JPH02136549A - Controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To prevent the control delay by correcting the detection value of the revolution speed in acceleration to the value larger than the average revolution speed and correcting the detection value of the revolution speed in deceleration to the value smaller than the average revolution speed. CONSTITUTION:In a revolution speed detecting means 2 for detecting the engine revolution speed data which is used in the case when an internal combustion engine 1 is controlled by a control means 4, a comparison judging means 6 which compares the average revolution speed Nv which is calculated 5 from the count value of a counter 13 for counting the time necessary for the revolution of the internal combustion engine 1 with the revolution speed detection value Nc' detected in the preceding time. An acceleration revolution speed correction value N1 is calculated 8 by dividing the deflection value Nd1 by a constant X, when Nc'<=Nv. While, in case of Nc'>Nv, the deceleration revolution speed correction value N2 is calculated 11 by dividing the deflection Nd2 by the constant X, and the acceleration revolution speed data Nc2 is calculated 12 by subtracting N2 from Nc.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to an ignition device for an internal combustion engine, a valve that controls exhaust timing of an internal combustion engine, and a muffler for an internal combustion engine according to the rotational speed [ROM] of the internal combustion engine. The present invention relates to an internal combustion engine control device that controls a valve that controls a resonance frequency, a valve that adjusts a fuel supply vessel to an internal combustion engine, and the like.

[Prior art 1] Generally, in an internal combustion engine control device that uses a microcomputer to control an internal combustion engine according to the rotational speed, a rotational speed detection means that repeatedly detects the rotational speed (rotational speed) of the internal combustion engine at a predetermined cycle is used. 1 from the rotation speed detection means! ? A rotation speed detection value storage means for storing a rotation speed detection value stored in the storage means, and a control means for controlling the internal combustion engine according to the rotation speed detection value stored in the storage means are provided. In addition, the control device for this scale is equipped with a pulse +1 (signal generator) that generates N (N is an integer greater than or equal to 2) control pulses at equal angular intervals (at intervals of 360/N degrees) per engine revolution. The rotational speed information and the rotational angle position information of the engine are obtained from the control signal output by this pulser. The control means performs various controls based on the rotation speed information.

For example, when controlling the ignition timing of an engine, the ignition timing at each rotation speed is calculated based on the above rotation speed information, and 1! '7) The actual ignition timing is determined from the rotation angle position information and the calculated ignition timing, and an ignition signal (trigger signal) is given to the internal combustion engine ignition device at the ignition timing.

In addition, when controlling the internal combustion engine's rotation speed so that it does not exceed a set value, the calculated rotation speed is compared with the set value, and if the rotation speed is less than the set value, the operating mode of the internal combustion engine ignition system is changed. The ignition mode is set to allow ignition operation, and when the rotation speed exceeds a set value, the operation mode is set to misfire mode to avoid stopping the ignition operation.

Furthermore, when controlling various valves according to the rotation speed,
To calculate the target position of the valve or the target position of the actuator that operates the valve at each rotation speed, and to match the signal obtained from the position detector that detects the position of the valve or actuator with the signal indicating the target position. A drive signal corresponding to the amount of operation necessary for the operation is expressed to the actuator.

In either case, it is necessary to realize a rotation speed detection means for detecting the rotation speed per revolution between the internal combustion layers using a microcomputer.The rotation speed detection means in the conventional internal combustion gate control device , a counter is started by the control signal obtained from the pulsar to measure the time required for one rotation of the engine, and from this measurement value the average rotational speed during one rotation is calculated, and the average rotational speed is calculated from the other rotational speeds. It was used as rotation speed information.

[Problems to be Solved by the Invention] In an internal combustion engine control device using a microcomputer, calculations of rotation speed and ignition timing, etc. are performed by a main routine of a program, and comparison judgments between rotation speed and set values and ignition mode commands are performed. , generation of misfire mode commands, etc. are performed by an interrupt routine executed when a control signal obtained from the pulsar is generated.

Execution of a program always requires a certain amount of time T.

