JPS59194042A - Controlling method of fuel injection quantity and fuel injection control device for internal-combustion engine - Google Patents

Abstract

PURPOSE:To improve warm-up capacity in time of the depth of winter, by attenuating a starting temperature compensation value selected according to an engine temperature in time of engine starting, in conformity with the lapse of time after the starting, while compensating a basic fuel injection time according to the attenuated compensation value and a warm-up compensation coefficient. CONSTITUTION:In time of engine running, a basic injection time is found on the basis of the output of a suction pipe pressure sensor 11 and an engine speed sensor 57 at a control circuit 6, and this given time is compensated according to a warm-up increment coefficient, an air-fuel ratio feedback compensation coefficient, a transident air-fuel ratio compensation coefficient and a suction temperature compensation coefficient whereby an injection valve 7 is controlled for driving in accordance with the injection time after compensation. At this time, a starting temperature compensation value is calculated according to a signal taken in from a suction temperature sensor 15 when it is so judged as being in time of engine starting. That is to say, the starting temperature value is read out of the specified map on the basis of a suction temperature in time of starting, and this compensation value is found by attenuating it as far as the specified number according to the lapse of time after starting.

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 to a fuel injection amount control method and a fuel injection control device for controlling an air-fuel mixture injected from a fuel injection valve provided in an intake passage and mixed with intake air. The present invention relates to a fuel injection amount control method and a fuel injection control device for an internal engine in which fuel is introduced into a combustion chamber through an intake passage having a relatively long distance of 1t.

In such an electronic fuel injection control device for an internal combustion engine, the basic fuel injection time, that is, the basic opening time of the injection valve is calculated based on, for example, the absolute pressure in the intake pipe and the engine speed, and the basic fuel injection time is calculated based on the basic fuel injection time. On the other hand, the final fuel injection time is determined by performing various correction calculations depending on the operating state of the engine, including the warm-up state and transient state of the engine.

Correction according to the warm-up state of the engine is generally called warm-up increase correction. For example, when the engine cooling water temperature is 70°C or less, warm-up increase correction is performed according to the water temperature as follows. . 1. First, measure the engine coolant temperature, and look up the warm-up increase coefficient, which is determined to decrease as the engine coolant temperature increases, from the measured engine coolant temperature, and calculate the warm-up increase coefficient for the total basic injection time. The corrected injection time is calculated by multiplying by

However, the increase in fuel amount by the warm-up increase correction according to the warm-up state of the engine should originally be determined in accordance with the wall temperature of the intake passage between the fuel injection valve and the engine combustion chamber. This is because fuel evaporates poorly when cold, so is it fuel? This is because the amount of fuel is increased to make the engine rotate stably, but the vaporization of the fuel depends on the wall temperature of the intake passage between the injection valve and the engine combustion chamber.

As mentioned above, when warm-up of the engine is determined in response to the cooling water temperature of MY engine, during engine warm-up operation in extremely cold weather, the wall temperature of the intake passage downstream of the fuel injection valve increases over a long period of time. Since the engine does not follow the rise in cooling water temperature, there is a risk that fuel will be insufficient and engine operability will deteriorate.

In addition, even in engines that have a riser section on the outer wall of the intake passage to circulate engine cooling water, which warms the air-fuel mixture and promotes vaporization, it is difficult to warm up the engine at extremely low temperatures. There are problems similar to those mentioned above.

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

The second purpose of the present invention is to solve such conventional problems? An object of the present invention is to provide a fuel injection control device for an internal combustion engine, which improves warm-up performance in extremely cold weather.

The method of the present invention includes 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 through the size of an engine combustion chamber. When controlling the fuel injection amount of an internal combustion engine,
The basic fuel injection time is calculated based on the engine speed and the engine load, and the starting temperature is selected depending on the first engine temperature at the time of engine starting and is attenuated depending on the elapsed time after starting. The present invention is characterized in that the basic fuel injection time is corrected based on a warm-up correction coefficient that is selected according to the correction value and the second engine temperature during engine operation.

The present invention provides an internal combustion engine that has a fuel injection valve provided in an intake passage, and a relatively long intake passage that guides an air-fuel mixture injected from the fuel injection valve and mixed with intake air to an engine combustion chamber. A fuel injection control device for an engine includes a start detection means for detecting when the engine is starting, a temperature detection means for detecting the engine temperature, a rotation speed detection means for detecting the engine speed, and a load detection means for detecting the total engine load. , a first storage means storing a starting correction value corresponding to the engine temperature at the time of starting, a second storage means storing a warm-up correction coefficient corresponding to the engine temperature at Ura and Tensei, and a rotation speed detection means. calculation means for calculating the basic fuel injection time based on the engine speed detected by the engine speed and the engine load detected by the load detection means; A first storage means stores all detected engine starting temperatures, and the first storage means stores all detected engine starting temperatures based on the engine starting temperature stored in the first storage means according to the elapsed time after the engine starting. A subtraction means for subtracting the read starting temperature correction value, a second storage means for sequentially rewriting and storing the latest result data by the subtraction means, and a second storage means for sequentially rewriting and storing the latest result data by the subtraction means, and a second storage means for sequentially rewriting and storing the latest result data by the subtraction means, and sequentially detecting the engine temperature detected by the temperature detection means during engine operation. A third storage means rewrites and stores the latest engine temperature, a temperature correction value read from the second storage means, and a second storage means based on the engine temperature read from the third storage means. A correction means for correcting the basic fuel injection time based on the warm-up correction coefficient read from the storage means, and a means for outputting an injection signal that drives the fuel injection valve by the corrected injection time corrected by the correction means. It is fully equipped with all the features.

According to the present invention, all positive starting temperature values are selected in accordance with the engine temperature at the time of engine starting, are attenuated in accordance with the elapsed time after this 1@all engines are started, and are set in accordance with the engine temperature during engine operation. By correcting the basic fuel injection time according to the selected warm-up correction coefficient and its attenuated value, the total amount of fuel injection during warm-up is increased, so that the amount of fuel injection from the fuel injection valve is increased. There is no support for detecting the wall temperature of the intake passage leading to the combustion chamber, so there is no need to add a sensor or route new wiring or dig up the input terminal of the control circuit. The drivability during warm-up can be improved compared to the conventional method.

The present invention will be explained below with reference to Figures dτ1 and λt9.

FIG. 1 shows 7 in which the electronic fuel injection control device according to the present invention is applied.
An example of the configuration of this automotive internal combustion engine is shown below. The air filter 1 is connected to the throttle body 5 through the inlet pipe;
IJ Me is very talented. The throttle body 5 is provided with a fuel injection valve 7 on its upstream side, and the fuel injection valve 7 is provided with an intake throttle valve 9 that adjusts the amount of intake air in conjunction with an accelerator pedal (not shown). An intake pipe absolute pressure sensor 11 is provided at one end of the intake pipe p-cell 9 to measure the absolute pressure at that location. Furthermore, there is a valve opening position sensor 2 that measures the 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 an idle switch 4 that measures the opening of the intake throttle valve 9, for example. The power switch 6, which turns on only when the temperature is 40 degrees or higher, is connected to the intake throttle valve 9.
installed in connection with.

The throttle body 5 is connected to an intake manifold 13 housing a branch pipe connected to a cylinder of the engine,
1. The intake manifold 13 is provided with an intake temperature sensor 15 that measures the temperature of the intake air therein. On the bottom wall 13a of the intake manifold 13 before branching, there is a riser part 17 for circulating engine cooling water and heating the air-fuel mixture.
There are also

Reference numeral 19 designates a well-known engine body, which includes a piston 21, a cylinder 23, and 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 on the downstream side thereof, an 02 sensor 41 that determines the residual oxygen concentration in the exhaust gas.
is provided. The exhaust manifold 39 is connected to an exhaust pipe 45 via a three-way catalyst 43.

47 is a transmission connected to the engine body 19;
A vehicle speed sensor 49 is attached to determine the speed of the vehicle based on the rotational speed of the final output shaft.

Further, 51 is a key switch, 53 is an igniter, 55 is a distributor to turn off, and 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 determines the engine rotational speed. It is possible to know the 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.

t', 60 indicates patch IJf.

9 control circuit 61 (!Yo, valve opening position f sensor 2, idle switch 4, power switch 6, intake pressure sensor 11
．． 1 and temperature sensor 15, engine cooling water temperature sensor 37.
02 sensor 41, vehicle speed sensor 49, key switch 51,
Ne-'l: Nza 57, G sensor 59 and battery 6
0, respectively, and the valve opening signal s1. Idle signal S2, power signal S3, intake pressure signal S4. Intake temperature signal S5, water temperature signal Sf5, air-fuel ratio 1 word-QS
'7, l1ffi m 1a No. SL3, ignition gear S9, engine rotation Ul, tQ No. S10,
Qi 114 issue Betsuku issue Sii and battery L, pressure 1d
S14 is input from each sensor. It's a trench, control circuit 6.
1 is also connected to the fuel injection valve 7 and the igniter 53, and outputs a fuel cough signal S12 and an ignition signal Sia based on a predetermined calculation.

The control circuit 61, as shown in FIG.
! li'l Central processing unit (CPU)
61a, a memory (ROM) 61b in which various numerical values and programs are written in advance, a random access memory (RAM) 61c in which numerical values and flags for calculation processes are stored in a predetermined area, and a memory (RAM) 61c in which various numerical values and programs are written in advance; A/D converter (ADC) to convert 6
1 d, input/output interface Cl10)6 to which various digitized signals are input and each digital signal is output.
1e, Backup memory (BU-RAll) that is supplied from the auxiliary power source and retains memory when the engine is stopped
) 61f, and path lines 61g to which these devices are respectively connected. A program to be described later is written in the ROM 61b in advance.

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 PM is read based on the intake pipe pressure signal S4. In step P2, rotation speed Ne and intake pipe pressure PM
Based on this, the basic injection time TP is determined from the map shown in FIG. 4, and in step P3, a correction calculation process is executed in accordance with the operating conditions of the engine to determine the corrected 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 equation.

t = TPXFW'LXFAFX (1+FTC)
XFTHA ・=-= (1) Where: 1゛P - Basic fuel injection time F W L - Warm-up increase coefficient F' A F - Fuel ratio feedback correction coefficient F'TC - Transient air-fuel ratio correction coefficient FTHA - Intake temperature Correction coefficients Therefore, each coefficient is calculated based on the τ calculation routine not shown in FIG. 5, and the injection time τ is determined. In step P12, the air-fuel ratio feedback correction coefficient F is calculated, and in step P13, the transient air-fuel ratio correction coefficient F is calculated.
Execute the calculation process of T C, and in step P14 (THA+k
) to find the correction coefficient FTI (A). 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 temperature correction value ADD and an example of the calculation process of the intake pipe pressure PM, which are special features of the present invention, will be explained.

(Calculation Processing of Starting Temperature Correction Value ADD) When the correction value ADD calculation processing routine shown in FIG. 6 is started 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 SIO. 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, hand l1ji1
．． At P23, the seventh
From the map of correction value ADD and intake air temperature THA shown in the figure,
Correction value ADD based on the read starting intake air temperature THA
Load. In step P24 (d), 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, step 11!i
Proceed to P.25. Step 1] In IP25, (ADD-α
) and stores the result as a new correction value ADD in a predetermined '4Q'l',.area. Then, step P2
In step 6, it is determined whether the correction value ADD is smaller than zero, and if the judgment is affirmative, the correction values A and DD are set to zero in step P27 and the ADD calculation routine is ended, and if the judgment is negative, step 1 [P27' eSkig to temporarily end the ADD calculation routine. When this routine is started after the engine has been started, the
21 is negative tf'+'t, jumps to move II@P 24, and if affirmative decision is made on that move) 1, step P25
~P27 is executed, and if pregnancy is confirmed, hand I side P25
~P27 is skipped and the series of procedures ends.

As described above, the starting temperature 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.

(Calculation process of intake pipe pressure PM) The calculation process of intake pipe pressure PM shown in FIG. 9 is repeatedly executed every predetermined cycle M as shown in FIG. Now, the intake pipe absolute pressure signal S4 is converted into a digital value, and in step P32, the value PMj
are sequentially stored in registers R, to R3 at predetermined intervals. Next, in hand fil P33, for example at time j-2, the intake pipe pressure PM4 stored in the register R1 at the timing of time t-4 is subtracted from the intake pipe pressure PM2 stored in the register R3, and the result is obtained. Subtraction result DPM
2'i Store in register DR2. And step P3
Go to step 4 and, for example, at time to, register DRo
D P Ml stored in register DRI is subtracted from Di)MO stored in register DRI, and the subtraction result DDP
Store M in register DDR.

In step P35, the second differential value DDPM of the intake pipe pressure PM stored in the register DDR is compared with the reference value R'EF, and if DDPM > REF 1, jump to the asynchronous injection routine (not shown). do.

If DDPM<REFI, this procedure ends.

In this way, the trough register is set to 1 at each point in time.
;The stored intake pipe pressure P M is the fi at the time of basic fuel injection.
a) Used to calculate T P, intake pipe pressure f) M's 1 same machine value DPM is used to calculate JUj acceleration increase, 2 same machine value DT) PMtd used to calculate 1 to asynchronous acceleration increase .

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

■ Performance of warming coefficient FWL I9-Processing warm-up J''
An example of the calculation procedure for the coefficient F W L is shown in Figure 11. At Juuno-sen P41, the engine cooling water temperature TH\TJ is read based on the temperature signal S6 at 7, and the engine speed is set to 19. Ne
When reading ]-, the routine shown in Figure 6 reads 'tJJ1
Also include the correction value A I) D that has been multiplied by 1x. Step P42
Now, with the most readable water temperature TI (WK-?1.
Find j. Next, in step P43, a correction coefficient KWL is determined from a map of engine rotation speed Ne and correction coefficient KWL shown in FIG. 13, based on the latest engine rotation speed No that has been read. Then, in step P44, (correction coefficient FWLda+correction value ADD)X correction coefficient KWL+1.0
The warm-up increase coefficient FWL is obtained by performing the calculation described above, 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.

When the air-fuel ratio feedback correction coefficient FAF calculation routine shown in FIG. 14 is started, it is determined in step P51 whether a feedback condition is satisfied. For example, the engine is not in the starting state, the power is not increasing after starting, the engine water temperature THW is 40°C or higher, and the power is not increasing,
The conditions for feedback control are met when the vehicle is turned off during lean control. If the conditions for feedback control are not satisfied, the feedback correction coefficient FAF is set to 1.0 in step P52 so that feedback control is not executed, and this process ends. If the conditions are met, the process advances to step P53.

In step P53, the air-fuel ratio signal S7 is read. Step P54
Then, 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, the air-fuel ratio signal S7 is compared with the reference value REF2.
G; Determine that the ratio is too rich and take steps to make the air-fuel ratio leaner. That is, in step P55, 7 lag CAF
As L'i is zero, the process proceeds to hand j vagina P56, and it is determined whether the flag CAFR is zero. When shifting to the over-concentration side for the first time, the flag CAFR is zero, so proceed to step P58 and read the RAM
A predetermined value α is determined from the calibration coefficient FAF stored in 61C.
Subtract 1 and use the result as the layer correction coefficient FAF. In step P59, the flag CAFR is set to 1. Therefore, if excessive concentration is determined twice or more in succession in step P54, a negative determination will always be made in step P56 passed from the second time onwards, and in step 111i1 p57, the correction coefficient F
A predetermined value β1 is subtracted from AF, the result is used as a new correction coefficient FAF, and the FAF calculation is completed.

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, step P90
In step P91, the flag CAFR is set to zero, and it is determined whether the flag CAFL is zero. When shifting to the lean side for the first time, the flag CAFL is zero, so proceed to step P92, and set the correction coefficient FAF to a constant value α2 of 1-91.
are added and the result is set as a new correction coefficient FAF. In 1]93, the flag CAFL is set to 1. If it is determined to be dilute twice or more consecutively in step P54, a negative determination is always made in step P91 that passes from the second time onwards, and in step P94, a correction coefficient FAFK is calculated by a predetermined value β2 k 7ID, and the Is the result completely new? rli
FAF calculation operator ends as positive coefficient FAF.

In addition, β in steps P57, P58, P92, and P94
1, β2, β1 and β2 are predetermined values.

The feedback correction coefficient FAF determined 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 and becomes smaller than the reference value R,E F2, the correction coefficient FAF is first skipped by α1 or α2, and then the signal S7 If the signal S7 is greater than or equal to the reference value, a predetermined number β1 is sequentially subtracted, and if the signal S7 is less than or equal to the reference value, the predicate constant β2 is added by 3v.

(1) Operation 1 of the transient air-fuel ratio correction coefficient FTC: An example of the calculation procedure for the processing correction coefficient FTC is shown in FIG. Attack, make this Tami fyJ, accelerate Rei 16 in 11, 2 branches 4, 4 in O-!+l iE section i F T C
Think about it. In step P61, the intake tract pressure P R□i obtained in the routine shown in FIG. 9 is changed to -:i:j
,' D P M kk k including Lro 10) lhjP62
Now, based on the amount of change D 13M kIl'C, from the map of the amount of change D P M k shown in FIG. , S is determined. Then hand 111
2 In P63, the correction coefficient F that has already been found
The correction coefficient ΔFTCda obtained in step P62 is added to TC$, and the process proceeds to step P64 using the addition result as a new correction coefficient FjCda. In step P64, it is determined whether a certain period for attenuating the obtained correction coefficient FTe12 (by a predetermined number tx) has elapsed, and if an affirmative determination is made, the process proceeds to step P65.In step P65, (FT 1 and) and store the results as correction coefficients Frcy5 in a predetermined register 1.σ area.Next, in step P66, it is determined whether the correction coefficient FTCg is smaller than zero or not. If so, the correction coefficient rTcl 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 'l'HWi is read based on the water temperature signal S6, and in step P69, based on this coolant temperature THW, the coolant temperature TH shown in FIG.
A correction body; MKTC is read from a map of W and a warm-up acceleration correction coefficient KTC based on water temperature.

Next, in step P70, the positive starting temperature value At)D determined by the routine shown in FIG. 6 is read, and the process proceeds to step P71. In step P71, according to the correction coefficients FTC, KTC and A1) D obtained in the above procedure,
Calculate TC96X (KTC'+ADD+1.0) to find warm-up acceleration correction coefficient FTC.

Correction coefficient) i” obtained in the above steps P61 to P65
T'C is shown in FIG. 19 together with the intake pipe pressure P M %, the change in intake fang pressure, and the breakdown D P M . Referring to this figure, the amount of change DPM at each point is the reference value REF.
Each time I is exceeded, a predetermined value ΔFT is applied to F T C, t;
C is added by 5, and between each point in time, the correction coefficient FTC is subtracted by 19 r every regular period.

As described above, when the coefficients FWL and h'AF adjustment FITIC are obtained in the + order pH to P13 in Fig. 5, ``3''lD'i P l 4, T P
' W L X F A FX (1+ F T C)
X F T II A is expressed in Table 1, and the corrected injection time is calculated, and the process returns to step P4 in FIG. 3.

Please refer to figure 3. - is on fire. That is, the 'Ill pressure correction calculation routine shown in FIG. 120 is executed.
11! In step P81, the battery voltage BV is read based on the pressure signal 314, and in step P82,
Based on the pressure BY in the output t, the voltage correction coefficient τV is determined from the map of the pressure BV and the voltage correction coefficient τV shown in FIG. And step J)
At 83, (τ+τ■) is executed to obtain the final injection time Fτ. Then, return to step P5 in FIG. 3 again (9), and if it is the injection timing, move 1! In NP6,
n) Injection deviation S12 from the control circuit 61 toward the J injection valve 7
is output, which results in 1. The lA injection valve 7 loses drive.

Note that the intake temperature correction coefficient F T If A based on "i P 14" in FIG.

In addition, in the above Fukuga, the basic burning ↑ Utaman time'rPQ
, the engine speed and the intake pipe pressure are calculated, but it is also possible to calculate υ basic fuel injection - 1i = J T P based on the engine speed and the actual intake pipe pressure. Furthermore, in the above embodiment, the warm-up increase ki coefficient F WL'
4-, the engine rotation fc'ik is also accelerated and sought,
There is no need to take the engine speed into consideration. Furthermore, the starting temperature correction value ADD is selected according to the intake air temperature at starting ']'HA, but the cooling water temperature during engine starting T)IW
Alternatively, the temperature may be selected depending on the temperature, engine oil temperature, or cylinder block temperature.

[Brief explanation of drawings]

1. ICL: A configuration diagram showing an example of an automobile internal combustion engine to which the present invention is applied. FIG. 2 is a detailed I block diagram showing an example of its control circuit. FIG. Flowchart showing an example of J's eyes, *p, 4 +p1v engine rotation 1! A diagram showing an example of a map for reading out the basic fuel injection time TP from /N e and the intake pipe pressure PM.
FIG. 7 is a flowchart showing an example of how to obtain the starting correction value ADD. FIG. The figure is a diagram showing the time decay of the starting correction value ADD, and FIG.
Figure 10 is a diagram explaining each step in Figure 9, Figure 11
The figure is a flowchart showing an example of the calculation process of the warm sea increase coefficient F W T, , Figure 12 is a graph showing the relationship between the engine water temperature THW and the warm-up correction coefficient FwL$, and Figure 13 is the graph showing the relationship between the engine water temperature THW and the warm-up correction coefficient FwL$ FIG. 14 is a flowchart showing an example of calculation processing of the feedback correction coefficient FAF, FIG. 15 is a time chart showing temporal changes in the air-fuel ratio signal S7 and the correction coefficient FAF, Fig. 16 is a flowchart showing an example of the calculation process of the warm-up acceleration increase coefficient FTC, Fig. 17 is a graph showing the relationship between the amount of change in intake pipe pressure 1) P M and the warm-up acceleration correction coefficient △FTC96, and Fig. 18 The figure is a graph showing the relationship between engine coolant temperature THW and warm-up acceleration correction coefficient KTC.
The figure shows intake pipe pressure PM, its variation DPM, and correction coefficient FT.
FIG. 20 is a flowchart showing an example of the calculation process of final fuel injection time Fτ, and FIG. 21 is a diagram showing battery voltage Bv and voltage correction coefficient τV.
It is a graph showing the relationship between 7... Injection valve, 9... Intake throttle valve, 11... Intake pipe pressure sensor, 13... Intake manifold, 15
...Intake temperature sensor, 17..Riser part, 19..Engine body, 27..Combustion chamber, :33..Walk jacket, 37..Engine coolant kA sensor, 41.
・・Q2 sensor,・19・・stop l sensor, 5 key switch, 53・・igniter, 55・・distribution bifoo〃, 57・・ne sensor, 59・・(3 sensor, 61・...J's circuit. Agents: Kouma, Tatsuyuki (and 1 other) Flute: 1 Side 4f Fig. 2 Fig. 3 Fig. 4 Enro Fusuma Ne Fig. 5 Fig. 6 Fig. 7 Fig. 8 time)llJt→ Figure 9-239 Figure 19

Claims (1)

[Scope of Claims] (1) A fuel injection valve provided in an intake passage, and an intake passage of a relatively long distance that guides the air-fuel mixture injected from the fuel injection valve and mixed with intake air to a combustion chamber of the engine. In controlling the entire fuel injection amount of an internal combustion engine having a The basic fuel injection time during warm-up is corrected based on a starting temperature correction value set according to the elapsed time of the engine and a warm-up correction coefficient selected according to the second engine temperature during engine operation. A fuel injection amount control method for an internal combustion engine, characterized in that: (2. The method according to claim 1, wherein the first engine temperature is an intake air temperature, and the second engine temperature is an engine cooling water temperature. Injection amount control method. (3) A fuel injection valve provided in an intake passage, a relatively long-distance intake passage in which the air-fuel mixture injected from the fuel injection valve and mixed with intake air is guided throughout the engine combustion chamber. A fuel injection control device for an internal combustion engine having: (a) a start detection means for detecting when the engine is starting;
(b) Temperature detection means for detecting engine temperature;
c) a rotation speed detection means for detecting the entire engine rotation speed; (d) a load detection means for detecting the engine load;
e) a first storage means that stores all starting temperature correction values corresponding to the engine temperature at startup; (f) a second storage means that stores a warm-up correction coefficient that corresponds to the engine temperature during operation; (h) calculation means for calculating the entire 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; (h) when the engine is being started by the start detection means; (j) a first storing means for storing the entire engine starting temperature detected by the temperature detecting means when the engine starting temperature is detected; (J) Subtracting means for subtracting the dynamic temperature extraction value read from the first storage means based on the post-start engine temperature stored in the means; a second storage means that changes and stores the engine temperature one after another; and a third storage means that changes the engine temperature detected by the temperature detection means during engine operation and stores the latest engine temperature. (1) A warm-up correction value read from the second storage means based on the starting temperature correction value read from the second storage means and the engine temperature read from the third storage means. and (f) means for outputting an injection signal that drives the fuel injection valve by the corrected injection time corrected by the correction means. A fuel injection control device for an internal combustion engine, characterized in that: (4) In the device according to claim 3, the temperature detection means includes an intake air temperature sensor and an engine cooling water temperature sensor; The starting temperature correction value is read by the intake air temperature sensor according to the intake air temperature at the time of starting detected, and the warm-up correction coefficient is read out by the engine cooling water temperature sensor.
Did you read it out according to the engine cooling water temperature during NG? Features: Fuel injection control device for internal combustion engines. (5) In the apparatus according to claim 3 or 4, the correction means reads the starting temperature correction value read from the second storage means and the starting temperature correction value read from the third storage means. The basic fuel injection time is corrected by calculating all warm-up correction coefficients based on the read-out engine temperature and the warm-up correction coefficient read from the second storage means. Fuel injection control device for internal combustion engines.