JP2000080939A - Fuel supply control device for starting internal combustion engine - Google Patents

Abstract

(57) [Summary] [Object] To provide a start-up fuel supply control device for an internal combustion engine that detects a valve timing of an intake valve or an exhaust valve of the internal combustion engine and controls a fuel supply amount at the start according to the valve timing. provide. An internal combustion engine includes an intake valve cam angle sensor for detecting a valve timing of an intake valve, a sensor for detecting a valve timing, and an exhaust valve.
Exhaust valve cam angle sensor 2 for detection of valve timing
8 etc. are provided. By detecting the deviation of the valve timing of the intake valve 4 and the deviation of the valve timing of the exhaust valve 6,
An intake valve timing deviation correction coefficient and an exhaust valve timing deviation correction coefficient are obtained, and the starting fuel supply amount is calculated from these. By supplying the amount from the fuel injection valve 7, the air-fuel ratio of the combustion chamber 1 is set within the flammable range, and good startability is obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention improves the startability of an internal combustion engine by controlling the supply of fuel from a fuel injection valve in accordance with a difference in valve timing between an intake valve and an exhaust valve of the internal combustion engine. The present invention relates to a start-up fuel supply control device for an internal combustion engine.

[0002]

2. Description of the Related Art The valve timing of an intake valve or an exhaust valve of an internal combustion engine may deviate from a regular target valve timing due to, for example, a camshaft assembly error or an extension of a timing belt. By detecting whether the valve timing is in a normal state, and converging the valve timing to the target valve timing when the valve timing is deviated from the target valve timing,
Devices of the type that provide normal combustion have already been disclosed. For example, there is JP-A-8-210158.

[0003] The contents of this publication will be briefly described. Here, in order to calibrate the actual valve timing detected with respect to the target valve timing of the intake valve or the exhaust valve, the control device learns the target valve timing and the actual valve timing, and an oil control valve operated by hydraulic pressure Control. The oil control valve controls the valve timing of the intake valve or the exhaust valve using hydraulic pressure. Here, in learning of the control device, a device is devised so as to improve the learning accuracy and to perform the learning in a short time.

[0004]

In such a prior art valve timing control apparatus, if the internal combustion engine is in normal operation, the valve timing of the intake valve or the exhaust valve is shifted as described above. Can be returned to normal, but this is not possible in a state such as when starting.
Since the oil pressure is generated by the operation of the internal combustion engine, the oil pressure is not generated during the start operation of the internal combustion engine, and the oil control valve does not function. Cannot be set at the target valve timing in the first place. Therefore, if the valve timing of the intake valve or the exhaust valve is shifted at the time of starting, the amount of air taken in from the intake valve does not become a regular amount in the combustion chamber during the compression stroke, and the air-fuel mixture The air-fuel ratio, which is the weight ratio between the amount of air and the fuel, does not fall within the flammable range, and there is a risk of starting failure.

In order to solve such a problem, an object of the present invention is to detect a valve timing of an intake valve or an exhaust valve, and to supply the fuel by changing a fuel supply amount of the internal combustion engine according to the valve timing. .

[0006]

To solve the above-mentioned problems, the following means are provided. The invention described in claim 1 is
A start-time fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, comprising: intake valve timing detection means for detecting a valve timing of an intake valve; and intake valve timing detection means. A fuel supply control device for starting an internal combustion engine, comprising: a fuel supply unit configured to supply a fuel by changing a fuel supply amount of the internal combustion engine in accordance with the detected valve timing of the intake valve.

A second aspect of the present invention is a start-up fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine. Detecting means, and fuel supply means for supplying a fuel by changing the fuel supply amount of the internal combustion engine in accordance with the valve timing of the exhaust valve detected by the exhaust valve timing detecting means. This is a start-up fuel supply control device for the internal combustion engine.

According to a third aspect of the present invention, there is provided a start-up fuel supply control device for controlling fuel supply to an internal combustion engine at the time of starting operation of the internal combustion engine, wherein an intake valve and an exhaust valve detect valve timing. Exhaust valve timing detection means, and fuel supply means for changing the fuel supply amount of the internal combustion engine according to the valve timing of the intake valve and the exhaust valve detected by the intake / exhaust valve valve timing detection means, and supplying the fuel. And a fuel supply control device for starting the internal combustion engine.