As long as the engine speed is low, this execution time T is not a big problem, but as the engine speed increases, the amount of υ1 that the execution time T occupies in one revolution increases. Eventually, it becomes difficult to calculate the number of rotations for each rotation. Therefore, the problem is that it becomes impossible to obtain accurate rotation speed information in high-speed regions, and control tends to be delayed.

For example, when the engine speed N is below the set value Ns, the operating mode of the ignition system is set to ignition mode to allow ignition operation, and when the engine speed N exceeds the set value Ns, the engine is set to misfire mode. Consider a case where the internal combustion engine control device J3 controls engine overspeed by misfiring the engine, and the engine suddenly accelerates and decelerates as shown in FIG. In this case, if the set value of the rotation speed (control rotation speed) is set to NS, during acceleration, it would normally be necessary to shift from the ignition mode to the misfire mode at point A shown in the figure and stop the ignition operation.

However, the time (program execution time) from the end of the rotation speed calculation at point B to the end of the next rotation speed calculation is
Assuming that T is 41, it is actually impossible to detect that the rotational speed N exceeds the set value NS.

Therefore, the control will be delayed, and the control will be performed at a higher rotation speed than the actual set value.

Also, during deceleration, it would normally be necessary to shift from the misfire
If it is assumed that the calculation of the rotational speed ends at one point after the interval T has elapsed, the return to the ignition mode will be completed.

An object of the present invention is to provide an i1 for an internal combustion engine that can prevent a delay in controlling the rotation speed detection information by appropriate i''E information.
The purpose of this invention is to provide an i-control device.

[Means for Solving the Problems] As shown in FIG. 1, the present invention provides a rotation speed detection means 2 that repeatedly detects 10 rotations of an internal combustion engine at a predetermined period, and a rotation speed detection means obtained from this rotation speed detection means. A rotation speed detection value storage means 3 for storing a rotation speed detection value, and a control means 4 for controlling the internal combustion engine according to the rotation speed detection value stored in the storage means.
This paper relates to an internal combustion engine control device comprising:

As shown in FIG.
stage 6, first rotation speed subtraction stage 7, acceleration rotation speed correction value calculation means 8, acceleration rotation speed data calculation means 9, second rotation speed detection means 10, and deceleration time rotation speed. A correction value calculation means 11 and a rotation speed data manipulation means 12 during deceleration are provided (4).

The average rotational speed calculating means 5 calculates the average rotational speed rilNV of the internal combustion engine from the value of the counter 13 that counts the time required for one rotation of the internal combustion engine. The counter 13 is controlled by a control signal obtained from, for example, a pulse generator (signal generator) 14 attached to the engine, and measures the time required for one revolution by counting the clock pulses given during one revolution of the engine. measure. The calculated average rotational speed is stored in the storage means 3. In the example shown in FIG.
rpm2, the first storage means Nrpml stores the previously obtained rotational speed detection value NC', and the second storage means Nrpm2 stores the average rotational speed NV calculated this time and the rotational speed calculated this time (1). Detected values Nc are stored respectively.

The comparison/judgment means 6 selects ff:' after the calculation of the average rotational speed has been completed.
The current average rotational speed NV determined by the IQ is compared with the previously detected rotational speed detection value Nc' to determine the magnitude relationship.

4 Two-leg comparison t11 When it is determined that the average rotation speed Nv calculated this time by the constant means is larger than the rotation speed detection value Nc' detected last time, the first rotation speed range t) means 7 is calculated this time. The previously detected rotational speed detection value NC' is subtracted t3 from the average rotational speed NV.

The rotational speed correction value calculation means 8 during acceleration divides the calculation result Nd1 (=NvNc') obtained from the first rotational speed subtraction means 7 by a constant X to calculate the rotational speed correction value ΔN1 during acceleration.

The acceleration rotation speed data calculating means 9 calculates the acceleration rotation speed data Nc1 by adding the currently calculated average rotation speed NV and the acceleration rotation speed correction value ΔN1.

