JPS6287650A - Internal combustion engine control device - Google Patents

Abstract

PURPOSE:To make it possible to exhibit a value corresponding to the amount of intake-air with a high degree of accuracy, by controlling the operation of an internal combustion engine with the use of a basic parameter obtained from both pressures upstream and down stream of a throttle valve and an engine rotational speed. CONSTITUTION:An ECU 17 receives an intake-air pressure Pm from an intake- air pressure sensor 10 for detecting a pressure downstream of a throttle valve 4 and an atmospheric pressure Pa detected from an atmospheric pressure sensor 9 for detecting a pressure upstreamof the throttle valve 4, and calculates a basic value, IB0=Pa(Pa-Pm). The square-root of this basic value IB0 is obtained from an one-dimensional map, and is set as a basic parameter IB. Then, an engine rotational speed detected by an angular sensor 16 is taken into, and a basic fuel injection time is obtained from a two-dimensional map which is previously set and stored in memory, corresponding to the engine rotational speed and the basic parameter IB. Such a basic fuel injection time is variously compensated, and is then delivered as a fuel injection time to a fuel injection valve 7.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an internal combustion engine control device that controls the operation of a vehicle internal combustion engine using the pressure in the intake system of the internal combustion engine and the engine speed.

[Conventional technology]

Control that controls the operation of an internal combustion engine by determining the fuel injection amount, ignition timing, etc. from the pressure downstream of the throttle valve, which is conventionally installed in the intake pipe of the internal combustion engine, from the intake pipe pressure and engine speed. The device is generally known.

There are many proposals for devices that perform various other types of control based on control using intake pipe pressure and engine speed, such as Japanese Patent Laid-Open No. 59-20542.
The publication proposes a control device that controls the amount of fuel injection based on intake pipe pressure and engine speed, and is equipped with so-called EGR, which is configured to recirculate a portion of exhaust gas.

By the way, in the above-mentioned control using the intake pipe pressure and engine speed, in the model shown in FIG. This is based on the fact that the following approximation holds true for the pressure Pm in the basin and the pressure PD in the downstream area.

Q#C-3A-J P u P B
(11 or G#C-3a ・V'PIJ (Pu -Po)
(21 Note that in equations (1) and (2),
C is a coefficient, and S^ is the area of the aperture.

Applying this model to an internal combustion engine, control is performed using intake pipe pressure and engine speed; conventionally, the focus was on the amount of air flowing into the combustion chamber via the intake valve. , Pt+ applies to the intake pipe pressure, Pm is the pressure inside the combustion chamber during the intake stroke of the internal combustion engine, and SA
is the opening area of the intake valve, Q and G are the amount of intake air taken into the internal combustion engine, and C is a value that changes depending on the operating conditions.

[Problem that the invention seeks to solve]

Conventionally, in the control using the above-mentioned intake pipe pressure and engine speed, the information detected as data corresponding to the above equation (1) is only Pu, that is, the intake pipe pressure, and PD,
Control was executed with SA constant. However, in reality, the pressure inside the combustion chamber corresponding to Po changes depending on the exhaust pressure, the volume of residual gas remaining in the combustion chamber, temperature, etc., and the opening area of the intake valve corresponding to SA changes depending on the clearance of the intake valve. Therefore, determining the amount of intake air using equation (1) or equation (2) above by detecting only the intake pipe pressure has poor accuracy.

Furthermore, when vehicles are mass-produced, the pressure inside the combustion chamber and the opening area of the intake valve vary from engine to engine, and the opening area of the intake valve also changes over time. It becomes conducive.

For example, when the basic fuel injection amount is determined from the intake pipe pressure and engine speed, the basic fuel injection amount is corrected to keep the air-fuel ratio constant, and the fuel injection amount is determined to control the fuel for the internal combustion engine. , the poor accuracy of the value corresponding to the intake air amount due to the poor determination accuracy of the intake air amount based only on the intake pipe pressure mentioned above is manifested in poor control accuracy when controlling the air-fuel ratio to be constant, and the emission , which causes problems such as deterioration of drivability.

In addition, in an internal combustion engine equipped with EGR, the intake pipe pressure is determined by exhaust gas and intake air that do not contribute to combustion by EGR.
It is necessary to determine the fuel injection amount in consideration of the exhaust gas in the intake pipe due to GR, and complex control is required.

Therefore, an object of the present invention is to provide a control device that detects the pressure of the intake system, indirectly determines the amount of intake air, and controls the operation of the internal combustion engine along with the engine speed. An object of the present invention is to provide an internal combustion engine control device that can improve the accuracy of a value corresponding to an air amount and improve the control accuracy of the operation of an internal combustion engine.

[Means for solving problems]

In order to solve the above problems, the present invention applies the above-described model shown in FIG. 5 to the throttle valve part. - a first pressure detection means for detecting the pressure Pm in the downstream region of the throttle valve; a second pressure detection means for detecting the pressure Pa in the upstream region of the throttle valve of the intake pipe; and a rotation for detecting the engine speed NE of the internal combustion engine. a calculation means for calculating the basic parameter ■6 from the pressure Pm in the downstream region of the throttle valve and the pressure Pa in the upstream region of the throttle valve detected by the first pressure detection means and the second pressure detection means; and the rotation speed An internal combustion engine control device comprising: a control means for controlling the operation of the internal combustion engine using the engine rotational speed N detected by the detection means and the basic parameter I calculated by the calculation means. Further, in the second invention, as shown in FIG. 10, the first pressure detection means detects the pressure Pm in the downstream region of the throttle valve in the intake pipe of the internal combustion engine, and the pressure Pa in the throttle valve upstream region of the intake pipe. second pressure detection means for detecting the temperature T3 of the intake air taken into the internal combustion engine; rotation speed detection means for detecting the engine rotation speed NE of the internal combustion engine; and the first pressure Calculation means for calculating the basic parameter IIl from the pressure Pa and upstream pressure Pm of the downstream region of the throttle valve detected by the detection means and the second pressure detection means and the intake temperature T3 detected by the intake temperature detection means and a control means for controlling the operation of the internal combustion engine using the engine rotation speed NE detected by the rotation speed detection means and the basic parameter IB calculated by the calculation means. It is used as an engine control device.

〔Example〕

Hereinafter, one embodiment of the present invention will be described based on the drawings.

FIG. 1 is a configuration diagram showing an internal combustion engine control and peripheral devices thereof having an embodiment of an internal combustion engine control device according to the present invention. In the figure, 1 is a six-cylinder internal combustion engine (hereinafter simply referred to as the engine), and each cylinder of the engine 1 has a combustion chamber 1d partitioned by an intake valve 1a, an air valve 1b, and a Vinton IC. A spark plug 1e is provided so that a part of the spark plug 1e protrudes into the combustion chamber 1d.

The engine 1 is provided with an intake pipe 2 for guiding intake air to the engine 1, and an air cleaner 3 is provided at the end of the intake pipe 2. is provided with a throttle valve 4 connected to an accelerator pedal (not shown). Further, a surge tank 5 for suppressing pulsation of intake air is formed downstream of the intake pipe 2 where the throttle valve 4 is provided, and the intake pipe 2 is connected to each cylinder of the engine 1 from this surge tank 5. They are correspondingly branched. An electromagnetically actuated fuel injection valve 7 is provided in the branch portion 6 of the intake pipe 2 near the cylinder of the engine 1 .

The engine 1 is also provided with an exhaust pipe 8 for discharging exhaust gas from the engine 1 into the atmosphere.

In the above configuration, intake air is introduced from the air cleaner 3, guided to the surge tank 5 via the throttle valve 4 of the intake pipe 2, and from the surge tank 5 via the branch part 6 to the vicinity of the intake valve 1a of the engine 1. reach up to. Then, the fuel injected from the fuel injection valve 7 and the intake air are mixed near the intake valve 1a, and the mixture is drawn into the combustion chamber 1d via the intake valve 1a. The air-fuel mixture sucked into the combustion chamber 1d is ignited by the spark plug 1e, explodes and burns. The gas after combustion is guided as exhaust gas to the exhaust pipe 8 via the exhaust valve 1b, and is discharged to the atmosphere via the exhaust pipe 8.

In addition, the intake system having the above configuration includes a throttle valve 4 of the intake pipe 2.
An atmospheric pressure sensor 9 that detects the pressure in the upstream region, that is, atmospheric pressure; an intake pressure sensor 10 that similarly detects the pressure in the surge tank 5 in the downstream region of the throttle valve 4, that is, the intake pipe pressure; A throttle sensor 11 that detects the throttle opening of the valve 4 and an intake air temperature sensor 12 that detects the temperature of intake air are provided. Furthermore, engine 1
A water temperature sensor 13 is provided in a predetermined cylinder to detect an engine cooling water temperature indicating a warm-up state of the engine 1.

