JP2014137042A - Fuel injection amount control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel injection amount control device capable of improving drivability as compared with a conventional device.SOLUTION: An EFI-ECU determines a correction amount of a fuel injection amount by referring to a first correction map (a first steady-operation correction map, a first start correction map, a first start mode correction map) (Steps S2 to S4) if a heater is actuated (Step S1), determines the correction amount of the fuel injection amount by referring to a second correction map (a second steady-operation correction map, a second start correction map, a second start mode correction map) (Steps S5 to S7) if the heater is not actuated (Step S1), and corrects a fuel injection amount Iq of a fuel injection valve (Step S8). The first correction map is preset so as to be smaller in the correction amount than the second correction map.

Description

  The present invention relates to a fuel injection amount control device.

  As a conventional fuel injection amount control device, a plurality of injectors that inject fuel into each of a plurality of cylinders of an internal combustion engine, a delivery pipe that distributes fuel to the plurality of injectors, and a delivery pipe that heats the fuel in the delivery pipe A heater, a fuel heating control means for controlling the operation of the delivery pipe heater, and a fuel injection control means for controlling the injection of fuel from the plurality of injectors, the fuel injection control means at the time of initial injection of the plurality of injectors In addition, when the fuel is heated by the fuel heating control means, it is known to inject the heated fuel in order from the injector closest to the inlet of the delivery pipe (see, for example, Patent Document 1).

JP 2009-287488 A

  However, such a conventional fuel injection amount control device determines the fuel injection amount based on the temperature of the cooling water of the internal combustion engine, the alcohol concentration of the fuel, and the load of the internal combustion engine. The temperature of the fuel heated by the heater was not considered.

  For this reason, the conventional fuel injection amount control device causes overriching due to excessive fuel vaporization due to excessive heating, or overlean due to insufficient fuel vaporization due to insufficient heating. As a result, the combustion state of the fuel may be deteriorated, so that the drivability may be deteriorated.

  The present invention has been made to solve such a problem, and an object thereof is to provide a fuel injection amount control device capable of improving drivability as compared with the conventional one.

  In order to achieve the above object, a fuel injection amount control apparatus according to the present invention includes (1) fuel heating means for heating fuel supplied to an internal combustion engine, and injection correction for adjusting a correction amount of the fuel injection amount for the internal combustion engine. In the fuel injection amount control device comprising the amount adjusting means, the injection correction amount adjusting means is in a state where the fuel heating means is not in operation when the fuel heating means is in operation. The correction amount is adjusted to be small.

  With this configuration, the fuel injection amount control device according to the present invention reduces the correction amount of the fuel injection amount when the fuel heating unit is operating, compared to when the fuel heating unit is not operating. Since the correction amount of the fuel injection amount is adjusted according to the temperature of the fuel injected into the internal combustion engine, drivability can be improved as compared with the conventional one.

  In the fuel injection amount control device described in (1) above, (2) the injection correction amount adjusting means adjusts so that the correction amount decreases as the operating amount of the fuel heating means increases. May be.

  With this configuration, the fuel injection amount control device of the present invention can adjust the correction amount of the fuel injection amount with high definition according to the temperature of the fuel injected into the internal combustion engine.

  In the fuel injection amount control device according to the above (1) or (2), (3) the correction amount includes a correction amount when the internal combustion engine is in steady operation, and immediately after the internal combustion engine is started. The correction amount of the fuel adhering to the inner wall of the intake manifold and the fuel adhering to the inner wall of the intake manifold when the engine speed of the internal combustion engine reaches a predetermined speed after the internal combustion engine is started. May be included.

  With this configuration, the fuel injection amount control device of the present invention is not only a correction amount when the internal combustion engine is in steady operation, but also a correction amount of fuel adhering to the inner wall of the intake manifold immediately after the internal combustion engine is started, The correction amount of the fuel adhering to the inner wall of the intake manifold when the engine speed of the internal combustion engine reaches a predetermined speed since the start of the internal combustion engine depends on the temperature of the fuel injected into the internal combustion engine Can be adjusted.

  According to the present invention, it is possible to provide a fuel injection amount control device capable of improving drivability as compared with the conventional one.

