JPS59168230A - Method of controlling injection quantity of fuel and fuel injection controlling apparatus for internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve the accelerating performance of an engine at the time of warming up the engine when the weather is extremely cold, by correcting the basic fuel injection time by use of a first and a second engine warming and accelerating correction factors selected respectively according to the accelerating condition and the engine temperature and a starting-temperature correcting value attenuated with time passed after starting of the engine. CONSTITUTION:In operation of an engine, a basic injection time TP is at first detected from a prescribed memory map in a control circuit 61 on the basis of an intake-pressure signal S4 given from an intake-pressure sensor 11 and an engine-speed signal S10 given from an Ne- sensor 57 attached to a distributor 55. At the same time, a starting-temperature correcting value attenuated with time passed after starting of the engine is determined from an intake- air temperature signal S5 given from an intake-air temperature sensor 15 at the time of starting the engine or just after starting of the engine, and a first and a second engine warming and accelerating correction factors are read out respectively from prescribed memories according to the rate of acceleration and the temperature of the engine. A fuel injection valve 7 disposed in an intake passage 5 is driven and controlled by correcting the basic injection time TP according to the above correcting value and the correction factors at the time of accelerating an engine while warming up the same.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel injection amount control method and a fuel injection control device for an internal combustion engine, and particularly relates to a fuel injection amount control method and a fuel injection control device for an internal combustion engine. the mixture,
It has a relatively long intake tract.

In such a fuel injection control device, the basic fuel injection time,
That is, the basic valve opening time of the injection valve is calculated, and the final fuel injection is determined by performing various correction calculations on this basic fuel injection time depending on the operating state of the engine, including the warm-up state and transient state of the engine. I'm looking for time.

During acceleration during engine warm-up, fuel injection control called warm-up acceleration increase correction is performed as follows. For example, when the amount of acceleration is defined by the amount of change in intake pipe pressure, first, the amount of change in intake pipe pressure is detected and a first correction coefficient corresponding to the amount of change is selected, and then the engine coolant temperature is is detected and a second correction coefficient corresponding to the water temperature is selected, and a warm-up acceleration increase coefficient is determined based on these correction coefficients to correct the basic fuel injection time.

However, when calculating the increase during acceleration during engine warm-up, the second correction coefficient is more preferably selected in accordance with the wall temperature of the intake passage from the fuel injection valve to the engine combustion chamber. In other words, the reason why the second correction coefficient is used is to take into consideration that fuel vaporization is not promoted when the engine is cold compared to after it is warmed up. This is because it depends on the wall temperature of the intake passage leading to the room.

As mentioned above, if the second correction coefficient during engine warm-up acceleration is determined in accordance with the engine cooling water temperature, during warm-up operation in extremely cold weather, the wall temperature of the intake passage downstream of the fuel injection valve will decrease over a long period of time. Since the increase in engine cooling water temperature does not follow the increase in engine cooling water temperature, the optimal amount of fuel is not supplied to the engine combustion chamber, resulting in deterioration of engine acceleration performance.

In addition, even in engines in which a riser is provided on the outer wall of the intake passage to circulate engine cooling water, thereby warming the fuel and promoting vaporization, the above-mentioned problem occurs when accelerating during engine warm-up at extremely low temperatures. I have a similar problem.

A first object of the present invention is to solve such conventional problems and to propose a fuel injection amount control method for an internal combustion engine that improves acceleration performance during warm-up in extremely cold weather.

A second object of the present invention is to provide a fuel injection control device for an internal combustion engine that solves these conventional problems and improves acceleration performance during warm-up in extremely cold weather.

