JP2009250075A - Fuel injection amount control device and fuel injection system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel injection amount control device and a fuel injection system capable of accurately controlling a fuel injection amount so that an air-fuel ratio approximates a target value. <P>SOLUTION: The fuel injection amount control device includes a fuel temperature acquiring means B20 for acquiring a temperature of fuel supplied to an injector (fuel injection valve) mounted to an internal combustion engine for a vehicle as a fuel temperature detection value, and an intake air temperature acquiring means B40 for acquiring a temperature of intake air as an intake air temperature detection value. The control device estimates a temperature of the injector from the acquired fuel temperature detection value and the intake air temperature detection value, and corrects a base injection amount of the fuel calculated from the operating state of the engine based on the estimated injector temperature. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a fuel injection amount control device that is applied to a fuel injection valve mounted on an internal combustion engine for a vehicle and controls the injection amount of fuel from the fuel injection valve.

If the internal combustion engine is stopped immediately after the internal combustion engine is continuously operated at a high load, the temperature of the fuel injection valve rises as the atmospheric temperature of the internal combustion engine rises, and as a result, the fuel supplied to the fuel injection valve becomes hot. Bubbles may be generated. If the internal combustion engine is restarted in the bubble generation state, the amount of fuel injection is reduced by the amount of bubbles, resulting in problems such as failure to obtain a desired torque and lean air-fuel ratio. With respect to this problem, in the control described in Patent Document 1, the temperature of the fuel supplied to the fuel injection valve is detected, and the fuel injection amount command value is corrected to be increased in anticipation of the bubble generation based on the detected fuel temperature. ing.
JP-A-1-177438

  However, it has been found that the following problems occur in the conventional control in which the injection amount command value is corrected based on the fuel temperature as described above. That is, when outside air is introduced into the intake pipe as the vehicle starts running, the intake air temperature may suddenly decrease, and in this case, the temperature of the fuel injection valve will rapidly decrease. Then, since the amount of generated bubbles is reduced, the above-described fuel increase correction is overcorrected, causing a problem that the air-fuel ratio shifts to the rich side.

  In particular, if the internal combustion engine is stopped immediately after the internal combustion engine is continuously operated at a high load, the air in the intake pipe (in-pipe air) is warmed to a high temperature by the internal combustion engine. If the vehicle is restarted after restarting, the temperature of the air in the pipe rapidly decreases due to the introduction of outside air, and the overcorrection becomes remarkable.

  FIG. 4 is a test result showing such a temperature change in the pipe air. The pipe air temperature peaks at, for example, t1 when about 20 minutes have elapsed since the internal combustion engine was stopped (from time t0 in FIG. 4). (For example, about 85 ° C.). Note that the alternate long and short dash line in FIG. 4 indicates the temperature change of the cooling water of the internal combustion engine. If the vehicle is not started, the cooling water temperature and the pipe air temperature substantially coincide after time t1. Thereafter, when the internal combustion engine is started at the time t2 to be in an idle operation state and the vehicle is started at the time t3, the air temperature in the pipe is rapidly lowered by the introduction of the outside air. Therefore, even if the outside air temperature is 30 ° C., the pipe air temperature rapidly decreases from 85 ° C. to 30 ° C.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a fuel injection amount control device and a fuel injection system capable of accurately controlling the fuel injection amount so that the air-fuel ratio approaches the target value. There is.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

In invention of Claim 1,
A fuel temperature acquisition means for acquiring, as a fuel temperature detection value, a temperature of fuel supplied to a fuel injection valve mounted on an internal combustion engine for a vehicle or a temperature correlated therewith;
Intake air temperature acquisition means for acquiring the temperature of intake air sucked into the combustion chamber of the internal combustion engine as an intake air temperature detection value;
An injection amount calculating means for calculating a fuel injection amount command value from the fuel injection valve based on the acquired fuel temperature detection value and the intake air temperature detection value in addition to the operating state of the internal combustion engine;
It is characterized by providing.