1 is a block diagram showing a configuration of a vehicle to which a fuel injection amount control device according to a first embodiment of the present invention is applied. It is a conceptual diagram which shows the 1st and 2nd normal operation correction map referred by EFI-ECU which comprises the fuel injection amount control apparatus which concerns on the 1st Embodiment of this invention. It is a conceptual diagram which shows the 1st and 2nd starting part correction map referred by EFI-ECU which comprises the fuel injection amount control apparatus which concerns on the 1st Embodiment of this invention. It is a conceptual diagram which shows the 1st and 2nd start mode part correction map referred by EFI-ECU which comprises the fuel injection amount control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart for demonstrating the fuel injection amount correction | amendment operation | movement of the fuel injection amount control apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart for demonstrating the fuel injection amount correction | amendment operation | movement of the fuel injection amount control apparatus which concerns on the 2nd Embodiment of this invention.

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

(First embodiment)
As shown in FIG. 1, a vehicle equipped with a fuel injection amount control device according to a first embodiment of the present invention includes an engine 1 as an internal combustion engine and an EFI-ECU for controlling the fuel injection amount for the engine 1. (Electric Fuel Injection-Electronic Control Unit) 100 and a heating ECU 200 that controls the temperature of fuel injected into the engine 1 are provided.

  The engine 1 performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke while the piston 2 reciprocates twice within the cylinder 3 as a cylinder, and ignites during the compression stroke and the expansion stroke. It is comprised by the engine of 4 cycles which performs.

  The piston 2 is connected to the crankshaft 5 via a connecting rod 4. The connecting rod 4 converts the reciprocating motion of the piston 2 into the rotational motion of the crankshaft 5.

  The fuel used for the engine 1 is a mixed fuel containing alcohol such as ethanol or methanol. That is, the engine 1 is an FFV engine mounted on a so-called FFV (Flexible Fuel Vehicle) that can use a mixed fuel in which a hydrocarbon fuel such as gasoline and an alcohol fuel are mixed.

  The engine 1 can operate with only gasoline, a mixed fuel of alcohol and gasoline, or only alcohol. That is, the fuel supplied to the engine 1 can change the alcohol concentration between 0% (gasoline only) and 100% (alcohol only).

  An intake pipe 10 is connected to the engine 1, and an intake passage 10 a is formed in the intake pipe 10. An air cleaner 11 is provided at the most upstream portion of the intake passage 10a. An air flow meter 12 that detects the intake air amount Ga is provided on the downstream side of the air cleaner 11.

  A throttle valve 14 whose opening degree is adjusted by a throttle motor 13 is provided on the downstream side of the air flow meter 12. A throttle opening sensor 15 is provided on the downstream side of the air flow meter 12 adjacent to the throttle valve 14. The throttle opening sensor 15 detects the opening (throttle opening) of the throttle valve 14.

  A surge tank 16 is provided on the downstream side of the throttle valve 14. An intake manifold 17 that introduces air into each cylinder formed in the engine 1 is connected to the surge tank 16. A fuel injection valve 18 for injecting fuel is attached in the vicinity of the intake port of the intake manifold 17 of each cylinder.

  A spark plug 20 is attached to the cylinder head of the engine 1 for each cylinder. The spark plug 20 is a known spark plug having an electrode made of platinum or an iridium alloy.

  That is, the spark plug 20 ignites the injected fuel in the cylinder by causing a spark discharge between the electrodes. The timing at which each spark plug 20 causes a spark discharge is controlled by the EFI-ECU 100.

  An exhaust pipe 21 is connected to the exhaust port side of the engine 1, and the exhaust pipe 21 is provided with an exhaust purification device 23 having a three-way catalyst or the like for purifying exhaust gas. Further, the cylinder block of the engine 1 is provided with a water temperature sensor 25 that detects a temperature T of cooling water of the engine 1 (hereinafter simply referred to as “engine water temperature”) T.

  A crank angle sensor 26 that outputs a pulse signal each time the crankshaft 5 rotates by a predetermined crank angle is provided on the outer peripheral side of the crankshaft 5. The pulse signal of the crank angle sensor 26 is output to the EFI-ECU 100. The EFI-ECU 100 calculates the engine speed Ne (hereinafter simply referred to as “engine speed”) Ne of the engine 1 based on the pulse signal output from the crank angle sensor 26.

  Further, the engine 1 is provided with a starter 30 for rotationally driving (cranking) the crankshaft 5 at the time of starting. The starter 30 is configured to crank the engine 1 according to control by the EFI-ECU 100.

  The fuel injection valve 18 is connected to a fuel tank 33 via a delivery pipe 31 and a fuel pipe 32. In the present embodiment, the fuel tank 33 stores a mixed fuel of alcohol and gasoline.

  An electric fuel pump 34 is provided in the fuel tank 33, and the fuel stored in the fuel tank 33 is pumped up by the fuel pump 34 and is pumped to the fuel pipe 32. . In the present embodiment, the fuel pump 34 is provided in the fuel tank 33, but the fuel pump 34 may be provided outside the fuel tank 33.

  The fuel discharged from the fuel pump 34 is pumped to the delivery pipe 31 through the fuel pipe 32 and is distributed from the delivery pipe 31 to the fuel injection valve 18 of each cylinder. An alcohol concentration sensor 37 is provided in the fuel supply system from the fuel tank 33 to the delivery pipe 31.

  The alcohol concentration sensor 37 is provided, for example, in the fuel tank 33, the fuel pipe 32, or the delivery pipe 31, and detects the alcohol concentration in the fuel injected from the fuel injection valve 18.

  Here, since the FFV engine such as the engine 1 can use a mixed fuel obtained by mixing alcohol such as ethanol or methanol with gasoline, the alcohol concentration of the fuel greatly affects the combustion state in the cylinder. Are known.

  That is, since gasoline contains a low boiling point component, it has a characteristic that it is easily vaporized even at low temperatures. On the other hand, alcohol has a high boiling point (for example, about 78 ° C. in the case of ethanol).

  Therefore, fuel with a high alcohol concentration is difficult to vaporize at a temperature lower than the boiling point of alcohol. For this reason, the fuel injection valve 18 has a heater 19 for raising the temperature of the fuel for the purpose of promoting the vaporization of the fuel at a low temperature.

  That is, the heater 19 heats the fuel supplied from the fuel tank 33 to the engine 1 and injected from the fuel injection valve 18. In the present embodiment, the heater 19 is constituted by, for example, a known electrically driven heater.

  The EFI-ECU 100 includes a CPU (Central Processing Unit) 101, a RAM (Random Access Memory) 102, a ROM (Read Only Memory) 103, a flash memory 104, an input / output port (hereinafter simply referred to as “I / O port”). And a microprocessor provided with 105.

  The ROM 103 of the EFI-ECU 100 stores a program for causing the microprocessor to function as the EFI-ECU 100 along with various control constants, various maps, and the like.

  That is, the CPU 101 of the EFI-ECU 100 functions as the EFI-ECU 100 by executing a program stored in the ROM 103 using the RAM 103 as a work area.

  Various sensors such as an air flow meter 12, a throttle opening sensor 15, a water temperature sensor 25, a crank angle sensor 26, and an alcohol concentration sensor 37 are connected to the input side of the I / O port 105 of the EFI-ECU 100.

  Various control objects such as a throttle motor 13, a fuel injection valve 18, a spark plug 20, a starter 30 and a fuel pump 34 are connected to the output side of the I / O port 105 of the EFI-ECU 100.

  The EFI-ECU 100 is connected to the output side of the I / O port 105 in accordance with the operation state of the engine 1 determined based on detection signals input from various sensors connected to the input side of the I / O port 105. Various control objects are controlled.

  For example, the EFI-ECU 100 adjusts the fuel injection amount Iq of the fuel injection valve 18. Specifically, the EFI-ECU 100 controls the fuel injection amount Iq by changing at least one of the fuel injection time and the fuel injection pressure of the fuel injection valve 18.

  The EFI-ECU 100 is connected to the heating ECU 200 via a high-speed CAN (Controller Area Network). The heating ECU 200 includes a microprocessor including a CPU 201, a RAM 202, a ROM 203, a flash memory 204, and an I / O port 205.

  The ROM 203 of the heating ECU 200 stores a program for causing the microprocessor to function as the heating ECU 200. That is, when the CPU 201 of the heating ECU 200 executes a program stored in the ROM 203 using the RAM 202 as a work area, the microprocessor functions as the heating ECU 200.

  The heating ECU 200 has a driver circuit 206 for driving each heater 19. The heating ECU 200 operates and stops each heater 19 via the driver circuit 206 based on an instruction signal transmitted from the EFI-ECU 100. In this manner, the heating ECU 200 constitutes a fuel heating means that heats the fuel supplied to the engine 1 in cooperation with the heater 19.

  Here, for example, the EFI-ECU 100 operates each heater 19 via the heating ECU 200 as a condition that the engine water temperature T is lower than the engine water temperature Ton previously associated with the alcohol concentration C. Each heater 19 is operated via the heating ECU 200 on condition that the water temperature T is equal to or higher than the engine water temperature Ton.

  Hereinafter, the EFI-ECU 100 constituting the injection correction amount adjusting means for adjusting the fuel injection amount Iq of the fuel injection valve 18 will be described in detail. The EFI-ECU 100 determines the fuel injection amount Iq in accordance with the load factor (hereinafter simply referred to as “engine load factor”) KL (= Ga / Ne) of the engine 1.

  Further, the EFI-ECU 100 determines the steady correction amount dIq1 of the fuel injection amount Iq during steady operation according to the operating state of the heater 19, the engine water temperature T, the alcohol concentration C, and the engine load factor KL. It has become.

  Specifically, as shown in FIG. 2, in the ROM of the EFI-ECU 100, the first steady operation correction map 300 referred to when the heater 19 is operated, and when the heater 19 is not operated. The second steady operation correction map 301 referred to is stored. In each steady operation correction map 300, 301, the steady correction amount dIq1 is associated with the engine water temperature T, the alcohol concentration C, and the engine load factor KL.

  Here, each of the steady operation correction maps 300 and 301 is determined so that the steady correction amount dIq1 decreases until the engine water temperature T increases, and the steady correction amount dIq1 increases as the alcohol concentration C increases. The steady correction amount dIq1 is determined to increase as the engine load factor KL increases.

  The first steady operation correction map 300 is determined so that the steady correction amount dIq1 is smaller than the second steady operation correction map 301 when the engine water temperature T, the alcohol concentration C, and the engine load factor KL are the same. .

  The EFI-ECU 100 determines the steady correction amount dIq1 with reference to the first steady operation correction map 300 on the condition that the heater 19 is operated, and on the condition that the heater 19 is not operated. The steady-state correction amount dIq1 is determined with reference to the two-steady-operation correction map 301.

  Further, the EFI-ECU 100 determines the start correction amount dIq2 for the fuel injection amount Iq for the manifold wet generated immediately after the engine 1 is started according to the operating state of the heater 19, the engine water temperature T, and the alcohol concentration C. Is to decide. Here, the manifold wet means the fuel adhering to the inner wall of the intake manifold 17.

  Specifically, as shown in FIG. 3, in the ROM of the EFI-ECU 100, the first start correction map 302 that is referred to when the heater 19 is operated and the heater 19 is not operated. A second startup correction map 303 to be referred to is stored. In each of the startup correction maps 302 and 303, the startup correction amount dIq2 is associated with the engine water temperature T and the alcohol concentration C.

  Here, the start-up correction maps 302 and 303 are determined so that the start-up correction amount dIq2 decreases as the engine water temperature T increases, and the start-up correction amount dIq2 increases as the alcohol concentration C increases. It is determined to be.

  The first startup correction map 302 is determined so that the startup correction amount dIq2 is smaller than the second startup correction map 303 when the engine water temperature T and the alcohol concentration C are the same.

  The EFI-ECU 100 determines the startup correction amount dIq2 with reference to the first startup correction map 302 on the condition that the heater 19 is operated, and on the condition that the heater 19 is not operated. The startup correction amount dIq2 is determined with reference to the 2-startup correction map 303.

  Further, the EFI-ECU 100 determines the start mode for the fuel injection amount Iq for the manifold wet generated when the engine 1 leaves the start mode according to the operating state of the heater 19, the engine water temperature T, and the alcohol concentration C. The minute correction amount dIq3 is determined. Here, the start mode of the engine 1 means a state from when the engine 1 is started until the engine speed Ne reaches a predetermined speed.

  Specifically, as shown in FIG. 4, the ROM of the EFI-ECU 100 has a first start mode correction map 304 that is referred to when the heater 19 is activated, and when the heater 19 is not activated. The second start mode correction map 305 referred to is stored. In each of the start mode correction maps 304 and 305, the start mode correction amount dIq3 is associated with the engine water temperature T and the alcohol concentration C.

  Here, each start mode correction map 304, 305 is determined to decrease as the engine water temperature T increases until the start mode correction dIq3 becomes zero, and the start mode correction amount increases as the alcohol concentration C increases. It is determined so that dIq3 increases.

  The first start mode correction map 304 is determined so that the start mode correction amount dIq3 is smaller than the second start mode correction map 305 when the engine water temperature T and the alcohol concentration C are the same.

  The EFI-ECU 100 determines the start mode correction amount dIq3 with reference to the first start mode correction map 304 on the condition that the heater 19 is operated, and on the condition that the heater 19 is not operated. The start mode correction amount dIq3 is determined with reference to the second start mode correction map 305.

  The EFI-ECU 100 determines the fuel injection amount Iq by adding an amount obtained by adding the steady correction amount dIq1, the starting correction amount dIq2, and the starting mode correction amount dIq3 to the fuel injection amount Iq. The fuel injection amount Iq is adjusted.

  The fuel injection amount correcting operation by the EFI-ECU 100 configured as described above will be described with reference to FIG. Note that the fuel injection amount correction operation described below is repeatedly executed for each cylinder from when the engine 1 exits the start mode until the engine 1 stops.

  First, the EFI-ECU 100 determines whether or not the heater 19 is operating (step S1). Here, when it is determined that the heater 19 is operated, the EFI-ECU 100 refers to the first steady operation correction map 300, and determines the engine water temperature T, the alcohol concentration C, and the engine load factor KL. The steady-state correction amount dIq1 corresponding to is determined (step S2).

  Next, the EFI-ECU 100 determines the start correction amount dIq2 corresponding to the engine water temperature T and the alcohol concentration C with reference to the first start correction map 302 (step S3).

  Next, the EFI-ECU 100 refers to the first start mode correction map 304 and determines the start mode correction dIq3 corresponding to the engine water temperature T and the alcohol concentration C (step S4).

  If it is determined in step S1 that the heater 19 is not operated, the EFI-ECU 100 refers to the second steady operation correction map 301 and refers to the engine water temperature T, alcohol concentration C, and engine load factor KL. The steady-state correction amount dIq1 corresponding to is determined (step S5).

  Next, the EFI-ECU 100 refers to the second startup correction map 303 to determine the startup correction amount dIq2 corresponding to the engine water temperature T and the alcohol concentration C (step S6).

  Next, the EFI-ECU 100 determines the start mode correction amount dIq3 corresponding to the engine water temperature T and the alcohol concentration C with reference to the second start mode correction map 305 (step S7).

  Thus, when the steady correction amount dIq1, the start amount correction amount dIq2, and the start mode amount correction amount dIq3 are determined, the EFI-ECU 100 makes a steady correction to the fuel injection amount Iq determined according to the engine load factor KL. The fuel injection amount Iq of the fuel injection valve 18 is corrected by adding the amount dIq1, the start amount correction amount dIq2, and the start mode correction amount dIq3 (step S8).

  As described above, in the present embodiment, the fuel amount of the engine 1 is reduced by reducing the correction amount of the fuel injection amount when the heater 19 is operating than when the heater 19 is not operating. Since the correction amount of the fuel injection amount is adjusted according to the temperature of the fuel injected into the injection valve 18, drivability can be improved as compared with the conventional one.

(Second Embodiment)
In the present embodiment, differences from the first embodiment of the present invention will be described. In addition, among the components in the present embodiment, the same components as those in the first embodiment of the present invention are denoted by the same reference numerals, and different points will be described.

  In the first embodiment of the present invention, depending on whether the EFI-ECU 100 is operating the heater 19, the first steady operation correction map 300 and the second steady operation correction map 301 are: The steady-state correction amount dIq1 is determined with reference to either one of the maps.

  Further, depending on whether or not the EFI-ECU 100 is operating the heater 19, the starting amount correction is made with reference to one of the first starting amount correction map 302 and the second starting amount correction map 303. The amount dIq2 was to be determined.

  Further, depending on whether or not the EFI-ECU 100 is operating the heater 19, the engine is started with reference to one of the first start mode correction map 304 and the second start mode correction map 305. The mode correction amount dIq3 is determined.

  In the present embodiment, instead of using two maps, the first steady operation correction map 300 and the second steady operation correction map 301, the engine water temperature T, the alcohol concentration C, and the engine load factor KL are used. In addition, the steady operation correction map in which the steady correction amount dIq1 is associated with the operation amount of the heater 19 is used. Here, the steady operation correction map is set so that the steady correction amount dIq1 decreases as the operation amount of the heater 19 increases.

