JP3002271B2 - Engine control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control apparatus for improving the control accuracy of an in-cylinder combustion state in an engine by performing fuel supply control or the like according to the operation state of the engine.

[0002]

2. Description of the Related Art In an engine mounted on a vehicle or the like, the amount of fuel supplied to each cylinder appropriately corresponds to the amount of intake air supplied to each cylinder under various operating conditions. It is desired that the mixture of fuel and intake air has good combustibility and the like. Therefore, for example, when shifting from a steady operation state to an acceleration operation state, it follows the increase in the intake air amount. Then, the fuel supply control is performed so as to increase the fuel supply amount.
The fuel supply to the engine is often made intermittently by a fuel injection valve arranged near the intake port in the intake passage forming portion, but the fuel supply amount follows the increase in the intake air amount. When the fuel supply control for increasing the fuel supply amount is performed, in order to increase the responsiveness of a change in the fuel supply state and to avoid a delay in increasing the fuel supply amount with respect to the increase in the intake air amount, for example, Japanese Patent Application Laid-Open No. As disclosed in Japanese Patent Application Laid-Open No. 116840/1986, the fuel injection supply by the fuel injection valve is performed a plurality of times during one intake stroke for each cylinder, or as described in Japanese Patent Application Laid-Open No. 61-106946, for example. However, if the engine is in a steady operation state and there is no problem of a delay in increasing the fuel supply amount, each cylinder supplies fuel to the suction line in order to sufficiently vaporize the fuel injected from the fuel injection valve. However, if the engine is to be put into an accelerated operation state where a delay in increasing the fuel supply is a problem, the fuel supply should be increased in order to increase the fuel supply quickly. It has been proposed to do this when each cylinder is in the suction stroke.

[0003]

However, as described above, under the fuel supply control intended to avoid a delay in increasing the fuel supply amount with respect to the increase in the intake air amount, the fuel supply control is performed. It is assumed that the increase in the supply amount follows the increase in the intake air amount. At that time, it is ensured that the fuel supply amount to each cylinder is accurately adjusted to the intake air amount supplied to each cylinder. However, there is a possibility that the air-fuel mixture taken into each cylinder from the intake passage does not exhibit good combustibility.

In view of the above, according to the present invention, when controlling the in-cylinder combustion state of the engine according to the operating state of the engine, the fuel supply amount to each cylinder appropriately follows the change in the intake air amount to each cylinder. It is an object of the present invention to provide an engine control device that can change the fuel supply amount to each cylinder with high accuracy, and can accurately adjust the fuel supply amount to each cylinder to the intake air amount supplied to each cylinder.

[0005]

In order to achieve the above-mentioned object, an engine control device according to the present invention comprises an operating state detecting means for detecting an operating state of an engine as shown in FIG. An operating state for determining whether the operating state of the engine detected by the operating state detecting means is a steady operating state in which the state change is relatively small or a transient operating state in which the state change is relatively large. At the end of the intake stroke, based on the determination means and the change in the change factor relating to the operating state of the engine at the first time before the end of the intake stroke in each stroke cycle for one cylinder in the engine. The first prediction for predicting a change factor relating to the operating state of the engine, or before the end of the intake stroke in each stroke cycle for one cylinder in the engine. Based on the change in the change factor involved in the operation state of the engine in the first second timing later than timing, the second to predict the change factor involved in the operation state of the engine at the end of the suction stroke Predicting means for performing prediction, and combustion state control means, the combustion state control means,
If the operating state determining means determines that the operating state of the engine is a steady operating state, the predicting means makes a first prediction, and a change related to the operating state of the engine predicted by the first prediction. While controlling the in-cylinder combustion state of the engine according to the factors, and when the operating state determining means determines that the operating state of the engine is in the transient operating state, it causes the predicting means to perform a second prediction.
The engine is configured to control the in-cylinder combustion state of the engine in accordance with a change factor related to the operating state of the engine predicted by the second prediction.

[0006]

In the engine control apparatus according to the present invention having the above-described configuration, for example, the combustion state in the cylinder is controlled in accordance with a change factor related to the operating state of the engine, which is an intake air amount. In the meantime, when the engine is in a steady operation state, based on a change in a change factor related to the operation state of the engine at the first time before the end of the suction stroke in each stroke cycle for one cylinder in the engine, When the engine is in a transient operation state such as an acceleration operation state, a first prediction is made for estimating a change factor relating to the operation state of the engine at the end of the intake stroke. Before the end of the intake stroke during each stroke cycle of the engine and at a second time later than the first time. Based on the change in the change factor to the second prediction is performed to predict the change factor involved in the operation state of the engine at the end of the suction stroke, the first - forecasting, or, by the second prediction Changing factors related to the operating state of the engine at the end of the predicted intake stroke,
For example, control of the in-cylinder combustion state according to the intake air amount is performed.