This acceleration rotational speed data NCI is stored in the storage means (in this example, the second storage means Nrpm2) as the current rotational speed detection value NC.
is stored as.

In addition, the average rotational speed N calculated this time by the comparison and determination means 6
When it is determined that V is smaller than the previously detected rotational speed detection value Nc', the second rotational speed subtraction means 10 subtracts the currently calculated average rotational speed NV from the previously detected rotational speed detection value NC. do.

The deceleration time rotation speed correction value calculation means 11 divides the calculation result Nd2 (=NC'-Nv) obtained from the second rotation speed subtraction means by a constant X to calculate a deceleration rotation speed correction value.

The deceleration rotation speed data calculation means 12 calculates the deceleration rotation speed data Nc2 by subtracting the deceleration rotation speed correction value ΔN2 from the currently calculated average rotation speed NV. This data Nc
2 is stored in the storage means (in this example, the second storage means N rpm2) as the current detected rotational speed value NC.

The constant X is determined by the rise time during sudden acceleration and fall time during sudden deceleration of the actual internal combustion engine speed, and the time from when the calculation of the average rotation speed is completed until the calculation of the next average rotation speed is completed. Set to an appropriate value depending on the required time (program execution time T). This constant x is, for example, a time tn that is an execution time T before the time tn when the rotational speed exceeds the set value during acceleration.
Obtain the correction value ΔN1 necessary to make the average rotation speed calculated in -1 a value equal to or higher than the set rotation speed, and execute the execution time T before the time tm when the rotation speed becomes less than the set value during deceleration. The value of the constant X is set so as to obtain a correction value ΔN2 necessary for correcting the value of the average rotational speed calculated at time tm-1 to a value less than the set rotational speed.

In the example of FIG. 6, we obtain the correction value ΔN1 necessary to make the average rotational speed at which the performance is completed at the time tn-1) when B' lights up to a value greater than or equal to the set value NS. - point (time tm -
The size of the average rotation speed calculated in 1) is set as the set value NS.
The value of

Note that the value of the constant X can be made different during acceleration and deceleration.

In the example shown in FIG. 1, the storage means 3 consists of first and second storage means, and the average rotation speed Nv calculated this time and the rotation speed detection value (the average rotation speed) are stored in the second storage means. In addition, a storage means () is provided to store the previous rotation speed detection value NC'', the average rotation speed NV calculated this time, and the current rotation speed detection ( ir
iNc may be stored in separate storage means.

[Operation] When configured as described above, during acceleration, the detected value of the rotational speed is corrected to a value that is smaller than the calculated average rotational speed.

Therefore, for example, when the calculation of the average rotational speed is completed at 8 points in FIG. 5, the detected value of the rotational speed can be made greater than the set value, and delays in control can be prevented.

Also, during deceleration, the detected value of the rotational speed is corrected to a value smaller than the calculated average rotational speed, so for example, when the calculation of the average rotational speed is completed at point E in Figure 5, the detected value of the rotational speed is set. This can be made smaller than the specified value, and control delays can be prevented.

[Example] The present invention will be described in detail below with reference to the accompanying drawings.

Figure 4 shows the general configuration of an embodiment in which the present invention is applied to a four-cylinder internal combustion engine. At this time, the operation mode of the ignition device is set to ignition mode and ignition operation is permitted, and when the rotation speed exceeds a set value, the operation mode is set to misfire mode and ignition operation is stopped.

In FIG. 4, 21 is a pulser waveform shaping circuit that shapes the waveform of the output of the pulser 14, and 22 is a C of a micro combi coater.
PU, 23△ and 23B are RAM (Random Access Memory) and ROM (ROM) of the microcomputer, respectively.
The output of the waveform shaping circuit 21 is given to the input capo-1-22a of the CPLI.

24 is an ignition device for an internal combustion engine, and this ignition device consists of ignition coils 25A and 25[3 and an ignition drive circuit 26, and output ports 22A and 22B of the microcomputer.
An ignition signal is supplied to the ignition drive circuit 26 from the ignition drive circuit 26.

