JP2008128119A - Operating condition determination device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operating condition determination device for an internal combustion engine reducing processing burden while inhibiting drop of determination accuracy. <P>SOLUTION: The operating condition determination device operates an integration value ΣPM<SB>n</SB>adding past one cycle intake pressure PM<SB>1</SB>, PM<SB>2</SB>-PM<SB>n-1</SB>, PM<SB>n</SB>from present intake pressure PM<SB>n</SB>, and an integration value ΣPM<SB>n-1</SB>adding past one cycle intake pressure PM<SB>nold</SB>, PM<SB>1</SB>, PM<SB>2</SB>-PM<SB>n-2</SB>, PM<SB>n-1</SB>from previous intake pressure PM<SB>n-1</SB>. Then difference ΔΣPM<SB>n</SB>of the integration value ΣPM<SB>n</SB>and the integration value ΣPM<SB>n-1</SB>is operated. If the difference ΔΣPM<SB>n</SB>is greater than a predetermined acceleration threshold α, it is judged that the operating condition is an acceleration transition condition. If the difference ΔΣPM<SB>n</SB>is smaller than a predetermined deceleration threshold β, it is judged that the operating condition is a deceleration transition condition. If relation expression β≤ difference ΔΣPM<SB>n</SB>≤α is satisfied, it is judged that the operating condition is a steady state condition. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an internal combustion engine operating state determination device that determines whether the operation of an internal combustion engine is in a transient state in which acceleration or deceleration is performed or a steady state.

2. Description of the Related Art Conventionally, there is known an operation state determination device that determines whether an internal combustion engine is in a transient state where acceleration or deceleration is in operation or a steady state based on a change in intake pressure taken into a combustion chamber.
Hereinafter, the rotation angle of the crankshaft corresponding to one cycle of the combustion cycle of the internal combustion engine is defined as one cycle crank angle, and an angle obtained by dividing the one cycle crank angle into a predetermined number is defined as a crank angle interval. In the following description, the intake pressure detected at each angular interval is defined as PM. A configuration for detecting the intake pressure PM at every crank angle interval is disclosed in Patent Document 1 and the like.

FIG. 7 is a graph showing the relationship between the change in the crankshaft rotation angle (crank angle) and the change in the intake pressure PM. When the accelerator opening is changed to be larger as shown in the upper part of the graph. Accordingly, the value of the intake pressure PM changes so as to increase.
In the conventional discrimination device, the current intake pressure PM _n is compared with the intake pressure PM _nold one cycle before, and if the intake pressure PM _n is greater than the intake pressure PM _nold , the acceleration transient state is obtained. If the intake pressure PM _n is smaller than the intake pressure PM _nold , it is determined that the vehicle is in a deceleration deceleration state.

However, only by comparing the two values of the intake pressure PM _n and the intake pressure PM _nold , the detection accuracy due to the detection accuracy of the sensor that detects the intake pressure, noise, and the like are reflected in the determination result as they are. Is bad. Therefore, in practice, a large number of intake pressures PM _n , PM _n−1 , PM _n−2 ... PM ₁ and intake pressures PM _nold and PM _n one cycle before corresponding to each of these intake pressures. _-1old , PM _n-2old ... PM _1old are respectively compared, and the respective comparison values (PM _n −PM _nold ), (PM _n−1 −PM _n−1old ), (PM _n−2 −PM) are compared. _n−2old )... (PM ₁ −PM _1old ) is determined to be an acceleration transient state if the average value is positive, and a deceleration transient state if it is negative.

International Publication No. 2003/006808

However, in the above conventional discriminating apparatus includes a plurality of intake pressure PM _n, for each of the _{PM n-1, PM n-} 2 ··· PM 1, 1 cycle before the intake pressure _{PM nold, PM n-1old,} PM _Since it must be compared with _n-2old ... PM _1old , the number of comparison points is large, and the processing load of the discriminating apparatus increases.
SUMMARY OF THE INVENTION An object of the present invention is to provide an internal combustion engine operating state discriminating apparatus that reduces a processing load while suppressing a decrease in determination accuracy.

