in step S9. Specifically, when the rotational speed NE of the internal combustion engine 1 is in the low rotational speed region, the correction coefficient calculation unit 112b sets the correction coefficient M to a set value ML (0 <ML <1), and When the rotational speed NE is in the middle rotational speed region, the correction coefficient M is set to the set value MM (<set value ML), and when the rotational speed NE of the internal combustion engine 1 is in the high rotational speed region, the correction coefficient M is set to the set value. Set to MH (<set value MM). As a result, the degree of decrease in the corrected fuel injection amount TI calculated by the fuel injection amount calculation unit 112 increases as the rotational speed NE of the internal combustion engine 1 increases. Thereby, the process of step S15 is completed, and the correction coefficient calculation process shifts to the process of step S16. In FIG. 4, as an example, the setting value ML is 0.9, the setting value MM is 0.8, and the setting value MH is 0.7.

  In the process of step S16, the correction coefficient calculation unit 112b sets the value of the flag FR to a value 0 indicating that the return process is not being performed. Thereby, the process of step S16 is completed, and the correction coefficient calculation process shifts to the process of step S18.

  In the process of step S17, the correction coefficient calculation unit 112b sets the value of the flag FR to a value 1 indicating that the return process is being performed (time t = t4, t8, t13 typically shown in FIG. 4). ). Thereby, the process of step S17 is completed, and the correction coefficient calculation process shifts to the process of step S18.

  In the process of step S18, the correction coefficient calculation unit 112b determines whether or not the value of the flag FR is 1. As a result of the determination, when the value of the flag FR is 1, the correction coefficient calculation unit 112b determines that the return process is being performed, and advances the correction coefficient calculation process to the process of step S19. On the other hand, when the value of the flag FR is 0, the correction coefficient calculation unit 112b determines that the return process is not being performed (not performed or has been completed), and ends the current series of correction coefficient calculation processes. To do.

  In the process of step S19, the correction coefficient calculation unit 112b determines whether or not the fuel injection amount correction coefficient M is set to 1.0 or more. As a result of the determination, when the correction coefficient M of the fuel injection amount is set to 1.0 or more, the correction coefficient calculation unit 112b determines that rich correction is being performed, and performs the correction coefficient calculation process in step S20. Proceed to On the other hand, if the fuel injection amount correction coefficient M is smaller than 1.0, the correction coefficient calculation unit 112b determines that lean correction is being performed, and advances the correction coefficient calculation process to the process of step S21. In addition, when the correction coefficient M of the fuel injection amount is set to 1.0 or more, it is not shown in the timing chart of FIG.

  In the process of step S20, the correction coefficient calculation unit 112b determines whether or not the value obtained by subtracting the return amount DM from the fuel injection amount correction coefficient M is 1.0 or less. As a result of the determination, when the value obtained by subtracting the return amount DM from the correction coefficient M is 1.0 or less, the correction coefficient calculation unit 112b determines that the return process has ended, and the correction coefficient calculation process is changed to the process of step S23. Proceed. On the other hand, when the value obtained by subtracting the return amount DM from the correction coefficient M is larger than 1.0, the correction coefficient calculation unit 112b determines that the return process is being performed, and performs the correction coefficient calculation process in step S22. Proceed to

  In the process of step S21, the correction coefficient calculation unit 112b determines whether or not the value obtained by adding the return amount DM to the fuel injection amount correction coefficient M is 1.0 or more. As a result of the determination, when the value obtained by adding the return amount DM to the correction coefficient M is 1.0 or more, the correction coefficient calculation unit 112b determines that the return process has ended, and the correction coefficient calculation process is changed to the process of step S23. Proceed. On the other hand, when the value obtained by adding the return amount DM to the correction coefficient M is larger than 1.0, the correction coefficient calculation unit 112b determines that the return process is being performed, and performs the correction coefficient calculation process in step S24. Proceed to

  In the process of step S22, the correction coefficient calculation unit 112b sets the value of the fuel injection amount correction coefficient M to a value obtained by subtracting the return amount DM from the fuel injection amount correction coefficient M. Thereby, the processing of step S22 is completed, and the current series of correction coefficient calculation processing ends.

  In the process of step S23, the correction coefficient calculation unit 112b sets the value of the fuel injection amount correction coefficient M to 1.0. Thereby, the processing of step S23 is completed, and the current series of correction coefficient calculation processing ends.