  According to this, since the fuel injection amount command value is calculated based not only on the detected fuel temperature value but also on the detected intake air temperature, the air temperature in the intake pipe suddenly increases with the introduction of outside air when the vehicle starts as described above. Even in the case of a decrease, the injection amount command value suitable for the bubble generation state can be calculated with high accuracy, and the actual air-fuel ratio can be brought close to the target value with high accuracy.

  Here, the degree of influence of the fuel temperature detection value on bubble generation differs from the degree of influence of the intake temperature detection value on bubble generation depending on the operating state of the internal combustion engine (for example, the flow rate of intake air). In the invention according to claim 2 in view of this point, the injection amount calculation means calculates the injection amount command value based on a value obtained by weighting each of the fuel temperature detection value and the intake air temperature detection value. It is characterized by. Therefore, it is possible to calculate the injection amount command value suitable for the bubble generation state according to the operating state of the internal combustion engine with higher accuracy.

  Here, the degree of influence of both detection values on bubble generation varies greatly depending on the flow rate of the intake air. For example, the degree of cooling of the fuel injection valve that accompanies the introduction of outside air at the time of starting increases as the amount of intake air increases, so the amount of bubble generation also decreases. In view of this point, the weighting coefficient for the fuel temperature detection value and the weighting coefficient for the intake air temperature detection value are the flow rate of the intake air (hereinafter referred to as “intake air amount”) or its It is characterized by being variably set based on a physical quantity correlated with the flow rate. Therefore, it is possible to calculate the injection amount command value suitable for the bubble generation state with higher accuracy.

  According to a fourth aspect of the present invention, the fuel temperature acquisition means acquires the temperature of cooling water for cooling the internal combustion engine as the fuel temperature detection value. The higher the temperature of the internal combustion engine, the higher the temperature of the fuel as the ambient temperature rises. Therefore, even if the coolant temperature having a high correlation with the temperature of the internal combustion engine is used as the fuel temperature detection value, the calculation accuracy of the injection amount command value does not decrease so much. Therefore, in an internal combustion engine that does not include means for detecting the fuel temperature, it is possible to eliminate the need for providing a dedicated fuel temperature detection sensor by acquiring the rejection water temperature as the fuel temperature detection value.

  According to a fifth aspect of the present invention, the injection amount calculation means has injection valve temperature estimation means for estimating the temperature of the fuel injection valve based on the fuel temperature detection value and the intake air temperature detection value. The injection amount command value is calculated based on temperature. In this way, the injection valve temperature may be once estimated based on both detection values, and the injection amount command value may be calculated based on the estimated injection valve temperature. In the implementation, the estimation of the injection valve temperature may be abolished, and the injection amount command value may be directly calculated based on both detection values.

  According to a sixth aspect of the present invention, there is provided filter correction means for limiting the amount of change in the injection amount command value to a predetermined amount or less with respect to calculation of the injection amount command value by the injection amount calculation means. To do. According to this, it is possible to suppress a sudden change in the injection amount command value due to a sudden decrease in the intake air temperature detection value, and the actual air-fuel ratio is hunted when approaching the actual air-fuel ratio to the target value. Can be suppressed.

  By the way, the amount of generated bubbles varies depending on the properties of the fuel. For example, since the gasoline for summer is less volatile than that for winter, the amount of bubbles generated is reduced. In the case of a fuel in which alcohol is mixed with gasoline, the amount of generated bubbles varies depending on the alcohol concentration. Therefore, when the injection valve temperature is equal to or higher than the predetermined value and the amount of increase in the injection amount command value is increased in anticipation of the bubble generation amount, there is a concern that the injection amount calculation error due to the fuel property is large.

