Abstract: The invention provides a fuel injection control device in which the cost is low and the fuel injection quantity is flexibly adjusted corresponding to the operating conditions.

Abstract: The following conditions are used as requirements for executing a fuel property detection: an intake air temperature is lower than a restart judging value; a water temperature is in a predetermined range; and it is in an idle operation. In a case that the requirements are established, an injection amount of fuel and a combustion amount of fuel are calculated. After that, the injection amount is corrected by using a learned value for correcting an error of system, and the combustion amount is corrected according an intake pressure. A fuel property parameter for evaluating the fuel property is calculated based on a ratio of an accumulated value of the combustion amount relative to an accumulated value of the injection amount during a predetermined time. A command value of the injection amount for a fuel injection valve is corrected according to the fuel property parameter calculated above. As a result, the fuel property is reflected in the command value of the injection amount.

Abstract: A fuel control system is provided including a fuel tank and a purge vapor collection canister interconnected with an internal combustion engine. A purge vapor canister vent valve selectively seals the purge vapor canister from atmosphere such that the fuel tank, purge vapor canister, and engine intake manifold form a closed system. Upon a cold engine start, a purge valve disposed between the purge vapor canister and the engine intake manifold is opened such that the pressure differential between the engine intake manifold and the remainder of the system causes fuel vapor collected within the dome portion of the fuel tank to be drawn through the purge vapor canister and into the intake manifold. Simultaneously therewith, the amount of fuel injected by the fuel injectors to the engine is reduced such that a desired amount of total fuel delivery is established.

Abstract: A starting fuel supplying apparatus improves restarting performance of an engine in a warm-up state. In the engine in which a carburetor is disposed on the side of the cylinder, the starting fuel supplying apparatus and a thermo-sensitive member attached to the carburetor are disposed on the side of the carburetor close to the engine.

Abstract: With a composition where there are provided an injection valve installed on each cylinder and a high-atomizing injection valve installed in the upstream, it is aimed to prevent worsened start-up performance and unburnt gas exhaust resulting from adhesion of the fuel on the suction air passage as a result of reduced air for atomization during the start-up cranking.

Abstract: In a fuel supply control for engines, the amount of fuel supplied to the engine is corrected based on property of fuel which is determined immediately after engine starting. The fuel property is determined based on the amount of fuel injected, but remaining upstream the cylinder and not burned in a cylinder. This fuel property value TNEN is estimated from an accumulated intake air amount TAF and an accumulated fuel injection amount TTAU as TNEN=TTAU·14.7−TTAF. In the above equation, 14.7 indicates the stoichiometric air-fuel ratio to which the air-fuel ratio of air-fuel mixture is controlled while the accumulated intake air amount and the accumulated fuel injection amount are measured. If the calculated value indicates that the fuel is a heavy type, the amount of fuel injected in the next engine starting operation is increased to compensate for the amount of fuel which will remain upstream the cylinder.

Abstract: A direct-fuel-injection-type internal combustion engine is equipped with an injector for injecting fuel directly into a combustion chamber of a cylinder. A controller controls the degree of opening of a throttle valve for adjusting the amount of air drawn into the combustion chamber and sets the throttle valve to a closed valve state by setting the degree of opening of the throttle valve to a degree of opening that is on the closed valve side of a post-engine start target degree of opening, when the engine is to be started. After it is determined that a start of the engine has been accomplished, the controller opens the throttle valve by gradually increasing the degree of opening of the throttle valve from the degree of opening of the closed valve state to the post-engine start target degree of opening.

Abstract: Atomizing air flowing in an atomizing gas passage is merged with fuel spray to promote atomization of the fuel, and carrier air flowing in a carrier gas passage is merged with the fuel spray at a further downstream position so as to surround around the fuel spray. By doing so, the atomized fuel spray is carried to the downstream side so as to prevent the fuel spray from adhering onto the wall surface. Starting-up performance, fuel consumption and exhaust gas cleaning of an internal combustion engine are improved.

Abstract: A starting method of an engine wherein a fuel is directly injected into a combustion chamber, the engine having a starter for starting up the engine, the starting method including the steps of actuating the starter and injecting a fuel in a compression stroke when the starter is actuated.

Abstract: An engine controller and computer readable storage medium for detecting cold engine operation include determining at least two fluid temperatures and providing an output signal based on the at least two temperatures. Preferably, an engine coolant temperature, an intercooler temperature, and an engine air temperature are determined via appropriate temperature sensors. In one embodiment, the cold engine output signal is activated or asserted if any one of the at least two fluid temperatures is below a corresponding temperature threshold. The cold engine output signal is deactivated when all of the fluid temperatures are above corresponding temperature thresholds (plus hysteresis where applicable). An optional user-selectable parameter provides for actuation of the cold engine output only during idle. The cold engine output signal may be used to control various accessories including coolant heating systems, shutters, or the like.

Abstract: An outboard motor engine includes a plurality of cylinders. A fuel injector is disposed to inject a charge of fuel into an intake system. The fuel injector can form a portion of a direct injection system or a manifold injection system. The engine includes a processor that cycles each of the fuel injectors prior to energizing a fuel pump, a starter motor, or another electrical component of the outboard motor. By energizing the fuel injectors in sequence, a higher level of voltage can be applied to each fuel injector. In addition, by energizing the fuel injectors prior to energizing other electrical components, a higher level of voltage can be applied to each fuel injector.

Abstract: A fuel supply system for an internal combustion engine, particularly of a motor vehicle, includes a control unit for determining a fuel quantity to be injected, the fuel quantity to be injected being initially increased during a start of the internal combustion engine and then being reduced again. The fuel supply system also includes a fuel injector for injecting the fuel quantity to be injected into a combustion chamber. It is checked by the control unit whether a combustion has taken place in the cylinder, and, if no combustion has taken place, the fuel quantity to be injected is not reduced, or is not reduced to the same extent as when a combustion has taken place.

Abstract: In an engine control apparatus for a multicylinder engine including an injection pulse width-setting unit for setting an injection pulse width for an injection valve situated in each cylinder based on signals output from an engine operational condition-detection system situated in a vehicle; the injection pulse width-setting unit includes an engine starting injection pulse-setting unit for setting an injection pulse width for each cylinder in the engine starting operation, and the engine starting injection pulse-setting unit includes an injection pulse width-correction unit for determining a correction coefficient to a basic injection pulse width, for each cylinder at each cycle.

Abstract: A fuel supply control system for an internal combustion engine wherein during startup of the engine, a fuel supply amount is calculated according to a fuel amount calculating method suitable for startup of the engine, and the calculated amount of fuel is supplied to the engine. After startup of the engine, a fuel supply amount is calculated according to a fuel amount calculating method suitable for after-startup of the engine and the calculated amount of fuel is supplied to the engine, the fuel supply amount during startup of the engine being smoothly changed to the fuel supply amount suitable for after-startup—during the transition from startup to after-startup.

Abstract: In a fuel injection control system for an internal combustion engine, a fuel atomization device is provided to atomize fuel injected at the time of engine starting. The fuel atomization device may be a type which increases fuel pressure to a higher value at the time of engine starting than after the engine starting. Alternatively, the fuel atomization device may be a type which supplies assist air to the injected fuel. An intake valve is opened for a longer period at the time of engine starting than after the engine starting, so that more fuel may be supplied to an engine cylinder. A fuel leakage which may occur during engine stop is estimated, and the amount of fuel to be injected at the time of next engine starting after the engine stop is corrected by the estimated amount of fuel leakage. Fuel injection timing at the time of engine starting is retarded relative to that of post-engine starting.

Abstract: A startup control apparatus of an internal combustion engine is provided wherein when an engine starting capability determining device determines that the engine can be successfully started even if driving of part of the fuel injector valves is stopped during engine startup, the fuel injection is stopped with respect to the part of the fuel injector valves. With this arrangement, overshoot of the engine speed that would otherwise occur upon the start of the engine can be suppressed, and unburned fuel components can be prevented from being discharged, thus assuring improved exhaust gas characteristics and improved fuel efficiency.

Abstract: The present invention relates to the synchronization of an internal combustion, four-stroke engine during engine startup. The engine comprises a number of cylinders with pistons linked to a crankshaft, means to provide a series of pulses on each cycle of the engine, and an engine management system that includes: a memory; means to determine the engine cycle after the engine is cranked; and means to count thereafter the series of pulses until the engine comes to a stop in order to determine the engine cycle of the engine when subsequently stopped so that data representative of the engine cycle may be stored in the memory. According to one aspect of the invention, the means to determine the engine cycle after the engine is cranked is a means to determine the engine cycle during running of the engine.