The ignition coils 25Δ and 25B are simultaneous ignition coils, and the secondary coil of the ignition coil 25A includes spark plugs 27a and 27d of the first and fourth cylinders, and the ignition coil 2
Spark plugs 27b and 27c of the second and third cylinders are connected to the secondary coil 5B, respectively.

The ignition drive circuit 26 includes a switch means (for example, a transistor) that controls on/off the primary current of each of the ignition coils 25Δ and 25B.
A high voltage for ignition is induced in the 5B secondary coil.

The CPU outputs an energization signal to 22A to output capo-1 at a position where the phase is more advanced than the ignition positions of the first and fourth cylinders, and the CPU outputs an energization signal to 22A at a position where the phase is more advanced than the ignition positions of the second and third cylinders. An energizing signal is output to the output port 22B. When the energization signal is output from the output port 22A of the CPtJ, the ignition drive circuit 26 causes current to flow from a battery (not shown) to the primary coil of the ignition coil 25A. Similarly, when the energization signal is output from the output port 22B, the ignition drive circuit 26 causes current to flow through the primary coil of the ignition coil 25B.

The CPU also sets the energization signal outputted from the output port 22A to zero at the ignition positions of the first and fourth cylinders, and cuts off the primary current of the ignition coil 25A.

As a result, a high voltage is induced in the secondary coil of the ignition coil 25A, causing sparks to be generated in the ignition plugs 27a and 27d, thereby igniting the first cylinder and the fourth cylinder of the engine.

The CPU also sets the energization signal outputted from the output port 22B to zero at the ignition position of the second and third cylinders, cuts off the primary current of the ignition coil 25B, and
Next, induce a high voltage in the coil. This causes spark plugs 27b and 27c to generate sparks, igniting the second and third cylinders.

As is clear from these descriptions, in this embodiment, the fall of the energization signal to zero becomes the ignition signal.

The pulser 14 is a known inductor rotation type signal generator consisting of a rotor 14a having six reluctors rO to r5 and a signal generator having a pulser column 14b.

The reluctors r1 to r5 all have the same width, and the reluctor ro is formed wider than the other reluctors.

The signal generator is equipped with a magnet that causes magnetic flux to flow through the pulser coil 14b, and as the rotor 14a rotates, the magnetic flux interlinking with the pulser coil 14b changes every time the reluctors rO to r5 oppose the magnetic poles of the signal generator. As a result, a pulsed voltage is induced in the pulser coil 14b.

The rotor 14a is attached to the output shaft or the like of the internal combustion engine and induces a pulse-like voltage as shown in FIG. 5(A) in synchronization with the rotation of the internal combustion engine. In this embodiment, the pulsar coil 1
Positive and negative pulses po, po', p obtained from 4b
i, pio,...P5, P5', positive pulses generated every 60 degrees (pulses generated when the front end of each reluctor faces the magnetic pole of the signal generator) PO, Pl
, P2. ...P5 is used as a control pulse. The generation positions of these control pulses each correspond to a predetermined rotation angle position of the output shaft of the engine, and when a control pulse is generated, it is necessary to know which number i, II all pulse the control pulse is. This allows us to know the rotation angle of the engine at that time.

To identify the control pulses, each control pulse is numbered, and this pulse number is referred to herein as control pulse number C.
It is used as a subscript of the symbols po, pi, . . . indicating pulses. There are pulses in the micro combi coater.
By updating the contents of this storage means with the number of the newly generated control pulse each time a new control pulse is generated, it is possible to know the number of the most recently generated control pulse. It has become.

The waveform shaping circuit 21 inputs the output pulse of the varna and outputs a rectangular wave signal q as shown in FIG. 5(B).

In this example, each falling position of the rectangular wave signal corresponds to the generation position of a control pulse, and the rising position of the negative pulse PO'
, PIo, . . . In FIG. 5(B), each falling position of the rectangular wave signal is labeled with a corresponding control pulse number.