Absorption according to the invention of claim 1 to 14, wherein, detected and integrated value [sum] Pm _n obtained by integrating the intake pressure for the past one period from the current intake pressure PM _n, the crank angle interval one minute before the intake pressure PM _n The integrated value ΣPM _n-1 obtained by integrating the intake pressure for the past one cycle from the atmospheric pressure PM _n-1 is calculated, and based on the change of the integrated value ΣPM _n with respect to the integrated value ΣPM _n-1 , whether it is a transient state or a steady state Is determined.

According to this, for example, it is possible to determine whether the state is a transient state or a steady state simply by comparing two values of the integral value ΣPM _n and the integral value ΣPM _n−1 , so that the intake pressure PM _n , PM _n−1 , can reduce the processing load as compared with the conventional discriminating apparatus for comparing the number of values such as PM _n-2 ··· PM _1.
Moreover, in order to compare the integrated value [sum] Pm _n, the degree of detection variations due to the detection accuracy or noise of the intake air pressure detection sensors is reflected in the integral value [sum] Pm _n is smaller than the degree to which reflected in the intake pressure PM . Therefore, even _if the number of integrated values ΣPMn to be compared is small, it is possible to suppress a decrease in determination accuracy.

According to the fourth aspect of the present invention, it is determined whether the current state is the transient state or the steady state based on the difference integral value ΣΔΣPM _n .
According to this, the degree to which the detection variation due to the detection accuracy of the intake pressure detection sensor, noise, and the like is reflected in the difference integral value ΣΔΣPM _n is smaller than the degree to which the difference is reflected in the integral value ΣPM _n . Therefore, a decrease in determination accuracy can be further suppressed.

Here, when the predetermined number for determining the crank angle interval is fixed to a certain value, the number of comparisons of the integral value ΣPM _n or the difference integral value ΣΔΣPM _n required per unit time is determined when the rotation speed of the crankshaft is high. This increases the processing load on the discrimination device.
In view of this point, in the invention described in claim 8, the predetermined number for determining the crank angle interval is variable, and the transient determination means sets the predetermined number smaller as the rotation speed of the crankshaft is higher. For this reason, it is possible to avoid an increase in the processing load of the determination device as the crankshaft rotation speed increases.

Here, in the case of changing the predetermined number, the crankshaft can not be accurately discriminated based on the change of the integral value [sum] Pm _n only after the one rotation period crank angle or more.
In view of this point, in the invention according to the tenth aspect, the transient discriminating means provides hysteresis when changing the predetermined number in a stepped manner. According to this, it is possible to prevent the predetermined number from frequently changing due to a minute change in the rotation speed of the crankshaft, and to suppress frequent occurrence of a period during which the discrimination cannot be performed accurately as described above. .

  In the invention described in claim 12, the internal combustion engine is not equipped with a throttle sensor for detecting the rotational position of the throttle valve. If the throttle sensor is mounted, it is possible to determine the operating state of the internal combustion engine based on the value of the throttle sensor, but according to the present invention, the operating state of the internal combustion engine can be determined without using the throttle sensor. The cost can be reduced by eliminating the throttle sensor.

  In the case of an internal combustion engine for independent intake as described in claim 13 or when the internal combustion engine is a single cylinder as described in claim 14, a change in the intake pressure corresponding to each stroke of the combustion cycle appears greatly. In particular, since the determination accuracy is not significantly reduced as compared with the case where the operation state of the internal combustion engine is determined based on the value of the throttle sensor, the effect of the present invention is preferably exhibited.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 1 is a block diagram showing an operation state determination device and an internal combustion engine according to the present embodiment. The operation state determination device includes an ECU (electronic control device) 10, an intake pressure detection sensor 20, and a crank angle detection sensor 30. The operation state of the internal combustion engine 1 is determined.

