KR100226642B1 - Fuel supply system for internal combustion engines - Google Patents

Abstract

The fuel in the fuel tank 14 is aimed at improving the startability at the time of high temperature restart of the engine by reliably performing steam gas discharge from the injector and appropriately increasing the amount of injected fuel from the injector. Is pumped to the delivery pipe 18 by the fuel pump 15, and the injector 7 injects the fuel supplied from the delivery pipe 18 to the engine E. The ECU 22 increases the injection fuel from the injector 7, that is, drives the injector 7 at a high temperature pulse and discharges the vapor gas generated at the high temperature of the engine E from the injector 7. In addition, the ECU 22 detects the initial width of the engine E from the change of the battery voltage caused by the driving of the starter motor 19. When the width is detected, the ECU 22 considers that the vapor gas in the delivery pipe 18 and the injector 7 has been discharged, and gradually decreases the pulse at high temperature.

Description

Fuel injection control device

1 is a diagram showing a schematic configuration of a fuel injection control device in the first embodiment.

2 is a flow chart showing the initial rutin.

3 is a flowchart showing a fuel injection routine at start-up.

4 is a flowchart showing an ultra-thickness discrimination flag setting routine.

5 is a time chart for explaining the flow chart of FIGS.

6 is a diagram showing a relationship between water temperature and a basic pulse.

7 is a diagram showing the relationship between the water temperature and the pulse at the time of engine high temperature.

8 is a diagram showing the relationship between intake air temperature and pulses at the time of engine high temperature.

Fig. 9 is a flowchart showing an ultra-width discrimination flag setting routine in the application example of the first embodiment.

10 is a view showing the configuration of a conventional fuel injection control device.

11 is a claim correspondence diagram.

12 is a flow chart showing the initial rutin of the second embodiment.

Fig. 13 is a flowchart showing fuel injection rutin at startup of the second embodiment.

14 is a time chart for explaining the operation of the second embodiment.

FIG. 15 is a flowchart showing fuel injection rutin at start-up of the third embodiment; FIG.

FIG. 16 is a flow chart showing fuel injection rutin at startup of the fourth embodiment. FIG.

* Explanation of symbols for main parts of the drawings

7: injector 14: fuel tank

15: fuel pump 19: starting motor

22: ECU as injection fuel increasing means, ultra wide detection means, injection fuel increasing end means, fuel increasing means, fuel interruption means, fuel injection resuming means

E: engine

The present invention relates to a fuel injection control apparatus for an internal combustion engine.

As shown in FIG. 10, in the conventional fuel injection control apparatus, the fuel in the fuel tank 31 is sucked up by the fuel pump 32, and is pumped to the delivery pipe 34 via the fuel pipe 33. As shown in FIG. The fuel once stored in the delivery pipe 34 was injected from the injector 35 into the internal combustion engine (engine) 37 and ignited by the point charge 39. In addition, the fuel in the delivery pipe 34 is maintained at a constant pressure in response to the action of the fuel pressure regulator 36, and the excess fuel is returned to the fuel tank 31 through the return pipe 38.

In the fuel injection control device configured as described above, when steam gas is generated in the delivery pipe 34 or the injector 35 at the high temperature restart of the engine 37, the steam gas is fed back as the fuel pump 32 feeds the fuel. It was discharged to the outside via the pipe 38. In addition, the injection fuel from the grinder 35 was increased until the vapor gas was completely discharged (for example, JP-A-56-81230, JP-A-60-147548, JP-A 2-5723). .

By the way, in recent years, the fuel injection control apparatus which removed the return pipe 38 in order to simplify a structure is proposed. In such a fuel injection control device, the steam gas generated in the delivery pipe 34 or the injector 35 cannot be discharged. Therefore, the startability of the engine 37 at the time of high temperature restart is significantly deteriorated. I was lost in the impossible situation.

In addition, in the above-described conventional fuel injection control apparatus (e.g., Japanese Patent Laid-Open Publication No. 56-81230, Japanese Patent Laid-Open Publication No. 60-147548, Japanese Patent Laid-Open Publication No. 2-5723), the amount of increase in injection fuel is the same. Since it is set, even after the vapor gas in the delivery pipe 34 and the injector 35 is discharged, the injection fuel may increase in some cases. As a result, there is a problem that the air fuel ratio is exceeded or the fuel is overwritten before the ignition 39, and there is a dye such that an increase in the injection fuel deteriorates the startability of the engine 37.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and its object is to ensure steam gas discharge from the injector and to increase the amount of injected fuel from the injector appropriately to start up the engine at high temperature restart. It is to provide a fuel injection control device that can improve the.

In order to achieve the above object, the present invention pumps the fuel in the fuel tank M1 directly to the injector M3 with the fuel pump M2 as shown in FIG. 11 to the engine M4 from the copper injector M3. In the fuel injection control device for injecting fuel, the injection fuel increasing means for increasing the injection fuel from the injector M3 to discharge the vapor gas generated in the fuel at the high temperature restart of the engine M4 from the injector M3. When the width is detected by the width detection means M6 and the width discriminating means M6 that detect the width of the M5 and the engine M4, the amount of the injected fuel is increased by the injection fuel increasing means M5. It is a summary that the injection fuel increase end means M7 etc. which make it complete | finished are provided.

In addition, the ultra-short detection means M6 may be regarded as a super-width when the battery voltage changes abruptly.

In addition, the ultra-short width detecting means M6 may be regarded as ultra wide when the engine speed changes abruptly.

Further, the injection fuel increasing means M5 may include fuel increasing means for gradually increasing the injection fuel to a predetermined predetermined amount while the start width of the internal combustion engine is started until the initial width is detected.

Further, even if a predetermined time has elapsed after the start operation of the internal combustion engine has elapsed, a fuel blocking means for forcibly stopping the fuel injection may be provided when the ultra short width is not detected by the ultra short width detecting means.

If the start operation of the internal combustion engine continues to be executed even after the fuel injection stops by the fuel cutoff means, a fuel injection resumption means for restarting the fuel injection is provided if the elapsed time from the fuel injection stop exceeds a predetermined value. Also good.

According to the above configuration, the injection fuel increasing means M5 increases the injection fuel from the copper injector M3 so as to discharge the vapor gas generated in the fuel at the injector M3 at the high temperature restart of the engine M4. In addition, the ultra-low width detecting means M6 detects the ultra-low width of the engine M4 in accordance with a change in battery voltage, a change in engine speed, or the like. In addition, when the super fuel width is detected by the ultra-low width detecting means M6, the injection fuel increasing / ending means M7 terminates the increase of the injection fuel by the fuel injection increasing means M5. Here, the detection of the initial width of the engine M4 means that the discharge of the steam gas is completed, so that the increase in the amount of the injected fuel becomes unnecessary.

According to this configuration, the steam gas generated in the fuel is certainly discharged from the injector M3, and at the same time, the increase in the injection fuel from the injector M3 is appropriately performed. As a result, startability at the time of high temperature restart of the engine M4 improves.

EMBODIMENT OF THE INVENTION Next, the Example which actualized this invention is described according to drawing.

1 is a configuration diagram showing an outline of a fuel injection control device of the first embodiment. In the multi-cylinder engine (E), a throttle valve is connected to the engine main body 1 to be connected to an intake pipe 2, and to the air intake pipe 2 to be opened and closed in conjunction with the operation of an accelerator pedal not illustrated. 3) is excreted.

A pressure tank 4 is installed downstream of the throttle valve 3 in the intake pipe 2, and the pressure tank 4 has an intake air temperature sensor 5 for detecting the temperature of the intake air. The intake air pressure sensor 6 which detects the pressure of intake air is arrange | positioned.

In addition, an injector 7 for supplying fuel to the engine 1 is disposed in each of the cylinders on the most downstream side of the intake pipe 2.

The cylinder head 8 of the engine main body 1 is provided with a ignition before each cylinder. The cylinder block 11 of the engine main body 1 is provided with a water temperature sensor 12 for detecting the temperature of the cooling water circulating in the engine main body 1.

In addition, the crankshaft which is not shown in the figure of the engine E is provided with the rotation angle sensor 13 which outputs a detection signal for every fixed crank angle.

Moreover, the starting motor 19 for giving initial rotation to the crankshaft at the start of the engine E is connected to the battery 21 via the key switch 20.

Then, the starter motor 19 is driven by being supplied with electric power from the battery 21 in accordance with the operation of the key switch 20, and the key switch 20 is ″ OFF ″, ″ ACC ″, ″ ON ″, and ″ START. Has a four-stage switching position of " ", and when the key switch 20 is switched from the " OFF " In addition, when it is switched to the " ON " position, electric power is supplied from the battery 21 to the electronic controller described later. In addition, when it is switched to the ″ START ″ position, electric power is supplied from the battery 21 to the above-described starting motor 19.

On the other hand, in the fuel supply system, the fuel tank 14 is provided with a fuel pump 15 for pumping fuel. A fuel pipe 16 is connected to the fuel pump 15, and a fuel pressure regulator 17 is disposed in the middle of the fuel pipe 16. The fuel pipe 16 is connected to a delivery pipe 18 for temporarily storing fuel to be supplied to the injector 7 and distributing and supplying fuel to each injector 7. The fuel pressure in the delivery pipe 18 is maintained at a constant value according to the action of the fuel pressure regulator 17. As described above, in the present embodiment, unlike the conventional apparatus having the return pipe, the return pipe directly connected to the delivery pipe 18 at the same time as the fuel pressure regulator 17 is installed between the fuel pump 15 and the delivery pipe 18. Is abolished.

The electronic control unit (hereinafter referred to as ECU) 22 is started by supplying power from the battery 21 to intake temperature sensor 5, intake pressure sensor 6, water temperature sensor 12 and rotation angle sensor. Intake temperature (TA), intake pressure (Pm), water temperature (TW) and engine speed (Ne) are detected from the input signal from (13).

The ECU 22 also outputs a drive signal to the injector 7 and the fuel pump 15 in accordance with the input signal. The ECU 22 is provided with a memory 22a for temporarily storing detection values by various sensors and calculation results.

Furthermore, in this embodiment, the injection fuel increasing means, the ultra-wide detection means, and the injection fuel increasing means are constituted according to the ECU 22.

Next, the operation of the fuel injection control device of the present embodiment will be described with reference to the drawings.

2 to 4 show the operation of the ECU 22. Next, the operation of the ECU 22 will be described using the time difference art of FIG.

At the timing t1 in FIG. 5, the key switch 20 is switched from the ″ OFF ″ position to the ″ ON ″ position from the ″ ACC ″ position, so that the initial routine of FIG.

Further, at the timing t2, the key switch 20 is switched from the " ON " position to the " START " position to start the injection routine at the start of FIG. Furthermore, the ultra-low discrimination flag setting routine of FIG. 4 is executed by interrupting the routine of FIG. 3 of Routine of every third crank angle.

At the timing t1 in FIG. 5, the key switch 20 is switched to the " ON " position, and the ECU 22 is supplied with electric power from the battery 21. Then, as shown in FIG. 5, the ECU 22 is supplied with a rated battery voltage (12V in this embodiment) so that the ECU 22 starts the initial routine of FIG.

When the processing in FIG. 2 is started, the ECU 22 first determines whether the engine E is in a high temperature state in steps 100 and 110. Specifically, the ECU 22 determines whether or not the water temperature TW detected by the water temperature sensor 12 in step 100 is higher than the predetermined predetermined water temperature TWa.

In addition, the ECU 22 determines whether or not the intake air temperature TA detected by the intake air temperature sensor 5 in step 110 is higher than the predetermined intake air temperature TAa set in advance.

If neither of the steps 100 and 110 in FIG. 2 is established, the ECU 22 determines that the engine E is not in a high temperature state and proceeds to step 120. In step 120, the ECU 22 calculates the start pulse TSTA, i.e., the basic pulse TBSB, which has not been corrected at a high temperature, and stores the basic pulse TBSB as the start pulse TSTA in the memory 22a. do. Moreover, this basic pulse TBSB is a value calculated according to the water temperature TW at that time using, for example, the map of FIG. 6, and in this FIG. 6, the larger the water temperature TW, the smaller the basic pulse TBSB. It is set. The ECU 22 then ends the initial routine after calculating the start pulse (TSTA).

On the other hand, if any of steps 100 and 110 in Fig. 2 is established (TW > TWa, TA > TAa), the ECU 22 determines that the engine E is in a high temperature state and proceeds to step 130.

In step 130, the ECU 22 calculates the start pulse TSTA that has been corrected at high temperature, that is, the pulse TPURG at high temperature, and stores the high temperature pulse TPURG as the start pulse TSTA. Remember at (22a). Furthermore, this high temperature pulse TPURG is stored in the memory 22a as a start pulse TSTA.

Furthermore, this high temperature time pulse TPURG calculates the pulses TPURG1 and TPURG2 from the water temperature TW and intake temperature TA at that time, for example, using the maps of FIGS. Pulses TPURG1 and (TPURG2) are added (TPURG = TSTA1 + TSTA2). Therefore, as the water temperature TW and the intake air temperature TA become larger, the high temperature time pulse TPURG is set to a larger value.

The ECU 22 calculates the start pulse TSTA in step 130 and then terminates the initial routine. Thus, as shown in FIG. 5, at the time of high temperature restart of the engine E, the high temperature time pulse TPURG is set as the starting pulse TSTA at the timing t1.

Then, at the timing t2 in FIG. 5, when the key switch 20 is switched to the ″ START ″ position and the starting motor 19 is started, the engine speed Ne is set to a low rotational area such as the starting motor 19. (600-800 rpm).

In addition, the battery voltage VB is reduced by driving the starter motor 19 (about 8 volts). In addition, at the timing t2 in FIG. 5, the injection routine is started at the start of FIG. Then, the ECU 22 determines whether or not the ultra-width discrimination flag XEXP is "1" in step 200 of FIG. This width discriminating flag XEXP is operated in the width discriminating flag setting routine shown in FIG. 4, and the width discriminating flag setting routine in FIG. 4 will be described next.

In Fig. 4, the ECU 22 determines the battery voltage (Bi) from the difference between the battery voltage VBi-1 at the time of the previous processing and the battery voltage VBi at the time of the current processing in step 300. The amount of change ΔAB (= VBi-VBi-1) of VB is calculated. And ECU 22 determines in step 310 whether the amount of change ΔVB of battery voltage VB is greater than a predetermined value Va set in advance.

At this time, at the timings t2 to t3 in FIG. 5, the battery voltage VB is maintained at a substantially constant value (about 8 volts) due to the crank operation by the driving of the starter motor 19.

Therefore, the ECU 22 proceeds from step 310 to step 320, and becomes smaller than the predetermined value Va of the change amount ΔVB of the battery voltage VB, and sets the ultra-high width discriminating flag XEXP to "0". Set it.

On the other hand, if the engine torque is generated due to the ultra-thickness at the timing t3 in FIG. 5, the load of the starting motor 19 is abruptly reduced, so that the battery voltage VB rises sharply, and thus the amount of change in the battery voltage VB ( ΔVB) becomes larger than the predetermined value Va. Therefore, the ECU 22 assumes that the ultra wide width of the engine E has been executed, and shifts from step 310 to step 330 to set the ultra high width discrimination flag XEXP to "1". Moreover, at the timing of this t3, the engine speed Ne starts to rise with the start of the engine E by the ultra wide width.

In this manner, the ultra-high-width discrimination flag XEXP is set to "0" until the timing of t3 in FIG. 5, and to "1" after the timing of t3. Therefore, at the timing t2 to t3, the ECU 22 always shifts from step 200 of FIG. 3 to step 210. FIG. The ECU 22 outputs the start pulse TSTA (basic pulse TBSE, or high temperature pulse TPURG) stored in the memory 22a in the initial routine of FIG. do.

At this time, the high temperature temporal pulse TPURG is set sufficiently large as compared with the basic pulse TBSE. Therefore, as the injector 7 is driven by the high temperature time pulse TPURG, the steam gas generated in the injector 7 or the delivery pipe 18 is discharged at the high temperature of the engine E.

After the start pulse TSTA outputs, the ECU 22 shifts from step 210 of FIG. 3 to step 260 so that the current engine speed Ne starts, and then the engine speed Ne start is greater than the discrimination speed Nstart. Determine if big or not The discrimination speed Nstart after the start is a value which is set in advance in order to finish the process after the start of the engine E. It is the engine that Ne reaches the discrimination speed Nstart after this start. It shows that (E) is in a normal rotation state.

Hereinafter, step 260 does not hold during the crank operation of the timing t2 to t3 in FIG. 5, and the ECU 22 returns from step 260 to step 200. Therefore, the ECU 22 repeatedly executes steps 200 → 210 → 260 → 200 until the timing t3, that is, until the width is executed.

Then, when the ultra-low width discrimination flag XEXP becomes "1" at the timing t3 in FIG. 5, the ECU 22 considers that the vapor gas in the blower tube 18 and the injector 7 has been discharged, and the step (Fig. In step 200, the process proceeds to step 220. The ECU 22 subtracts a predetermined value A which is set in advance from the start pulse TSTA stored in the memory 22a in the initial routine of FIG. 2 at step 220.

Subsequently, the ECU 22 proceeds from step 220 to step 230 to determine whether or not the start pulse TSTA calculated in step 220 is greater than the basic pulse TBSE. If the start pulse TSTA is larger than the basic pulse TBSE, the ECU 22 proceeds to step 250 and outputs the start pulse TSTA to the injector 7.

Furthermore, if the starting pulse TSTA is less than or equal to the basic pulse TBSE in step 230, the ECU 22 proceeds to step 240 and sets the basic pulse TBSE to the starting pulse TSTA. As a result, the ECU 22 prevents the start pulse TSTA from becoming below the basic pulse TBSE by the processing of steps 230 and 240.

After the start pulse TSTA output, the ECU 22 determines whether or not the current engine speed Ne is greater than the discrimination speed Nstart after starting in step 260. At this time, step 260 does not hold at the timing of t3 to t4 in FIG. 5, and ECU 22 returns to step 200. Then, the ECU 22 reaches the timing t4, that is, until the engine speed Ne becomes larger than the discrimination speed Nstart after starting, step 200 → 220 → 230 → 250 → 260 → 200 Run it repeatedly. As the step 220 during this process, the starting pulse TSTA gradually decreases and advances.

When the step 260 is established at the timing t4 in FIG. 5 (Ne > Nstart), and the engine speed Ne reaches a constant rotation range, the ECU 22 stabilizes the rotation state of the engine E. The injection routine at the start of FIG. 3 is considered to have been assumed. Then, the ECU 22 shifts to the injection routine after starting which is not shown in the figure, and performs a normal fuel injection process.

As described above, in the fuel injection control device of the present embodiment, as the injection fuel from the injector 7 is increased at the high temperature restart of the engine E, that is, the injector 7 is driven at a high temperature pulse TPURG. Therefore, the steam gas generated at the high temperature of the engine E is discharged from the injector 7. In addition, the ultra-short is detected by using the characteristic that the battery voltage VB rises in response to the stop of the start-up motor 19 during the ultra-low burst of the engine E, and the ultra-short is regarded as the completion of steam gas discharge. . Then, after the vapor gas is discharged, the pulse TPURG at high temperature is gradually decreased (by a constant value A at each treatment).

According to this configuration, even in the fuel injection device in which the steam pipe generated at the high temperature of the engine E cannot be discharged from the feedback pipe, the steam pipe can be reliably discharged through the injector 7. Unlike the conventional fuel injection control device in which the increase time of the injection fuel from the injector 7 is set as one, the extra injection fuel can be prevented from increasing and the proper injection fuel can be increased. As a result, it is possible to solve various problems such that the air fuel ratio is exceeded or fuel is covered before the ignition 9, and the startability at the time of restarting at the high temperature of the engine E can be improved.

Further, as an application example of the first embodiment, the rutin of FIG. 9 may be used in place of the ultra-wide discrimination flag setting routine of FIG.

In FIG. 9, the ECU 22 first starts from the difference between the engine speed NE i-1 at the time of the previous processing and the engine speed Ne at the current processing in step 400. FIG. The amount of change ΔNe (= Nei-Nei-1) of the engine speed Ne is calculated.

At this time, during the cranking operation of the timing t2 to t3 in FIG. 5, the change amount ΔN of the engine speed Ne becomes extremely small and becomes a value smaller than the predetermined value C. FIG. Therefore, the ECU 22 shifts from step 400 to 410 to 420 to 430, and sets the ultra-width discrimination flag XEXP to "0" in step 420.

On the other hand, when the timing is t3 in FIG. 5, the engine speed Ne starts to increase due to the ultra-wide width, and the change amount Δ Ne of the engine speed Ne becomes a value higher than or equal to the predetermined value C. . Therefore, the ECU 22 proceeds to step 400? 410? 430, and sets the ultra-low width discrimination flag XEXP to "1" in step 430.

As described above, in this application example, the width can be appropriately determined by using the change amount ΔNe of the engine speed Ne as the parameter for determining the width.

Moreover, this invention is not limited to an Example and can be actualized in the following form.

For example, after detecting at a high width (timing of t3 in FIG. 5) as in the embodiment, the pulse at high temperature (TRURG) is not gradually reduced to approach the basic pulse (TBSE), but the pulse at high temperature immediately after the detection of the width is performed. Switch from (TPURG) to basic pulse (TBSE).

12 to 14 show a second embodiment of the present invention, in which FIG. 12 replaces the initial rutin of FIG. 2 with respect to the first embodiment, and FIG. As shown in the time chart of FIG. 14, as shown in the time chart of FIG. 14, the key switch 20 is switched to "ON" at the timing t1 until the key switch 20 is switched to the "START" position at the timing t2. The fuel is injected at the base pulse TBSE, and the fuel injection amount is gradually increased at a time- or injection-synchronization time by a certain amount toward the high temperature pulse TPURG at the timing t2 so as to prevent the fuel coating before ignition more reliably. will be.

12 shows the basic pulse TBSE as the starting pulse TSTA in step 120, and the basic pulse TBSE as the high temperature pulse TPURG in step 120 with respect to FIG. , Make the basic pulse (TBSE) the starting pulse (TSTA) and at the same time add the pulses (TPURG1) and pulses (TPURG2) calculated from the water temperature (T _W ) and the intake temperature (T _A ) It was set as.

13 is a step 270 in which a predetermined amount B is added to the basic pulse TBSE between NO of step 200 and step 210 to make starting pulse TSTA with respect to FIG. When starting pulse TSTA becomes larger than high temperature pulse TPURG, step 290 which makes starting pulse TSTA into high temperature pulse TPURG is added.

FIG. 15 shows a third embodiment of the present invention, in which the value CEXP of the counter after the NO of step 200 is predetermined for the fuel injection routine at the start of FIG. 15 seconds) is added. If the value CEXP of the counter is not greater than the predetermined value K1, the process proceeds to step 270, where the counter value CEXP is previously determined. When it is larger than the predetermined predetermined value K1, the flow proceeds to step 212, the fuel injection is stopped (fuel cut) with the start pulse TSTA set to 0, and then the counter value CEXP is set in step 212. And then proceed to step 210. Also, between step yes and step 220, step 214 for returning the counter value CEXP to zero is added.

As a result, when the internal combustion engine is not detected even after a predetermined time has elapsed since the start of the start operation of the internal combustion engine, fuel injection is forcibly stopped to prevent the fuel coating or the discharge of unburned gas before ignition.

FIG. 16 shows the fourth embodiment of the present invention, in which the value CEXP of the counter after step 212 is predetermined for the fuel injection routine at the start of FIG. 15 (K2, K2 > K1). , Adding step 211A for determining whether K2 is greater than 30 seconds, for example, and proceeding to step 213 when the value CEXP of the counter is not greater than the predetermined predetermined value K2; When CEXP) is larger than the predetermined predetermined value K2, the flow proceeds to step 211B to resume fuel injection as the start pulse TSTA as the basic pulse TBSE.

Accordingly, if the start operation of the internal combustion engine is continued for a predetermined time or more after the fuel is cut off, the fuel injection by the basic pulse (TBSE) is resumed and the internal combustion engine can be started.

According to the present invention, it is possible to reliably perform steam gas discharge from the injector and to increase the amount of injected fuel from the injector, thereby improving the startability at high temperature restart of the engine.

Claims (6)

A fuel injection control device for directly injecting fuel in a fuel tank into an injector with a fuel pump and injecting fuel from the injector, wherein the steam gas generated in the fuel is discharged from the injector when the engine is restarted at a high temperature. Injection fuel increasing means for increasing the injection fuel; ultra-wide detecting means for detecting the ultra-expansion of the engine; and injection fuel extension terminating means for terminating the increase in the injection fuel by the injection fuel-extending means when the ultra-wide width is detected by the ultra-low determining means. Fuel injection control device comprising a. The fuel injection control apparatus according to claim 1, wherein the ultra-low width detecting means considers the ultra wide when the battery voltage changes abruptly. 2. The fuel injection control apparatus according to claim 1, wherein the ultra-low width detecting means considers the ultra wide when the engine speed changes abruptly. The fuel increasing means according to any one of claims 1 to 3, wherein the injection fuel increasing means gradually increases the injection fuel to a predetermined predetermined amount while the start width of the internal combustion engine is started and until the initial width is detected. Fuel injection control device comprising a. The fuel cut-off according to any one of claims 1 to 4, wherein the fuel injection is forcibly stopped when the explosion is not detected by the explosion detection means even after a predetermined time has elapsed after the start of the start operation of the internal combustion engine. A fuel injection control device comprising a means. The fuel injection according to claim 5, wherein if the elapsed time from the fuel injection stop exceeds a predetermined value when the start operation of the internal combustion engine continues to be executed even after the fuel injection stop by the fuel cutoff means, the fuel injection is resumed. A fuel injection control device comprising a restart means.