In this example, the control pulse No. 0 is used as the reference control pulse, and the generation position of this control pulse is made to match the ignition position of the first and fourth cylinders when the engine is at low speed. The rotor of the pulsar is installed so that the generation position of the third control pulse, which is 180 degrees apart, coincides with the ignition position of the second and third cylinders.

FIG. 5(D) shows ignition signals for the first and fourth cylinders given from the microcomputer to the ignition drive circuit 26 when the engine is running at low speed, and FIG. The second
and the ignition signal for the third cylinder.

In this embodiment, since the width of the reluctor rO is wider than the width of the other reluctors, the zero period T that occurs following the fall of No. 0 of the rectangular wave signal Vq is equal to the period T that occurs following the fall of No. 1 to No. 5 of the rectangular wave signal Vq. It is longer than the zero period T' that occurs. The microcomputer detects the bottom of this long zero period, and the Lll tit pulse given at the start of the zero period T is 0.
1 control pulse is identified, and the ignition position of each cylinder is determined based on the generation position of this reference control pulse.

Inside the micro combi coater, each means shown in FIG. 1 is realized by a program stored in a ROM.

The rotation speed detection means 2 is realized by the main routine shown in FIG. 2 together with means for determining the ignition position. When the key switch is turned on and the main routine starts,
First, the RAM, CPU I10 interface, timer means, etc. are initialized. Next, after allowing the interrupt routine to be executed every time a control pulse occurs, the engine speed is detected. This step of detecting the rotational speed realizes a rotational speed detection means.

The main routine also calculates the advance angle (the angle from the top dead center of the i valve to the ignition position) and the conduction angle (the angle at which current flows through the primary coil of the ignition coil) at the detected rotational speed. The performance of Song is stored in RAM. The ignition position determining means is realized by the step of calculating the advance angle and the step of calculating the energization angle.

In this embodiment, the rotation speed detection means 2 is realized by the program shown in FIG. In this example, first and second storage means N rpml and N rpm2 are provided,
The first storage means N rpml stores the previous rotational speed detection value, and the second storage means N ppm2 stores the currently calculated average rotational speed and rotational speed detection value.

When the step of detecting the rotational speed is started, first, the previous rotational speed detection value NC' stored in the second storage means N ppm2 is transferred to the first storage means N rpml, and then the counter 13 is stored as 1-0. Find the time t required to rotate a 360 degree section from the count value, and calculate the average number of rotations per rotation N.
Find V using the equation Nv = 60/l. This step of calculating the average rotational speed realizes the average rotational speed droplet n means 5.

The calculated average rotational speed is stored in the second storage means Nppm2. Then the first storage means N rp! 111
(previous rotational speed detection value Nc') and the contents of the second storage means Nrpm2 (currently calculated average rotational speed NV) are compared. This step realizes the comparison/judgment means 6. As a result of this judgment, the average rotation speed N calculated this time
When it is determined that V is greater than or equal to the previous rotational speed detection value NC', the contents (Nv) of the second storage means Nrpm2 are
The contents (Nc') of the first storage means N rpml are decremented from there. This step realizes the first rotational speed reducing means 7.

Next, by dividing the above subtraction result Nd1 by a constant X, a correction value ΔN1 is calculated. This step realizes the rotational speed correction value calculation means 8 during acceleration. Next, this correction value ΔN1 is added to the currently calculated average rotational speed NV to calculate rotational speed data during acceleration NC1. The rotation speed data calculation means 9 during acceleration is realized by this step of addition σ.

This acceleration rotation speed data Nc1 is the current rotation speed detection value N
c is stored in the second storage means N ppm2.

As a result of the determination by the comparison determination means 7, when it is determined that the average rotation speed NV calculated this time is less than the previous rotation speed detection value Nc', the 2 storage means N ppm2 contents (N
v) is subtracted. This step realizes the second rotational speed subtraction means 10.