  In the process of step S24, the correction coefficient calculation unit 112b sets the value of the fuel injection amount correction coefficient M to a value obtained by adding the return amount DM to the fuel injection amount correction coefficient M (at a time representatively shown in FIG. 4). t = t4, period t = t8 to t9, t13 to t14). Thereby, the processing in step S24 is completed, and the current series of correction coefficient calculation processing ends.

[Correction data switching process]
Next, the correction data switching process in step S9 shown in FIG. 2 will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 3 starts at the timing when it is determined in step S3 that the rotational speed NE of the internal combustion engine 1 is higher than the predetermined rotational speed NL, and the correction data switching processing proceeds to processing in step S31.

  In the process of step S31, the correction coefficient calculation unit 112b has the rotational speed NE of the internal combustion engine 1 higher than the predetermined rotational speed NL based on the electrical signal indicating the rotational speed NE of the internal combustion engine 1 input from the crank angle sensor 102. It is determined whether or not it is equal to or less than a predetermined rotation speed NM. As a result of the determination, when the rotational speed NE of the internal combustion engine 1 is equal to or less than the predetermined rotational speed NM (periods t = t1 to t6, t16 to t17 shown in FIG. 4), the correction coefficient calculation unit 112b It is determined that the rotational speed NE is within the low rotational speed region, and the correction data switching process proceeds to the process of step S41. On the other hand, when the rotational speed NE of the internal combustion engine 1 is higher than the predetermined rotational speed NM (period t = t6 to t16 shown in FIG. 4), the correction coefficient calculation unit 112b determines that the current rotational speed NE of the internal combustion engine 1 is medium. It is determined that it is in the rotation area or the high rotation speed area, and the correction data switching process proceeds to the process of step S32.

  Here, the predetermined rotational speed NM (increase value boundary value NM2) when the rotational speed NE of the internal combustion engine 1 transitions from the low rotational speed region to the intermediate rotational speed region is such that the rotational speed NE of the internal combustion engine 1 is in the intermediate rotational speed region. It is preferable that the rotation speed is set higher (larger) than a predetermined rotation speed NM (descent boundary value NM1) at the time of transition to the low rotation speed region. In other words, the predetermined rotational speed NM includes an increase value boundary value NM2 when the rotational speed NE of the internal combustion engine 1 transitions from the low rotational speed region to the intermediate rotational speed region, and the rotational speed NE of the internal combustion engine 1 from the intermediate rotational speed region. It is preferable that a hysteresis characteristic, which is a characteristic set larger than the falling boundary value NM1 when transitioning to the low rotation speed region, is given.

  In the process of step S32, the correction coefficient calculation unit 112b determines that the rotational speed NE of the internal combustion engine 1 is higher than the predetermined rotational speed NM based on the electrical signal indicating the rotational speed NE of the internal combustion engine 1 input from the crank angle sensor 102. It is determined whether or not it is equal to or less than a predetermined rotation speed NH. As a result of the determination, when the rotational speed NE of the internal combustion engine 1 is equal to or less than the predetermined rotational speed NH (periods t = t6 to t10, t15 to t16 shown in FIG. 4), the correction coefficient calculation unit 112b It is determined that the rotational speed NE is within the medium rotational speed region, and the correction data switching process proceeds to the process of step S37. On the other hand, when the rotational speed NE of the internal combustion engine 1 is higher than the predetermined rotational speed NH (period t = t10 to t15 shown in FIG. 4), the correction coefficient calculation unit 112b determines that the current rotational speed NE of the internal combustion engine 1 is high. It is determined that the rotation area is present, and the correction data switching process proceeds to the process of step S33.

  Here, the predetermined rotational speed NH (increase value boundary value NH2) when the rotational speed NE of the internal combustion engine 1 transitions from the middle rotational speed region to the high rotational speed region is such that the rotational speed NE of the internal combustion engine 1 is in the high rotational speed region. Is preferably set higher (larger) than the predetermined rotational speed NH (descent boundary value NH1) at the time of transition from to the middle rotational speed region. In other words, the predetermined rotational speed NH has an increase value boundary value NH2 when the rotational speed NE of the internal combustion engine 1 transitions from the middle rotational speed region to the high rotational speed region, and the rotational speed NE of the internal combustion engine 1 from the high rotational speed region. It is preferable that a hysteresis characteristic, which is a characteristic set larger than the falling boundary value NH1 when transitioning to the middle rotational speed region, is given.