  The internal combustion engine 1 is a traveling engine mounted on a vehicle. The vehicle targeted by the present embodiment is a single-cylinder engine motorcycle. An intake pipe 4 is connected to an intake port 3 that introduces intake air into the combustion chamber 2 of the internal combustion engine 1, and an injector 5 that injects fuel into the intake air is attached to the intake pipe 4. An intake pressure detection sensor 20 is attached to the intake pipe 4. The installation position of the intake pressure detection sensor 20 is on the downstream side of the intake flow of the injector 5.

The intake pressure detection sensor 20 detects the intake pressure taken into the combustion chamber 2 and outputs the detected value to the ECU 10 as an intake pressure signal. The crank angle detection sensor 30 detects the rotation angle of a crankshaft (not shown) of the internal combustion engine, and outputs the detected value to the ECU 10 as a crank angle signal NCRK.
The ECU 10 includes a central processing unit (CPU) 11, a read only memory (ROM) 12, a random access memory (RAM) 13, an input processing circuit and an output processing circuit (not shown), and the like.

The ECU 10 controls the operation of the injector 5 and the ignition device 7. Specifically, the injection amount of fuel injected from the injector 5 per unit time, the opening degree of the intake passage by the throttle valve 6, the ignition timing by the ignition device 7, and the like are controlled.
Further, the ECU 10 determines the operating state of the internal combustion engine 1 based on detection signals from the intake pressure detection sensor 20 and the crank angle detection sensor 30. That is, it is determined whether the vehicle is in a transient state where the vehicle accelerates or decelerates or is in a steady state where the speed hardly changes.

  When it is determined that the acceleration is in a transient state, the ECU 10 controls the operation of the injector 5 and the ignition device 7 so as to increase the output of the internal combustion engine 1. When it is determined that the engine is in a decelerating transient state, the ECU 10 controls the operation of the injector 5 and the ignition device 7 so as to reduce the output of the internal combustion engine 1.

  Incidentally, in the internal combustion engine 1 according to the present embodiment, the mounting of a throttle sensor that detects the rotational position of the throttle valve 6 is abolished. If the throttle sensor is mounted, the output of the internal combustion engine 1 can be estimated based on the value of the throttle sensor, and as a result, it can be determined whether the vehicle is in a transient state or a steady state. On the other hand, in the present embodiment, as described above, the operating state of the internal combustion engine 1 is determined without using the throttle sensor, so that the throttle sensor is eliminated to reduce the cost.

  Next, the transient determination process executed by the ECU 10 to determine the driving state of the vehicle will be described with reference to the flowchart shown in FIG. 2 and the timing charts shown in FIGS. Note that the ECU 10 when executing the transient determination process corresponds to “transient determination means” recited in the claims.

  The transient determination process shown in FIG. 2 is executed as an interrupt process every time the crank angle signal NCRK is input while the ECU 10 is executing a process for controlling the operation of the injector 5 and the ignition device 7. When the ECU 10 executes the transient determination process, first, the crank angle signal NCRK is read in step S10, and the intake pressure signal is read in step S20.

Here, the timing for reading the intake pressure signal will be described with reference to FIG.
The combustion cycle of the internal combustion engine 1 is four cycles including an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke, and the rotation angle of the crankshaft corresponding to one cycle of these four cycles is defined as one cycle crank angle. Therefore, in the present embodiment, the one-cycle crank angle is 720 ° CA (Crank Angle).

  An angle formed by dividing one cycle crank angle into a predetermined number is defined as a crank angle interval. In this embodiment, since the predetermined number is set to 16, the crank angle interval is 45 ° CA. Then, the intake pressure signal is read at every crank angle interval. Therefore, the intake pressure signal is read 16 times during one cycle crank angle of 720 ° CA.

