JPH02188639A - Fuel supply device for internal combustion engine with supercharger - Google Patents

Abstract

PURPOSE:To improve acceleration feeling by increasing fuel supply amount by means of first and second acceleration increase means according to different values of intake passage pressure changes when the fuel supply amount is controlled based on the information of the intake passage pressure. CONSTITUTION:Determination 35 of a basic driving time is performed first according to an intake passage pressure at an ECU on fuel jet control, then setting 36 of an air-fuel ratio amending coefficient is performed according to speed and load of an engine by the use of a map. An amending coefficient is set based on a cooling water temperature and an intake temperature, then in response to the amending coefficients, amendings 40, 41 of the basic driving time are carried out. Then acceleration increase rate 43 is performed. The acceleration increase amending means 43 is composed of a first acceleration increase means 43A which is actuated when the intake passage pressure change is larger than a first specified value, or the throttle valve opening change is larger than a second specified value, and a second acceleration increase means 43b which is actuated when the intake passage pressure is larger than a third specified value and the intake passage pressure change is larger than a fourth specified value.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a fuel supply device for a supercharged internal combustion engine (hereinafter, the internal combustion engine will be referred to as an "engine" as necessary).

[Prior Art] Conventionally, a turbocharged engine has been provided with an intake passage pressure sensor that detects the intake passage pressure.
It has been proposed to control the amount of fuel supplied based on intake passage pressure information detected by this intake passage pressure sensor.

In such a fuel supply device, the amount of fuel injected once by the electromagnetic fuel injection valve (injector) is as follows.

X=Pb-+A--(1) where pb is the value obtained by filtering the signal from the intake passage pressure sensor to remove ripples, and is the volumetric efficiency determined from pb and the engine speed.

A is the amount increased during acceleration or low temperature.

Now, focusing on the increase in acceleration, conventionally, in order to implement such an increase in acceleration, the change in intake passage pressure is greater than a first predetermined value or the change in throttle valve opening is greater than a second predetermined value. The accelerating amount increasing means increases the amount of fuel supplied based on the amount of change described above, and the function of the accelerating amount increasing means determines whether the intake passage pressure change is larger than the first predetermined value or the throttle valve is opened. When the degree change is larger than a second predetermined value, the acceleration amount is increased by an amount corresponding to the amount of change. In addition, in this case, the amount of increase A
is A=C1(ΔPb/Δt)+C, (MuTh/Δt)...
(2), where C and C2 are constants and ΔPb/
Δt is a change in intake passage pressure, and ΔTh/Δt is a change in throttle valve opening.

[Problems to be Solved by the Invention] However, in such a conventional fuel supply device, when accelerating at full throttle or near full throttle, the fuel amount increases for 1 to 2 seconds after the start of acceleration, but after that, the amount increases. Since the amount is not increased, there are the following problems.

That is, in reality, the required fuel amount from 1 to 2 seconds after the start of acceleration to when the maximum intake passage pressure of the engine is reached (approximately 5 to 8 seconds) is considerably larger than the calculated value Pb-. If the fuel amount is increased only within a certain period of time (1 to 2 seconds after acceleration), it is not possible to accurately correct the fuel during acceleration, and therefore there is room for improvement in the acceleration feeling.

The reason why the required fuel amount from 1 to 2 seconds after the start of acceleration until reaching the maximum intake passage pressure of the engine (approximately 5 to 8 seconds) is considerably larger than the calculated value Pb- is as follows.

(1) Since detection of intake passage pressure, filtering processing, etc. take time, a time lag occurs in the intake passage pressure signal.

(2) During acceleration, even if the intake passage pressure value is the same as in the steady state, the amount of air in the intake passage becomes considerably larger during acceleration than in the steady state.

The present invention was made in view of the above-mentioned problems.
In an internal combustion engine with a supercharger, when accelerating at full throttle or near full throttle, it is possible to continue increasing acceleration even after acceleration starts as long as required conditions are satisfied. An object of the present invention is to provide a fuel supply device for an internal combustion engine with a supercharger.

