JP2007198352A - Fuel injection control device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To actualize ideal startability of an engine by properly injecting fuel depending on the internal condition of a cylinder at next starting it even when an air-fuel ratio in the cylinder is excessively changed during engine stall or low-temperature repetitive start. <P>SOLUTION: This fuel injection control device for the internal combustion engine calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on an engine starting temperature. It comprises a means for correcting the starting basic fuel injection amount to be increased/reduced at next starting the internal combustion engine in accordance with a fuel injection correcting amount integration value or a fuel injection amount integration value in a predetermined period, an air-fuel ratio deviation integration value, a fuel injection correcting amount average value or a fuel injection amount average value, an air-fuel ratio deviation average value, an air-fuel ratio average value or an engine-stopping fuel injection correcting amount, a fuel injection amount, an air-fuel ratio deviation value, or an air-fuel ratio as well as a time from stopping the engine to next starting it. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  In particular, for the purpose of improving the startability of an internal combustion engine, the present invention injects a fuel whose amount of increase or decrease is corrected with respect to the basic fuel injection amount at the start according to the fuel injection amount or the output value of the air-fuel ratio sensor at the start. The present invention relates to a fuel injection control device for an internal combustion engine.

Conventionally, in an internal combustion engine, at the time of restart within a short time after the engine is stopped, in order to prevent over-riching due to fuel remaining in the cylinder during the previous operation, the fuel injection amount is corrected to be reduced by the engine stop time. The technique is generally known as disclosed in Patent Document 1, for example.
Japanese Patent Laid-Open No. 8-100692

  However, the above-described conventional technology is configured to perform a certain amount of reduction correction at restart regardless of the previous operating state. For this reason, in a state where the inside of the cylinder is extremely rich due to an engine stall or the like in a state where the fully increased amount of fuel is added, the air-fuel ratio in the cylinder is made appropriate with a certain amount of fuel injection reduced. Therefore, it is inevitable that startability deteriorates. Further, when the engine is stopped in the state where the fuel injection amount adhesion correction at the low temperature start is added, the inside of the cylinder is in a rich state, and the startability is also deteriorated. In addition, when the engine is repeatedly started at low temperatures, the inside of the cylinder becomes excessively rich, and the air-fuel ratio in the cylinder cannot be made appropriate with a constant reduced fuel injection amount. Causes deterioration. On the other hand, if there is a deceleration fuel cut, there will be no fuel adhering to the intake port, the residual gas in the cylinder will be excessively insufficient, the air-fuel ratio in the cylinder will be lean, and the amount will be increased. The startability deteriorates with no fuel injection amount.

  The present invention has been made to solve the above-described problems, and at the next start of the internal combustion engine, the fuel injection correction amount integrated value, the fuel injection amount integrated value, or the air-fuel ratio deviation integrated value within a predetermined period. Or fuel injection correction amount average value, fuel injection amount average value, air-fuel ratio deviation average value, air-fuel ratio average value, fuel injection correction amount when the engine is stopped, fuel injection amount, air-fuel ratio deviation value, air-fuel ratio, and these indicators Means for correcting an increase / decrease in the basic fuel injection amount at start-up is provided in accordance with an index value combining the time from the engine stop to the next start-up.

  To achieve the above object, according to the present invention, the fuel injection of the internal combustion engine according to claim 1, wherein the basic fuel injection amount based on the engine intake air amount and the starting basic fuel injection amount based on the temperature at the start of the engine are calculated. A control device, a fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount according to an operating state of the engine, and integrating the fuel injection correction amount within a predetermined period Fuel injection correction amount integration means, and means for correcting the increase / decrease amount of the basic fuel injection amount at startup according to the fuel injection correction amount integration value integrated by the fuel injection correction amount integration means at the next start of the engine. A fuel injection control device for an internal combustion engine characterized by the above.

  3. The fuel injection control device for an internal combustion engine for calculating a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine, according to an engine operating state. A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount; a fuel injection correction amount integrating means for integrating the fuel injection correction amount within a predetermined period; Time measuring means for measuring time, and depending on the fuel injection correction amount integrated value accumulated by the fuel injection correction amount integrating means at the next start of the engine and the time from the engine stop to the start measured by the time measuring means. Thus, the fuel injection control device for the internal combustion engine is provided with means for correcting an increase / decrease amount of the basic fuel injection amount at the time of starting.

  4. The fuel injection control device for an internal combustion engine for calculating a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine, according to an operating state of the engine. And a fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount, and at the next start of the engine, the basic fuel at the start time according to the fuel injection correction amount when the engine is stopped A fuel injection control device for an internal combustion engine, characterized by comprising means for correcting an increase / decrease in the injection amount.

  5. The fuel injection control device for an internal combustion engine for calculating a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine, according to an engine operating state. A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount, and a time measuring means for measuring a time from engine stop. A fuel injection for an internal combustion engine, comprising: means for correcting an increase / decrease in the basic fuel injection amount at the start according to the fuel injection correction amount and the time from the engine stop to the start measured by the time measuring means. Control device.

  6. The fuel injection control device for an internal combustion engine for calculating a starting basic fuel injection amount based on a temperature at the time of starting the engine according to claim 5, wherein the fuel injection amount is calculated according to the operating state of the engine, and a predetermined period. The fuel injection amount integration means for integrating the fuel injection amount in the engine is provided, and when starting the engine next time, the basic fuel injection amount at the start is increased or decreased according to the fuel injection amount integration value integrated by the fuel injection amount integration means A fuel injection control device for an internal combustion engine, characterized by comprising means for correcting.

  7. The fuel injection control device for an internal combustion engine for calculating a starting basic fuel injection amount based on a temperature at the time of starting the engine, the means for calculating the fuel injection amount according to the operating state of the engine, and a predetermined period A fuel injection amount integrating means for integrating the fuel injection amount, and a time measuring means for measuring the time from when the engine is stopped, and the fuel injection amount integrating the fuel injection amount integrating means at the next start of the engine A fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the start according to a value and a time from the engine stop time to the start time measured by the time measuring means; It is said.

  The fuel injection control device for an internal combustion engine according to claim 7, wherein the basic fuel injection amount at the start based on the temperature at the time of starting the engine is calculated and supplied into the cylinder, and the fuel injection amount is determined according to the operating state of the engine. A fuel injection control for an internal combustion engine comprising means for calculating and a means for correcting an increase / decrease amount of the basic fuel injection amount at the time of start according to the fuel injection amount at the time of engine stop at the next start of the engine Device.

  9. The fuel injection control device for an internal combustion engine according to claim 8, wherein the basic fuel injection amount at start based on the temperature at engine start is calculated and supplied into the cylinder, and the fuel injection amount is determined according to the operating state of the engine. A means for calculating and a time measuring means for measuring the time from when the engine is stopped, and at the next start of the engine, the fuel injection amount at the time of engine stop and the time from the engine stop to the start measured by the time measuring means. Accordingly, a fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the time of starting.

  10. The fuel injection control device for an internal combustion engine, which calculates a starting basic fuel injection amount based on a temperature at the time of starting the engine and injects the fuel into a cylinder, and detects an air-fuel ratio of exhaust gas in an exhaust pipe. An air-fuel ratio sensor, and an air-fuel ratio deviation integrating means for integrating the deviation of the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor within a predetermined period, and the air-fuel ratio deviation integrating means integrated at the next start of the engine A fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the starting basic fuel injection amount in accordance with an integrated value of the deviation in fuel ratio.

  11. The fuel injection control device for an internal combustion engine, which calculates a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the fuel into a cylinder, and detects an air-fuel ratio of exhaust gas in an exhaust pipe. An air-fuel ratio sensor, an air-fuel ratio deviation integrating means for integrating the stoichiometric air-fuel ratio and the output value of the air-fuel ratio sensor within a predetermined period, and a time measuring means for measuring the time from when the engine is stopped. Means for correcting an increase / decrease amount of the basic fuel injection amount at the time of start-up according to the air-fuel ratio deviation integrated value integrated by the air-fuel ratio deviation integration means and the time from the engine stop to the start measured by the time measurement means at the time of start; A fuel injection control device for an internal combustion engine, characterized in that it is provided.