  In the process of step S33, the correction coefficient calculation unit 112b determines whether or not the value of the flag FH is set to a value 1 indicating that the correction coefficient calculation process for the high rotation area is being performed. As a result of determination, when the value of the flag FH is 1, the correction coefficient calculation unit 112b determines that the rotation speed NE of the internal combustion engine 1 is within the rotation speed region where the correction coefficient calculation processing corresponding to the high rotation region is to be performed. Judgment is made, and the current series of correction data switching processing is terminated. On the other hand, when the value of the flag FH is 0 indicating that the correction coefficient calculation process for the high rotation area is not being performed, the correction coefficient calculation unit 112b advances the correction data switching process to the process of step S34.

  In the process of step S34, the correction coefficient calculation unit 112b controls the counter C and the counter CC so that the initial value (> 0) before subtraction of the counter CC is within the high speed region. And the initial value (> 0) before subtraction of the counter C is set to the set value CH when the rotational speed NE of the internal combustion engine 1 is in the high speed range. Thereby, the process of step S34 is completed, and the correction data switching process shifts to the process of step S35.

  In the process of step S35, the correction coefficient calculation unit 112b sets the buffer value MB of the correction coefficient M used when calculating the corrected fuel injection amount TI when the rotational speed NE of the internal combustion engine 1 is in the high speed region. Set to the value MH. Thereby, the process of step S35 is completed, and the correction data switching process proceeds to the process of step S36.

  In the process of step S36, the correction coefficient calculation unit 112b sets the value of the flag FL to a value 0 indicating that the correction coefficient calculation process for the low rotation region is not being performed. Further, the correction coefficient calculation unit 112b sets the value of the flag FM to a value 0 indicating that the correction coefficient calculation process for the middle rotation region is not being performed. Further, the correction coefficient calculation unit 112b sets the value of the flag FH to a value 1 indicating that the correction coefficient calculation process for the high rotation area is being performed (time t = t11 representatively shown in FIG. 4). Thereby, the process of step S36 is completed, and the current series of correction data switching process ends.

  In the process of step S37, the correction coefficient calculation unit 112b determines whether or not the value of the flag FM is set to a value 1 indicating that the correction coefficient calculation process for the middle rotation region is being performed. As a result of the determination, when the value of the flag FM is 1, the correction coefficient calculation unit 112b determines that the rotation speed NE of the internal combustion engine 1 is within the rotation speed region where the correction coefficient calculation processing corresponding to the middle rotation region is to be performed. Judgment is made, and the current series of correction data switching processing is terminated. On the other hand, when the value of the flag FM is 0 indicating that the correction coefficient calculation process for the middle rotation region is not being performed, the correction coefficient calculation unit 112b advances the correction data switching process to the process of step S38.

  In the process of step S38, the correction coefficient calculation unit 112b controls the counter C and the counter CC to set an initial value before subtraction of the counter CC as a set value when the rotation speed NE of the internal combustion engine 1 is in the middle rotation range. In addition to setting CCM (> set value CCH), the initial value before subtraction of the counter C is set to a set value CM (> set value CH) when the rotational speed NE of the internal combustion engine 1 is in the middle rotation range. Thereby, the process of step S38 is completed and the correction data switching process proceeds to the process of step S39.

  In the process of step S39, the correction coefficient calculation unit 112b sets the buffer value MB of the correction coefficient M used when calculating the corrected fuel injection amount TI when the rotational speed NE of the internal combustion engine 1 is in the middle rotation region. Set to value MM (> set value MH). Thereby, the process of step S39 is completed, and the correction data switching process shifts to the process of step S40.

  In the process of step S40, the correction coefficient calculation unit 112b sets the value of the flag FL to a value of 0 indicating that the low rotation region correction coefficient calculation process is not being performed. Further, the correction coefficient calculation unit 112b sets the value of the flag FM to a value 1 indicating that the correction coefficient calculation process for the middle rotation region is being performed (time t = t6 representatively shown in FIG. 4). Furthermore, the correction coefficient calculation unit 112b sets the value of the flag FH to a value 0 indicating that the correction coefficient calculation process for the high rotation area is not being performed. Thereby, the processing of step S40 is completed, and the current series of correction data switching processing ends.

