JPS58206851A - Controll method and device for suction air quantity of internal-combustion engine - Google Patents

Abstract

PURPOSE:To expedite atomization of fuel, by feeding at least part of bypassed air in the vicinity of the jet of an injector within a major and medium intake range, in a device provided with bypass piping having an air control valve in a manner of detouring around a throttle valve of a suction duct. CONSTITUTION:Air piping 40 feeding part of bypassed air in the vicinity of the jet 30a of an injector 30 is provided, in a device wherein a bypass air piping 38 detouring around a throttle valve 22 is provided within a suction air duct 18 having the valve 22 and the piping 38 is provided with an air control valve 42. An acceleration/throttle sensor 26 detecting the opening of the throttle valve 22 is provided, whose output is taken into an electronic control circuit 56. Then, the throttle valve 22 is closed and the opening of the air control valve 42 is controlled in a little suction air quantity range where an opening of an accelerator is small, and on the one hand the throttle valve 22 is opened and closed by interlocking it with an accelerator 20 and is controlled so that the bypassed air is blown against the jet 30a of the injector 30 from the air piping 40.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method and apparatus for controlling the amount of intake air in an internal combustion engine, and in particular to an electronically controlled fuel injection device disposed in an intake passage suitable for use in an automobile engine equipped with an electronically controlled fuel injection device. In addition, the engine includes a throttle valve that opens and closes in conjunction with the accelerator to control the amount of intake air in the engine, and an air control valve that fully controls the flow rate of bypass air taken in from the upstream side of the throttle valve in the intake passage. Preparation: This invention relates to an improvement in a method and device for controlling the intake air amount of an internal combustion engine.

One of the devices for controlling the air-fuel ratio of the air-fuel mixture in an internal combustion engine such as an automobile engine uses an electronically controlled fuel injection device. In an internal combustion engine equipped with this electronically controlled fuel injection device, for example, a fuel injection time is determined according to the intake air amount and engine rotation speed of the engine, and a fuel injection device arranged in the intake manifold, for example, is used for the fuel injection time. The air-fuel ratio of the engine is controlled by fully opening the injector that injects fuel into the engine's intake port, and exhaust gas purification measures are taken that require precise control of the air-fuel ratio. It is becoming widely used in automobile engines. In an internal combustion engine with an electronically controlled fuel injection system, there is generally a throttle valve that is installed in the intake passage and opens and closes in conjunction with the accelerator to control the amount of intake air in the engine. The amount of intake air fed to the combustion chamber of the engine is controlled using an air control valve for controlling the flow rate of bypass air taken in from the upstream side of the throttle valve. According to this type of intake air amount control, the idle speed of the engine can be controlled by controlling the flow rate of bypass air during idle when the throttle valve is fully closed; During off-idling, the intake air amount can be varied widely using the throttle valve, which opens and closes in conjunction with the accelerator.
Since the diameter of the throttle valve is designed to be narrow in order to guarantee the maximum intake volume, the intake volume rises rapidly when the throttle valve begins to open, causing an acceleration shock, especially during slow acceleration when the accelerator pedal is suddenly depressed slightly. This has disadvantages in that it is difficult to control a low load when the accelerator pedal is only slightly depressed, and so-called sagging may occur.

In order to eliminate this drawback, the flow rate control characteristics of the throttle valve are made non-linear. For example, the throttle valve is gradually opened at the beginning of pressing the accelerator pedal, and the change in intake air amount at the beginning of pressing the accelerator pedal is changed. A method in which the amount is reduced has also been proposed. However, it is difficult to match the shape of the valve body of the throttle valve or the shape of the link mechanism for interlocking the accelerator pedal and the throttle valve. When a nonlinear throttle valve is used, acceleration delays may occur in vehicles equipped with automatic transmissions, making it difficult to standardize parts. - On the other hand, in recent years, attempts have been made to promote atomization of the fuel injected from the injector by using the air flow velocity by sending part of the intake air as assist air near the nozzle of the injector, and this has achieved certain effects. . By combining this air assist and the idle rotation control described above, a small amount (or a portion) of the bypass air taken in from the upstream side of the throttle valve in the intake passage is sent as assist air to the vicinity of the injector nozzle to atomize the fuel. An internal combustion engine has also been proposed in which the flow rate of the assist air is increased.However, in the past, the flow rate control of the assist air was set to be performed only at idle time, and the flow rate control of the assist air was not performed at off-idle time. It has the disadvantage that effective air assist may not be performed during off-idle, when the amount of air changes drastically. It is possible to control the flow rate of the assist air, but especially in a transient state such as when transitioning from an idle state to an off-idle state, the flow control of the assist air may not be performed smoothly, causing an acceleration shock. occur or
Or, there is a risk that proper air assist will not be performed. Further, since the flow rate of the bypass air that bypasses the throttle valve cannot be controlled by the driver using the accelerator or the like, the driver may feel a strange feeling if it is not properly controlled.

The present invention has been made to eliminate the above-mentioned drawbacks of the conventional art, and can smoothly control the intake thrust amount and assist air control when the accelerator opening is small, thereby reducing acceleration shock ( An object of the present invention is to provide a method and device for controlling the amount of intake air in an internal combustion engine, which can improve engine operating performance and exhaust gas purification performance by preventing such problems.

The present invention provides a throttle valve that is disposed in an intake passage and opens and closes in conjunction with an accelerator for controlling the amount of intake air of an engine, and bypass air that is taken in from the side of the throttle valve in the intake passage. In the method for controlling the intake air amount of an internal combustion engine that is fully equipped with an air control valve for controlling the flow rate of the engine, in a small intake air amount region where the accelerator opening is less than a predetermined value, the throttle valve is maintained in a closed state, The amount of intake air is controlled by controlling the opening degree of the air control valve, and the throttle valve is opened and closed in conjunction with the accelerator in a mid-dog intake air amount region where the accelerator opening degree is equal to or higher than the predetermined value. The above objective is achieved by controlling the amount of intake air by controlling the amount of intake air, and further by sending a small amount (at least a part) of the bypass air to the vicinity of the nozzle of the injector as assist air to promote atomization of the fuel. This is what I did.

In addition, the intake air amount control device of the internal combustion engine is controlled by a friend disposed in the intake passage that controls the intake air amount of the engine, and is opened and closed in conjunction with the accelerator when the accelerator opening is above a predetermined value. A throttle valve, an air control valve for controlling the flow rate of bypass air taken in from the upstream side of the throttle valve in the intake passage, an injector for injecting fuel, and a small amount (or a portion of the bypass air) of the bypass air. An air assist mechanism that supplies assist air near the injector nozzle to promote atomization, an accelerator sensor to detect the accelerator opening, and an extra air assist mechanism to detect the throttle valve opening. A throttle sensor, a companion air flow meter that detects the intake air amount of the engine, an engine rotation sensor that detects the total engine rotation speed, and the intake air amount of the air flow meter output and the output of the engine rotation sensor. By determining the basic fuel injection amount according to the engine speed and correcting it according to all engine operating conditions, the fuel injection amount is determined and a fuel injection signal is output to the injector, and the fuel injection signal is output from the accelerator sensor output. In a small intake air amount region where the detected accelerator opening is less than a predetermined value, the intake air amount is controlled by outputting a valve opening control signal to the air control valve to control the flow rate of bypass air; and an electronic control circuit that outputs a full open signal to the air control valve in a medium intake air amount region where the accelerator opening is equal to or greater than the predetermined value, so that the intake air amount is controlled by the throttle valve. By doing so, we hope to achieve the above objective as well.

Furthermore, the configuration is simplified by integrating the accelerator sensor and the throttle sensor.

Embodiments of the present invention will be described in detail below with reference to the drawings.

The first embodiment of the present invention has an air cleaner I2 for taking in atmospheric air and an air cleaner 12 as shown in FIG.
An air flow meter 14 for detecting the flow t' of intake air taken in by the core air flow meter 14, an intake air temperature sensor 16 built in the core air flow meter 14 for detecting the temperature of the intake air, and a The intake passage 19'fI: is placed in the driver's seat to control the amount of intake air flowing into the engine.When the opening degree of the accelerator pedal 20 is above a predetermined value (for example, 5 degrees), the accelerator is activated. pedal 20
a throttle valve 22 configured to rotate in conjunction with the
An integrated accelerator/throttle sensor 26 disposed on the throttle body 24 to detect the opening degrees of the accelerator pedal 20 and the throttle valve 22, a surge tank 28 for preventing intake interference, and an intake An injector 30 disposed in the manifold 29 for injecting fuel toward the intake port of the engine 10, a fuel tank 32, a fuel pump 34, and a fuel injector 30 for supplying fuel at a predetermined pressure to the injector 30. A portion of the bypass air taken in from the upstream side of the throttle valve 22 of the intake passage 19 via the piping 36 and the bypass air piping 38.
,? = Near the nozzle 301L of the injector 30,
``Controlling the flow rate of bypass air including assist air, which is disposed in the middle of the assist air piping 40 and the bypass air piping 38, which is supplied as assist air to promote atomization of fuel, A three-way air control valve 42 for supplying a part of the air to the assist air piping 40 and the rest directly to the surge tank 28, and an exhaust manifold 44 are provided with residual oxygen in the exhaust gas. A distributor 48 having an oxygen 11 degree sensor 46 for detecting the air-to-smoke ratio from the concentration, a distributor shaft 48ae that rotates driven by the rotation of the crankshaft of the engine 10, and the distributor shaft built into the distributor 48. a crank angle sensor 50 that outputs a crank angle signal in accordance with the rotation of the engine 48a, a cooling water temperature sensor 52 disposed in the engine block that detects engine cooling water temperature, a nozzle 54, and the air flow meter 14. The basic fuel injection time is fully determined according to the engine rotation speed obtained from the intake air amount output and the crank angle signal output from the crank angle sensor 50, and this is determined based on the accelerator pedal opening and the output from the accelerator/throttle sensor 26. The fuel injection time is determined by correcting the throttle valve opening, the air-fuel ratio measured by the oxygen concentration sensor 46, the engine coolant temperature measured by the coolant temperature sensor 52, the voltage of the battery 54, etc. In addition to outputting a time signal, in a small intake air amount region where the accelerator pedal opening detected from the output of the accelerator/throttle sensor 26 is less than a predetermined value (5 degrees), a valve opening control signal is output to the air control valve 42. The amount of intake air is controlled by outputting and controlling the flow rate of the bypass two, and on the other hand, in the medium intake amount region where the accelerator pedal opening is above the predetermined value, a full open signal is output to the air control valve 42. and an electronic control circuit 56 for controlling the amount of intake air by the throttle valve 22.

The throttle body 24 is configured as shown in detail in FIGS. 2 and 3. That is, it is rotatably supported by the subframe 24a of the throttle body 24. A 3/4 annular wire guide 64 is fixed to one end of the wire guide 64.
One end of the wire 66 is fixed to the accelerator pedal 20, and the other end of the wire 66 is fixed to the accelerator pedal 20. A return spring 68 is provided at the other end of the wire guide 64, and when the accelerator pedal 20i is returned, this force causes the accelerator shaft 62 to return to its original position. Further, an accelerator/throttle sensor zero having a contact configuration as shown in FIG. 4 is disposed in the middle part of the accelerator shaft 62. The accelerator pedal opening degree is detected until the shaft 70 reaches the valve opening position (5 degrees), and when the throttle shaft 70 starts to open, the throttle opening degree can be detected.

In the figure, 72 is a return spring of the throttle shaft 70. Therefore, as shown in FIG. 4, a constant voltage is applied to the electrode 26a of the accelerator/throttle sensor 26, and the electrode 26b'ji7 slides on the grounded resistor in conjunction with the rotation of the accelerator shaft 62. Movable contact'
26c, it is possible to detect both the opening degrees of the accelerator pedal 20 and the throttle valve 22 from the output voltage ratio. In other words, when idling, the accelerator shaft 62 is not depressed because the accelerator pedal 20 is not depressed. It is closed, and the output of the accelerator/throttle sensor 26 also becomes O. Further, since the throttle shaft 70 is offset by several degrees (5 degrees) with respect to the accelerator shaft 62, it is also closed.

Therefore, at this time, the intake air amount is controlled by the air control valve 42 that controls the bypass air amount 2 so that the idle rotation speed becomes the predetermined rotation speed. Further, when the accelerator pedal 20 is slightly depressed, only the accelerator shaft 62 rotates toward the valve opening side. Accordingly, the accelerator/throttle sensor 26 outputs the accelerator opening degree. Therefore, the electronic control circuit 56 controls the opening degree of the air control valve 42 according to the output of the accelerator/throttle sensor 26. Therefore, a programmed flow rate can be supplied to the engine.
Smooth operation becomes fusible. Furthermore, accelerator pedal 2
When fully depressed, the accelerator shaft 62 and throttle shaft 70 come into contact and rotate in the same direction, so the accelerator/throttle sensor 26 outputs the sum of the accelerator pedal opening and the throttle valve opening. Therefore,
Subtract the output corresponding to the throttle offset opening from the output of the accelerator/throttle sensor 26 (by
Throttle valve opening degree can be detected.

Further, a throttle valve 22 connected to the throttle shaft 70 is similarly opened, and the amount of intake air is controlled by the throttle valve 22 in accordance with the amount of depression of the accelerator pedal 20. At this time, the air control valve 42 is controlled to be fully open.

The electronic control circuit 56 includes, as shown in detail in FIG. sensor 46,
Analog signals input from the cooling water temperature sensor 52, battery 54, etc. are converted into digital signals and sequentially sent to the CPU 56.
an analog-to-digital converter 56b with a multiplexer for inputting data into the accelerator/throttle sensor 2;
6. The digital signal input from the crank angle sensor 50, etc. is taken into the CPU 56m at a predetermined timing, and the calculation result at CPo, 56m is sent to the injector 30, air control valve 42, etc. at a predetermined timing. A read-only memory (hereinafter referred to as ROM) 56d for storing programs or various constants, etc., and a lander access memory (for temporarily storing calculation data, etc. in the CPO 56m). (hereinafter referred to as RAM) 56e, a backup random access memory 56f that is supplied with power from an auxiliary power source and can retain memory even when the engine is stopped, and a common bus 56g that connects each component.

The operation will be explained below with reference to FIG.

Bypass flow rate control in this embodiment is executed according to the main routine as shown in FIG.

That is, first in step 101, it is determined whether the accelerator pedal/throttle valve opening TH taken in in the accelerator pedal opening TH is greater than or equal to a first predetermined value A corresponding to the idle opening.

If the determination result is negative, it is determined that the vehicle is in an idling state, and the process proceeds to step 103, where idle control is performed. That is, at this idle time, the accelerator pedal 20 is closed and the throttle valve 22 connected to it is also closed, so the accelerator/throttle sensor 26 outputs a close signal. Therefore, the electronic control circuit 56 outputs a control signal to the air control valve 42 so that the bypass air led from the bypass air pipe 38 has an intake air amount corresponding to the idle intake air amount.

On the other hand, if the determination result in step 102 is positive, that is, if the off-idle state is present, the process proceeds to step 104, where the accelerator pedal/throttle valve opening T
It is determined whether H is less than or equal to a second predetermined value B corresponding to a small intake air amount region. If the determination result is positive, that is, if it is in the small intake air amount region, it is determined that it is within the bypass flow rate control range, and the process proceeds to step 105, where the accelerator pedal/throttle detected by the accelerator/throttle sensor 26 The control duty value corresponding to the valve opening degree TH and intake air amount is determined from the map and entered into the control duty value. That is, when the accelerator pedal 20 is slightly depressed, the accelerator/throttle sensor 26 outputs an accelerator opening degree corresponding to the amount of pedal depression. However, an offset is provided between the throttle valve 22 and the accelerator pedal 20, and the throttle valve 22 is still in the closed state. By controlling the flow rate of the bypass air introduced by bypassing the air by the air control valve 42, the amount of intake air is controlled in accordance with the opening degree of the accelerator pedal 20.

If the determination result in step 104 is negative, it is determined that the accelerator pedal 20 is in the mid-dog intake volume region t, and the process proceeds to step 106.
The control duty value of the air control valve 42 is set to 100%, the air control valve 42 is fully opened, and the intake air amount is controlled by the throttle valve 22. That is, when the accelerator pedal 20 is depressed (depressed), the air control valve 42 is fully open, and the accelerator pedal 20 is depressed.
The offset of 0 is also canceled, the throttle valve 22 is opened and closed according to the amount of depression of the accelerator pedal 20, and the intake air amount control is performed as in the conventional case.

After the aforementioned steps 103, 105, and 106 are completed, the program proceeds to step 107, where the control duty value is output to the aforementioned air control valve 42, and this program ends.

Further, the control of the assist air flow rate by the front and peer control valves 42 is executed according to, for example, a program as shown in No. 71. That is, first in step 201, @kiakui
The digitally changed throttle valve opening TH is taken from the output of the throttle/throttle sensor 26. Next (・Step 2
02, the previous throttle valve opening THa is calculated from the current throttle valve opening TH taken in step 201.
' is subtracted and the value is stored in the RAM S 6 e as the amount of change ΔTH in the throttle valve opening.

△T H= T H−T Ha ・・・・・・・・・・・・
(1) Next, the process proceeds to step 203, and it is determined whether the calculated amount of change ΔTH is 0 or more. If the determination result is positive, it is determined that the vehicle is in an acceleration state, and in step 204, a flag St'' indicating a deceleration state is reset.On the other hand, if the determination result in step 203 is negative, It is determined that the vehicle is in a deceleration state, and the process proceeds to step 205, where flag St is set, and then, in step 206, the polarity of the amount of change ΔTH in the throttle valve opening is reversed.After step 206 or 204 is completed, the process proceeds to step 207, The current throttle valve opening TH' and the previous throttle valve opening THa are stored in the RAM 56 e.

Next, the process proceeds to step 208, in which it is determined whether or not the vehicle is in an idle state according to the output of the accelerator/throttle sensor 26. If the determination result is positive, the process proceeds to step 209, where it is determined whether a flag LL indicating an off-idle state is set. If the determination result is negative, it is determined that it was in the idle state last time, and the process proceeds to step 2.
Proceeding to step 10, idle control is performed so that the engine speed becomes the target idle speed, and this program ends.

On the other hand, if the determination result in step 209 is positive, that is, if the engine was not in an idling state last time but is in an idling state this time, it is determined that the engine is in a decelerating state, and the process proceeds to step 211. Find the idle target duty value so that the rotation speed becomes the target idle rotation speed,
Enter into duty value register D.

If the determination result in step 208 is negative, that is, if the current state is the off-idle state, the process proceeds to step 212, where it is determined whether the flag LL indicating the off-idle state is set.