  Further, instead of using the two maps of the first startup correction map 302 and the second startup correction map 303, in addition to the engine water temperature T and the alcohol concentration C, the operation amount of the heater 19 is also determined. A startup correction map associated with the startup correction amount dIq2 is used. Here, the starting amount correction map is set so that the starting amount correction amount dIq2 decreases as the operation amount of the heater 19 increases.

  Further, in place of using the two maps of the first start mode correction map 304 and the second start mode correction map 305, in addition to the engine water temperature T and the alcohol concentration C, the operation amount of the heater 19 is adjusted. On the other hand, a start mode correction map associated with the start mode correction amount dIq3 is used. Here, the starting mode correction map is set so that the starting mode correction dIq3 decreases as the operation amount of the heater 19 increases.

  That is, the EFI-ECU 100 according to the present embodiment performs control so that the correction amounts of the steady correction amount dIq1, the start-up correction amount dIq2, and the start-up mode correction amount dIq3 decrease as the operating amount of the heater 19 increases. It has become.

  Here, the fuel injection amount correction operation by the EFI-ECU 100 in the present embodiment will be described with reference to FIG. Note that the fuel injection amount correction operation described below is repeatedly executed for each cylinder from when the engine 1 exits the start mode until the engine 1 stops.

  First, the EFI-ECU 100 determines a steady correction amount dIq1 corresponding to the engine water temperature T, the alcohol concentration C, the engine load factor KL, and the operation amount of the heater 19 with reference to the steady operation correction map ( Step S11).

  Next, the EFI-ECU 100 refers to the start correction map, and determines a start correction dIq2 corresponding to the engine water temperature T, the alcohol concentration C, and the operation amount of the heater 19 (step S12).

  Next, the EFI-ECU 100 refers to the start mode correction map and determines a start mode correction dIq3 corresponding to the engine water temperature T, the alcohol concentration C, and the operation amount of the heater 19 (step S13).

  As described above, when the steady correction amount dIq1, the start amount correction amount dIq2, and the start mode amount correction amount dIq3 are determined, the EFI-ECU 100 makes a steady correction to the fuel injection amount Iq determined according to the engine load factor KL. The fuel injection amount Iq of the fuel injection valve 18 is corrected by adding the amount dIq1, the start amount correction amount dIq2, and the start mode correction amount dIq3 (step S14).

  As described above, the present embodiment has the same effects as the first embodiment of the present invention. Furthermore, in the present embodiment, the correction amount of the fuel injection amount can be adjusted with high definition according to the temperature of the fuel injected into the engine 2.

  As described above, the fuel injection amount control device according to the present invention has an effect that drivability can be improved as compared with the conventional one, and the fuel injection amount applied to the FFV engine. Useful for control devices.

  DESCRIPTION OF SYMBOLS 1 ... Engine (internal combustion engine), 12 ... Air flow meter, 17 ... Intake manifold, 18 ... Fuel injection valve, 19 ... Heater (fuel heating means), 25 ... Water temperature sensor, 26 ... Crank angle sensor, 37 ... Alcohol concentration sensor, 100 ... EFI-ECU (fuel heating means), 200 ... ECU for heating (injection correction amount adjusting means)

Claims (3)

Fuel heating means for heating the fuel supplied to the internal combustion engine;
A fuel injection amount control device comprising: an injection correction amount adjusting means for adjusting a correction amount of a fuel injection amount for the internal combustion engine;
The injection correction amount adjusting means adjusts the correction amount to be smaller when the fuel heating means is operating than when the fuel heating means is not operating. Fuel injection amount control device.   2. The fuel injection amount control device according to claim 1, wherein the injection correction amount adjustment unit adjusts the correction amount to be smaller as the operation amount of the fuel heating unit is larger.   The correction amount includes a correction amount when the internal combustion engine is in steady operation, a correction amount of fuel adhering to an inner wall of an intake manifold immediately after the internal combustion engine is started, and the correction amount after the internal combustion engine is started. 3. The fuel injection according to claim 1, further comprising: a correction amount of fuel adhering to the inner wall of the intake manifold when the engine speed of the internal combustion engine reaches a predetermined speed. Quantity control device.

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