  In the process of step S41, the correction coefficient calculation unit 112b determines whether or not the value of the flag FL is set to a value 1 indicating that the low-rotation region correction coefficient calculation process is being performed. As a result of the determination, when the value of the flag FL is 1, the correction coefficient calculation unit 112b determines that the rotation speed NE of the internal combustion engine 1 is within the rotation speed region where the correction coefficient calculation processing corresponding to the low rotation region is to be performed. Judgment is made, and the current series of correction data switching processing is terminated. On the other hand, when the value of the flag FL is 0 indicating that the low-rotation region correction coefficient calculation process is not being performed, the correction coefficient calculation unit 112b advances the correction data switching process to the process of step S42.

  In the process of step S42, the correction coefficient calculation unit 112b controls the counter CC to set the initial value before subtraction of the counter CC as the set value CCL (>) when the rotational speed NE of the internal combustion engine 1 is in the low rotation range. Is set to the set value CCM), and the initial value before subtraction of the counter C is set to the set value CL (> set value CM) when the rotational speed NE of the internal combustion engine 1 is in the low speed range. Thereby, the process of step S42 is completed, and the correction data switching process shifts to the process of step S43.

  Here, as the rotational speed NE of the internal combustion engine 1 changes from the low rotation region to the high rotation region, the setting values CCL, CCM, and CCH, which are initial values before subtraction of the counter CC, are set to be shortened in order. Therefore, the basic period T is set so as to become shorter as the rotational speed NE of the internal combustion engine 1 changes from the low rotation region to the high rotation region. Within the basic period T, as the rotational speed NE of the internal combustion engine 1 changes from the low rotation region to the high rotation region, the set values CL, CM, and CH, which are initial values before subtraction of the counter C, become shorter in order. Therefore, the first period T1 in the basic period T is set so as to become shorter as the rotational speed NE of the internal combustion engine 1 changes from the low rotation region to the high rotation region. Further, as shown in FIG. 4, regarding the basic period T, the set values CCL, CCM, and CCH, which are initial values before subtraction of the counter CC, are set corresponding to 8, 6, and 4, for example. Accordingly, the number of fuel injections in the basic period T in the low rotation region, the medium rotation region, and the high rotation region is 8, 6, and 4. In addition, as shown in FIG. 4, regarding the first period T1 in the basic period T, the setting values CL, CM, and CH, which are initial values before subtraction of the counter C, correspond to 4, 3, and 2, for example. Accordingly, the number of fuel injections in the first period T1 in the low rotation region, the middle rotation region, and the high rotation region is 4, 3, and 2 times. The number of fuel injections in the second period T2 in the region, the medium rotation region, and the high rotation region is 4, 3, and 2. Note that the number of fuel injections in the first period T1 and the number of fuel injections in the second period T1 may be set to be equal to each other as described above, or may be set to be different as necessary. Typically, the second period T2 is also set shorter as the rotational speed NE of the internal combustion engine 1 is higher.

  In the process of step S43, the correction coefficient calculation unit 112b sets the buffer value MB of the correction coefficient M used when calculating the corrected fuel injection amount TI when the rotational speed NE of the internal combustion engine 1 is in the low rotation region. Set to value ML (> set value MM). Thereby, the process of step S43 is completed, and the correction data switching process shifts to the process of step S44.

  In the process of step S44, the correction coefficient calculation unit 112b sets the value of the flag FL to a value 1 indicating that the correction coefficient calculation process for the low rotation region is being performed (time t = representatively shown in FIG. 4). t2). Further, the correction coefficient calculating unit 112b sets the value of the flag FM indicating whether or not the correction coefficient calculation process for the middle rotation area is being performed to a value 0 indicating that the correction coefficient calculation process for the middle rotation area is not being performed. Set. Furthermore, the correction coefficient calculation unit 112b sets the value of the flag FH to a value 0 indicating that the correction coefficient calculation process for the high rotation area is not being performed. Thereby, the process in step S44 is completed, and the current series of correction data switching process ends.

