JPH02115540A - Fuel feed control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To obtain the higher accurate air-fuel ratio controllability by providing the first and the second basic fuel feed quantity setting means for setting the basic fuel feed quantity respectively on the basis of the thermodynamic function of the intake air, the opening area of the intake system and the engine speed to be variably controlled. CONSTITUTION:The first basic fuel feed quantity setting means A for setting the basic fuel feed quantity on the basis of the thermodynamic function of the intake air quantity and the second basic fuel feed quantity setting means B for setting the basic fuel feed quantity on the basis of the opening area of the intake system and the engine speed to be variably controlled are provided. And a basic fuel feed quantity correcting means C for correctly set the basic fuel feed quantity set by the first basic fuel feed quantity setting means A on the basis of the basic fuel feed quantity set by the second basic fuel feed quantity setting means B is provided. Further, a fuel feed quantity setting means D for setting the fuel feed quantity on the basis of the basic fuel feed quantity set by the first basic fuel feed quantity setting means A or the basic fuel feed quantity correctly set by the basic fuel feed quantity correcting means C is provided and, on the basis of it, a means E for controlling to drive a fuel feed means F is provided.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a fuel supply control device for an internal combustion engine, and particularly to improvement of correction control of fuel supply amount during transient operation.

<Prior Art> The following types of fuel supply control devices for internal combustion engines are known. That is, the intake air flow rate and intake pressure are detected as state quantities related to intake air, and the basic fuel supply 1tTp is calculated based on these. Then, the basic fuel supply amount Tp is feedback set based on various correction coefficients C0EF set based on operating conditions such as the engine cooling water temperature, and the air-fuel ratio determined via the detected oxygen concentration value in the exhaust gas. The final fuel supply amount Ti is corrected by the correction coefficient LAMBDA, the correction numerator s based on the battery voltage, etc.
(Ti=TpXCOEFXLAMBDA+Ts) is calculated, and the calculated fuel supply amount Ti is injected and supplied to the engine by the fuel injection valve.

<Problems to be Solved by the Invention> By the way, in a device that controls the fuel supply by calculating and setting the fuel supply amount, it is necessary to use an air flow meter for detecting the intake air flow rate and an air flow meter for detecting the intake pressure during transient operation. In addition to the detection delay of the pressure sensor and the calculation delay of the fuel supply amount by the control device, a difference occurs in the intake air flow rate and intake pressure between when the fuel supply amount is calculated and when the intake valve is subsequently opened. For this reason, for example, during acceleration, the fuel supply amount set for the actual intake air flow rate and intake pressure (required fuel supply amount) will be smaller, and the air-fuel ratio will be lower than the target air-fuel ratio (stoichiometric air-fuel ratio). A lean engine will lead to an increase in the amount of nitrogen oxides NOx and hydrocarbons HC discharged, and a delay in response of the average effective pressure will lead to acceleration shock and deterioration of acceleration response.

In view of this, the applicant proposed in Japanese Patent Application No. 63-39711 that the basic fuel injection amount calculated based on the throttle valve opening (opening area of the intake system) and the engine speed (rotational speed),
The acceleration/deceleration correction amount is set based on the difference between this basic fuel injection amount and the amount obtained by phase advance processing, and the basic fuel supply amount calculated based on the intake air flow rate and intake pressure is set using the acceleration/deceleration correction amount. A fuel injection device configured to compensate has been proposed. Furthermore, in Japanese Patent Application No. 62-269467, the basic fuel supply is calculated based on the intake air flow rate and intake pressure by estimating the fuel supply amount required when the intake valve is opened based on the rate of change in the opening area of the intake system. We have previously proposed a structure that corrects the amount.

However, the basic fuel injection amount, which is calculated based on the opening area of the intake system and the engine speed, is set to a value approximately commensurate with the amount of air passing through the throttle valve. It is not possible to set the fuel corresponding to the intake air filled with the fuel. In other words, especially during engine deceleration when the amount of air taken into the cylinder is small, the amount of intake air filled in the intake manifold collector only gradually shifts to an amount commensurate with the throttle valve opening, and the amount of air filled in the intake manifold collector decreases. Because of this, the basic fuel injection amount calculated based on the opening area of the intake system and the engine rotational speed would have a large deviation from the required amount corresponding to this collector filling air.

Therefore, during acceleration/deceleration operation of the engine, the basic fuel injection amount calculated based on the state quantities of intake air (intake air flow rate, intake pressure, etc.) is calculated based on the opening area of the intake system and the engine rotation speed. Even if an attempt is made to correct the acceleration/deceleration according to the amount, it is difficult to perform the desired acceleration/deceleration correction that provides good air-fuel ratio controllability.

That is, when the engine is in a deceleration operating state as shown in Fig. 12, for example, the amount of change in the basic fuel injection amount TpD (basic fuel injection amount based on intake pressure) over the past 10 m5 and the fuel supply amount setting are calculated at 7 points. When predicting the required fuel amount at the target timing based on the time up to the target timing TAT I ME (ms), TA
The predicted decrease amount C of the required fuel amount with respect to the reference point of TIME is B XTAT I ME / 10, and even if deceleration reduction correction is performed based on this predicted decrease amount, it will be even more than the basic fuel supply amount TpD, which has a delayed response. This results in predictive correction with poor responsiveness. On the other hand, if the required fuel amount at the target timing is predicted based on the amount of change in the basic fuel injection amount TpA calculated based on the opening area of the intake system and the engine speed, and the time TATIME, the basic fuel Although there is no response delay in the injection amount TpA, there is a problem in that the predicted decrease in the required fuel amount (predicted decrease amount D) becomes excessive because the intake manifold collector filling bone cannot be detected as described above.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a fuel supply control device that improves the correction control of the fuel supply amount during engine acceleration/deceleration and provides more accurate air-fuel ratio control. shall be.

<Means for Solving the Problems> Therefore, in the present invention, as shown in FIG. Separately from the first basic fuel supply amount setting means, a second basic fuel supply amount setting means sets the basic fuel supply amount based on the opening area of the intake system and the engine rotation speed which are variably controlled; weighted average basic fuel supply amount calculation means for calculating a weighted average basic fuel supply meter by weighted averaging the basic fuel supply amounts set by the basic fuel supply amount setting means of 2; acceleration/deceleration correction amount setting means for setting an acceleration/deceleration correction amount of the basic fuel supply amount based on the weighted average basic fuel supply amount; and the basic fuel supply amount set by the first basic fuel supply amount setting means. basic fuel supply amount correction means for correcting and setting the acceleration/deceleration correction amount based on the acceleration/deceleration correction amount set by the acceleration/deceleration correction amount setting means; and the basic fuel supply amount set by the first basic fuel supply amount setting means or the basic fuel. Fuel supply amount setting means for setting the fuel supply amount based on the basic fuel supply amount corrected and set by the supply amount correction means; and driving the fuel supply means based on the fuel supply amount set by the fuel supply amount setting means. A fuel supply control device for an internal combustion engine is configured by comprising: a fuel supply control means for controlling the fuel supply; and a fuel supply control means for controlling the fuel supply.