  In view of this point, in the invention according to claim 7, the deviation between the actual air-fuel ratio when the operation of the fuel injection valve is controlled based on the injection amount calculated by the injection amount calculating means and the target air-fuel ratio is calculated. Learning means for storing and learning is provided, and when the estimated injection valve temperature is equal to or higher than a predetermined value, the memory update amount based on the deviation is limited or the memory update is prohibited. Therefore, according to the invention of claim 7 in which the memory update amount based on the air-fuel ratio deviation when the calculation error is large is limited, it is possible to suppress deterioration in the accuracy of the injection amount calculation based on the learning value.

  In the invention according to claim 8, the injection amount calculating means includes basic injection amount calculating means for calculating a basic injection amount based on an operating state of the internal combustion engine, and based on the fuel temperature detection value and the intake air temperature detection value. And correction means for correcting the basic injection amount. In this way, the basic injection amount may be calculated once based on the rotational speed and the load, and the injection amount command value may be calculated by correcting the calculated basic injection amount based on both detection values. In carrying out the inventions described in Items 1 to 7, the calculation of the basic injection amount may be abolished, and the injection amount command value may be directly calculated based on at least the rotational speed, the load, and both detected values.

  According to a ninth aspect of the invention, at least one of a fuel injection valve mounted on an internal combustion engine for a vehicle, an intake air temperature sensor that detects the temperature of intake air, and a fuel temperature sensor that detects the temperature of fuel, and the fuel injection A fuel injection system comprising: a quantity control device. According to this fuel injection system, the various effects described above can be exhibited in the same manner.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings. The present embodiment is intended for a four-wheeled vehicle that uses a gasoline engine, which is an internal combustion engine, as a travel drive source. First, an overall schematic configuration of an engine control system centered on an engine and an electronic control unit (hereinafter referred to as an ECU) will be described. This will be described with reference to FIG.

  In the engine 10 shown in FIG. 1, an air cleaner 12 is provided at the most upstream portion of the intake pipe 11, and an air flow meter 13 for detecting the intake air amount is provided downstream of the air cleaner 12. The air flow meter 13 includes an intake air temperature sensor 13a that detects the temperature of the intake air. A throttle valve 14 whose opening is adjusted by an actuator such as a DC motor and a throttle valve opening sensor 15 for detecting the throttle valve opening are provided on the downstream side of the air flow meter 13.

  An intake pipe pressure sensor 16 for detecting an intake pipe pressure is provided on the downstream side of the throttle valve 14 in the intake pipe 11. The engine 10 is a multi-cylinder engine, and an intake manifold 17 that introduces air into each cylinder of the engine 10 is connected to a portion of the intake pipe 11 downstream of the intake pipe pressure sensor 16. An electromagnetically driven injector 18 (fuel injection valve) for injecting and supplying fuel is attached to the vicinity of the intake port of each cylinder in the intake manifold 17.

  The fuel in the fuel tank 19 mounted on the vehicle is supplied to a delivery pipe 21 (fuel pipe) by a fuel pump 20 and distributed and supplied from the delivery pipe 21 to each injector 18. A fuel temperature sensor 22 that detects the temperature of the fuel is attached to the delivery pipe 21.

  An intake valve 23 and an exhaust valve 24 are respectively provided in the intake port and the exhaust port of the engine 10, and an air-fuel mixture is introduced into the combustion chamber by opening the intake valve 23, and the exhaust valve 24 is opened. The exhaust gas after combustion is discharged to the intake manifold 25 by the operation.

  A catalyst device 26 such as a three-way catalyst for purifying CO, HC, NOx, etc. in the exhaust gas is provided in a portion where the exhaust gas from each cylinder is gathered on the downstream side of the intake manifold 25, and this catalyst. An air-fuel ratio sensor 27 for detecting the air-fuel ratio of the air-fuel mixture with an exhaust gas as a detection target is provided upstream of the device 26.