  If the correction coefficient M of the fuel injection amount calculated by the correction coefficient calculation process as described above is used, the basic period T of the period t = t1 to t6 is representatively shown in FIG. 4 corresponding to the low rotation region. In the first period T1 of the period t = t1 to t3, the fuel injection amount calculating unit is obtained by multiplying the basic fuel injection amount TIM by the correction coefficient M which is the set value ML together with the driving / environmental state correction coefficient MTO. Based on the corrected fuel injection amount TI calculated by 112, the fuel injection control unit 113 controls the fuel injection, and the fuel is injected into the internal combustion engine 1 correspondingly, and the second period T2 of the period t = t3 to t5. The fuel injection amount calculation unit 112 multiplies the basic fuel injection amount TIM by a correction coefficient M that is a value obtained by adding the return amount DM to the set value ML together with the driving / environmental state correction coefficient MTO at time t = 4. Calculated Based on the corrected fuel injection amount TI, the fuel injection control unit 113 controls the fuel injection, and correspondingly, the fuel is injected into the internal combustion engine 1, and then the operation / environment is performed within the period up to time t = t5. Fuel injection control based on the corrected fuel injection amount TI calculated by the fuel injection amount calculation unit 112 by multiplying the basic fuel injection amount TIM by the correction coefficient M, which is a value set to 1.0 together with the state correction coefficient MTO. The unit 113 controls the fuel injection, and the fuel injection is made to the internal combustion engine 1 correspondingly. Then, when one such basic period T1 elapses, the next basic period T1 starts. That is, when the correction execution period shifts from the second period T2 in one basic period T1 to the first period T1 in the next basic period T1, the correction coefficient M is changed from a value of 1.0 to a set value ML. In the low rotation region, the same fuel injection control process is subsequently performed. This characteristic is the same in the middle rotation region and the high rotation region, but the basic period T is set shorter as the rotational speed NE of the internal combustion engine 1 is higher, and accordingly, the first period T1 is also set in the internal combustion engine 1. It is set shorter as the rotational speed NE of the engine 1 is higher. Typically, the second period T2 is also set shorter as the rotational speed NE of the internal combustion engine 1 is higher.

  As is apparent from the above description, according to the internal combustion engine control apparatus 100 applied to the single-cylinder internal combustion engine 1 in the present embodiment, the fuel injection amount calculation unit 112 has the first corrected fuel injection amount (TIM X MTO x ML, TIM x MTO x MM, TIM x MTO x MH) and more than the first corrected fuel injection amount (TIM x MTO x ML, TIM x MTO x MM, TIM x MTO x MH) Second corrected fuel injection amount (TIM × MTO × (ML + DM), TIM × MTO × (MM + DM), TIM × MTO × (MH + DM), TIM × MTO × 1.0) The amount TI is calculated, and the fuel injection control unit 112 determines the corrected fuel injection amount TI to be injected into the internal combustion engine 1 as the first corrected fuel injection amount (TIM × MTO × ML, TIM × MTO × MM, TIM). × M The corrected fuel injection amount TI to be injected into the internal combustion engine 1 in the first period T1 set to O × MH) and the period following the first period T1 is set to the second corrected fuel injection amount ( TIM × MTO × (ML + DM), TIM × MTO × (MM + DM), TIM × MTO × (MH + DM), TIM × MTO × 1.0) and a second period T2 is set to a basic period T The fuel injection is controlled so that the corrected fuel injection amount TI is injected into the internal combustion engine 1 at the corrected execution period, and the basic period T is set shorter as the rotational speed NE of the internal combustion engine is higher. Thus, when the fuel injection amount is controlled in accordance with the rotational speed NE of the internal combustion engine 1, the rotational speed NE is moderated while suppressing a rapid decrease in the rotational speed NE between adjacent combustion / expansion strokes of the internal combustion engine 1. It is possible to raise the torque shock and suppress the occurrence of torque shock and hunting.

  Further, according to the internal combustion engine control apparatus 100 in the present embodiment, the fuel injection amount calculation unit 112 divides the engine speed range of the internal combustion engine 1 that is equal to or lower than the maximum allowable engine speed into a plurality of areas. A corrected fuel injection amount TI is calculated corresponding to the rotation speed region, and a first corrected fuel injection amount of the corrected fuel injection amount TI (TIM × MTO × ML, TIM × MTO × MM, TIM × MTO × The degree of decrease in (MH) increases as the rotational speed NE of the internal combustion engine 1 increases corresponding to a plurality of segmented rotational speed regions, so that the rotational speed NE of the internal combustion engine 1 can be reliably increased gently. .

  Further, according to the internal combustion engine control apparatus 100 in the present embodiment, when the fuel injection amount calculation unit 112 shifts from the first period T1 to the second period T2 in the basic period T, the first corrected The second corrected fuel injection amount (TIM × MTO × (ML + DM), TIM × MTO × (MM + DM), which is gradually increased from the fuel injection amount (TIM × MTO × ML, TIM × MTO × MM, TIM × MTO × MH), Since TIM × MTO × (MH + DM)) is calculated, the rotational speed NE of the internal combustion engine 1 can be smoothly and surely gradually increased.