  Further, the intake pressure detected every crank angle interval 45 ° CA is defined as PM. The dotted lines attached to the horizontal axis in FIG. 3 are written at every crank angle interval of 45 ° CA, and one cycle crank angle of 720 ° CA is partitioned into a predetermined number 16 by this dotted line. As described above, the intake pressure PM based on the intake pressure signal is read 16 times during one cycle crank angle of 720 ° CA.

Further, the current intake pressure of the intake pressure PM is defined as PM _n . The intake pressure PM read one minute before the crank angle interval 45 ° CA from the intake pressure PM _n is denoted as PM _n-1 . Accordingly, the intake pressure for the past one period from the current intake pressure PM _n will be denoted _{PM 1, PM 2 ··· PM n} -1, PM n. Further, the intake pressure PM read before one cycle crank angle 720 ° CA from the intake pressure PM _n is denoted as PM _nold .

Thus, in step S20, it reads the intake pressure PM _n by the intake pressure signal to the crank angle interval every 45 ° CA. Thereafter, in step S30, calculates the current intake pressure PM intake pressure for the past one period from _{n PM 1, PM 2 ··· PM} n-1, PM n integral value [sum] Pm _n obtained by adding a. Therefore, when a new intake pressure signal is read, the previous intake pressure PM _n is updated to the value of the intake pressure signal read this time, and the previous intake pressure PM _n-1 is updated to the previous PM _n value. The Then, the previous intake pressure PM ₁ is erased from the storage area of the RAM 13.

Integral value [sum] Pm _n calculated by the step S30 becomes a be computed in a crank angle interval every 45 ° CA, bar graph shown in the lower part of FIG. 3 shows the change of the integrated value [sum] Pm _n for changes in the crank angle . The integrated value ΣPM _n of the one-cycle crank angle 720 ° CA indicated by reference signs A to E in the graph showing the intake pressure change corresponds to the integrated value ΣPM _n indicated by reference signs A to E in the bar graph.

FIG. 3 shows the change of the intake pressure in the steady state where the vehicle speed hardly changes. Therefore, the waveform of the intake pressure changing during one cycle crank angle 720 ° CA is the same waveform for each cycle. It has become. Therefore, the value of the integral value [sum] Pm _n as shown in the bar graph in Figure 3 is not changed.

On the other hand, FIG. 4 shows a change in the intake pressure in a transient state in which the vehicle is accelerated as the accelerator opening changes, and the intake pressure PM increases as the accelerator opening increases. It shows a state in which it gradually increases compared to the intake pressure PM before one cycle crank angle 720 ° CA. Therefore, as shown by the bar graph in FIG. 4, the value of the integral value ΣPM _n gradually increases.

Next, in step S40, the current addition result ΣPM _n (PM ₁ + PM ₂ +... + PM _n-1 + PM _n ) and the previous addition result ΣPM _n-1 (PM _nold + PM ₁ + PM ₂ +... + PM _n−2 + PM _n−1 ) and the difference ΔΣPM _n are calculated. Then followed in step S50, it determines whether the value of the difference DerutashigumaPM _n is greater than a predetermined acceleration threshold value α which is set in advance. The acceleration threshold α is a positive value. When it is determined that the difference ΔΣPM _n > α (S50: Yes), it is determined in step S60 that the vehicle state is an acceleration transient state.

If it is determined that the difference ΔΣPM _n > α is not satisfied (S50: No), it is determined in subsequent step S70 whether or not the value of the difference ΔΣPM _n is smaller than a predetermined deceleration threshold value β. The deceleration threshold β is a negative value. If it is determined that the difference ΔΣPM _n <β (S70: Yes), it is determined in step S80 that the vehicle state is a deceleration transient state. If it is determined that the difference ΔΣPM _n <β is not satisfied (S70: No), it is determined in step S90 that the vehicle state is a steady state, and the process returns to the main routine.