The engine 1 is also provided with a distributor 15 that distributes the ignition energy from the ignition coil 14 to the spark plugs 1e provided in each cylinder. It rotates once every two revolutions, and is provided with a rotation angle sensor 16 for detecting the engine rotation angle.

Each of the above sensors outputs its detection signal to the engine control unit 17 (hereinafter referred to as ECU), and the EC
U17 calculates the fuel injection amount based on the detection signals from each sensor and adjusts the opening time of the fuel injection valve 7,
Calculate the optimal ignition timing and adjust the ignition timing.

FIG. 2 is a block diagram showing the configuration of the ECU 17 shown in FIG. This is a central processing unit (hereinafter referred to as CPU) that executes arithmetic processing. Further, 22 is an interrupt command unit, 23 is a CPU
24 is an atmospheric pressure sensor 9, an intake pressure sensor 10;
, an A/D conversion processing unit having a function of A/D converting detection signals from the throttle sensor 11, intake air temperature sensor 12, and water temperature sensor 13 and causing the CPU 21 to read the A/D conversion signals.

Reference numeral 25 denotes a memory unit in which the control program of the CPU 2 i is stored, as well as the output information from each unit node 22, 23, and 24, and a read-only memory (ROM) in which the control program and initial data are stored.
25A, random access memory (R
AM) 25B.

A backup random access memory (backup RAM) 25C, which is a non-volatile memory backed up by a buffer, is provided so as to retain data necessary for subsequent internal combustion engine operation even if a key switch (not shown) is turned off.

26 is a counter unit for ignition timing control including a register, and the ignition coil 1 calculated by the CPUjl
A digital signal representing the timing to energize and the timing to cut off energization, that is, the ignition timing, is calculated as a period and timing corresponding to the engine rotation angle (crank angle). 27 is a power amplifier, which includes an ignition timing control counter unit 2;
6 and controls the timing at which the ignition coil 14 is energized and the ignition coil 14 is de-energized, that is, the ignition timing.

28 is a counter-to-unit for fuel injection time control including a register, and is composed of two down counters having the same function. In this case, each down counter is
The digital signal representing the valve opening time of the fuel injection valve 7 calculated by 21, that is, the fuel injection amount, is converted into a pulse signal having a pulse time width giving the valve opening time of the fuel injection valve 7. 2
A power amplifier 9 amplifies the pulse signal from the counter unit 28 and supplies it to the fuel injection valve 7, and is provided with two channels corresponding to the configuration of the counter unit 28. 30 is each unit 21.22.23.24.25.2
This is a common bus that transfers information between 6.28 and 28. Also 7
Numerals 1 to 76 are fuel injection valves that inject fuel to each cylinder.

As shown in FIG. 2, the rotation angle sensor 16 consists of three sensors 161, 162, and 163. That is, as shown in FIG. 3(A), the first rotation angle sensor 161 changes the angle from crank angle 0 only once every two rotations of the engine crankshaft, that is, every one rotation of the distributor 15. θ
Angle signal A is generated at a position just in front of the camera. As shown in FIG. 3(B), the second rotation angle sensor 162 detects the crank angle 3 once every two revolutions of the engine crankshaft.
An angle signal B is generated at a position an angle θ before 60°. As shown in FIG. 3(C), the third rotation angle sensor 163 produces angle signals at intervals equal to the number of engine cylinders for each revolution of the engine crankshaft, that is, in the case of six cylinders as in this embodiment. generates six angle signals C for every 60' of crank angle from 0°.

The interrupt command unit 22 has each rotation angle sensor 161.16.
The angle signal from 2.163, that is, the crankshaft rotation angle signal, is input to send out a signal that commands the interruption of ignition timing calculation and the interruption of fuel injection calculation. As shown in D), the signal obtained by dividing the frequency of the angle signal C of the third rotation angle sensor 163 by two is used as an interrupt command signal immediately after the angle signal A of the first rotation angle sensor 161 is sent. Send. This interrupt command signal is sent six times per two revolutions of the crankshaft, that is, the number of cylinders in the engine is transmitted every two revolutions of the crankshaft.