  Further, according to the internal combustion engine control apparatus 100 in the present embodiment, when the fuel injection amount calculation unit 112 shifts from the second period T2 in the basic period T to the first period T1 in the subsequent basic period T, Since the first corrected fuel injection amount (TIM × MTO × ML, TIM × MTO × MM, TIM × MTO × MH) is calculated as the corrected fuel injection amount TI, the rotational speed NE of the internal combustion engine 1 is quickly determined. By returning to the corrected fuel injection amount of 1, the unnecessary increase can be suppressed, and the rotational speed NE can be increased more reliably and gently.

  In the present invention, the type, shape, arrangement, number, and the like of the members are not limited to the above-described embodiment, and the gist of the invention is appropriately replaced such that the constituent elements are appropriately replaced with those having the same operational effects. Of course, it can be changed as appropriate without departing from the scope.

  As described above, according to the present invention, when the fuel injection amount is controlled in accordance with the rotational speed of the internal combustion engine, the rotational speed is moderated while suppressing a rapid decrease in the rotational speed between adjacent combustion / expansion strokes of the internal combustion engine. It is possible to provide an internal combustion engine control device that can suppress the increase in torque shock and the occurrence of hunting, and from the general-purpose universal character, the internal combustion engine control device such as a motorcycle It is expected that it can be widely applied to.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 2 ... Cylinder block 2a ... Cylinder 3 ... Coolant passage 4 ... Piston 5 ... Connecting rod 6 ... Crankshaft 7 ... Retractor 7a ... Tooth part 8 ... Cylinder head 9 ... Combustion chamber 10 ... Spark plug 11 ... Intake pipe 11a ... Intake passage 12 ... Intake valve 13 ... Injector 14 ... Throttle valve 15 ... Exhaust pipe 15a ... Exhaust passage 16 ... Exhaust valve 100 ... Internal combustion engine control device 101 ... Water temperature sensor 102 ... Crank angle sensor 103 ... Intake temperature sensor 104 ... Throttle opening Sensor 105 ... Atmospheric pressure sensor 106 ... ECU
107 ... Microcomputer 108 ... ROM
109 ... RAM
110 ... Counter 111 ... CPU
112 ... Fuel injection amount calculation unit 112a ... Basic fuel injection amount calculation unit 112b ... Correction coefficient calculation unit 113 ... Fuel injection control unit

Claims (4)

Mounted on a single-cylinder internal combustion engine,
A fuel injection amount calculation unit that calculates a fuel injection amount by reducing and correcting a fuel injection amount injected into the internal combustion engine as the rotational speed of the internal combustion engine is higher;
A fuel injection control unit that performs injection control with the fuel injection amount calculated by the fuel injection amount calculation unit;
In an internal combustion engine control device comprising:
The fuel injection amount calculating unit calculates the fuel injection amount including a first fuel injection amount and a second fuel injection amount increased from the first fuel injection amount;
The fuel injection control unit includes a first period in which the fuel injection amount to be injected into the internal combustion engine is set to the first fuel injection amount, and a period subsequent to the first period. Control is performed so that the fuel injection amount is injected into the internal combustion engine in a correction execution cycle having a basic period defined as a second period in which the fuel injection amount to be injected is set to the second fuel injection amount. And
The internal combustion engine controller according to claim 1, wherein the basic period is set to be shorter as the rotational speed of the internal combustion engine is higher.   The fuel injection amount calculation unit calculates the fuel injection amount corresponding to a plurality of divided rotation speed regions defined by dividing a rotation speed region equal to or less than the maximum allowable rotation speed of the internal combustion engine into a plurality of regions. The degree of decrease in the first fuel injection amount of the fuel injection amount becomes larger as the rotational speed of the internal combustion engine becomes higher corresponding to the plurality of divided rotational speed regions. 2. The internal combustion engine control device according to 1.   The fuel injection amount calculation unit calculates the second fuel injection amount that gradually increases from the first fuel injection amount when transitioning from the first period to the second period in the basic period. The internal combustion engine control apparatus according to claim 1 or 2, characterized in that   The fuel injection amount calculation unit calculates the first fuel injection amount as the fuel injection amount when shifting from the second period in the basic period to the first period in the subsequent basic period. The internal combustion engine control device according to any one of claims 1 to 3, wherein

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