JPH0988671A - Fuel injection control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely start an engine by injecting fuel when the engine is stopped without causing a leak of vaporized fuel into the atmosphere and defective ignition in a cylinder. SOLUTION: An electronic control unit(ECU) 100 controlling an internal combustion engine 1 is provided, and it controls the fuel injection from fuel injection valves 7 of cylinders. The ECU calculates the crank shaft rotation phases when the rotation of the engine 1 is stopped based on the signals of crank shaft rotating angle sensors 20, 30, detects a cylinder having a closed suction valve 10 when the rotation of the engine 1 is stopped, and injects a prescribed quantity of fuel from the fuel injection valve of the cylinder having the closed suction valve 10 immediately after the rotation is stopped. Fuel is injected only to the cylinder having the closed suction valve 10 at the time of the stop, the fuel vaporized at a suction port is retained at the suction port during the stop of the engine 1, the whole quantity is sucked into the cylinder when the engine 1 is started next time, and the engine 1 is surely started.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection control device for an internal combustion engine.

[0002]

2. Description of the Related Art There is known a fuel injection control device for an internal combustion engine which injects fuel into each cylinder intake port after the engine is stopped to facilitate the next engine start. For example, as an example of this type of fuel injection control device, Japanese Patent Laid-Open No. 61-16713 is available.
There is one described in Japanese Patent No.

The device of the above publication is designed to inject a predetermined fixed amount of fuel into the intake ports of all cylinders of the engine after the engine is stopped. In general, when the engine is cold started, the fuel injected into the intake port is poorly vaporized, and most of the injected fuel remains liquid and adheres to the wall surface of the intake port.
Since the amount of fuel flowing into the cylinder is small, engine start failure may occur. Further, in order to prevent this problem, it is necessary to inject an increased amount of fuel into the intake port in consideration of the amount of fuel adhering to the wall surface when the engine is started.

In the apparatus disclosed in Japanese Patent Laid-Open No. 61-167133, the problem of engine start failure is prevented by injecting fuel into the intake ports of all cylinders after the engine is stopped without increasing the fuel injection amount at the time of start. ing. That is, in the device of the publication, the fuel injected into the intake port after the engine is stopped is completely vaporized while the engine is stopped and stays in the intake port. Therefore, when the engine is started next time, the vaporized fuel accumulated in the intake port is sucked into the cylinder in the first intake stroke of each cylinder, and the engine can be easily started while reducing the fuel injection amount at the time of starting. It becomes possible to do.

[0005]

However, in the apparatus disclosed in Japanese Patent Laid-Open No. 61-167133, problems may occur because fuel is injected into the intake ports of all cylinders when the engine is stopped. That is, if the fuel injection is performed in all cylinders when the engine is stopped, the cylinders whose intake valves are open when stopped (for example, the cylinders that are in the middle of the intake stroke when stopped)
In some cases, fuel may be injected into the intake port of.

In such a cylinder, when the engine is started next time, since the start of the engine is started in the middle of the intake stroke, the entire amount of vaporized fuel accumulated in the intake port cannot be sucked into the cylinder. May be insufficient, resulting in poor ignition at startup. Further, in the cylinder in which the intake valve is open, the engine may stop during the intake / exhaust valve overlap period depending on the engine stop timing. When fuel is injected into a cylinder that is in the overlap period at the time of stop, the fuel vaporized in the intake port leaks from the exhaust system to the atmosphere through the open intake valve and exhaust valve. If there are such cylinders, not only the fuel supplied into the cylinders will be insufficient at the time of the next engine start, resulting in poor ignition, but also the problem that the fuel is released to the atmosphere while the engine is stopped.

In view of the above problems, the present invention performs fuel injection at the time of engine stop and prevents fuel mixture ignition failure at the time of engine start and fuel leakage to the atmosphere during stop, and starts the next engine start. An object of the present invention is to provide a fuel injection control device for an internal combustion engine that can be easily performed.

[0008]

According to a first aspect of the present invention, there is provided a fuel injection control device comprising a fuel injection valve for injecting fuel into each cylinder intake port of an internal combustion engine, the engine being stopped when the engine is stopped. Engine stop detection means for detecting rotation stop of
When the engine stop detecting means detects the engine stop, the closed cylinder determining means for determining whether or not the intake valve of each cylinder of the engine is in a closed state; Provided is a fuel injection control device for an internal combustion engine, comprising: stop-time fuel injection control means for injecting fuel only from the fuel injection valve of a cylinder whose intake valve is determined to be closed by the valve cylinder determination means. .

In the fuel injection control device according to the first aspect of the present invention, the stop-time fuel injection control means injects fuel only to the intake port of the cylinder whose intake valve is closed when the engine is stopped. Then, at the time of the next fuel injection, the entire amount of vaporized fuel retained in the intake port is sucked into the cylinder. Further, since the fuel is injected only to the cylinder in which the intake valve is closed, the fuel vaporized in the intake port does not leak to the atmosphere via the intake valve and the exhaust valve.

According to the second aspect of the present invention, the first aspect is provided.
In the fuel injection control device according to claim 1, further, a closed-cylinder storage means for storing the cylinder that has injected fuel by the stop-time fuel injection means after the engine is stopped, and a stroke cycle of each engine cylinder after start when the engine is started. A fuel injection valve control device for an internal combustion engine, comprising start-time fuel injection control means for prohibiting fuel injection from a fuel injection valve of a cylinder stored in the closed-valve cylinder storage means until the end of one time. To be done.

According to another aspect of the fuel injection control device of the present invention, the starting fuel injection control means does not perform the first fuel injection at the time of the next engine start to the cylinder to which the fuel injection was performed when the engine was stopped. Therefore, only the sufficiently vaporized fuel in the intake port is supplied to the cylinder to which the fuel injection is performed when the engine is stopped, and the surplus fuel is not supplied. Further, since the first fuel injection is performed in the cylinder where fuel injection is not performed when the engine is stopped, a sufficient amount of fuel for ignition is also supplied to the cylinder where fuel injection is not performed when the engine is stopped.

Further, since the fuel injection for the second and subsequent times from the start of engine start for each cylinder is executed as usual, even if the fuel cannot be started only by the vaporized fuel accumulated in the intake port for some reason, the second and subsequent fuel injections will be performed. The fuel injection causes the engine to start.

[0013]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a diagram showing a schematic configuration of an embodiment in which the present invention is applied to an internal combustion engine for automobiles. In FIG. 1, 1 indicates one cylinder of an internal combustion engine.
In FIG. 1, 2 is an intake passage of the engine 1, 3 is an exhaust passage,
10 is an intake valve provided in the intake port 2c of each cylinder,
Reference numeral 1 denotes an exhaust valve provided in the exhaust port 3c of each cylinder. In the present embodiment, a 4-cycle multi-cylinder engine is used, and although FIG. 1 shows only one of them,
Other cylinders not shown have the same configuration.

An air flow meter 4 for outputting a voltage signal proportional to the amount of air taken into the engine is provided in the intake passage 2,
A throttle valve 6 is provided. 2b in FIG.
Shown by is an intake manifold that connects the surge tank 2a provided on the downstream side of the throttle valve 6 of the intake passage 2 and the intake port 2c of each cylinder. Each intake port 2 is provided in the vicinity of each cylinder intake port 2c of the intake manifold 2b.
A fuel injection valve 7 for injecting pressurized fuel is provided in c.

In FIG. 1, reference numeral 15 indicates the engine 1.
Is a cooling water temperature sensor that is arranged in the cooling water jacket 13 and outputs a voltage signal according to the engine cooling water temperature. In this embodiment, crank rotation angle sensors 20 and 30 are provided at positions facing the outer peripheral surfaces of the crankshaft 21 and the camshaft 31 of the engine 1, respectively. The crank rotation angle sensors 20 and 30 are each composed of a proximity sensor such as a magnetic pickup, and each time a marker (projection) provided on the outer circumference of the crank shaft 21 and the cam shaft 31 passes a position facing the sensor, a pulse signal is output. Is output. For example, markers are provided on the outer circumference of the crankshaft 21 every 30 degrees,
The sensor 20 outputs a rotation pulse signal every time the crankshaft rotates 30 degrees. Further, the camshaft 31 has a crankshaft 2
A marker is provided at a position corresponding to the reference rotation position of 1 (for example, a position where a specific cylinder of the engine becomes the compression top dead center), and the crank rotation angle sensor 30 detects that the crankshaft reaches the reference rotation position each time. Output the reference pulse signal.

Reference numeral 100 in FIG. 1 denotes an electronic control unit (ECU) for controlling the engine 1. In this embodiment, the ECU 100 includes the CPU 101, the RAM 103, the RO
The M105, the input / output ports 109 and 111, and the backup RAM 107 are connected to each other by a bidirectional bus 113, and are configured as a digital computer having a known configuration. The backup ram 107 is directly connected to the power source.
The stored contents can be retained even when the power of the CU 100 is off.

The ECU 100 uses the fuel injection valve 7 during normal operation.
In addition to the basic control of the engine 1 such as the fuel injection control from the engine, the ignition timing control, etc., in the present embodiment, the fuel injection control at the time of engine stop and at the time of engine start is performed as described later. That is, the ECU 10
0 functions as each means described in claims 1 and 2. For these controls, signals representing the intake air amount of the engine 1 and the cooling water temperature are input to the input port 109 of the ECU 100 from the air flow meter 4 and the cooling water temperature sensor 15 via an AD converter (not shown). In addition, pulse signals from the crank rotation angle sensors 20 and 30 are input. The signals from the crank rotation angle sensors 20 and 30 are used by the ECU 100 to calculate the engine speed and the crankshaft rotation position (rotation phase). That is, the ECU 100 calculates the crankshaft rotation speed (engine speed) from the pulse interval of the rotation speed pulse signal input from the crank rotation angle sensor 20, and the elapsed time after the reference position pulse signal is input from the crank rotation angle sensor 30. And the current rotational position of the crankshaft from the engine speed.

Further, the output port 111 of the ECU 100
Is connected to the fuel injection valve 7 of each cylinder via a fuel injection circuit (not shown), and controls fuel injection from each fuel injection valve. In this embodiment, the fuel injection amount TAU to each cylinder during normal operation is calculated by the following formula.

TAU = TAUP × α × β + γ (1) Here, TAUP is the amount of fuel required to make the air-fuel ratio of the air-fuel mixture supplied to each cylinder the stoichiometric air-fuel ratio,
For example, the intake air amount Q detected by the air flow meter 4
And engine speed NE, TAUP = (Q / NE)
It is calculated as × K, where K is a constant. Also, α, β,
γ is a coefficient that is determined according to the warm-up state and operating state of the engine (whether it is a state immediately after starting, whether acceleration or deceleration is being performed, etc.).

Each time the crankshaft rotation angle reaches the fuel injection timing of each cylinder, the ECU 100 calculates the fuel injection amount TAU by the above formula and outputs it to the fuel injection circuit of the corresponding cylinder. Accordingly, the fuel injection circuit opens the fuel injection valve 7 of the corresponding cylinder for the time corresponding to TAU, and injects the fuel of the amount corresponding to TAU into the intake port of the cylinder.

Next, the fuel injection control when the engine is stopped and when the engine is started will be described. Normally, when the engine is started, unlike the above-described normal operation, the fuel injection amount is set to a constant amount that is determined by the engine temperature, the number of revolutions, and the like. Further, as described above, when the engine is started, most of the injected fuel remains in the liquid state and adheres to the intake port wall surface, so that only part of the injected fuel reaches the cylinder. When the engine temperature is low, the vaporization of the injected fuel is delayed and the amount of fuel adhering to the wall surface further increases. For this reason, in a normal engine, the amount of fuel adhering to the wall surface is taken into consideration, and the amount of fuel at the time of starting the engine is greatly increased so that sufficient fuel reaches the cylinder. However, when the engine start is completed and the fuel injection amount is reduced to a normal amount, the fuel adhering to the wall surface is vaporized or flows along the wall surface into the cylinder. Therefore, the amount of fuel supplied to the cylinder after the completion of engine start is
The fuel injection amount from the fuel injection valve 7 becomes larger than
There is a problem that the combustion air-fuel ratio in the cylinder becomes richer than the stoichiometric air-fuel ratio, and the exhaust property at the time of starting deteriorates.

Therefore, in this embodiment, in order to avoid a large increase in the fuel injection amount when the engine is started, a predetermined amount of fuel is injected into the cylinder intake port immediately after the engine is stopped.
The fuel injected into the intake port is vaporized while the engine is stopped and stays in the intake port, so the entire amount is sucked into the cylinder at the next engine start. For this reason, it is not necessary to consider the amount of fuel adhering to the wall surface at the time of starting, so that the engine can be reliably started without significantly increasing the fuel injection amount.

However, as described above, when the fuel is injected into the cylinder whose intake valve is open when the engine is stopped, when the injected fuel is not used effectively or when the cylinder is in the valve overlap period to the atmosphere. Problems such as leakage of vaporized fuel occur. Therefore, in the present embodiment, when the engine is stopped, it is determined whether or not the intake valve of each cylinder is closed, and the above problem is solved by injecting fuel only to the cylinder whose intake valve is closed. There is.

FIG. 2 is a flow chart showing the above-mentioned engine injection fuel injection control routine. This routine is called E
It is executed by the CU 100 at regular intervals. When the routine starts in FIG. 2, in step 201, it is determined whether or not the value of the flag FS is set to 1. If FS = 1, the process proceeds to step 219 and the ECU
After the power of 100 is turned off, this routine ends.
Here, the flag FS is a flag indicating whether or not the fuel injection control when the engine is stopped is completed. The value of the flag FS is reset to 0 when the engine ignition switch is turned on, and is set to 1 in step 215 after completion of the fuel injection control during stop.

When FS = 1 in step 201, that is, when the fuel injection control during stop is not completed, the routine proceeds to step 203, and it is determined whether or not the engine ignition switch is currently off. When the ignition switch is not turned off, that is, when the engine is operating, there is no need to perform the fuel injection control during stop, so this routine ends.

On the other hand, if the ignition switch is turned off in step 203, it is determined in step 205 whether the current cooling water temperature TW is equal to or higher than the predetermined value TW ₀ . Here, TW ₀ is a cooling water temperature at which the engine can be determined to be in a warm-up state, and in the present embodiment, for example, 60 ° C.
It is set to a degree. In step 203, TW <TW
If it is ₀ , the routine proceeds to step 217, where the closed-valve closed cylinder (described later) data stored in the backup RAM 107 is cleared, and the routine proceeds to step 215 where the value of the flag FS is set to 1 and then the routine ends. .

When the engine is not warmed up, it takes time to evaporate the fuel injected into the intake port after the engine is stopped,
If the engine is restarted immediately after stopping, the injected fuel may not be sufficiently vaporized. Therefore, in the present embodiment, when the engine is not warmed up, the fuel injection control during stop is terminated without performing fuel injection after the engine is stopped.

When the engine is warmed up in step 205 (TW ≧ TW ₀ ), it is then determined in step 207 whether the current engine speed NE is less than or equal to the predetermined value NE ₀ . NE ₀ is the rotation speed (NE ₀ ≈0) at which it can be determined that the rotation of the engine has stopped. NE in step 207>
If it is NE ₀ , the rotation of the engine is not completely stopped, so that the routine execution of this time is ended without executing step 209 and the subsequent steps.

On the other hand, if it is determined in step 207 that NE ≦ NE ₀ , that is, if the rotation of the engine has stopped, the fuel injection during stop of step 209 and thereafter is executed. That is, at step 209, the current time (that is, when the engine is stopped)
Crankshaft rotation angle (rotational position) θ _C is read, and then in step 211, this crankshaft rotation position θ _C
The cylinder in which the intake valve is currently closed (closed cylinder) is determined from the determination result, and the determination result is the backup RAM 107.
Is stored.

After determining the closed cylinder in step 211, a fuel injection signal is output to the fuel injection valve of this closed cylinder in step 213. As a result, immediately after the engine rotation is stopped, a predetermined amount of fuel is injected only into the intake port of the cylinder whose intake valve is closed. Step 21 after the fuel injection is completed
In 5, the value of the flag FS is set to 1 and this routine ends. Note that, because the value of the flag FS is set to 1, at the time of next routine execution, step 219 is executed after step 201 and the power of the ECU 100 is turned off.

Next, the fuel injection control during engine start of the present embodiment will be described. As described above, in the present embodiment, the fuel is injected into the closed cylinder immediately after the engine is stopped, and at the time of the next engine start, the injected fuel is vaporized in the intake port to form a combustible mixture. For this reason, when the amount of fuel that is normally used at engine startup is injected into each cylinder during engine startup, the air-fuel mixture drawn into the cylinders may become too rich and ignition may not be possible. Therefore, in the present embodiment, at the time of the first fuel injection of each cylinder after the engine is started, the above-described ignition cannot be performed by not performing the fuel injection to the cylinder (the closed valve cylinder) to which the fuel was injected when the engine was stopped last time. Are prevented from occurring.

Further, in the normal case, fuel vaporized after the engine is stopped supplies sufficiently vaporized fuel to each cylinder, so that the engine can be started easily and an explosion should occur in each cylinder immediately after the engine is started. However, for example, at the time of starting after engine stop for a long time or when the outside temperature is extremely low,
The fuel injected into the intake port at the time of stop may reliquefy and adhere to the wall surface as the engine cools, and the fuel injected at the time of stop may not be able to cause an explosion in each cylinder. In the present embodiment, in order to prevent such a situation, the stroke cycle of each cylinder ends once after the engine is started (for example, in the case of a 4-cycle engine, the crankshaft has 720
If the engine has not been started even after the engine has been rotated, the fuel injection amount for each cylinder is performed from the next time until the engine is completed. The fuel injection amount at the time of starting is set to a relatively large fixed amount in consideration of adhesion of injected fuel to the wall surface of the intake port.

FIG. 3 is a flow chart showing the fuel injection control routine at the time of starting the engine. This routine is EC
It is executed by U100 at regular intervals. When the engine is started, the ignition switch is turned on and the ECU 100
When energization is started, the flag FI is set in step 301.
It is determined whether or not the value of is set to 1. Here, FI is a flag which is set to 1 in step 327, which will be described later, when the fuel injection control at the time of engine start is completed. The value of the flag FI is reset to 0 when the ignition switch is turned on when starting the engine.

If FI = 1 in step 301, this means that the routine has already been executed several times after the engine has started, and the fuel injection control at startup has been completed. Therefore, in this case, step 303 The routine is ended without executing the following fuel injection control at startup. If FI ≠ 1 in step 301, then step 3
In 03, it is determined whether or not the value of the flag CX is set to 1. CX is a flag used to store the crankshaft rotational position when the crankshaft rotational position is first determined after the engine is started in steps 305 to 309. Like the flag FI, CX is an ignition switch at the time of engine startup. It is reset to 0 when is turned on.

If CX ≠ 1 in step 303, it is determined in step 305 whether the current crankshaft rotational position can be determined. In the present embodiment, the crankshaft rotation position is determined based on the rotation speed pulse signal input from the crank rotation angle sensor 20 and the reference position pulse signal input from the crank rotation angle sensor 30, so the crank rotation at engine start These pulse signals need to be input to the ECU 100 in order to determine the position. In step 305, it is determined whether or not these pulse signals are input in the number required to determine the crank rotation position, and if the required number of pulses are not input, steps 307 to 311 are executed. The routine ends without doing anything. If the crank rotation position can be determined in step 305, the current crankshaft rotation position θ _C is calculated in step 307, and the crankshaft rotation position calculated in step 309 is stored as θ ₀ . When the crankshaft rotational position θ ₀ at the time of engine start is stored in steps 305 to 307,
The value of the flag CX is set to 1, and step 313
Do the following: On the other hand, if the value of the flag CX has already been set to 1 in step 303, or if the crankshaft rotational position θ ₀ at the time of engine start has already been stored, the routine proceeds directly from step 303 to step 313.
Proceed to.

At step 313, the current crankshaft rotation position θ _C is read, and at step 315, the current crankshaft rotation position θ _C is compared with the crankshaft rotation position θ ₀ at the time of engine start stored in step 309. And then θ _C
It is determined whether or not ≧ θ ₀ + θ ₁ . Where θ ₁ is the crankshaft rotation angle (4
If it is a cycle engine, it is 720 degrees. That is, in step 315, it is determined whether or not the engine is currently rotating for one stroke cycle or more from the time when θ _C was read in step 309.

If the engine is not rotating for one stroke cycle or more in step 315, it is then determined in step 317 whether the current crankshaft rotational position θ _C corresponds to the fuel injection timing of any cylinder. To do. Step 31
If any of the cylinders is at the fuel injection timing in step 7, the closed-cylinder data stored in the backup RAM 107 in step 319 is whether the cylinder at the fuel injection timing is the cylinder that has executed the fuel injection when the engine is stopped. Judging from the above, the predetermined amount of fuel injection at the time of starting is executed in step 321 only when this cylinder is not the cylinder which has executed the fuel injection when the engine is stopped. Further, if the cylinder currently at the fuel injection timing is the cylinder that has performed the fuel injection when the engine is stopped (step 319) and if none of the cylinders is currently at the fuel injection timing (step 317), the fuel injection is performed. End the routine.

By executing the above steps 315 to 321, a predetermined amount of fuel injection at the time of starting is performed only to the cylinders that did not perform fuel injection when the engine was stopped from the time when all the cylinders of the engine started to the end of one stroke cycle. . Therefore, an explosion occurs in all cylinders of the engine, and the engine can be started easily. on the other hand,
In step 315, when the engine has already rotated for one stroke cycle or more since the engine was started, the routine proceeds to step 323, where it is determined whether the engine start is completed. Whether or not the engine has been started is determined based on the engine speed (rotational speed) NE, and the engine speed NE is a predetermined value NE ₁ (for example, NE ₁
= 400 rpm) or more, it is determined that the engine start is completed. When the engine start is not completed in step 323, steps 325 and 321 are executed, and the fuel injection at the time of start is executed to each cylinder until the engine start is completed. As a result, even if the engine is not started during the one-stroke cycle of the engine, such as after the engine has been stopped for a long time or when the engine has started at a very low temperature, fuel injection at startup will continue to be performed for each cylinder. It will be possible to start.

If the engine has been started in step 323, the value of the flag FI is set to 1 in step 327. When the value of the flag FI is set to 1, this routine ends immediately after step 301 from the next routine execution, and fuel injection control at the time of start is not performed. Further, in the present embodiment, when the value of the flag FI is set to 1, a fuel injection control routine (not shown) separately executed by the ECU 100 causes the fuel injection amount of each cylinder to be calculated based on the above equation (1). Is calculated, and the fuel injection is executed at each fuel injection timing of each cylinder.

[0040]

According to the first aspect of the present invention, the fuel injected into the intake port of each cylinder when the engine is stopped can be effectively used at the next engine start, so that the engine can be surely started. The effect that becomes possible is obtained. Also,
According to the second aspect of the present invention, the fuel injection is not performed on the cylinders to which the fuel injection is performed when the engine is stopped until the stroke cycle of each cylinder is completed once after the engine is started. In addition to the effect of 1, it is possible to more reliably start the engine.

[Brief description of drawings]

FIG. 1 is a diagram showing a schematic configuration of an embodiment of the present invention.

FIG. 2 is a flowchart illustrating an embodiment of the engine injection fuel injection control of the present invention.

FIG. 3 is a flowchart illustrating an embodiment of fuel injection control at engine startup according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine main body 2 ... Intake passage 7 ... Fuel injection valve 10 ... Intake valve 20, 30 ... Crankshaft rotation angle sensor 100 ... Electronic control unit (ECU)

Claims (2)

[Claims] 1. A fuel injection control device comprising a fuel injection valve for injecting fuel into each cylinder intake port of an internal combustion engine, the engine stop detecting means for detecting a stop of engine rotation when the engine is stopped, and the engine stop. A closed-cylinder determination means for determining whether or not the intake valve of each cylinder of the engine is in a closed state when the engine rotation stop is detected by the detection means; A fuel injection control device for an internal combustion engine, comprising: stop-time fuel injection control means for injecting fuel only from a fuel injection valve of a cylinder whose intake valve is determined to be closed by the means. 2. The fuel injection control device according to claim 1, further comprising a closed-valve storage means for storing a cylinder to which fuel has been injected by the stop-time fuel injection means after the engine is stopped, and a start-up engine when the engine is started. An internal combustion engine comprising: a start-time fuel injection control means for prohibiting fuel injection from the fuel injection valve of the cylinder stored in the closed-valve cylinder storage means until the stroke cycle of each cylinder of the rear engine is completed once. Fuel injection valve control device.