  The engine 10 is provided with variable valve timing mechanisms 23a and 24a for changing the opening and closing timings of the intake valve 23 and the exhaust valve 24, respectively. Further, the engine 10 is provided with an intake cam angle sensor 23b and an exhaust cam angle sensor 24b that output cam angle signals in synchronization with the rotation of the intake cam shaft and the exhaust cam shaft, and are synchronized with the rotation of the crank shaft of the engine 10. A crank angle sensor 28 is provided for outputting a pulse of a crank angle signal every predetermined crank angle (for example, every 30 ° C. A). In addition, a cooling water temperature sensor 29 for detecting the temperature of the cooling water mainly circulating in the engine 10 is attached to the cylinder block 10 a of the engine 10.

  An ignition plug (not shown) is attached to each cylinder head of the engine 10 for each cylinder, and a high voltage is applied to the ignition plug at a desired ignition timing through an ignition device such as an ignition coil. . By applying this high voltage, a spark discharge is generated between the opposing electrodes of each spark plug, and the air-fuel mixture introduced into the combustion chamber is ignited and used for combustion.

  As is well known, the ECU 40 (injection amount calculation means) is mainly composed of a microcomputer including a CPU, a ROM, a RAM, and the like. In addition to the various sensors 13a, 15, 22, 23b, 24b, 27, 28, and 29, the ECU 40 has an engine operating state and an operating state based on various detection signals that are input as needed from various sensors mounted on the vehicle. The user's request (accelerator operation amount, etc.) is grasped, and various controls according to the request are executed according to the control program.

  Specifically, the ECU 40 detects the air / fuel ratio based on the detection signal from the air / fuel ratio sensor 27. Based on the detection of the air-fuel ratio, the ECU 40 normally calculates the air-fuel ratio correction coefficient FAF according to the deviation between the target air-fuel ratio and the target air-fuel ratio when the target air-fuel ratio is stoichiometric (theoretical air-fuel ratio). Then, air-fuel ratio feedback control is performed to set the next fuel injection amount by multiplying the calculated air-fuel ratio correction coefficient FAF by the basic injection amount. That is, when the air-fuel ratio shifts to the rich side, the ECU 40 decreases the air-fuel ratio correction coefficient FAF so as to keep the air-fuel ratio stoichiometric, and decreases the next fuel injection amount. When the air-fuel ratio shifts to the lean side, the ECU 40 increases the air-fuel ratio correction coefficient FAF so as to keep the air-fuel ratio stoichiometric, and increases the next fuel injection amount.

  A memory such as an EEPROM included in the microcomputer of the ECU 40 stores a map for specifying the relationship between the deviation between the actual air-fuel ratio detected by the air-fuel ratio sensor 27 and the target air-fuel ratio and the air-fuel ratio correction coefficient FAF. . The learning control is executed by updating the deviation stored in the map. However, when the estimated temperature of an injector, which will be described later, is equal to or higher than a predetermined value, the storage update amount based on the deviation is limited or the storage update is prohibited.

  Further, the ECU 40 performs various corrections on the basic injection amount as follows to calculate the target injection amount (injection amount command value) of fuel. That is, the basic injection amount is calculated based on the engine speed (engine operating state) calculated from the detection value of the crank angle sensor 28 and the engine load (engine operating state). The engine load is calculated from the throttle valve opening calculated from the detection value of the throttle valve opening sensor 15, the intake air amount calculated from the detection value of the air flow meter 13, and the like. In addition to the acceleration increase for improving the acceleration response, the correction for the basic injection amount includes the increase in the amount of bubble generation described below in addition to the increase after start, the increase in warm-up, and the like.

  Here, if the engine 10 is stopped immediately after the engine 10 is continuously operated at a high load, the temperature of the body of the injector 18 and the temperature of the delivery pipe 21 increase as the ambient temperature of the engine 10 increases. In some cases, the fuel distributed and supplied to the tank becomes hot and bubbles are generated. If the engine 10 is restarted in the bubble generation state, the amount of fuel injection is reduced by the amount of bubbles, resulting in problems such as failure to obtain a desired torque and lean air-fuel ratio.