As described above, according to the first embodiment, the integrated value ΣPM _n obtained by adding the intake pressure PM ₁ , PM ₂ ... PM _n−1 , PM _n for the past one cycle from the current intake pressure PM _n , Difference ΔΣPM from integrated value ΣPM _n-1 obtained by adding intake pressure PM _nold , PM ₁ , PM ₂ ..., PM _n-2 , PM _n-1 for the past one period from the previous intake pressure PM _n-1 Based on _n , it is determined whether it is a transient state or a steady state.

As a result, it is possible to determine whether the current state is the transient state or the steady state simply by comparing the two values of the integral value ΣPM _n and the integral value ΣPM _n−1 , so that the intake pressures PM _n , PM _n−1 , PM _n− as compared with the conventional discriminating apparatus for comparing the number of values such as ₂ ··· PM _1, can be reduced ECU10 processing load. Specifically, since the number of intake pressure PMs that need to be stored is reduced, the storage area of the RAM 13 can be reduced. Further, since the calculation processing load can be reduced, the free space in the RAM 13 necessary for calculation can be reduced, and the processing load on the CPU 11 can be reduced.

Moreover, in order to compare the integrated value [sum] Pm _n, the degree of detection variations due to the detection accuracy or noise of the intake air pressure detection sensor 20 is reflected in the integral value [sum] Pm _n, as compared to the degree that is reflected in the intake pressure PM small. Therefore, even _if the number of integrated values ΣPMn to be compared is small, it is possible to suppress a decrease in determination accuracy.
Also, to compare the integrated value [sum] Pm _n, the intake pressure PM _n, compared with the conventional discriminating apparatus for comparing the number of values such as _{PM n-1, PM n-} 2 ··· PM 1, such can be determined in real Judgment responsiveness can be improved.

(Second Embodiment)
The contents of the transient determination process according to the second embodiment of the present invention will be described below using the flowchart of FIG. In addition, the same code | symbol is attached | subjected to the process step part substantially the same as 1st Embodiment. The hardware configuration of the operating state determination device according to the second embodiment is the same as that of the first embodiment, as shown in FIG.

In the first embodiment, the integral value ΣPM _n is compared to determine whether the current state is a transient state or a steady state. In the second embodiment, the current difference value ΔΣPM _{n is used} for the past one cycle. Based on the difference integrated value ΣΔΣPM _n obtained by integrating the difference values of the two, it is determined whether the current state is a transient state or a steady state.

Specifically, as shown in FIG. 5, after the process of step S10 to S40, in step S45, by adding the difference values for the past one period from the current difference value DerutashigumaPM _n, one period of the difference value Is calculated as a difference integral value ΣΔΣPM _n (ΔΣPM ₁ + ΔΣPM ₂ +... + ΔΣPM _n-1 + ΔΣPM _n ).

Then followed in step S50, it determines whether the value of the difference integrated values ShigumaderutashigumaPM _n is greater than a predetermined acceleration threshold γ that is set in advance. The acceleration threshold γ is a positive value. If it is determined that the difference integral value ΣΔΣPM _n > γ (S55: Yes), it is determined in step S60 that the vehicle state is an acceleration transient state.

When it is determined that the difference integral value ΣΔΣPM _n > γ is not satisfied (S55: No), in the subsequent step S75, it is determined whether or not the value of the difference integral value ΣΔΣPM _n is smaller than a predetermined deceleration threshold value δ. judge. The deceleration threshold δ is a negative value. If it is determined that the difference integral value ΣΔΣPM _n <δ (S75: Yes), it is determined in step S80 that the vehicle state is a deceleration transient state. If it is determined that the difference integral value ΣΔΣPM _n <δ is not satisfied (S75: No), it is determined in step S90 that the vehicle state is a steady state, and the process returns to the main routine.