  12. The fuel injection control device for an internal combustion engine, which calculates a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the injected fuel into a cylinder, and detects an air-fuel ratio of exhaust gas in an exhaust pipe. An air-fuel ratio sensor, and an air-fuel ratio deviation calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and the air-fuel ratio deviation calculated by the air-fuel ratio deviation calculating means when the engine is stopped at the next engine start A fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the starting basic fuel injection amount according to a value.

  13. The fuel injection control device for an internal combustion engine, which calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder, and detects an air-fuel ratio of exhaust gas in an exhaust pipe. An air-fuel ratio sensor, an air-fuel ratio deviation calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and a time measuring means for measuring the time from when the engine is stopped. Means for correcting the increase / decrease of the basic fuel injection amount at the start according to the air-fuel ratio deviation value calculated by the air-fuel ratio deviation calculation means at the time of stop and the time from the engine stop to the start measured by the time measurement means A fuel injection control device for an internal combustion engine characterized by the above.

  14. The fuel injection control apparatus for an internal combustion engine according to claim 13, wherein the basic fuel injection amount at start based on the temperature at engine start is calculated and supplied into the cylinder, and the air-fuel ratio of the exhaust gas in the exhaust pipe is detected. An internal combustion engine comprising an air-fuel ratio sensor and means for correcting an increase / decrease amount in the starting basic fuel injection amount in accordance with the air-fuel ratio detected by the air-fuel ratio sensor when the engine is stopped when the engine is next started The fuel injection control device.

  That is, the air-fuel ratio state in the cylinder can be estimated from the output value of the air-fuel ratio sensor when the engine is stopped. When the output value of the air-fuel ratio sensor is rich, the air-fuel ratio in the cylinder is rich, and when the output value of the air-fuel ratio sensor is near the stoichiometric air-fuel ratio, the air-fuel ratio in the cylinder is stoichiometric. When the output value of the fuel ratio sensor is less than the stoichiometric air fuel ratio, the air fuel ratio in the cylinder is lean. Therefore, when the engine is started next time, the appropriate fuel required for starting the engine is corrected by injecting fuel with an increase / decrease correction to the basic fuel injection amount at the start according to the output value of the air-fuel ratio sensor when the engine is stopped. It enables injection to improve engine startability and improve drivability after start-up and stability during idling.

  15. The fuel injection control device for an internal combustion engine according to claim 14, wherein the basic fuel injection amount at start based on the temperature at engine start is calculated and supplied into the cylinder, and the air-fuel ratio of the exhaust gas in the exhaust pipe is detected. An air-fuel ratio sensor and a time measuring means for measuring the time from when the engine is stopped, and when the engine is next started, the air-fuel ratio detected by the air-fuel ratio sensor when the engine is stopped and the engine stop measured by the time measuring means A fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the starting basic fuel injection amount according to a time until starting.

  16. The fuel injection control device for an internal combustion engine according to claim 15, wherein a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on an engine starting temperature are calculated and supplied into a cylinder. A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting the increase / decrease amount of the basic fuel injection amount according to the operating state of the engine, and an average value of the fuel injection correction amount within a predetermined period in the past from the present A fuel injection correction amount average value calculating means is provided, and when starting the engine next time, the starting basic fuel injection amount is corrected to increase or decrease according to the fuel injection correction amount average value calculated by the fuel injection correction amount average value calculating means. A fuel injection control device for an internal combustion engine, characterized by comprising means.

  17. The fuel injection control device for an internal combustion engine according to claim 16, wherein a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on an engine starting temperature are calculated and supplied into a cylinder. A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount according to an operating state of the engine, and an average value of the fuel injection correction amount within a predetermined period in the past from the present The fuel injection correction amount average value calculating means and the time measuring means for measuring the time from the engine stop, and the fuel injection correction amount average value integrated by the fuel injection correction amount integration means and the time at the next start of the engine A fuel for an internal combustion engine comprising means for correcting an increase / decrease in the basic fuel injection amount at the start according to a time from the engine stop to the start measured by the measuring means Morphism controller is set to.

  18. The fuel injection control device for an internal combustion engine according to claim 17, wherein a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine are calculated and supplied into a cylinder. A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting the increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel injection correction amount integration for integrating the fuel injection correction amount within a predetermined period And means for clearing the integrated value of the fuel injection correction amount integration means when the fuel injection correction amount is not an increase (positive value), and the fuel injection correction amount integration means integrates at the next start of the engine. A fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the starting basic fuel injection amount in accordance with the integrated fuel injection correction amount.

  19. The fuel injection control device for an internal combustion engine according to claim 18, wherein a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on an engine starting temperature are calculated and supplied into a cylinder. A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting the increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel injection correction amount integration for integrating the fuel injection correction amount within a predetermined period Means for clearing the integrated value of the fuel injection correction amount integrating means when the fuel injection correction amount is not an increase (positive value), and a time measuring means for measuring the time from engine stop. At the next start, the fuel injection correction amount integration value integrated by the fuel injection correction amount integration means and the time from the engine stop to the start measured by the time measurement means are based on the start time base. The fuel injection control device for an internal combustion engine, characterized in that it comprises means for increasing or decreasing the amount of correcting the fuel injection amount is set to.

  The fuel injection control device for an internal combustion engine according to claim 19, wherein the fuel injection control device for the internal combustion engine calculates a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the injected fuel into the cylinder. A means for calculating, and a fuel injection amount average value calculating means for calculating an average value of the fuel injection amount within a predetermined period from the present, and at the time of starting the engine according to the fuel injection amount average value at the next start of the engine A fuel injection control device for an internal combustion engine comprising means for correcting an increase or decrease in the basic fuel injection amount.

  The fuel injection control device for an internal combustion engine according to claim 20, wherein a fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine start and supplies the fuel into a cylinder is provided. A means for calculating, a fuel injection amount average value calculating means for calculating an average value of the fuel injection amounts within a predetermined period from the present time, and a time measuring means for measuring the time from the engine stop, and the next start of the engine Means for correcting the increase / decrease amount of the starting basic fuel injection amount according to the average value of the fuel injection amount calculated by the fuel injection amount average value calculating means and the time from the engine stop to the start measured by the time measuring means A fuel injection control device for an internal combustion engine, comprising:

  The fuel injection control device for an internal combustion engine according to claim 21, wherein the fuel injection control device of the internal combustion engine calculates and supplies a starting basic fuel injection amount based on a temperature at the time of starting the engine, and detects the air fuel ratio of the exhaust pipe. An air-fuel ratio sensor, an air-fuel ratio calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and an air-fuel ratio deviation average value calculating means for calculating an average value of the air-fuel ratio deviation within a predetermined period from the present to the present And a means for correcting an increase / decrease in the basic fuel injection amount at the start in accordance with the air / fuel ratio deviation average value calculated by the air / fuel ratio deviation average value calculation means at the next start of the engine. A fuel injection control device for an internal combustion engine.

  23. A fuel injection control device for an internal combustion engine, which calculates a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies it to a cylinder, and detects an air-fuel ratio of exhaust gas in an exhaust pipe. An air-fuel ratio sensor, an air-fuel ratio deviation calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and an air-fuel ratio deviation average value for calculating an average value of the air-fuel ratio deviation within a predetermined period from the present Computation means and time measurement means for measuring the time from engine stop, and when the engine is started next time, the air-fuel ratio deviation average value calculated by the air-fuel ratio deviation average value calculation means and the time measurement means measure A fuel injection control device for an internal combustion engine comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the start according to the time from the engine stop to the start.

  24. The fuel injection control device for an internal combustion engine according to claim 23, wherein the fuel injection control device for an internal combustion engine calculates and supplies a starting basic fuel injection amount based on a temperature at the time of starting the engine and injects the fuel into the cylinder. An air-fuel ratio sensor, and an air-fuel ratio average value calculating means for calculating an average value of the air-fuel ratio within a predetermined period from the present, and the air-fuel ratio average value calculated by the air-fuel ratio average value calculating means at the next start of the engine Accordingly, a fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the time of starting.