Next, by dividing this subtraction result Nd2 by the constant X,
A correction value ΔN2 is calculated. This step realizes the deceleration rotational speed correcting vessel calculation means 11. Next, a correction value ΔN2 is subtracted from the average rotation speed NV calculated this time, and rotation speed data during deceleration NC2 is calculated. This subtraction step implements the rotation speed data calculation means 12 during deceleration.

This rotation speed data Nc2 during deceleration is the current rotation speed detection value N
c is stored in the second storage means N ppm2.

When a control pulse occurs, an interrupt routine is executed. Time ta shown in FIG. 5(C) indicates the time when this interrupt routine is executed, and tb indicates the time when the main routine is executed.

In this interrupt routine, first, the pulse number stored in the pulse number storage means is updated to the number of the control pulse given this time.

In the interrupt routine, the cylinder to be ignited is also determined from the pulse number, and the energization start position of each cylinder differs depending on the rotation speed. ), a predetermined energization signal is given to the ignition drive circuit 26.

In addition, when a predetermined control pulse is generated for each cylinder, a count value necessary for ignition operation to be performed at the ignition position of the advance angle calculated in the main routine is set in the advance angle counter. , and causes the counter to count clock pulses. Then, when the count of this counter is completed, the energization signal is set to zero. The fall of this energization signal to zero becomes an ignition signal, and the ignition operation is performed when the ignition signal is given.

In this embodiment, when the control pulse P5 is generated, the first
and the advance angle counter for the fourth cylinder, and when the control pulse P2 is generated, the advance angle counters for the second and third cylinders are started.

The position at which the energization signal is applied is determined according to the energization angle calculated in the main routine. In this example, the energization start position is set to the generation position of one of the control pulses, and each time the rotational speed increases by a predetermined amount, the number of the control pulse that determines the position at which energization is started is decreased to increase the energization angle to 60. I try to avoid increasing it step by step.

FIG. 5(D) shows the energization signal Vb1 for the first and fourth cylinders.
(E) shows the energization signal Vb2 for the second and third cylinders. The falling edges of these energization signals become the ignition signals @'J f 1 and V[2. In this example, when the engine speed is low, the energization signals Vb1 and Vb2 rise at the generation positions of control pulse P5 and control pulse P2, respectively, as shown by solid lines in the figure, and as the engine speed increases, each The rising position of the energization signal advances by 60 degrees as shown by the broken line in the figure.

An ignition signal supply means is realized by the advance angle counter and a program for controlling the counter.

The interrupt routine executed each time a control pulse is given also controls the internal combustion engine to maintain its rotational speed within a predetermined range or to prevent the rotational speed from exceeding a set speed. , it is determined whether the operating mode of the ignition device is the ignition mode or the misfire mode. The control means 4 is realized by a program that determines the operational mode of the ignition device. In this program, the current detected rotational speed value Nc stored in the second storage means Nrpm2 is compared with the set value NS, and when the detected rotational speed value Nc is less than the set value Ns, the operating mode of the ignition system is set. Set the ignition mode to the ignition mode and allow a signal to be supplied to the ignition device 24 to perform an ignition operation. Further, when the rotational speed detection value NC exceeds the set value NS, the ignition device is put into a misfire mode, and the supply of a signal to the ignition device 24 is blocked to stop the ignition operation.

With the above configuration, the detected rotational speed value is corrected to a value larger than the calculated average rotational speed during acceleration, and the detected rotational speed value is corrected to a smaller value during deceleration.

For example, in Fig. 7, the rotational speed detection flff N C at point H during acceleration is N1, and then at one point
When the average rotation speed NV is N2, the rotation speed detection value at one point is set to N2 + ((N2-Nl)/X).

In addition, in Fig. 7, if the rotational speed detection value NC at 8 points during deceleration is N3, then if the average rotational speed NV calculated at the next point is N4, then the rotational speed at point K The detected value is (N4-(N3-N4)/X).

When there is no variation in the rotation speed, the correction values ΔN1 and ΔN2
becomes zero, so control is performed as usual.