Abstract: A method for operating an internal combustion engine especially of a motor vehicle is described wherein fuel is injected directly into the combustion chamber either in a first operating mode during a compression phase or in a second operating mode during an induction phase. The fuel mass (mK), which is to be injected into the combustion chamber, is determined in both modes of operation, inter alia, in dependence upon a computed desired torque (Mdes) which is to be outputted by the engine. An injection duration (ti in ms) is determined from the fuel mass (mK) which is to be injected. Then, an injection angle (&agr;i in degrees) is determined from the injection duration (ti in ms) in dependence upon the rpm (nmotor) of the engine (1) Finally, the fuel is injected into the combustion chamber during the injection angle (&agr;i in degrees).

Abstract: A method of controlling intake manifold pressure during startup of a direct injection engine permits a decrease in instantaneous cylinder pressure by reducing intake manifold pressure thereby increasing the time available for fuel injection during the compression stroke, which allows sufficient fuel to be injected at the lower fuel pressures present during starting of this engine.

Abstract: A method for fuel injection for starting an internal combustion engine, whereby upon closure of a starting contact, fuel injectors are operated simultaneously to deliver a first amount (IDi) of fuel to a number of cylinders (Ci) and, after a synchronization signal (Scyl, Srep) has been recognized, the injectors are operated sequentially. An angle of rotation (ANG) separating the angular position (START) of the engine upon closure of the starting contact from the angular position (SYNC) reached upon recognition of the synchronization signal is measured. This angle is compared with a predetermined value (THR), and when the angle of rotation is greater than the predetermined value, an additional amount (CMP) of fuel is injected into a cylinder (C2) determined on the basis of the cylinder (C3) in respect of which the synchronization signal was recognized.

Abstract: In a fuel injection control system for an internal combustion engine, a fuel atomization device is provided to atomize fuel injected at the time of engine starting. The fuel atomization device may be a type which increases fuel pressure to a higher value at the time of engine starting than after the engine starting. Alternatively, the fuel atomization device may be a type which supplies assist air to the injected fuel. An intake valve is opened for a longer period at the time of engine starting than after the engine starting, so that more fuel may be supplied to an engine cylinder. A fuel leakage which may occur during engine stop is estimated, and the amount of fuel to be injected at the time of next engine starting after the engine stop is corrected by the estimated amount of fuel leakage. Fuel injection timing at the time of engine starting is retarded relative to that of post-engine starting.

Abstract: The invention is directed to an electronic control apparatus for forming a fuel-metering signal for an internal combustion engine wherein increased fuel metering occurs during the start and post-start phases of the engine. With the electronic control apparatus, an index is formed for the pressure in the intake manifold of the engine and the gradient of the index is formed. The increased metering of fuel is reduced in dependence upon the gradient.

Abstract: A method of starting an internal combustion engine having an injection system and characteristic variables includes the steps of supplying an injection system with an operating parameter that is determined from characteristic variables, supplying a speed regulator with an initialization value as an initial starting variable, and regulating a speed of an internal combustion engine up to an idling speed with the speed regulator based upon the initialization value. The acceleration to idling speed is carried out with the aid of the speed regulator based on the initialization value. The injection system is supplied with a mass of fuel to be injected. Regulation is carried out with a speed regulator already present in an engine controller. The initialization value is stored in a characteristic curve as a function of coolant temperature. The initialization value is applied to a first injection operation of the internal combustion engine.

Abstract: The present invention provides an apparatus and method for controlling the fuel injection timing of a fuel injector in order to start an engine. The temperature of the engine is sensed and an engine temperature signal indicative of the temperature of actuating fluid used to actuate the injector is generated. A desired piston firing position is determined, and an injection command signal is generated, whose timing oscillates between a time range that is a function of said temperature and said desired piston firing position, to control the fuel injection timing.

Abstract: An apparatus controlling a fuel injection quantity at the time of starting a Diesel engine and a method are disclosed. The apparatus and method detect a water temperature at the time of starting the Diesel engine, detect an engine speed at the time of starting the Diesel engine, set a starting fuel injection quantity based on the water temperature at the time of starting the Diesel engine and the engine speed at the time of starting the Diesel engine, detect a line pressure of an automatic transmission mounted to the Diesel engine, and correct the starting fuel injection quantity based on the line pressure of the automatic transmission.

Abstract: Even when an engine rotates in the inverse direction immediately before stopping, the engine can be accurately activated. In an engine which injects fuel sequentially on the basis of an ignition order of each cylinder, a crank angle of the terminal position of the engine is stored. On the first fuel injection timing after engine activation, fuel is simultaneously injected into a cylinder which is determined from the terminal stored position and into a cylinder in a fixed positional relationship with the first cylinder. In this way, even when an engine rotates in the inverse direction immediately before stopping, fuel injection can be accurately performed at least on a cylinder into which fuel should be injected and the engine can be accurately activated.