According to a fourth aspect of the present invention, there is provided a start-up fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, wherein the valve timing of each intake valve for each cylinder is individually controlled. And a fuel supply amount for each cylinder of the internal combustion engine according to the valve timing of the intake valve for each cylinder detected by the cylinder-by-cylinder intake valve valve timing detecting means. And a cylinder-specific fuel supply means for supplying the fuel while changing the fuel supply.

According to a fifth aspect of the present invention, there is provided a start-up fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, wherein the valve timing of each exhaust valve for each cylinder is individually controlled. And a fuel supply amount for each cylinder of the internal combustion engine according to the valve timing of the exhaust valve for each cylinder detected by the cylinder-by-cylinder exhaust valve valve timing detecting means. And a cylinder-specific fuel supply means for supplying the fuel while changing the fuel supply.

According to a sixth aspect of the present invention, there is provided a start-time fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine. Cylinder-specific intake / exhaust valve valve timing detecting means for detecting valve timing; and the internal combustion engine according to the valve timing of the intake valve and the exhaust valve for each cylinder detected by the cylinder-specific intake / exhaust valve valve timing detecting means. And a cylinder-specific fuel supply means for supplying the fuel by changing the fuel supply amount of the fuel supply.

[0012]

FIG. 1 is a schematic view of a part of an internal combustion engine equipped with a fuel supply device for starting according to an embodiment of the present invention. Here, only one cylinder is shown.
In the internal combustion engine having a plurality of cylinders such as a cylinder and a six cylinder, other cylinders have the same structure. The sucked air is led into the combustion chamber 1 through the intake passage 3. At this time, an intake valve 4 is provided so as to be accommodated in a valve seat 11 at a boundary between the intake passage 3 and the combustion chamber 1, and repeatedly opens and closes in conjunction with a vertical reciprocating motion of a piston 2. A fuel injection valve 7 is arranged on the upstream side near the intake valve 4, and injects an amount of fuel adjusted so as to control an air-fuel ratio which is a weight ratio between an intake air amount and a fuel supply amount. The mixture obtained by mixing the fuel with the intake air is guided into the combustion chamber 1 when the intake valve 4 is opened. An ignition plug 8 is arranged above the combustion chamber 1 to ignite and burn the fuel in the combustion chamber 1. The piston 2 is pushed down by the expansion pressure at the time of this combustion. During exhaust, the piston 2 is pushed up, the exhaust valve 6 is opened, and the exhaust gas is pushed out to the exhaust passage 5. Thereafter, the discharged exhaust gas is led to an exhaust pipe 10 connected to the exhaust passage 5, and a catalytic converter 9 is provided in the exhaust pipe 10 so that HC, CO, NO
X or the like is oxidized or reduced and purified.

A device for controlling the injection timing and the injection amount of the fuel injection amount by the fuel injection valve 7 is a fuel supply control device 20 constituted by a microcomputer. The fuel supply control device 20 includes an air flow meter 21 disposed in front of the intake passage 3 for detecting the amount of intake air, a water temperature sensor 22 for detecting the temperature of the internal combustion engine, and detecting a rotation speed of the internal combustion engine. A rotation speed sensor 23, a throttle opening sensor 24 for detecting a throttle opening, a battery voltmeter 25 for detecting a battery voltage, a crank angle sensor 26 for detecting a crank rotation angle, and a cam angle of the intake valve 4. And an exhaust valve cam angle sensor 28 for detecting the cam angle of the exhaust valve 6 are connected so that control information is sent thereto. In general, the intake valve cam angle sensor 27 and the exhaust valve cam angle sensor 28 are commonly detected by corresponding ones for all cylinders. There is also a type that is attached and is independently detected.

First, a first embodiment of the present invention will be described. In this case, the valve timing of the intake valve 4 is detected by the intake valve valve timing detecting means by the crank angle sensor 26.
Is detected by the fuel supply control device 20 on the basis of the information of the intake valve cam angle sensor 27. Then, according to the valve timing of the intake valve 4 detected by the intake valve valve timing detecting means, the fuel supply amount of the internal combustion engine is changed and supplied.

When the intake valve 4 has a timing deviation from the starting fuel supply amount TAUST when the valve timing of the intake valve 4 is normal, the starting fuel supply amount TAUST is corrected according to the timing deviation. I need to do it. The relationship is as shown in the graph of FIG. 3 in which the abscissa represents the intake valve timing Tin and the ordinate represents the intake valve timing deviation correction coefficient kTin. At this time, in the opening / closing timing of the intake valve 4, since the timing at the time of closing mainly affects the air-fuel ratio in the compression stroke, the intake valve timing Tin is governed by the closing timing in this case. At the closing timing in the normal state, the intake valve timing deviation correction coefficient kT
in is 1.0.

As the angle of the closing delay increases, the air-fuel mixture sucked into the combustion chamber 1 enters the compression stroke and is blown back from the intake valve 4. For this reason, the intake air amount decreases, but since the fuel injection amount at the time of starting is usually constant, the air-fuel mixture becomes rich (excessively rich) due to the decrease in the intake air amount. Therefore, in order to bring the air-fuel ratio in the combustion chamber 1 into the flammable range, it is necessary to reduce the fuel supply amount. Accordingly, the intake valve timing deviation correction coefficient kTin becomes smaller than 1, and this value becomes smaller as the angle of the closing timing of the intake valve 4 increases, as shown in FIG.

Conversely, when the valve timing of the intake valve 4 is shifted earlier, the intake valve timing shift correction coefficient kTin needs to be slightly larger than 1.0, as shown in FIG. This is because the closing timing of the intake valve 4 in the normal state is not set when the piston 2 is at the lowest position, that is, at the bottom dead center, and shifts to the compression stroke. When the air blows back, the air-fuel mixture goes to the lean side. Therefore, in order to bring the air-fuel ratio in the combustion chamber 1 into the flammable range, it is necessary to slightly increase the fuel supply amount.

As described above, if the correction is made by multiplying the intake valve timing deviation correction coefficient kTin based on the starting fuel supply amount TAUST in the normal state, the air-fuel ratio in the combustion chamber 1 becomes flammable. Range, and good startability can be obtained. Next, specific control will be described with reference to the flowchart shown in FIG.

The numbers entered in FIG. 2 indicate steps. Here, S is added to the head instead of the step. First, in S101, it is determined whether the internal combustion engine is being started. If the answer is NO, that is, not during the start operation, but during normal operation, the process proceeds to S120. In S120, fuel supply control during normal operation is performed. Thereafter, control is repeated.

If YES in S101, that is, if the starting operation is being performed, the process proceeds to S102. In S102, the water temperature THW from the water temperature sensor 22 and the cranking rotational speed NE from the rotational speed sensor 23 are fetched and stored in the fuel supply control device 20. Next, the process proceeds to S103. In S103, the starting fuel supply amount TAUS is calculated from the water temperature THW and the cranking speed NE according to a preset map.
T is calculated by the fuel supply control device 20. And S
Proceed to 104.

In S104, the crank angle sensor 26
The intake valve timing is detected by intake valve timing detecting means, which is constituted by the intake valve cam angle sensor 27 and a part of the fuel supply control device 20, and this value is stored in the fuel supply control device 20. Next, the process proceeds to S105.

In step S105, an intake valve timing deviation correction coefficient kTin is calculated from the intake valve timing Tin detected in step S104 according to the graph shown in FIG. Next, the process proceeds to S106. Here, the corrected starting fuel supply amount TAUST is calculated by multiplying the starting fuel supply amount TAUST calculated in S103 by the intake valve timing deviation correction coefficient kTin calculated in S105.
Is calculated. It is the fuel supply means that performs the processing of steps S105 and S106 and adjusts and supplies the fuel supply amount from the fuel injection valve 7 according to the valve timing state of the intake valve 4. After that, it goes to return and repeats the process from the beginning again.

According to the fuel supply control device for starting the internal combustion engine according to the first embodiment, even if the valve timing of the intake valve 4 is shifted, the fuel injection valve 7 is switched according to the valve timing. Since the fuel supply amount is corrected and changed, the air-fuel ratio in the combustion chamber 1 can be adjusted to the flammable range at the time of starting, and there is an excellent effect that a good startability is obtained.

Next, a second embodiment will be described.
While the first embodiment deals with the valve timing of the intake valve 4, in this case, it deals with the valve timing of the exhaust valve 6. That is, the exhaust valve 6
Is detected by the fuel supply control device 20 based on the information of the crank angle sensor 26 and the exhaust valve cam angle sensor 28 by the exhaust valve valve timing detecting means. Then, the fuel supply amount of the internal combustion engine is changed and supplied according to the valve timing of the exhaust valve detected by the exhaust valve timing detection means.

When the exhaust valve 6 has a timing deviation with respect to the starting fuel supply amount TAUST when the valve timing of the exhaust valve 6 is in a normal state, the starting fuel supply amount TAUST is corrected according to the timing deviation. The horizontal axis represents the exhaust valve timing Tex, and the vertical axis represents the intake valve timing deviation correction coefficient kT.
FIG. 5 is a graph showing the ex. At this time, in the opening / closing timing of the exhaust valve 6, since the closing timing mainly affects the air-fuel ratio in the compression stroke, the exhaust valve timing Tex is governed by the closing timing in this case. At the closing timing in the normal state, the exhaust valve timing deviation correction coefficient kTin
Is 1.0.

When the closing delay occurs, the air-fuel mixture in the combustion chamber 1 is discharged from the exhaust valve 6 in the exhaust stroke, and the exhaust valve 6 is still in the intake stroke after the piston 2 reaches the top dead center. Is not closed, and the exhaust gas once discharged is partially sucked into the combustion chamber 1. Therefore, the amount of air in the air-fuel mixture in the combustion chamber 1 is small relative to the fuel, and the air-fuel mixture goes to the rich (excessive pus) side. Therefore, in order to bring the air-fuel ratio in the combustion chamber 1 into the flammable range, it is necessary to reduce the fuel supply amount. Therefore, the exhaust valve timing deviation correction coefficient kTex becomes smaller than 1, and
As shown in FIG. 5, the angle becomes smaller as the angle of the closing timing of the exhaust valve 6 increases.

Conversely, when the valve timing of the exhaust valve 6 is shifted earlier, the exhaust valve timing shift correction coefficient kTex needs to be slightly larger than 1.0 as shown in FIG. The reason is that the closing timing of the exhaust valve 6 in the normal state is not set when the piston 2 is at the top dead center, and is shifted to the intake stroke. Since the ratio of the amount of air to fuel increases from the normal state, the air-fuel mixture rather goes to the lean side. Therefore, in order to bring the air-fuel ratio in the combustion chamber 1 into the flammable range, it is necessary to slightly increase the fuel supply amount.

In this way, if the correction is made by multiplying the exhaust valve timing deviation correction coefficient kTex based on the starting fuel supply amount TAUST in the normal state, the air-fuel ratio in the combustion chamber 1 becomes flammable. Range, and good startability can be obtained. Next, specific control will be described with reference to a flowchart shown in FIG.

Also in FIG. 4, a number is prefixed with S and treated as a step number. First, in S201, it is determined whether the internal combustion engine is being started. If the answer is NO, that is, not during the start operation, but during normal operation, the process proceeds to S220. S
At 220, the fuel supply control during normal operation is performed. Thereafter, control is repeated.

If YES in S201, that is, if the starting operation is being performed, the process proceeds to S202. In S202, the water temperature THW from the water temperature sensor 22 and the cranking rotational speed NE from the rotational speed sensor 23 are fetched and stored in the fuel supply control device 20. Next, the process proceeds to S203. In S203, the starting fuel supply amount TAUS is calculated from the water temperature THW and the cranking rotational speed NE according to a preset map.
T is calculated by the fuel supply control device 20. And S
Proceed to 204.

In S204, the crank angle sensor 26
The exhaust valve timing Tex is detected by the exhaust valve cam timing sensor and a part of the fuel supply control device 20, and the value is stored in the fuel supply control device 20. Next, the process proceeds to S205.

In step S205, an exhaust valve timing deviation correction coefficient kTex is calculated from the exhaust valve timing Tex detected in step S204 according to the graph shown in FIG. Next, the process proceeds to S206. Here, the corrected starting fuel supply amount TAUST is calculated by multiplying the starting fuel supply amount TAUST calculated in S203 by the exhaust valve timing deviation correction coefficient kTex obtained in S205.
Is calculated. It is the fuel supply means that performs the processing of steps S205 and S206 and adjusts and supplies the fuel supply amount from the fuel injection valve 7 according to the valve timing state of the intake valve 4. After that, it goes to return and repeats the process from the beginning again.

According to the fuel supply control device for starting the internal combustion engine according to the second embodiment, even when the valve timing of the exhaust valve 6 is shifted, the fuel injection valve 7 is controlled in accordance with the valve timing. The fuel supply amount is corrected and changed so that the air-fuel ratio in the combustion chamber 1 can be adjusted to the flammable range at the time of starting, and there is an excellent effect that a good startability can be obtained. .

Next, a third embodiment will be described.
In this case, the valve timing of the intake valve 4 and the exhaust valve 6 is determined by the intake / exhaust valve valve timing detecting means. The crank angle sensor 26, the intake valve cam angle sensor 27, and the exhaust valve cam sensor 2
8 is detected by the fuel supply control device 20 based on the information of FIG.
Then, according to the valve timing of the intake valve 4 and the exhaust valve 6 detected by the intake / exhaust valve valve timing detecting means, the fuel supply amount of the internal combustion engine is changed and supplied.

The method of correcting the starting fuel supply amount TAUST in accordance with the valve timings of the intake valve 4 and the exhaust valve 6 is described in connection with the intake valve valve timing Tin of the intake valve 4 described in the first embodiment. Of the intake valve timing deviation correction coefficient kTin obtained from
T and the exhaust valve timing deviation correction coefficient kTex obtained from the exhaust valve timing Tex of the exhaust valve 6 described in the second embodiment.
It is a combination of the AUST multiplication method. That is, the correction is performed by multiplying the starting fuel supply amount TAUST calculated by calculating the above-described intake valve timing deviation correction coefficient kTin and exhaust valve timing deviation correction coefficient kTex as a normal state.

Hereinafter, a specific description will be given with reference to the flowchart of FIG. In FIG. 6 as well, S is added before the number to indicate that it is a step. First, in S301, it is determined whether the internal combustion engine is being started. NO
That is, if it is not during the start operation but during normal operation, S3
Proceed to 20. In S320, fuel supply control during normal operation is performed. Thereafter, control is repeated.

If YES in S301, that is, if the starting operation is being performed, the flow proceeds to S302. In S302, the water temperature THW from the water temperature sensor 22 and the cranking rotational speed NE from the rotational speed sensor 23 are fetched and stored in the fuel supply control device 20. Next, the process proceeds to S303. In step S303, the starting fuel supply amount TAUS is calculated from the water temperature THW and the cranking rotational speed NE according to a preset map.
T is calculated by the fuel supply control device 20. And S
Proceed to 304.

In S304, the crank angle sensor 26
, An intake valve cam angle sensor 27, an exhaust valve cam angle sensor 28, and intake / exhaust valve valve timing detection means constituted by a part of the fuel supply control device 20. It is stored in the control device 20. Next, the process proceeds to S305.

In step S305, the exhaust valve valve timing T is detected by the intake / exhaust valve valve timing detecting means.
ex is detected and stored in the fuel supply control device 20. Then, the process proceeds to S306. In S306, an intake valve timing deviation correction coefficient kTin is calculated from the intake valve timing Tin detected in S304 by the graph shown in FIG. Next, the process proceeds to S307. Here also S30
The exhaust valve timing deviation correction coefficient kTex is calculated from the exhaust valve timing Tex detected in step 5 in accordance with the graph shown in FIG. Then, the process proceeds to S308.

In S308, the intake valve timing deviation correction coefficient kTin calculated in S306 and the exhaust valve timing deviation correction coefficient kTex calculated in S307 are compared with S3.
By multiplying the starting fuel supply amount TAUST calculated in step 03, the corrected starting fuel supply amount TAUST is calculated.
Calculate UST. Thus, S306, 307, 30
The fuel supply means supplies fuel from the fuel injection valve 7 through the step 8 in a supply amount according to the valve timing states of the intake valve 4 and the exhaust valve 6. After that, it goes to return and repeats the process from the beginning again.

According to the internal combustion engine start-up fuel supply control apparatus of the third embodiment, the intake valve 4 and the exhaust valve 6
Since the fuel supply amount from the fuel injection valve 7 is corrected and changed in accordance with the valve timing, the air-fuel ratio in the combustion chamber 1 can be adjusted to the flammable range with high accuracy at the time of starting. There is an excellent effect that a good startability can be obtained.

In the first, second or third embodiment described above, the valve timing of the normal intake valve 4 or the exhaust valve 6 is common throughout all cylinders of the internal combustion engine. And the fuel supply to the intake valve 4 or the exhaust valve 6 is controlled in the same manner. However, for an internal combustion engine of a type in which the valve timing is independently controlled for each cylinder, it is better to detect and control the valve timing of each of the intake valves 4 or the exhaust valves 6 for more accurate fuel supply control at the start. Becomes Further, even in the case of the internal combustion engine of the type that integrally controls the valve timing of all the cylinders described above, it is possible that only the cam corresponding to any one of the cylinders is worn and the valve timing is shifted, so that the individual valve timing is shifted independently. The method of controlling by using is effective for controlling with higher accuracy.

In the fuel supply control apparatus for starting an internal combustion engine according to the fourth embodiment, an intake valve cam angle sensor 2 is provided for individually detecting the valve timing of each intake valve for each cylinder.
7 is provided for each intake valve 4, and the valve timing of the intake valve 4 is detected for each cylinder by cylinder-specific intake valve valve timing detection means. That is, the intake valve timing Tin is detected for each intake valve 4, and the intake valve timing deviation correction coefficient kT is determined in accordance with the intake valve timing Tin.
Calculate in. Then, the fuel supply means for each cylinder supplies a fuel supply amount obtained by multiplying the starting fuel supply amount TAUST for each cylinder by the intake valve timing deviation correction coefficient kTin.

The specific flow chart is the same as that shown in FIG. 2 for each cylinder only, and the contents are the same.

According to the internal combustion engine start-up fuel supply control system of the fourth embodiment, the intake valve 4 is provided for each cylinder.
The fuel supply amount from the fuel injection valve 7 is corrected and supplied appropriately in accordance with the valve timing, so that the air-fuel ratio in the combustion chamber 1 can be adjusted to the flammable range with high accuracy at the time of starting, and good starting is achieved. There is an excellent effect that the property can be obtained.

In the fuel supply control device for starting an internal combustion engine according to the fifth embodiment, an exhaust valve cam angle sensor 2 is provided to individually detect the valve timing of each exhaust valve for each cylinder.
8 is provided for each exhaust valve 6, and the valve timing of the exhaust valve 6 is detected for each cylinder by cylinder-specific exhaust valve timing detection means. That is, the exhaust valve timing Tex is detected for each exhaust valve 6, and the exhaust valve timing deviation correction coefficient kT is determined in accordance with the exhaust valve timing Tex.
Calculate ex. Then, a fuel supply amount of an amount obtained by multiplying the starting fuel supply amount TAUST for each cylinder by the exhaust valve timing deviation correction coefficient kTex is supplied by the cylinder-by-cylinder fuel supply means.

The specific flow chart is the same as that shown in FIG. 4 for each cylinder, but the details are the same.

According to the internal combustion engine start-up fuel supply control apparatus of the fifth embodiment, the exhaust valve 6 is provided for each cylinder.
The fuel supply amount from the fuel injection valve 7 is corrected and supplied appropriately in accordance with the valve timing of the above, so that the air-fuel ratio in the combustion chamber 1 can be adjusted to the flammable range with high accuracy at the time of start-up. There is an excellent effect that startability can be obtained.

The internal combustion engine start-up fuel supply control apparatus according to the sixth embodiment is provided with an intake valve cam angle sensor 27 and an exhaust gas sensor for individually detecting the valve timing of each intake valve and each exhaust valve for each cylinder. The valve cam angle sensor 28 detects each intake valve 4
A valve timing detecting means for each cylinder detects the valve timing of the intake valve 4 and the exhaust valve 6 for each cylinder. That is, each intake valve 4
And the exhaust valve timing Tex and the exhaust valve timing Tex are detected for each of the exhaust valves 6, and the intake valve timing deviation correction coefficient Tin and the exhaust valve timing deviation are determined according to the intake valve valve timing Tin and the exhaust valve timing Tex. The correction coefficient kTex is calculated. The starting fuel supply amount TAUS for each cylinder is determined by the fuel supply means for each cylinder.
A fuel supply amount is supplied by multiplying T by the intake valve timing deviation correction coefficient Tin and the exhaust valve timing deviation correction coefficient kTex.

The concrete flowchart is the same as that shown in FIG. 6 for each cylinder only, and the contents are the same.

According to the internal combustion engine start-up fuel supply control apparatus of the sixth embodiment, the intake valve 4 is provided for each cylinder.
And the fuel supply amount from the fuel injection valve 7 is corrected and supplied appropriately in accordance with the valve timing of the exhaust valve 6, so that the air-fuel ratio in the combustion chamber 1 can be accurately adjusted to the flammable range at the time of starting. And excellent starting performance can be obtained.

[0052]

According to the first aspect of the present invention, even when the valve timing of the intake valve is deviated, the fuel supply control device for starting the internal combustion engine according to the present invention receives the fuel from the fuel injection valve in accordance with the valve timing. Since the fuel supply amount is corrected and changed for supply, the air-fuel ratio in the combustion chamber can be adjusted to the flammable range at the time of starting, and there is an excellent effect of obtaining good starting performance.

According to the second aspect, even when the valve timing of the exhaust valve is shifted, the amount of fuel supplied from the fuel injection valve is corrected and changed according to the valve timing to supply the fuel. In some cases, the air-fuel ratio in the combustion chamber can be adjusted to the flammable range, and there is an excellent effect of obtaining good startability.

According to the third aspect, the fuel supply amount from the fuel injection valve is corrected and changed in accordance with the valve timing of the intake valve and the exhaust valve, so that the fuel is supplied to the combustion chamber at startup. The air-fuel ratio can be adjusted to the flammable range with high accuracy, and there is an excellent effect of obtaining good startability.

According to the fourth aspect, the fuel supply amount from the fuel injection valve is corrected and supplied appropriately for each cylinder in accordance with the valve timing of the intake valve. The air-fuel ratio can be accurately adjusted to the flammable range, and there is an excellent effect of obtaining good startability.

According to the fifth aspect, the amount of fuel supplied from the fuel injection valve is corrected and supplied appropriately for each cylinder in accordance with the valve timing of the exhaust valve. The air-fuel ratio can be accurately adjusted to the flammable range, and there is an excellent effect of obtaining good startability.

According to the sixth aspect, the fuel supply amount from the fuel injection valve is corrected and supplied appropriately in accordance with the valve timing of the intake valve and the exhaust valve for each cylinder. The air-fuel ratio in the combustion chamber can be accurately adjusted to the flammable range, and there is an excellent effect of obtaining good startability.

As described above, since the valve timing of the intake valve or the exhaust valve is detected and the fuel supply amount of the internal combustion engine can be changed and supplied according to the valve timing, the object of the present invention is achieved. .

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a part and a system of an internal combustion engine provided with a starting fuel supply control device of the present invention.

FIG. 2 is a flowchart illustrating control according to the first embodiment.

FIG. 3 is a graph showing a relationship between an intake valve timing Tin (horizontal axis) and an intake valve timing deviation correction coefficient kTin (vertical axis).

FIG. 4 is a flowchart illustrating control according to the second embodiment.

FIG. 5 is a graph showing a relationship between an exhaust valve timing Tex (horizontal axis) and an exhaust valve timing deviation correction coefficient kTex (vertical axis).

FIG. 6 is a flowchart illustrating control according to the third embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Combustion chamber 2 ... Piston 3 ... Intake passage 4 ... Intake valve 5 ... Exhaust passage 6 ... Exhaust valve 7 ... Fuel injection valve 8 ... Ignition plug 9. ..Catalyst converter 10 ・ ・ ・ Exhaust pipe 20 ・ ・ ・ Fuel supply control device 21 ・ ・ ・ Air flow meter 22 ・ ・ ・ Water temperature sensor 23 ・ ・ ・ Rotation speed sensor 24 ・ ・ ・ Throttle opening degree sensor 25 ・ ・ ・Battery voltmeter 26 ... Crank angle sensor 27 ... Intake valve cam angle sensor 28 ... Exhaust valve cam angle sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 43/00 301 F02D 43/00 301H F-term (Reference) 3G084 BA13 BA23 CA01 DA09 EB08 FA00 FA03 FA07 FA10 FA20 FA38 3G092 AA01 AA06 AA11 BB01 DA01 DA02 DA06 DE01S DG05 EA01 EA02 EC10 FA31 GA01 HA01Z HA06Z HA13Z HE01Z HE03Z HE08Z HF02Z 3G301 HA01 JA21 KA01 LA07 LC08 MA11 NA06 NC04 NE01 NE06 PA01Z PA11Z PE01Z PE03Z

Claims (6)

[Claims] 1. A start-time fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, comprising: intake valve timing detection means for detecting a valve timing of an intake valve; Fuel supply means for changing the fuel supply amount of the internal combustion engine in accordance with the valve timing of the intake valve detected by the valve timing detection means, and supplying the fuel supply amount. Control device. 2. A start-up fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, comprising: exhaust valve timing detection means for detecting a valve timing of an exhaust valve; Fuel supply means for changing the fuel supply amount of the internal combustion engine in accordance with the valve timing of the exhaust valve detected by the valve timing detection means, and supplying the fuel supply amount. Control device. 3. A start-time fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, comprising: intake / exhaust valve valve timing detecting means for detecting valve timing of intake valves and exhaust valves. Fuel supply means for supplying a fuel by changing a fuel supply amount of the internal combustion engine in accordance with the valve timing of the intake valve and the exhaust valve detected by the intake / exhaust valve valve timing detection means. A start-time fuel supply control device for an internal combustion engine. 4. A start-time fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, the cylinder-specific intake valve individually detecting a valve timing of each intake valve for each cylinder. A valve timing detecting means, and a cylinder supplied by changing a fuel supply amount for each cylinder of the internal combustion engine in accordance with a valve timing of the intake valve for each cylinder detected by the cylinder-specific intake valve valve timing detecting means. A fuel supply control device for starting an internal combustion engine, comprising: a separate fuel supply means. 5. A starting fuel supply control device for controlling fuel supply to an internal combustion engine at the time of starting operation of the internal combustion engine, wherein the exhaust valve for each cylinder individually detects a valve timing of each exhaust valve for each cylinder. A valve timing detecting means, and a cylinder for supplying a fuel by changing a fuel supply amount for each cylinder of the internal combustion engine in accordance with a valve timing of the exhaust valve for each cylinder detected by the cylinder-specific exhaust valve valve timing detecting means. A fuel supply control device for starting an internal combustion engine, comprising: a separate fuel supply means. 6. A start-time fuel supply control device for controlling fuel supply to an internal combustion engine during a start operation of the internal combustion engine, wherein the cylinder timing detecting valve timing of each intake valve and each exhaust valve for each cylinder is provided. Intake and exhaust valve valve timing detection means,
Cylinder fuel supply means for changing and supplying a fuel supply amount of the internal combustion engine in accordance with the valve timing of the intake valve and the exhaust valve for each cylinder detected by the cylinder intake / exhaust valve valve timing detection means; A fuel supply control device for starting an internal combustion engine, comprising: