JP2002221061A - Fuel injection amount control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the fuel consumption and prevent the startability from lowering by properly correcting the incremental correcting portion on the basis of the fuel temperature to the fuel amount supplied to an internal combustion engine. SOLUTION: The temperature THF of the fuel supplied to the internal combustion engine 1 is sensed by a fuel temperature sensor 24, and with higher THF, the incremental correcting portion to the fuel amount supplied to the engine 1 is made larger. The vehicle speed V is sensed by a vehicle speed sensor 25 as the vehicle operating condition, and with higher V, the incremental correcting portion is made smaller as the situation has a higher cooling effect for the fuel. Thereby a proper fuel supply is established with a proper incremental correcting portion where the vehicle operating condition is taken into consideration, to result in an enhancement of the fuel consumption. Also this eliminates such an occurrence that the air-fuel ratio is turned lean due to insufficient fuel injection at the time of restarting where the engine stop time is taken into consideration, which allows preventing the startability from lowering.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection amount control device for an internal combustion engine that increases and corrects the amount of fuel supplied to the internal combustion engine according to the fuel temperature.

[0002]

2. Description of the Related Art Conventionally, as a prior art document related to a fuel injection amount control device for an internal combustion engine, there is Japanese Patent Application Laid-Open No. 11-12511.
The thing disclosed by No. 33 gazette is known. In this case, the higher the fuel temperature, the larger the amount of increase correction with respect to the fuel amount, and the lower the load on the internal combustion engine, the greater the amount of increase correction.

That is, when an injector (fuel injection valve) is opened in a state where the fuel temperature is high, a large differential pressure between the negative pressure in the intake passage and the delivery pipe is applied to the tip opening (needle valve portion) of the injector. Bubbles are easily generated. That is, the smaller the load on the internal combustion engine at which the differential pressure as the intake negative pressure increases, the more easily bubbles are generated.
The foregoing describes a technique for coping with a fuel shortage caused by the load of the internal combustion engine.

[0004]

By the way, in the above-described system, when estimating bubbles generated in fuel based on the fuel temperature estimated from the intake air temperature and the cooling water temperature and the load on the internal combustion engine, the engine room temperature ( The effect of the temperature in the engine room on the fuel piping is not considered. That is,
Even when the actual temperature of the fuel pipe is lower than the estimated value due to the effect of the engine room temperature, there is a problem that the fuel amount is increased more than necessary.

Further, for example, if the internal combustion engine is stopped immediately after the high-speed operation is continued, the fuel temperature in the fuel pipe increases due to an increase in the ambient temperature of the internal combustion engine (engine room temperature), and air bubbles are generated in the fuel. It has occurred. If the internal combustion engine is restarted in this bubble generation state, even if fuel injection is performed with a regular fuel injection pulse, the amount of fuel will be reduced by the amount of bubbles and the air-fuel ratio will be lean, and the startability will deteriorate. there were.

Accordingly, the present invention has been made to solve such a problem, and by appropriately correcting the increase correction based on the fuel temperature with respect to the amount of fuel supplied to the internal combustion engine, the fuel efficiency is improved and the startability is deteriorated. It is an object of the present invention to provide a fuel injection amount control device for an internal combustion engine capable of preventing the occurrence of a fuel injection.

[0007]

According to the first aspect of the present invention, the fuel temperature of the fuel supplied to the internal combustion engine is detected by the fuel temperature detecting means, and the vehicle speed is detected by the vehicle speed detecting means. The vehicle speed is detected as the driving state. Then, as the fuel temperature increases, the amount of increase correction for the amount of fuel supplied to the internal combustion engine is increased by the fuel amount correction means, and the amount of increase correction is corrected according to the cooling effect on fuel by the vehicle speed. In this manner, the fuel consumption is improved by appropriately and appropriately increasing and decreasing the amount of fuel supplied to the internal combustion engine in consideration of the operation state of the vehicle.

In the fuel injection amount control device for an internal combustion engine according to a second aspect, the restart time from when the internal combustion engine is stopped to when it is restarted is measured by the time measuring means, and the internal combustion engine is corrected by the fuel amount correcting means. The amount of increase correction with respect to the amount of fuel supplied to the internal combustion engine is corrected in accordance with the cooling effect on fuel due to the restart time of the internal combustion engine. In this manner, the restart time of the internal combustion engine is taken into account, and the increase correction amount for the fuel amount supplied to the internal combustion engine is appropriately supplied without excess or shortage,
Deterioration of startability is prevented.