Abstract: An apparatus for driving a piezoelectrically controlled fuel injection valve includes a piezoelectric actuator having a discharging device and preferably a power MOSFET switch connected in parallel therewith. The discharging device is turned on by a monitoring device that is likewise connected in parallel with the piezoelectric actuator if an opening time of the piezoelectric actuator exceeds a predetermined monitoring time. The discharging device and the monitoring device are constructed as an integrated circuit (ASIC) and are integrated in a valve housing. A method for operating the apparatus is also provided.

Abstract: An engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector for spraying fuel directly into a combustion chamber and an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides (NOx) in exhaust gas at an air-fuel ratio of .lambda.>1 controls divides a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively in a intake stroke and controls a fuel injector such that a midpoint between points at which the early and late split injection are timed respectively to start is before a midpoint of a intake stroke while the engine is in a cold condition in an enriched fuel charge zone.

Abstract: Automotive internal combustion engine fuel volatility is estimated during cold start operations by stabilizing air admission to the engine and analyzing engine speed over a modeling period following an engine coldstart after engine speed has stabilized and prior to closed-loop engine operation. If engine speed deviates significantly away from an expected engine speed for the current engine intake air and fuel, a fuel volatility deviation is diagnosed. The magnitude of the fuel volatility deviation away from a nominal fuel volatility is determined as a function of the magnitude of the engine speed deviation. A fuel volatility correction value is updated as a function of the engine speed deviation and is applied throughout an ignition cycle, including during the modeling period to compensate for the fuel volatility deviation.

Abstract: The invention is directed to a method and an arrangement for operating an internal combustion engine wherein, after an exchange of an electrically-actuable adjusting device and/or after an original start, no injection pulses are outputted for a predetermined time and the start of the engine is prevented.

Abstract: A fuel control unit and a fuel injection control method for a multi-cylinder engine adjust the pulse width of asynchronous injection so as to set the air-fuel ratio of a fuel-air mixture in a first cylinder to 17 or more but under 21 if it is determined according to an engine speed (Ne) that an engine is in an idling mode and if it is determined according to the opening of a throttle valve that a condition for starting the acceleration of the engine has been satisfied. The foregoing first cylinder is the cylinder in which compression pressure increases first following the determination described above.

Abstract: An improved fuel injection control system for an engine, wherein the fuel injectors are controlled during normal engine running by sensing engine running conditions. The engine is controlled in the lower ranges and under abnormal conditions by disabling one or more cylinders. On initial starting an enriched amount of fuel is supplied from the fuel injectors. This amount of enriched fuel is held for a predetermined time and then is gradually reduced to return to normal control even when there is cylinder disabling. The spark timing is also advanced well beyond the maximum normal spark advance during starting and is retarded to the normal spark timing after a predetermined time period.

Abstract: A combustion engine comprises at least two combustion chambers and an ignition system having a spark device (11, 13) forming an electrode gap and a charging member (20) for accumulating the electrical energy necessary for generating a spark in the electrode gap. The combustion chambers are in the compression stroke according to a predetermined sequence. During a first engine revolution, high voltage pulses are supplied at a high frequency to all spark devices (11, 13). The spark voltage in the electrode gap of each spark device (11, 13) is measured for each spark. Based on the measured spark voltage of the different spark devices, the combustion chamber that first will be in the compression stroke is determined by means of an electronic control unit (3). Based on the predetermined sequence and the knowledge of the combustion chamber that first is in the compression stroke, fuel is injected in the combustion chamber that next will be in the compression stroke.

Abstract: A cylinder injection type fuel control system for an internal combustion engine ensuring normal ignition and combustion of air fuel mixture while effectively utilizing two-stroke fuel injection includes sensors (1) for generating a variety of information concerning operation state of the internal combustion engine engine operation state detecting device (11) for detecting an engine operation state (D) on the basis of the various information and fuel injectors (2) disposed so as to inject fuel directly into a combustion chamber of each engine cylinder. An injection mode setting device (12A) selectively sets a fuel injection mode (M) to either a one-stroke fuel injection mode or a two-stroke fuel injection mode in dependence on the engine operation state. An injector driving device (13) drives the fuel injectors (2) in accordance with the selected fuel injection mode.

