JPS62186025A - Fuel injection amount controller - Google Patents

Abstract

PURPOSE:To run smoothly an internal combustion engine over the whole range by providing a predetermined annealing fuel amount calculating section and a transient period selecting section for supplying the annealing fuel amount to the transient internal combustion engine in an only one fuel amount selecting means applied to the internal combustion engine. CONSTITUTION:A running condition detecting means C1 for detecting intake air amount, intake pipe pressure, throttle opening, rotational frequency, etc. of an internal combustion engine EG transmits a predetermined one of detected results to a fuel injection amount calculating means C2 and a selecting means C3. In this case, the selecting means C3 is provided with a calculating section C3-A operated during a transient period when A condition under which the fuel amount calculated by said means C2 is selected is altered to the condition under which the fuel amount calculated by said another means C2 is selected. An annealing fuel amount is calculated by weighing said each fuel amount on the basis of the results of detecting selected standard items. Also, the selecting means C3 is provided with a transient period selecting means C3-B to select the annealing fuel amount only during said transient period.

Description

Detailed Description of the Invention [Industrial Application Field] The present invention enables the internal combustion engine to be operated under the best conditions by estimating the amount of fuel to be supplied to the internal combustion engine from its operating state with high accuracy. The present invention relates to a fuel injection amount control device that can be skipped.

[Prior Art] Conventionally, the following methods have been proposed and put into practical use as methods for calculating the amount of fuel to be supplied to an internal combustion engine based on its operating conditions.

The intake air amount and rotation speed of the internal combustion engine are detected using an air flow meter and rotation speed sensor, and the amount of intake air per rotation of the internal combustion engine is calculated from the detection results to determine the amount of fuel that will achieve the desired air-fuel ratio. , a so-called intake air amount sensing type injection suspension control fil device (hereinafter referred to as an L-J type injection suspension control device), and a system that detects intake pipe pressure instead of the intake air amount to control the amount of fuel. The two most common systems are the so-called speed-density injection suspension control device (hereinafter referred to as the DJ-type injection quantity control ON device). In addition, various other modes can be realized, such as the so-called α-N mode in which the throttle opening degree and the internal combustion engine rotation speed are used as parameters.
Shikifune (t) hanging system formations, etc. are also constructed.

Each of the injection M control devices described above is theoretically capable of calculating the amount of fuel required by the internal combustion engine with high accuracy. However, in reality, L-J type injection quantity control l
In the L device, the detection accuracy of the intake air suspension sensor such as the air 70 meter is not sufficient under high load conditions, and on the other hand, with the DJ type injection quantity 1lIlj till device, the intake pipe There was a problem with pressure detection accuracy.

Therefore, 12 proposals were made in Japanese Patent Publication No. 59-7017 by installing 11fl injection control devices of both the J:uni, L-J type and DJ type into an internal combustion engine to ensure sufficient accuracy for each type. 4. Divide the region according to the amount of intake air, and in the region where the amount of intake air is small, use the L-J formula to calculate the fuel amount OJ.
ffl is stopped and D- in the i'rI region where the amount of intake air is large
There is one that calculates the fuel injection suspension using the J formula. Such an eclectic control scheme allows the internal combustion to achieve good operation over the entire operating range of the flywheel.

[Problems to be Solved by the Invention] However, even with the above-mentioned multi-system, eclectic fuel injection tJJ amount control system, it is still not sufficient, and there are the following problems.

Each of the plurality of fuel injection tJJm control devices installed in the internal combustion engine independently calculates the amount of fuel to be injected and supplied. Among these excluded amounts of fuel Fl, the one with the highest accuracy judged from the current operating state of the internal combustion engine is used for actual internal combustion engine control, thereby creating the technology described in F. . In other words, if the operating state of the internal combustion engine is below a certain value (hereinafter referred to as the changed value), then for example, the fuel amount calculated by the L-J formula is adopted, and if it is above the changed value, the fuel amount calculated by the D-J formula is adopted. This means that the fuel amount is selected instantly.

Therefore, at this time, if there is a large difference in the amount of fuel calculated by both formulas with the changed value as the boundary, that difference will be directly reflected in the amount of fuel supplied to the internal combustion engine, resulting in improved drivability and emissions. This results in a worsening of the situation.

Moreover, even if we try to adjust the difference in fuel amount using the above changed value as a limit when designing the internal combustion engine system, the difference in fuel amount due to variations in the air flow meter, intake pressure sensor, etc., aging of the detection system, and the internal combustion engine itself. Because it fluctuates over time, it cannot be treated with certainty.

The present invention has been made in view of the problems mentioned above, and is to provide a multi-system fuel injection amount control system; to skillfully utilize the determined fuel amount in step 6 to operate an internal combustion engine optimally and smoothly over the entire operation rltie. Excellent fuel quantity fJJMi
Its purpose is to provide a fiIII1211 device.

[Means for solving the problems] The means configured by the present invention to solve the above problems are as follows:
As shown in the basic configuration diagram of FIG. 1, there is an operating state detecting means C1 that detects the operating state of the internal combustion engine EG over a plurality of items, and one of the plural operating state items detected by the operating state detecting means C1. Detection by a plurality of fuel injection inter-injection means C2 that independently determine the amount of fuel to be injected and supplied to the internal combustion engine EG using detection results of respective unique items, and the operating state detection means C1. Based on the detection result of a predetermined selection sub-item determined from a plurality of operating state items, the plurality of fuel injection amounts i outputting means C2 select > u a (7) Among the fuel amounts selection means C3 for selecting the only fuel oil suspension actually applied to the internal combustion engine EG;
In the fuel injection ω clever 11 device, the selection means C3 selects the amount of fuel to be applied to the internal combustion engine EG by the selection, or the amount of fuel excluded by the fuel injection suspension means C2n, to another fuel injection amount calculation means. During the transition period when changing to the fuel amount calculated in 02m, two fuel tl ff related to the change
The output section C3-A for calculating the annealed fuel amount which has been determined according to the detection results of the selection criteria items in i, and the annealed fuel amount which is the calculation result to the calculation section C3- are The gist of the present invention is to provide one fuel injection interval cutoff, which is characterized in that the transition period selection section C3-B is selected as the amount of fuel injected and supplied to the internal combustion gateway EG during the period.

[Function] The fuel injection control system of the present invention also detects the intake air range, intake pipe pressure, throttle opening, rotation speed, and other items of the internal combustion engine EG in the same way as in the conventional system. I
It has an output means C1, which transmits a predetermined detection result to the next fuel injection output means C2 and selection means.

A plurality of fuel injection amount calculation means C2 are provided, and each fuel injection amount calculation means C2 is provided with a plurality of fuel injection amount calculation means C2. ) The lfit I output means C2 mutually independently calculate the fuel #4 to be supplied to the internal combustion engine EG. Mutually independent means that the fuel I'i! ! This means adopting a calculation method that does not involve the same process when calculating. for example,
Various methods have been proposed in the past, such as the L-J method, the D-J method, and the α-N method, and these methods are used to configure the structure.

The selection means C3 selects the current internal combustion engine E from among the fuel amounts independently calculated by the plurality of fuel injection amount Ω output means C2.
The most appropriate one for G is selected. The fifteenth criterion of this selection is the detection result of a predetermined selection criterion item determined from among the items detected by the driving state detecting means C1. For example, if the selection criterion item is intake pipe pressure, when the pressure is lower than a certain value, the fuel amount calculated by the L-J formula is used, and when it is higher than a certain value, the fuel amount calculated by the D-J formula is used. The amount of fuel is selected taking into consideration the current circumstances.

Further, the selection means c3 of the present invention includes a calculation section C3-A and a transition period selection section C3-3, which have the following effects.

The calculation unit C3-A is a fuel whisper tJJ suspension calculation means 'C2n.
From the state where the calculated fuel FlffiFn was selected, the other fuel amount l) 1m i The calculated fuel IF to the output means 02m
It operates in the over-Wt period when the selection is changed to m, and calculates a smoothed fuel amount by weighting the fuel amounts Fn and Fm related to the above change based on the detection results of the selection criteria items. Here, the annealed fuel amount means, for example, if we use the example above, the intake pipe pressure is the selection criterion, and when the intake pipe pressure is low, the fuel amount calculated by the L-J formula is given a large weight. , and is calculated as a result of applying a small weight to the fuel amount calculated using one of the DJ equations. That is, the degree of accuracy that can be expected for two types of fuel Fn and Fm relative to each other based on the current operating state of the internal combustion engine EG is expressed by a quantified numerical value called weighting.

The transition period selection means C3-B selects the numbing part C3- as described above.
The annealed fuel amount calculated in A is selected only during the previous transition period, and is used as the fuel amount to be supplied to the internal combustion engine EG. That is, when the calculation result of a certain fuel injection q4 hanging zero output means c2m has sufficient accuracy, it is added by simply selecting the calculation result, but internal combustion engine EG is included in the change value that executes the change of fuel amount by selection. When, the two fuels f involved in the change
f1Fn.

It is expected that each Fm includes a certain degree of error. Therefore, the annealed fuel amount corresponding to the high accuracy is applied as the fuel amount to be supplied to the internal combustion engine EG only during this transition period.

Embodiments of the present invention will be described in detail below based on the drawings.

[Embodiment] First, FIG. 2 is a schematic configuration diagram showing an internal combustion engine system equipped with a fuel injection amount control device according to an embodiment, together with a block diagram of its peripheral devices and an electronic control circuit.

1 is the internal combustion engine body, 2 is the piston, 3 is the spark plug, 4
is an exhaust manifold, 5 is an oxygen sensor provided in the exhaust manifold 4 and detects residual oxygen in the exhaust gas, 6 is a fuel injection valve that injects fuel into the intake air of the internal combustion engine main body 1, 7 is an intake manifold, 8 is an intake temperature sensor that detects the temperature of intake air sent to the internal combustion engine body 1, 9 is a water 4L sensor that detects the temperature THW of internal combustion engine cooling water, 10 is a throttle valve, and 11 is a throttle valve with a built-in idle switch. Represents a throttle sensor that detects the opening of the Further, 12 is a surge tank that absorbs the pulsation of the intake air, and a pressure sensor 13 that detects the intake pipe pressure PM.
Equipped with. Further, the present internal combustion engine system is equipped with an air flow meter 15 in the intake manifold 7 for detecting the amount of intake air.

16 is an igniter that outputs the high voltage necessary for ignition; 17 is a distributor that is linked to a crankshaft (not shown) and distributes the high voltage generated by the igniter 16 to the spark plugs 3 of each cylinder; and 18 is a distributor 17 A rotation angle sensor that also serves as a rotational speed sensor that outputs 24 pulse signals for one revolution of the distributor 17, that is, two revolutions of the crankshaft, one is a pulse signal that outputs one pulse for one revolution of the distributor 17. A cylinder discrimination sensor that outputs a signal, 20 an electronic control circuit as a control means, 21 a key switch, 22 a key switch 21
a battery that supplies power to the electronic control circuit 20 via;
Reference numeral 24 represents an on-vehicle transmission, and reference numeral 26 represents a vehicle speed sensor that detects the redness of the vehicle from the rotational speed of the output shaft of the transmission 1 and 24.

Furthermore, the internal configuration of the electronic control circuit 20 will be explained as follows.
In the figure, 30 is a central processing unit I~ (CPU) that inputs and calculates data output from each sensor according to a control program and performs processing for controlling the operation of various devices, and 31 is a control program and initial data. Read-only memory (ROM>,
32 is a random access memory (RAM) in which data input to the electronic control circuit 20 and data necessary for performance control are temporarily stored; 33 is a random access memory (RAM) from which the CPU 30 can read real time for control at any time; CPU30 inside
36 is an input port for inputting signals from each sensor, and 38 is an input port for inputting the igniter 16 and the fuel injection valve 6 provided in each cylinder. output port to drive,
Reference numeral 39 denotes a pass line that interconnects the above-mentioned elements.

The input boat 36 includes an oxygen sensor 5, an intake Ct-sensor 8,
Water temperature sensor 9, throttle sensor 11, pressure sensor 1
3 and air 70 meter 15 to A/
It consists of an analog input section (not shown) that inputs D-converted signals, and a pulse input section (not shown) that inputs pulse signals from the idle switch (not shown) in the throttle sensor 11, the rotation angle sensor 18, and the cylinder discrimination sensor 19.

Further, when the output port 38 receives a command to start fuel injection from the CPU 30, it outputs a control signal to open the fuel injection valve 6, and this control signal causes the output port 38 to output a signal from the CPU 30 commanding the end of fuel injection. It continues to be output until it is received. The command to end the fuel injection is given by the fuel 1131 set on the conveyor A inside the timer 33 by the CPtJ30.
It is configured to be given to the conveyor by the matching FJJ routine (described in 1 and 2), which occurs when the injection end time and the real time that the timer 33 continues to count match.

Next, regarding the fuel injection control method of this embodiment, we will first explain the basic control routine of the internal combustion engine according to the flowchart of FIG.
Regarding the J4ffi determination routine, the final step is to control the start of normal fuel injection according to the flowchart in FIG. 4. Regarding the OA interrupt routine, according to the flowchart in FIG. Figure 6 (B) shows the match interrupt routine for the conveyor that controls the end of
) will be explained in order based on the flowchart.

As shown in FIG. 3, the basic control routine for the internal combustion engine 1 is started when the key switch 21 is turned on, and first performs initialization such as clearing the internal registers of the CPU 30 (step 1oo). Next, initial values of data used to control the internal combustion engine 1 are set, for example, a flag FC1UT indicating that a fuel cut is in progress is set to 0 (step 105). Next, a process is performed to read the operating state of the internal combustion engine 1, for example, signals from the pressure sensor 13, the ef-flow meter 15, the rotation angle sensor 18, the hot water sensor 9, etc. (step 110), and from the various data read in this way, the internal combustion engine 1 is determined. intake pipe pressure PM, intake air ff
Processing is performed to calculate various quantities such as 1Q, rotational speed N, or load Q/N that are essential for controlling the internal combustion engine 1 (step 120). Thereafter, well-known ignition timing control (step 130) and fuel injection amount control (step 140) are performed based on the various quantities obtained in step 120. After step 140 is completed, the process returns to step 110 and repeats the above-described process.

Note that the control of the fuel injection amount (step 140) here is usually feedback control of the air-fuel ratio, and is a maintenance process determined by the process detailed in FIG. 5 based on the load of the internal combustion engine 1. This fuel injection InFf't is synchronously injected twice per revolution of the internal combustion engine 1 using a fuel injection time corrected by various correction terms such as an air-fuel ratio feedback correction coefficient. In addition, in response to various operational demands of the internal combustion engine 1, open control to increase the amount of fuel or other well-known control may be performed instead of air-fuel ratio feedback control. These are to appropriately apply a predetermined increase coefficient or decrease coefficient to the basic fuel injection (1>) to make the final fuel injection tA?a 1!'.

Next, the flowchart of the fuel injection (3) determination routine in FIG. 4 will be explained. The flowchart in the figure is based on the aforementioned fuel injection! , Fl is processed as part of the Mill group (step 140), and is used to calculate the fuel injection interval (fuel injection time T) required by the internal combustion engine 1. When the processing of this routine is started, it is determined whether the current intake pipe pressure PM is greater than a predetermined lower limit value P△ (step 141), and if PM≦PA, step 142 is selected. Calculation of the basic fuel injection time TB using the L-0 formula is executed. That is, the intake pipe pressure P
If M is less than the lower limit PA, the air flow meter 15
It is determined that the detected value indicates the intake air amount of the internal combustion engine 1 with extremely high accuracy. Therefore, only as long as this condition is satisfied, the basic fuel injection time T according to the L-0 formula is determined by the process of step 142. B is calculated using the following formula.

TB-TL+TV However, TL is the fuel injection time calculated by the L-0 formula, and the invalid injection time TV is added to this to calculate the basic fuel injection time TB. After the basic fuel injection time TB is calculated in this way, step 143 is subsequently executed,
The basic fuel injection time TB is multiplied by various correction coefficients for power increase and feedback control based on other operating conditions such as water temperature and throttle opening of the internal combustion engine 1, and finally executed for the internal combustion engine 1. The fuel injection time T is calculated, and the processing of this routine ends.

On the other hand, if it is determined in step 141 that PM>PA, the process proceeds to step 144, where the intake pipe pressure PM
It is determined whether or not is greater than a predetermined upper limit value PB. Here, the upper limit 1flPB is a value at which it is determined that if the intake pipe pressure is higher than this, sufficient precision can be secured for calculating the fuel injection time (D-0 formula) using the intake pipe pressure. , therefore, if P M > P B, the process of step 145 is performed! 11 is selected, and the basic fuel injection time TB according to the D-0 formula is obtained from the following formula: I:;1.

TB=TO+TV However, TD is the fuel injection time calculated from the value of the intake pipe pressure PM and the rotation speed N of the internal combustion engine 1 using the D-0 formula. Then, as described above, the basic fuel injection time T[3B is reached, after which step 143 is executed and the present routine ends.

The feature of this embodiment is the process of step 146 that is executed when PM≦P[3 is calculated in step 144.

In other words, when PA<PM≦PB, the L-0 formula, D
Both the fuel injection times TL and TD calculated using the -0 formula are expected to have a certain degree of accuracy, and changes to the L-0 formula and D-0 formula must be made within this interval. Therefore, in this case, the ejection results TL and T with the above two formulas are
A predetermined weight determined by the intake pipe pressure PM is multiplied by a coefficient KP (1-KP), and the eclectic forest fuel injection time TB is calculated by the following equation.

TB=[<1-KP)-TL+KP-TD]+TV Here, the variable &KP is expressed by the number 13Il of the intake pipe pressure PM, as shown in FIG. As is clear from Fig. 5, the variable KP takes a numerical value within the range of "0" to "1" with a characteristic of descending to the left when the intake pipe pressure PM changes in the range of rPAJ to "PB". . Therefore, if the intake pipe pressure PM is close to the lower limit value PA, the variable KP takes a small value and a large weight is given to the fuel injection time TL determined by the L-0 formula, and conversely, if the intake pipe pressure PM is close to the upper limit 1a P B, the variable KP takes a small value. K
P is a large clay and fuel injection time T calculated using the D-0 formula
A large weight is given to D.

When the basic fuel injection time TB when the intake pipe pressure PM satisfies PΔ<PM≦PB is thus calculated, step 143 is executed in the same manner as described above.

Next, using the flowchart in FIG. 6 (△).

The 30' CA interrupt routine for controlling the start of fuel injection will be explained. This control routine uses 3 of the crank angle.
It is started as an interrupt routine by a pulse input from the rotation angle sensor 18 to 0° CA 1u, and first, in step 150, a pulse is input from the rotation angle sensor 18 with the time point at which the pulse is input from the cylinder discrimination sensor 19 as zero. The current crank angle is determined by knowing the value of a counter (not shown) which is repeatedly incremented from 1 to 24 every time. In the following step 160, it is determined from the crank angle obtained in step 150 whether or not the intake stroke of the first cylinder or the sixth cylinder is currently starting. Since fuel injection is performed twice per revolution of the internal combustion engine 1, the current stroke of the internal combustion engine is a stroke in which fuel injection is performed in synchronization with the rotation of the internal combustion engine, that is, the intake air of the first or sixth cylinder. This corresponds to determining whether the crank angle is at the start of the stroke. Step 1
If the determination at step 60 is rNOJ, it is assumed that there is no need to start fuel injection, and the process can proceed to RTN and end this interrupt routine. If the determination in step 160 is rYEsJ, the process proceeds to step 180, outputs a command signal to the output boat 38 to start fuel injection, and outputs a command signal to the fuel injection valve 6.
Tortured by opening the door. In the subsequent step 190, the value obtained by adding the fuel injection amount obtained in step 140 of FIG. 3 (fuel injection time T detailed based on FIG. 4) to the real time 'lr read from the timer 33, that is, Fuel injection end time t1
A process is performed to set the value on the conveyor A in the timer 33. After step 190 is completed, the process follows RNT and ends this interrupt routine.

The conveyor A in the timer 33 continues to compare the set fuel injection end time t1 and the control real time Tr, and the control real time Tr is the fuel injection OA1! When the end time t1 is reached, an interrupt request is issued to the CPU 30, causing the conveyor to start a coincidence interrupt routine. This is the routine shown in the flowchart of FIG. 6(B), and step 19
At step 5, a signal for ending fuel injection is output to the output boat 38, the fuel injection valve 6 is closed, and the fuel injection is ended. Immediately after completing the process in step 195, R
The process exits to TN and ends this conveyor A match interrupt routine.

The control of fuel injection execution for the internal combustion engine 1 has been described in detail above, but the internal combustion engine 1 controlled as described above
It is clear that it operates as follows.

That is, in the region where the intake pipe pressure PM is low, the fuel amount calculation value of the L-0 formula, which can calculate the fuel amount 1) HLt with high accuracy, is used, and in the region where the intake pipe pressure PM is high, the fuel amount calculation value is used. D: Can calculate fuel injection amount with high accuracy
The internal combustion engine 1 is operated using the calculated value of the -0 formula. Therefore, even when the internal combustion engine 1 drives a load that varies over a wide range, the best operating condition of the internal combustion engine 1 is always maintained, and fuel efficiency and emissions are maintained at good levels.

In addition, changes to the calculated values using the L-0 formula and D-0 formula can be made in the fifth
It is executed extremely smoothly using the variable KP shown in the figure. Therefore, both formulas apply. Even if a large difference occurs in the calculated value of the fuel amount 0Aff3, there is no effect on the operating state of the internal combustion engine 1, and good drivability can be obtained if the internal combustion engine 1 is used to drive the car. Become.

In this embodiment, the variable KP is set to change linearly with respect to the intake pipe pressure PM, but this is not the only example. If the value is small, the fuel fQ may be calculated by giving greater weight to the calculated value using a method with high accuracy and reliability. Further, although the method changes and the value of the variable KP are all performed using the intake pipe pressure PM as a parameter, similar effects can be obtained by using the intake air amount, throttle opening, etc. as parameters.

Furthermore, in this embodiment, the explanation has been given of a method that executes changes in two methods, the L-J method and the D-J method, but any other combination such as the α-N method and the L-J method, or the three methods may be used. A combination of the above may also be used.

For example, in the combination of the α-N formula and L-J formula described above, priority is given to the L-J formula, which can accurately control the amount of intake air at low throttle intervals using the throttle opening as a parameter. When the throttle opening is high, the α-N formula, which can accurately detect the opening, may be given priority.

[Effects of the Invention] As described above in detail with reference to embodiments, the fuel injection control device of the present invention includes: an operating state detecting means for detecting and overriding the operating state of an internal combustion engine over the number of stages; G) The amount of fuel to be injected and supplied to the internal combustion engine is determined independently from each other by using the detection results of each unique item from among the plurality of operating status items to be detected.
multiple fuel injection f13. C3 output means, and a predetermined selection determined from among the plurality of operating state items detected by the operating state detection means 83. Based on the detection result of the i\- item, the plurality of fuel patrol R A fuel injection amount control device comprising a selection means for selecting a unique fuel amount to be actually applied to the internal combustion engine from among the plurality of calculated fuel amounts, wherein the selection means selects the only fuel amount to be applied to the internal combustion engine according to the selection. The amount of fuel calculated by a certain fuel injection port J suspension calculation means is used for other fuel injection ff1R.
a calculation unit that excludes the moderated fuel B> that weights the two fuel amounts involved in the change according to the detection result of the selection criteria item during a transition period when changing to the fuel M produced by the output means; The present invention is characterized by comprising a transition period selection section that selects the rounded fuel amount, which is the output result of the calculation section, as the fuel amount to be injected and supplied to the internal combustion engine at the excess MIl'I.

Therefore, regardless of the operating state of the internal combustion engine, the operating state is detected with high precision and the fuel injection amount is controlled, so that fuel efficiency and emissions are maintained in good condition. Furthermore, the above-mentioned condition is maintained even when the fuel quantity selection is changed, and smooth control and the best fuel efficiency and emission characteristics are ensured under all operating conditions of the internal combustion engine.

For example, if such a fuel injection amount control device is installed in a vehicle, it will be able to handle a wide range of internal combustion engine load fluctuations from idling to high-load conditions such as high-speed climbing without any problems. This results in improved drivability.

[Brief explanation of drawings]

Fig. 1 is a basic configuration diagram of the present invention, Fig. 2 is a schematic configuration diagram showing an internal combustion engine and its peripheral devices to which an embodiment of the present invention is applied, together with a block diagram of an electronic control circuit, and Fig. 3 is an embodiment. FIG. 4 is a flowchart showing the fuel injection amount determination routine of the embodiment, and FIG. 5 is an explanatory diagram of the variable KP used in the fuel injection amount determination routine. , Figure 6 (
A) is a flowchart representing a 30 DEG CA interrupt routine that controls the start of fuel injection, and FIG. 6B is a 70-chart representing a conveyor coincidence interrupt routine that also controls the end of fuel injection. C1... Operating state detection means C2... Fuel injection calculation means C3... Selection means C3-A... Calculation section C3-B... Transition period selection section 1... Internal combustion engine 6. ...Fuel injection valve 11...Throttle sensor 13...Pressure sensor 15...Air flow meter 20...Electronic control circuit 30...CPU

Claims (1)

[Scope of Claims] Operating state detection means for detecting the operating state of an internal combustion engine over a plurality of items; and a detection result of each unique item from among the plurality of operating state items detected by the operating state detection means. a plurality of fuel injection amount calculation means for calculating the amount of fuel to be injected and supplied to the internal combustion engine using the fuel injection amount calculation means mutually independently; a selection means for selecting the only fuel quantity actually applied to the internal combustion engine from among the plurality of fuel quantities calculated by the plurality of fuel injection quantity calculation means, based on the detection result of the selection criterion item. In the quantity control device, the selection means changes the fuel amount calculated by one fuel injection amount calculation means to be applied to the internal combustion engine by the selection to the fuel amount calculated by another fuel injection amount calculation means. In this case, a calculating section calculates an annealed fuel amount by weighting the two fuel amounts related to the change according to the detection result of the selection criteria item, and a calculating section that calculates an annealed fuel amount that is the calculation result of the calculating section 1. A fuel injection amount control device comprising: a transition period selection section that selects an amount of fuel to be injected and supplied to the internal combustion engine during a period.