L-Jetronic fuel injected engine control device and method smoothing air flow meter overshootFlow Meter Abstract: Flow Meter Claims: 1. In an internal combustion engine comprising an intake manifold, a fuel injection valve fitted to said intake manifold and adapted to be selectively opened so as to inject fuel into said intake manifold by supply of an actuating signal thereto for a time duration corresponding to that of said actuating signal supplied, and an intake air flow meter of a type having a swingable flapper adapted to be swung by intake air flow for angles corresponding to flow rates of intake air, said intake air flow meter generating an intake air flow rate signal representative of intake air flow rate, a method of controlling fuel injection by said fuel injection valve, comprising the repetitive steps of: (a) sensing revolution of said engine with an engine revolution sensor so as to generate an engine revolution signal representative of revolutionary speed of said engine; (b) determining at a sequence of instants separated by successive intervals successive values of a first quantity which is proportional to said intake air flow rate signal and inversely proportional to said engine revolution signal; (c) determine at said sequence of instants a second quantity which is a sum of a value of said first quantity at an immediately preceding instant to a current instant of said sequence and a predetermined fraction of a difference between said current instant value of said first quantity and said value of said first quantity at said immediately preceding instant to said current instant; and (d) generating said actuating signal to be supplied to said fuel injection valve according to said second quantity, each current rate of time duration in which said actuating signal is supplied to said fuel injection valve being substantially proportional to each current value of said second quantity. 2. In an internal combustion engine comprising an intake manifold, a fuel injection valve fitted to said intake manifold and adapted to be selectively opened so as to inject fuel into said intake manifold by supply of an actuating signal thereto for a time duration corresponding to that of said actuating signal supplied, and an intake air flow meter of a type having a swingable flapper adapted to be swung by intake air flow for angles corresponding to flow rates of intake air, said intake air flow meter generating an intake air flow rate electrical signal representative of intake air flow rate, a fuel injection control device, comprising: (a) an engine revolution sensor for repeatedly responding to revolution of said engine and for producing an engine revolution electrical signal representative of revolutionary speed of said engine; (b) an electronic computer for receiving supply of said intake air flow rate electrical signal and said engine revolution electrical signal, said electronic computer including means for: (i) determining at a sequence of instants separated by successive intervals successive values of a first electrical quantity which is proportional to said intake air flow rate electrical signal and inversely proportional to said engine revolution electrical signal; and (ii) determining at said sequence of instants a second electrical quantity which is a sum of a value of said first electrical quantity at an immediately preceding instant to a current instant in said sequence and a predetermined fraction of a difference between said current instant value of said first electrical quantity and said value of said first electrical quantity at said immediately preceding instant to said current instant; and (c) an interface device which converts said second electrical quantity to said actuating signal supplied to said fuel injection valve to cause it to open for a period corresponding to said value of said second electrical quantity to pass therethrough fuel to be injected into said intake manifold. 3. The method of controlling fuel injection according to claim 1, further comprising the repetitive steps of: (e) determining at said sequence of instants each current amount of fuel caught as adhered onto an inner wall surface of said intake manifold according to each current value of said second quantity, and each current value of fuel thus accumulated on said inner wall surface of said intake manifold; and (f) determining at said sequence of instants each current amount of fuel carried by intake air flow off from fuel accumulated on said inner wall surface of said intake manifold according to each current amount of fuel accumulated on said inner wall surface of said intake manifold; wherein generation of said actuating signal is modified so that each current rate of time duration in which said actuating signal is supplied to said fuel injection valve is substantially proportional to each current value of said second quantity and is further increased by an amount corresponding to each current amount of fuel caught as adhered onto said inner wall surface of said intake manifold and is further decreased by an amount corresponding to each current amount of fuel carried by intake air flow off from fuel accumulated on said inner wall surface of said intake manifold. 4. A method of controlling fuel injection according to claim 3, further comprising repetitively: (g) sensing an intake air temperature by an intake air temperature sensor to generate an intake air temperature signal, wherein said second quantity is further modified by said intake air temperature signal. 5. A method of controlling fuel injection according to claim 3, further comprising repetitively: (g) sensing oxygen content in gases exhausted from said engine by an oxygen sensor to generate an excess air signal, wherein said second quantity is further modified by said excess air signal. 6. A method for controlling fuel injection according to claim 3, further comprising repetitively: (g) sensing temperature of said engine by an engine temperature sensor to generate an engine temperature signal, wherein said second quantity is further modified by said engine temperature signal. 7. A fuel injection control device according to claim 2, wherein said electronic computer further includes means for determining at said sequence of instants each current amount of fuel caught as adhered onto an inner wall surface of said intake manifold according to each current value of said second electrical quantity and each current value of fuel thus accumulated on the inner wall surface of said intake manifold, for determining at said sequence of instants each current amount of fuel carried by intake air flow off from fuel accumulated on said inner wall surface of said intake manifold according to each current amount of fuel accumulated on said inner wall surface of said intake manifold, and for modifying said second electrical quantity so that said second electrical quantity is increased by an amount corresponding to each current amount of fuel caught as adhered onto said inner wall surface of said intake manifold and is decreased by an amount corresponding to each current amount of fuel carried by intake air flow off from fuel accumulated on said inner wall surface of said intake manifold. 8. A fuel injection control device according to claim 2, further comprising: (d) an intake air temperature sensor which responds to temperature of engine intake air and generates an intake air temperature electrical signal, wherein said electronic computer further modifies said second electrical quantity by said intake air temperature electrical signal. 9. A fuel injection control device according to claim 2, further comprising: (d) an oxygen sensor which responds to oxygen content in gases exhausted from the engine and generates an excess air electrical signal, wherein said electronic computer further modifies said second electrical quantity by said excess air electrical signal. 10. A fuel injection control device according to claim 2, further comprising: (d) an engine temperature sensor which responds to engine temperature and generates an engine temperature signal, wherein said electronic computer further modifies said second electrical quantity by said engine temperature electrical signal. Flow Meter Description: The present invention relates to a control device and method for an internal combustion engine equipped with a fuel injection system; and more particularly relates to a control device, incorporating a plurality of sensors and an electronic control computer which receives signals from said sensors and which controls said fuel injection system of said internal combustion engine, said control device accurately and appropriately controlling the amount of fuel supplied by said fuel injection system during various and diverse operational conditions of the internal combustion engine so as to provide good engine operational characteristics, and to a control method for said internal combustion engine equipped with a fuel injection system, said control method being practiced by said device. Fuel injection is becoming a more and more popular method of fuel supply to gasoline internal combustion engines of automotive vehicles nowadays. This is because of the inherently greater accuracy of metering of liquid fuel by fuel injection techniques as opposed to the metering of liquid fuel available in a carburetor type fuel supply system. In many cases the advantages obtained by this greater accuracy of fuel metering provided by a fuel injection system outweigh the disadvantage of the increased cost thereof. For example, this better fuel metering enables engine designers to produce engines with higher compression ratio and more spark advance, which can lead to increased performance characteristics, such as increased power, increased torque, and better engine elasticity. Because a fuel injection system can accurately determine the amount of fuel to be supplied to the airfuel mixture intake system of the vehicle in a wide variety of engine operational conditions, it is possible to operate the engine in a way which generates substantially lower levels of harmful exhaust emissions such as NOx, HC, and CO; and in fact it is possible to satisfy the legal requirements for cleanliness of vehicle exhaust, gases, which are becoming more and more severe nowadays, without providing any exhaust gas recirculation for the engine. This is very beneficial with regard to drivability of the engine, especially in idling operational condition. Further, because of the higher efficiency of fuel metering available, this allows leaner airfuel mixture operation of the engine with still acceptable drivability. With fuel injection provided to a vehicle type, more consistent exhaust emission results are available from vehicles coming off the assembly line at the factory, without complicated, troublesome, and expensive individual adjustments. Further, the warmup control of the vehicle is highly flexible, i.e. can be flexibly adjusted to a wide variety of engine warming up conditions, which contributes considerably to the achieved exhaust emission results. Further, an internal combustion engine equipped with a fuel injection system can be operated in such a way as to be substantially more economical of gasoline than a carburetor type internal combustion engine. This is again because of the greater accuracy available for determination of the amount of fuel to be supplied to the intake system of the vehicle over a wide variety of engine operational conditions. Since it is possible to operate the engine at the stoichiometric air/fuel ratio, and to apply closed loop control to the fuel injection control system, it is possible to reduce the amount of spark retardation, and also the above mentioned dispensing with exhaust gas recirculation is possible, and both of these have significant beneficial effects with regard to fuel consumption. Further, with a fuel injection type fuelair mixture supply system, it is possible to cut off fuel supply entirely when the engine is operating in an overrun mode, which again results in a significantly reduced consumption of fuel. Nowadays, with the increased cost of fuel and the wider demand for fuel economical vehicles, and with legal requirements which are being introduced in some countries relating to fuel economy of automotive vehicles, these considerations are more and more becoming very important. In addition, by the introduction of a fuel injection type fuel-air mixture supply system, a engine of smaller piston displacement can replace an engine with larger piston displacement which is provided with a carburetor type fuel supply system, while providing the same output power, and again this reduces fuel consumption. By the introduction of a fuel injection type fuel-air mixture supply system, also, in many cases it is possible to switch an engine from premium grade type fuel operation to operation on lower grade or regular type fuel, while still providing the same output power, which is economical of the more expensive premium grade type fuels. Some types of fuel injection system for internal combustion engines utilize mechanical control of the amount of injected fuel. An example of this mechanical fuel amount control type of fuel injection system is the so called K-jetronic type of fuel injection system. However, nowadays, with the rapid progress which is being attained in the field of electronic control systems, various arrangements have been proposed in which electronic control circuits make control decisions as to the amount of fuel that should be supplied to the internal combustion engine, in various engine operational conditions. Such electronic fuel injection systems are becoming much more popular, because of the more flexible way in which the fuel metering can be tailored to various different combinations of engine operational conditions. The most modern of these electronic fuel injection systems use a microcomputer such as an electronic digital computer to regulate the amount of fuel injected per one engine cycle, and it is already conventionally known to use the microcomputer also to regulate various other engine functions such as the provision of ignition sparks for the spark plugs. In an electronic fuel injection system, the control system requires of course to know the moment by moment current values of certain operational parameters of the internal combustion engine, the amount of injected fuel being determined according to these values. The current values of these operational parameters are sensed by sensors which dispatch signals to the electronic control system via A/D converters and the like. In such an arrangement, electric signals are outputted by such an electronic control system to an electrically controlled fuel injection valve, so as to open it and close it at properly determined instants separated by proper time intervals; and this fuel injection valve is provided with a substantially constant supply of pressurized gasoline from a pressure pump. This pressurized gasoline, when the fuel injection valve is opened, and during the time of such opening, is squirted through said fuel injection valve into the intake manifold of the internal combustion engine upstream of the intake valves thereof. Thus, the amount of injected gasoline is substantially proportional to the time of opening of the fuel injection valve, less, in fact, an inoperative time required for the valve to open. Sometimes only one fuel injection valve is provided for all the cylinders of the internal combustion engine, or alternatively several fuel injection valves may be provided, up to one for each cylinder of the engine, according to design requirements. The first generation fuel injection systems were of the so called D-jetronic type, in which the main variables monitored by the electronic fuel injection control system are the revolution speed of the internal combustion engine and the vacuum, or depression, present in the intake manifold of the internal combustion engine downstream of the throttle valve mounted at an intermediate position therein due to the suction in said intake manifold produced by the air flow passing through the intake manifold of the internal combustion engine to enter the combustion chambers thereof after being mixed with liquid fuel squirted in through the fuel injection valve or valves. From these two basic measured internal combustion engine operational parameters, a basic amount of gasoline to be injected into the intake system of the internal combustion engine is determined by the control system, and then the control system controls the fuel injection valve so as to inject this amount of gasoline into the engine intake system. Other variables, such as intake air temperature, engine temperature, and others, are further measured in various implementations of the D-jetronic system and are used for performing corrections to the basic fuel injection amount. Following this, a second generation of fuel injection systems has been developed, which is of the so called L-jetronic type, in which the main variables monitored by the electronic fuel injection control system are the revolution speed of the internal combustion engine and the amount of air flow passing through the intake manifold of the internal combustion engine to enter the combustion chambers thereof after being mixed with liquid fuel squirted in through the fuel injection valve or valves. This air flow amount is measured by an air flow meter of a design which has become developed, located at an intermediate point in the intake manifold. From these two basic measured internal combustion engine operational parameters, again a basic amount of gasoline to be injected into the intake system of the internal combustion engine is determined by the control system, and then the control system controls the fuel injection valve so as to inject this amount of gasoline into the engine intake system. Other variables, such as intake air temperature, engine temperature, and others, are again further measured in various implementations of the L-jetronic system, and are used for performing corrections to the basic fuel injection amount. This L-jetronic fuel injection control system is currently well known and is nowadays fitted to a large number and variety of vehicles. One refinement that has been made to the L-jetronic fuel injection system has been to perform a control of the fuel injection amount based upon feedback from an air/fuel ratio sensor or O2 sensor, which is fitted to the exhaust manifold of the internal combustion engine and which detects the concentration of oxygen in these exhaust gases, again in a per se well known way. This feedback control homes in on a proper amount of fuel injection, so as to provide a stoichiometric air/fuel ratio for the intake gases sucked into the cylinders of the engine, and for the exhaust gases of the engine, but the starting point region over which the homing in action of such a feedback control system is effective is limited, and therefore the determination of the approxmately correct amount of fuel to be injected by the fuel injection valve is still very important, especially in the case of transient operational conditions of the engine. A typical kind of air flow meter that is used in the L-jetronic system of fuel injection engine control system is illustrated in sectional view in FIG. 3 of the appended drawings. Such an air flow meter has a flapper element, biased in the rotational direction to obstruct the air intake passage, which is thus displaced in the opposite rotational direction according to the air flow amount that is being aspired into the internal combustion engine. The movement of this flapper element is sensed by some sensing system such as a potentiometer, and is damped by some damping system such as for example the one shown in the figure, which is a pneumatic type damping system. A difficulty that has occurred with such a type of air flow meter is that such a flapper element tends to overshoot its proper position during the initial phase of sharp acceleration of the internal combustion engine, so that at this time the above mentioned air intake flow amount sensing system such as a potentiometer indicates, for a short transient time immediately after start of acceleration, a substantially greater value for intake air amount than the correct amount. It will of course be appreciated by those skilled in the art that, if the amount of fuel injected through the fuel injection valve into the intake manifold is based directly upon this erroneous signal provided by the overshooting flapper element which actuates the above mentioned air intake flow amount sensing system such as a potentiometer, then during this overshooting time, just after the start of engine acceleration, too much fuel will be supplied to the internal combustion engine, and a rich spike will be caused in the air-fuel mixture supplied to said engine. This will cause considerable variation of the acceleration being provided by the internal combustion engine, i.e. will cause jerk or torque shock during the initial phase of acceleration. Further, it has been found that merely increasing the amount of damping of the movement of the flapper element provided by said damping means such as a pneumatic damping system is not adequate to solve this problem, since over damping of the movement of said flapper element is unduly restrictive of its movement. This rich spike in the the air-fuel mixture supplied to said engine dies away quickly with time, after the initial start of acceleration. Another difficulty that has occurred with such normal spark ignition engines which are equipped with the L-jetronic form of electronic fuel injection system is that, if the fuel injection system calculates the amount of fuel which it is desired to inject into the combustion chambers of the engine in the next pulse of fuel injection, and then simply controls the fuel injection valve or valves in the engine air intake system so as to inject this amount of fuel into the air intake system on this next fuel injection pulse, the engine will be substantially properly operated during steady operational conditions, but during the initial phase of acceleration the engine will not receive the proper amount of fuel, because of the effect of fuel adhering to the wall surfaces of the air intake passage and of the intake ports of the engine. Considering this phenomenon in more detail, since in such a L-jetronic fuel injection system the supply of liquid fuel is not vaporized or finely atomized as in a carburetor type fuel supply system, but is squirted directly into the air intake passage of the engine through the fuel injection valve which cannot atomize the fuel very well, therefore quite a large quantity of liquid fuel tends to accumulate in liquid form on the wall surfaces of the air intake passage and of the intake ports. Of course, also some of this liquid fuel tends to get swept off or sucked off these wall surfaces into the combustion chambers of the engine. In completely steady state operation of the engine, these two effects, i.e. the fuel accumulation or adhering effect and the fuel sucking off effect, tend to cancel one another out. However, during rapidly changing operational conditions of the engine, such as sharp acceleration of the engine, these two effects by no means cancel one another out, and prior art types of fuel injection systems in which no consideration was given to the effect of adhesion of fuel on the wall surfaces of the air intake passage and of the intake ports, and the effect of sucking off of said fuel, are not able to provide proper operation of the internal combustion engine, during such sharp acceleration conditions. In detail, in the prior art type of fuel injection system in which no consideration is given to the effect of adhesion of fuel on the wall surfaces of the air intake passage and of the intake ports, and to the effect of sucking off of said fuel, when the engine is accelerated of course the throttle valve in the air intake system is opened, and together with this the amount of fuel being injected through the fuel injection valve is simultaneously increased; but, because a substantial proportion of this extra injected fuel is adhered or accumulated in the liquid layer or film on the wall surfaces of the air intake passage and of the intake port, thus increasing the total volume of fuel in this liquid layer or film, thereby the air-fuel mixture actually being supplied into the combustion chambers of the internal combustion engine becomes over lean; in other words, a lean spike of air-fuel mixture occurs during engine acceleration, in fact somewhat after the start of such acceleration. An aggravating factor with regard to these two problems during engine acceleration, i.e. the problem of the occurrence of an initial rich spike of air/fuel ratio caused by overshooting of the air flow meter, and the problem of the occurrence of a somewhat delayed lean spike of air/fuel ratio caused by accumulation of fuel in the liquid layer or film on the wall surfaces of the air intake passage and of the intake port, is due to the timing of these spikes. In fact, the first rich spike due to overshooting of the air flow meter tends to occur just before the second lean spike due to adherence of fuel to said wall surfaces, and the combined or synergistic effect of these two contrary spikes tends to produce a much worse jerking performance of the internal combustion engine during acceleration, than would occur because of either the rich spike or the lean spike, on its own. This effect is illustrated in FIGS. 8 and 9 of the appended drawings. FIG. 8 is a time chart, in which air/fuel ratio of air-fuel mixture actually delivered to the combustion chambers of the internal combustion engine is shown on the ordinate and time is shown on the abscissa, showing by the single dotted line the behavior of variation of air/fuel ratio of the air-fuel mixture of an engine with a fuel injection system controlled according to a prior art method of engine control, during an engine operational episode involving sharp acceleration. This figure illustrates that during steady operation of the internal combustion engine the air/fuel ratio of the air-fuel mixture in this engine controlled in a prior art fashion is substantially stoichiometric, but that during sharp acceleration of the engine the air/fuel ratio of the air-fuel mixture in this engine controlled in such a prior art fashion deviates substantially from stoichiometric first towards the rich side and then immediately subsequently towards the lean side, i.e. undergoes in rapid succession first a rich spike and then a lean spike. Further, FIG. 9 is a time chart, in which vehicle acceleration is shown on the ordinate and time is shown on the abscissa, said abscissa corresponding to and indicating the same time as the abscissa of FIG. 8, showing by the dashed line the behavior of variation of vehicle acceleration of said vehicle incorporating said internal combustion engine with a fuel injection system controlled according to said prior art method of engine control, during the same sharp acceleration engine operational episode as the engine operational episode illustrated in FIG. 8. This figure shows that when this vehicle incorporating this internal combustion engine with a fuel injection system controlled according to said prior art method is sharply accelerated, it undergoes very sharp variation of acceleration, i.e. jerk or lurching, which is very uncomfortable for riders in the vehicle, and reduces vehicle drivability, as well as impairing durability of the engine and of the transmission of the vehicle, which transmits the power of said engine to the road surface. Further, the presence of the above described rich spike and of the above described lean spike of air/fuel ratio of the air-fuel mixture supplied to the combustion chambers of the internal combustion engine are liable to cause problems with regard to meeting the ever more strict standards with regard to purification of the exhaust gases of the internal combustion engine. In order to investigate the problems with regard to the amount of fuel adhering to the wall surfaces of the intake manifold and the intake ports, one of the present inventors, together with another, has carried out various experimental researches relative to the behavior of fuel, both in its adhering to said wall surfaces of the air intake passage and of the intake ports, and in its being sucked off from said wall surfaces by the air flowing therepast, so as to enter into the combustion chambers of the engine. Some of the results of these experimental researches may be summarized as follows. The amount of fuel out of one pulse of fuel injection provided through the fuel injection valve which adheres to the wall surfaces of the air intake passage and of the intake ports, so as to be added to the cumulative amount of fuel already there, is, other things being equal, roughly proportional to the total amount of fuel in said fuel injection pulse; in other words, substantially the same proportion of the injected fuel tends to adhere to said wall surfaces, irrespective of the actual amount of injected fuel. The proportionality constant relative to this adhesion, however, tends to vary with variation of, in particular, the following quantities: air intake manifold pressure or depression, engine cooling water temperature, engine revolution speed, and air flow speed in the air intake manifold. As a matter of fact, said proportionality constant varies, to a lesser extent, with intake passage wall temperature and intake air temperature and atmospheric pressure. Further, the absolute amount of fuel out of the total or cumulative amount of fuel which is adhering to the wall surfaces of the air intake passage and of the intake ports which is sucked off into the combustion chambers of the internal combustion engine is, other things being equal, roughly proportional to said total or cumulative amount of fuel adhering to the wall surfaces of the air intake passage and of the intake ports; in other words, substantially the same proportion of the fuel adhering to the wall surfaces tends to be sucked off, irrespective of the actual amount of adhering fuel. The proportionality constant relative to this sucking off, however, again tends to vary with variation of the following quantities: air intake manifold pressure or depression, engine cooling water temperature, engine revolution speed, and air flow speed in the air intake manifold. Again, as a matter of fact, said proportionality constant varies, to a lesser extent, with intake passage wall temperature and intake air temperature and atmospheric pressure. Further details of these experimental researches performed by the present inventor, and another, with respect to these proportionality constants will be found later in the section of this specification entitled "DESCRIPTION OF THE PREFERRED EMBODIMENT". SUMMARY OF THE INVENTION Accordingly, it is the primary object of the present invention to provide a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which take account of this overshooting of the air flow meter during sharp acceleration of the engine. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which avoid fluctuations in the air/fuel ratio of the air-fuel mixture being supplied to the combustion chambers of the engine, due to this overshooting of the air flow meter during sharp acceleration of the engine. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which during the initial phase of acceleration of the internal combustion engine when the air flow meter is overshooting can compensate for this increase so as to avoid a rich spike being produced in the air/fuel ratio of the air-fuel mixture delivered to the internal combustion engine. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which do not require the provision of any very complicated means for determining the air intake amount of the internal combustion engine, but which use the common or conventional form of air flow meter for this purpose, while avoiding the problems detailed above with respect to overshooting thereof. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which can provide an air-fuel mixture of the proper air/fuel ratio, both during steady operation of the internal combustion engine, and during transient operational conditions thereof such as acceleration. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which can also properly take account of the quantity of fuel which is present in said liquid layer or film on the wall surfaces of the air intake passage and of the intake ports. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which can also perform a correction to somewhat increase the basic fuel injection amount provided by the fuel injection system, during the phase of acceleration of the internal combustion engine when the amount of fuel which is adhered in a film to the wall surfaces of the air intake passage and of the intake ports is increasing, said phase of acceleration occurring just after the phase of acceleration in which said overshooting of said intake air flow meter is liable to occur, so as to also compensate for this increase and so as to avoid a lean spike being produced in the air/fuel ratio of the air-fuel mixture delivered to the internal combustion engine during this accelerational phase. It is a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which during acceleration of the internal combustion engine can avoid the successive production, in the air/fuel ratio of the air-fuel mixture delivered to the internal combustion engine, of a rich spike followed by a lean spike. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which provide good drivability for an automotive vehicle incorporating the fuel injection system, especially during acceleration thereof. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which avoid the production of excessive jerking or acceleration variation during acceleration of an automotive vehicle incorporating the fuel injection system. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which ensure good quality of exhaust emissions for an automotive vehicle incorporating the fuel injection system, especially during acceleration thereof. Of course, the provision of any special sensor for detecting the actual amount of adhered fuel on the wall surfaces of the air intake passage and of the intake ports is not practicable: such a sensor, even if it could be made, would be costly, difficult to make and install and service, and prone to breakdown during use. Therefore, it is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which do not require any special sensor for detecting the actual amount of adhered fuel on the wall surfaces of the air intake passage and of the intake ports. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which are not prone to breakdown during use. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which do not involve undue expense in manufacture of the fuel injection system. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which do not involve undue difficulty in manufacture of the fuel injection system. It is yet a further object of the present invention to provide such a method for controlling an internal combustion engine which is equipped with an electronic fuel injection system, and a device which implements the method, which do not involve undue difficulty in maintenance of the fuel injection system. According to the most general method aspect of the present invention, these and other objects are accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine, including sensing the value of the rate of flow of intake air into said intake manifold by the use of an intake air flow meter; (b) performing the following processes in the specified order: (b1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (b2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (b3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; and (c) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (c1) modifying said actuating signal according to the value of a third quantity representing the actual corrected fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, said third quantity representing the actual corrected fuel amount to be injected through said fuel injection valve in the next fuel injection pulse being calculated from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; and (c2) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said third quantity representing the actual corrected fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold. According to such a method, by time smoothing the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points in the way outlined to produce said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, whose value thus pursues the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, thereby fluctuations in the output signal of said intake air flow meter, due to overshooting thereof during acceleration, can be taken account of; and thereby occurrence of the aforementioned undesirable initial rich spike during engine acceleration is effectively prevented. Further, according to a more restricted method aspect of the present invention, these and other objects are more particularly and concretely accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine, including sensing the value of the rate of flow of intake air into said intake manifold by the use of an intake air flow meter; (b) performing the following processes in the specified order: (b1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (b2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (b3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; and (c) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, if according to the current operational conditions of said internal combustion engine it is currently proper to inject fuel through said fuel injection valve, performing the following processes in the specified order: (c1) modifying said actuating signal according to the value of a third quantity representing the actual corrected fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, said third quantity representing the actual corrected fuel amount to be injected through said fuel injection valve in the next fuel injection pulse being calculated from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; and (c2) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said third quality representing the actual corrected fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold. According to such a method, by time smoothing tthe value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points in the way outlined to produce said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, whose value thus pursues the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, both during the operational conditions when fuel injection is being performed into said air-fuel mixture intake system, and also during the operational conditions when fuel injection into said air-fuel mixture intake system is being cut off, thereby fluctuations in the output signal of said intake air flow meter, due to overshooting thereof during acceleration, can be taken account of. Thus, the amount of fuel actually injected into said air-fuel mixture intake system through said fuel injection valve is adjusted, so as to ensure that approximately the correct amount of fuel actually reaches the combustion chamber system of the internal combustion engine, both during the operational conditions when fuel injection is being performed into said air-fuel mixture intake system, and also during the operational conditions when fuel injection into said air-fuel mixture intake system is being cut off. Thus, occurrence of the aforementioned undesirable initial rich spike during engine acceleration is again effectively prevented. Further, according to a more particular method aspect of the present invention, these and other objects are more particularly and concretely accomplished by an engine control method of either one of the kinds described above, wherein said constant value is less than about 0.1, and more particularly wherein said constant value is about 0.025. According to such a method, the characteristic time period, over which this time smoothing of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points is performed, is more than about ten times the time period taken to perform the actions detailed in step (b); and more particularly may be about forty times this time period. Further, according to a more restricted method aspect of the present invention, these and other objects are more particularly and concretely accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine, including sensing the value of the rate of flow of intake air into said intake manifold by the use of an intake air flow meter; (b) performing the following processes in the specified order: (b1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of the rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (b2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (b3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; (c) calculating the value of a third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d1) calculating, from the current value of a fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d2) calculating, from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d3) calculating, from the current value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of an eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d4) updating the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d5) modifying said actuating signal according to the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d6) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said seventh quantity representing the acutal fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; wherein the method used in subprocess (d2) for calculating the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it less the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points. According to such a method, account is also kept of the total amount of fuel adhering to the wall surfaces of the air-fuel mixture intake system, by also performing the calculations detailed above; and according thereto the amount of fuel actually injected into said air-fuel mixture intake system through said fuel injection valve is adjusted, so as to ensure that approximately the correct amount of fuel actually reaches the combustion chamber system of the internal combustion engine. Thus, occurrence of the aforementioned undesirable later following lean spike during engine acceleration is also effectively prevented. Further, according to a more restricted method aspect of the present invention, these and other objects are more particularly and concretely accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine, including sensing the value of the rate of flow of intake air into said intake manifold by the use of an intake air flow meter; (b) performing the following processes in the specified order: (b1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of the rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (b2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (b3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; (c) calculating the value of a third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order; (d1) calculating, from the current value of a fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and then, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, (d2) performing the following processes in the specified order: (d2.1) calculating, from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system to said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d2.2) calculating, from the current value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in next fuel injection pulse and the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of an eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d2.3) updating the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d2.4) modifying said actuating signal according to the value of said seventh quantity representing the actual feed amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d2.5) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; but otherwise, if according to the current operational conditions of said internal combustion engine it is not proper to inject fuel through said fuel injection valve, then (d3) performing the following process: (d3.1) updating the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by subtracting therefrom the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; wherein the method used in subprocess (d2.1) for calculating the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it less the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points. According to such a method, account is also kept of the total amount of fuel adhering to the wall surfaces of the air-fuel mixture intake system, by also performing the calculations detailed above, both during the operational conditions when fuel injection is being performed into said air-fuel mixture intake system, and also during the operational conditions when fuel injection into said air-fuel mixture intake system is being cut off; and according thereto the amount of fuel actually injected into said air-fuel mixture intake system through said fuel injection valve is adjusted, so as to ensure that approximately the correct amount of fuel actually reaches the combustion chamber system of the internal combustion engine, both during the operational conditions when fuel injection is being performed into said air-fuel mixture intake system, and also during the operational conditions when fuel injection into said air-fuel mixture intake system is being cut off. Thus, occurrence of the aforementioned later following undesirable lean spike during engine acceleration is also effectively prevented, and good fuel economy of the internal combustion engine is available. Further, according to a more particular method aspect of the present invention, these and other objects are more particularly and concretely accomplished by an engine control method of any single one of the last two kinds described above, wherein the method used for calculating the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it is to multiply the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by the value of said fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses. According to such a method, said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom is calculated simply and yet effectively. It has been shown, by the aforementioned process of experiment, that this method of calculation is adequate for predicting the value of the sucked off amount of fuel. Further, according to another more particular method aspect of the present invention, these and other objects are more particularly and concretely accomplished by an engine control method of any single one of the last three kinds described above, wherein the method used for calculating the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is to subtract from the value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it, and to divide the result by unity less the value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system. According to such a method, said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is calculated simply and yet effectively, by a formula which will be explained in detail in the portion of this specification entitled "DESCRIPTION OF THE PREFERRED EMBODIMENT". It has been shown, by the aforementioned process of experiment, that this method of calculation is adequate for predicting the value of the sucked off amount of fuel. Further, according to yet another more particular method aspect of the present invention, these and other objects are more particularly and concretely accomplished by an engine control method of any single one of the last four kinds described above, wherein the method used for calculating the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said third quantity representing the proportion of fuel in one pulse of fuel injection through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system. According to such a method, said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is calculated simply and yet effectively. It has been shown, by the aforementioned process of experiment, that this method of calculation is adequate for predicting the value of the sucked off amount of fuel. Further, according to the most general device aspect of the present invention, these and other objects are accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors which sense the current values of certain operational parameters of said internal combustion engine, including an intake air flow meter which senses the current value of rate of flow of intake air into said intake manifold; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine, including a signal from said intake air flow meter indicative of the current value of rate of flow of intake air into said intake manifold; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) performing the following process in the specified order: (d1.1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (d1.2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (d1.3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; and (d2) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d2.1) calculating, from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a third quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d2.2) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said third quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said third quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold. According to such a structure, by said electronic computer thus time smoothing the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points in the way outlined to produce said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, whose value thus pursues the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, thereby fluctuations in the output signal of said intake air flow meter, due to overshooting thereof during acceleration, can be taken account of; and thereby occurrence of the aforementioned undesirable initial rich spike during engine acceleration is effectively prevented. Further, according to a more restricted device aspect of the present invention, these and other objects are more particularly and concretely accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors which sense the current values of certain operational parameters of said internal combustion engine, including an intake air flow meter which senses the current value of rate of flow of intake air into said intake manifold; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electonic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine, including a signal from said intake air meter indicative of the current value of rate of flow of intake air into said intake manifold; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) performing the following processes in the specified order: (d1.1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (d1.2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injecting pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (d1.3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; and (d2) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, performing the following processes in the specified order: (d2.1) calculating, from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a third quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d2.2) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said third quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said third quantity representing the acutal fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold. According to such a structure, by said electronic computer thus time smoothing the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points in the way outlined to produce said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, whose value thus pursues the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, both during the operational conditions when fuel injection is being performed into said air-fuel mixture intake system, and also during the operational conditions when fuel injection into said air-fuel mixture intake system is being cut off, thereby fluctuations in the output signal of said intake air flow meter, due to overshooting thereof during acceleration, can be taken account of. Thus, the amount of fuel actually injected into said air-fuel mixture intake system through said fuel injection valve is adjusted, so as to ensure that approximately the correct amount of fuel actually reaches the combustion chamber system of the internal combustion engine, both during the operational conditions when fuel injection is being performed into said air-fuel mixture intake system, and also during the operational conditions when fuel injection into said air-fuel mixture intake system is being cut off. Thus, occurrence of the aforementioned undesirable initial rich spike during engine acceleration is again effectively prevented, and good engine fuel economy is promoted. Further, according to a more particular device aspect of the present invention, these and other objects are more particularly and concretely accomplished by an engine control device of either one of the kinds described above, wherein said constant value is less than about 0.1, and in particular wherein said constant value is about 0.025. According to such a structure, the characteristic time period, over which this time smoothing is performed by said electronic computer, is more than about ten times the time period taken by said electronic control computer to perform the actions detailed in step (d) above; and more particularly may be about forty times this time period. Further, according to a more resticted device aspect of the present invention, these and other objects are more particularly and concretely accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors which sense the current values of certain operational parameters of said internal combustion engine, including an intake air flow meter which senses the current value of rate of flow of intake air into said intake mainfold; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine, including a signal from said intake air flow meter indicative of the current value of rate of flow of the intake air into said intake manifold; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) performing the following processes in the specified order: (d1.1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (d1.2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (d1.3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; (d2) calculating the value of a third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d3) at time points in said operational cycle of said internal combustion engine and said fuel injections valve which are proper fuel injection time points, performing the following processes in the specified order: (d3.1) calculating, from the current value of a fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d3.2) calculating, from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d3.3) calculating, from the current value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of an eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d3.4) updating the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and (d3.5) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said seventh quantity representing the acutal fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; wherein the method used by said electronic computer in subprocess (d3.2) for calculating the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it less the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points. According to such a structure, said electronic computer also keeps account of the total amount of fuel adhering to the wall surfaces of the air-fuel mixture intake system, by performing the calculations detailed above; and according thereto the amount of fuel actually injected into said air-fuel mixture intake system through said fuel injection valve is adjusted by said electronic computer, so as to ensure that approximately the correct amount of fuel actually reaches the combustion chamber system of the internal combustion engine. Thus, occurrence of the aforementioned later following undesirable lean spike during engine acceleration is also effectively prevented. Further, according to a more restricted device aspect of the present invention, these and other objects are more particularly and concretely accomplished by, for an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors which sense the current values of certain operational parameters of said internal combustion engine, including an intake air flow meter which senses the current value of rate of flow of intake air into said intake manifold; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine, including a signal from said intake air flow meter indicative of the current value of rate of flow of intake air into said intake manifold; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) performing the following processes in the specified order: (d1.1) based upon the current values of said sensed operational parameters of said internal combustion engine, including the current value of rate of flow of intake air into said intake manifold, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points; (d1.2) updating the value of a second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, by adding to said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value produced by subtracting said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points from said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points and multiplying the result by a constant value less than unity; and (d1.3) optionally further modifying said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points according to engine operational parameters; (d2) calculating the value of a third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d3) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d3.1) calculating, from the current value of a fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said fourth quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, (d3.2) performing the following processes in the specified order: (d3.2.1) calculating, from the current value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d3.2.2) calculating, from the current value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said third quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d3.2.3) updating the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d3.2.4) modifying said actuating signal according to the value of said seventh quantity representing the acutal fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d3.2.5) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; but otherwise, if according to the current operational conditions of said internal combustion engine it is not proper to inject fuel through said fuel injection valve, (d3.3) performing the following process: (d3.3.1) updating the value of said fifth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by subtracting therefrom the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; wherein the method used by said electronic computer in subprocess (d3.2.1) for calculating the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said seventh quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said sixth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it less the value of said eighth quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said second quantity representing the time smoothed desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points. According to such a structure, said electronic computer also keeps account of the total amount of fuel adhering to the wall surfaces of the air- |