Accordingly, the control of the in-cylinder combustion state for each cylinder is performed not only when the engine is in a steady operation state but also in a transient operation state such as an acceleration operation state. It is performed in such a state that it can be changed appropriately following the change in the amount of air, and the amount of fuel supplied to each cylinder can be accurately adjusted to the amount of intake air supplied to each cylinder.

[0008]

FIG. 2 shows an example of an engine control apparatus according to the present invention, together with a main part of a 12-cylinder V-type engine to which the control apparatus is applied.

The engine body 1 shown in FIG. 2 has first and second cylinder banks 2 and 3 which are opposed to each other, and the first and second cylinder banks 2 and 3 have:
Six cylinders 11 to 16 arranged in series and six cylinders 17 to 22 arranged in series are provided, respectively. Each of the cylinders 11 to 22 has an ignition plug 4 provided in a combustion chamber formed above a piston disposed therein, and the combustion chamber is provided with a fuel injection valve 6. The individual intake passages communicate with a surge tank 25 forming a common intake passage 23. In the common intake passage 23, a throttle valve 27, an air flow meter 29, and an air cleaner 30 are sequentially arranged upstream of the surge tank 25.

The first cylinder bank 2 includes a cylinder 1
Spark plugs 4 arranged in each of 1 to 16 and 17 to 22
(The connection wiring is not shown), and is rotationally driven by a crankshaft to be connected to the cylinder 11.
A distributor 5 for supplying an ignition pulse to each of the ignition plugs 4 arranged in each of .about.16 and 17-22. Cylinders 11 to 16 and 17
The order of the ignition timings of the cylinders
1 → cylinder 17 → cylinder 15 → cylinder 21 → cylinder 13 → cylinder 19 → cylinder 16 → cylinder 22
→ cylinder 12 → cylinder 18 → cylinder 14 → cylinder 20.

A combustion chamber formed above each of the cylinders 11 to 16 is communicated with a branch exhaust passage 8, and a combustion chamber formed above each of the cylinders 17 to 22 is provided with a branch exhaust gas. It is communicated with the passage 9.

The engine body 1 is provided with a control unit 40 in addition to the configuration described above. The control unit 40 includes a detection output signal Sc representing a crank rotation angle, a detection output signal Sn representing an engine rotation speed, and a detection output signal Sn representing an engine rotation speed, obtained from a crank angle sensor 31 and a rotation speed sensor 32 provided in the distributor 5. A detection output signal Sa representing the intake air flow rate to be supplied and a detection output signal Sx representing other factors such as a cooling water temperature indicating the operation state of the engine are supplied.
Then, the control unit 40 performs fuel injection control for each fuel injection valve 6 based on each of the detection output signals.

In performing the fuel injection control by the control unit 40, the basic fuel injection amount is set based on the intake air flow rate and the engine speed represented by the detection output signals Sa and Sn, respectively. The detection output signal Sx is corrected by a correction amount set based on a cooling water temperature or the like represented by the detection output signal Sx, and a final fuel injection amount is obtained. Then, an injection drive pulse signal CP having a pulse width corresponding to the obtained final fuel injection amount is formed, which is applied to the fuel injection valves 6 corresponding to the cylinders 11 to 16 and 17 to 22, respectively. The ignition timing is sequentially supplied in accordance with the order of the ignition timings in 16 and 17 to 22.

Further, based on the intake air flow rate represented by the detection output signal Sa, an intake air quantity which is an integrated value of the intake air flow rate for every predetermined period, for example, every 5 ms, is calculated. Cylinders 11 to 16 and 1
The intake air amount at the end of the intake stroke in each stroke cycle for cylinder X, one of 7 to 22, is predicted, and additional basic fuel injection corresponding to the predicted intake air amount at the end of the intake stroke is made. The fuel injection amount is set, and the additional basic fuel injection amount is corrected by a correction amount set based on the cooling water temperature or the like represented by the detection output signal Sx to obtain an additional final fuel injection amount. Then, an additional injection drive pulse signal CPA having a pulse width corresponding to the obtained additional final fuel injection amount is formed,
Injection valve 6 corresponding to each of Nos. 16 and 17-22
To the cylinders 11 to 16 and 17 to 22 according to the order of the ignition timing.