Further, as shown by the dotted line in FIG. 1, the weighted average calculation by the weighted average basic fuel supply amount calculation means is performed in time synchronization according to a weighting constant according to the engine rotation speed or in engine rotation synchronization. Preferably, means are provided.

Furthermore, as shown by the dotted line in FIG.
A correction control means may be provided to perform the 1t positive setting when the opening degree of a throttle valve installed in the engine intake system changes and when the engine rotational speed changes.

Further, as shown in FIG. 2, a first basic fuel supply amount setting means for setting the basic fuel supply amount based on the state quantity of intake air, and a first basic fuel supply amount setting means, separately from the first basic fuel supply amount setting means, a second basic fuel supply amount setting means for setting the basic fuel supply amount based on the opening area of the intake system and the engine rotational speed which are variably controlled; A weighted average basic fuel supply amount calculation means for calculating a weighted average basic fuel supply amount by weighted averaging the fuel supply amounts, and a rate of change in the weighted average basic fuel supply amount and the fuel supply amount by the weighted average basic fuel supply amount calculation means. an acceleration/deceleration correction amount prediction setting means for predicting and setting a required acceleration/deceleration correction amount based on the time up to a predetermined target timing; basic fuel supply amount prediction correction means for correcting and setting the latest basic fuel supply amount set by the basic fuel supply amount setting means; and the basic fuel supply amount set by the first basic fuel supply amount setting means or the basic fuel. a fuel supply amount setting means for setting the fuel supply amount based on the basic fuel supply amount corrected and set by the supply amount prediction correction means; and a fuel supply amount setting means for setting the fuel supply amount based on the fuel supply amount set by the fuel supply amount setting means. A fuel supply control device for an internal combustion engine is comprised of: fuel supply control means for controlling drive;

Here, as shown by the dotted line in FIG. 2, the correction setting of the basic fuel supply amount based on the acceleration/deceleration correction amount by the basic fuel supply amount prediction correction means is performed when the opening degree of the throttle valve installed in the engine intake system changes. Further, a correction control means may be provided to perform the correction when the engine rotational speed changes.

<Function> In the fuel supply control device shown in FIG. 1, the first basic fuel supply amount is set based on state quantities of intake air such as intake air flow rate and intake pressure, and the second Separately from the first setting means, the basic fuel supply amount setting means sets the basic fuel supply amount based on the opening area of the intake system and the engine rotation speed.

The weighted average basic fuel supply amount calculation means calculates a weighted average basic fuel supply amount by weighting the basic fuel supply amounts set by the second basic fuel supply amount setting means, Based on the amount, the acceleration/deceleration correction amount setting means sets the acceleration/deceleration correction amount for the basic fuel supply amount. In this way, by calculating the weighted average of the basic fuel supply amount based on the opening area and the engine rotational speed, the weighted average basic fuel supply amount corresponds to changes in the intake manifold filling air amount during acceleration and deceleration operation of the engine. The acceleration/deceleration correction amount is set based on the weighted average basic fuel supply amount that provides a change characteristic close to the change in the required fuel amount. Improve the accuracy of correction.

The basic fuel supply amount correction means adjusts the basic fuel supply amount set by the first basic fuel supply amount setting means, that is, the basic fuel supply amount set based on the state quantity of intake air, based on the acceleration/deceleration correction amount. and set the correction.

The fuel supply amount setting means sets the basic fuel supply amount set by the first basic fuel supply amount setting means based on the state quantity of the intake air, or the basic fuel amount set by correcting this basic fuel supply amount by the acceleration/deceleration correction amount. Set the final fuel supply amount based on the supply amount.

Once the fuel supply amount is set, the fuel supply control means drives and controls the fuel supply means based on this fuel supply amount to control the actual fuel supply to the engine.

Further, here, the weighted average control means causes the weighted average basic fuel supply amount calculation means to perform the weighted average calculation of the basic fuel supply amount in time synchronization according to a weighting constant according to the engine rotation speed or in engine rotation synchronization. This makes it possible to accurately follow changes in the true required fuel amount during acceleration/deceleration operation, which changes in synchronization with engine rotation.

Further, the correction control means corrects and sets the basic fuel supply amount based on the state quantity of the intake air when the opening degree of a throttle valve installed in the engine intake system changes and when the engine rotational speed changes. This is done to ensure operational stability not only during acceleration/deceleration operations where the throttle valve opening changes, but also when the engine speed decreases due to clutch engagement, etc. even if the throttle valve opening is approximately constant. This is because it is necessary to correct the fuel supply amount.

Next, in the fuel supply control device shown in FIG. 2, the functions of the first basic fuel supply amount setting means, the second basic fuel supply amount setting means, and the weighted average basic fuel supply amount calculation means are as follows: Since this is the same as in the case of the control device, the explanation of the operation will be omitted.

Here, the acceleration/deceleration correction amount prediction setting means makes a request based on the rate of change in the weighted average basic fuel supply amount calculated by the weighted average basic fuel supply amount calculation means and the time until a predetermined target timing for setting the fuel supply amount. The acceleration/deceleration correction amount is predicted and set based on the predicted acceleration/deceleration correction amount, and the basic fuel supply amount prediction correction means is set based on the state quantity of the intake air by the first basic fuel supply amount setting means. Correct and set the basic fuel supply amount. That is, based on the rate of change in the weighted average basic fuel supply amount that shows followability close to the change in the true required fuel amount, the amount of change in the weighted average basic fuel supply amount until a predetermined target timing for setting the fuel supply amount is determined,
The acceleration/deceleration correction amount is set on the assumption that this amount of change corresponds to the necessary correction amount.

Then, as in the case of the fuel supply control device shown in the first diagram,
The fuel supply amount setting means sets the final fuel supply amount based on the basic fuel supply amount corrected based on the acceleration/deceleration correction amount or the basic fuel supply amount set based on the state quantity of the intake air, The fuel supply control means drives and controls the fuel supply means based on the fuel supply amount.

Here, as in the case of the fuel supply control device shown in FIG. It is performed when the engine speed changes and when the engine speed changes.

<Example> The present invention will be explained in detail below.

In FIG. 3 showing the system configuration of one embodiment, an internal combustion engine 1 includes an air cleaner 2. Air is taken in through the intake duct 3, the throttle chamber 4, and the intake manifold 5. The air cleaner 2 has an intake air (atmospheric) temperature TA ("
An intake air temperature sensor 6 is provided to detect C). The throttle chamber 4 is provided with a throttle valve 7 that operates in conjunction with an accelerator pedal (not shown) to control the intake air flow rate Q. The throttle valve 7 has its opening degree TV.
With a potentiometer that detects O, its fully closed position (
A throttle sensor 8 including an idle switch 8A that is turned ON at idle position) is attached.