The air-fuel mixture injected from the valve and mixed with intake air is guided to the engine combustion chamber (based on the engine speed and engine load in order to control the fuel injection amount of an internal combustion engine that has a relatively long intake passage). A first warm-up acceleration correction coefficient is selected according to the engine acceleration state, and a second warm-up acceleration correction coefficient is selected according to the engine temperature during engine operation.
The above basic fuel injection time during acceleration during warm-up is corrected based on a starting temperature correction value that is selected depending on the engine temperature at or immediately after engine starting and is attenuated depending on the elapsed time after starting. It is characterized by

In a fuel injection control device for an internal combustion engine that guides an air-fuel mixture injected from an injection valve and mixed with intake air to an engine combustion chamber and has a relatively long intake passage, a start detection means detects when the engine is starting. , a temperature detection means for detecting the engine temperature, a rotation speed detection means for detecting the engine speed, a load detection means for detecting the engine load, an acceleration detection means for detecting the acceleration state of the engine, and a temperature detection means for detecting the engine speed. A first storage means that stores a starting temperature correction value corresponding to the temperature, a third storage means that stores a coefficient corresponding to an acceleration state of the engine, and an engine rotation speed and load detected by the rotation speed detection means. calculation means for calculating a basic fuel injection time based on the engine load detected by the means;
a first storing means for storing the engine starting temperature detected by the temperature detecting means when the engine starting is detected by the starting detecting means; a subtraction means for subtracting the starting temperature correction value read from the first storage means based on the engine starting temperature stored in the storage means; and a second subtraction means for sequentially rewriting and storing the latest result data from the subtraction means. a third storage means for sequentially rewriting the engine acceleration state detected by the acceleration detection means to store the latest engine acceleration state; and a third storage means for sequentially rewriting the engine temperature detected by the temperature detection means during engine operation. a fourth storage means for storing the latest engine temperature; and a second storage means based on the starting temperature correction value read from the second storage means and the engine acceleration state read from the third storage means. Based on the first warm-up acceleration correction coefficient read from the engine temperature and the second warm-up acceleration correction coefficient read from the third storage means based on the engine temperature read from the fourth storage means, The present invention is characterized by comprising a correction means for correcting the basic fuel injection time, and a means for outputting an injection signal that drives the fuel injection valve by the corrected injection time corrected by the correction means.

According to the present invention, the starting temperature correction value is selected in accordance with the engine temperature at or immediately after the engine starting, and this value is attenuated in accordance with the elapsed time after the engine starting, and the first correction value is attenuated in accordance with the engine acceleration state. The warm-up acceleration correction coefficient is selected, and the second warm-up acceleration correction coefficient is selected depending on the engine temperature during engine operation.
If a warm-up acceleration correction coefficient is selected and the basic fuel injection time is corrected based on these first and second warm-up acceleration correction coefficients and the attenuated starting temperature correction value, then Since the amount of fuel injected during acceleration is increased, there is no need to detect the wall temperature of the intake passage from the fuel injection valve to the combustion chamber. The engine acceleration performance during warm-up, especially in extremely cold weather, can be improved compared to the conventional technology without causing problems such as increasing the number of input terminals for the control circuit or routing.

The present invention will be explained below based on the drawings.

FIG. 1 shows an example of the configuration of an internal combustion engine for an automobile to which a fuel injection control device according to the present invention is applied. The air filter 1 is connected to a throttle body 5 via an inlet vibe 3. The throttle body 5 is provided with a fuel injection valve 7 on its upstream side, and an intake throttle valve 9 is provided downstream of the fuel injection valve 7 to adjust the amount of intake air in conjunction with an accelerator pedal (not shown). , an intake pipe absolute pressure sensor 11 is provided downstream of the intake throttle valve 9 to measure the absolute pressure at that location. Furthermore, there is a valve opening position sensor 2 that measures the opening position of the intake throttle valve 9, an idle switch 4 that is turned on only when the intake throttle valve 9 is fully closed, and a valve opening position sensor 2 that measures the opening position of the intake throttle valve 9. A power switch 6, which is turned on only when the temperature is 40 degrees or higher, is attached in association with the intake throttle valve 9.

The throttle body 5 is connected to an intake manifold 13 having branch pipes connected to each cylinder of the engine,
The intake manifold 13 is provided with an intake temperature riser 15 that measures the temperature of the intake air therein. A riser portion 17 is provided on the bottom wall 13a of the intake manifold 13 before branching, through which engine cooling water is circulated (11) to heat the air-fuel mixture.