Each fuel injection valve 6 is opened only for a period corresponding to the pulse width of the injection drive pulse signal CP and the pulse width of the additional injection drive pulse signal CPA, and injects fuel intermittently. .

In setting the additional basic fuel injection amount,
As shown in FIG. 3A (vertical axis: intake air amount Q, horizontal axis: time t), fuel is injected from the fuel injection valve 6 by the injection drive pulse signal CP in each stroke cycle for the cylinder X. For example, after the time period TO corresponding to the crank angle of 120 degrees has elapsed from the time point to, the time point tc before the end of the suction stroke after the time period TO corresponding to the crank rotation angle 120 degrees, the time point tb immediately before the time point tc by the short time period T1, and the short time period T1 from the time point tb 5 represented by a straight line LQN at each of the previous time points ta
Intake air amount values Qc, Qb, and Qa, which are integrated values of the intake air flow rate every m seconds, are obtained.

Then, as in the case of FIG. 3A, the value Qc
The absolute value of the difference between the value Qb and the value Qb is substantially equal to the absolute value of the difference between the value Qb and the value Qa (| Qc−Qb | ≒ | Qb−Qa
|), The values Qc, Qb and Qa when the engine is in a steady operation state without a sharp change in the intake air amount.
And the period TA from the time point tc to the end point tg of the intake stroke , the value Q of the intake air amount at the end point tg of the intake stroke is obtained .
g is calculated and predicted. For example, the change gradient of the intake air amount obtained by dividing the difference between the value Qc and the value Qb by the short period T1 is multiplied by the period TA, and the value Qg of the intake air amount at the end point tg of the intake stroke is obtained ( Qg = TA · (Qc−
Qb) / T1), the intake air amount at the end point tg of the intake stroke is predicted.

As shown in FIG. 3B (vertical axis: intake air amount Q, horizontal axis: time t), the absolute value of the difference between the value Qc and the value Qb and the difference between the value Qb and the value Qa Qc-Qb | ≠ | Qb-Qa |), and therefore, when the engine is in a transient operation state such as an acceleration operation state with a sharp change in the intake air amount, the time tc And, for example, a period T corresponding to a crank rotation angle of 120 degrees.
After the time period TB equal to O has elapsed, the intake air flow rate at every 5 msec represented by the straight line LQV at the time point tf before the end of the suction stroke and at the time point te just before the time point tf by the short period T1 respectively. Intake air amount values Qf and Qe, which are integrated values, are obtained.

Then, from the values Qf and Qe and the period TC from the time point tf to the intake stroke end time point tg, a value Qg of the intake air amount at the intake stroke end time point tg is calculated and predicted. For example, the change gradient of the intake air amount obtained by dividing the difference between the value Qf and the value Qe by the short period T1 is multiplied by the period TC, and the value Qg of the intake air amount at the end point tg of the intake stroke is obtained.
Is obtained (Qg = TC · (Qf−Qe) / T1), and
The intake air amount at the end point tg of the intake stroke is predicted. The length of the period TB depends on the engine speed, and is set to be longer as the engine speed becomes higher.

As described above, when the engine is in the steady operation state, for example, it is predicted on the basis of the change in the intake air amount at the time including the time points tb and tc, and the engine is in the transient operation state. In the case, the time tb
As being based on the intake air amount value Qg in the suction stroke end tg predicted based on the change in the intake air amount and the timing including the later time points te及beauty tf than time containing tc, adding the basic fuel injection The amount is set.

In the above description, the calculation prediction of the intake air amount Qg at the end point tg of the intake stroke is based on the intake air amount Qb under the steady-state operation of the engine.
And Qc are used, and when the engine is in a transient operation state, the values of the intake air amounts Qe and fc are used, and the operation is performed by a linear method. The value Qg of the intake air amount at the end time point tg
When the engine is in a steady operation state, the intake air amount values Qa, Qb and Qc are used. When the engine is in a transient operation state, the intake air amount values Qe and Qe are calculated. In addition to Qf, T1 is shorter than time te
The value of the intake air amount, which is the integrated value of the intake air flow rate every 5 msec represented by the straight line LQV at the previous time point, may be used, and may be performed by a quadratic method,
In such a case, the calculation prediction of the value Qg of the intake air amount at the end point tg of the intake stroke is performed with higher accuracy.