According to the third aspect of the present invention, the fuel temperature of the fuel supplied to the internal combustion engine is detected by the fuel temperature detecting means, and the internal combustion engine is stopped by the time measuring means, and then the fuel temperature is again measured. The restart time before starting is measured. Then, as the fuel temperature is increased by the fuel amount correction means, the amount of increase correction with respect to the amount of fuel supplied to the internal combustion engine is increased,
This increase correction is corrected according to the cooling effect on the fuel by the restart time of the internal combustion engine. In this way, the restart time of the internal combustion engine is taken into account, and the increase correction amount for the amount of fuel supplied to the internal combustion engine is appropriately supplied without excess or shortage, thereby preventing the startability from deteriorating.

[0010]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples.

Embodiment 1 FIG. 1 is a schematic diagram showing an overall configuration of a fuel injection amount control device for an internal combustion engine according to a first embodiment of the present invention.

In FIG. 1, reference numeral 1 denotes an internal combustion engine comprising a spark ignition type multi-cylinder, and reference numeral 2 denotes an intake passage. The intake passage 2 includes an air cleaner 3 for purifying air taken into the internal combustion engine 1 from the upstream side, an air flow meter for detecting an intake air amount GN [g / rev] as an amount of air taken in from the air cleaner 3 and the like. Intake air amount sensor 4, internal combustion engine 1
A throttle valve 5 for setting the amount of intake air to the engine is provided. On the downstream side of the throttle valve 5 in the middle of the intake passage 2, a surge tank 6 for preventing intake pulsation of the internal combustion engine 1 is provided.
The surge tank 6 and each cylinder of the internal combustion engine 1 are independently connected by an intake manifold 7. An injector (fuel injection valve) 8 for injecting and supplying fuel to each cylinder is provided in an intake manifold 7 near an intake port of each cylinder of the internal combustion engine 1. The injectors 8 of these cylinders are connected to a delivery pipe 9 in parallel with each other.

Reference numeral 11 denotes a fuel tank.
The fuel pumped by the fuel pump 13 through the fuel filter 12 is supplied to the delivery pipe 9 through the fuel pipe 14. A fuel filter 15 and a pulsation damper 16 are disposed in the middle of the fuel pipe 14.
Further, a pulsation damper 17 is connected to an end of the delivery pipe 9. The fuel pipe 14 is branched from the pulsation damper 16 on the side of the fuel tank 11, and the tip of the fuel pipe 14 is formed as a return pipe 18.
Opened inside. A pressure regulator 19 is provided near the end of the return pipe 18.

An intake air temperature sensor 2 for detecting an intake air temperature THA [° C.] as a temperature of the intake air is supplied to an air cleaner 3.
1 is provided. The internal combustion engine 1 has a water temperature sensor 22 for detecting a cooling water temperature THW [° C.] and an engine speed N.
A rotation speed sensor 23 for detecting E [rpm] is provided. Further, the end of the delivery pipe 9 has a fuel temperature THF.
A fuel temperature sensor 24 for detecting [° C.] is provided. A vehicle (not shown) is provided with a vehicle speed sensor 25 for detecting a vehicle speed V [km / h].

Reference numeral 30 denotes an ECU (Electronic Control Unit).
The ECU 30 includes a CPU serving as a central processing unit for executing various known arithmetic processing, a ROM storing a control program, and an R storing various data.
It is configured as a logical operation circuit including an AM, a B / U (backup) RAM, an input / output circuit, and a bus line connecting them. The ECU 30 has an intake air amount GN from the intake air amount sensor 4 and an intake air temperature T from the intake air temperature sensor 21.
Various sensor signals such as HA, cooling water temperature THW from the water temperature sensor 22, engine speed NE from the speed sensor 23, fuel temperature THF from the fuel temperature sensor 24, and vehicle speed V from the vehicle speed sensor 25 are input. Further, the ECU 30 outputs a fuel injection signal to the injector 8, a drive signal to the fuel pump 13, and the like.

Next, based on a flowchart of FIG. 2 showing a processing procedure of a fuel injection amount calculation in the ECU 30 used in the fuel injection amount control device for the internal combustion engine according to the first embodiment of the present invention, This will be described with reference to FIGS. Here, FIG. 3 shows the intake air temperature THA [° C.] and the fuel temperature T
9 is a table for obtaining a fuel temperature correction coefficient KA using HF [° C.] as a parameter. FIG. 4 shows the vehicle speed V [km / h].
Is a table for obtaining a vehicle speed correction coefficient KB using the parameters as parameters. The fuel injection amount calculation routine is repeatedly executed by the ECU 30 at each combustion timing of each cylinder of the internal combustion engine.

In FIG. 2, first, in step S101,
Then, various sensor signals are read. Next, step S10
2 and the intake air amount GN and the engine speed N
The basic injection amount TB is calculated based on E. Next, the process proceeds to step S103, and a fuel temperature correction coefficient KA is calculated from the intake air temperature THA and the fuel temperature THF based on the table of FIG. Here, as the correction of the generation of bubbles in the fuel by the intake air temperature THA and the fuel temperature THF, the higher the intake air temperature THA and the higher the fuel temperature THF, the larger the fuel temperature correction coefficient KA. In the table of FIG. 3, the fuel temperature correction coefficient KA intermediate between the intake air temperature THA and the fuel temperature THF is obtained by interpolation.

Next, the routine proceeds to step S104, where a vehicle speed correction coefficient KB corresponding to the vehicle speed V is calculated based on the table of FIG. Here, as the correction of the cooling effect in consideration of the effect of the wind due to the vehicle speed V, the vehicle speed correction coefficient KB decreases as the vehicle speed V increases. The vehicle speed correction coefficient KB in the middle of the vehicle speed V in the table of FIG. Next, the process proceeds to step S105, where the final injection amount TF is calculated by the following equation (1). Here, T is an injection correction amount (ineffective injection time) according to the battery voltage.

[0019]

[Formula 1] TF ← TB × KA × KB + T (1)

Next, the routine proceeds to step S106, where a drive signal corresponding to the final injection amount TF calculated in step S105 is output to the injector 8, and this routine ends.

As described above, the fuel injection amount control device for the internal combustion engine according to the present embodiment includes the fuel temperature sensor 24 as the fuel temperature detecting means for detecting the fuel temperature THF as the temperature of the fuel supplied to the internal combustion engine 1; A vehicle speed sensor 25 serving as a vehicle speed detecting means for detecting a vehicle speed V as an operating state of a vehicle (not shown); and increasing the fuel amount supplied to the internal combustion engine 1 as the fuel temperature THF increases, and increasing the vehicle speed V And a fuel amount correcting means that is achieved by the ECU 30 that corrects the increase correction amount accordingly.

That is, the fuel temperature THF of the fuel supplied to the internal combustion engine 1 is detected by the fuel temperature sensor 24, and this fuel temperature TH
As F increases, the amount of increase correction for the amount of fuel supplied to the internal combustion engine 1 increases. The vehicle speed V is detected by the vehicle speed sensor 25 as the driving state of the vehicle, and the higher the vehicle speed V, the higher the effect of cooling the fuel. As a result, the amount of correction for the amount of fuel supplied to the internal combustion engine is appropriately supplied without any excess or deficiency in consideration of the operating state of the vehicle, and fuel efficiency can be improved.

<Embodiment 2> FIG. 5 is a flowchart showing a processing procedure of a fuel injection amount calculation in the ECU 30 used in a fuel injection amount control device for an internal combustion engine according to a second embodiment of the present invention. 6 and FIG. 3 used in the first embodiment described above. Here, FIG. 6 shows the engine stop time TES [min] and the fuel temperature THF [° C.].
Is a table for obtaining an engine stoppage time correction coefficient KC by using these parameters as parameters. The fuel injection amount calculation routine is repeatedly executed by the ECU 30 at each combustion timing of each cylinder of the internal combustion engine. Further, the configuration of the fuel injection amount control device for the internal combustion engine according to the present embodiment is the same as the schematic diagram of FIG. 1 in the above-described first embodiment, and therefore detailed description thereof will be omitted.

In FIG. 5, first, in step S201,
Then, the ignition switch (switch) not shown is turned on.
It is determined whether it is immediately after the internal combustion engine 1 is stopped, from (ON) to OFF (OFF). When the determination condition of step S201 is satisfied, that is, immediately after the internal combustion engine 1 is stopped, the process proceeds to step S202, and the fuel temperature THF immediately after the internal combustion engine 1 is stopped is read. Next, the process proceeds to step S203, where the counter C for obtaining the restart time from when the internal combustion engine 1 is stopped until it is restarted, that is, the engine stop time TES is incremented.

Next, the routine proceeds to step S204, where it is determined whether or not the ignition switch is turned from OFF to ON and the start of the internal combustion engine 1 is started. When the determination condition in step S204 is satisfied, that is, when the start of the internal combustion engine 1 is started, the process proceeds to step S205, and the various sensor signals and the count value of the counter C incremented in step S203 are read. Next, the process proceeds to step S206, where the starting injection amount TS is calculated based on the cooling water temperature THW. Next, the process proceeds to step S207, and a fuel temperature correction coefficient KA is calculated from the intake air temperature THA and the fuel temperature THF based on the table of FIG.

Next, the routine proceeds to step S208, where an engine stop time correction coefficient KC is calculated from the engine stop time TES and the fuel temperature THF based on the table of FIG. Here, the engine room temperature is estimated, and as the correction of the influence on the fuel temperature THF, the engine stop time correction coefficient KC is increased as the engine stop time TES is shorter and as the fuel temperature THF is higher. It should be noted that the engine stop time T is shown in the table of FIG.
The engine stop time correction coefficient KC between the ES and the fuel temperature THF is obtained by an interpolation calculation. Next, step S
In 209, the final injection amount TF is calculated by the following equation (2).

[0027]

## EQU2 ## TF ← TS × KA × KC + T (2)

Next, the routine proceeds to step S210, where it is determined whether the engine speed NE exceeds a predetermined value. When the determination condition of step S210 is satisfied, that is, when the engine speed NE is higher than a predetermined value and higher, the process proceeds to step S211 and
A drive signal corresponding to the final injection amount TF calculated in step S209 is output to the injector 8, and this routine ends. On the other hand, when the determination condition of step S201 is not satisfied, that is, when the internal combustion engine 1 is operating, or when the determination condition of step S204 is not satisfied, that is, when the start of the internal combustion engine 1 is not started, or when step S210 If this determination condition is not satisfied, that is, if the engine speed NE is lower than or equal to the predetermined value, the routine ends without performing any operation.

As described above, the fuel injection amount control device for an internal combustion engine according to the present embodiment includes a fuel temperature sensor 24 as fuel temperature detecting means for detecting a fuel temperature THF as a temperature of fuel supplied to the internal combustion engine 1; A restart time from when the internal combustion engine 1 is stopped to when it is restarted, that is, a time measuring means achieved by the ECU 30 using a counter C for measuring the engine stop time TES, and as the fuel temperature THF becomes higher, the internal combustion engine becomes higher. A fuel amount correcting means which is achieved by the ECU 30 for increasing the amount of increase correction with respect to the amount of fuel supplied to the ECU 1 and correcting the amount of increase correction according to the engine stop time TES based on the count value of the counter C. is there.

That is, the fuel temperature THF of the fuel supplied to the internal combustion engine 1 is detected by the fuel temperature sensor 24, and this fuel temperature TH
As F increases, the amount of increase correction for the amount of fuel supplied to the internal combustion engine 1 increases. Then, the longer the engine stop time TES of the internal combustion engine 1 is, the lower the fuel temperature THF becomes, so that the increase correction amount is reduced. As a result, the engine stop time TES of the internal combustion engine 1 is taken into consideration, and the amount of increase in the amount of fuel supplied to the internal combustion engine 1 at the time of restart is appropriately supplied without excess or deficiency. Since the leaning is eliminated, it is possible to prevent the startability from being deteriorated.

<Embodiment 3> FIG. 7 is a flowchart showing a processing procedure of a fuel injection amount calculation in the ECU 30 used in the fuel injection amount control device for an internal combustion engine according to a third embodiment of the present invention. 3 and 4 used in the first embodiment and FIG. 6 used in the second embodiment.
This will be described with reference to FIG. Note that this fuel injection amount calculation routine is executed by the ECU 30 every combustion timing of each cylinder of the internal combustion engine.
Is repeatedly executed. Further, the configuration of the fuel injection amount control device for the internal combustion engine according to the present embodiment is the same as the schematic diagram of FIG. 1 in the above-described first embodiment, and therefore detailed description thereof will be omitted.

In FIG. 7, first, in step S301, it is determined whether the ignition switch is ON and the internal combustion engine 1 is operating. When the determination condition of step S301 is satisfied, that is, when the internal combustion engine 1 is operating, the process proceeds to step S302, and various sensor signals are read.
Next, the routine proceeds to step S303, where the basic injection amount TB is calculated based on the intake air amount GN and the engine speed NE, as is well known.

Next, the routine proceeds to step S304, where a fuel temperature correction coefficient KA is calculated from the intake air temperature THA and the fuel temperature THF based on the table of FIG. Here, the intake air temperature THA
Further, the amount of bubbles generated in the fuel by the fuel temperature THF is corrected. Next, the process proceeds to step S305, and a vehicle speed correction coefficient KB corresponding to the vehicle speed V is calculated based on the table of FIG. Here, the cooling effect is corrected in consideration of the influence of the wind due to the vehicle speed V. Next, the process proceeds to step S306, where the final injection amount TF is calculated by the above equation (1). Next, the routine proceeds to step S307, where a drive signal corresponding to the final injection amount TF calculated in step S306 is output to the injector 8, and this routine ends.

On the other hand, the condition of step S301 is not satisfied, that is, the ignition switch is turned off and the internal combustion engine 1
Is stopped, the process proceeds to step S308,
It is determined whether the ignition switch has been turned ON to OFF and immediately after the internal combustion engine 1 has been stopped. Step S
When the determination condition of 308 is satisfied, that is, immediately after the internal combustion engine 1 is stopped, the process proceeds to step S309, and the fuel temperature THF immediately after the internal combustion engine 1 is stopped is read. Next, the process proceeds to step S310, where the counter C for obtaining the engine stop time TES is incremented.

Next, the flow shifts to step S311, and it is determined whether or not the ignition switch is turned from OFF to ON and the start of the internal combustion engine 1 is started. When the determination condition of step S311 is satisfied, that is, when the start of the internal combustion engine 1 is started, the process proceeds to step S312, where the various sensor signals and the count value of the counter C incremented in step S310 are read. Next, the process proceeds to step S313, where the starting injection amount TS is calculated based on the cooling water temperature THW. Next, the routine proceeds to step S314, where a fuel temperature correction coefficient KA is calculated from the intake air temperature THA and the fuel temperature THF based on the table of FIG. Here, as in step S304, the amount of bubbles generated in the fuel by the intake air temperature THA and the fuel temperature THF is corrected.

Next, the routine proceeds to step S315, where an engine stop time correction coefficient KC is calculated from the engine stop time TES and the fuel temperature THF based on the table of FIG. Here, the engine room temperature is estimated, and the influence on the fuel temperature THF is corrected. Next, the process proceeds to step S316, where the final injection amount TF is calculated by the above equation (2).

Next, the flow shifts to step S317, where it is determined whether the engine speed NE exceeds a predetermined value. When the determination condition of step S317 is satisfied, that is, when the engine speed NE exceeds a predetermined value and is high, the process proceeds to step S307,
A drive signal corresponding to the final injection amount TF calculated in step S316 is output to the injector 8, and this routine ends. On the other hand, when the determination condition of step S308 is not satisfied, that is, when the internal combustion engine 1 is operating, or when the determination condition of step S311 is not satisfied, that is, when the start of the internal combustion engine 1 is not started, or step S317 If this determination condition is not satisfied, that is, if the engine speed NE is lower than or equal to the predetermined value, the routine ends without performing any operation.

As described above, the fuel injection amount control device for the internal combustion engine according to the present embodiment includes the fuel temperature sensor 24 as the fuel temperature detecting means for detecting the fuel temperature THF as the temperature of the fuel supplied to the internal combustion engine 1. A vehicle speed sensor 25 serving as a vehicle speed detecting means for detecting a vehicle speed V as an operating state of a vehicle (not shown); and increasing the fuel amount supplied to the internal combustion engine 1 as the fuel temperature THF increases, and increasing the vehicle speed V And a fuel amount correcting means that is achieved by the ECU 30 that corrects the increase correction amount accordingly. Further, the fuel injection amount control device for an internal combustion engine according to the present embodiment further uses a counter C for measuring a restart time from when the internal combustion engine 1 is stopped to when it is restarted, that is, an engine stop time TES, using the ECU 30. The time measuring means corrects the increase correction in accordance with the engine stop time TES based on the count value of the counter C.

That is, the fuel temperature THF of the fuel supplied to the internal combustion engine 1 is detected by the fuel temperature sensor 24, and this fuel temperature TH
The higher F is, the larger the increase correction amount to the amount of fuel supplied to the internal combustion engine 1 is. Then, the vehicle speed V is detected by the vehicle speed sensor 25 as the driving state of the vehicle, and the higher the vehicle speed V, the higher the effect of cooling the fuel. As a result, the operating state of the vehicle is taken into consideration, and the amount of increase correction with respect to the amount of fuel supplied to the internal combustion engine is appropriately supplied without excess, deficiency, and fuel efficiency can be improved. Further, the engine stop time TE of the internal combustion engine 1
Since the fuel temperature THF becomes lower as S becomes longer, the increase correction amount is made smaller. As a result, the engine stop time TES of the internal combustion engine 1 is taken into consideration, and the amount of increase in the amount of fuel supplied to the internal combustion engine 1 at the time of restart is appropriately supplied without excess or deficiency. Since the leaning is eliminated, it is possible to prevent the startability from being deteriorated.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall configuration of a fuel injection amount control device for an internal combustion engine according to first to third examples of an embodiment of the present invention.

FIG. 2 is a diagram showing an E used in a fuel injection amount control device for an internal combustion engine according to a first embodiment of the present invention.
It is a flowchart which shows the processing procedure of the fuel injection amount calculation in CU.

FIG. 3 is a table for calculating a fuel temperature correction coefficient using the intake air temperature and the fuel temperature in FIG. 2 as parameters.

FIG. 4 is a table for calculating a vehicle speed correction coefficient using the vehicle speed as a parameter in FIG. 2;

FIG. 5 is a diagram showing E used in a fuel injection amount control device for an internal combustion engine according to a second example of the embodiment of the present invention.
It is a flowchart which shows the processing procedure of the fuel injection amount calculation in CU.

FIG. 6 is a table for calculating an engine stop time correction coefficient using the engine stop time and fuel temperature in FIG. 5 as parameters.

FIG. 7 is a diagram showing E used in a fuel injection amount control device for an internal combustion engine according to a third example of the embodiment of the present invention.
It is a flowchart which shows the processing procedure of the fuel injection amount calculation in CU.

[Explanation of symbols]

 Reference Signs List 1 internal combustion engine 24 fuel temperature sensor (fuel temperature detecting means) 25 vehicle speed sensor (vehicle speed detecting means) 30 ECU (electronic control unit)

Claims (3)

[Claims] 1. A fuel temperature detecting means for detecting a fuel temperature as a temperature of a fuel supplied to an internal combustion engine; a vehicle speed detecting means for detecting a vehicle speed as an operating state of a vehicle; A fuel injection amount control device for an internal combustion engine, comprising: a fuel amount correction unit that increases the amount of increase correction with respect to the supplied fuel amount and corrects the amount of increase correction according to the vehicle speed. 2. The fuel supply system according to claim 1, further comprising: a time measuring unit that measures a restart time from when the internal combustion engine is stopped to when it is restarted, wherein the fuel amount correction unit is configured to increase the fuel amount in accordance with the restart time. The fuel injection amount control device for an internal combustion engine according to claim 1, wherein the correction amount is corrected. 3. A fuel temperature detecting means for detecting a fuel temperature as a temperature of fuel supplied to the internal combustion engine; and a time measuring means for measuring a restart time from when the internal combustion engine is stopped to when it is restarted. A fuel amount correction unit that increases the amount of increase correction with respect to the amount of fuel supplied to the internal combustion engine as the fuel temperature increases, and corrects the amount of increase correction in accordance with the restart time. Control device for an internal combustion engine.