JPH08170557A - Electronic control fuel injection device - Google Patents

Abstract

PURPOSE: To increase startability and idle stability after starting by detecting the operating condition of reduced engine speed after the maximum engine speed is reached immediately after start of engine and compensating the compensation coefficients for increase to optimum fuel injection amount and intake air amount suitable mostly to the operating condition. CONSTITUTION: When the detected value of a water temperature sensor 23 at the start of an engine 1 is within a specified limit, a time elapsed after the start is less than a specified value, and an engine speed is lower than a first specified value, ignition delayed angle for catalyst warming-up is prohibited. Next the engine speed becomes above or under a second specified value lower than the first specified value, increased amount compensation coefficients for fuel injection amount and intake air amount are set in each case and stored in a backup RAM. When the increased amount compensation coefficient for fuel injection amount is larger than zero, a damping coefficient to damp the increased amount compensation coefficient rapidly is selected in air ratio feedback and, not in air ratio feedback, a damping coefficient to damp it slowly is selected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention uses an electronically controlled fuel injection device to stabilize the engine speed at start and immediately after start.
The present invention relates to control for improving startability and idle stability.

[0002]

2. Description of the Related Art As shown in Japanese Patent Laid-Open No. 3-61644, a target engine speed determined by a preset fuel type and engine cooling water temperature is compared with an actual engine speed, and the actual engine speed is compared. When the engine speed falls below the target engine speed, the fuel injection amount is increased by the correction coefficient corresponding to the engine water temperature and the engine speed, respectively, and the correction coefficient is attenuated by the increase of the engine speed or the engine water temperature. It

[0003]

When the fuel injection amount after starting is simply increased or decreased by the engine speed as in the prior art, when heavy fuel with poor volatility is used, the fuel injection amount is not increased above the target engine speed. Therefore, even if the ratio of fuel to the ideal air-fuel ratio is lean compared to air, which is too small, the lean condition cannot be overcome, and the engine wobbles, breathing, and other drivability deteriorates. Further, after the completion of the increase in the amount after the start, the amount is not increased irrespective of the engine speed, so that the same problem occurs.

Further, when a light fuel having good volatility is used, contrary to the above-mentioned phenomenon, the ratio of fuel to the ideal air-fuel ratio is excessive when compared with air when the engine speed is reduced. When it becomes rich, it promotes the rich state, which also leads to poor drivability. On the other hand, it is known that fuel leaks from the injector while the engine is stopped, and the amount of the leaked fuel differs for each cylinder, so that the fuel injection amount at the time of starting and the starting time have no correlation.

In either case, the decrease in the engine speed cannot be recovered, so that there is a problem that the optimum engine starting and post-starting idle stability cannot be obtained. Then, this invention solves at least one of the said problems, and aims at obtaining optimal engine startability.

[0006]

In order to solve the above problems, the present invention detects air-fuel ratio feedback control means for performing air-fuel ratio feedback control of the fuel injection amount of an internal combustion engine, and detects the optimum starting state of the internal combustion engine. Starting condition detection means,
A correction coefficient calculating means for calculating a correction coefficient of the fuel injection amount based on the starting condition detected by the starting condition detecting means;
An electronically controlled fuel injection device is provided, which comprises: damping means for damping the correction coefficient; and damping coefficient changing means for increasing the damping coefficient for damping the correction coefficient by starting the air-fuel ratio feedback control.

Further, the damping coefficient switching means may be an electronically controlled fuel injection device which performs damping with time. It should be noted that air-fuel ratio feedback control means for performing air-fuel ratio feedback control of the fuel injection amount of the internal combustion engine, starting state detecting means for detecting an optimum starting state of the internal combustion engine, and fuel injection based on the starting state detected by the starting state detecting means A correction coefficient calculation means for calculating a correction coefficient for the amount, and a damping means for attenuating the correction coefficient are provided, and the starting state detection means measures a time from the start of the internal combustion engine to a time at which the internal combustion engine reaches a predetermined rotation speed or more. Measuring means, maximum rotation speed detecting means for detecting the first maximum rotation speed immediately after the internal combustion engine is started, and rotation speed from when the internal combustion engine is equal to or higher than the predetermined rotation speed until it reaches the first maximum rotation speed immediately after the start. At least one of a rotational speed change rate calculating means for calculating a change rate and a minimum rotational speed detecting means for detecting the minimum rotational speed after the maximum rotational speed. A startability detecting means for detecting a non-optimal start of the internal combustion engine including means, and the correction coefficient calculating means sets the correction coefficient in a direction to increase the fuel injection amount when the non-optimal start is detected by the startability detecting means. Setting means, air-fuel ratio feedback control means for performing air-fuel ratio feedback control of the fuel injection amount of the internal combustion engine, starting state detecting means for detecting an optimum starting state of the internal combustion engine, and start detected by the starting state detecting means Correction coefficient calculation means for calculating the correction coefficient of the fuel injection amount according to the state, and damping means for attenuating the correction coefficient,
The starting state detecting means sets a correction coefficient of the fuel injection amount for each cylinder of the internal combustion engine, measures the time when a predetermined process is completed for each cylinder during starting of the internal combustion engine, and determines the startability from the measured shortest time. An optimum starting state determining means, wherein the correction coefficient setting means sets the correction coefficient that minimizes the predetermined process in the corresponding cylinder, and the correction coefficient in the direction of increasing the fuel injection amount by the correction coefficient calculating means. When setting
Output improving means for executing at least one of increasing intake air amount, prohibiting ignition timing retardation, stopping power generation of a generator driven by an internal combustion engine, or decreasing power generation amount, correction corrected by the correction coefficient calculation means Means may be included for storing and learning the coefficient in a non-volatile memory every predetermined number of times.

[0008]

OPERATION AND EFFECT OF THE INVENTION The present invention is an internal combustion engine (engine).
The operating conditions such as the starting time of the engine and the decrease in the engine speed after the maximum engine speed immediately after the engine start are detected, and the correction coefficient increase correction of the fuel injection amount, intake air amount, etc. that is optimal for this operating condition is performed. Since the engine output can be improved, there is an effect that the startability and the idle stability after start can be further improved.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of an electronic fuel injection control device to which the present invention is applied will be described below with reference to FIGS. 2 to 7, a second embodiment will be described with reference to FIGS. 8 and 9, and a third embodiment will be described with reference to FIG. FIG. 1 shows an engine configuration controlled by the electronic fuel injection control device. An intake pipe 2 and an exhaust pipe 3 are connected to the engine 1. An air cleaner 4 is provided in the most upstream part of the intake pipe 2, and the air is sucked from the air cleaner 4 through the intake pipe 2 and the surge tank 5.

Further, the fuel in the fuel tank 7 is sucked up by the fuel pump 8 and supplied to the pressure regulator 10 through the fuel filter 9, and the fuel whose pressure is adjusted by the pressure regulator 10 is taken in by the intake pipe 2 for each cylinder.
Is supplied to the injector 6 arranged at. Then, as a result of the injector 6 being opened by the power supply from the battery 15, the fuel is injected and mixed with the intake air to form an air-fuel mixture, which is supplied to the cylinder 12 via the intake valve 11.

A spark plug 13 is arranged in each cylinder 12 of each cylinder. The igniter 14 generates a high voltage from the voltage of the battery 15 and the distributor 16 distributes the spark plug 13 to each spark plug 13. Further, the bypass passage 18 is formed in the middle of the intake pipe 2 so as to bypass the throttle valve 17, and the bypass passage 18 has an idle speed control valve 19
Is provided. When the engine is idle, the engine speed is adjusted by adjusting the opening of the idle speed control valve 19.

The intake air temperature sensor 20 is provided at the most upstream part of the intake pipe 2, and the intake air temperature can be detected by the sensor 20. Further, the throttle opening sensor 21 is provided near the throttle valve 17 of the intake pipe 2 so that the opening of the throttle valve 17 can be detected.
Further, the intake pipe internal pressure sensor 22 can detect the intake pipe internal pressure in the surge tank 5. Also,
The oxygen concentration sensor 26 is provided in the exhaust pipe 3 so that the oxygen concentration in the exhaust gas can be detected.

Further, the water temperature sensor 23 is provided in the engine 1, and the cylinder discrimination sensor 24 and the crank angle sensor 25 are arranged in the distributor 16. The crank angle sensor 25 generates a crank angle signal for each predetermined crank angle associated with the rotation of the crank shaft or the cam shaft of the engine 1. The cylinder discrimination sensor 24 also generates a cylinder discrimination signal for each specific position of a specific cylinder associated with the rotation of the crankshaft or camshaft of the engine 1.

The cylinder discriminating signal is a signal for detecting the specific position of the specific cylinder (for example, the compression TDC of the first cylinder) at least once in the crankshaft 720 ° C, and the crank angle signal is the crankshaft 360 ° C. It is a signal that is generated a plurality of times and that is generated at a cycle of at least 30 ° C. An electronically controlled fuel injection device (hereinafter referred to as ECU) 27 mainly including a microcomputer includes a starter switch 28, an intake air temperature sensor 20, a throttle opening sensor 2
1, an intake pipe pressure sensor 22, a water temperature sensor 23, a cylinder discrimination sensor 24, a crank angle sensor 25, etc. are connected, and signals from the respective switches and sensors associated with starter motor drive (not shown), intake air temperature, throttle valve 1
Signals such as the opening degree of 7, the intake pipe internal pressure, the engine cooling water temperature, and the exhaust gas oxygen concentration are input. In addition, the ECU 27
Detects the voltage of the connected battery 15. Further, in the engine 1, the starter motor is driven by the electric power supplied from the battery 15 to start the engine 1.

FIG. 2 shows a process executed by the ECU 27 for 8 ms to determine a correction coefficient for increasing and correcting the amount of fuel and air. In a manual transmission vehicle, the engine speed decreases due to the clutch connection when starting the vehicle.
Since the process of the present invention may malfunction due to this engine speed reduction, the clutch connection is detected from the clutch signal indicating that the clutch is connected, the engine speed, the intake air amount, the throttle opening, etc., After the clutch connection is detected, execution of this process is prohibited for a predetermined time (step 109). Then, after a lapse of a predetermined time, the following step 1
Move to 01 and 102.

When heavy gasoline with poor volatility is used, there is a region where the engine speed decreases due to lean air-fuel ratio. In this region, the water temperature at the engine start (step 101) is set in order to execute this process. Execution conditions are limited to the above region from the elapsed time after start (step 102). First, it is determined whether the water temperature at engine start (hereinafter referred to as TWST) is between KTW1 (for example, -5 ° C) and KTW2 (for example + 50 ° C), which is within a predetermined range (step 101), and outside the predetermined range. If there is, exit this process.

If it is within the above predetermined range at step 101, the routine proceeds to step 102, where it is judged whether the elapsed time after start is less than a predetermined time KCAST (for example, 180 seconds), and K
If it is less than CAST, the process proceeds to the next step, and the engine speed (hereinafter referred to as NE) is a predetermined value KNE0 (for example, T
It is determined whether the speed has dropped below 1000 rpm when WST = −5 ° C. (step 107). N in step 107
If E falls, the power generation by the generator driven by the engine is stopped by cutting it with the field current (step 110), and the flag XINRET for prohibiting the ignition retard is set to "1" for catalyst warm-up. "(Step 108), and the ignition retard is prohibited by a process not shown by this flag.

The next step to be executed is to determine the increase of the fuel injection amount and the intake air amount. First, N
It is determined whether E is less than KNE1 which is a predetermined value lower than KNE0 (for example, 900 rpm when TWST = −5 ° C.) (step 103), and when NE is less than KNE1, the process proceeds to the next step. Next, steps 103 and 10
4, NE is less than KNE1 and is lower than KNE1 by a predetermined value KNE2 (for example, when TWST = −5 ° C., 850 rp).
m) or more, the fuel injection amount increase correction coefficient KFUP is set to KFUP1 (%) (for example, TWST =-
At 5 ° C., 5%), the intake air amount increase correction coefficient KCUP is set to KCUP1 (%) (eg, when TWST = −5 ° C., 10).
%), And stored as learning values in a backup RAM which is a non-volatile memory.

When it is determined in steps 103 and 104 that NE is less than KNE2, the fuel injection amount increase correction coefficient KFUP is set to KFUP2 (%) (eg, TWST).
= 10% at -5 ° C), increase correction coefficient KC of intake air amount
UP is set to KCUP2 (%) (for example, 20% when TWST = -5 ° C.) and stored in the backup RAM,
This process ends.

Steps 109, 101, 102, 10
If the conditions are not met in steps 7 and 103, step 11
The process proceeds to 1 to start the power generation of the generator driven by the internal combustion engine, and the process ends. The predetermined values of the engine speed, KNE0, KNE1, and KNE2, are set to be smaller as the engine water temperature at the time of starting is higher, and the increase in the fuel injection amount is the water temperature correction coefficient and the post-starting correction coefficient. The correction is performed by further correcting the coefficient such as the acceleration correction pulse, and the intake air amount is increased by correcting the opening degree of the idle speed control valve.

Although step 111 is executed along with step 110, steps 110 and 111 may not be executed. Next, processes for attenuating the fuel injection amount and the intake air amount with time are shown in FIGS. As described above, FIG. 3 shows the decay process of the fuel injection amount increase correction coefficient depending on the time executed by the ECU 27 every 8 ms. First, it is determined whether the fuel injection amount increase correction coefficient KFUP is greater than 0. If it is 0 or less (step 201), the current KFUPi = 0 is set (step 203), and this processing ends.

If KFUP is greater than 0 in step 201, it is determined whether or not air-fuel ratio feedback is currently being performed (step 202). If air-fuel ratio feedback is in progress, a damping coefficient ΔKFUP that rapidly attenuates the increase correction coefficient.
When L is not in the air-fuel ratio feedback, the damping coefficient ΔKFUP that gently attenuates the boost correction coefficient is selected (steps 204 and 205), and the boost correction is attenuated.

Here, ΔKFUPL is K set in FIG.
An attenuation coefficient that makes FUP 0, for example, in about 5 seconds, ΔKFU
P is an attenuation coefficient that sets KFUP set in FIG. 2 to 0 in about 180 seconds, for example. Since the intake manifold and the cylinder wall temperature at engine startup are unstable, the above 180 seconds is the time during which the amount of fuel adhering to the wall surface varies and misfire due to lean air-fuel ratio is likely to occur. Since it differs depending on the engine, it may be changed depending on each engine. .

FIG. 4 shows the intake air amount attenuation processing executed by the ECU 27 every 8 ms. First, it is judged whether the intake air amount increase correction coefficient KCUP is greater than 0 (step 301). ), And 0 or less, the current KCUPi is set to 0 (step 303), and this processing ends. If KCUP is greater than 0 in step 301,
The increase correction is attenuated by the coefficient ΔKCUP that attenuates the increase correction coefficient (step 302), and this processing ends.

Here, ΔKFUP is the KF set in FIG.
It is an attenuation coefficient that makes UP to 0 in about 180 seconds, for example. ECU2 using the increase correction coefficient set in FIGS.
FIG. 5 shows the calculation process of the fuel injection amount executed every 7 ms in 7. First, the ECU 27 has a NE of 400 rp
It is determined whether it is smaller than m (step 601), and NE is 40.
If it is smaller than 0 rpm, the process proceeds to step 602.
Then, in step 602, it is determined whether the previous NE is 400 rpm or more, and if it is less than 400 rpm, the current NE is 20.
It is determined whether it is less than 0 rpm (step 603).

The ECU 27 detects the water temperature TWST (step 604) after the processing of step 602 or if the current NE is less than 200 rpm (when the engine is started) in step 603, and calculates the start injection pulse TSTA based on the water temperature TWST. (Step 605). Then, in step 606, the starting injection pulse TSTA is multiplied by the increase correction coefficient (KFUP + 1) to obtain the effective injection pulse TAUE.

Further, the ECU 27 controls the battery voltage BAT.
Is detected (step 607), and the battery voltage BAT is detected.
The invalid injection pulse TV is calculated according to (step 60)
8). Then, the final injection pulse TAU (= TSTA + TAU) is obtained by adding the invalid injection pulse TV to the effective injection pulse TAUE.
E) is calculated (step 609). On the other hand, the ECU 27
If the current NE is 400 rpm or more in step 601 or the current NE is 200 rpm or more in step 603 (after engine startup), the process proceeds to step 610 in FIG.

The ECU 27 detects the NE and the intake pressure PM (steps 610 and 611), and calculates the intake pressure change amount DLPM based on the results (step 612). Further, the intake air temperature THA is detected (step 613). Further, the ECU 27 detects the water temperature TWST, the throttle opening TA, and the oxygen concentration in the exhaust gas (steps 614 to 6).
16), basic injection pulse TP is calculated from NE and intake pressure PM (step 617). Then, the ECU 27 calculates the water temperature correction coefficient FWL from the water temperature TWST (step 61).
8) The start correction coefficient FASE is calculated according to the water temperature TWST and the elapsed time after start (step 619).

Further, the ECU 27 calculates an intake air temperature correction coefficient FTHA according to the intake air temperature THA (step 620),
A high load correction coefficient FOTP is calculated according to the throttle opening TA, NE and the intake pressure PM (step 621). next,
The air-fuel ratio feedback correction coefficient FA / F is calculated according to the oxygen concentration in the exhaust gas (step 622), and the acceleration correction pulse FMW is calculated according to the intake pressure change amount DLPM (step 623). Then, the ECU 27 calculates the effective injection pulse TAUE using Equation 1 (step 624).

[0030]

[Equation 1] TAUE = TP · FWL · FTHA · (FASE + T
OTP) · (KFUP + 1) · FA / F + FMW The ECU 27 calculates the effective injection pulse TAUE in this way in step 624, and then proceeds to step 607 in FIG. Then, as described above, steps 607 and 60
In step 8, the invalid injection pulse TV is calculated according to the battery voltage BAT, and in step 609, the invalid injection pulse TV is added to the effective injection pulse TAUE to calculate the final injection pulse TAU.

FIG. 7 shows a timing chart when the processes shown in FIGS. 2 to 6 are executed. NE passed the peak once,
When it becomes less than the first predetermined value KNE0, the ignition retard angle prohibition flag XINRET is set to 1, and the ignition retard angle is prohibited. Then, when the second predetermined value KNE1 or less is reached, the fuel injection amount and the intake air amount increase correction coefficient are respectively K
Set to FUP1 and KCUP1 and set to a third predetermined value KNE
When it becomes 2 or less, the increase correction coefficients of the fuel injection amount and the intake air amount are set to KFUP2 and KCUP2, respectively. Then, the fuel injection amount and the intake air amount increase correction coefficient are attenuated according to the attenuation coefficient.

FIG. 8 shows the process of the second embodiment of the present invention.
Instead of the first embodiment of FIG. 2, the engine is executed every 8 ms, and the engine is determined by three parameters, that is, the starting time, the rotation increase rate after starting, and the maximum value of the maximum rotating speed after starting, depending on whether the injection amount at starting is excessive or insufficient. This is a process for determining startability. Step 701 is the same process as step 101 of FIG.
It is determined whether ST is between KTW1 (for example, −5 ° C.) and KTW2 (for example, + 50 ° C.) that are within the predetermined range. If the ST is outside the predetermined range, the present process is exited.

If it is within the predetermined range in step 701,
When the starter on signal is input with the starter drive,
The start time CSTA when E becomes 400 rpm or more is measured by another interrupt routine not shown, and the measured CST
It is determined whether A exceeds a predetermined time KCSTA (for example, 1 second) (step 702), and if CSTA is less than or equal to KCSTA, this processing ends.

In step 702, CSTA is KCSTA.
If it is over, the other engine (not shown) determines the (engine startability) by the engine speed increase rate ΔNE after the engine is started. When startability is obtained ”
The flag XFDNEL set to 1 "is determined (step 703).

If it is determined in step 703 that XFDNEL ≠ 0, that is, good engine startability is obtained, this processing is skipped, and if it is determined that XFDNEL = 0, that is, good engine startability is not obtained. , And proceeds to the next step 704. In step 704, in order to detect whether the engine generated torque is sufficient, it is determined whether the maximum value NEP of the rotation speed immediately after the start is equal to or higher than the predetermined value KNEP. As a result, when NEP is equal to or higher than KNEP, the engine torque is sufficient, and when it is determined that a good engine start is obtained, the process is exited, and when NEP is less than KNEP, the process proceeds to the next step 705.

In step 705, the increase correction coefficient KFUP of the fuel injection amount at the time of starting is set to KFUP3 (%) (for example, 10
%) And store in backup RAM. FIG. 9 shows a timing chart of the starter signal and the engine speed. FIG. 10 shows a third embodiment of the present invention. Instead of the processing of the first embodiment and the second embodiment shown in FIG. 2 or FIG. The optimum injection amount at startup is obtained by detecting and changing the injection amount at startup, switching the air-fuel ratio to rich and lean, and comparing the time required for the explosion process of each cylinder.

First, it is judged by the fuel gauge or the fuel filler switch in the fuel tank whether or not new fuel is supplied (step 901). If not, the present process is terminated. If it is determined in step 901 that new fuel has been refueled, the start-time injection pulse determined by the engine water temperature is corrected by the fuel injection amount correction coefficient that is different for each cylinder, and the corrected start-time fuel injection for each cylinder is performed. Fuel is injected at the injection timing based on the amount (step 902). After that, the time required for the first explosion process for each cylinder is detected and stored by interrupt processing (not shown) (step 903).

Next, of the time required for the explosion process obtained in step 903, the fuel injection amount correction coefficient that gives the shortest time required is set as an optimum value and stored as a correction coefficient value KFUP in the backup RAM. The present invention is not limited to the above-described embodiment, but the following modifications or expansions are possible.

In the first embodiment, the correction coefficients for the fuel injection amount and the intake air amount are set at the same time, but the correction coefficient may be set by another independent process. Only one of the correction coefficients for quantity may be executed. Further, in the third embodiment, the correction coefficient determined to be optimal is used in all the cylinders thereafter. However, when it is considered that the injector leakage amount is different in each cylinder, this embodiment is performed several times in each cylinder. Alternatively, the optimum value may be obtained for each cylinder.

Further, the same process as the process for setting the correction coefficient for the fuel injection amount described in the second and third embodiments may be applied to the intake air amount. In addition, each example is 8 m
Although it is executed in the s cycle, it may be executed in a cycle that matches each system, or may be corrected by a combination of the above embodiments. Further, the attenuation by the attenuation coefficient in the embodiment means that the increase correction coefficient and the decrease correction coefficient are respectively returned to the basic values.

Further, in each embodiment, the predetermined value or the attenuation coefficient for setting the restriction of the execution condition of the processing or the correction coefficient is not limited to the above value, and may be changed according to each system.

[Brief description of drawings]

FIG. 1 is a configuration diagram of an embodiment of an electronically controlled fuel injection device to which the present invention has been applied.

FIG. 2 is a process flow chart for setting correction coefficients for a fuel injection amount and an intake air amount in the first embodiment.

FIG. 3 is a process flow chart of attenuating a correction coefficient of a fuel injection amount set according to the present invention.

FIG. 4 is a process flow chart for attenuating a correction coefficient for the intake air amount set according to the present invention.

FIG. 5 is a process flow chart for calculating a fuel injection amount.

6 is a process flow chart for calculating a fuel injection amount related to FIG.

FIG. 7 is a timing chart showing the operation of the first embodiment.

FIG. 8 is a process flow chart for setting a correction coefficient for the fuel injection amount in the second embodiment.

FIG. 9 is a timing chart showing the operation of the second embodiment.

FIG. 10 is a process flow chart for setting a correction coefficient for the fuel injection amount in the third embodiment.

[Explanation of symbols]

 6 Injector 17 Throttle valve 23 Water temperature sensor 26 Oxygen concentration sensor 27 Electronically controlled fuel injection device

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 43/00 B F02N 17/08 D F02P 5/15 H02P 9/08 B

Claims (8)

[Claims] 1. An air-fuel ratio feedback control means for performing an air-fuel ratio feedback control of a fuel injection amount of an internal combustion engine, a starting state detecting means for detecting an optimum starting state of the internal combustion engine, and a starting state detected by the starting state detecting means. Correction coefficient calculation means for calculating the correction coefficient of the fuel injection amount by means of: damping means for damping the correction coefficient; damping coefficient changing means for increasing the damping coefficient for damping the correction coefficient by the start of the air-fuel ratio feedback control. An electronically controlled fuel injection device comprising: 2. The electronically controlled fuel injection device according to claim 1, wherein the damping coefficient switching means performs damping with time. 3. An air-fuel ratio feedback control means for performing air-fuel ratio feedback control of the fuel injection amount of the internal combustion engine, a starting state detecting means for detecting an optimum starting state of the internal combustion engine, and a starting state detected by the starting state detecting means. A correction coefficient calculating means for calculating a correction coefficient of the fuel injection amount by means of and a damping means for attenuating the correction coefficient are provided, and the starting state detecting means measures the time during which the internal combustion engine reaches a predetermined rotational speed or more after the internal combustion engine is started. Starting time measuring means, maximum rotation speed detecting means for detecting the first maximum rotation speed immediately after the start of the internal combustion engine, and until the internal combustion engine reaches the first maximum rotation speed immediately after the start up from the predetermined rotation speed or more. The rotational speed change rate calculating means for calculating the rotational speed change rate and the minimum rotational speed detecting means for detecting the minimum rotational speed after the maximum rotational speed And a startability detecting means for detecting a non-optimal start of the internal combustion engine, wherein the correction coefficient computing means increases the fuel injection amount when the non-optimal start is detected by the startability detecting means. An electronically controlled fuel injection device including means for setting a correction factor. 4. An air-fuel ratio feedback control means for performing an air-fuel ratio feedback control of a fuel injection amount of an internal combustion engine, a starting state detecting means for detecting an optimum starting state of the internal combustion engine, and a starting state detected by the starting state detecting means. Correction coefficient calculation means for calculating the correction coefficient of the fuel injection amount by means of, and damping means for attenuating the correction coefficient, the starting state detection means sets the correction coefficient of the fuel injection amount for each cylinder of the internal combustion engine, The internal combustion engine is equipped with an optimum starting state determining means for measuring the time when a predetermined process is completed for each cylinder and determining startability from the measured shortest time, and the correction coefficient setting means minimizes the predetermined process. An electronically controlled fuel injection device including means for setting a correction coefficient for a corresponding cylinder. 5. The electronically controlled fuel injection device according to claim 4, wherein the predetermined process is an explosion process. 6. When the correction coefficient is set by the correction coefficient calculation means in the direction of increasing the fuel injection amount, the intake air amount is increased, the ignition timing is retarded, and the generator driven by the internal combustion engine is stopped. The electronically controlled fuel injection device according to claim 3, further comprising an output improving unit that performs at least one of reducing the amount of power generation. 7. The electronically controlled fuel injection device according to claim 1, further comprising means for storing and learning the correction coefficient corrected by the correction coefficient calculating means in a non-volatile memory every predetermined number of times. . 8. An internal combustion engine measures a time from when the internal combustion engine starts up to a predetermined rotation speed or more, or detects an initial maximum rotation speed immediately after the internal combustion engine starts up, or when the internal combustion engine has the predetermined rotation speed. Starting the internal combustion engine by at least one of calculating the rotational speed change rate from when the above reaches the first maximum rotational speed immediately after starting, or by detecting the minimum rotational speed after the maximum rotational speed. Detects a defect and increases the fuel injection amount, and at least one of increasing the intake air amount, prohibiting ignition timing retardation, stopping the generation amount of the generator driven by the internal combustion engine, or decreasing the generation amount Control method for internal combustion engine.