The intake manifold 5 downstream of the throttle valve 7 is provided with an intake pressure sensor 9 that detects the intake pressure PB.
An electromagnetic fuel injection valve 10 serves as a fuel supply means for each cylinder.
is provided. The fuel injection valve 10 is driven to open by an injection pulse signal output from a control unit 11 containing a microcomputer, which will be described later, in synchronization with, for example, ignition timing, and is fed under pressure from a fuel pump (not shown) and controlled to a predetermined pressure by a pressure regulator. The fuel is injected and supplied into the intake manifold 5.

That is, the amount of fuel supplied by the fuel injection valve 10 is controlled by the valve opening driving time of the injection valve 10.

Furthermore, a water temperature sensor 12 for detecting the cooling water temperature Tw in the cooling jacket of the engine 1 is provided, and the exhaust passage 1
An oxygen sensor 14 is provided within the engine 3 to detect the air-fuel ratio of the intake air-fuel mixture by detecting the oxygen concentration in the exhaust gas.

The control unit) 11 counts for a certain period of time the crank unit angle signal PO3 output from the crank angle sensor 15 for detecting the engine rotation speed N in synchronization with the engine rotation, or outputs the crank reference angle signal REF (in the case of a 4-cylinder engine). 1
The engine rotation speed N is detected by measuring the period TREF (every 80 degrees).

In addition, a transmission attached to the engine 1 is provided with a vehicle speed sensor 16 for detecting vehicle speed and a neutral sensor 17 for detecting a neutral position, and these signals are input to the control unit 11.

Additionally, an auxiliary air passage 18 bypassing the throttle valve 7
is provided with an electromagnetic idle control valve 19 that controls the idle rotation speed via the amount of auxiliary air.

The control unit 11 calculates the fuel injection amount Ti (pulse width of the injection pulse signal) based on the various detection signals detected as described above, and also controls the fuel injection valve 10 based on the set fuel injection amount Ti. Controls opening drive.

Further, the control unit 11 feedback-controls the idle rotation speed to the target idle rotation speed by controlling the opening degree of the idle control valve 19 to the idle switch detected based on the idle switch 8A and the neutral sensor 17.

Next, the fuel injection amount Ti setting control by the control unit 11 will be explained according to the routines shown in the flowcharts of FIGS. 4 to 11, respectively.

In this embodiment, the first basic fuel supply amount setting means, the second basic fuel supply amount setting means, the weighted average basic fuel supply amount calculation means, and the acceleration/deceleration correction amount setting means.

Basic fuel supply amount correction means, fuel supply amount setting means.

Fuel supply control means, acceleration/deceleration correction amount prediction setting means.

Basic fuel supply amount prediction correction means, weighted average control means.

The function as a correction control means is provided in the form of software as shown in the flowcharts of FIGS. 4 to 11. In this embodiment, the intake pressure PB detected by the intake pressure sensor 9 corresponds to the state quantity of the intake air, but an air flow meter such as a hot wire type is provided to change the intake air flow rate Q into the intake pressure PB. It may be configured such that it is treated as

Note that the engine l in this example is a four-cylinder internal combustion engine,
Although it is assumed that each cylinder is equipped with a fuel injection valve 10 to sequentially control fuel supply, the number of cylinders is not limited, and the fuel injection is controlled by simultaneous injection or group injection. It's okay.

The fuel injection amount setting routine shown in the flowchart of FIG. 4 is executed every predetermined minute period (for example, 10 m5).

First, in step 1, the engine rotational speed N, intake pressure PB, throttle valve opening TVO, intake air temperature TA, etc. detected based on detection signals from the various sensors described above are input.

In the next step 2, the opening area A (m
2) is obtained by searching or calculating from the map. still,
When determining the opening area A, the idle control valve 1
It is preferable that the entire opening area of the intake system is determined by taking into account the opening area of the auxiliary air passage 18 controlled by 9 and the predetermined leak opening area of the idle adjustment screw, etc.

In step 3, the volumetric efficiency QHφ is determined based on the value A/H obtained by dividing the opening area A by the engine rotational speed N by searching from a map or by calculation. And next step 4
Then, the basic fuel injection amount TpA is calculated based on the opening area A and the engine rotational speed N according to the following formula.

TpA=KcoNAXQxφ XKFLAdingAwhere,
KcoNA is a constant, and KFLATA is a minute correction coefficient that is set based on the volumetric efficiency Qiφ and the engine rotational speed N in step 72 of the correction coefficient setting routine (background job) shown in the flowchart of FIG.

In the next step 5, a weighting constant X (weighting of past data) used when calculating the weighted average of the basic fuel injection amount TpA based on the engine rotational speed N is determined by searching or calculating from a map. This weighting constant This is to slow down the change in the amount of TpA.

That is, for example, during deceleration operation of the engine 1, the throttle valve 7
Since the intake manifold collector filling air amount gradually changes to the air amount corresponding to this fully closed state after the is fully closed, the basic fuel supply amount TpAO raw data becomes a value that is less than the actual required amount. (See Figure 12). Therefore, at low rotation speeds when the amount of air taken into the cylinder is small, by setting the weighting constant
This suppresses the under-detection of TpA (over-detection during acceleration) as described above, and makes the weighted average basic fuel supply amount TpAAv close to the true required fuel amount (true intake air state quantity change). This is to show followability.

Note that when the weighted average calculation of the basic fuel injection @TpA is executed at a timing synchronized with the engine rotation, the weighting constant X may be a constant value.

In step 6, the basic fuel injection I calculated in step 4 is
Using TpA and the weighting constant X obtained in step 5, a weighted average calculation of the basic fuel injection amount TpA is performed according to the following formula.

25, T fl AAVoL of the molecule in the above formula
d is the weighted average value TpAAv of the basic fuel injection tTpA calculated in step 6 during the previous execution of this routine; when the weighting constant The change in the average value T p AAV will become slower.

In the next step 7, the previous weighted average value TpA is calculated from the latest weighted average value TpAav calculated in step 6 this time.
Subtract Avotd to obtain this routine execution cycle (10ms
) weighted average (L! Change rate of T p A Av ΔT P A (= T pAAv T P AAv
(Old).

In step 8, in order to use it in the weighted average calculation in step 6 when this routine is executed next time, the current calculation result T p A Av in step 6 is used as the previous value T p A
Set to Avord.

In the next step 9, a flag F indicating which cylinder fuel injection has been completed in sequential injection in which fuel is injected and supplied to each cylinder is determined.

The flag F is variably set in accordance with the cylinder number each time injection in each cylinder is completed according to the routine shown in the flowchart of FIG.
When is 1, it indicates that the fuel injection in the #1 cylinder has ended and the fuel injection in the next fuel injection cylinder, the #3 cylinder, has not ended.