The supply of the injection drive pulse signal CP and the additional injection drive pulse signal CPA from the control unit 40 to each of the fuel injection valves 6 is such that the cylinders 11 to 16 and 17 to 22 when the engine is in a steady operation state. , The injection drive pulse signal CP is transmitted at the time point to corresponding to the above-described time point to for the cylinder X, and the additional injection drive is performed at the time point tn immediately after the time point corresponding to the time point tc for the cylinder X. When the pulse signal CPA is transmitted and performed, and when the engine is in a transient operation state, the cylinders 11 to 16 and 17 to 2
2, the injection drive pulse signal CP is transmitted at a time point to corresponding to the time point to for the cylinder X, and the time point tf for the cylinder X is also transmitted.
The additional injection drive pulse signal CPA is sent out at a time point tv immediately after the time point corresponding to.

That is, for example, for the fuel injection valves 6 corresponding to the cylinders 11 to 16 in the first cylinder bank 2, as shown in FIG.
In the case where the engine is in a steady operation state under the condition that the detection output signal Sc (A in FIG. 4) obtained from FIG.
P and the additional injection drive pulse signal CPA
The fuel injection valve 6 corresponding to the cylinder 13 has the timing shown by the solid line in FIG. 4G and the fuel injection valve 6 corresponding to the cylinder 15 has the timing shown by the solid line in FIG. The fuel injection valve 6 corresponding to the cylinder 12 has the timing indicated by the solid line in FIG. 4C and the fuel injection valve 6 corresponding to the cylinder 16 has the timing indicated by the solid line in FIG. The fuel is supplied to the injectors 6 sequentially with the timing shown by the solid line in FIG. 4E and the fuel injector 6 corresponding to the cylinder 14 at the timing shown by the solid line in FIG. 4F. On the other hand, when the engine is in the transient operation state, the injection drive pulse signal CP is applied to the cylinders 11, 15, and at timings indicated by solid lines in G, B, C, D, E, and F in FIG.
13, 16, 12, and 14 are sequentially supplied to the respective fuel injection valves 6, and the additional injection drive pulse signal CPA is supplied to the fuel injection valves 6 corresponding to the cylinders 11 in FIG.
In FIG. 4G, the fuel injection valve 6 corresponding to the cylinder 15 is supplied with the timing shown in FIG.
In FIG. 4B, the fuel injection valve 6 corresponding to the cylinder 13 is supplied with the timing shown in FIG.
4C, the fuel injection valve 6 corresponding to the cylinder 16 is moved to the position shown in FIG.
4D, the fuel injection valve 6 corresponding to the cylinder 12 is moved to the position shown in FIG.
4E, the fuel injection valve 6 corresponding to the cylinder 14 is moved to the position shown in FIG.
Are sequentially supplied at a timing as indicated by a dashed line in F of FIG.

The injection drive pulse signal CP and the additional injection drive pulse signal CP for the fuel injection valves 6 corresponding to the cylinders 17 to 22 in the second cylinder bank 3
The supply of A is performed in the same manner as in the case of the fuel injection valves 6 corresponding to the cylinders 11 to 16.

By performing the fuel injection control in this manner, when the engine is in a transient operation state,
The prediction of the intake air amount at the end of the intake stroke of each stroke cycle for the cylinder X is performed at a predicted timing closer to the end of the intake stroke than the predicted timing at the time of the steady operation state, so The intake air amount is accurately predicted, so that the additional fuel injection amount sufficiently follows the change in the intake air amount, and as a result, the fuel supply amount to the engine changes sharply in the intake air amount. On the other hand, it can be changed without response delay. On the other hand, when the engine is in a steady operation state, the predicted intake air amount at the end of the intake stroke of each stroke cycle for the cylinder X is set sufficiently before the end of the intake stroke, and the predicted intake air amount Since the fuel supply to each cylinder with the supply amount according to is performed at a time point sufficiently before the end time of the suction stroke,
The fuel is easily vaporized and atomized, and the combustibility of the air-fuel mixture is improved.

The control unit 40 for performing the control as described above
Is an example of a program which is configured using a microcomputer, and in which the microcomputer sets an additional fuel supply amount and executes fuel supply control for supplying fuel with the set additional fuel supply amount. Will be described with reference to the flowchart shown in FIG.

In the program shown by the flow chart of FIG. 5, after starting, various detection output signals are fetched in step 50, and then in step 51, from time to to time tc in each stroke cycle for cylinder X. The period TO is set to, for example, a period corresponding to a crank rotation angle of 120 degrees. Subsequently, in step 52, the values Qa, Qb and Qc of the intake air amounts at the respective times ta, tb and tc in each stroke cycle of the cylinder X, which are set by setting the period TO in step 51, are set. , Based on the intake air amount Q calculated as an integrated value of the intake air flow rate represented by the detection output signal Sa every 5 msec.

Then, in step 53, based on the intake air amount values Qa, Qb and Qc obtained in step 52, the absolute value | Qc-Qb of the difference between the value Qc and the value Qb.
And the absolute value | Qb−Qa | of the difference between the value Qb and the value Qa, and in step 54, the absolute value | Qc−Qb |
Is substantially equal to the absolute value | Qb−Qa | (| Qc−Qb |
≒ | Qb−Qa |) is determined. As a result, when the absolute value | Qc-Qb | is substantially equal to the absolute value | Qb-Qa |, it is determined that the engine is in a steady operation state, and in step 55, the value of the intake air amount obtained in step 52 is determined. From Qc and Qb, the short period T1, and the period TA from the time tc in each stroke cycle of the cylinder X to the end time tg of the suction stroke , the value of the intake air amount at the end of the suction stroke tg in each stroke cycle of the cylinder X Calculate and predict Qg (Qg = TA · (Qc
-Qb) / T1).

[0029] Then, in step 56, set the additional basic fuel injection amount according to the intake air amount value Qg in calculating the predicted intake stroke end time tg in step 55, in its additional basic fuel injection amount, the detection output An additional final fuel injection amount is set by adding a correction based on a correction amount set based on the cooling water temperature or the like represented by the signal Sx. Subsequently, at step 57, an additional injection driving pulse signal CPA having a pulse width corresponding to the additional final fuel injection amount set at step 56 is formed, and the generated pulse signal is applied to each of the cylinders 11 to 16 and 17 to 22. Time t
The transmission is sequentially performed at the timing of n, and thereafter, the process returns to step 50.

On the other hand, if the difference between the absolute value | Qc-Qb | and the absolute value | Qb-Qa | is different (| Qc-Qb | ≠ | Qb-Qa |), Is in a transient operation state such as an acceleration operation state,
In step 58, a period TB from time tc to time tf in each stroke cycle for cylinder X
For a period T corresponding to, for example, a crank rotation angle of 120 degrees.
Set to be equal to O. Subsequently, step 59
In step 58, the detected output signal Sa represents the intake air amount values Qe and Qf at the time points te and tf in each stroke cycle for the cylinder X, which are set by setting the period TB in step 58. The flow rate is obtained based on the intake air amount Q calculated as an integrated value every 5 msec.

In step 60, the values Qe and Qf of the intake air amount obtained in step 59, and the time tf in each stroke cycle for the short period T1 and the cylinder X
From the time period TC to the end time tg of the intake stroke, a value Qg of the intake air amount at the end time tg of the intake stroke in each stroke cycle for the cylinder X is calculated and predicted (Qg = TC · (Qf−Qe) / T1). . Then, in the next step 61, an additional basic fuel injection amount is set in accordance with the intake air amount value Qg at the intake stroke end time point tg calculated and predicted in step 60, and the detected output signal is added to the additional basic fuel injection amount. An additional final fuel injection amount is set by adding a correction based on a correction amount set based on the cooling water temperature or the like represented by Sx. Subsequently, in step 62, an additional injection driving pulse signal CPA having a pulse width corresponding to the additional final fuel injection amount set in step 61 is formed, and the generated additional injection driving pulse signal CPA corresponds to each of the cylinders 11 to 16 and 17 to 22. To the corresponding fuel injection valve 6 at the time point tv, and then return to step 50.

[0032]

As is apparent from the above description, according to the engine control apparatus of the present invention, when controlling the combustion state in the cylinder of the engine according to the operation state of the engine, the engine is in a steady operation state. Sometimes
At the first time before the end of the intake stroke in each stroke cycle for one cylinder in the engine, for example, based on a change in a change factor related to the operating state of the engine, which is an intake air amount, the intake air is changed based on the amount of change. A first prediction for predicting a change factor relating to the operation state of the engine at the end of the stroke is performed, and when the engine is in a transient operation state such as an acceleration operation state, each of the cylinders for one cylinder in the engine is The operation of the engine at the end of the suction stroke based on the change in the change factor related to the operating state of the engine at the second time before the end of the suction stroke and later than the first time during the stroke cycle. A second prediction for predicting a change factor related to the state is performed, and the engine at the end of the intake stroke predicted by the first prediction or the second prediction is performed. Since the control of the combustion state in the cylinder according to the change factor related to the operation state is performed, the control of the combustion state in the cylinder for each cylinder is performed not only when the engine is in a steady operation state but also in a transient operation such as an acceleration operation state. Even in the state, the change in the fuel supply amount is related to the operating state of the engine for each cylinder, for example,
The amount of intake air can be changed appropriately following the change of the amount of intake air, and the amount of fuel supplied to each cylinder can be accurately adjusted to the amount of intake air supplied to each cylinder. Also, when the engine is in a steady operation state,
A change factor relating to the operating state of the engine at the predicted end of the intake stroke, for example, fuel supply to each cylinder with a supply amount corresponding to the intake air amount is performed at a time sufficiently before the end of the intake stroke. Therefore, the fuel is easily vaporized and atomized, and the combustibility of the air-fuel mixture is improved.

[Brief description of the drawings]

FIG. 1 is a basic configuration diagram showing an engine control device according to the present invention corresponding to the claims.

FIG. 2 is a schematic configuration diagram illustrating an example of an engine control device according to the present invention, together with an engine to which the engine is applied.

FIG. 3 is a characteristic diagram used to explain the operation of the example shown in FIG. 2;

FIG. 4 is a characteristic diagram used for describing the operation of the example shown in FIG. 2;

FIG. 5 is a flowchart showing an example of a program executed by a microcomputer when the microcomputer is used in a control unit provided in the example shown in FIG. 2;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine main body 2 1st cylinder bank 3 2nd cylinder bank 5 Distributor 6 Fuel injection valve 23 Common intake passage 31 Crank angle sensor 32 Speed sensor 40 Control unit

Claims (2)

(57) [Claims] 1. An operating state detecting means for detecting an operating state of an engine; and an operating state of the engine detected by the operating state detecting means being a steady operating state in which a change in state is relatively small. Operating state determining means for determining whether the operating state is a transient operating state in which the change is relatively large, and the engine at a first timing before the end of an intake stroke in each stroke cycle for one cylinder in the engine. A first prediction for predicting a change factor related to the operating state of the engine at the end of the suction stroke based on a change amount of a change factor related to the operating state of the engine, or for one cylinder in the engine. change factor involved in the operating state of the engine in front and a by time second slower than the first time the end of the intake stroke during each stroke cycle of Based on the variation, prediction means for performing a second prediction for predicting a change factor involved in the operating state of the engine at the end of the intake stroke, by the operation state judgment means operating condition of the engine the When it is determined that the engine is in the steady operation state, the control unit causes the prediction unit to perform the first prediction, and determines the engine according to a change factor related to the operating state of the engine predicted by the first prediction. Control of the in-cylinder combustion state, and when the operating state determining unit determines that the operating state of the engine is the transient operating state, the control unit causes the predicting unit to perform the second prediction.
A combustion state control means for controlling the in-cylinder combustion state of the engine according to a change factor relating to the operating state of the engine predicted by the second prediction. . 2. An operating state detecting means for detecting an operating state of the engine; and an operating state of the engine detected by the operating state detecting means being a steady operating state in which a change in state is relatively small. Operating state determining means for determining whether the operating state is a transient operating state in which the change is relatively large, and the engine at a first timing before the end of an intake stroke in each stroke cycle for one cylinder in the engine. based on the change in the intake air amount of definitive to,
First prediction for predicting the amount of intake air definitive to the engine at the end of the suction stroke, or the first of a front end of the intake stroke during each stroke cycle of one cylinder in the engine Second later than time
Based on in time of definitive to the engine intake air amount of change in the prediction means for performing a second prediction for predicting a definitive <br/> to the engine intake air amount at the end of the intake stroke, When the operating state of the engine is determined to be the steady operating state by the operating state determining means, the predicting means performs the first prediction, and the engine predicted by the first prediction is performed. sets the fuel supply amount in accordance with the definitive amount of intake air by the operating state discrimination means operating condition of the engine when it is determined that the transient operating condition is in the prediction unit the second Making a prediction, the engine predicted by the second prediction
A fuel supply quantity setting means for setting a fuel supply amount in accordance with the definitive amount of intake air, with the fuel supply quantity set by said fuel supply quantity setting means, anda fuel supply means for performing fuel supply to the engine Control device for the engine.