[Means for Solving the Problems] In order to achieve the above-mentioned object, the fuel supply device for a supercharged internal combustion engine of the present invention provides an intake passage pressure sensor for detecting the intake passage pressure in a supercharged internal combustion engine. and a fuel supply amount control means for controlling the fuel supply amount based on the intake passage pressure information detected by the intake passage pressure detection means, and detects whether the intake passage pressure change is larger than a first predetermined value or a first acceleration increasing means for increasing the amount of fuel supplied when the change in throttle valve opening is larger than a second predetermined value; The present invention is characterized in that a second acceleration increasing means is provided for increasing the fuel supply amount when the fuel supply amount is larger than a fourth predetermined value that is smaller than the first predetermined value.

[Function] In the fuel supply system for an internal combustion engine with a supercharger of the present invention described above, the amount of fuel supplied is controlled based on the intake passage pressure information detected by the intake passage pressure detection means. When the intake passage pressure change is larger than a first predetermined value or the throttle valve opening degree change is larger than a second predetermined value, the fuel supply amount is increased by the action of the first acceleration increasing means. On the other hand, when the intake passage pressure is greater than the third predetermined value and the change in intake passage pressure is greater than the fourth predetermined value, the fuel supply amount is increased by the action of the second acceleration increase means.

[Embodiment] A fuel supply system for a supercharged internal combustion engine as an embodiment of the present invention will be explained below with reference to the drawings. Fig. 1 is a block diagram showing its fuel supply control system, and Fig. 2 shows its hardware. 3 is an overall configuration diagram showing the engine system, FIG. 4 is a flowchart to explain the acceleration increase calculation procedure, and FIG. 5 is the solenoid valve drive routine. FIG. 6 is a flowchart for explaining another example of the acceleration increase calculation procedure, and FIG. 7 is a diagram showing changes in intake passage pressure.

Now, the gasoline engine system controlled by one device is as shown in Figure 3, and in this Figure 3,
The engine (internal combustion engine) E is equipped with a turbocharger TC, and the turbocharger TC includes a turbine T provided in an exhaust passage 3 and a compressor C provided in an intake passage 2 and driven by the turbine T.

The intake passage 2 and the exhaust passage 3 each communicate with the combustion chamber 1, and the intake passage 2 and the combustion chamber 1 are controlled to be communicated with each other by an intake valve 4, and the exhaust passage 3 and the combustion chamber 1 are communicated with each other by an exhaust valve 5. It's about to be controlled.

In addition, an air cleaner 6 is installed in the intake passage 2 in order from the upstream side.
, throttle valve 7 and electromagnetic fuel injection valve (electromagnetic valve) 8
The exhaust passage 3 is provided with a catalytic converter (three-way catalyst) and a muffler (silencer) 9 (not shown) for exhaust gas purification in order from the upstream side thereof. In addition,
The intake passage 2 is provided with a surge tank.

Furthermore, solenoid valves 8 are provided in the intake manifold portion for the same number of cylinders. Now, assuming that the engine E of this embodiment is an in-line four-cylinder engine, four electromagnetic valves 8 are provided. That is, so-called multi-point fuel injection (
It can be said that it is an engine based on the MPI method.

Further, the throttle valve 7 is connected to the accelerator pedal via a wire cable, so that the opening degree changes depending on the amount of depression of the accelerator pedal.
Furthermore, the engine is opened and closed by an idle speed control motor (ISC motor) 10, so that the idle speed can be controlled by changing the opening degree of the throttle valve 7 without pressing the accelerator pedal during idling. It also looks like this.

With this configuration, the air taken in through the air cleaner 6 according to the opening degree of the throttle valve 7 is mixed with the fuel from the solenoid valve 8 in the intake manifold part to an appropriate air-fuel ratio, and ignited in the combustion chamber 1. By igniting the plug at an appropriate timing, the mixture is combusted and generates engine torque, and is then discharged to the exhaust passage 3 as exhaust gas, and the catalytic converter converts CO2 in the exhaust gas.
After the three harmful components of HC and NOx are purified, the sound is muffled by the muffler 9 and released into the atmosphere. At this time, the turbine T of the turbocharger TC is driven by the exhaust energy, and the compressor C is accordingly driven by the turbine T to supercharge the air in the intake passage 2.

Furthermore, in order to control this engine E, various sensors are provided.

First, on the intake passage 2 side, a pressure sensor (intake passage pressure detection means) 11 for detecting intake passage pressure and an intake air temperature sensor 12 for detecting intake air temperature are provided.

In addition, in the intake passage 2 where the throttle valve is installed,
A potentiometer-type throttle sensor 14 that detects the opening degree of the throttle valve 7. An idle switch 15 for detecting an idling state and a motor position sensor 16 for detecting the position of the ISC motor 10 are provided.

In addition, other sensors include a water temperature sensor 19 that detects engine cooling water temperature and a vehicle speed sensor 20 that detects vehicle speed.
(See Fig. 2) In addition, as shown in Figs. 1 and 2, a crank angle sensor 21 for detecting the crank angle is provided.
(This crank angle sensor 21 also serves as a rotational speed sensor that detects the engine rotational speed) and a TDC sensor 22 that detects the top dead center of the first cylinder (reference cylinder) are provided in the distributor.

Detection signals from these sensors are input to an electronic control unit (ECU) 23.

Note that a voltage signal from a battery sensor 25 that detects the voltage of the battery 24 and a signal from an ignition switch (key switch) 26 are also input to the ECU 23 .

In addition, the hardware configuration of the ECU 23 is as shown in Fig. 2, and the main part of this ECU 23 is the CPU 27.
A pressure sensor 11 is connected to this CPU 27.
．． Intake temperature sensor 12. Throttle sensor 14. Detection signals from the water temperature sensor 19 and the battery sensor 25 are input via the input interface 28 and the A/D converter 30, and the idle sensor 15. Detection signals from the vehicle speed sensor 20 and ignition switch 26 are input via an input interface 29, and detection signals from the crank angle sensor 21 and TDC sensor 22 are input directly to the input port.

Furthermore, the CPU 27 connects the ROM 31. Data is exchanged between the RAM 32, which is updated and sequentially rewritten, and the battery backup RAM (BURAM) 33, which retains its memory contents while the battery 24 is connected. It has become.

Note that the data in the RAM 32 is erased and reset when the ignition switch 26 is turned off.

By the way, if we pay attention to fuel injection control (air-fuel ratio control), the CPU 27 outputs a fuel injection control signal calculated by the method described later through the driver 34, and for example,
The two solenoid valves 8 are sequentially driven.

A functional block diagram for such fuel injection control (electromagnetic valve driving time control) is shown in FIG. 1.

That is, when looking at this ECU 23 from a software perspective, this ECU 23 first has a basic drive time determining means 35 that determines the basic drive time for the solenoid valve 8 . The basic drive time is determined based on intake passage pressure information (engine load information) from the engine.

Further, an air-fuel ratio correction coefficient setting means (air-fuel ratio correction means according to engine speed and load) 36 sets an air-fuel ratio correction coefficient KAF according to the engine speed and engine load (intake passage pressure information) from a map. It is provided.

Further, cooling water temperature correction means 40 sets a correction coefficient KwT according to the engine cooling water temperature. An intake temperature correction means 41 sets a correction coefficient KAT according to the intake air temperature, an acceleration increase correction means 43 performs correction for acceleration increase, and a dead time (waste time) T corrects the drive time according to the battery voltage.
Dead time correction means 44 for setting o is provided.

By the way, the acceleration increase correction means 43 determines whether the intake passage pressure change ΔPb/Δt is larger than the first predetermined value B or the throttle valve opening change ΔTh/Δt is a second predetermined value O.
A first acceleration increasing means 43A increases the fuel supply amount when the amount is greater than A, and the intake passage pressure pb is set to a third predetermined value P.
8 and when the intake passage pressure change ΔPb/Δt is greater than the fourth predetermined value C (<B), the fuel supply amount is increased. .

By the way, a flowchart for explaining the acceleration increase calculation procedure is shown in Fig. 4. This flow is driven by interrupts at fixed time intervals or crank angle signal interrupts, and furthermore, in this flow, the throttle valve opening is Part ■ (part ■) that increases the fuel supply amount when the change ΔTh/Δt is larger than the predetermined value OA, and the part that increases the fuel supply amount when the intake passage pressure change ΔPb/Δt is larger than the predetermined value B. ■ (part ■), the intake passage pressure pb is larger than the predetermined value P□, and the intake passage pressure change Δ
It can be roughly divided into a part (2) in which the fuel supply amount is increased when Pb/ΔL is larger than a predetermined value C (<B).

First, in part (2), in step a1, it is determined whether the throttle valve opening change ΔTh/Δt is larger than a predetermined value OA. If it is large, in step a2, the acceleration increase amount AA (
It is determined whether t-1) is greater than O. if,
Otherwise, in step a3, the acceleration increase AA (t) due to the change in throttle opening is calculated by KAX (ΔTh/Δt
)far.

This means that the initial value for the acceleration increase corresponding to the change in throttle opening is set. Note that KA is a proportionality constant.

In addition, when AA (t-1)>O, that is, when acceleration is performed before the acceleration increase due to the previous throttle opening change becomes 0, in step a4, the tailing molecule AxAA from the previous acceleration is (t-1) and the current initial value KA
The larger of X (ΔTh/Δt) is expressed as AA (t
)far. Note that TA is a tailing coefficient and is set to a value between O and 1.

In addition, if ΔTh/Δt≦OA, in step a5,
Acceleration increase AA (t
-1) is greater than O. If so, in step a6.

Acceleration increase AA (t) due to throttle opening change is TA
xAA (t-1), the increase in acceleration gradually decreases after acceleration due to the connotering process, and A
If A (t-1)≦O, set AA(1) to 0 (
Step a7).

Therefore, during non-acceleration when ΔTh/Δt≦θA, the route of steps a1 → a5 → a7 is taken, and ΔT
At the beginning of acceleration when h/Δt>θ^, step a1→a
Take route 2 → a3.

For a while after acceleration ends, steps a1 → a5 → a6
When accelerating again, step a1 → a2 →
Take route a4.

And step a3. a4. a6. After a7, the processing of part (2) is performed.

In this part (2), it is determined in step a8 whether the intake passage pressure change ΔPb/Δt is larger than a predetermined value B. If it is large, in step a9, the acceleration increase AB (t-1) due to the previous intake passage pressure change is O.
It is determined whether the If not, in step alo, the acceleration increase AB(1) due to the change in intake passage pressure is set as KBX (ΔPb/Δt). This means that the initial value for the acceleration increase corresponding to the change in intake passage pressure has been set. Note that KB is a proportionality constant.

In addition, when AB(t-1)>O, that is, when acceleration is performed before the acceleration increase due to the previous intake passage pressure change reaches O, in step all, the tailing molecule BXAB from the previous acceleration is (t-1) and the current initial value KBX
The larger of (ΔPb/Δt) is set as AB (t), where TB is a tailing coefficient and is set to a value between 0 and 1.

Moreover, in the case of ΔPb/Δt≦B, in step a12,
Acceleration increase AB (t-
1) is greater than O. If so, in step a13.

Acceleration increase AA (t) due to throttle opening change TB
XAB (t-1). Through this tailing process, after acceleration ends, the amount of acceleration increase gradually decreases, and A
If B (t-1)≦0, set AB(1) to O (
Step a14).

Therefore, during non-acceleration where ΔPb/Δt≦B, the route of steps a8 → a12 → a14 is taken, and Δ
At the beginning of acceleration where Pb/Δt)B, step a
The route of steps a8→a9→alo is taken, and for a while after the acceleration ends, the route of steps a8→a12→a13 is taken, and when accelerating again, the route of steps a8→a9→all is taken.

If the intake passage pressure change ΔPb/Δt is less than the predetermined value B, after step a13 or a14, part
Process.

In this part (2), it is determined in step a15 whether the engine speed Na is greater than a predetermined value N2, and if so, in step a16, the intake passage pressure pb is increased to a predetermined value P1 (this P□ is , a constant indicating the turbo region, which is set to a value of 760 mmHg absolute pressure or more). If it is larger, in step a17, the throttle opening Th is set to a predetermined value (lc(
This θC is a constant and is used to determine whether the throttle opening is large. If it is larger, it is determined in step a18 whether the intake passage pressure change ΔPb/Δt is larger than a predetermined value C (<B). If larger, step a19
Then, the volumetric efficiency improvement due to the previous full-throttle turbo acceleration β (
It is determined whether t-1) is greater than zero. if,
Otherwise, in step a20, the volumetric efficiency improvement β(1) due to full turbo acceleration is calculated as KCX (Δpb/Δt
)far. This means that the initial value for the volumetric efficiency improvement corresponding to the change in intake passage pressure has been set. In addition, K
C is a proportionality constant.

Further, when β(t-1)>O, that is, when the volumetric efficiency improvement β(t-1) due to the previous full-throttle acceleration does not become 0, in step a21, the tailing molecule CXβ(
The larger of t -1) and the current initial value KCx (ΔPb/Δt) is set as β(1), where TC is a tailing coefficient.

Set to a number between O and 1.

Moreover, in the case of ΔPb/Δt≦C, in step a22,
Volumetric efficiency improvement β (t-
1) is greater than 0. If so, in step a23, the volumetric efficiency improvement β(1) due to full turbo acceleration is set as TCXβ(t −1).
With this tailing process, after ΔPb/Δt≦C,
The volumetric efficiency improvement gradually decreases. Also, β(t-1)≦
If it is 0, β(1) is set to 0 (step a24).

and step a20. a21. a23. After a24, in step a25, PbX(K+β(t)) is set.

Note that step a15. a16. If NO in a17, the process from step a22 onwards is performed.

As a result, when predetermined conditions are satisfied, that is, the engine speed Ne is higher than the predetermined value N, the intake passage pressure pb is greater than the predetermined value P1, the throttle valve opening Th is greater than the predetermined value θC, and Intake passage pressure change ΔPb/Δ
When t is larger than a predetermined value C (<B), the volumetric efficiency improvement β(1) is set to an initial value according to the intake passage pressure change ΔPb/Δt, and as a result, the volumetric efficiency improvement multiplied by pb The apparent value of K can be increased by the upper β(1). Thereafter, when the above predetermined condition is canceled, this β(1) is gradually decreased to O in step a23.

Then, if the above conditions are satisfied again, step a2
1, the tailing molecule CXβ(t-1) and the initial value KC
The larger of X (ΔPb/Δt) is set as β(1), and the volumetric efficiency improvement K, which is multiplied by pb again, is made larger in appearance.

Note that after tailing is completed or during normal operation without acceleration, β(t) = o (step a24), so the volumetric efficiency improvement multiplied by Pb should be increased in appearance. There isn't.

After PbX(K+β(t)) is set in step a25, in step a26, the larger of the acceleration increase AA (t) due to the throttle valve opening change and the acceleration increase AB (t) due to the intake passage pressure change is determined. is set as the acceleration increase amount A (t). Note that other correction coefficients are set separately.

Further, in part (2), if the intake passage pressure change ΔPb/ΔL is larger than the predetermined value B, after step a10 or all, part (2) is jumped, and step a25. a2
Perform the process in step 6.

As a result, the first acceleration increasing means 43A performs the processing of part I and (2).

The second acceleration increase means 43B performs the processing in part (2).

The control procedure for driving the electromagnetic valve is shown in the flowchart of FIG. 5, which is operated by the interruption of crank pulses every 180'. In this routine, first, in step b1, the intake passage pressure PB from the pressure sensor 11 is detected, and in step b2, the driving time T of the solenoid valve 8 is determined by XINJ (KAFXKlllTXKATXPbX (
Kill (t))+A (t))+To・+ (3)
In step b3, this T is set in an injector driving timer, and in step b4, this timer is triggered.

When triggered in this way, fuel is injected for only one hour T.

Note that in the above formula, XINJ is an injector constant.

In this way, in a turbocharged engine, when accelerating at full throttle or near full throttle, when the throttle valve opening changes greatly at the beginning of acceleration, and when the intake passage pressure changes after that, the acceleration is increased. Of course, after that, even after 1 to 2 seconds have passed after the start of acceleration, the required conditions (PB is rising slowly, PB is absolute pressure 760 mmHg or more, and the engine speed is lower than a certain predetermined value) As long as the condition that the throttle valve opening degree is high and the throttle valve opening degree is large to some extent is satisfied, the acceleration can be continued to be increased, so that the acceleration feeling can be greatly improved.

In addition, in the above-mentioned embodiment, instead of the volumetric efficiency improvement β(1) due to full-throttle turbo acceleration in part ① of Fig. 4,
The intake passage pressure increase α(1) may also be considered. In this case, steps a19 to a24 in FIG. 4 are performed. β(1)
Alternatively, the part of β(t −1) may be α(1) or α(
t-1) (steps a19' to a24' in Figure 6).
reference).

Further, in step a25' in FIG. 6, since α(1) is an increase in intake passage pressure, it becomes (pb+α(t))×. As a result, as shown by the chain line in Figure 7, pb appears to be higher than the actual pb (see the solid line in Figure 7) by α(1).
only becomes larger. here.

Although the characteristics in FIG. 7 are drawn smoothly, the actual intake passage pressure has characteristics with superimposed ripples.

Furthermore, in this case, the driving time T at step b2 in FIG.

XINJ(KApXKwtXKATX (Pb+ @(
t))X becomes +A(t))+To...(4).

Even in this case, in a turbocharged engine, when accelerating at full throttle or near full throttle, when the throttle valve opening changes greatly at the beginning of acceleration, and when the intake passage pressure changes after that, It goes without saying that the amount should be increased during acceleration, but also after that, that is, after 1 to 2 seconds have elapsed after the start of acceleration.

As long as the engine speed is higher than a certain predetermined value and the throttle valve opening is large to some extent, the acceleration can be continued to be increased. can be greatly improved.

Note that when increasing the amount of acceleration when the throttle valve opening changes greatly, instead of injecting an increased amount of fuel in synchronization with the crank angle signal interrupt, that is, in synchronization with the engine speed, the throttle valve opening changes. If the change is large, it is possible to adopt asynchronous injection in which an increased amount of fuel is injected regardless of the engine speed.
Part ■ shown in the figure is omitted, and AA (t)=O
Calculate as.

Further, it is also possible to omit the condition that the throttle valve opening degree is large to some extent as a necessary condition for increasing the amount of acceleration even after 1 to 2 seconds have passed after the start of acceleration. In this case, step a17 in FIGS. 4 and 6 is omitted.

In addition, by combining equations (3) and (4) above, the drive time T can be calculated as XINJ (KAFXKIIITXKATX (Pb+
g (t)) X (K+ If(t)) +A (
t))+T.

...(5) You may as well.

Furthermore, A(t) in the above formulas (3), (4), and (5)
Let A'(t) be A'(t) = A
F'XKIIIIT'XKAT'XA(t).

Also, K in the above formulas (3), (4), and (5)
wTt KAT may be set to 1.

In addition, in the above embodiment, the oxygen concentration (
Although the O2 sensor feedback control based on the output of the O2 sensor that detects the O2 concentration (02 concentration) is not mentioned, it also has an O2 sensor feedback control system that is normally used.