Reference numeral 19 designates a well-known engine body, which includes a piston 21, a cylinder 23, a cylinder head 25, and a combustion chamber 27.
The air-fuel mixture sucked into the combustion chamber 27 via the intake valve 29 is ignited by the ignition plug 31 . A water jacket 33 is formed around the cylinder 23, and engine cooling water is circulated through the water jacket 33 to cool parts including the cylinder 23. An engine coolant temperature sensor 37 is provided on the outer wall of the cylinder block 35 to measure the temperature of the engine coolant in the water jacket 33.

An exhaust manifold 39 is connected to an exhaust port (not shown) of the cylinder head 25, and a sensor 41 for measuring the residual oxygen concentration in the exhaust gas is provided downstream of the exhaust manifold 39. The exhaust manifold 39 is connected to an exhaust pipe 45 via a three-way catalyst 43.

Reference numeral 47 denotes a transmission (12) connected to the engine body 19, and a vehicle speed sensor 49 is attached thereto to measure the speed of the vehicle based on the rotational speed of its final output shaft.

Further, 51 is a key switch, 53 is an igniter, and 55 is a distributor. The distributor 55 is provided with an Ne sensor 57 that outputs an on/off signal at every predetermined crank angle θ1, and the output signal is used to control the engine. It is possible to know the rotation speed and predetermined crank angle position, and also to turn on/off at every angle θ2 larger than the above angle θ1.
A G sensor 59 that outputs an off signal is provided, and cylinder discrimination and top dead center position detection are performed based on the output signal.

Further, 60 indicates a battery.

The control circuit 61 includes a valve opening position sensor 2, an idle switch 4, a power switch 6, an intake pressure sensor 11, an intake temperature riser 15, an engine coolant temperature sensor 37.0. sensor 4
1, vehicle speed sensor 49, key switch 51. Ne sensor 5
7, G sensor 59 and battery 60, respectively, and receive a valve opening signal 81. Idle signal S2, power signal S3, intake pressure signal 84. Intake temperature signal 85. Water temperature signal S6, air-fuel ratio signal 87. Vehicle speed signal S8, ignition signal 89. Engine speed signal S10, cylinder discrimination signal S1
1 and battery voltage signal 814 are input from each sensor. Moreover, the control circuit 61.

It is also connected to the fuel injection valve 7 and the igniter 53, and outputs a fuel injection signal 812 and an ignition signal 813 based on predetermined calculations.

As shown in FIG. 2, the control circuit 61 includes a central processing unit (CPU) 61a that controls various devices, and a read-only memory (in which various numerical values and programs are written in advance).
R, OM) 6 l b, Random access memory (RA
M) 61c, A/D converter (ADC) 61d that converts analog input signals into digital signals, input/output interface (Ilo) 61e that receives various digital signals and outputs various digital signals, and auxiliary power supply when the engine is stopped. It is composed of a backup memory (BU-RAM) 61f% which is supplied with power from the BU-RAM and holds memory, and a path line 61f to which each of these devices is connected. A program to be described later is written in advance in the ROM 61b.

In the engine described above, fuel is injected according to the flowchart shown in FIG. Referring to Figure 3,
In step P1, the engine speed Ne is read based on the engine speed signal S1, which is a reference position signal, and the intake pipe pressure, 4yP, is read based on the intake pipe pressure signal S4.
Load M. In step P2, the basic injection time TP is determined from the map shown in FIG. 4 based on the rotational speed Ne and the intake pipe pressure PM, and in step P3, a correction calculation process is executed according to the engine operating conditions to determine the corrected time. Find the injection time τ.

Here, the corrected injection time τ obtained by the correction calculation process in step P3
The operation of is explained in detail.

The injection time τ is generally determined by the following formula.

r=TPxFWLxFAFx(1+FTC)xFTHA
-(1) Where: 'rp = Basic fuel injection time FWL = Warm-up increase coefficient FAF = Air-fuel ratio feedback correction coefficient FTC = Transient air-fuel ratio correction coefficient' (15) FTHA = Intake temperature correction coefficient Therefore, in Fig. 5 Each coefficient is calculated based on the arithmetic routine shown in the figure, and the injection time τ is determined.

That is, the calculation process of the warm-up increase coefficient FWL is executed at the step pH, and the air-fuel ratio feedback correction coefficient P is executed at the step P12.
The calculation process of AP is executed, the calculation process of the transient air-fuel ratio correction coefficient FTC is executed in step P13, and the calculation process of (T'
HA+k) to find the correction coefficient FTHA. Then, in step P15, the above equation (1) is calculated.

Before explaining each calculation process of steps pH to P13,
An example of the calculation process of the starting source correction value ADD and an example of the calculation process of the intake pipe pressure PM, which are the characteristic parts of the present invention, will be described.

The starting source correction value ADD is the temperature difference between the engine cooling water temperature or engine oil temperature, which represents the engine temperature, and the wall temperature of the intake passage from the fuel injection valve to the combustion chamber, such as the intake manifold, especially when the engine is running in extremely cold weather. This book is for compensating for the above temperature difference until it is sufficiently warmed up.

(16) (Calculation process of starting source correction value ADD) When the correction value ADD calculation process routine shown in FIG. 6 is activated at a predetermined timing, it is first determined in step P21 whether or not the engine is being started. This determination is performed based on the engine speed signal 810. If a positive judgment is made,
That is, if the engine is being started, in step P22, the starting intake air temperature THA as the engine starting temperature is read based on the intake air temperature signal S5 at that time. Next, in step P23, the correction value ADD is read based on the read starting intake air temperature THA from the map of the correction value ADD and the intake air temperature THA shown in FIG. 7, which is written in advance in the ROM 6 lb. In step P24, it is determined whether a certain period for attenuating the read correction value ADD by a predetermined number α has elapsed, and if an affirmative determination is made, the process proceeds to step P25. In step P25, (ADD-α) is calculated and the result is stored in a predetermined storage area as a new correction value ADD. Next, in step P26, it is determined whether the correction value ADD is smaller than zero, and if the judgment is affirmative, the correction value ADD is set in step P27.
The ADD calculation routine is ended by setting DD to zero, and if the determination is negative, step P27 is skipped and the ADD calculation routine is temporarily ended. When this routine is started after the engine has been started, a negative determination is made in step P21 and the process jumps to step P24. If an affirmative determination is made in that step, steps P25 to P27 are executed, and if a negative determination is made in that step, steps P25 to P27 are executed. ~P27 is skipped and the series of procedures ends.

As described above, the starting source correction value ADD read based on the intake air temperature THA at the time of engine starting is attenuated by a constant number α at each predetermined period as shown in FIG. The correction value ADD is monotonically attenuated according to the elapsed time after the engine starts, and the seventh
A map of the correction value ADD and a predetermined attenuation value α for the engine starting source shown in the figure are determined, so that when the wall surface temperature of the intake manifold reaches a temperature sufficient to atomize the fuel, the correction value ADD is determined. The ADDO value becomes zero or a value close to zero. Alternatively, the correction value ADD may be selected depending on the engine temperature immediately after starting.

(Calculation process of intake pipe pressure PM) The calculation process of intake pipe pressure PM shown in FIG. 9 is repeatedly executed at predetermined intervals as shown in FIG. The pipe absolute pressure signal S4 is converted into a digital value, and the value PMi is converted into a digital value in step P32.
to register Ro-4L.

are sequentially stored at predetermined intervals. Next, in step P33,
For example, from the intake pipe pressure PM stored in the register R3 at time t-2, to the intake pipe pressure PM stored in the register R1 at time t-4, -4
is subtracted, and the subtraction result DPM is stored in the register DR. Then, the process proceeds to step P34, for example at time t. , DPM stored in register DB is subtracted from DPMo stored in register DR0, and the subtraction result DDPM is stored in register DDR. In step P35, the second differential value DDPM of the intake pipe pressure PM stored in the register DDK is compared with the standard value REFI (19), and if DDPM≧REF1, the asynchronous injection routine (not shown) jumps.

DDPM (If REFI, end this procedure.

In this way, the intake pipe pressure PM stored in each register at each timing is used to calculate the basic fuel injection time TP, and the one-time differential value DPM of the intake pipe pressure PM is used to calculate the synchronous acceleration increase. The second differential value DDPM is used to calculate the asynchronous acceleration increase.

Next, the calculation processing of each coefficient in each procedure of FIG. 5 will be explained.

(2) Calculation process for warm-up increase coefficient FWL An example of the calculation procedure for warm-up increase coefficient FWL is shown in FIG. 11. In step P41, the engine cooling water temperature THW is read based on the water temperature signal S6, the engine speed Ne is read based on the engine speed signal 5IOK, and the correction value ADD calculated in the routine shown in FIG. 6 is also read. It's crowded. Procedure P
At step 42, the correction coefficient FWLφ is determined from the (20) map of the engine cooling water temperature and the correction coefficient FWLφ shown in FIG. 12, based on the latest water temperature THW that has been read. Next, move 1 [P
43, based on the latest engine speed Ne that has been read, the engine speed Ne and correction coefficient K shown in FIG.
A correction coefficient KWL is obtained from the map with WL. Then, in step P44 (correction coefficient F'WLφ + correction value ADD
) x correction coefficient KWL+1, 0 is calculated to obtain the warm-up increase coefficient FWL, and this series of procedures ends.

(2) Calculating processing of feedback correction coefficient FAF An example of the calculation procedure of feedback correction coefficient FAF is shown in FIG. 14. In step P51, the air-fuel ratio signal S7 is read. Procedure P
52, the voltage value of the air-fuel ratio signal S7 is compared with the reference value REF2, and if the signal S7 is larger than the reference value REF2,
It is determined that the air-fuel ratio is too rich and steps are taken to make the air-fuel ratio lean. That is, in step P53, the correction coefficient FA
It is determined whether F is smaller than 1.0, and if the determination is negative, the correction coefficient FAF is set to 1.0 in step P54, and if the determination is affirmative, the result of (1,0-β) is set to the correction coefficient FAF. The FAF arithmetic processing procedure ends.

On the other hand, if the signal S7 is smaller than the reference values R and EF2 in step P52, it is determined that the air-fuel ratio is lean, and a procedure to make the air-fuel ratio rich is executed. That is, step P56
Determine whether the correction coefficient FAF is greater than 1.0,
If the judgment is negative, the correction coefficient FAF is set to 1.0 in step P57, and if the judgment is affirmative, the result of (1,0+β) is set as the correction coefficient FAF' and the procedure of the FAP calculation process is ended.

Further, if the signal S7 is equal to the reference value REF2 in step P52, the correction coefficient FAF' is set to 1.0 in step P59, and this process ends.

Note that the reason why the correction coefficient FAF is set to 1.0 when negative judgments are made in JIiP53 and P56 is that the air-fuel ratio signal S7 has changed from below the reference value to above, and from above the reference value to below. This is to monitor this and once change the correction coefficient FAF to 1.0 at each change. Further, β in hand Jl[P55°P2O is a predetermined value.

The feedback correction coefficient FAF obtained by this calculation procedure is shown in FIG. 15 together with the air-fuel ratio signal S7. Referring to this figure, when the signal S7 becomes larger than the reference value REF2 or smaller than the reference value REF2, the correction coefficient FAF is first skipped to 1.0, and then, if the signal S7 is greater than or equal to the reference value A predetermined number β is sequentially subtracted, and if the signal S7 is less than the reference value, a predetermined number β is sequentially added.

Note that, as shown in FIG. 15, the air-fuel ratio signal S7 is waveform-shaped and used.

■ Transient air-fuel ratio correction coefficient FTC calculation processing correction coefficient F
An example of the TC calculation procedure is shown in FIG. In this embodiment, the correction coefficient FT for acceleration increase during warm-up is
Consider only C. In step P61, the amount of change DPMk in intake pipe pressure PM obtained by the routine shown in FIG. 9 is read. In step P62, based on the amount of change DPMk,
The correction coefficient PTCφ is determined from the map of the change amount DPMI' shown in FIG. 17 and the warm-up acceleration correction coefficient ΔFTCφ based on the intake pipe pressure change amount. Next, in step P63, the correction coefficient △FTCφ obtained in step P62 is added to the already obtained correction coefficient FTCφ (23), and this addition result is used as a new correction coefficient FTCφ in step P.
Proceed to step 64. In step P64, it is determined whether a certain period for attenuating the obtained correction coefficient FTCφ by a predetermined number γ has elapsed, and if an affirmative determination is made, step Pfi
Proceed to step 5. In step P65, (F"I' Cφ-γ)l
is calculated and the result is stored in a predetermined storage area as a new correction coefficient FTCφ. Next, in step P66, it is determined whether the correction coefficient FTCφ is smaller than zero, and if the judgment is affirmative, the correction coefficient FTCφ is set to zero in step P67, and the process proceeds to the next step P68. If a negative determination is made in step P64 or step P66, the process also jumps to step P68.

In step P68, the engine coolant temperature THW is read based on the water temperature signal S6, and in step P69, based on this coolant temperature THW, the engine coolant temperature THW is calculated from the map of the coolant temperature THW and the warm-up acceleration correction coefficient KTC according to the water temperature shown in FIG. Read the correction coefficient KTC.

Next, in step P70, the routine (24) shown in FIG.
) Read the obtained starting temperature correction value ADD and proceed to step P71.
Proceed to. In step P71, according to the correction coefficient FTCφ, KTC and ADD obtained in the above procedure, FTCφx
(KTC+ADD71-1.0) is calculated to obtain the warm-up acceleration correction coefficient FTC.

Correction coefficient FTC obtained in the above steps P61 to P65
is shown in FIG. 19 together with the intake pipe pressure PM and the amount of change DPM in the intake pipe pressure. Referring to this figure, a predetermined value △FTCφ is added to FTCφ every time the amount of change DPM exceeds the reference value REF1 at each time point, and between each time point, the correction coefficient FTCφ is increased by r every predetermined period. Subtracted.

When the coefficients FWL%FAF and FTC in the procedure pH to P13 in FIG. 5 are determined as described above, the procedure P
1'5, TPxFWLxFAFx(1+FTC)xF
THA is calculated to determine the corrected injection time τ, and the process returns to step P4 in FIG.

Referring to FIG. 3, voltage correction calculation is performed in step P4. That is, the voltage correction calculation routine shown in FIG. 20 is executed, and in step P81 the battery voltage signal 81 is
The battery voltage BV is read based on step P82.
Based on the battery voltage BV, the voltage correction coefficient τV is determined from the map of the battery voltage BV and the voltage correction coefficient τ■ shown in FIG. And step P83
, (t”+τV) is executed to determine the final injection time F
τ is required. Then, returning to step P5 in FIG. 3 again, if it is the injection timing, in step P6, the control circuit 61 outputs an injection signal 812 to the injection valve 7, thereby driving the injection valve 7. .

In addition, the intake temperature correction coefficient FTH according to step P14 in FIG.
A is to compensate for the density of the intake air, which varies depending on the temperature.

In addition, in the above embodiment, the basic fuel injection time TP is calculated from the engine speed, the intake pipe pressure, and K, but the basic fuel injection time TP is determined depending on the engine speed and the intake air amount. You may ask for it. Further, in the above embodiment, the warm-up increase coefficient FWL is determined by taking into account the engine speed, but it is not necessary to take the engine speed into account. Furthermore, the starting temperature correction value ADD is set to the starting intake temperature TH.
Although the selection is made in accordance with A, the selection may be made in accordance with the cooling water temperature THW, engine oil temperature, or cylinder block temperature during engine startup.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing an example of an automobile internal combustion engine to which the present invention is applied, FIG. 2 is a detailed block diagram showing an example of its control circuit, FIG. 3 is a flowchart showing an example of a fuel injection procedure, and FIG. Figure 4 shows engine speed Ne and intake pipe pressure PM.
Fig. 5 is a flowchart showing an example of the procedure for calculating the corrected injection time τ, and Fig. 6 is a diagram showing an example of a map for reading out the basic fuel injection time TP from the starting temperature correction value A.
A flowchart showing an example of the procedure for determining DD, FIG. 7 is a graph showing the relationship between the intake air temperature THA at startup and the starting temperature correction value ADD, and a tlcs diagram showing the time decay of the starting temperature correction value ADD. 9 is a flowchart (27) showing an example of the calculation process of the intake pipe pressure PM, and FIG. 10 is a diagram for explaining each procedure in FIG.
Fig. 11 is a flowchart showing an example of the calculation process for the warm-up increase coefficient FWL, Fig. 12 is a graph showing the relationship between the engine water temperature THW and the warm-up correction coefficient F'WLφ, and Fig. 13 is a graph showing the relationship between the engine speed Ne and the warm-up correction coefficient F'WLφ. A graph showing the relationship with the machine correction coefficient KWL, FIG. 14 is the feedback correction coefficient FA,
FIG. 15 is a time chart showing changes over time in the air-fuel ratio signal S7 and the correction coefficient FAF. FIG. 16 is a flow chart showing an example of the calculation process for the warm-up acceleration increase coefficient FTC. Figure 17 is a graph showing the relationship between intake pipe pressure change amount DPM and warm-up acceleration correction coefficient △FTCφ, Figure 18 is a graph showing the relationship between engine water temperature THW and warm-up acceleration correction coefficient KTC, and Figure 19 is a graph showing the relationship between engine water temperature THW and warm-up acceleration correction coefficient KTC. Intake pipe pressure PM. A time chart showing the change over time in the amount of change DPM and the correction coefficient FTCφ, Fig. 20 is a flowchart showing an example of the calculation process of the final fuel injection time Fτ, and Fig. 21 shows the relationship between the battery voltage BV and the voltage correction coefficient -rV. This is a graph showing. (28) 7...Injection valve, 9...Intake throttle valve, 11.
... Intake pipe pressure sensor, 13... Intake manifold, 15... Intake temperature sensor, 17... Riser section, 19... Engine body, 27... Combustion chamber, 33... Water jacket, 37...Engine coolant temperature sensor, 41...0. Sensor% 4
9...Vehicle speed sensor, 51...Key switch, 53.
...Igniter, 55...Distributor,
57...Ne sensor, 59...G sensor,
61...Control circuit. (29)-22 Fig. 3 Fig. 5 Fig. 6 Fig. 7 Fig. 226- Fig. 9 Fig. 11 Fig. 12 Fig. I> Water Mi ATHW Fig. 13 Age/Mouth 1 Soft Ne Fig. 19 Fig. 20 Figure 21 Procedural amendments Commissioner of the Japan Patent Office 1. Indication of the case 1982 Patent Application No. 43457 2. Name of the invention Fuel injection amount control method and fuel injection control device for internal combustion engines 3. Person making the amendment Related Patent Applicant Name (320) I~Yota Jidosha Co., Ltd. (and 1 other person) 4. Agent 7. Detailed description of the invention column and drawings in the amended counterpart specification. 8. Contents of the amendment (1) Page 21 of the specification, line 11 "Procedure P51" to page 23 of the specification, line 9 are corrected as follows. "In step P51, it is determined whether the feedback conditions are satisfied. For example, the engine water is not in a starting state, the power is not increasing after starting, and the engine water THW is 40 degrees Celsius or higher," and the power is not increasing. The conditions for feedback control are met when lean control is not in progress. If the conditions for feedback control are not satisfied, the feedback correction coefficient FA F is set to 1.0 in step P52 so that feedback control is not executed, and this procedure ends. If the conditions are met, the process advances to step P53. Step P53
Now, read the air/fuel signal S7. In step P54, the voltage value of the air-fuel ratio signal S7 is compared with the reference values R, EF2, and the voltage value of the air-fuel ratio signal S7 is compared with the reference value R, EF2.
If is larger than the reference value RE F 2, it is determined that the air-fuel ratio is too rich, and a procedure is executed to make the air-fuel ratio lean. That is, in step P55, the flag CAFL is set to zero, and the process proceeds to step P56, where it is determined whether or not the flag CAFR is zero. Since the flag CAFR is zero when shifting to the over-concentration side for the first time, the process proceeds to step P58, where a predetermined value α1 is subtracted from the correction coefficient FAF stored in R, AM61C, and the result is set as a new correction coefficient FAF. In step P59, the flag CAFR is set to 1. Therefore, step P54
If it is determined that the concentration is overconcentrated twice or more in a row, a negative determination is always made in step P56 passed from the second time onwards, and in step P57, a predetermined value β1 is subtracted from the correction coefficient FAF, and the result is used as a new correction. The FAF calculation is completed as the coefficient FAF. On the other hand, if the signal S7 is smaller than the reference value REF2 in step P54, it is determined that the air-fuel ratio is lean, and a procedure to make the air-fuel ratio rich is executed. That is, in step P90, the flag CAFR is set to zero and the process proceeds to step P91.
It is determined whether the flag CAFL is zero. When moving to the lean side for the first time, the flag CAFL is zero, so step P9
2, a predetermined value α2 is added to the correction coefficient FAF, and the result is set as a new correction coefficient FAF. In step P93, the flag CA F L is set to 1. Therefore. If it is determined that it is diluted twice or more in succession in step P5/l, a negative determination is always made in step P91 passed from the second time onwards, and in step 94, a predetermined value β2 is added to the correction coefficient FAF. The FAF calculation is completed using the result as a new correction coefficient FAF. In addition, hand MP57. P58. P92. β in P94
1. β2. β1 and β2 are predetermined values. Feedback correction coefficient F obtained by the second calculation procedure
AF is shown in FIG. 15 together with the air-fuel ratio signal S7. Referring to this figure, when the signal S7 becomes larger than the reference value RE F2 or smaller than the reference value RE F 2, the correction coefficient FAF is first skipped by β1 or β2, and then the signal S7 becomes the reference value If both are -1-, a predetermined number 01 is sequentially subtracted, and if the signal S7 is less than the reference value, a predetermined number β2 is sequentially added. 3-(2) Revise Figures 14 and 15 as shown in the attached drawings. Above 4- Inner and soft juice-231- 'f' AIC, work □4,7

Claims (1)

[Scope of Claims] (1) A fuel injection valve provided in an intake passage, and a relatively long intake passage that guides the air-fuel mixture injected from the fuel injection valve and mixed with intake air to the engine combustion chamber. In controlling the fuel injection amount of an 81-drive internal combustion engine having a first warm-up acceleration correction coefficient selected according to the amount of acceleration of the engine; and a first warm-up acceleration correction coefficient selected according to the engine temperature during engine operation. A fuel injection control device for an internal combustion engine, which corrects the basic fuel injection time during acceleration during warm-up based on the warm-up acceleration correction coefficient of No. 2, and the fuel injection valve. In a fuel injection control device for an internal combustion engine, which has an intake passage having a relatively long distance, the air-fuel mixture injected from the engine and mixed with intake air is guided to the engine combustion chamber. (b) temperature detection means for detecting engine temperature; (c) rotation speed detection means for detecting engine rotation speed; (d) load detection means for detecting engine load;
(e) acceleration detection means for detecting the acceleration state of the engine; (f) first storage means for storing a starting temperature correction value corresponding to the engine temperature at startup; (2) first storage means for storing a starting temperature correction value corresponding to the engine temperature at startup; (h) a third storage means that stores a second warm-up acceleration correction coefficient corresponding to the engine temperature during operation; (i) the above-mentioned (j) calculation means for calculating a basic fuel injection time based on the engine rotation speed detected by the rotation speed detection means and the engine load detected by the load detection means; (j) when the engine is being started by the start detection means; ('k) a first storage means for storing the engine starting temperature detected by the temperature detection means when the temperature is detected; (t) subtraction means for subtracting the starting temperature correction value read from the first storage means based on the stored engine starting temperature; (2) a third storage means for sequentially rewriting the engine acceleration state detected by the acceleration detection means to store the latest engine acceleration state;
n) fourth storage means for sequentially rewriting the engine temperature detected by the temperature detection means during engine operation and storing the latest engine temperature; (0) starting wetness correction read from the second storage means; a first warm-up acceleration correction coefficient read from the second storage means based on the engine acceleration state read from the third storage means, and an engine read from the fourth storage means. a correction means for correcting the basic fuel injection time based on a second warm-up acceleration correction coefficient read from the third storage means based on the temperature; A fuel injection control device for an internal combustion engine, comprising means for outputting an injection signal that drives the fuel injection valve for a corrected injection time.