  25. The fuel injection control device for an internal combustion engine, which calculates a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies it to a cylinder, and detects an air-fuel ratio of exhaust gas in an exhaust pipe. An air-fuel ratio sensor, an air-fuel ratio average value calculating means for calculating an average value of the air-fuel ratio within a predetermined period from the present, and a time measuring means for measuring the time from the engine stop, at the next start of the engine, Means for correcting increase / decrease of the basic fuel injection amount at the time of start according to the air-fuel ratio average value calculated by the air-fuel ratio average value calculating means and the time from the engine stop to the start measured by the time measuring means is provided. The fuel injection control device for the internal combustion engine is characterized.

  26. The fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount according to an operating state of the engine according to claim 25, comprising: cooling water temperature, intake air temperature, starting, acceleration, deceleration, The fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount based on an index indicating an engine operating state such as an opening degree of a throttle valve. Item 19. The fuel injection control device for an internal combustion engine according to any one of items 1 to 4, 15 to 18.

  27. The fuel injection control for an internal combustion engine according to claim 1 or 2, wherein the fuel injection correction amount integration means integrates a fuel injection correction amount from when the engine is stopped to a predetermined time before. Device.

  The fuel injection control device for an internal combustion engine according to claim 5 or 6, wherein the fuel injection amount integration means integrates the fuel injection amount from when the engine is stopped to a predetermined time before. , And.

  The fuel injection control device for an internal combustion engine according to claim 9 or 10, wherein the air-fuel ratio deviation integrating means integrates an air-fuel ratio deviation from when the engine is stopped to a predetermined time before. , And.

  Inventions according to claims 1, 3, 5, 7, 9, 11, 13, 15, 17, 19, 19, 21, 23. Is an index for estimating the air-fuel ratio state in the cylinder as a fuel injection correction amount integrated value within a predetermined period, a fuel injection correction amount when the engine is stopped, a fuel injection amount integrated value within a predetermined period, and a fuel injection when the engine is stopped Amount, integrated value of air-fuel ratio deviation within a predetermined period, air-fuel ratio deviation value when the engine is stopped, air-fuel ratio when the engine is stopped, average value of fuel injection correction amount within a predetermined period, and fuel injection correction amount within a predetermined period Using the integrated value of the correction amount only when continuing, the average value of fuel injection amount within a predetermined period, the average air-fuel ratio deviation within a predetermined period, or the average air-fuel ratio value within a predetermined period, Necessary for starting by correcting the fuel injection amount Proper fuel injection is possible to improve engine startability, effectively prevent ignition plug smoldering, startability deterioration due to misfire, and exhaust emission deterioration, as well as drivability after start-up and stability during idle operation This has the advantageous effect of improving the performance.

  Further, the inventions according to claim 2, claim 4, claim 6, claim 8, claim 10, claim 12, claim 14, 18, 20 and 24, respectively, in addition to the corresponding indicators, Since the basic fuel injection correction amount at start-up is corrected according to the two indexes including the time from engine stop to next start, in addition to the above effects, the time from engine stop to next start Even when the engine is long, an appropriate fuel injection necessary for starting can be performed and the engine startability can be improved.

  In particular, the inventions according to claims 15, 16, 19, 20, 21, 22, 23, and 24 use the average value within a predetermined period as an index. In addition to the effects described above, even when abnormal data is captured instantaneously when the engine is stopped, the average value is used to avoid overcorrection and to stabilize the fuel injection control system. It has the effect of enhancing the effect.

  Further, in the inventions according to claims 17 and 18, when the cooling water temperature is low, there is an increase in the water temperature, so the fuel injection correction amount is not lost or reduced (negative value), and the integration continues to be large. In such a state, when the engine is stopped and restarted, the integrated value is large, so the air-fuel ratio in the cylinder is estimated to be rich, and a large reduction correction is made with respect to the basic fuel injection amount at start-up. To inject fuel.

  On the other hand, after the engine is warmed up, there is no increase in the water temperature, and the fuel injection correction amount is zero or decreased (negative value). Therefore, the fuel injection correction amount integrated value is cleared to 0, and the engine is stopped in this state. When the engine is restarted, the integrated value is calculated in the vicinity of 0. Therefore, the fuel is injected with almost no reduction correction with respect to the starting basic fuel injection amount.

  Also, when the engine is stalled and restarted with the acceleration increased after the water temperature is warmed up, the integrated value increases due to the increased acceleration, and the engine is started by estimating the air-fuel ratio in the cylinder to be rich. The fuel injection is executed with a large reduction correction with respect to the basic fuel injection amount.

  In addition to the corresponding effects described above, the inventions according to claims 17 and 18 can further properly determine the state of the engine at the next start of the engine as described above to enable proper fuel injection and start the engine. This further improves the performance.

  The invention according to claim 25 refers to any one of claims 1 to 4 and 15 to 18, and uses as an index indicating the state of the engine cooling water temperature, intake air temperature, start, acceleration, deceleration, throttle valve. (For example, when the driver steps on the accelerator fully in search of sudden acceleration), etc., and more concretely, and has the same effect as the invention according to the cited claim. .

  The invention according to claim 26 is the same as the invention according to claim 1 or 2, citing claim 1 or 2 and limiting the predetermined period from the time of engine stop to a predetermined time before. There is an effect.

  The invention according to claim 27 is the same as the invention according to claim 5 or 6 in that the predetermined period is limited to a period from when the engine is stopped to a predetermined time before, citing claim 5 or 6. The effect of this is achieved.

  The invention according to claim 28 is the same as the invention according to claim 5 or 6 in that the predetermined period is limited to a period from when the engine is stopped to a predetermined time before, citing claim 9 or 10. The effect of this is achieved.

  Examples of the present invention will be described below. FIG. 1 is a diagram showing a system configuration of the present embodiment. An internal combustion engine body (engine) 10 is provided with a spark plug 12 connected to an ignition coil, an intake valve 6 and an exhaust valve 7, and a cylinder. A combustion chamber is constituted by the piston 8 reciprocatingly moving in the interior 9. Each cylinder 9 is provided with an intake pipe 18 and an exhaust pipe 19 that are opened and closed by the intake valve 6 and the exhaust valve 7, respectively. The intake pipe 18 is one of operating state detection means, and an intake pipe pressure sensor 2 for measuring the pressure in the intake pipe and a throttle sensor 4 for measuring the opening degree of the throttle valve 3 are appropriately provided. Further, a coolant temperature sensor 14 for measuring the engine coolant temperature and a crank angle sensor 13 for measuring the rotational speed of the internal combustion engine are disposed at appropriate positions. The air flowing in from an air cleaner 20 provided upstream of the intake pipe 18 is measured for temperature by an intake air temperature sensor 45 and the flow rate is adjusted by a throttle valve 3, and then a predetermined amount from a fuel injection valve (injector) 1. It is mixed with gasoline injected at an angle and supplied to each cylinder 9. A swirl control valve 27 for generating a swirl flow is provided in the middle of the intake pipe.

  The fuel in the fuel tank 21 is sucked and pressurized by the fuel pump 22 and then guided to the fuel inlet of the fuel injection valve 1 through the fuel pipe 23 provided with the pressure regulator 15. It is returned to the fuel tank 21.

  The exhaust gas combusted in the cylinder 9 is guided to the catalyst 24 through the exhaust pipe 19 and purified, and then discharged to the atmosphere via the muffler 25. In the exhaust pipe 19, an air-fuel ratio sensor 16 that linearly indicates the air-fuel ratio in the exhaust gas is disposed at an appropriate position, and an oxygen sensor 17 is disposed downstream of the catalyst. A part of the exhaust gas passes through the EGR passage 29 from the exhaust pipe 19 and returns to the collector box 30 via the EGR valve (control valve) 28. The EGR valve 28 is driven by a signal from the internal combustion engine control unit 11.

  An output signal indicating the pressure in the intake pipe obtained from the intake pipe pressure sensor 2, an output signal from the throttle sensor 4, and output signals from the coolant temperature sensor 14, the crank angle sensor 13, the oxygen sensor 17, and the like. Is input to the internal combustion engine controller 11.