Here, the setting routine for the flag F shown in the flowchart of FIG. 6 will be explained. This routine is performed at the falling edge of the injection pulse signal sent to each fuel injector 10 (injection end T).
iend), and is executed when the corresponding injection pulse signal falls in any cylinder. First, in step 41, it is determined whether or not the engine 1 is in a rapid acceleration state by checking the throttle valve. The determination is made based on the rate of change in the opening TVO.

If it is determined that the engine 1 is in a rapid acceleration state, the process proceeds to step 42, where an interrupt injection pulse signal following the normal injection whose end of injection is detected this time is immediately output. The pulse width (interrupt injection amount) of the interrupt injection pulse signal is 2×ΔT
It is calculated by p A X T A T I M E 2 /10. The TATIME2 is the time in ms until the nearest intake ATDC 100°, as described later.
This is the time until DC100° (predetermined timing of the intake valve open state). Further, since ΔTpA is the rate of change in TpA during 10 m5, which is the execution cycle of the routine shown in the fourth figure, ΔTpAXTAT I ME2/10 is the change rate of TpA from the end of injection in the cylinder where fuel injection has ended.
This is the predicted amount of change in the basic fuel injection amount TpA up to C100'.

Intake ATDC 100° is the target timing for setting the injection amount in increase/decrease correction during acceleration/deceleration and interrupt injection control in this embodiment, and the acceleration/deceleration is adjusted so that fuel injection control corresponding to the required fuel amount at this set target timing can be performed. The goal is to set the amount of correction. Therefore, the amount of change in the basic fuel injection amount TpA up to this target timing is predicted, and this amount of change, that is, the excess or deficiency in the fuel injection amount is compensated for by interrupt injection following normal injection. Note that the reason for the doubling is that the normal fuel injection NTi is calculated by 2 x effective injection amount Te (a value obtained by correcting the basic fuel injection amount Tp with various correction coefficients) + voltage correction numerator s, as described later. This is for the purpose of

After the interrupt injection following the end of the normal injection during sudden acceleration as described above (after the output of the interrupt injection pulse signal), or when it is determined in step 41 that the engine l is not rapidly accelerating, the process proceeds to step 43.

In step 43, it is determined whether or not the current fuel injection ended in the #1 cylinder. If it was the end of the injection in the #1 cylinder, the process advances to step 44 and flag F is set to 1.
, so that it can be determined by the flag F that the fuel injection in the #1 cylinder has ended and the fuel injection in the next injection cylinder, #3, has not ended.

If it is determined in step 43 that it is not the end of injection in the #1 cylinder, the process proceeds to step 45, where it is determined whether or not it is the end of injection in the #3 cylinder, which is the next injection timing after the #1 cylinder. Here, if it is determined that it is the end of injection in the #3 cylinder, flag F is set to 3 in step 46, and if it is not the end of injection in the #3 cylinder, step 47 is performed.
Proceed to #3 cylinder and then the injection timing will be #3.
It is determined whether or not it is the end of injection for the four cylinders.

Here, in the same manner as described above, if it is the end of injection for the #4 cylinder, proceed to step 48 and set the flag F to 4.
When it is determined that it is not the end of the injection for the #4 cylinder, it is the end of the injection for the remaining #2 cylinder, so the process proceeds to step 49 and the flag F is set to 2.

Returning again to the routine shown in the flowchart of FIG. 4, in step 9 it is determined whether the flag F set as described above is 1 or not. Here, when it is determined that the flag F is 1, it means that the injection in the #1 cylinder has ended and the injection in the next injection cylinder, the #3 cylinder, has not ended, so the process goes to step 10.11. Next, the intake AT is the target timing for setting the injection amount (acceleration/deceleration correction amount) in the increase/decrease correction and interrupt injection control.
Time to DC100° (target angle time)
Configure TAT IME and TAT IME2.

First, in step IO, the time Tm#3CY until the intake air ATDC100'' in the next injection cylinder #3 cylinder
Set L to TATIME, and in the next step 11, the intake air ATDC of #l cylinder after normal fuel injection is set to 100.
' Set the time Tm#ICYL to TATIME2. Therefore, the TATIME is the intake ATDC 100' (100° after intake top dead center), which is the target timing of fuel injection control in the next cylinder where injection ends.
), and TATIME2 indicates the time until the intake air ATDC reaches 100' in the cylinder where injection has just ended.

The Tm#3CYL and Tm#ICYL, including Tm#2CYL and Tm#4CYL used for other cylinders, are set according to the routine shown in the flowchart of FIG. 7.

The routine shown in the flowchart of FIG. 7 is interrupted and executed at the intake TDC (intake top dead center) of each cylinder. REF is, for example, B
If it is set to be output at TDC80', the unit angle signal P is derived from the reference angle signal REF.
Intake TDC is detected and executed by counting O8.

When the intake TDC is detected, first, in step 61, it is determined whether the current intake TDC is for the #1 cylinder. Such a determination can be made, for example, by making one of the reference angle signals REF output from the crank angle sensor 15 distinguishable from the others, and by associating each reference angle signal REF with each cylinder.

If it is determined in step 61 that the #1 cylinder is at the intake TDC, the process advances to step 62 to determine the current intake TDC.
The time from ATDC 100' to intake ATDC 100' in each cylinder is set according to the following formula.

180'' Here, the TREF is the interval time of the reference angle signal REF output from the crank angle sensor 15, and
This is the time required to rotate 180°. Since the intake TDC this time is for the #1 cylinder, the intake ATDC of the #1 cylinder
100'' is reached after the crank angle has rotated 100', so the time required for the engine 1 to rotate 100' is the time Tm#ICYL until the intake air ATDC of the #1 cylinder reaches 100°.Similarly, the time required for the engine 1 to rotate 100' Next comes the injection timing#
For 3 cylinders, intake ATDC1 after further rotation of 180°
00', the time required to rotate 280° at 100' +180° is the intake ATDC of #3 cylinder.
The time until ' is Tm#3CYL. Similarly below,
Tm#4CYL and Tm#2CYL are determined as described above.

On the other hand, if it is determined in step 61 that the current intake TDC is not in the #1 cylinder, the process advances to step 63 and the current intake TDC is determined to be
It is determined whether the DC is the #3 cylinder or not. And #3
If the intake TDC of the cylinder is reached, the process proceeds to step 64;
In the same way as step 62 described above, the intake TDC of the #3 cylinder is determined.
Time T, m# from to intake ATDC 100° of each cylinder
Calculate I CYL-Tm#4CYL.

Furthermore, when it is determined in step 63 that the current intake TDC is not in the #3 cylinder, the process proceeds to step 65 and the injection (
Ignition) According to the order of the cylinders, it is determined whether or not it is the intake TDC of the #4 cylinder. If it is the intake TDC of the #4 cylinder, step 66 is performed in the same manner as steps 62 and 64 described above.
From intake TDC of 4 cylinders to intake ATDC of each cylinder 100"
Calculate the time Tm#ICYL - Tm#4CYL.

If it is determined in step 66 that the current intake TDC is not in the #4 cylinder, it is the #1 cylinder and the #3 cylinder.

Since it is not any of the #4 cylinders, it is the intake TDC of the #2 cylinder, and in this case, proceed to step 67 and calculate the time Tm#I CYL-Tm#4CYL from the intake TDC of the #2 cylinder to the intake ATDC 100' of each cylinder. Again, calculations are made in the same manner as steps 62, 64, and 66 described above.

The time from the predetermined intake TDC set in this way to the intake ATDC 100° of each cylinder/tube Tm#ICYL-T
m#4CYL is decremented by 1 every 1ms according to the routine shown in the flowchart of Fig. 8, so that the time from a certain point to the nearest intake ATDC 100° of each cylinder is detected by Tm#ICYL to Tm#4CYL. It has become.

Now, returning to the flowchart of FIG. 4 again, when it is determined that the flag F is 1 in step 9, it is after the end of the injection in the #1 cylinder and before the end of the injection in the #3 cylinder. Intake ATDC of #1 cylinder has ended
By 100' time Tm#ICYL (TATIME
2), and the time Tm#3CYL (TA
TIME) exists. Therefore, when the engine 1 is in acceleration/deceleration operation, the fuel injection amount is accelerated/decelerated in accordance with the time period up to intake ATDC 100', which is the target timing for setting the injection amount in the increase/decrease correction during acceleration/deceleration operation and the interrupt injection control. Correction is required.

Therefore, in step 10, the time Tm#3CYL until the intake ATDC of cylinder #3, which is the cylinder where fuel injection ends next, is 100° is set as TATIME, and in the next step 11, the time Tm#3CYL until the intake air ATDC of cylinder #3, which is the cylinder where fuel injection ends next, is set as TATIME, and in the next step 11, fuel injection has already ended. Time to 1 cylinder intake ATDC 100° Tm#ICYL TA
As TIME2, the acceleration/deceleration correction amount and the interrupt injection amount are set as described later based on these times TATIME and TATIME2 in the increase/decrease correction and interrupt injection described later.

On the other hand, when it is determined in step 9 that flag F is not 1, it is determined in step 12 whether flag F is 3 or not. When the flag F is 3, it means that the fuel injection for the #3 cylinder has ended and before the fuel injection for the #4 cylinder has ended, so in step 13, the intake ATDC of the #4 cylinder is set to 100'', similar to step 10.11 described above. Time until Tm#4C
Set YL to TAT I ME and proceed to the next step 14
Then, the time Tm until #3 cylinder intake ATDC100@
Set 3CYL to TATIME2.

Further, if it is determined in step 12 that the flag F is not 3, the process proceeds to step 15 and it is determined whether the flag F is 4 or not. When the flag F is 4, this means that the fuel injection for the #4 cylinder has ended and before the fuel injection for the #2 cylinder has ended.
Time to intake ATDC100' of cylinder #2 Tm #2
Set CYL to TATIME, and in the next step 17, set the time Tm for #4 cylinder's intake air to reach ATDC 100° #4
Set CYL to TATIME2.

Furthermore, when it is determined in step 15 that the flag F is not 4, the flag F should be 2, so it is after the end of the fuel injection in the #2 cylinder and before the end of the fuel injection in the #1 cylinder.
At this time, in step 18, the intake ATDC of the #1 cylinder is
Set the time Tm#ICYL until LOO° to TATIME, and in the next step 19, set the intake ATDC of #2 cylinder.
Set the time Tm#2CYL to 100° in TATIME2.

In this way, according to the determination of flag F, the time TAT until the intake air ATDC of the cylinder in which fuel injection has just ended is 100''.
IME2 and the next cylinder where fuel injection ends are intake ATD.
Once the time TATIME until C100° is set, the process proceeds to step 20, where the acceleration/deceleration operating state of the engine 1 is determined based on the opening change rate ΔTVO of the throttle valve 7.

Note that the opening change rate ΔTVO is the throttle valve opening TVO manually input in step 1 during the previous execution of this routine.
It can be found as the difference between this value and the current input value.

Then, in step 20, the throttle valve opening change rate ΔTV
It is determined that the absolute value of O is not approximately zero, and the throttle valve 7
When the engine 1 is in an acceleration/deceleration operating state in which the opening degree of the engine 1 is changing, the process advances to step 22. In step 22, an acceleration/deceleration correction amount DLTTP for increasing/decreasing the basic fuel injection amount TpD calculated based on the intake pressure PB, which is a state quantity of intake air, and the engine rotational speed N is set to ΔTpA and the TAT.
Calculated based on IME.

Also, in step 20, the throttle valve opening change rate ΔTVO
Even if it is determined that the absolute value of
If it is determined that the rate of change ΔN of the engine rotational speed N obtained in the same way as the opening change rate ΔTVO is not zero, the process proceeds to step 22 and the acceleration/deceleration correction amount DL is determined.
Calculate TTp. This is the opening degree T of the throttle valve 7.
This is because even if VO is substantially constant, when the engine rotational speed N decreases due to, for example, clutch engagement, it is necessary to correct the acceleration/deceleration of the fuel injection amount to ensure operational stability of the engine 1.

On the other hand, in step 20, the throttle valve opening change rate ΔTVO
is determined to be approximately zero, and furthermore, when it is determined in step 21 that the rate of change ΔN of the engine rotational speed N is also approximately zero, there is no need for acceleration/deceleration correction, so step 2 is performed.
3, the acceleration/deceleration correction amount DLTTP is set to zero.

Calculation of the acceleration/deceleration correction amount DLTTp in step 22 is performed according to the following formula.

Here, ΔTpA is the basic fuel injection amount TpA calculated based on the opening area A of the intake system and the engine rotation speed N.
The weighted average value "PAAV" is the amount of change over 10 m5, and TATIME is the time until the intake ATDC of the next cylinder where injection ends is 100°, so the acceleration/deceleration correction amount DLTTp is This is the amount of change in the weighted average basic fuel injection amount TPAAv from the current point in the cylinder where injection ends to the intake ATDC100' which is the target timing for setting the correction amount.Therefore, for example,
When the flag F is 1 and the injection of the #1 cylinder has ended, the required fuel injection amount for the #3 cylinder needs to be +DLTTp with respect to the latest basic fuel injection amount Tp.

Here, the basic fuel injection amount TpA, which is set based on the opening area A and the engine rotational speed N, does not accurately follow the change in intake manifold collector filling air amount during acceleration/deceleration operation, but this basic fuel injection amount TpA is Since T p AAv obtained by the average calculation substantially follows the change in the intake manifold filling air amount and is close to the required basic fuel supply amount, the change rate Δ of the weighted average basic fuel injection amount TpAAv
TpA and target timing of intake ATDC10
The acceleration/deceleration correction amount DLTTp, which is predicted and set based on the time TATIME until 0', can be set to a value that substantially matches the required correction amount during acceleration/deceleration operation of the engine I. Therefore, by correcting the basic fuel injection amount TpD set based on the intake pressure PB using this acceleration/deceleration correction amount DLTTp, the accuracy of fuel supply control during acceleration/deceleration operation of the engine 1 is improved, and Drivability is improved.