Therefore, in the case of a 6-cylinder engine, 1
The CPU 21 is sent an interrupt command to calculate the ignition timing.

Further, as shown in FIG. 3(E), the interrupt command unit 22 divides the angle signal C of the third rotation angle sensor 163 into 6, and transmits the signal to the angle signal C of the first rotation angle sensor 161. Signal A and angle signal B of the second rotation angle sensor 162
The interrupt command signal E is sent every 360° (1 rotation) starting from the sixth time after the is sent, that is, from the crank angle of 300°.
Send as. This interrupt command signal E is sent out. This interrupt command signal E issues an interrupt command to the CPU 21 to calculate the fuel injection amount.

Next, among the control processes executed by the ECU 17,
The calculation of the valve opening time of the fuel injection valve 7, that is, the fuel injection time, which is a main process in controlling the operation of the engine 1, will be explained according to the calculation program shown in FIG.

Note that this calculation program is executed every time the interrupt command signal E is input as described above.

When the process starts, first in step 401, A
A/D conversion is performed in the /D conversion processing unit 24, and the RAM
The intake pressure Pm and atmospheric pressure Pa stored in 25B are taken in. In step 402, a basic value 8°-P (Pa-Pm) is determined from the intake pressure P7 taken in step 401 and the atmospheric pressure Pm. Note that at this time P a <
For p m, the basic value is 1. . Set =O. In step 403, the basic value 11 obtained in step 402 is
Square root of 16 - Jxm. is obtained from the one-dimensional map shown in FIG. 6, and the square root &Iio is set as the basic parameter (2).

In step 404, the engine rotation speed NE calculated by the rotation speed counter unit 23 and stored in the RAM 25B is fetched. In step 405, the basic parameter ■8 and engine speed N+ are stored in the ROM25A! 2 as shown in FIG. 7, which is preset and stored for
From the dimensional map, the basic fuel injection time T is found using the basic parameter I3 found in step 403 and the engine rotational speed N taken in in step 404.

As shown in Fig. 7, this two-dimensional map has a basic fuel injection time TpO value set at each grid point.
Basic parameter 111: When the engine speed NE is at a value other than the grid point, the four nearby basic fuel injection times T,
By interpolating four points, the basic fuel injection time T at that time is determined. In step 406, a correction value calculation routine (not shown) for the basic fuel injection time TP is performed to determine the engine coolant temperature Ta. The effective injection time T is calculated by correcting the basic fuel injection time T using the correction coefficient f(Tw, T-) determined according to the intake temperature T. In step 407, the invalid injection time TV, which is determined according to the voltage state of a battery (not shown), is calculated in step 406 to correct the valve opening/closing response time that changes depending on the voltage applied to the fuel injection valve 7.
In addition to the effective injection time T determined in step 1, the fuel injection time Ti, that is, the opening time of the fuel injection valve 7 is calculated. Then, in step 408, the fuel injection time Ti obtained in step 407 is set in the counter unit 28 for fuel injection time control, and this routine ends.

Counter unit 28 in which fuel injection time Ta is set
As described above, converts the fuel injection time T into a pulse signal having a pulse time width corresponding to this time T at a predetermined timing synchronized with engine rotation, and outputs the pulse signal to the power amplifier 29. The power amplifier 29 is the counter unit 2
The pulse signal from 8 is amplified and supplied to the fuel injection valve 7, and the fuel injection valve 7 is opened in response to this signal to inject a predetermined amount of fuel corresponding to the fuel injection time T. The fuel is injected from the fuel injection valve 7.

By the way, in the above fuel injection time calculation routine, the basic parameter II is calculated using the atmospheric pressure Pm and the intake pressure Pm.
=v'Pm (Pa-Pm) is calculated, and the basic fuel injection time TP is determined using this basic parameter Is. This is done by applying the model shown in Figure 5 to the 4 parts of the throttle valve, detecting the atmospheric pressure Pm and the intake pressure Pa, and calculating the amount of intake air passing through the 4 parts of the throttle valve approximately based on equation (2). By determining this, the accuracy of determining the intake air amount is improved compared to the conventional model in which the intake air amount is determined based only on the intake pressure Pm by applying the model shown in FIG. 5 to the intake valve portion. Therefore, by improving the accuracy of determining the intake air amount, the control accuracy of the above-mentioned fuel control also improves. For example, the air-fuel ratio sensor is connected to the exhaust pipe 8.
If the fuel is controlled to keep the air-fuel ratio constant,
The control accuracy of the air-fuel ratio is improved to a greater extent than before.