Therefore, during acceleration, the detected value of the rotational speed can be made larger than the set value at the point when the calculation (1) of the average rotational speed is completed at 8 points in FIG. 5, for example, and it is possible to prevent delays in control. Furthermore, during deceleration, the detected value of the rotation speed can be made smaller than the set value when the calculation of the average rotation speed is completed, for example at point E in Fig. 5, thereby preventing delays in control. can.

In the above example, we took the case of controlling an ignition system for an internal combustion engine, but this method can also be used when controlling a valve that adjusts the amount of fuel supplied to an internal combustion engine or a valve that adjusts the exhaust timing of an internal combustion engine. The invention can be applied.

[Effects of the Invention] As described above, according to the present invention, during acceleration, the detected value of the rotation speed is corrected to a value larger than the calculated average rotation speed,
During deceleration, the detected value of rotation speed is corrected to a value smaller than the calculated average rotation speed, and during acceleration, the average rotation speed calculated just before the rotation speed exceeds the set value is corrected. The detected value of the number of revolutions is made larger than the set value, and when decelerating, the average number of revolutions calculated just before the number of revolutions falls below the set value is corrected to make the detected value of the number of revolutions less than the set value. Therefore, delays in control can be prevented.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention, FIGS. 2 and 3 are flowcharts showing programs for realizing each means in an embodiment of the present invention, and FIG. 4 is a block diagram showing the configuration of the present invention. FIG. 5 is a block diagram showing the configuration of the device used, FIG. 5 is a signal waveform diagram for explaining the operation of the embodiment of the present invention, and FIG. 6 is for explaining the relationship between the change in the engine rotation speed over time and the control operation. FIG. 7 is a diagram for explaining the relationship between the temporal change in rotation speed and the calculation result of the rotation speed detection value. DESCRIPTION OF SYMBOLS 1... Internal combustion 1a function, 2... Rotation speed detection means, 3...
・Storage means, 4: Control means, 5: Average rotational speed oil cylinder means, 6: Comparison/judgment means, 7: First rotational speed range stop means, 8: Rotation during acceleration Number correction value calculation means, 9.
. . . Rotation speed data calculation means during acceleration, 10 . . . Second rotation speed range 0 means, 11 . . . Rotation speed correction value calculation means during deceleration, 12 . . . Rotation speed data calculation means during deceleration, N. rpm
l...first storage means, N rpm2...second storage means. Figure Figure 3

Claims (1)

[Scope of Claims] A rotational speed detection means for repeatedly detecting the rotational speed of an internal combustion engine at a predetermined cycle, a rotational speed detection value storage means for storing a rotational speed detection value obtained from the rotational speed detection means, and the memory. A control device for an internal combustion engine, comprising: a control means for controlling the internal combustion engine according to a detected rotational speed value stored in the means, wherein the rotational speed detection means counts the time required for one rotation of the internal combustion engine. An average rotation speed calculation means for calculating the average rotation speed of the internal combustion engine from the counted value of the counter; and a comparison determination means for comparing the currently calculated average rotation speed with the previously detected rotation speed detection value to determine the magnitude relationship. , subtracting the previously detected rotational speed value from the currently calculated average rotational speed when the comparison determination means determines that the currently calculated average rotational speed is larger than the previously detected rotational speed detection value; a rotation speed correction value calculation means for calculating a rotation speed correction value during acceleration by dividing the calculation result obtained from the first rotation speed subtraction means by a constant; Acceleration rotation speed data calculation means for calculating rotation speed data during acceleration by adding the average rotation speed and the acceleration rotation speed correction value; a second rotation speed subtraction means for subtracting the currently calculated average rotation speed from the previously detected rotation speed detection value when it is determined to be smaller than the rotation speed detection value; and from the second rotation speed subtraction means. a rotation speed correction value during deceleration calculating means for calculating a rotation speed correction value during deceleration by dividing the obtained calculation result by a constant; and deceleration rotation speed data calculation means for calculating rotation speed data, and the rotation speed detection value storage means stores the acceleration rotation speed data or deceleration rotation speed data as the rotation speed detection value. A control device for internal combustion engines.