Once the acceleration/deceleration correction amount DLTTp has been set as described above, in the next step 24, □ is determined for the volumetric efficiency based on the intake pressure PB input in step 1 by searching from a map or calculating.

In the next step 25, the basic fuel injection amount TpD is calculated based on the intake pressure PB, which is the state quantity of intake air, according to the following formula.

T P D = KCONDX P B X Kpi+
X KytAtoX K T A where the above K C0
N0 is a constant, KFLATD is step 7 of the routine (background job) shown in the flowchart of FIG.
3, the minute correction coefficient KTA is set based on the intake air pressure PB and the engine speed N, and KTA is also the intake air temperature correction coefficient set based on the intake air temperature TA at step 71 of the routine shown in the flowchart of FIG.

In the next step 26, the throttle valve opening change rate ΔTV
Based on O, it is determined whether or not the engine 1 is in a high speed, accelerated operation state. Then, based on the opening change rate ΔTVO, engine 1
If it is determined that the vehicle is not in a rapid acceleration state, the process proceeds to step 27. In step 27, the acceleration/deceleration correction amount DLTT set in step 22 or step 23 is added to the basic fuel injection amount TpD calculated based on the intake pressure PB in step 25.
P is added and corrected to set the final basic fuel injection amount Tp.

Note that when the weighted average value TpAAY of the basic fuel injection amount TpA is changing in the decreasing direction in the deceleration operating state of the engine 1, the acceleration/deceleration correction amount DLTTp becomes a negative value, and the basic fuel injection amount TpD becomes Although the reduction is corrected, engine 1
In the acceleration driving state, the acceleration/deceleration correction amount DLTTp is a positive value, so the basic fuel injection amount TpD is corrected to increase.

On the other hand, if it is determined in step 26 that the engine 1 is in a rapid acceleration operating state, the process proceeds to step 28, where it is determined whether or not the sudden acceleration determination in step 26 is the first time. Here, if it is the first time to determine sudden acceleration, the process proceeds to step 29, where the interrupt injection amount to be added to the normal injection is calculated and immediately output in order to perform interrupt injection at the time of sudden acceleration.

The injection amount of the interrupt injection in step 29 is 2×ΔTp
Calculated by AXTAT IME2+Ts, the weighted average basic fuel injection amount T pA during the time until the intake air ATDC of the cylinder that has just finished normal fuel injection reaches 100°.
The amount of change in AV is set as the interrupt injection amount. However, the TS is for correcting a change in the effective valve opening time of the fuel injection valve 10 due to a change in battery voltage.

That is, at the first time when a sudden acceleration operation of the engine 1 is determined, the cylinder where normal fuel injection has ended reaches an intake ATDC of 100', and the cylinder whose injection has ended reaches an intake ATDC of 100' from that point onwards. This is to inject an amount equivalent to the amount of change in the weighted average basic fuel injection amount T p AAV between ΔTpA following normal fuel injection according to
(weighted average basic fuel injection amount Tf) AAv change rate)
(during slow acceleration, deceleration, steady operation), the basic fuel injection amount TpD is determined by the acceleration/deceleration correction amount DLTTp in step 27.
Correction settings are implemented.

Then, in step 30, the fuel injection amount Ti to be used for fuel injection at the normal timing is set according to the following equation.

Tt = 2Tp x LAMBDA x KBLRC
X (COEF + TpKFUHL) +Ts Here, Tp is the basic fuel injection amount T based on the intake pressure PB
If pD is corrected in step 27, the correction result is used, and if step 27 is skipped, the basic fuel injection amount TpD set based on the intake pressure PB is used as is. Also, the LA? IBDA performs air-fuel ratio feedback correction for feedback-controlling the air-fuel ratio detected through the oxygen concentration in exhaust gas detected by the oxygen sensor 14 to a target air-fuel ratio (stoichiometric air-fuel ratio) when a predetermined feedback control condition is satisfied. KBLRC is a learning correction coefficient that is learned so that the base air-fuel ratio obtained without LAMBDA becomes the target air-fuel ratio by learning the deviation of the air-fuel ratio feedback correction coefficient LAMBDA from the reference value.

In addition, the above C0EF is various correction coefficients, which are set mainly based on the cooling water temperature Tw, and various corrections are added to improve drivability at startup and at low water temperature (when the engine is cold) to adjust the fuel injection amount Ti. Increase the amount and enrich the air-fuel ratio.

Also, the TpKPUF! L is a wall flow correction coefficient for correcting the response delay of wall flow (liquid fuel flowing along the inner wall of the intake passage) during acceleration/deceleration operation, and this wall flow correction coefficient TpKFU[! L is set according to the routine shown in the flowcharts of FIGS. 9-11.

The routine shown in the flowchart of FIG. 9 is executed every predetermined minute period (for example, 10 m5). First, in step 91, the engine 1 is determined depending on whether the throttle valve opening change rate ΔTVO is approximately zero. Determine acceleration/deceleration operating status.

When it is determined in step 91 that the opening change rate ΔTVO is not zero and the engine 1 is in an acceleration/deceleration operating state, the process proceeds to step 93, where the opening change rate ΔTV○ is approximately zero and the throttle valve 7 is kept at a constant opening. During steady operation, it is determined in step 92 whether the rate of change ΔN of the engine rotational speed N is approximately zero. When it is determined in step 92 that the rate of change in rotational speed ΔN is not zero, the process proceeds to step 93 in the same way as when it is determined in step 91 that the rate of change in opening degree ΔT■O is not zero.

In step 93, a correction coefficient K is set by multiplying coefficients determined based on the cooling water temperature Tw detected by the water temperature sensor 12 and the engine rotational speed N, respectively. In the next step 94, the weighted average basic fuel injection amount T for a period of 10 m5 determined by the flowchart of FIG.
The amount of change ΔTpA in pAAv and the reference angle signal RE outputted from the crank angle sensor 15 every 180° of crank angle
Based on the output interval time TREF of F, the wall flow correction coefficient B is set according to the following formula.

B+KXΔTpAXTREF/10 That is, the wall flow correction coefficient B is the weighted average basic fuel injection amount T during a crank angle of 180°, which is the injection interval in the sequential injection control of the four-cylinder internal combustion engine of this embodiment.
Cooling water temperature Tw and engine rotation speed N are added to the amount of change in PAav.
This includes corrections based on .

On the other hand, in step 92, it is determined that the rotational speed change rate ΔN is approximately zero, and the opening degree change rate ΔTVO and the rotational speed change rate ΔN are determined to be approximately zero.
When the engine 1 is in a stable operating state where both N and N are approximately zero, the process proceeds to step 95 and the wall flow correction coefficient B is set to zero.

Then, in the next step 96, the absolute value of the wall flow correction coefficient B obtained as described above and the absolute value of the wall flow correction coefficient A obtained for each reference angle signal REF according to the routine shown in the flowchart of FIG. IBI is I
If it is larger than AI, the process proceeds to step 97, where B is set as the final wall flow correction coefficient TpKF[lEL, and I
When AI is 181 or more, the process proceeds to step 98, where A is set as the final wall flow correction coefficient TpKFUEL, and the value with the larger absolute value of A and B is set as the wall flow correction coefficient TpKFUEL. Do it like this.

The routine shown in the flowchart of FIG. 10 is executed every time the reference angle signal REF is output from the crank angle sensor 15. First, in step 101, the wall flow correction at the time of the previous execution of this routine (before the crank angle of 180°) is performed. TIIKFURL(ILD
The value of 1/X° of this TIIKFUELOLD is subtracted from the value, and the result of this subtraction is taken as the wall flow correction coefficient A. That is, the wall flow correction coefficient A is a value obtained by multiplying the wall flow correction coefficient TpKFUEL before the crank angle of 180° by (X'-1)/X''. It is variably set according to the cooling water temperature Tw in the routine (background job) shown in the flowchart in the figure, and in a cold machine state where the cooling water temperature Tw is low, This is to make the changes more gradual.

After setting the wall flow correction coefficient A in step 101, in the next step 102, the current wall flow correction coefficient Tp is used for the calculation in step 101 when this routine is executed next time.
KFUEL is set as the previous value TpKFUELoLo.

In this way, the wall flow correction coefficient B, which is set based on the latest data at every minute time, is compared with the wall flow correction coefficient A, which is obtained by decreasing the past wall flow correction coefficient TpKFIIIEL at every 180° crank angle. By finally setting the larger absolute value as the wall flow correction coefficient TpKFUEL, the air-fuel ratio is prevented from being disturbed due to a sudden decrease in the absolute value of the wall flow correction coefficient TpKFUEL.

By the way, the fuel injection amount Ti at the normal timing set in step 30 is updated and set in the output register at any time, and when the injection timing comes, the latest fuel injection amount Ti set in this output register is read out and the fuel injection amount Ti is updated at the normal timing set in step 30. An injection pulse signal with a pulse width corresponding to the amount Ti is output to the corresponding fuel injection valve 10, and the fuel injection supply by the fuel injection valve 10 is controlled.

In this embodiment, the intake ATDC 100' was used as the target timing for setting the injection amount.
It is not limited to °, but should be variably set according to the characteristics of the engine 1.

<Effects of the Invention> As explained above, according to the present invention, the basic fuel supply amount set based on the opening area of the engine intake system and the engine rotational speed is weighted averaged, and this weighted average basic fuel supply amount is used for acceleration/deceleration. Since the system is designed to follow changes in the required amount in accordance with changes in the intake manifold collector filling air amount during operation, it is possible to adapt the acceleration/deceleration correction amount set based on the weighted average basic fuel supply amount to the required correction amount. can. Therefore, by correcting the basic fuel supply amount, which is set based on intake air state quantities such as intake air flow rate and intake pressure, based on the acceleration/deceleration correction amount, fuel control accuracy in engine acceleration/deceleration operating conditions is improved. As a result, acceleration/deceleration drivability is improved.

Further, as described above, the acceleration/deceleration correction amount is set based on the amount of change in the weighted average basic fuel supply amount that follows the change in the required amount during acceleration/deceleration operation, and the time until the target timing for setting the fuel supply amount. This allows the acceleration/deceleration correction amount to be set in accordance with the required fuel amount with higher accuracy.

[Brief explanation of the drawing]

1 and 2 are block diagrams showing the configuration of the present invention, and FIG. 3 is a system schematic diagram showing an embodiment of the present invention,
FIGS. 4 to 11 are flowcharts showing the details of fuel supply control in the above embodiment, respectively, and FIG. 12 is a time chart for explaining problems with conventional acceleration/deceleration correction control. 1... Engine 6... Intake temperature sensor 7... Throttle valve 8... Throttle sensor 9...
Intake pressure booster 10...Fuel injection valve 11...
Control unit 15... Crank angle sensor Patent applicant Japan Electronics Co., Ltd. Agent Patent attorney Fujio Sasashima (Figure 3, Figure 5, Figure 8, Figure 9, Figure 10, Figure 11, 1st procedural amendment) January 9, 1999 Director General of the Japan Patent Office Yoshi 1) Tsuyoshi Moon1, Indication of the case 1988 Patent Application No. 2661442, Name of the invention Relationship with the case of Person who amends fuel supply control device 36 for internal combustion engine Patent applicant address: 1671 Kasuyocho, Isesaki City, Gunma Prefecture, 1st name
Japan Electronics Co., Ltd. Representative: Shigemi Sugino 4, Agent Address: Daisan Mori Building 5, 1-4-10 Nishi-Shinbashi, Minato-ku, Tokyo, Subject of Amendment 6, Contents of Amendment (1) “Scope of Claims” Correct as shown in the attached sheet. (2) The statement "Therefore, in the present invention,... may be provided" from page 9, line 4 to page 11, line 1 of the specification shall be amended as follows. Therefore, in the present invention, as shown in FIG. Separately, there is a second system that sets the basic fuel supply amount based on the opening area of the intake system and the engine rotation speed, which are variably controlled.
a basic fuel supply amount setting means; and correcting and setting the basic fuel supply amount set by the first basic fuel supply amount setting means based on the basic fuel supply amount set by the second basic fuel supply amount setting means. a basic fuel supply amount correction means, and setting a fuel supply amount based on the basic fuel supply amount set by the first basic fuel supply amount setting means or the basic fuel supply amount corrected and set by the basic fuel supply amount correction means; A fuel supply control device for an internal combustion engine includes: a fuel supply amount setting means for setting the fuel supply amount; and a fuel supply control means for driving and controlling the fuel supply means based on the fuel supply amount set by the fuel supply amount setting means. I did it like that. Further, as shown by the dotted line in FIG. 1, the basic fuel supply amount correction means weights and averages the basic fuel supply amounts set by the second basic fuel supply amount setting means to obtain a weighted average basic fuel supply amount. A weighted average basic fuel supply amount calculation means to calculate, and a basic value set by the first basic fuel supply amount setting means based on the weighted average basic fuel supply amount weighted and averaged by the weighted average basic fuel supply amount calculation means. It is preferable to include acceleration/deceleration correction amount setting means for setting an acceleration/deceleration correction amount for correcting and setting the fuel supply amount. Furthermore, as shown by the dotted line in FIG. 1, weighted average control means is provided for causing the weighted average basic fuel supply amount calculation means to perform the weighted average calculation in time synchronization according to a weighting constant according to the engine rotation speed or in engine rotation synchronization. It is preferable to provide one. Further, as shown by the dotted line in FIG. A correction control means may be provided to perform the correction when the rotational speed changes. (3) On page 13, line 4 of the specification, it says, ``Then, the weighted average fuel supply amount calculation means is'' replaced with ``The basic fuel supply amount correction means is the first basic fuel supply amount setting means. The set basic fuel supply amount is corrected and set based on the basic fuel supply amount set by the second basic fuel supply amount setting means. When configured to include calculation means and acceleration/deceleration correction amount setting means, the weighted average basic fuel supply amount calculation means corrects as follows. (4) On page 13, line 18 of the specification, the phrase ``The basic fuel supply amount correction means,'' has been replaced with ``When the acceleration/deceleration correction amount is set by the acceleration/deceleration correction amount setting means as described above, the The fuel supply amount correction means corrects as follows. (5) In the 6th line of page 14 of the specification, the phrase "by the acceleration/deceleration correction amount" is corrected to "by the basic fuel supply amount correction means." (6) On page 48, line 16 of the specification, the phrase "As explained above, according to the present invention," should be replaced with "As explained above, according to the present invention, the basic fuel is set based on the state quantity of intake air." The supply amount is configured to be corrected based on the basic fuel supply amount set based on the opening area of the engine intake system and the engine rotational speed, and in particular, the correction is made as follows. (7) Figure 1 of the drawings shall be corrected as shown in the attached corrected drawings. 7. Attached document inventory correction drawings One or more Claims (1) A first basic fuel supply amount setting means for setting a basic fuel supply amount based on the state quantity of intake air; Separately from the supply amount setting means, a second basic fuel supply amount setting means for setting the basic fuel supply amount based on the opening area of the intake system and the engine rotation speed that are variably controlled; and the first basic fuel supply. a fuel supply amount setting means for setting the fuel supply amount based on the basic fuel supply amount set by the amount setting means or the basic fuel supply amount corrected and set by the basic fuel supply amount correction means; A fuel supply control device for an internal combustion engine, comprising: a fuel supply control means for driving and controlling a fuel supply means based on a set fuel supply amount; 2. A weighted average control means for performing the weighted average calculation by the weighted average basic fuel supply amount calculation means in time synchronization according to a weighting constant according to the engine rotation speed or in engine rotation synchronization. A fuel supply control device for an internal combustion engine according to claim 1. (9) First basic fuel supply amount setting means for setting the basic fuel supply amount based on the state quantity of intake air; a second basic fuel supply amount setting means for setting the basic fuel supply amount based on the opening area and the engine rotational speed; and a weighted average of the basic fuel supply amount set by the second basic fuel supply amount setting means. weighted average basic fuel supply amount calculation means for calculating a weighted average basic fuel supply amount based on the weighted average basic fuel supply amount calculation means; acceleration/deceleration correction amount prediction setting means for predicting and setting a requested acceleration/deceleration correction amount based on time; and said first basic fuel supply amount setting means based on the acceleration/deceleration correction amount predicted and set by the cough acceleration/deceleration correction amount prediction setting means. basic fuel supply amount prediction correction means for correcting and setting the latest basic fuel supply amount set in , and correction by the basic fuel supply amount set by the first basic fuel supply amount setting means or the basic fuel supply amount prediction correction means. Fuel supply amount setting means for setting the fuel supply amount based on the set basic fuel supply amount; and fuel supply control means for driving and controlling the fuel supply means based on the fuel supply amount set by the fuel supply amount setting means. A fuel supply control device for an internal combustion engine, comprising: The correction setting of the basic fuel supply amount based on the acceleration/deceleration correction amount by the basic fuel supply amount correction means and the basic fuel supply amount prediction correction means can be performed when the opening degree of the throttle valve installed in the engine intake system changes and the engine rotation. 2. The fuel supply control device for an internal combustion engine according to claim 1, further comprising correction control means for controlling the correction when the speed changes.

Claims (4)

[Claims] (1) A first basic fuel supply amount setting means for setting the basic fuel supply amount based on the state quantity of intake air; a second basic fuel supply amount setting means for setting the basic fuel supply amount based on the opening area and the engine rotational speed; and a weighted average of the basic fuel supply amount set by the second basic fuel supply amount setting means. weighted average basic fuel supply amount calculation means for calculating a weighted average basic fuel supply amount based on the weighted average basic fuel supply amount calculated by the weighted average basic fuel supply amount calculation means; acceleration/deceleration correction amount setting means for setting a correction amount; and correction setting of the basic fuel supply amount set by the first basic fuel supply amount setting means based on the acceleration/deceleration correction amount set by the acceleration/deceleration correction amount setting means. and a basic fuel supply amount correction means for determining the fuel supply amount based on the basic fuel supply amount set by the first basic fuel supply amount setting means or the basic fuel supply amount corrected and set by the basic fuel supply amount correction means. A fuel supply control device for an internal combustion engine, comprising: a fuel supply amount setting means for setting the fuel supply amount; and a fuel supply control means for driving and controlling the fuel supply means based on the fuel supply amount set by the fuel supply amount setting means. (2) A claim characterized in that weighted average control means is provided for causing the weighted average calculation by the weighted average basic fuel supply amount calculation means to be performed in time synchronization according to a weighting constant according to engine rotation speed or in engine rotation synchronization. 2. The fuel supply control device for an internal combustion engine according to item 1. (3) A first basic fuel supply amount setting means for setting the basic fuel supply amount based on the state quantity of intake air; a second basic fuel supply amount setting means for setting the basic fuel supply amount based on the opening area and the engine rotational speed; and a weighted average of the basic fuel supply amount set by the second basic fuel supply amount setting means. weighted average basic fuel supply amount calculation means for calculating a weighted average basic fuel supply amount based on the weighted average basic fuel supply amount calculation means; acceleration/deceleration correction amount prediction setting means for predicting and setting a requested acceleration/deceleration correction amount based on time; and said first basic fuel supply amount setting means based on the acceleration/deceleration correction amount predicted and set by said acceleration/deceleration correction amount prediction setting means. a basic fuel supply amount prediction correction means for correcting and setting the latest basic fuel supply amount set by the basic fuel supply amount setting means; and a basic fuel supply amount set by the first basic fuel supply amount setting means or the basic fuel supply amount prediction correction means. Fuel supply amount setting means for setting the fuel supply amount based on the set basic fuel supply amount; and fuel supply control means for driving and controlling the fuel supply means based on the fuel supply amount set by the fuel supply amount setting means. A fuel supply control device for an internal combustion engine, comprising: (4) The correction setting of the basic fuel supply amount based on the acceleration/deceleration correction amount by the basic fuel supply amount correction means and the basic fuel supply amount prediction correction means is performed when the opening degree of the throttle valve installed in the engine intake system changes; 4. The fuel supply control device for an internal combustion engine according to claim 1, further comprising a correction control means for controlling the correction when the engine rotational speed changes.