  This internal combustion engine control device 11 is a control device that is arranged in a vehicle body or an internal combustion engine chamber and is composed of a microcomputer that performs ignition timing control, fuel injection control, etc. MPU 31, ROM 32, RAM 33, backup RAM 34, timer / counter 35, And the I / O interface 36 are connected to each other via the bus line 26, and a predetermined stabilization voltage is supplied to each part from the constant voltage circuit 37, and a backup voltage is always applied to the backup RAM 34. . In this constant voltage circuit 37, the relay coil of the ECU relay 38 is connected to the battery 40 via the ignition key switch 39. A starter motor 42 is connected to the battery 40 via a starter switch 41. Further, a relay contact of a self-shut (self-powered) relay 43 is connected in parallel to the ECU relay 38 and the ignition key switch 39. The self-shut relay 43 continues to turn on the internal combustion engine control device 11 until the set time has elapsed even after the ignition key switch 39 is turned off.

  Signal lines are connected to the analog input circuit 44 from the sensors 2, 4, 14, 16, 17 and the battery 40 is connected thereto. Also, an ignition key is detected to detect the ignition key switch state and the starter switch state. Connection is made via a switch 39 and a starter switch 41. A signal line from the crank angle sensor 13 is connected to the digital input circuit. The internal combustion engine control device 11 performs predetermined arithmetic processing based on various electrical signals indicating the operating state of the internal combustion engine, and injects and supplies fuel so as to perform optimal control according to the operating state. Outputs a signal for opening / closing the injector 1, driving the spark plug 12, and opening / closing an idle speed control valve (ISC) 5 for controlling the engine speed during idling so as to reach the target engine speed, The fuel pump 22 is controlled. The fuel injection is executed for each cylinder 9 in accordance with the intake stroke of each cylinder 9 and the timing of fuel injection.

  The air-fuel mixture supplied to each cylinder 9 explodes and burns, the air-fuel ratio in the exhaust gas is detected by the air-fuel ratio sensor 16, and the engine air-fuel ratio is on the rich side or the lean side with respect to the target air-fuel ratio. And the feedback control is performed so that the air-fuel ratio becomes the target air-fuel ratio.

  Next, FIG. 2 shows a flow of a first example which is an embodiment of the invention according to claims 1, 25 and 26. In step 100 (hereinafter referred to as “S100”, and in subsequent steps, “S” is similarly described in the acronym), a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. In S101, COEFSUM = COEFSUM + COEF, which is an integration of the fuel injection correction amount COEF, is calculated. In S102, the fuel injection correction amount integrated value TCOEF = COEFSUM−COEFSUM before a predetermined time is calculated. That is, TCOEF is an integrated value of the fuel injection correction amount COEF within a predetermined period. After the engine is stopped in S103, the TCOEF when the engine is stopped is stored in the RAM in S104. Whether or not the engine is stopped can be determined from the engine speed.

  When the engine start mode is set in S105, the process proceeds to S106. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S106, a correction coefficient T1 for correcting the increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the TCOEF at the time of the engine stop. As the fuel injection correction amount integrated value TCOEF is larger, it can be estimated that the remaining fuel amount in the cylinder is larger and the air-fuel ratio is richer, and accordingly, the correction coefficient T1 is set to a smaller value (a reduction rate is larger). Is done.

  In S107, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S108, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T1 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, the operation of the embodiment (first example) of the invention according to claims 1, 25 and 26 will be described based on the waveform diagram of FIG. The lower part of the figure shows a fuel injection pulse output to the fuel injection valve. A larger fuel injection pulse width means a larger amount of injection from the injection valve. This waveform diagram shows a case where an engine stall occurs due to a driver's start failure or the like during engine operation, and the engine is restarted without much time. In such a case, fuel remains in the cylinder in an unburned state due to engine stall, and the air-fuel ratio in the cylinder is excessively rich. Since a lot of fuel is originally supplied at the time of start-up, if the same amount of start-up fuel is supplied at the time of start-up, excessive fuel will be generated, causing spark plug smoldering, etc. It will be defective. For this reason, in the prior art, the fuel amount is corrected when restarting within a short period of time after the engine is stopped. However, if this correction is set in accordance with the engine stall, in the case of restart after a normal engine stop, Because the air-fuel ratio in the cylinder is near the stoichiometric range, the correction that is set in accordance with the engine stall causes a shortage of fuel and deteriorates the startability. If there is no such state, the optimum startability cannot be obtained with the setting adapted to the restart after the normal engine stop.

  In such a case, the present invention does not unambiguously correct the fuel, but injects the basic fuel injection amount at the time of start-up correction according to the fuel correction amount integrated value TCOEF when the engine is stopped. Therefore, there is no excess of fuel and no shortage of fuel, and it is possible to improve the engine startability by realizing the supply of an appropriate fuel injection amount according to the state of the engine at the time of restart. it can.

  FIG. 4 shows an example of the fuel injection pulse width when restarting after stopping the engine in each operation state. Whereas the conventional fuel injection pulse width is uniquely set, the present invention corrects the fuel injection pulse in accordance with the fuel injection correction amount integrated value TCOEF and injects the fuel.

  Next, FIG. 5 shows a flow of an embodiment (second example) of the invention according to claims 2, 25 and 26. In S200, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. In S201, COEFSUM = COEFSUM + COEF, which is an integration of the fuel injection correction amount COEF, is calculated. In S202, the fuel injection correction amount integrated value TCOEF = COEFSUM−COEFSUM before a predetermined time is calculated. That is, TCOEF is an integrated value of the fuel injection correction amount COEF within a predetermined period. After the engine is stopped in S203, the TCOEF at the time of engine stop is stored in the RAM in S204. Whether or not the engine is stopped is determined based on the engine speed. In S205, the time TM from the engine stop is measured.

  When engine start is determined in S206, a time TTM from engine stop to next start is calculated in S207, and the process proceeds to S208. Whether or not the internal combustion engine 10 is started can be determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S208, the correction coefficient T2 for correcting the increase / decrease of the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set to the TCOEF at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the fuel correction amount integrated value TCOEF is larger and the time TTM is shorter, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T2 is small (the reduction rate is large). ) Value.

  In S209, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S210, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T2 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set as described above. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to a fuel cut, even if there is no remaining fuel in the cylinder during the previous operation, the fuel supply amount increase / decrease correction is made according to the remaining fuel amount at restart. The total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or deficient, improving restartability at low temperatures and improving drivability after starting. Improves stability during idling.

  Next, FIG. 6 shows a flow of an embodiment (third example) of the invention according to claims 3 and 25. In S300, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. After the engine is stopped in S301, COEF when the engine is stopped is stored in the RAM in S302. Whether or not the engine is stopped can be determined from the engine speed.

  When the engine start mode is set in S303, the process proceeds to S304. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S304, a correction coefficient T3 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the COEF at the time of engine stop. As the fuel injection correction amount COEF is larger, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T3 is set to a smaller value (a larger reduction rate). .

  In S305, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S306, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T3 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way.

  In this way, if the engine is stopped before the engine temperature has risen and restarted immediately thereafter, even if a large amount of fuel from the previous operation remains in the cylinder, When there is no fuel adhering to the intake port due to deceleration fuel cut, even if there is no fuel remaining in the cylinder during the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount at restart Therefore, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and improving the Improved drivability and stability during idling.

  Next, FIG. 7 shows a flow of an embodiment (fourth example) of the invention according to claims 4 and 25. In S400, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. If it is determined in S401 that the engine is stopped, the process proceeds to S402, and COEF at the time of engine stop is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed. In S403, the time TM from the engine stop is measured.

  When the engine start mode is set in S404, the process proceeds to S405, where a time TTM from the engine stop to the next start is calculated, and the process proceeds to S406. Whether or not the internal combustion engine 10 is in the start mode is determined as the start mode when the ignition key switch 39 is on, the engine is not in the full explosion mode, and the engine is not in the stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value. The engine stall mode is determined by determining whether the ignition key switch 39 is off and the crank angle sensor. When the 13 signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S406, the correction coefficient T4 for correcting the increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder due to the previous operation is determined by the COEF at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the fuel injection correction amount COEF is larger and the time TTM is shorter, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T4 is small (the reduction rate is large). Set to a value.

  In S407, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S408, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T4 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to a fuel cut, even if the fuel from the previous operation does not remain in the cylinder, the fuel supply amount increase / decrease correction according to the residual fuel amount is performed at restart. Therefore, the total amount of newly injected fuel and remaining fuel in the cylinder can be set to a fuel amount that is not excessive or deficient, improving restartability at low temperatures and drivability after starting. And stability during idling.

  Next, FIG. 8 shows a flow of an embodiment (fifth example) of the invention according to claims 5 and 27. In S500, a fuel injection amount TI is calculated. In S501, TISUM = TISUM + TI, which is an integration of the fuel injection amount TI, is calculated. In S502, the fuel injection amount integrated value TTI = TISUM-TISUM before a predetermined time is calculated. That is, TTI is an integrated value of the fuel injection amount TI within a predetermined period. If it is determined in S503 that the engine is stopped, the process proceeds to S504, and the TTI when the engine is stopped is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed.

  If it is determined in S505 that the engine start mode is selected, the process proceeds to S506. Whether or not the internal combustion engine 10 is in the start mode is determined as the start mode when the ignition key switch 39 is on, the engine is not in the full explosion mode, and the engine is not in the stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S506, a correction coefficient T5 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the TTI at the time of engine stop. It can be estimated that the larger the fuel injection amount integrated value TTI is, the larger the residual fuel amount in the cylinder is, and the air-fuel ratio is richer. Accordingly, the correction coefficient T5 is set to a small value (the reduction rate is large). The

  In S507, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S508, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T5 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 9 shows a flow of an embodiment (sixth example) of the invention according to claims 6 and 27. In S600, the fuel injection amount TI is calculated. In S601, TISUM = TISUM + TI, which is an integration of the fuel injection amount TI, is calculated. In S602, the fuel injection amount integrated value TTI = TISUM−TISUM before a predetermined time is calculated. TTI is an integrated value of the fuel injection amount TI within a predetermined period. If it is determined in S603 that the engine is stopped, the process proceeds to S604, and the TTI when the engine is stopped is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed. In S605, the time TM from the engine stop is measured.

  If the engine start is determined in S606, the time TTM from the engine stop to the next start is calculated in S607, and the process proceeds to S608. Whether or not the internal combustion engine 10 is started can be determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S608, the correction coefficient T6 for correcting the increase / decrease of the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set to the TTI at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the fuel injection amount integrated value TTI is larger and the time TTM is shorter, it can be estimated that the remaining fuel amount in the cylinder is larger and the air-fuel ratio is richer. Therefore, the correction coefficient T6 is small correspondingly (the reduction rate is large). ) Value.

  In S609, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S610, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T6 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 10 shows a flow of an embodiment (seventh example) of the invention according to claim 7. In S700, a fuel injection amount TI is calculated. If it is determined in S701 that the engine is stopped, the process proceeds to S702, and the TI at the time of engine stop is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed.

  If the engine start mode is set in S703, the process proceeds to S704. Whether or not the internal combustion engine 10 is in the start mode can be determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S704, a correction coefficient T7 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the TI at the time of engine stop. It can be estimated that the larger the fuel injection amount TI is, the larger the residual fuel amount in the cylinder is, and the air-fuel ratio is richer. Accordingly, the correction coefficient T7 is set to a small value (a large reduction rate).

  In S705, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S706, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T7 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 11 shows a flow of an embodiment (eighth example) of the invention according to claim 8. In S800, the fuel injection amount TI is calculated. If the engine stop is determined in S801, the process proceeds to S802, and the TI at the time of engine stop is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed. In S803, the time TM from the engine stop is measured.

  When the engine start mode is set in S804, the process proceeds to S805, the time TTM from the engine stop to the start is calculated, and the process proceeds to S806. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

In S806, the correction coefficient T8 for correcting the increase / decrease of the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set to the TI at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the fuel injection amount TI is larger and the time TTM is shorter, it can be estimated that the remaining fuel amount in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T8 is small (the reduction rate is large). Set to
In S807, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S808, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T8 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to a fuel cut, even if there is no remaining fuel in the cylinder during the previous operation, the fuel supply amount increase / decrease correction corresponding to the residual fuel amount is corrected at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 12 shows a flow of an embodiment (ninth example) of the invention according to claims 9 and 28. In S900, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In step S901, a theoretical air-fuel ratio-AF deviation ΔAF is calculated. In S902, AFSUM = AFSUM + ΔAF, which is the integration of ΔAF, is calculated. In S903, the air-fuel ratio deviation integrated value TAF = AFSUM−AFSUM before a predetermined time is calculated. TAF is an integrated value of the deviation ΔAF of the theoretical air-fuel ratio -AF within a predetermined period. If it is determined in S904 that the engine is stopped, the process proceeds to S905, and the TAF when the engine is stopped is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed.

  If the engine start mode is set in S906, the process proceeds to S907. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S907, a correction coefficient T9 for correcting the increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the TAF at the time of the engine stop. It can be estimated that the larger the air-fuel ratio deviation integrated value TAF is, the larger the residual fuel amount in the cylinder is, and the air-fuel ratio is richer. Accordingly, the reduction correction coefficient T9 is set to a small value (the reduction rate is large) accordingly. Is done.

  In S908, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S909, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T9 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 13 shows a flow of an embodiment (tenth example) of the invention according to claims 10 and 28. In S1000, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In S1001, a deviation ΔAF of the theoretical air-fuel ratio-AF is calculated. In S1002, AFSUM = AFSUM + ΔAF, which is the integration of ΔAF, is calculated. In S1003, the air-fuel ratio deviation integrated value TAF = AFSUM−AFSUM before a predetermined time is calculated. TAF is an integrated value of the deviation ΔAF of the theoretical air-fuel ratio -AF within a predetermined period. If it is determined in S1004 that the engine is stopped, the process proceeds to S1005, and the TAF at the time of engine stop is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed. In S1006, the time TM from the engine stop is measured.

  When the engine start mode is set in S1007, a time TTM from the engine stop to the next start is calculated in S1008, and the process proceeds to S1009. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1009, the correction coefficient T10 for correcting the fuel supply amount at the start-up / down is corrected in consideration of the fuel remaining in the cylinder by the previous operation, and the TAF at the time of the engine stop and from the engine stop to the next start-up. Set according to time TTM. As the air-fuel ratio deviation integrated value TAF is larger and the time TTM is shorter, it can be estimated that the residual fuel amount in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T10 is small (the reduction rate is large). ) Value.

  In S1010, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S1011, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T10 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 14 shows a flow of an embodiment (eleventh example) of the invention according to claim 11. In S1100, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In S1101, a deviation ΔAF of the theoretical air-fuel ratio-AF is calculated. If it is determined in S1102 that the engine is stopped, the process proceeds to S1103, and ΔAF when the engine is stopped is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed.

  When the engine start mode is set in S1104, the process proceeds to S1105. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1105, a correction coefficient T11 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the ΔAF when the engine is stopped. As the air-fuel ratio deviation value ΔAF is larger, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T11 is set to a smaller value (a larger reduction rate). .

  In S1106, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S1107, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T11 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 15 shows a flow of an embodiment (twelfth example) of the invention according to claim 12. In S1200, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In S1201, the deviation ΔAF of the theoretical air-fuel ratio-AF is calculated. If it is determined in S1202 that the engine is stopped, the process proceeds to S1203, and ΔAF at the time of the engine stop is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed. In S1204, the time TM from the engine stop is measured.

  When the engine start mode is set in S1205, the process proceeds to S1206, a time TTM from the engine stop to the next start is calculated, and the process proceeds to S1207. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1207, the correction coefficient T12 for correcting the increase or decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set from ΔAF when the engine is stopped and the engine stop time to the next start. It is set according to the time TTM. As the air-fuel ratio deviation value ΔAF is larger and the time TTM is shorter, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T12 is small accordingly (the reduction rate is large). Set to a value.

  In S1208, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In step S1209, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T12 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 16 shows a flow of an embodiment (a thirteenth example) of the invention according to claim 13. In S1300, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. If it is determined in S1301 that the engine is stopped, the process proceeds to S1302, and AF at the time of engine stop is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed.

  If the engine start mode is set in S1303, the process proceeds to S1304. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1304, a correction coefficient T13 for correcting the increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the AF at the time of engine stop. It can be estimated that the richer the air-fuel ratio AF is, the more residual fuel is in the cylinder and the richer the fuel ratio, so the correction coefficient T13 corresponding thereto is set to a small value (a large reduction rate).

  In step S1305, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S1306, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T13 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 17 shows a flow of the embodiment (fourteenth example) of the invention according to claim 14. In S1400, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. If it is determined in S1401 that the engine has been stopped, the process proceeds to S1402, and AF at the time of engine stop is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed. In S1403, the time TM from the engine stop is measured.

  If the engine start mode is determined in S1404, the process proceeds to S1405, a time TTM from the engine stop to the next start is calculated, and the process proceeds to S1406. Whether or not the internal combustion engine 10 is in the start mode is determined as the start mode when the ignition key switch 39 is on and the engine is not in the complete explosion mode or in the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

In step S1406, the correction coefficient T14 for correcting the increase or decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set from the AF at the time of the engine stop and the engine stop time to the next start. It is set according to the time TTM. As the air-fuel ratio AF is richer and the time TTM is shorter, it can be estimated that the remaining fuel amount in the cylinder is larger and richer. Accordingly, the correction coefficient T14 is set to a small value (a large reduction rate) accordingly. The
In S1407, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S1408, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T14 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 18 shows a flow of an embodiment (fifteenth example) of the invention according to claims 15 and 25. In S1500, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. In S1501, the fuel correction amount average value ACOEF for a predetermined period in the past from the present is calculated. If it is determined in S1502 that the engine is stopped, the process proceeds to S1503, and the ACOEF when the engine is stopped is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed.

  When the engine start mode is set in S1504, the process proceeds to S1505. Whether or not the internal combustion engine 10 is in the start mode can be determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1505, a correction coefficient T15 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the ACOEF at the time of engine stop. As the fuel correction amount average value ACOEF is larger, it can be estimated that the remaining fuel amount in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T15 is set to a smaller value (the reduction rate is larger). The

  In step S1506, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In step S1507, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T15 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 19 shows a flow of an embodiment (16th example) of the invention according to claims 16 and 25. In S1600, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. In S1601, a fuel correction amount average value ACOEF for a predetermined period in the past from the present is calculated. If it is determined in S1602 that the engine is stopped, the process proceeds to S1603, and the ACOEF at the time of engine stop is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed. In S1604, the time TM from the engine stop is measured.

  When the engine start mode is set in S1605, the process proceeds to S1606, a time TTM from the engine stop to the next start is calculated, and the process proceeds to S1607. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1607, a correction coefficient T16 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the ACOEF and the TTM. As the fuel correction amount average value ACOEF is larger and the time TTM from engine stop to start is shorter, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T16 is Set to a small value (large weight loss rate).

  In S1608, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set to increase, for example, because the fuel vaporization is lower as the water temperature is lower.

  In S1609, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T16 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 20 shows a flow of an embodiment (seventeenth example) of the invention according to claims 17 and 25. In S1700, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. In S1701, COEFSUM = COEFSUM + COEF, which is an integration of the fuel injection amount increase COEF, is calculated. In S1702, if COEF = 0, it is cleared to COEFSUM = 0 in S1703. That is, when COEF> 0, COEFSUM continues to be accumulated, but once it is determined that COEF = 0, COEFSUM is cleared to 0. If it is determined in S1704 that the engine is stopped, the process proceeds to S1705, and COEFSUM when the engine is stopped is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed.

  If the engine start mode is determined in S1706, the process proceeds to S1707. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S1707, a correction coefficient T17 for correcting an increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the COEFSUM at the time of the engine stop. As the integrated value COEFSUM is larger, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T17 is set to a small value (a large reduction rate) accordingly.

  In S1708, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In step S1709, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T17 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 21 shows a flow of an embodiment (eighteenth example) of the invention according to claims 18 and 25. In S1800, a fuel injection correction amount COEF for correcting the basic fuel injection amount is calculated. In S1801, COEFSUM = COEFSUM + COEF, which is an integration of the fuel injection correction amount COEF, is calculated. In S1802, if COEF = 0, it is cleared as COEFSUM = 0 in S1803. That is, when COEF> 0, COEFSUM continues to be accumulated, but once it is determined that COEF = 0, COEFSUM is cleared to 0. If it is determined in S1804 that the engine is stopped, the process proceeds to S1805, and COEFSUM when the engine is stopped is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed. In S1806, a time TM from the engine stop is measured.

  When the engine start mode is set in S1807, a time TTM from the engine stop to the next start is calculated in S1808, and the process proceeds to S1809. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1809, the correction coefficient T18 for correcting the increase / decrease amount of the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set to the COEFSUM at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the fuel injection correction amount integrated value COEFSUM is larger and the time TTM is shorter, it can be estimated that the remaining fuel amount in the cylinder is larger and the air-fuel ratio is richer, and accordingly, the correction coefficient T18 is small (the reduction rate is small). Set to a large value.

  In S1810, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In step S1811, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T18 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 22 shows a flow of an embodiment (19th example) of the invention according to claim 19. In S1900, the fuel injection amount TI is calculated. In S1901, the fuel injection amount average value ATI for the predetermined period from the present is calculated. If it is determined in S1902 that the engine is stopped, the process proceeds to S1903, and the ATI when the engine is stopped is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed.

  If the engine start mode is set in S1904, the process proceeds to S1905. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S1905, a correction coefficient T19 for correcting the increase / decrease of the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set according to the ATI at the time of engine stop. It can be estimated that the larger the fuel injection amount average value ATI is, the larger the residual fuel amount in the cylinder is, and the air-fuel ratio is rich. Accordingly, the correction coefficient T19 is set to a small value (a large reduction rate). ing.

  In S1906, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set to increase, for example, because the fuel vaporization is lower as the water temperature is lower.

  In S1907, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T19 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 23 shows a flow of the embodiment (twentieth example) of the invention according to claim 20. In S2000, the fuel injection amount TI is calculated. In S2001, the fuel injection amount average value ATI for a predetermined period in the past from the present is calculated. When it is determined in S2002 that the engine is stopped, the process proceeds to S2003, and the ATI at the time of engine stop is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed. In S2004, a time TM from the engine stop is measured.

  When the engine start mode is set in S2005, a time TTM from the engine stop to the next start is calculated in S2006, and the process proceeds to S2007. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S2007, the correction coefficient T20 for correcting the increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set to the ATI at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. Since it can be estimated that the fuel injection amount average value ATI is larger and the time TTM is shorter, the remaining fuel amount in the cylinder is larger and the air-fuel ratio is richer, the correction coefficient T20 is accordingly smaller (the reduction rate is larger). ) Value is set.

  In S2008, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set to increase, for example, because the fuel vaporization is lower as the water temperature is lower.

  In S2009, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T20 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 24 shows a flow of an embodiment of the invention according to claim 21 (Example 21). In step S2100, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In S2101, a deviation ΔAF of the theoretical air-fuel ratio -AF is calculated. In S2102, an air-fuel ratio deviation average value AΔAF for a predetermined period from the present to the present is calculated. If it is determined in S2103 that the engine is stopped, the process proceeds to S2104, and AΔAF when the engine is stopped is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed.

  If the engine start mode is set in S2105, the process proceeds to S2106. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S2106, a correction coefficient T21 for correcting the fuel supply amount at the start-up / down correction is set in accordance with the AΔAF when the engine is stopped in consideration of the fuel remaining in the cylinder by the previous operation. As the air-fuel ratio deviation average value AΔAF is larger, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T21 is set to a smaller value (a larger reduction rate). The

  In S2107, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S2108, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T21 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 25 shows a flow of an embodiment of the invention according to claim 22 (22nd example). In S2200, the air-fuel ratio sensor 16 detects the air-fuel ratio AF. In S2201, a deviation ΔAF of the theoretical air-fuel ratio −AF is calculated. In S2202, an air-fuel ratio deviation average value AΔAF for a predetermined period from the present to the present is calculated. If it is determined in S2203 that the engine is stopped, the process proceeds to S2204, and AΔAF at the time of stopping the engine is stored in the RAM. Whether or not the engine is stopped is determined based on the engine speed. In S2205, a time TM from the engine stop is measured.

  When the engine start mode is set in S2206, the process proceeds to S2207, a time TTM from the engine stop to the next start is calculated, and the process proceeds to S2208. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In S2208, the correction coefficient T22 for correcting the increase / decrease of the fuel supply amount at the start in consideration of the fuel remaining in the cylinder by the previous operation is set to AΔAF at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the air-fuel ratio deviation average value AΔAF is larger and the time TTM is shorter, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T22 is small (the reduction rate is large). ) Value is set.

  In S2209, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set to increase, for example, because the fuel vaporization is lower as the water temperature is lower.

  In S2210, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T22 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to fuel cut, even if there is no remaining fuel in the cylinder in the previous operation, the fuel supply amount increase / decrease correction according to the remaining fuel amount is performed at the time of restart. As a result, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures and the driver after starting. And stability during idling.

  Next, FIG. 26 shows a flow of the embodiment (23rd example) of the invention according to claim 23. In S2300, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In S2301, an air-fuel ratio average value AAF for a predetermined period in the past from the present is calculated. If it is determined in S2302 that the engine is stopped, the process proceeds to S2303, and the AAF at the time of engine stop is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed.

  If the engine start mode is set in S2304, the process proceeds to S2305. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S2305, a correction coefficient T23 for correcting the increase / decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder due to the previous operation is set according to the AAF when the engine is stopped. As the air-fuel ratio average value AAF is smaller, it can be estimated that the residual fuel amount in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T23 is set to a smaller value (a larger reduction rate) accordingly. Yes.

  In S2306, the basic fuel injection amount TIOUT1 at the start is calculated. This TIOUT1 is set to increase, for example, because the fuel vaporization is lower as the water temperature is lower.

  In S2307, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T23 to set the starting fuel injection amount TIOUT. The amount of fuel TIOUT thus set is injected and supplied from the fuel injection valve (injector) 1. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately thereafter, even if a large amount of fuel from the previous operation remains in the cylinder, Since the increase / decrease correction of the fuel supply amount according to the residual fuel amount is performed, it is possible to set the total fuel amount of the newly injected fuel and the fuel remaining in the cylinder so that there is no excess or deficiency, In addition to improving restartability at low temperatures, it improves drivability after startup and stability during idle operation.

  Next, FIG. 27 shows a flow of an embodiment (24th example) of the invention according to claim 24. In S2400, the air-fuel ratio AF is detected by the air-fuel ratio sensor 16. In S2401, an air-fuel ratio average value AAF for a predetermined period from the present to the present is calculated. If it is determined in S2402 that the engine is stopped, the process proceeds to S2403, and the AAF when the engine is stopped is stored in the RAM. Whether or not the engine is stopped can be determined from the engine speed. In S2404, the time TM from the engine stop is measured.

  When the engine start mode is set in S2405, a time TTM from engine stop to start is calculated in S2406, and the process proceeds to S2407. Whether or not the internal combustion engine 10 is in the start mode is determined based on whether the ignition key switch 39 is on, other than the complete explosion mode of the engine, and other than the engine stall mode. The complete explosion mode of the engine is determined as the complete explosion mode when the ignition key switch 39 is on and the engine speed is equal to or higher than a predetermined value, and the engine stall mode is determined as the ignition key switch 39 is off and the crank angle sensor 13 is determined. When the signal is not detected once in a predetermined time, the engine stall mode is determined.

  In step S2407, the correction coefficient T24 for correcting the increase or decrease in the fuel supply amount at the start in consideration of the fuel remaining in the cylinder due to the previous operation is set to the AAF at the time of the engine stop and from the engine stop to the next start. Set according to time TTM. As the air-fuel ratio average value AAF is smaller and the time TTM is shorter, it can be estimated that the amount of residual fuel in the cylinder is larger and the air-fuel ratio is richer. Accordingly, the correction coefficient T24 is small (the reduction rate is large). Set to a value.

  In S2408, the basic fuel injection amount TIOUT1 at the time of starting is calculated. This TIOUT1 is set, for example, in an increased amount because the fuel vaporization is lower as the water temperature is lower.

  In S2409, the basic fuel injection amount TIOUT1 is multiplied by the correction coefficient T24 to set the starting fuel injection amount TIOUT. The fuel injection valve (injector) 1 injects and supplies the amount TIOUT of fuel set in this way. In this way, if the engine is stopped before the engine temperature has risen completely and then restarted immediately after that, even if there is a lot of fuel left in the previous operation in the cylinder, it will also slow down. When there is no fuel adhering to the intake port due to a fuel cut, even if there is no remaining fuel in the cylinder during the previous operation, the fuel supply amount is reduced and corrected according to the remaining fuel amount at the time of restart. Therefore, the total amount of newly injected fuel and the fuel remaining in the cylinder can be set to a fuel amount that is not excessive or insufficient, improving the restartability at low temperatures, and the driver after starting And stability during idling.

1 is a system configuration diagram showing a basic configuration of an internal combustion engine to which the present invention is applied. It is a flowchart of 1st Example of this invention. It is a wave form diagram which shows the state of the engine which concerns on 1st Example of this invention, a fuel injection correction amount, and a fuel injection correction amount integrated value. It is a wave form diagram which shows the fuel-injection pulse at the time of restart which concerns on 1st Example of this invention, and a comparative example. It is a flowchart of 2nd Example of this invention. It is a flowchart of 3rd Example of this invention. It is a flowchart of 4th Example of this invention. It is a flowchart of 5th Example of this invention. It is a flowchart of 6th Example of this invention. It is a flowchart of 7th Example of this invention. It is a flowchart of 8th Example of this invention. It is a flowchart of 9th Example of this invention. It is a flowchart of 10th Example of this invention. It is a flowchart of 11th Example of this invention. It is a flowchart of 12th Example of this invention. It is a flowchart of 13th Example of this invention. It is a flowchart of 14th Example of this invention. It is a flowchart of 15th Example of this invention. It is a flowchart of 16th Example of this invention. It is a flowchart of 17th Example of this invention. It is a flowchart of 18th Example of this invention. It is a flowchart of 19th Example of this invention. It is a flowchart of 20th Example of this invention. It is a flowchart of 21st Example of this invention. It is a flowchart of 22nd Example of this invention. It is a flowchart of 23rd Example of this invention. It is a flowchart of 24th Example of this invention.

Claims (28)

A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of engine start,
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel injection correction amount integrating means for integrating the fuel injection correction amount within a predetermined period And
A fuel for an internal combustion engine, comprising: means for correcting an increase / decrease amount of the basic fuel injection amount at start-up according to a fuel injection correction amount integration value integrated by the fuel injection correction amount integration unit at the next start of the engine Injection control device. A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of engine start,
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel injection correction amount integrating means for integrating the fuel injection correction amount within a predetermined period And a time measuring means for measuring the time from the engine stop,
When starting the engine next time, the basic fuel injection amount at start is increased or decreased according to the fuel injection correction amount integrated value accumulated by the fuel injection correction amount integrating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, comprising means for correcting the amount. A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of engine start,
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount according to an operating state of the engine;
A fuel injection control apparatus for an internal combustion engine, comprising means for correcting an increase / decrease amount of the basic fuel injection amount at start-up according to the fuel injection correction amount at engine stop at the next engine start. A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of engine start,
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount according to an operating state of the engine, and a time measuring means for measuring a time from the engine stop,
At the next start of the engine, there is provided means for correcting the increase / decrease amount of the basic fuel injection amount at the start according to the fuel injection correction amount at the time of engine stop and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at engine startup,
Means for calculating the fuel injection amount in accordance with the operating state of the engine, and fuel injection amount integration means for integrating the fuel injection amount within a predetermined period;
A fuel injection control for an internal combustion engine, characterized by comprising means for correcting an increase / decrease amount of the basic fuel injection amount at start-up according to a fuel injection amount integration value integrated by the fuel injection amount integration unit at the next start of the engine apparatus. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at engine startup,
Means for calculating the fuel injection amount according to the operating state of the engine, fuel injection amount integration means for integrating the fuel injection amount within a predetermined period, and time measuring means for measuring the time from when the engine is stopped,
When the engine is started next time, the basic fuel injection amount at the start is increased or decreased according to the fuel injection amount integrated value accumulated by the fuel injection amount integrating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, characterized by comprising means for correcting. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
Means for calculating the fuel injection amount according to the operating state of the engine;
A fuel injection control device for an internal combustion engine, comprising: means for correcting an increase / decrease in the basic fuel injection amount at start-up in accordance with the fuel injection amount at engine stop when the engine is next started. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
Means for calculating the fuel injection amount according to the operating state of the engine, and time measuring means for measuring the time from when the engine is stopped,
At the next start of the engine, there is provided means for correcting the increase / decrease of the basic fuel injection amount at the start according to the fuel injection amount at the time of the engine stop and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, and air-fuel ratio deviation integrating means for integrating the deviation of the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor within a predetermined period,
A fuel injection control for an internal combustion engine, characterized by comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the start in accordance with an air / fuel ratio deviation integrated value integrated by the air / fuel ratio deviation integrating means at the next start of the engine apparatus. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, air-fuel ratio deviation integrating means for integrating the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor within a predetermined period, and the time from when the engine is stopped It has time measuring means to measure,
When the engine is started next time, the basic fuel injection amount at the time of starting is corrected in accordance with the air-fuel ratio deviation integrated value integrated by the air-fuel ratio deviation integrating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, characterized by comprising: A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, and an air-fuel ratio deviation calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor,
A fuel for an internal combustion engine, comprising: means for correcting an increase / decrease in the basic fuel injection amount at the start according to the air / fuel ratio deviation value calculated by the air / fuel ratio deviation calculating means when the engine is stopped at the next engine start Injection control device. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, an air-fuel ratio deviation calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and time measurement for measuring the time from when the engine is stopped With means,
When the engine is next started, the basic fuel injection amount at the start is increased or decreased according to the air-fuel ratio deviation value calculated by the air-fuel ratio deviation calculating means when the engine is stopped and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, comprising means for correcting the amount. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe,
A fuel injection control device for an internal combustion engine, comprising: means for correcting an increase / decrease in the basic fuel injection amount at start-up according to the air-fuel ratio detected by the air-fuel ratio sensor when the engine is stopped at the next engine start. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, and a time measuring means for measuring the time from when the engine is stopped,
Means for correcting increase / decrease of the basic fuel injection amount at the time of start-up according to the air-fuel ratio detected by the air-fuel ratio sensor at the time of engine stop and the time from the engine stop to the start measured by the time measuring means at the time of engine stop A fuel injection control device for an internal combustion engine, comprising: A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the calculated amount to a cylinder.
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel for calculating an average value of the fuel injection correction amount within a predetermined period in the past from the present time An injection correction amount average value calculating means is provided,
An internal combustion engine comprising means for correcting an increase / decrease amount of the starting basic fuel injection amount in accordance with the average value of fuel injection correction amount calculated by the fuel injection correction amount average value calculating means at the next start of the engine Fuel injection control device. A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the calculated amount to a cylinder.
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount according to an operating state of the engine, and an average value of the fuel injection correction amount within a predetermined period in the past from the present time A fuel injection correction amount average value calculating means, and a time measuring means for measuring the time from engine stop,
When the engine is started next time, the basic fuel injection amount at the start is increased or decreased according to the average value of the fuel injection correction amount accumulated by the fuel injection correction amount integrating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, comprising means for correcting the amount. A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the calculated amount to a cylinder.
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel injection correction amount integrating means for integrating the fuel injection correction amount within a predetermined period And means for clearing the integrated value of the fuel injection correction amount integrating means when the fuel injection correction amount is not an increase (positive value),
A fuel for an internal combustion engine, comprising: means for correcting an increase / decrease amount of the basic fuel injection amount at start-up according to a fuel injection correction amount integration value integrated by the fuel injection correction amount integration unit at the next start of the engine Injection control device. A fuel injection control device for an internal combustion engine that calculates a basic fuel injection amount based on an engine intake air amount and a starting basic fuel injection amount based on a temperature at the time of starting the engine and supplies the calculated amount to a cylinder.
A fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount in accordance with an operating state of the engine, and a fuel injection correction amount integrating means for integrating the fuel injection correction amount within a predetermined period And means for clearing the integrated value of the fuel injection correction amount integrating means when the fuel injection correction amount is not an increase (positive value), and a time measuring means for measuring the time from engine stop,
When starting the engine next time, the basic fuel injection amount at start is increased or decreased according to the fuel injection correction amount integrated value accumulated by the fuel injection correction amount integrating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, comprising means for correcting the amount. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
Means for calculating the fuel injection amount in accordance with the operating state of the engine, and fuel injection amount average value calculating means for calculating an average value of the fuel injection amount within a predetermined period in the past from the present,
A fuel injection control device for an internal combustion engine, comprising means for correcting an increase / decrease amount of the starting basic fuel injection amount according to the average value of the fuel injection amount at the next start of the engine. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
Means for calculating the fuel injection amount in accordance with the operating state of the engine, fuel injection amount average value calculating means for calculating an average value of the fuel injection amount within a predetermined period in the past from the present time, and measuring time from engine stop A time measuring means,
When the engine is next started, the basic fuel injection amount at the start is increased or decreased according to the average value of the fuel injection amount calculated by the fuel injection amount average value calculating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, comprising means for correcting the amount. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, an air-fuel ratio calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and an average of the air-fuel ratio deviation within the past predetermined period from the present Air-fuel ratio deviation average value calculating means for calculating a value,
A fuel for an internal combustion engine, comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the start in accordance with the average air / fuel ratio deviation average value calculated by the air / fuel ratio deviation average value calculating means at the next start of the engine Injection control device. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, air-fuel ratio deviation calculating means for calculating a deviation between the theoretical air-fuel ratio and the output value of the air-fuel ratio sensor, and the air-fuel ratio deviation within a predetermined period from the present An air-fuel ratio deviation average value calculating means for calculating an average value of the engine, and a time measuring means for measuring the time from the engine stop,
When the engine is started next time, the basic fuel injection amount at the time of start according to the air-fuel ratio deviation average value calculated by the air-fuel ratio deviation average value calculating means and the time from the engine stop to the start measured by the time measuring means A fuel injection control device for an internal combustion engine comprising means for correcting the amount of increase / decrease. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, and an air-fuel ratio average value calculating means for calculating an average value of the air-fuel ratio within the past predetermined period from the present time,
A fuel injection control for an internal combustion engine, comprising means for correcting an increase / decrease amount of the basic fuel injection amount at the time of start-up according to the air-fuel ratio average value calculated by the air-fuel ratio average value calculating means at the next start of the engine apparatus. A fuel injection control device for an internal combustion engine that calculates a starting basic fuel injection amount based on a temperature at the time of engine starting and supplies the fuel into a cylinder,
An air-fuel ratio sensor for detecting the air-fuel ratio of the exhaust gas in the exhaust pipe, an air-fuel ratio average value calculating means for calculating the average value of the air-fuel ratio within the past predetermined period from the present time, and a time measuring means for measuring the time from engine stop And
When the engine is started next time, the basic fuel injection amount at the time of start-up is corrected according to the air-fuel ratio average value calculated by the air-fuel ratio average value calculating means and the time from the engine stop to the start measured by the time measuring means. A fuel injection control device for an internal combustion engine, characterized by comprising:   The fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting the increase / decrease amount of the basic fuel injection amount in accordance with the operating state of the engine includes a coolant temperature, an intake air temperature, start-up, acceleration, deceleration, and throttle valve opening. 5. The fuel injection correction amount calculating means for calculating a fuel injection correction amount for correcting an increase / decrease amount of the basic fuel injection amount based on an index indicating an engine operating state such as The fuel injection control device for an internal combustion engine according to any one of 15 to 18.   The fuel injection control device for an internal combustion engine according to claim 1 or 2, wherein the fuel injection correction amount integration means integrates a fuel injection correction amount from a time when the engine is stopped to a predetermined time before.   The fuel injection control device for an internal combustion engine according to claim 5 or 6, wherein the fuel injection amount integration means integrates a fuel injection amount from when the engine is stopped to a predetermined time before.   The fuel injection control device for an internal combustion engine according to claim 9 or 10, wherein the air-fuel ratio deviation integrating means integrates an air-fuel ratio deviation from when the engine is stopped to a predetermined time before.

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