Although fuel control has been described above, it goes without saying that the basic parameters In = -Jp, (p, -p,) can be applied to control other engines 1.
For example, regarding ignition timing control, the basic ignition timing is read out from a two-dimensional map set in advance from the basic parameter I[l and the engine rotation speed NE, and the engine cooling water temperature T is determined for this basic ignition timing. The ignition timing is determined by adding the corrected ignition timing determined by, etc., and the energization timing is determined from this ignition timing. The ignition timing and the energization timing are set in the ignition timing control counter unit 26, and the counter unit 26 controls the power amplifier 27 to determine the energization and cutoff timing of the ignition coil 14, that is, the ignition timing. controlled.

According to the above embodiment, since the focus is on the amount of air passing through the throttle valve 4, even if part of the exhaust gas is recirculated into the surge tank 5 due to EGR, the recirculated exhaust gas can be used to absorb air. As the atmospheric pressure Pm increases, the pressure in the upstream region of the throttle valve 4, that is, the difference from the atmospheric pressure Pa becomes smaller, and the basic parameter IB becomes smaller in response to the decrease in the amount of air taken into the engine 1 due to exhaust gas. .

Therefore, in the above configuration, since the basic parameter II corresponds to the amount of air passing through the throttle valve 4,
It is now possible to eliminate the influence of changes in the amount of intake air due to EGR, and therefore there is no need for complex fuel control as shown in the above-mentioned publication.
It is also possible to eliminate the need for switching depending on whether GR is executed or not.

By the way, in the above embodiment, the fluctuation of the intake air temperature Ta is considered to be small and almost constant, and when the intake air temperature Ta is considered, the mass flow rate G3 is G, #C-3A -JP-(P-Pm)/ T.

Since the basic parameter I3 is approximated by 1, =V
/Pm(Pa-PII)/T.

If this is applied to the control of the engine 1, the control accuracy will be further improved.

Also, when the amount of intake air can be expressed as a volumetric flow rate,
The basic parameters I may be combined by JPm-Pm.

Further, in the above embodiment, the basic parameter In is -Jpa
(Pa-Pm), JPm(Ps-Pm)/T, or /Pm-Pm, but the basic variable meta II
Pm (Pa - Pm, l), Pm (Pa -
Pm), /T, or Pm-Pm, a two-dimensional map for the basic fuel injection time T and the basic ignition timing may be set according to the basic parameter II and the engine speed Nt.

Further, in the above embodiment, the basic fuel injection time T is read out from the two-dimensional map, but the basic parameter I
For I and engine speed NE, set the product of coefficient C and opening area SA of throttle valve 4 on a map, and calculate basic fuel injection time T using the following formula (% formula %) It doesn't matter if you do it like this.

Furthermore, in the above embodiment, the basic parameter IB is calculated based on equation (1) or (2) as (Pa(Pa-Pm)) "", (Pa(Pa-Pm
)/T,) I/l, or (Pa-Pm')"", but in order to improve the approximation of the intake air amount, the index value was set to 1/2 (-0, 5) and was changed to 0. A value such as .55 may be used.

Furthermore, in the above embodiment, an atmospheric pressure sensor 9 for detecting the pressure in the upstream region of the throttle valve 4, that is, atmospheric pressure;
Two pressure sensors were used, including an intake pressure sensor 10 for detecting the pressure downstream of the throttle valve 4, that is, the intake pressure. For example, as shown in FIG.
E
A three-way valve 18 operated by the CU 17 may be set, and the three-way valve may be used to switch the passage, and one pressure sensor 19 may detect the atmospheric pressure Pm and the intake pressure Pk. Note that 20 is a filter.

In addition, a pressure sensor communicating with the downstream region of the throttle valve 4 is installed.
For example, when the opening degree of the throttle valve 4 obtained from the throttle sensor 11 becomes equal to or higher than a predetermined value and the intake pressure Pm can be regarded as the atmospheric pressure Pm, the intake pressure Pa is set to the atmospheric pressure. Backup RAM2 as Pa
It is also possible to store it in the 5C and execute each of the above-mentioned controls.

〔Effect of the invention〕

As described above, according to the present invention, the model shown in FIG. Then, find the basic parameter II from the repressure Pm and Pm,
Further, in the second invention, the intake temperature T is further increased.

is detected, re-pressure Pm, Pm, and intake temperature T.

After determining the basic parameter II, we created an internal combustion engine device that uses this basic parameter I3 and the engine speed NE to control the operation of the internal combustion engine.
However, compared to the case where the conventional model shown in Fig. 5 corresponds to the intake valve part and expresses the value corresponding to the intake air amount using only the intake pressure Pm, the value corresponding to the intake air amount can be expressed with sufficiently high accuracy. As a result, the control accuracy of the internal combustion engine operation control has been sufficiently improved. Also, since this configuration focuses on the amount of air flowing through the throttle valve, part of the exhaust gas is transferred to the intake air by EGR. Even if the flow is returned to the downstream region of the pipe throttle valve, the basic parameters I,
Since is a value that expresses the amount of air flowing through the throttle valve portion, it has the excellent effect of being able to ignore the influence of gas components that do not contribute to combustion by exhaust gas.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing an internal combustion engine and its peripheral devices equipped with an embodiment of the internal combustion engine control device of the present invention;
FIG. 2 is a block diagram showing the configuration of the ECU shown in FIG.
Fig. 3 is a timing chart showing the generation timing of the pulse signal output from the rotation angle sensor and the pulse signal output from the interrupt command unit relative to the crank angle, Fig. 4 is a flowchart of the fuel injection time calculation routine, and Fig. 5 is the flow rate Q of the fluid (air) passing through the constriction part A
(volume flow rate), G (mass flow rate), upstream pressure PLl, and downstream pressure P. 6 and 7 are maps used in the fuel injection time calculation routine, and FIG. 8 is a schematic diagram showing the configuration of another embodiment of the present invention. 9 and 10 are block diagrams showing a schematic configuration of the present invention. 1...Engine, 2...Intake pipe, 4...Throttle valve. 7...Fuel injection valve, 9...Atmospheric pressure sensor, 10...
・Intake pressure sensor, 11...Throttle sensor, 12・
...Intake temperature sensor, 13...Water temperature sensor, 16...
Rotation angle sensor, 17...ECU, 18...3-way valve,
19...Pressure sensor, 21...CPU.

Claims (5)

[Claims] (1) Pressure P downstream of the throttle valve in the intake pipe of the internal combustion engine
a first pressure detection means for detecting the pressure P_a of the intake pipe upstream of the throttle valve; a rotation speed detection means for detecting the engine rotation speed N_E of the internal combustion engine; Calculation means for calculating a basic parameter I_B from the pressure P_m in the downstream region of the throttle valve and the pressure P_a in the upstream region detected by the first pressure detection means and the second pressure detection means; and the engine detected by the rotation speed detection means. An internal combustion engine control device comprising: control means for controlling the operation of the internal combustion engine using the rotational speed N_E and the basic parameter I_B calculated by the calculation means. (2) Basic parameter I_ calculated by the calculation means
2. The internal combustion engine control device according to claim 1, wherein B is expressed as I_B={P_a(P_a-P_m)}^nn: any real number. (3) The internal combustion engine control according to claim 1, wherein the basic parameters calculated by the calculation means are expressed as I_B=(P_a-P_m)^n n: any real number. Device. (4) Pressure P downstream of the throttle valve in the intake pipe of the internal combustion engine
_m; a second pressure detection means for detecting the pressure P_a of the intake pipe upstream of the throttle valve; and an intake air temperature detection means for detecting the temperature T_a of the intake air taken into the internal combustion engine. and a rotation speed detection means for detecting the engine rotation speed N_E of the internal combustion engine; and a pressure P_m in the downstream region of the throttle valve and a pressure P_a in the upstream region detected by the first pressure detection means and the second pressure detection means. Intake temperature T detected by the intake temperature detection means
a calculation means for calculating a basic parameter I_B from the rotation speed detection means; and control for controlling the operation of the internal combustion engine using the engine rotation speed N_E detected by the rotation speed detection means and the basic parameter I_B calculated by the calculation means. An internal combustion engine control device comprising: means. (5) Basic parameter I_B calculated by the calculation means
I_B={P_a(P_a-P_m)/T_a}^nn
4. The internal combustion engine control device according to claim 4, wherein: the internal combustion engine control device is expressed by an arbitrary real number.