If the determination result is negative, that is, if it is determined that acceleration has started, the process proceeds to step 213, and the ROM 60 is
The rate of change ΔT of the throttle valve opening degree stored in d
The duty value corresponding to the second assist air flow rate is determined from Matsu 1 representing the relationship between the value of H and the duty value of the air control valve 42, and is entered into the duty value register D.

On the other hand, if the determination result in step 212 is positive,
That is, if the vehicle is running normally, the process proceeds to step 214, where the intake air amount Q, which has already been calculated from the output of the air flow meter 14 in the fuel injection time calculation program, is determined.
take in. Next, the process proceeds to step 215, where a predetermined coefficient As (As<
1) Calculate the first assist air flow rate Qa by multiplying by 't.

Q a = Q x A s ・・・・・・・・・・・・
(2) Next, the process proceeds to step 216, where the duty value corresponding to the calculated first unused air flow rate is determined and entered into the register DD. Further, the process proceeds to step 217, where it is determined whether the value of the register D is greater than or equal to the value of the register limit DD. If the determination result is positive, the process proceeds to step 218, and it is determined whether or not 7 lag S indicating a deceleration state is set. If the determination result is positive, the process proceeds to step 219, where it is determined whether the amount of change ΔTH in the throttle valve opening exceeds a predetermined value C, that is, whether the throttle valve 22 is suddenly closed. . If the determination result is positive, or if the determination result of step 217 is negative, the process proceeds to step 220, and the register DDO value is entered into the entire register D.

After the above steps 211, 213, 220 are completed, or
If the determination result in step 218 or 2190 is negative, proceed to step 221.

The value of register D is output to the air control valve 42 as a duty signal, and this program is terminated.

In the non-embodiment, the accelerator sensor and the throttle sensor are integrated, so the configuration is relatively simple.

5) In addition, in this embodiment, the first assist air flow rate determined according to the intake air amount Q is changed according to the rate of change ΔTH of the throttle valve opening when moving from the idle state to the off-idle state. Since the assist air flow rate is controlled by the value corrected based on the required assist air flow rate of M2, assist air control with high accuracy (and excellent responsiveness) is performed.

Next, a second embodiment of the present invention will be described in detail with reference to FIG.

This embodiment uses an air cleaner 1 similar to the first embodiment.
2. Air flow meter 14, intake temperature sensor 16, intake pipe 18, accelerator pedal 20, throttle valve 22, throttle body 24, surge tank 28, intake manifold 2
9, injector 30, fuel tank 32, fuel pump 3
4, fuel pipe 36, bypass air pipe 38, assist air pipe 40, air control valve 42, exhaust manifold 44, oxygen sensor 46, distributor 48, crank angle sensor 50, cooling water temperature sensor 52, battery 54, and electronic control circuit 56 In the electronically controlled fuel injection system for an automobile engine 10, the accelerator sensor 74 detects the opening degree of the accelerator pedal 20, and the opening degree of the throttle valve 22 is independent of the opening degree of the accelerator pedal 2θ. A throttle sensor 76 for detection may be separately provided. The other configurations and functions are the same as those of the first embodiment, so their explanations will be omitted.

In this embodiment, the present invention can be easily applied to a conventional automobile engine 10 in which a throttle sensor 76 is already provided.

In each of the above embodiments, the air control valve 42
is a three-way valve, and the bypass air flowing through the bypass air piping 38 is distributed between the assist air piping 4° and the inside of the surge tank 28, but the air control valve 4
The configuration of 2 is not limited to this, for example, it is also possible to configure it with a two-way valve so that all the bypass air flows into the assist air piping 40.

As explained above, according to the present invention, it is possible to smoothly perform intake air amount control and assist air control when the accelerator opening is small, thereby preventing acceleration shock and jerk, and improving engine operating performance. It has an excellent effect of improving exhaust gas purification performance.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view including a partial block diagram showing the overall configuration of an electronically controlled fuel injection device for an automobile engine in which a first embodiment of the method for controlling the amount of intake air for an internal combustion engine according to the present invention is adopted. 2 is a sectional view showing the configuration of the throttle body in which the accelerator/throttle sensor used in the first embodiment is disposed, and FIG. 3 is a side view,
FIG. 4 is a sectional view taken along the line ■-■ in FIG. 2, showing the contact configuration of the accelerator/throttle sensor, and FIG. 5 shows the configuration of the electronic control circuit used in the first embodiment. The block diagram shown in FIG. 6 is a flow chart showing the main routine of bypass flow rate control in the first embodiment,
Figure 7 is a flowchart showing the assist air control routine. Figure 8 shows an automobile engine in which the second embodiment of the intake air amount control method for an internal combustion engine according to the present invention is adopted. Showing the overall configuration of the electronic 'faiJ■ fuel injection system,
FIG. 2 is a cross-sectional view partially including a block diagram. 10...Engine, 14 Airflow, '-1,18
... Intake pipe, 19... Intake passage, 2o... Accelerator pedal, 22... Throttle valve, 24... Throttle sensor, 26... Accelerator/throttle sensor,
28...Surge tank, 30...Injector, 3
8... Bypass air piping, 40... Azost air piping, 42... Air control valve, 50... Crank angle sensor, 56... Electronic node 1 m circuit, 62... Accelerator shaft, 7 o. ... Throttle/Gift, 74...
Accelerator sensor, 76... Throttle sensor. Agent Takaya Ron (and 1 other person)

Claims (3)

[Claims] (1) A throttle valve located in the intake passage that opens and closes in conjunction with the accelerator to control the amount of intake air in the engine, and a flow rate of bypass air taken in from the upstream side of the throttle valve in the intake passage. In the method for controlling the intake air amount of an internal combustion engine, the throttle valve is maintained in a closed state in a small intake air amount region where the accelerator opening is less than a predetermined value, and the air control valve is controlled. The amount of intake air is controlled by controlling the opening degree of the valve, and on the other hand, in the large and medium intake amount region where the accelerator opening degree is above the predetermined value, the intake air amount is controlled by opening and closing the throttle valve in conjunction with the accelerator. An internal combustion engine characterized in that the amount of bypass air is controlled, and furthermore, a small amount (at least a part) of the bypass air is fed to the vicinity of the nozzle of the injector as assist air for promoting atomization of the fuel. Intake air amount control method. (2) A throttle valve disposed in the intake passage that opens and closes in conjunction with the accelerator when the accelerator opening is above a predetermined value, for controlling the amount of intake air of the engine, and a throttle valve in the intake passage. An air control valve for controlling the flow rate of the bypass air taken in from the upstream side, an injector for injecting the fuel, and a small amount (and some of the bypass air) of the bypass air as a precaution to promote atomization of the fuel. An air assist mechanism is used to supply air to the vicinity of the injector nozzle, a companion accelerator sensor that detects the accelerator opening, a throttle sensor that detects the throttle valve opening, and the intake air amount of the engine. An air flow meter for detecting the engine rotation speed, an engine rotation sensor for detecting the engine rotation speed, and basic fuel injection according to the intake air amount and the engine rotation speed determined from the output of the air flow meter and the output of the engine rotation sensor. By determining the fuel injection amount and correcting it according to the engine operating state, the fuel injection amount is determined and a fuel injection signal is output to the injector, and the accelerator opening detected from the accelerator sensor output is less than a predetermined value. In the small intake air amount region, the intake air amount is controlled by outputting a valve opening control signal to the air control valve to control the flow rate of bypass air, while the accelerator opening is equal to or greater than the predetermined value. The intake air intake area for an internal combustion engine is characterized in that it is completely equipped with an electronic control circuit that outputs a full open signal to the air control valve so that the amount of intake air is controlled by the throttle valve; Volume control device. (3) The accelerator sensor and the throttle sensor are
An intake air amount control device for an internal combustion engine according to claim 2, which is integrated.