As described above, according to the second embodiment, in addition to the effects exhibited by the first embodiment, the following effects are exhibited. That is, the degree of detection variations due to the detection accuracy or noise of the intake air pressure detection sensor 20 is reflected in the differential integrated value ShigumaderutashigumaPM _n is smaller than the degree to which reflected in the integral value [sum] Pm _n. Therefore, a decrease in determination accuracy can be further suppressed.

(Third embodiment)
In each of the above embodiments, an angle obtained by dividing the one-cycle crank angle 720 ° CA into a predetermined number is defined as a crank angle interval, and the predetermined number is fixed to a preset value 16, whereas In the third embodiment, the predetermined number for determining the crank angle interval is variable. This means that the integration step angle (crank angle interval) between one cycle crank angle 720 ° CA is variable.

Specifically, referring to FIG. 6, in the third embodiment, the integral step angle is increased by setting the predetermined number smaller as the crankshaft rotational speed is higher, that is, as the engine rotational speed is higher. It is changing.
Further, when the integration step angle is changed, it is changed stepwise. In the example shown in FIG. 6, the integration step angle (crank angle interval) is changed in three steps of 45 ° CA, 60 ° CA, and 90 ° CA by changing the predetermined number in three steps of 16, 12, and 8. It is changed step by step.

  Furthermore, hysteresis is provided when the integration step angle is changed stepwise. Specifically, the threshold value when the engine speed decreases is set smaller than the threshold value of the engine speed that changes the integration step angle when the engine speed increases.

Here, when the predetermined number for determining the crank angle interval is fixed to a certain value, the number of comparisons of the integral value ΣPM _n or the difference integral value ΣΔΣPM _n required per unit time is determined when the rotation speed of the crankshaft is high. This increases the processing load on the ECU 10. On the other hand, in the third embodiment, as described above, the integral step angle is increased by setting the predetermined number smaller as the rotation speed of the crankshaft is higher. Therefore, it is possible to avoid an increase in the processing load on the ECU 10 with an increase in the rotational speed of the crankshaft.

Here, in the case of changing the predetermined number, the crankshaft can not be accurately discriminated based on the change of the integral value [sum] Pm _n only after the one rotation period crank angle or more. In view of this point, in the third embodiment, hysteresis is provided when the predetermined number is changed stepwise. Therefore, it is possible to prevent the predetermined number from frequently changing due to a minute change in the rotation speed of the crankshaft, and it is possible to suppress frequent occurrence of a period during which discrimination cannot be performed accurately as described above.

(Other embodiments)
In each of the above embodiments, the case where the internal combustion engine 1 is a single cylinder engine is targeted, but the case where it is a multi-cylinder engine may be targeted. In the case of a plurality of cylinders, a case where the engine is an independent intake engine in which a throttle valve 6 is provided for each of the plurality of cylinders may be targeted.

Further, in each of the above embodiments, the case where the internal combustion engine 1 is a 4-cycle engine is targeted, but the case where it is a 2-cycle engine may be targeted.
As described above, the present invention is not limited to the above-described embodiment, and can be applied to various embodiments without departing from the gist thereof.

It is a block diagram which shows the driving | running state determination apparatus which concerns on 1st Embodiment of this invention. It is a flowchart which shows the content of the transient discrimination | determination process which ECU shown in FIG. 1 performs. 3 is a timing chart showing a change in intake pressure in a steady state and a change in integrated value calculated in the transient determination process of FIG. 2. FIG. 3 is a timing chart showing a change in intake pressure in a transient state and a change in an integral value calculated in the transient determination process of FIG. 2. It is a flowchart which shows the content of the transient discrimination | determination process which concerns on 2nd Embodiment of this invention. It is a map which shows the relationship between the change of the integration step angle which concerns on 3rd Embodiment of this invention, and the change of an engine speed. It is a timing chart explaining the discrimination method by the conventional driving | running state discrimination device.

Explanation of symbols

  1: internal combustion engine, 2: combustion chamber, 10: ECU (electronic control unit) (transient determination means), 20: intake pressure detection sensor, 30: crank angle detection sensor.

Claims (14)

An intake pressure detection sensor for detecting the intake pressure taken into the combustion chamber of the internal combustion engine;
A crank angle detection sensor for detecting a rotation angle of a crankshaft of the internal combustion engine;
Transient determining means for determining whether the operation of the internal combustion engine is in a transient state in which the operation of the internal combustion engine is accelerated or decelerated or in a steady state based on the intake pressure detected by the intake pressure detection sensor;
With
The rotation angle corresponding to one cycle of the combustion cycle of the internal combustion engine is defined as one cycle crank angle, an angle obtained by dividing the one cycle crank angle into a predetermined number is defined as a crank angle interval, and the crank angle interval When the intake pressure detected every time is defined as PM,
Said transient determining means, one with, the crank angle interval from the intake pressure PM _n calculates an integrated value [sum] Pm _n obtained by integrating the intake pressure for the past one period from the current intake pressure PM _n of the intake pressure PM min is calculated from the intake pressure PM _n-1 which is detected integral value [sum] Pm _n-1 obtained by integrating the intake pressure for the past one period before, based on changes to the integrated value [sum] Pm _n-1 of the integral value [sum] Pm _n An operation state determination device for an internal combustion engine that determines whether the state is the transient state or the steady state. Said transient determining means, the integrated value when [sum] Pm _n is greater than the integrated value [sum] Pm _n-1, the operating state detecting apparatus for an internal combustion engine according to claim 1, wherein to determine that said a transient state and the acceleration state. Said transient determining means, the integrated value when [sum] Pm _n is smaller than the integrated value [sum] Pm _n-1, the operating state detecting apparatus for an internal combustion engine according to claim 1 or 2, wherein it is determined that the in a transient state and the deceleration state . Said transient determination means calculates a difference value DerutashigumaPM _n obtained by subtracting the integrated value [sum] Pm _n-1 from the integral value [sum] Pm _n, difference integrated by integrating the difference values for the past one period from the current difference value DerutashigumaPM _n value ShigumaderutashigumaPM _n is calculated and the differential integrated value internal combustion engine operating state detecting apparatus according to claim 1, wherein said determining whether said steady state or a transient state based on ΣΔΣPM _n. Said transient determining means, wherein, when the difference integrated value ShigumaderutashigumaPM _n is greater than the preset acceleration threshold, the operating state detecting apparatus for an internal combustion engine according to claim 4, wherein to determine that said a transient state and the acceleration state. The internal combustion engine operating state determining device according to claim 4 or 5, wherein the transient determining means determines that the state is the transient state and the deceleration state when the differential integral value ΣΔΣPM _n is smaller than a preset deceleration threshold value. .   The operating state determination device for an internal combustion engine according to any one of claims 1 to 6, wherein the predetermined number for determining the crank angle interval is variable.   8. The operating state determination device for an internal combustion engine according to claim 7, wherein the transient determination means sets the predetermined number to be smaller as the rotation speed of the crankshaft is higher.   The operation state determination device for an internal combustion engine according to any one of claims 6 to 8, wherein the transient determination unit changes the predetermined number stepwise.   The internal combustion engine operating state determining device according to claim 9, wherein the transient determining means provides hysteresis when changing the predetermined number in a stepped manner.   The internal combustion engine operating state determination device according to any one of claims 1 to 10, which is intended for control of the internal combustion engine mounted on a motorcycle.   The internal combustion engine operating state determination device according to any one of claims 1 to 11, wherein the internal combustion engine is not equipped with a throttle sensor that detects a rotational position of a throttle valve.   The internal combustion engine operating state determination device according to any one of claims 1 to 12, wherein the internal combustion engine is a plurality of cylinders, and is an independent intake internal combustion engine in which a throttle valve is provided for each of the plurality of cylinders.   The internal combustion engine operating state determination device according to any one of claims 1 to 12, wherein the internal combustion engine is a single cylinder.

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