In this case, 0□ sensor feedback correction means for setting the air-fuel ratio correction coefficient KFB used during O2 sensor feedback is provided in parallel with the air-fuel ratio correction coefficient setting means 36, and these air-fuel ratio correction coefficient setting means 36 and o
The air-fuel ratio correction coefficient KFB set by the 2-sensor feedback correction means is selectively selected by a switching means that switches in conjunction with each other. and an integral gain, and the integral gain is updated by adding or subtracting ΔI every time a crank pulse interrupts (or every fixed time).

[Effects of the Invention] As detailed above, according to the fuel supply device for a supercharged internal combustion engine of the present invention, in a supercharged internal combustion engine, an intake passage pressure detection means for detecting the intake passage pressure; , a fuel supply amount control means for controlling the fuel supply amount based on the intake passage pressure information detected by the intake passage pressure detection means, and the intake passage pressure change is larger than a first predetermined value or the throttle valve is opened. first acceleration increasing means for increasing the amount of fuel supplied when the change in temperature is greater than a second predetermined value; This simple configuration includes a second acceleration increasing means for increasing the fuel supply amount when the fuel supply amount is larger than a fourth predetermined value that is smaller than the predetermined value, and when accelerating at full throttle or near full throttle. , when there is a large change in the throttle valve opening at the beginning of acceleration, or when there is a large change in the intake passage pressure thereafter, the acceleration amount is increased. As long as the required conditions (the intake passage pressure rises slowly and the intake passage pressure is, for example, an absolute pressure of 760 mmHg or more) are satisfied, it is possible to continue increasing the amount of acceleration, which has the advantage of greatly improving the acceleration feeling. .

[Brief explanation of the drawing]

Figures 1 to 7 show a fuel supply system for an internal combustion engine with a supercharger as an embodiment of the present invention. Figure 1 is a block diagram showing its fuel supply control system, and Figure 2 is its hardware. 3 is an overall configuration diagram showing the engine system, FIG. 4 is a flow chart for explaining the acceleration increase calculation procedure, and FIG. 5 is for explaining the solenoid valve driving routine. Flowchart, No. 6
The figure is a flowchart for explaining another example of the acceleration increase calculation procedure, and FIG. 7 is a diagram showing changes in intake passage pressure. 1-Combustion chamber, 2-Intake passage, 3-Exhaust passage, 4--Intake valve, 5--Exhaust valve, 6--Air cleaner, 7-=Throttle valve, 88-4t valve, 9--Muffler, 10・-IS
C motor, 11--pressure sensor, 12--intake temperature sensor, 14-throttle sensor, 15--idle switch, 16--motor position sensor, 19--water temperature sensor, 20--vehicle speed sensor, 21 - Crank angle sensor, 22 - = TDC sensor, 23 - Electronic control unit (ECU), 24 - Battery, 25 = Battery sensor, 26 - Ignition switch (key switch), 27 - CPU, 28 .29-Human interface,
30-A/D converter, 31...ROM, 32-
RAM, 33...Battery backup RAM (
BURAM), 34...driver, 35...basic driving time determining means, 36...air-fuel ratio correction coefficient setting means (air-fuel ratio correction means according to engine speed and load), 4
(1-Cooling water temperature correction means, 41.--Intake temperature correction means,
43...Acceleration increase correction means, 43A...First acceleration increase means, 43B...Second acceleration increase means, 4
4...-Dead time correction means, E...Engine.

Claims (1)

[Claims] In an internal combustion engine with a supercharger, an intake passage pressure detection means for detecting the intake passage pressure, and a fuel supply amount control means for controlling the fuel supply amount based on intake passage pressure information detected by the intake passage pressure detection means. a first acceleration increasing means for increasing the amount of fuel supplied when the intake passage pressure change is larger than a first predetermined value or when the throttle valve opening change is larger than a second predetermined value; a second acceleration increase means for increasing the fuel supply amount when the pressure is greater than a third predetermined value and the intake passage pressure change is greater than a fourth predetermined value smaller than the first predetermined value; A fuel supply device for an internal combustion engine with a supercharger, characterized in that: