JPS62150034A - Fuel feed quantity control device of internal-combustion engine - Google Patents

Abstract

PURPOSE:To invariably obtain the optimum actual air/fuel ratio and improve fuel consumption by stopping augmetation correction of fuel during slip control in a vehicle provided with the second throttle valve to perform slip control of the vehicle. CONSTITUTION:When a vehicle is judged to be under acceleration based on the opening data of the first throttle valve M4 provided in an intake passage M2 and interlocked with an acceleration pedal M3, augmentation correction of fuel is performed by a fuel augmentation correction means M5. The second throttle valve M6 is provided downstream the valve M4, and acceleration slip control of a vehicle M7 is performed by controlling this valve M6 with an acceleration slip control means M8. In this constitution, when it is detected that the vehicle is under acceleration slip control by the acceleration slip control means M8, implementation of augmentation correction is prohibited by a prohibition means M9.

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Industrial Field of Application] The present invention relates to a fuel supply amount control device for an internal combustion engine, and particularly relates to a fuel supply amount control device for an internal combustion engine having a second throttle valve driven to perform vehicle slip control. The present invention relates to a fuel supply amount control device.

[Prior Art] In recent years, the amount of intake air per cylinder of an internal combustion engine is electrically detected, and the amount of fuel supplied to the internal combustion engine is electrically controlled based on this amount of intake air (for example, electromagnetic fuel injection). Electronic fuel supply amount control devices (controlled by the opening time of a valve) are becoming popular.

These electronic fuel supply amount control devices can accurately control the air-fuel ratio of the internal combustion engine and provide excellent drivability when the engine is in steady operation, but it is difficult to achieve the desired level during sudden acceleration. acceleration was not achieved.

Therefore, as described in Japanese Patent Application Laid-Open No. 56-101030, the opening speed of the throttle valve is detected to detect sudden acceleration, and during sudden acceleration, internal combustion is determined according to the intake air amount and rotation speed of the engine. A fuel supply amount control device has been proposed that improves acceleration performance during sudden acceleration by increasing the basic supply amount in synchronization with the rotational speed.

In addition, as described in Japanese Patent Application Laid-Open No. 59-93935, the acceleration performance during sudden acceleration is improved by supplying the amount of fuel according to the opening degree of the throttle valve asynchronously to the rotational speed of the internal combustion engine. A fuel supply amount control device was also proposed.

On the other hand, some internal combustion engines have an intake passage configured as a double throttle valve with two valves in series by adding a second throttle valve upstream or downstream of a normally used first throttle valve.

This second throttle valve is for controlling vehicle slip, and when acceleration slip occurs, the second throttle valve is driven in the closing direction by a motor to reduce the amount of intake air and control the output torque of the internal combustion engine. Some devices are designed to suppress the rotation of the drive wheels (for example, Japanese Patent Application No. 184768/1987, proposed by the present applicant).

[Problems to be solved by the invention] However, when the conventional fuel supply amount control device is installed between the internal combustion waves having the second throttle valve for vehicle slip control in the conventional technique, the following problems occur. A similar problem arose.

When vehicle acceleration slip occurs, the vehicle acceleration slip control computer executes acceleration slip and slip control that drives the motor to drive the second throttle valve in the opening direction, as described above. As a result, the second throttle valve is closed more than the first throttle valve, so the intake air amount of the internal combustion engine is determined by the opening degree of the second throttle valve.

In the above state, when the vehicle driver suddenly depresses the throttle pedal, the first throttle valve opens suddenly. Then, in the fuel supply amount control device, the opening degree data of the first slot valves 1 to 1 is read, and a corresponding increase correction of the synchronous or asynchronous fuel supply amount during sudden acceleration is executed. As a result, the amount of fuel supplied to the intake air amount is increased to a value greater than the actual intake air amount of the internal combustion engine, resulting in an overrich air-fuel ratio, which causes impact noise and vibrations due to a misfire in the internal combustion engine. , problems of deterioration of drivability and deterioration of fuel efficiency occur.

Therefore, the present invention was made in view of the above problems, and even in an internal combustion engine having a second throttle valve for vehicle slip control, it is possible to always maintain an optimum air-fuel ratio of 1q.
It is an object of the present invention to provide an excellent fuel supply amount control device that can stabilize combustion in an internal combustion engine and improve drivability and fuel efficiency.

Structure of the Invention [Means for Solving the Problems] In order to achieve the above object, the present invention has the following structure as a means for solving the problems. The present invention is the first
As illustrated in the figure, it is determined that acceleration is occurring based on the first throttle valve M4 provided in the intake passage M2 of the internal combustion engine M1 and linked to the accelerator pedal M3, and the opening degree data of the first throttle valve M4. a fuel increase correction means M5 for performing an increase correction of fuel supplied to the internal combustion engine M1; a second throttle valve M6 provided upstream or downstream of the first throttle valve M4; Vehicle M that drives M6 and is equipped with internal combustion engine M1
Acceleration slip control means M8 for executing the acceleration slip control of No. 7.
a prohibition means M9 for prohibiting execution of the fuel increase correction in the fuel increase ω correction means M5 when it is detected that the acceleration slip control is being executed. The gist of this paper is a supply amount control device.

Here, the first throttle valve M4 is a main throttle valve that is opened and closed in conjunction with the accelerator pedal M3.

Next, the fuel increase correction means M5 means, for example, the internal combustion engine M1
This is to perform an increase correction on the basic fuel I supply amount determined according to the intake air amount and rotation speed of In this case, the increase correction is performed synchronously or asynchronously with the rotation of the internal combustion engine M1. Furthermore, the first throttle valve M4
The opening data is data indicating the opening speed of the first throttle valve M4, for example, the opening speed data of the first throttle valve M4 detected by a throttle opening sensor,
Refers to data such as the depression speed of the accelerator pedal M3 detected by the accelerator opening sensor.

The second throttle valve M6 is a sub-throttle valve provided separately from the first throttle valve M4, which is opened and closed in conjunction with the accelerator pedal M3.

The acceleration slip control means M8 detects when an acceleration slip occurs, and drives the second throttle valve M6 in the closing direction by a motor to reduce the amount of intake air, thereby controlling the internal combustion engine M.
It is configured to control the output torque of 1 and suppress the rotation of the drive wheels.

To detect the occurrence of acceleration slip, for example, the vehicle
λU may be calculated when the rotational speed of the drive wheels 17 exceeds a predetermined acceleration, or when the rotational speed exceeds a predetermined value relative to the vehicle body speed.

The prohibition means M9 determines whether or not the acceleration slip control means M8 is executing the h0 speed slip control of the vehicle M7.
When detected and being executed, the fuel increase correction means M
Execution of fuel increase correction in step 5 is prohibited. On the other hand, if it is not being executed, execution of the fuel increase correction is permitted. The inhibiting means M9 is configured, for example, as a logical arithmetic circuit with a built-in microcomputer, and performs control according to the processing procedure written in advance in a ROM etc. Specifically, for example, it determines whether or not it is being executed. The detected result may be stored as a flag in a register such as a RAM, and based on the flag, it may be determined whether execution of the fuel increase correction means M5 is prohibited or permitted.

[Operation] To explain the operation of the present invention, the fuel increase correction means M
5 determines whether the engine is accelerating based on the opening degree data of the first throttle valve M4, and when it is determined that it is accelerating, performs correction to increase the amount of fuel supplied to the internal combustion engine M1. Acceleration slip control means M8 detects acceleration slip of vehicle M7 equipped with internal combustion engine M1, drives second throttle valve M6, and executes acceleration slip control. The inhibiting means M9 detects that the acceleration slip control of the vehicle M7 is being executed based on the output of the acceleration slip control means M8, and when the acceleration slip control is being executed, the inhibiting means M9 causes the fuel increase correction means M5 to increase the amount of fuel. Plow to prohibit the execution of corrections. On the other hand, if it is not being executed, the fuel increase correction means M
5, the amount of fuel supplied to the internal combustion engine M1 is corrected to increase.

[Example] Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 is a schematic configuration diagram of the first embodiment, and is a front engine rear drive (FR) equipped with a gasoline engine.
The present invention is applied to an automobile of the type (type). In the figure, 1 is an engine, a 4-cylinder fuel injection type engine, 2
is an intake pipe, 3 is an air flow meter, 4 is a fuel injection valve provided for each cylinder that supplies fuel into the intake air, 5 is a spark plug (in the figure, fuel injection valve 4 and spark plug 5 are for one cylinder only) ), 6 is a distributor that supplies high voltage to the spark plug, 7 is an engine speed sensor consisting of a gear and an electromagnetic pickup, and 8 is driven via a number of links in response to depression of the accelerator pedal 9. 10 is a second throttle valve provided upstream of the first throttle valve 8 to adjust the intake air amount during acceleration slip control; 11 is the second throttle valve 8;
A DC motor drives the throttle valve; 12 is a first throttle sensor that detects the throttle opening of the first throttle valve 8; and 13 is a second throttle sensor that detects the throttle opening of the second throttle valve 10.

The throttle sensors 12 and 13 each output a detection signal according to the opening degree of each throttle valve 8.10, and when the opening degree is small, a low voltage is output, and when the opening degree is large, a high voltage is output. be done. Note that ]4 is a water temperature sensor that detects the temperature of the cooling water of the engine 1.

On the other hand, 20.21 represents the left and right drive wheels, respectively, and the power of the engine 1 is transmitted to the transmission 22.21. The signal is transmitted via the propeller shaft 23 and the like. 24 again. 25 is a left and right drive wheel speed sensor that detects the rotational speed of the left and right drive wheels 20 and 21, 26 and 27 are left and stone idle wheels that rotate as the car runs, and 28 and 29 are left and right drive wheels, respectively.・This is the right idle wheel speed sensor. In addition, these sensors 24, 25, 2
8°29 consists of gears and an electromagnetic pickup.

Next, 30 is an electronic control circuit for engine control constructed by a microcomputer, and 40 is an electronic control circuit for acceleration slip control also constructed by a microcomputer, each of which will be explained with reference to the schematic block diagram of FIG. 3.

The engine control electronic control circuit 30 on the back side of FIG. 3 will be explained. J-3 in the figure, 31 pannographs and calculates data detected by the air flow meter 3, engine speed sensor 7, first throttle sensor 12, and water temperature sensor 14 according to a control program, and controls the fuel injection valve 4. A central processing unit (CPU) 32 performs processing for opening and closing, and a read-only memory (ROM) stores data such as the control program and maps.
, 33 is a random access memory (RAM) in which the data from each of the above-mentioned sensors and data necessary for arithmetic control are temporarily read and written, and 34 is a multiplexer that selectively outputs the output signals of the waveform shaping circuit and each sensor to the CPU 31. 35 is an output circuit that outputs control signals to the fuel injection valve 4 and the distributor 6, 36 is a data communication port that receives control data from the acceleration slip control electronic control circuit 40, and 37 is the CPU 3 “1.RO
A path line 3B connects each element such as M32, an input circuit 34, an output circuit 35, and a data communication boat 36 and serves as a path for various data, and 3B represents a power supply circuit that supplies power to each of the above sections.

Engine control electronic control circuit 30 configured as above
Now, the air flow meter 3 and engine speed sensor 7
The basic fuel injection amount is calculated according to the operating state of the engine 1 detected by Fuel injection control (synchronous injection) that increases and corrects the basic fuel injection amount, and acceleration asynchronous fuel that injects fuel when the vehicle accelerates asynchronously with the rotation of the engine 1, except when it is received from the electronic control command 30 and is being executed. Executes jetting control as well.

Next, in FIG. 3, the electronic control circuit 4 for acceleration slip control
0 will be explained. In the figure, 41 inputs and calculates data detected by each driving wheel speed sensor 24, 25, 28, 29 and each throttle sensor (12, 13) according to a control program, and drives the DC motor 11. A CPU that performs processing for control, 42 a ROM, 4
3 is a RAM, and 44 is a CPU for output signals from each of the above sensors.
The input circuits 44 and 45 that output the DC motor 11 to the CP
46 represents a data communication port that sends control data to the engine control electronic control circuit 30; 47 represents a pass line; and 48 represents a power supply circuit. .

In the acceleration slip control electronic control circuit 40 configured as described above, each wheel speed sensor 24, 25, 28, 29
, and the second throttle valve 1 by driving the DC motor 11 based on the detection signals from each throttle sensor 12 and 13.
In addition to executing acceleration slip control to open and close 0,
Detects that acceleration slip control is being executed and sends data indicating that it is being executed to data communication ball l~46.
It is transmitted to the electronic control circuit 30 for engine control via.

The acceleration slip control executed by the acceleration slip control electronic control circuit 40 and the detection process for detecting the execution of the acceleration slip control are shown in FIGS. 4, 5, and 6 below. A detailed explanation will be provided according to the flowchart.

First of all, in FIG.
This represents an acceleration slip determination routine for calculating the motor speed of 1), and by repeatedly executing this process at predetermined intervals, acceleration slip can be constantly monitored.

When the process is started, step 101 is first executed, and the speed sensors 24, 25, 28, 29 provided on each of the wheels are
and the detection signals from each throttle sensor 1213 are read, and the average rotational speed Vr of the left and right drive wheels is determined.
(hereinafter referred to as driving wheel speed), average rotational speed Vf of left and right idle wheels (hereinafter referred to as idle wheel speed), first
A throttle distance θ1 and a second throttle distance θ2 are calculated.

Next, in step '102, the idle wheel speed V determined above is
Based on f, a reference wheel speed Vt for determining acceleration slip is calculated using the following formula % formula %. This coefficient of 1.2 means that the maximum frictional force is generated between the tires of the drive wheels and the road surface during acceleration, and the rotation of the drive wheels is controlled so that the optimum acceleration performance is obtained, that is, the slip ratio is 20%. This is the first shift set for control.

When the reference wheel speed Vt is calculated in step 102,
Proceed to step 103 and check step 101 above whether or not the drive wheel speed Vr determined by the iron exceeds the reference wheel speed Vt. Decide whether or not. If rYEsJ is determined in step 103, that is, the tire starts to spin, then in the subsequent step 104, the DC motor 11 is driven in the closing direction of the second throttle valve 1Q in order to prevent the tire from spinning. The flag Fa is set and the process moves to the next step 105.

In step 105, the target opening degree θ2' of the second throttle valve 10 when closing the second throttle valve 10 is determined.
The idle wheel speed Vf is set using a map A as shown in FIG. 7 having a parameter, and the process proceeds to step 106.

On the other hand, if it is rNOJ in step 103, that is,
When it is determined that the drive wheels are not spinning,
The process moves to step 107 and the flag Fa is reset.

Then, in the next step 108, the second throttle valve 1
The target opening degree θ2- of 0 is calculated using a map B as shown in FIG.
Move to 9.

In step 109, it is determined whether the target opening degree θ2- of the second throttle valve 10 determined in step 108 is larger than the first throttle opening degree θ1. In step 109, if rYEsJ, that is, 02''>θ1, the process moves to step 110, and the target opening degree θ2- is changed to θ1.
Set the value of θ2−≦01 and proceed to step 106.
If so, the process directly proceeds to step 106.

Note that the processing in steps 108 to 110 above is as follows:
This process was added in consideration of the fact that if the second throttle valve 10 is fully opened when acceleration slip has not occurred in the drive wheels, the response will be delayed when acceleration slip occurs again, and it is likely that acceleration slip will occur. Sometimes, the drive of the second throttle valve 10 in the opening direction is limited, and the opening degree does not need to be greater than the opening degree of the first throttle valve 8. The opening degree is limited so as not to exceed θ1.

As described above, the target opening degree 02 of the second throttle valve 10
- is set, step 106 is executed, and in step 106, the set target opening degree θ2- is compared with the second throttle angle θ2 determined in step 101, Depending on the deviation, the DC motor 11
Set the rotation speed Vs. Incidentally, when setting the rotational speed Vs, a map C as shown in FIG. 9 is used. In this way, we pass through this routine and end it for now.

Next, FIG. 5 shows the rotational speed VS of the DC motor 11 determined by the acceleration slip determination routine in FIG. 4 above and the flag F.
Based on the value of a, the DC motor is driven in the opening direction or closing direction of the second throttle valve 10 to actually execute the acceleration slip control, and the execution of the acceleration slip control is actually started. This figure shows the acceleration slip control and its start detection routine for detecting the acceleration slip control.

This process is executed by interrupts at predetermined time intervals. When the process is started, step 201 is first executed to determine whether or not the flag Fa is set, that is, whether or not acceleration slip is currently occurring and the second slots 1 to 10 are to be driven in the closing direction. . In step 201 rYEsJ
That is, if the flag Fa is set, the process moves to step 202 and the DC motor 11 is
The second throttle valve 10 is driven in the closing direction at the rotational speed Vs set in 06. In the following step 203, a flag F indicating that execution of acceleration slip control has started is set.
Set 1 to 1 to b (which is initially initialized to the value O). In the following step 20ll, the data of this flag "b" is sent to the electronic control circuit 30 for engine control via the data communication port 46.

On the other hand, if it is determined in step 201 that rNOj and the hit flag Fa are reset, the routine moves to step 205, where the DC motor 11 is driven at the rotational speed Vs in the opening direction of the second throttle valve 10. At this time, the rotational speed Vs may be rOJ, but in that case, the DC motor 11 will not be driven. In this way, this routine is displayed and is temporarily terminated.

Therefore, in this acceleration slip control and its start detection routine, when the driving wheel speed Vr exceeds the reference speed Vt and acceleration slip occurs, the target opening degree 02'' of the second throttle valve 10 changes to the idle wheel speed f, i.e. The second throttle valve 1 is set according to the traveling speed of the vehicle.
0 is closed, the engine output can be smoothly suppressed without generating a large engine brake when the vehicle is running. Furthermore, since the second throttle pulse 10 described above is closed, it is possible to detect that execution of acceleration slip control has started.

Next, FIG. 6 shows an end detection routine for detecting that execution of the acceleration slip control has actually ended, and is executed continuously after the acceleration slip control and its start detection routine shown in FIG. 5 are completed.

When the process is started, step 301 is executed first.

In step 301, the timer of the CPU 31 resets the timer 1 time t to the value O using the function. In the following step 302, it is determined whether the second throttle hearing degree θ2 calculated in step 101 of FIG.

In step 302, if rYEsJ, that is, θ2≧01, the process moves to the subsequent step 303. On the other hand, step 3
02: ``If NOJ, terminate this routine and temporarily terminate.

In step 303, the above-described timer time t is incremented by 1, and in the subsequent step 304, it is determined whether the incremented timer time t has a value corresponding to 0.1 seconds.

If "NO" in step 304, that is, 0.1 second has not elapsed, the process returns to step 302 and repeats the above process. On the other hand, if "YES" is determined in step 304, that is, 0.
If one second has elapsed, the process moves to step 305.

In step 305, an upper limit value Vf 1 and a lower limit value Vf 2 are calculated from the idle wheel speed Vf calculated in step 101 of FIG. 4 above. This process is carried out by the above-mentioned idle wheel speed Vf
The value obtained by adding a small constant a to the value Vf is set as the upper limit value Vf1, and the value obtained by subtracting the small constant a from Vf is set as the lower limit value Vf2.

In the following step 306, step 101 in FIG.
It is determined whether the drive wheel speed vr calculated in step 305 is smaller than the upper limit value Vf1 extracted in step 305 above.

In step 306, if rYEsJ, that is, Vr < Vf 1, the process moves to the following step 307, and the driving wheel speed Vr
It is determined whether or not is larger than the lower limit value Vf 2 calculated in step 305 above. rYEsJ in step 307
, that is, if Vr>'Jf 2, the following step 308
Move to. On the other hand, if the result in step 306 is 1NO, or if the result in step 307 is rNOJ, this routine is performed and the routine is temporarily terminated. That is, the upper limit Vf 1 and the lower limit (direct Vf
f2 is a constant set to determine whether the idle wheel speed Vf and the driving wheel speed Vr are approximately equal.

In step 308, a value O is set in a flag Fb indicating that execution of acceleration slip control has started. In the subsequent step 309, the data of this flag Fb is sent to the engine control electronic circuit 30 via the data communication boat 46.
Send to. This completes the routine.

Therefore, in this end detection routine, it is possible to detect that execution of the acceleration slip control has ended.

Next, the fuel injection control executed by the engine control electronic control circuit 30 will be explained in detail with reference to FIGS. 10 to 13.

FIG. 10 moves to flowchart 1 representing a routine for calculating the fuel injection amount in synchronization with the rotation of the engine 1. This process is well known;
This process is constantly repeated while the engine 1 is running. When the process is started, in step 401, the intake air ff1Q detected by the air flow meter 3 and the engine rotation speed N detected by the engine rotation speed sensor 1) are read, and the process proceeds to step 402. In step 402, a signal input from the acceleration slip control electronic control circuit 40 via the data communication port 36 is read, and its value is set in the flag Fb. In the subsequent step 403, the basic fuel injection amount τO is calculated based on the intake air iQ and the engine rotation speed N read in the step 401, and
The process moves to step 404.

In step 404, it is determined whether the flag Fb set in step 402 has a value of 1 or not. Step 4
If rNOJ is determined at 04, that is, Fb=O, the process moves to the subsequent step 405. Meanwhile, in step 404, rYEs
J, that is, when Fb=1, the process moves to step 406.

In step 405, the increase coefficient PTA for the fuel injection amount during vehicle acceleration set in the acceleration increase coefficient calculation routine shown in FIG. 11 and the acceleration increase coefficient reduction routine described later shown in FIG. 12 is read, and the process moves to step 407. do. On the other hand, in step 406, the increase coefficient PTA is set to 1.0.
is set, and the process moves to step 407. Then, in step 407, a fuel injection amount correction coefficient α set in another correction coefficient calculation routine (not shown) is read, and the process proceeds to step 408. Note that the correction coefficients read in step 407 include the conventionally known starting increase coefficient at the time of starting the engine, warm air increase coefficient m when the engine is cold, and the like.

Next, in step 408, the above-determined fuel injection lJ't
The above step 403 using the increase coefficient PTA of m and α
The basic fuel injection amount τO calculated in step 1 is corrected to determine the actual fuel injection amount τ, and the processing of this routine is temporarily terminated.

The actual fuel injection amount τ obtained in this way is used to open the fuel injection valve 4 by the fuel injection valve drive control (not shown), and the actual fuel injection amount Q=lffiτ is injected from the fuel injection valve 4 of each cylinder. The fuel will be injected in synchronization with the rotational speed of the engine 1.

Next, FIG. 11 shows the acceleration increase coefficient calculation routine for calculating the acceleration increase coefficient PTA when the vehicle accelerates as described above. This process is carried out for a predetermined period of time, for example 20 [m5ec
] First, in step 501, the first throttles 1 to 1 read the detection signal from the inner cylinder 12 and calculate the throttle opening degree θ1. Then, the process moves to the next step 502, and the deviation Δθ1 between the throttle opening θ1 obtained in step 501 and the thrower 1 health opening θ1 (n-1) obtained when this process was executed last time is calculated as the difference Δθ1 of the throttle valve. The opening speed is calculated as the opening speed (hereinafter referred to as inter-throttle speed), and the process moves to the next step 503.

In step 503, it is determined whether or not the throttle opening speed Δθ1 exceeds a predetermined value of 1. If Δθ1>Kl, step 504 is executed, and if Δθ1≦1, this routine is executed. end once.

In step 504, which is executed when it is determined that Δθ1>K1, a value obtained by adding a predetermined value β to the current acceleration increase coefficient PTA is assigned as the acceleration increase coefficient PTA, and the processing of this routine is temporarily terminated.

Next, the above-mentioned acceleration increase coefficient reduction routine shown in FIG. 12 is executed every predetermined time, for example, every 4 [m5ec],
First, in step 601, it is determined whether the acceleration increase coefficient PTA is larger than "o".

Then, if it is determined that PTA>O, the next step 602
At step, the value of PTA is subtracted by a predetermined value γ, and the processing of this routine is temporarily terminated. On the other hand, in step 601, FT△≦O
If it is determined that the PTA value is “0” in step 603,
” and temporarily end the processing of this routine.

Next, asynchronous fuel injection control during acceleration in which fuel is injected asynchronously with the rotation of the engine 1 will be explained along flowcharts 1 to 1 representing the acceleration asynchronous fuel 1 [4 injection amount control routine in FIG. 13]. Ru. This process is executed at predetermined intervals, and when the process starts, first step 7
In 01, from the acceleration slip control electronic control circuit 40,
The signal input through the data communication port 36 is read and set in the wall 5 Fb. In the following step 702, it is determined whether the set flag Fb is 1 or not. If "NO" in step 702, that is, Fb=O, the process moves to the subsequent step 703.

On the other hand, if rYEsJ is determined at step 702, that is, Fb-1, this routine is aborted and temporarily terminated.

In step 703, the engine rotation speed N detected by the engine rotation speed sensor 7 and the cooling water temperature detected by the water temperature sensor 14 are read. In the following step 704, the detection signal from the first throttle sensor 12 is read and the throttle opening degree θ1 is calculated. In the following step 705,
Throttle opening degree θ1 determined in step 705 above
The throttle opening speed Δθ1 is calculated from the throttle opening degree θ7(n-1) obtained when this process was executed last time, and in the subsequent step 706, it is determined whether the throttle opening speed Δθ1 exceeds a predetermined value of 2. However, if Δθ1>K2, the process moves to step 707, and if Δθ1≦2, the process of this routine is temporarily ended.

In step 707, the engine rotation speed N and cooling water temperature THW obtained in step 703, and step 70
The asynchronous fuel injection amount is calculated based on the throttle opening degree θ1 obtained in step 4, and the processing of this routine is temporarily ended. Note that using this asynchronous fuel injection amount, fuel will be injected asynchronously to the rotation of the engine 1.

Therefore, in the engine control electronic control circuit 30 configured as described above, the signal input from the acceleration slip control electronic control circuit 40 via the data communication port 36 has a value of 1.
If not, the fuel injection amount during vehicle acceleration is corrected to increase according to the acceleration increase coefficient PTA, and furthermore, fuel injection is performed asynchronously, thereby improving the acceleration performance of the vehicle. When the signal input through the capacity data communication port 36 has a value of 1, the execution of the increase correction during synchronization and the asynchronous fuel injection is prohibited.

The configuration of the fuel supply amount control device for an internal combustion engine according to the present embodiment has been described above in detail. However, in this embodiment, the acceleration slip control electronic control circuit 30 determines whether or not acceleration slip control is being executed. The operation to be executed E [ffi (software) flag Fl) is memorized by setting it to the value 1,
When the flag Fb is 1 (acceleration slip control is being executed), the configuration is such that execution of fuel increase correction is prohibited, and therefore, the acceleration slip control causes the second throttle valves 1 to 10 to change to the first throttle valve 8. Compared to this, even if the engine is driven closer to the closed position, the optimum air-fuel ratio can always be obtained, the combustion of the internal combustion engine will be stabilized, and drivability and fuel efficiency can be improved.

Note that the routines shown in FIGS. 14 and 15 may be used instead of the end detection routine shown in FIG. 6. FIG. 14 is a flowchart showing a completion detection routine, and FIG. 15 is a flowchart showing a completion interrupt routine executed by an interrupt every predetermined time a. After the acceleration slip control and its start detection routine shown in FIG.
The routine shown in FIG. 14 is executed, and when the process is started, step 801 is executed. Step 801゜80
2.803.804 are respectively steps 302.3 in FIG.
It is the same as 05, 307, 301, and detailed explanation is omitted, but the second throttle opening degree θ2 or the first throttle opening degree 0
When the driving wheel speed is not 1 or more, or when the driving wheel speed is 6. When the driving wheel speed 6 is not greater than the predetermined value tib, the timer 1 hour t is reset.

When the processing of the flowchart in FIG. 15 is started by an interrupt, the timer 1 time t is set to a predetermined time a in step 901.
Increment by In the following step 902, it is determined whether the timer time t is 0.1 seconds or more, and rYEsJ
, that is, when 0.1 seconds have passed, the following step 903,
Run 904.905. Steps 903, 904.
905 is the same as steps 308, 309, and 301 in FIG. 6, and the explanation thereof will be omitted. RD: This routine judges whether 0.1 seconds have elapsed for the timer 1 hour ↑ including υ1, and sets the value 1 to the flag Fb sent from the data communication port 46 when 0.1 seconds have elapsed. ing.

Above, another embodiment of the end detection routine of FIG. 6 of one embodiment has been explained, but according to this process, the progress I'11'
The I-interval determination is made using an interrupt, and the CPU 41 can be used effectively. As described above, it goes without saying that the present invention can be implemented in various forms without departing from the spirit thereof.

Effects of the Invention As detailed above, the fuel supply amount control device of the present invention has a first throttle valve that is connected to an accelerator pedal, which is installed in the intake passage of an internal combustion engine, and data on the opening degree of the first throttle valve. a fuel increase correction means for executing an increase correction of fuel supplied to the internal combustion engine when it is determined that acceleration is occurring based on the above, and a second throttle valve provided upstream or downstream of the first throttle valve; A fuel supply amount control device for an internal combustion engine, comprising: acceleration slip control means for driving the second throttle valve to perform acceleration slip control of a vehicle equipped with the internal combustion engine; and a prohibition means for prohibiting the execution of the fuel increase correction in the fuel increase correction means when it is detected that the acceleration slip control of the vehicle is being executed, so that the optimum air-fuel ratio is always maintained. 1. Combustion within the internal combustion engine can be stabilized to improve drivability and fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of the present invention, FIGS. 2 to 13 show an embodiment of the present invention, FIG. 2 is a schematic configuration diagram thereof, and FIG. 3 is an electronic control circuit for engine control. FIG. 4 is a flowchart showing an acceleration slip determination routine executed by the electronic control circuit for acceleration slip control;
FIG. 5 is a flowchart showing the acceleration slip control and its start detection routine, FIG. 6 is a flowchart showing the end detection routine of the acceleration slip control, and FIGS. 7 to 9 are acceleration slip determination routines, respectively. Fig. 10 is a flowchart showing the synchronous fuel injection force calculation routine executed by the electronic control circuit for engine control, and Fig. 11 shows the acceleration increase coefficient calculation routine. FIG. 12 is a flowchart showing the acceleration increase coefficient reduction routine, FIG. 13 is a flowchart showing the acceleration asynchronous fuel injection m control routine, and FIGS. 14 and 15 show other embodiments of the present invention. ,
FIG. 14 is a flowchart showing the end detection routine executed by the electronic control circuit for acceleration slip control, and FIG. 5 is a flowchart showing the end interrupt routine similarly executed by an interrupt. 1...Engine 4...Fuel injection valve 8...First throttle valve 10...Second slot 1 hell valve 11...DC motor

Claims (1)

[Scope of Claims] A first throttle valve provided in an intake passage of an internal combustion engine and linked to an accelerator pedal; a second throttle valve provided upstream or downstream of the first throttle valve; and driving the second throttle valve to mount the internal combustion engine. Acceleration slip control means for executing acceleration slip control of a vehicle; and a fuel supply amount control device for an internal combustion engine, further comprising detecting that the acceleration slip control of the vehicle is being executed by the acceleration slip control means. 1. A fuel supply amount control device for an internal combustion engine, comprising: prohibition means for prohibiting execution of the fuel increase correction in the fuel increase correction means in case of the above.