JPS60201047A - Fuel supply control apparatus for internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve the performance of an engine at the time of acceleration, by supplying an optimum amount of fuel by effecting additional supply of fuel on the basis of the opening degree and the opening speed of a valve which is provided in a passage of intake air for controlling the quantity of intake air. CONSTITUTION:The supply rate of fuel is determined on the basis of the speed of rotation of an internal-combustion engine M1 and the quantity of intake air controlled by a valve M3. An asynchronous fuel supply means M6 effects additional supply of fuel to the engine M1 asynchronously with rotation of the engine M1. Further, an additional fuel supply control means M7 supplies fuel by controlling the asynchronous fuel supply means M6 on the basis of the valve opening degree detected by a valve opening degree detecting means M4 and the rate of change of the valve opening detected by a valve opening speed detecting means M5. Since, with such an arrangement, an optimum amount of fuel is supplied at the time of accelerating an engine, it is enabled to improve the driving performance of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application 1] The present invention relates to a fuel supply control device for an internal combustion engine, and in particular, the present invention relates to a fuel supply control device for an internal combustion engine. Related to fuel supply control devices for internal combustion engines that supply fuel.

[Prior Art] In recent years, the amount of intake air to an internal combustion engine is adjusted by a valve means, such as a throttle valve, the amount of intake air per cylinder of the internal combustion engine is electrically detected, and the amount of intake air is adjusted to the internal combustion engine based on this amount of intake air. electrically control the supply of fuel (e.g.
BACKGROUND ART Electronic fuel supply devices that are controlled by the amount and time of electromagnetic fuel injection valves are becoming commonplace. These electronic fuel supply systems detect the amount of air intake into the internal combustion engine and determine the amount of fuel supplied when the internal combustion engine is in steady operation, making it possible to accurately control the air-fuel ratio of the internal combustion engine. Although it has great advantages, when the internal combustion engine is operating in a transient state, especially during acceleration, it is necessary to correct the fuel supply amount in addition to richly controlling the air-fuel ratio in order to increase the output of the internal combustion engine. There were other problems to be solved.

(a> Even if the throttle valve opening changes and the intake air amount increases, the control device reads the new intake air amount at a predetermined timing synchronized with the rotation of the internal combustion engine and calculates a new fuel injection amount. Even when the control device knows that the internal combustion engine is increasing its rotation speed and controls the increase in fuel injection amount, there is a delay in response, and during that time the air-fuel ratio remains unchanged. A-ballooning may occur, giving the driver a feeling of sluggishness while driving, and may cause bank fire, resulting in deterioration of drivability.

(b) Even if the throttle valve opening changes and the intake air amount increases, fuel injection will synchronize with the rotation of the internal combustion engine.
For example, since the injection is performed simultaneously for multiple cylinders once every two revolutions of the crank, there are some cylinders in which an increase in the amount of fuel supplied due to acceleration is not reflected until the next fuel injection. Once it is determined that the engine is accelerating, the air-fuel ratio is generally controlled to be rich in order to increase the output of the internal combustion engine, so the air-fuel ratio becomes A.
- Although the problem of balline does not occur, the air-fuel ratio becomes A-balleen until the first fuel injection is performed after it is first determined that the vehicle is accelerating.
), drivability may deteriorate as well.

In particular, this problem may become more pronounced when the internal combustion engine is operated at low rotational speeds.

(C) Changes in the intake air amount to the internal combustion engine immediately follow changes in the throttle valve opening. As shown in the figure, there is a response delay as shown by the broken line S in the figure with respect to the change in the intake air amount shown by the solid line ■, immediately after the start of the change in the intake air amount. Even if the amount of air increases, the amount of fuel 1'+1 supplied does not increase rapidly, and the air-fuel ratio becomes over-lean, resulting in deterioration of drivability as in the case described above.

Regarding (a) and (b) of these problems, the rate of change of the throttle valve opening (hereinafter referred to as listening speed) that avoids changing the intake air amount is detected, and if the listening speed exceeds a predetermined value, In addition to fuel injection synchronized with the rotation of the internal combustion engine, additional fuel injection DA (asynchronous injection) of a predetermined amount of fuel is performed to prevent the air-fuel ratio from becoming A-balleen. Suggestions have been made (e.g. time l
1i156-148633). However, when this control is performed, the amount of fuel to be additionally injected is fixed in advance, so when the opening speed of the throttle valve is slightly above the predetermined value at which asynchronous injection should be performed, This results in the injection of more fuel than the required amount of fuel vA, resulting in the problem that the air-fuel ratio becomes overrich. Also, the above (C)
The problem remained as it was.

[Objective of the Invention 1] The present invention provides that, in the early stages of acceleration, in addition to the delay in response due to each time fuel is supplied in synchronization with the rotation of the internal combustion engine,
This was done based on the knowledge that due to a delay in the response of intake air amount detection to changes in intake air amount, fuel cannot be supplied accurately and drivability may be impaired. The purpose of this invention is to provide a fuel supply control device for an internal combustion engine that supplies an appropriate amount of fuel during acceleration and maintains good drivability.

[Configuration of the Invention] As shown in FIG. 2, the configuration of the present invention made to achieve the above object is adjusted by a valve M3 installed in a flow path M2 of intake air to the internal combustion engine M1. intake air amount and internal combustion engine M1
In a fuel supply control device for an internal combustion engine configured to detect the rotational speed of the internal combustion engine M1, determine the amount of fuel to be supplied to the internal combustion (interlayer M1) based on both, and supply fuel in synchronization with the rotation of the internal combustion engine M1, a valve opening speed detection means M4 for detecting the opening degree of the valve M3; a valve opening speed detection means M5 for detecting the rate of change in the opening degree of the valve M3; an asynchronous fuel supply means M6 that supplies additional fuel to the valve; and starts accelerating the range of valve distances for which additional fuel is supplied based on the detected valve opening degree and the rate of change in the valve opening degree. the fuel supply control means M7, which determines the valve opening degree based on the range, and controls the asynchronous fuel supply means M6 to supply fuel when the detected valve opening degree is within the range. The gist of this paper is a fuel supply control system for an internal combustion engine that is characterized by the following.

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

Fig. 3 is a schematic configuration diagram of an internal combustion engine and its peripheral devices according to an embodiment of the present invention, and Fig. 4 mainly shows an electronic control circuit incorporating a micro combicoater as an additional fuel supply control means. It is a control system diagram.

In the figure, 1 is a 6-cylinder engine, 2 is an intake pipe pressure sensor that detects the internal pressure of the intake manifold 3 to adjust the amount of intake air, and 4 is an intake bow 1 for each cylinder of the intake manifold 3 of the engine 1. - An electromagnetic fuel injection valve is installed nearby, and fuel whose pressure is adjusted to a constant level is fed under pressure to the fuel injection valve 4 from a fuel pump (not shown). Actually, there are six fuel injection valves 4 (4a) corresponding to the number of cylinders.
.

4b, 4c, 4d, 4c, and 4() exist, but these are represented here and will be treated as the fuel injection valve 4 in the following explanation. 5 is an ignition coil forming a part of the engine ignition system, and 6 is a distributor that distributes ignition energy from the ignition coil 5 to spark plugs 7 provided in each cylinder. As is well known, the distributor 6 rotates once for every 2 revolutions of the engine crankshaft, and is provided with a rotation angle sensor 8 for detecting the engine rotation angle. 9 is a throttle valve of the engine 1, 10 is a throttle sensor that detects the opening degree of the throttle valve 9, 11 is a cooling water temperature sensor that detects the warm-up state of the engine 1, and 12 is an intake air temperature that detects the intake air temperature. sensor,
Reference numeral 13 denotes an air-fuel ratio sensor that is installed in the exhaust manifold 14 and detects the air-fuel ratio from the oxygen concentration in the exhaust gas. When tJ is also large, a voltage of about 0.1 volt is output.

Reference numeral 20 is an electronic control circuit that controls the normal fuel injection amount to the engine 1 and also works as a fuel supply control means, which includes an intake pipe pressure sensor 2° rotation angle sensor 8. Throttle sensor 10. Cooling water Temperature sensor 11 calculates the fuel injection amount based on detection signals from the intake air freshness sensor 12 and air-fuel ratio sensor 13, and adjusts the opening time of the fuel injection valve 4.

Next, the internal configuration of the electronic control circuit 20 will be explained using FIG. 4. 100 is a central processing unit (CI) that calculates the fuel injection amount, 101 is an interrupt command unit, and 102 is a clock signal of a predetermined frequency from the CPU 100 that counts the period of a predetermined rotation angle to calculate the engine rotation speed. A rotation speed counter unit 103 for calculation is a digital input board 1 that receives the detection signal of the air-fuel ratio sensor 13 and transfers it to the 0PU 100.
04 is the intake whistle pressure sensor 2. throttle url a t
>'The detection signal from saw 0 is A/D converted and sent to the CPU.
This is an A/D conversion processing unit having a function of reading data into the 100. The output information of each of these units t-102, 103, 104 is sent to the CPU 1 via the MONBUS 105.
00. 106 stores the control program of CPLJloo and each unit]~101.102
, 103 and 104 is temporarily stored, and information transfer between this memory unit 106 and the CPU 100 is also performed via the common bus 105. 107 is an ignition timing control unit including registers. It is a counter unit for the CPU 100 that calculates a digital signal representing the timing to energize the ignition coil 5 and the timing to cut off the energization, that is, the ignition timing, in accordance with the engine rotation angle (crank angle). 108 [It is a high power horn amplifier that amplifies the output of the ignition timing control counter unit 107 to control the timing at which the ignition coil 5 is energized and the ignition coil 5 is de-energized, that is, the ignition timing. do.

109 is a 7J counter unit 1 for fuel injection timing control including a register, and is composed of two down counters having the same function. In this case, each down counter is
The digital signal representing the valve opening time of the fuel injection valve 4, that is, the fuel injection amount subtracted by 100, is converted into a pulse signal having a time width giving the valve opening time of the fuel injection valve 4. 110
is a power amplifier that amplifies the pulse signal from the counter unit 109 and supplies it to the fuel injection valve 4, and is provided with two channels corresponding to the configuration of the counter unit 109.

As shown in FIG. 4, the rotation angle sensor 8 includes three sensors 1.
It consists of 81, 182, 183. That is, as shown in the time chart of FIG. Emit angle signal A at a position an angle θ in front of O 4
F, “Iru.

The second rotation angle sensor 182, not shown as (B) in FIG. Generate B.

As shown in FIG. 5 (C), the third rotation angle sensor 183 is arranged in a number equal to the number of engine cylinders for each rotation of the engine crankshaft, that is, in the case of six cylinders as in this embodiment. Six angle signals C are generated every 60 degrees from the crank angle O0.

The interrupt command unit 101 has each rotation angle sensor 181.1.
The angle signal, that is, the crankshaft rotation angle signal from 82 and 183 is inputted, and a signal is sent out to instruct an interruption in calculation of ignition timing and an interruption in calculation of fuel injection,
In this case, as shown in FIG. 5 (D), the angle signal A of the first rotation angle sensor 181 is sent out by dividing the frequency of the angle signal C of the third rotation angle sensor 183 by 2 and dividing the frequency by 1q. Immediately after that, it is sent as an interrupt command signal. This interrupt command signal is sent out six times per two revolutions of the crankshaft, that is, the number of times the engine is generated per two revolutions of the crankshaft. Therefore, in the case of six cylinders, the signal is sent once every 1200 crank angles, and an interrupt command for calculation of ignition timing is issued to the CPU 100. Further, the interrupt command unit 101
As shown in FIG. 5 ([), the signal obtained by dividing the angle signal C of the third rotation angle sensor 183 by 6 is
Rotation angle sensor 1. 6th after the angle signal A of J'181 and the angle signal B of the second rotation angle hinge 182 are sent, that is, 360 degrees from the crank angle 3000.
It is sent as an interrupt command signal E every (one rotation). This interrupt command signal E is applied to the fuel injection IJ for CPLlloo.
Issues an interrupt command for the calculation of Jm.

The CPU 100 receives this interrupt command and calculates normal fuel injection, which is performed in synchronization with the rotation of the engine 1.

The fuel supply control performed in the Ic engine 1 and its peripheral devices configured as described above will be described below.

The fuel injection control in this embodiment is activated every 20 m5eG, and the control routine shown in FIG. FLAGX is initialized to O immediately after the electronic control circuit 20 is powered on. First, in step 200, the latest throttle opening TAi from the throttle opening 10 to the thrower 1 is transferred to the memory unit 10.
Thrower 1 to volume volume TAi-+ when the water control routine was last processed from the predetermined area for temporary storage in 6
The process of reading each of them is performed. Next step 21
At 0, in preparation for the next processing of this control routine,
The process of updating the previous value TAi-+ with the throttle opening 1-Δ1 read in step 200, that is, the throttle opening TAi is set as TAt-+ and the memory unit 10
116 processing is performed on a predetermined area within 6. In the following step 220, step 200 reads /V between the throttle a T A t and TA! -+ difference from △TA
Processing is performed to calculate as follows. This control routine consists of 2
Since it is activated every 0 m5ec, ΔTA corresponds to the change in the opening degree of the throttle valve 9 during this period, that is, the listening speed. In the next step 230, it is determined whether the listening speed ΔTA of the throttle valve 9 is equal to or greater than a predetermined value TASO. As shown in FIG. 7, the predetermined value 1ifl T A so is for the asynchronous injection of fuel r+1 performed based on the state of the throttle valve 9 (011 degrees and the surrounding speed), and below that value, it is necessary to perform the asynchronous injection. It is given as the listening speed of the throttle valve 9 such that there is no rotation.

In other words, an increase in the intake air ratio does not make the air-fuel ratio overly lean, and in other words, during acceleration when the leanness of the air-fuel mixture is not a problem, there is no need to control the increase in fuel at the beginning of acceleration using asynchronous injection. A judgment will be made. If the judgment in step 23.0 is rNOJ and, as mentioned above, fuel increase control by asynchronous injection is not necessary, the process proceeds to step 240, sets the flag FLAG'X=O, and then proceeds to B. The water control routine ends at number No. The judgment at step 230 is rYE.
When sJ, that is, ΔTA≧TAso, the process proceeds to step 250, and checks the value of the flag FLΔGX, which indicates execution of fuel increase control by asynchronous injection. F
If LAGX=O, it is determined that asynchronous injection was not performed in the previous process of this control routine, and the process goes to step 260; [If LAGX=1, it is assumed that the asynchronous injection has already been snarled 1, and the process goes to step 270; The respective processes will be transferred.

First, I will explain the processing from step 260 onwards.
In step 260, the set value TΔaO of the throttle opening TΔ from the start of acceleration corresponding to the current throttle opening velocity ΔTA is read from the map shown in FIG. The range T of the throttle opening degree TA from the start of acceleration in which fuel increase control is performed by C1 asynchronous injection by multiplying + and by 2.
Processing to add Aa is performed. Here, TAaO is preset to a value that increases as the throttle opening speed △rA increases, as shown in Fig. 7, but the specific value is determined by experimentation depending on the characteristics of the engine used. determined. In addition, here, the constant +, 2, and 2 used to calculate Aa corrects the throttle opening range from the start of acceleration in which fuel increase control by asynchronous injection is to be performed, based on the state of the engine 1. For example, as shown in FIGS. 8 and 9, the coefficient is a value (
K1) and the value determined according to the rotation speed of engine 1 (K2)
Something like this. Step 2 following step 260
At step 80, the value TAa obtained at step 260 is set at step 2.
Processing is performed to add the previous throttle opening degree TAi-+ read in at 00 to calculate TΔb. Step 280
The value TAb that can be determined is the upper limit value of the range of throttle distances in which fuel increase control is performed by asynchronous injection during acceleration. In the next step 290, the flag F
LAG is set to 1, and in the following step 300, △TA
Throttle opening speed Δ determined in step 220 as in
A process is performed in which TΔ and the upper limit value TAb determined in step 280 are stored in predetermined areas of the memory unit 106, respectively. The above series of processes, step 260, 2
After 80.290.300, processing continues to step 310.

On the other hand, when the determination in step 250 is 1NO, that is, the flag FLΔGX≠O, the process moves to step 270,
A determination is made as to whether ΔTA-Δ-U Atn≦To. Here, ΔTA is the throttle opening speed at the time the water control routine is being executed (step 22
0), and △TAin is the throttle opening speed at the time when this control routine was executed last time (stored in a predetermined area of memory units 1 to 106 in step 300 in the previous process). , step 270
Then, it is determined whether the difference between the two provinces is less than or equal to a predetermined value TO. The judgment at step 270 is 1NO", that is, the throttle opening speed at the current time C is △
When TA is lower than the previous value ΔTAin by a predetermined amount T-0 or more, it is determined that the opening speed of thrower 1 to valve 9 has been further increased and greater acceleration is required. The process moves to step 260, which has already been described, and the process of setting the throttle opening range, ie, the upper limit value TAb, for controlling the increase in fuel by asynchronous injection is performed anew. If the determination in step 270 is rYEsJ and there is no significant change in the listening speed of thrower 1 to valve 9, the process proceeds to step 32.
0, and the throttle opening degree TAi read in step 200 of this control routine this time is equal to the upper limit value TAb determined in step 280 of the previously executed main control routine and stored in a predetermined area of the memory unit 106. A determination is made as to whether the In the determination at step 320, if 'rA*≦1Ab holds true, it is determined that the throttle opening does not exceed the upper limit value of the throttle opening for performing asynchronous injection, and the process proceeds to step 3.
Move to 10. On the other hand, the determination at step 320 is rN
OJ, that is, if TAi≦TAb does not hold (if 1Ai > TAI), the throttle opening is 1-
Since it is determined that Ai exceeds the range for performing fuel m increase control for asynchronous injection, the process proceeds to step 240.
Then, the flag FIAGX is set to O, and after IC, the control routine exits to B and ends.

The processing of this control routine when the determination that acceleration is being performed is detected by a change in throttle opening and asynchronous injection is performed for the first time (i.e., steps 200 to 230, step 250, step 260, and step 280 to step 300) or after the asynchronous injection has started to be performed, the process of this control routine when the throttle opening has not yet exceeded the upper limit of the throttle opening at which asynchronous injection should be performed (i.e., Steps 200 to 230. Step 250. Step 27 o a3 and Step 320 1!l)
After , processing continues to step 310 and
Then, a process is performed to calculate the asynchronous fuel injection m TA sy based on the throttle opening speed ΔTA.

TASy can be expressed as T A sy - α × △ TA + β, where α and β are the characteristics of the intake pipe pressure sensor 2 that detects the intake air amount as shown by the broken line S in Fig. 1, etc. This is a constant determined by the response delay, etc. In the following step 330, the fuel injection time control counter unit 109 controls the fuel injection valves 4 (4a, 4b,
4c, 4d, 4e, 4f) are set to values corresponding to the valve opening times. The counter unit 109 starts counting down when the data is set, and opens the fuel injection valve 4 via the power amplifier 110 until the value reaches 0. Therefore, the counter unit 109 starts counting down and opens the fuel injection valve 4 via the power amplifier 110, so that the fuel is not synchronized with the rotation of the engine 1. Injection is performed and fuel increase control is performed.

After performing the process in step 330, the process skips to B and ends the water control routine.

In this embodiment configured as described above, the opening degree TAi of the throttle valve is read every 20''lll5OC, the interval speed ΔTA between them is detected, and when the opening speed ΔTA is greater than a predetermined value, the asynchronous The throttle opening range TAb for controlling the fuel increase (J: for injection) is calculated based on a pre-stored map, and the actual throttle opening Ai of the thrower 1 to 1 valve is calculated. Range T A
If it is within b, the amount of fuel T A sy to be injected to the engine 1 is determined according to the throttle speed range ΔTA, and fuel injection is performed without synchronizing with the rotation of the engine to control the increase in fuel amount. Jζ is configured to perform the following.

Therefore, the asynchronous injection of fuel starts from the start of acceleration at a predetermined throttle valve 1 determined according to the opening speed of the throttle valve.
Since this is only carried out up to 11 degrees, it prevents the problem of the air-fuel ratio becoming over-lean due to a delay in the response of the intake pipe pressure sensor 2 that detects the amount of intake air, and maintains a good driver even immediately after acceleration starts. ability to be maintained. In addition, fuel injection is not synchronized with the rotation of the engine and is carried out immediately when the start of acceleration is detected by a change in the opening degree of the throttle valve 9. Therefore, for synchronous injection, fuel injection control is performed immediately after the start of acceleration is detected by a change in the opening degree of the throttle valve 9. The problem of the air-fuel ratio being held until the time of injection and causing the air-fuel ratio to become over-lean during this time, resulting in deterioration of drivability, has also been sufficiently resolved.

In this embodiment, the intake pipe pressure sensor 9 is used to detect the amount of intake air.
However, even when using an air 70 meter that detects the flow rate of intake air, there is a response delay due to inertia in the air 7 meter, so when using the internal combustion engine fuel supply control device of this embodiment. , a similar effect can be achieved.

Furthermore, in this embodiment, a 6-cylinder engine in which synchronous injection is performed has been described, but the present invention can also be applied to other multi-cylinder engines such as 4-cylinder and 8-cylinder engines, and each cylinder can be independently injected. There is no problem in applying the present invention to a multi-cylinder engine that performs fuel injection, or to a multi-cylinder engine that supplies fuel to each cylinder by a method other than fuel injection. Furthermore, in this embodiment, the opening degree of the throttle valve for performing asynchronous injection is corrected based on the throttle opening speed using a correction coefficient (Kl, 2) depending on the engine cooling water temperature and engine speed. Alternatively, correction may be made using the opening degree of the throttle valve at that time, the position of 1 to V of the transmission, etc.

In this case, for example, using the 7th gear of the transmission means changing the amount of fuel increased by asynchronous injection according to the output torque that is being extracted from the engine, which improves drivability during acceleration. It has the advantage of being well maintained.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments in any way, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention.

[Effects of the Invention] As detailed above, the fuel supply n for the internal combustion engine of the present invention
The u device detects the 6rI degree of a valve that is installed in the intake air flow path and adjusts the gap between the intake air and the rate of change in its opening degree (listening speed), and supplies additional fuel based on both. mttt the valve opening to start accelerating the opening range
and when the opening degree of the valve is within this range,
It is configured to provide additional fuel supply without synchronizing the rotation of the internal combustion engine.

Therefore, when acceleration starts, in anticipation of the response delay that exists in the intake air amount detection, the fuel supply, which is not necessarily synchronized with the rotation of the internal combustion engine, starts from the start of acceleration at the valve that adjusts the intake air amount. Since this is carried out only up to a predetermined valve opening determined according to the opening speed, it is possible to prevent the problem of the air-fuel ratio becoming over lean due to a response delay of the means for detecting the intake air gap, and to start acceleration. There is an excellent effect that good drivability can be maintained even immediately after driving. In addition, the same JIIJ is applied to the rotation of the internal combustion engine.
``Additional fuel supply is carried out as soon as the start of acceleration U1 is detected by a change in the opening degree of the valve, without causing any acceleration. It is also possible to sufficiently solve the problem that the air-fuel ratio is held until the next synchronized fuel supply and the air-fuel ratio during this period becomes over-lean, resulting in deterioration of drivability.

[Brief explanation of drawings]

Fig. 1 is a graph for explaining the response delay that exists in the detection of intake air amount, Fig. 2 is a 7.4 line fishing configuration diagram of the present invention, and Fig. 3 is an internal combustion engine according to an embodiment of the present invention and its surroundings. A schematic configuration diagram showing the configuration of the device, FIG. 4 is a block diagram showing the control system centered on the electronic control circuit, and FIG. 5 shows the detection timing of the three sensors built into the rotation angle sensor 8. The time chart, FIG. 6, shows the control of the embodiment.
1-chart, Fig. 7 is a map giving the throttle opening T A ao from the start of acceleration corresponding to the throttle opening speed ΔTA, Fig. 8 is an explanation of the value of 1 for the correction coefficient.
The graph shown in FIG. 9 is also a graph regarding the correction coefficient of 2. 1... Engine 2... Intake pipe pressure sensor 4... Fuel injection valve 8... Turn Φl angle sensor 10... Thrower 1 to opening degree sensor 20... Electronic control circuit 100... CPU generation Jtsu! Person Patent attorney established and trained 1 person Figure 1

Claims (1)

[Claims] 1. Detects the amount of intake air adjusted by a valve numbered in the flow path of intake air to the internal combustion engine and the rotational speed of the internal combustion engine, and controls the supply of fuel to the internal combustion engine based on both. A fuel supply control device for an internal combustion engine configured to determine a supply amount and supply fuel in synchronization with the rotation of an internal combustion engine, comprising: a valve opening detection means for detecting an opening of the valve; valve opening speed detection means for detecting the rate of change in the internal combustion engine; asynchronous fuel supply means for additionally supplying fuel to the internal combustion engine without synchronizing with the rotation of the internal combustion engine; Based on the rate of change in the degree of change, the range of valve opening for additional fuel supply is determined using the valve opening at the start of acceleration as a reference, and if the detected valve opening is within the range, the asynchronous fuel 1. A fuel supply control device for an internal combustion engine, comprising: additional fuel supply control means for controlling a supply means to supply fuel. 2. The internal combustion m-diagram fuel supply control device according to claim 1, wherein the range of valve openings for additional fuel supply is corrected depending on the operating state of the vehicle and/or the internal combustion engine.