  Therefore, in the present embodiment, the temperature of the injector is estimated, and the basic injection amount is increased (corrected for increasing the amount of generated bubbles) by assuming that the higher the estimated injector temperature is, the more bubbles are generated. Further, in estimating the injector temperature, the injector temperature is estimated based on the intake air temperature detection value that is the detection value of the intake air temperature sensor 13 a and the fuel temperature detection value that is the detection value of the fuel temperature sensor 22. Further, in this estimation, each of the detected fuel temperature value and the detected intake air temperature is weighted, and each of the weighting coefficients A and B (hereinafter referred to as weights) according to the detected intake air amount that is the detected value of the air flow meter 13. Is called a coefficient).

  2 will be described in more detail with reference to FIG. 2. FIG. 2 is a functional block diagram when the microcomputer of the ECU 40 executes the above-described bubble generation increase correction. First, in block B10, the detected intake air amount by the air flow meter 13 is shown. And the weight coefficient A (0 ≦ A ≦ 1) for the detected fuel temperature is calculated based on the acquired detected intake air amount. In other words, the block B10 is a functional block that converts the intake air amount detection value into the weighting coefficient A, and the weighting coefficient A is set to decrease in proportion to the detected value as the intake air amount detection value increases. . The fuel temperature detection value by the block B20 (fuel temperature acquisition means) and the fuel temperature sensor 22 is acquired, and the acquired fuel temperature detection value is multiplied by the weight coefficient A.

  In block B30, the weight coefficient B (0 ≦ B ≦ 1) for the detected intake air temperature is calculated so that the sum of both weight coefficients A and B is 1 (A + B = 1). A block B40 (intake air temperature acquisition means) acquires an intake air temperature detection value by the intake air temperature sensor 13a, and multiplies the acquired intake air temperature detection value by the weight coefficient B. In block B50 (injection valve temperature estimation means), the temperature of injector 18 is estimated by adding the values calculated in each of blocks B20 and B40. However, the temperature estimated here is subjected to the filtering process (smoothing process) by the block B70 (filter correction means), so that the change amount of the temperature estimated in the block B50 is reduced. Correct the estimated temperature.

  In block B80, based on the injector estimated temperature filtered in block B70, a correction amount for the basic injection amount described above is calculated. In other words, the block B80 is a functional block that converts the injector estimated temperature into the injector correction amount, and the relationship between the injector estimated temperature and the correction amount is preset by a test or the like so as to be the relationship shown in FIG. For example, the relationship may be stored in a map, and the correction amount may be calculated based on the map in block B80. Incidentally, until the injector temperature reaches a certain high temperature (for example, the temperature indicated by the symbol T10 in FIG. 3), bubbles do not occur in the fuel. Therefore, the amount of increase in the correction amount for the rise in injector temperature (that is, the curve in FIG. 3). The inclination is set small, and when the temperature exceeds the temperature T10 at which bubbles start to be generated, the map is set so that the correction amount increases rapidly (that is, the inclination increases) as the injector temperature rises.

  In the block B90 (basic injection amount calculating means), as described above, the basic fuel injection amount is calculated based on the engine speed and the intake air amount (engine load). The basic injection amount calculated in block B90 is corrected for the acceleration increase, post-startup increase, and warm-up increase as described above, and the injector correction amount calculated in block B90 in block B100 (correction means). By performing the correction to be added, the final target injection amount of the fuel is determined. And 40 controls the fuel injection amount injected in one combustion cycle by controlling the valve opening time of the injector 18 so that it may become the final target injection amount determined in block B100.

  Here, as shown in FIG. 4, if the engine 10 is stopped immediately after the engine 10 is continuously operated at a high load, the air in the intake pipe 11 and the intake manifold 17 (in-pipe air) is warmed by the engine 10. It becomes high temperature (for example, about 85 ° C.). When the vehicle is started by restarting the engine 10 in this state, the temperature of the air in the pipe rapidly decreases (for example, about 30 ° C.) as the outside air is introduced into the intake pipe 11 and the intake manifold 17. In that case, the temperature of the injector 18 will drop rapidly. Then, since the amount of bubbles generated in the fuel is reduced, if the correction amount is calculated by estimating the injector temperature based only on the detected fuel temperature in block B50, the air-fuel ratio shifts to the rich side due to overcorrection. Occurs.

  With respect to this problem, according to the present embodiment described in detail above, the temperature of the injector 18 is estimated based not only on the detected fuel temperature value but also on the detected intake air temperature (see B50), and based on the estimated temperature. Since the injection amount is corrected (see B80 and B100), the temperature of the injector 18 is estimated in consideration of the temperature drop even when the air temperature in the pipe suddenly drops due to the introduction of outside air when the vehicle starts. The final target injection amount that matches the bubble generation state can be calculated with high accuracy, and the actual air-fuel ratio can be brought close to the target value with high accuracy.

  Further, according to the present embodiment, when the injector temperature is estimated based on the fuel temperature detection value and the intake air temperature detection value, the weight coefficient B of the intake air temperature detection value is increased as the intake air amount detection value increases. Increase the weight. Therefore, for example, when the intake air amount is large and the influence of the injector temperature due to the detected intake air temperature is large, the magnitude of the influence is reflected in the estimation of the injector temperature, so that the injector temperature can be estimated with high accuracy. Therefore, since the correction amount suitable for the bubble generation state can be calculated with high accuracy, the actual air-fuel ratio can be brought close to the target value with high accuracy.

  Further, according to the present embodiment, the amount of change in the estimated temperature is reduced by filtering the injector temperature estimated in the block B50 based on the detected fuel temperature value and the detected intake air temperature value in the block B70. It is possible to suppress a sudden change in the target injection amount due to a sudden decrease in the detected value, and to suppress the hunting of the actual air / fuel ratio when the actual air / fuel ratio approaches the target value.

  By the way, the amount of generated bubbles varies depending on the properties of gasoline and the alcohol concentration. Accordingly, when the injector temperature is high and the target injection amount is increased and corrected in anticipation of the bubble generation amount, there is a concern that the target injection amount calculation error due to the fuel property is large. In response to this concern, according to the present embodiment, when learning the relationship between the deviation between the actual air-fuel ratio and the target air-fuel ratio and the air-fuel ratio correction coefficient FAF at that time, the estimated temperature of the injector is greater than or equal to a predetermined value. Restricts the memory update amount based on the deviation or prohibits the memory update, so that the learning error due to such fuel properties can be suppressed.

(Other embodiments)
The above embodiment may be modified as follows. In addition, the present invention is not limited to the description of the above embodiment, and the characteristic configurations of the following embodiments may be arbitrarily combined.

  In estimating the injector temperature, it may be estimated using the detected value of the coolant temperature sensor 29 instead of using the detected fuel temperature value of the fuel temperature sensor 22. At the time t2 (see FIG. 4) at which the engine is stopped and restarted, the temperature of the engine coolant and the temperature of the fuel are highly correlated. The calculation accuracy of the injection amount does not decrease so much. And the fuel temperature sensor 22 can be made unnecessary.

  In the above embodiment, the fuel temperature sensor 22 is attached to the delivery pipe 21, but it may be attached to the fuel tank 19, the fuel pump 20, or another piping path. However, it is desirable to attach to the part upstream from the delivery pipe 21 to be distributed to each cylinder.

  In the above embodiment, the weighting factors A and B are variably set according to the intake air amount. However, the weighting factors A and B are changed according to the engine rotational speed and the vehicle speed having a high correlation with the intake air amount instead of the intake air amount. It may be variably set.

  -In the said embodiment, although the filtering process by block B70 is performed with respect to the injector temperature estimated in block B50, based on the injector temperature estimated in block B50, a correction amount is calculated in block B80, and the calculation was performed. A filtering process may be performed on the correction amount.

  In the above embodiment, the control device of the present invention is applied to the injector 18 mounted on the ignition type gasoline engine. However, the control device of the present invention is applied to the injector mounted on the self-ignition type diesel engine. May be.

1 is a diagram illustrating an overall schematic configuration of an engine control system to which a fuel injection amount control device according to an embodiment of the present invention is applied. FIG. 2 is a functional block diagram when the ECU in FIG. The figure which shows the relationship between injector estimated temperature and correction amount in calculating the correction amount in block B50 in FIG. The time chart which shows a mode that the air in a pipe | tube falls rapidly with a vehicle start.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Gasoline engine (internal combustion engine), 13a ... Intake temperature sensor, 18 ... Injector (fuel injection valve), 22 ... Fuel temperature sensor, 40 ... ECU (injection amount calculation means), B20 ... Fuel temperature acquisition means, B40 ... Suction Air temperature acquisition means, B50 ... injection valve temperature estimation means, B70 ... filter correction means, B90 ... basic injection amount calculation means, B100 ... correction means.

Claims (9)

A fuel temperature acquisition means for acquiring, as a fuel temperature detection value, a temperature of fuel supplied to a fuel injection valve mounted on an internal combustion engine for a vehicle or a temperature correlated therewith;
Intake air temperature acquisition means for acquiring the temperature of intake air sucked into the combustion chamber of the internal combustion engine as an intake air temperature detection value;
An injection amount calculating means for calculating a fuel injection amount command value from the fuel injection valve based on the acquired fuel temperature detection value and the intake air temperature detection value in addition to the operating state of the internal combustion engine;
A fuel injection amount control apparatus comprising:   2. The fuel injection amount according to claim 1, wherein the injection amount calculation means calculates the injection amount command value based on a value obtained by weighting each of the fuel temperature detection value and the intake air temperature detection value. Control device.   The weighting coefficient for the fuel temperature detection value and the weighting coefficient for the intake air temperature detection value are variably set based on the flow rate of the intake air or a physical quantity correlated with the flow rate. Fuel injection amount control device.   The fuel injection amount control apparatus according to any one of claims 1 to 3, wherein the fuel temperature acquisition means acquires the temperature of cooling water for cooling the internal combustion engine as the fuel temperature detection value.   The injection amount calculation means includes injection valve temperature estimation means for estimating the temperature of the fuel injection valve based on the fuel temperature detection value and the intake air temperature detection value, and the injection amount command value based on the estimated injection valve temperature. The fuel injection amount control device according to any one of claims 1 to 4, wherein the fuel injection amount control device is calculated.   6. The fuel according to claim 5, further comprising filter correction means for limiting the amount of change in the injection amount command value to a predetermined amount or less with respect to calculation of the injection amount command value by the injection amount calculation means. Injection quantity control device. Learning means for storing and learning the deviation between the actual air-fuel ratio when the operation of the fuel injection valve is controlled based on the injection amount calculated by the injection amount calculating means and the target air-fuel ratio;
7. The fuel injection amount control device according to claim 5, wherein when the estimated injection valve temperature is equal to or higher than a predetermined value, the memory update amount based on the deviation is limited or the memory update is prohibited.   The injection amount calculating means includes a basic injection amount calculating means for calculating a basic injection amount based on an operating state of the internal combustion engine, and a correcting means for correcting the basic injection amount based on the fuel temperature detection value and the intake air temperature detection value. The fuel injection amount control device according to any one of claims 1 to 7, wherein At least one of a fuel injection valve mounted on an internal combustion engine for a vehicle, an intake air temperature sensor that detects the temperature of intake air, and a fuel temperature sensor that detects the temperature of fuel;
A fuel injection amount control device according to any one of claims 1 to 8,
A fuel injection system comprising:

Images