Abstract: A method for deciding the combustion state of each cylinder on the basis of an ion current signal generated between gaps of an ignition plug in an internal combustion engine, and a fuel control system which reduces a fuel injection quantity while suppressing the combustion change of each cylinder and reduces a non-combustion composition in an engine exhaust gas after starting of engine.

Abstract: An object of the present invention is to positively feed a necessary amount OF fuel to each cylinder in starting an internal combustion engine and to enhance the startability of the internal combustion engine and the ignitability within each cylinder. In order to attain this object, according to the present invention, a start timing fuel injection controlling apparatus is an apparatus for controlling a fuel injection in starting an internal combustion engine having a plurality of cylinders and is provided with an intake non-synchronous injection means for performing fuel injection out of synchronism with a valve opening of an intake valve predetermined times for each cylinder, and an intake synchronous injection means for performing fuel injection in synchronism with the valve opening of the intake valve for each cylinder after the intake non-synchronous injection means has performed the intake non-synchronous injection for each cylinder the predetermined times.

Abstract: A rotating member is provided on an output rotating shaft of an internal combustion engine to generate a signal corresponding to a predetermined cylinder group and an identification signal for identifying the particular cylinder group, and based on these signals, the particular cylinder group is identified. At the time of the start of internal combustion engine, fuel cut mode, or steady constant-speed running, the fuel injection amount of the particular cylinder among said particular cylinder groups is made different from that of other cylinders at a group injection timing such that the particular cylinder assumed on the basis of the cylinder group identification result is the reference, whether the assumption is true or false is judged from the present rotational variation and the cylinder group identification result, and the stroke phase of each cylinder is discriminated to make cylinder discrimination. At this time, the controlled variable relating to the rotational speed is regulated for other cylinders.

Abstract: A fuel injection control method and system in a multi-cylinder direct injection type internal combustion engine. A first sensor detects whether the engine is in a start-up condition and, upon detection, generates a start-up signal. A second sensor generates an engine operating condition indicative signal. A third sensor detects an operative condition of the fuel pump. A basic period of injection based on the second sensor signal is calculated. A decrease in injection amount based on the fuel pump operative conditions sensed by the third sensor is determined and the basic period of injection is modified to compensate for the decrease in the injection amount. The injection valves are controlled according to the modified injection period.

Abstract: An engine control apparatus is disclosed, in which the combustion instability is improved regardless of the type of fuel supplied to the engine so that the idle state immediately after an engine start is stabilized for improving the fuel consumption rate, preventing the deterioration of emission and thereby improving the durability of catalysts. A counter counts the time elapsed from an engine start. A sensor detects the engine speed. A control circuit controls the timing of fuel injection into the engine. The intake-synchronous injection is carried out during a first predetermined time immediately after a cold engine start. The intake-asynchronous injection is carried out after the lapse of the first predetermined time. During the intake-asynchronous injection, the engine speed is monitored to determine whether it is reduced below a reference engine speed until the lapse of a second predetermined time.

Abstract: A cylinder injection type fuel control system for an internal combustion engine ensuring normal ignition and combustion of air fuel mixture while effectively utilizing two-stroke fuel injection includes sensors (1) for generating a variety of information concerning operation state of the internal combustion engine an engine operation state detecting device (11) for detecting an engine operation state (D) on the basis of the various information and fuel injectors (2) disposed so as to inject fuel directly into a combustion chamber of each engine cylinder. An injection mode setting device (12A) selectively sets a fuel injection mode (M) to either a one-stroke fuel injection mode or a two-stroke fuel injection mode in dependence on the engine operation state. An injector driving device (13) drives the fuel injectors (2) in accordance with the selected fuel injection mode.

Abstract: A fuel injection control system provides a superior start characteristic of an internal combustion engine without deterioration of an exhaust emission. The internal combustion engine has a plurality of cylinders. The fuel injection control system controls a time for injecting fuel into each of the cylinders. A first reference signal is generated each time a crank shaft of the internal combustion engine rotates 360 degrees. A second reference signal is generated each time the crank shaft rotates 720 degrees. A crank angle signal is generated each time the crank shaft rotates a first predetermined angle. Fuel is supplied to the cylinders after the first reference signal is generated for the first time after the internal combustion engine is started. The fuel is sequentially injected into each of the cylinders in a predetermined order in synchronization with a rotation of the crank angle.

Abstract: An air-fuel ratio detecting device and a method capable of correctly and very precisely detecting the air-fuel ratio of an internal combustion engine. The air-fuel ratio detecting device comprises an air-fuel ratio sensor disposed in the exhaust system of an internal combustion engine, an air-fuel ratio sensor circuit which applies a voltage to the air-fuel ratio sensor, detects the current through the air-fuel ratio sensor and produces an output that varies in proportion to the magnitude of the current that is detected, and a storage means for storing the data of a conversion map which is used for calculating the air-fuel ratio of the internal combustion engine in response to the output of the air-fuel ratio sensor circuit.

Abstract: A process and a device for controlling an internal combustion engine, specifically an internal combustion engine with self-ignition. Depending on different operating parameters, a signal determining the output power can be defined. The signal determining the output power is increased by a predefined value when a start condition is present and when a further condition is met.

Abstract: A apparatus and method for adjusting the amount of air introduced into a cylinder of an internal combustion engine. An intake passage is connected to the cylinder for introducing air. An intake valve is provided in the intake passage for cyclically opening and closing the cylinder. An injector is provided in the intake passage for injecting fuel. A throttle valve is positioned in the intake passage for adjusting an amount of air flow into the cylinder. An electronic control unit (ECU) controls the position of the throttle valve. The ECU closes the intake passage to decrease the pressure in the intake passage when cranking is started. The ECU moves the throttle valve to a first open position .theta.2 to increase the amount of air introduced into the cylinder after a predetermined time period elapses from the start of engine cranking. The ECU moves the throttle valve to an open position .theta.1 when the engine starts.

Abstract: There is provided a fuel supply control system for an internal combustion engine installed on an automotive vehicle. The engine has an exhaust system, and an exhaust gas-purifying device arranged in the exhaust system. A start of the engine is detected. A combustion stability of the engine is detected. The air-fuel ratio of a mixture supplied to the engine is leaned over a predetermined time period from the start of the engine depending on the detected combustion stability.

Abstract: An apparatus for reducing noxious gases in the exhaust emissions of an automobile is disclosed. During engine cold start, a cold start injector having a heater downstream of the injector outlet vaporizes fuel so that a leaner air-fuel mixture can be used, thereby reducing engine emissions before the engine and catalytic converter warm up. The heater includes various configurations for swirling the fuel and exposing it to large surface areas for improving the vaporization of the fuel. A tapered bore surrounding the throttle allows for precise air flow control into the cold start device during engine warm-up.

Abstract: A method and system for controlling air/fuel ratio of an internal combustion engine during cold start operation utilizes control logic to determine a base fuel pulsewidth and a base spark timing according to corresponding cold-start look-up tables. A crank angle of the engine at which a peak pressure in the cylinder occurs is then sensed to obtain a crank angle at peak pressure (PPCA) value. Upon reaching stable combustion, the base fuel pulsewidth and the base spark timing are ramped to a predetermined desired fuel pulsewidth and a predetermined desired spark timing based on the PPCA value so as to control the air/fuel ratio. Upon reaching this state, combustion stability is maintained by feedback control of fuel pulsewidth and spark timing based on the statistical variation of successive PPCA values.

Abstract: A method for engine start-up reducing white smoke and the start-to-idle time. The method includes the combination of producing two sub-fuel injections into the cylinders of the internal combustion engine at different points in the position of at least one injection valve of the engine and reducing the number of combusting cylinders in half. The two sub-fuel injections reduce the start-to-idle time. Once the engine is idling, the half cylinder operation reduces the white smoke emitted therefrom. The two sub-fuel injections are also employed when in half cylinder operation to reduce noise.

Abstract: The invention is directed to a method for adjusting a supplemental quantity of fuel which is supplied to an internal combustion engine during warm-up operation in addition to a basic quantity measured for an operationally warm engine. The method includes the step of basing the adaptation of the supplemental quantity of fuel on an evaluation of the control actuating variable of an idle speed control.

Abstract: An object of the present invention is to provide an intake synchronous injection type fuel injection controlling apparatus in synchronism with an intake stroke in starting an internal combustion engine, which may positively feed necessary fuel for each cylinder and improve startability and emission. Then, according to the present invention, in order to attain this object, there are provided with an injection number counter means for counting a total sum obtained by summing fuel injection numbers of all the cylinders from the start of the internal combustion engine, and a fuel injection timing changing means for advancing a fuel injection start timing by a predetermined period when the fuel injection number counted by this injection number counter means is equal to or more than a predetermined number.