Fuel supply system for internal combustion engines

Abstract: In a fuel supply system for internal combustion engines, a fuel delivery pipe (1) to which fuel injectors (2) are mounted through respective connectors (1a) is connected to a fuel tank (14) through a fuel piping (6) without return piping. The fuel supply system comprises: an electronic control unit (12) for producing a pulse to control a fuel injection amount of said injector; means (100,110) for determining whether said engine (E) is under high temperature condition or not; means (120,130) for calculating a start pulse (TSTA) at the time of engine starting so that a high temperature pulse (TPURG) which is larger than a basic pulse (TBSE) is set as the start pulse when it is determined that said engine is under high temperature condition; means for determining whether an initial explosion of said engine has occurred or not; and means for decreasing said start pulse from said high temperature pulse (TPURG) to said basic pulse (TBSE) after it is determined that said initial explosion has occurred.

Description: The present invention relates to a fuel supply system for internal combustion engines comprising a fuel tank, a fuel injector, fuel piping means and an electronic control unit as well as to a method for supplying fuel in such a system. In a conventional fuel supply system for internal combustion engines in which fuel injectors are supplied with fuel from a delivery pipe, air is mixed with fuel in the fuel delivery pipe for some reason or fuel vapor is generated under high temperature condition. Such air or fuel vapor is purged to a return piping through a pressure regulator when a fuel pump is in operation. For example, JP-U-62-137379 discloses a fuel supply system, in which a fuel pipe connected to the fuel delivery pipe is provided thereabove and is connected to the pressure regulator so that the air or vapor is purged to the return piping without being accumulated in the fuel delivery pipe. It is desired to eliminate the return piping in order to simplify the fuel supply system. However, if the return piping is eliminated there is no way for air or vapor in the fuel delivery pipe to be purged and it is accumulated in the fuel delivery pipe, resulting in decrease of fuel amount to be injected. A fuel system and a method for supplying fuel are known from US-A-5 074 271 according to which, during starting, the fuel injection pulse width has to be increased and, after the engine has first fired, the pulse width has to be shortened again. Furthermore, the JP-A-1 092 545 discloses a fuel system and a method for supplying fuel, according to which a high temperature condition and the initial combustion are detected. The fuel injection amount is increased by an asynchronous injection pulse if vapors which are likely to be produced at a high temperature condition are detected in the fuel system to counter vapor in the fuel system. It is an object of the present invention to provide a fuel supply system for internal combustion engines comprising a fuel tank, a fuel injector, fuel piping means for supplying fuel from the fuel tank to the injector and having no fuel return piping to the fuel tank, and an electronic control unit, and to provide a method for supplying fuel to such a system which is capable of enhancing the start of the engine under a high temperature condition. According to the invention, with respect to the apparatus, this object is achieved by the features of claim 1 and with respect to the method it is achieved by the features of claim 6. Advantageous further developments are set out in the dependent claims. According to the present invention, the fuel system and method is applicable to an example of a delivery pipe in which at least one of the connectors for supplying fuel to the injectors connected to the fuel delivery pipe is extended to an upper portion of the delivery pipe and sucking ports of the connectors are opened at the upper portion of the inside of the fuel delivery pipe. Preferably, a fuel pipe is branched off from a fuel piping located at an upstream of the fuel delivery pipe and is mounted above the fuel delivery pipe. The fuel pipe and the fuel delivery pipe are connected each other by a connecting orifice. The fuel delivery pipe can purge the air or vapor, which has accumulated in the fuel delivery pipe before an engine starts, through at least one of the injectors during engine cranking period. As to small amount of air mixed with fuel during engine operation, it can be broken into small size at the connecting orifice and accumulated in the fuel pipe so that it may be purged from the injectors. In the accompanying drawings: Fig. 1 is a front cross-sectional view of a first example of a delivery pipe to which present invention is applicable; Fig. 2 is a side cross-sectional view of first example shown in Fig. 1; Fig. 3 is a front cross-sectional view of a second example of a delivery pipe to which present invention is applicable; Fig. 4 is a front cross-sectional view of a third example of a delivery pipe to which present invention is applicable; Fig. 5 is a front cross-sectional view of a fourth example of a delivery pipe to which present invention is applicable; Fig. 6 is a schematic view of a fuel supply system according to the present invention; Fig. 7 is a flow chart showing an initial routine performed by an ECU shown in Fig. 6; Fig. 8 is a flow chart showing a start injection routine performed by the ECU shown in Fig. 6; Fig. 9 is a flow chart showing an initial explosion flag setting routine performed by the ECU shown in Fig. 6; Fig. 10 is a time chart for explaining the flow charts in Figs. 7, 8 and 9; Fig. 11 is a graph showing a relation between water temperature and a basic pulse; Fig. 12 is a graph showing a relation between water temperature when engine is operated under high temperature condition and a pulse; Fig. 13 is a graph showing a relation between intake air temperature when engine is operated under high temperature condition and a pulse; and Fig. 14 is a flow chart showing another example of the initial explosion flag setting routine. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, reference is made to Fig. 6 showing a fuel injection control system which comprises a fuel supply system of the present invention. In a multi-cylinder engine E, an intake pipe 20 is attached to an engine body 10. At an upstream of the intake pipe 20, a throttle body 24, in which a throttle valve 23 operated by an acceleration pedal not shown in Fig. 6 is installed, is connected thereto. At a downstream of the throttle valve 23, there is installed a surge tank 19 having an intake air temperature sensor 25 therein. An idle speed control valve 17 for controlling by-pass air and intake air pressure sensor 18 are attached to the throttle body 24. At the end of the downstream of the intake pipe 20, an injector 2 for injecting fuel to each cylinder of the engine E is mounted. An air cleaner 16 is installed at an upstream of the throttle body 24. A spark plug 29 is mounted on a cylinder head 28 of each cylinder of the engine E. A sensor 32 for detecting temperature of cooling water circulating in the engine body 10 is installed in a cylinder block 11. A rotational angular sensor 33 is provided for generating a signal at each predetermined rotational angle of a crankshaft of the engine E not shown in the drawing. A starter motor 39 for cranking the engine E is connected to a battery 31 through a key switch 30. The starter motor 39 is driven by the battery 31 by the operation of the key switch 30. The key switch having four positions, "OFF", "ACC", "ON" and "START" is operated by a key not shown in the Figure. As the key switch 30 is turned from the "OFF" position to the "ACC" position, electric power is supplied to head lights and a radio, etc. As the key switch 30 is turned to "ON", electric power is supplied from the battery 31 to an electronic control unit which will be explained later. At the "START" position, the electric power is supplied to the starter motor 39. An electronic control unit (hereinafter referred to as ECU) 12 is operated by electric power supplied from the battery 31. Information such as intake air temperature TA, intake pressure Pm, water temperature Tw and engine speed Ne are fed to the ECU from the intake air temperature sensor 25, the intake air pressure sensor 18, the water temperature sensor 32 and the rotational angular sensor 33, respectively. The ECU 12 generates output signals for driving the injectors 2 and a fuel pump 15 according to the aforementioned input information. In the ECU 12, a memory 12a is provided for temporarily storing signals from the various sensors and results of calculation. In the fuel supply system, the fuel pump 15 for pumping fuel is installed in a fuel tank 14. A fuel piping 26 connects the fuel pump 15 and a fuel delivery pipe 1 through a fuel pressure regulator 27 and a fuel filter 9. The fuel delivery pipe 1 is connected to a fuel pipe 3 by a connector 4 and connected to each injector through a connector 4. The delivery pipe 1 temporarily stores fuel therein and distributes fuel to the injectors 2. Intake negative pressure is introduced to the fuel pressure regulator 27 through a negative pressure piping 35. Thus the fuel pressure in the fuel delivery pipe 1 is maintained at a predetermined value by the fuel pressure regulator 27. The pressure regulator 27 may be installed within the fuel tank 14 and, instead of the intake negative pressure, atmospheric pressure or an fuel tank inner pressure may be introduced to the pressure regulator 27. It is to be noted that the fuel supply system in Fig. 6 has no fuel return piping and the fuel pressure regulator 27 is provided between the fuel pump 15 and the fuel delivery pipe 1. The above-described fuel supply system is applicable to examples of a delivery pipe which are shown in Figs. 1 through 5. In a first example shown in Figs. 1 and 2, all the connectors 1a of the fuel injectors 2 are extended into an upper portion in the fuel delivery pipe 1, and the fuel sucking ports of the connectors la which supply fuel to the injectors 2 are opened at the upper portion of the fueldelivery pipe 1. The fuel pipe 3 is branched off at the upstream of the fuel delivery pipe 1 through a branch intersection 5 connected to a fuel piping 6 which is designated by a reference numeral 26 in Fig. 6. The fuel pipe 3 is mounted above the fuel delivery pipe 1 in parallel therewith. The closed end portion of the fuel pipe 3 and the closed end portion of the fuel delivery pipe 1 are connected with each other by means of a pipe-shaped connecting orifice 4. The connecting orifice 4 is extended into the fuel pipe 3 and opened at an upper portion in the back-end of the fuel pipe 3. The first example operates in the following manner. (1) Air mixed in the fuel piping 6 is separated by floating force at the branch intersection 5 and delivered to the fuel pipe 3 to be stored therein. When the injectors 2 are operated to inject fuel intermittently into the engine, there occurs pressure fluctuation between the fuel in the delivery pipe 1 and in the fuel pipe 3. Because of this, the air is broken into small size, sucked into the fuel delivery pipe 1 through the connecting orifice 4 and then injected with fuel through the injectors 2. That is, the air in the fuel is purged by operation of the injectors 2. Decrease of injected fuel amount is negligible, because the air purged in one injection is very small and fuel pressure during operation of the injectors 2 is actually increased due to expansion of the air stored in the fuel pipe 3. Thus, engine driveability is kept in the same level as normal operation when there is no air in the fuel pipe 3. (2) Fuel vapor generated in the fuel delivery pipe 1 at high temperature is transferred to the fuel delivery pipe 3 through the branch intersection 5, because the vapor is lighter than fuel. The vapor is purged in the same way as the air above mentioned. (3) In a particular case such as engine mounting at a factory, a large amount of air which can not be stored in the fuel pipe 3 may be mixed. In this case, the large amount of the air can be purged through the injectors 2 during engine cranking period, because all the connectors la are opened at the upper portion in the fuel delivery pipe 1 for sucking the air into the injectors 2 with ease. In a second example shown in Fig. 3, only one of the connectors 1a, i.e. the right-most connector in the Figure, which connects the fuel delivery pipe 1 with the injectors 2 is extended into the upper portion in the fuel delivery pipe 1 at the closed end portion thereof, and the sucking port of the extended connector 1a is opened at the upper portion in the fuel delivery pipe 1 while the sucking ports of the other connectors 1a are opened at the lower portion in the fuel delivery pipe 1. The second example operates in the same manner as the above-described first example with regard to the purging of air (1) and fuel vapor (2). In a particular case such as engine mounting at a factory, a large amount of air which can not be stored in the fuel pipe 3 may be mixed. In this case the large amount of the air will be purged in the following process. (3) When the amount of the air exceeds the amount that the fuel pipe3 can store therein, the excessive air will be purged gradually through the right-most connector la. In this case, the engine may be operated only by the cylinders with injectors 2 which are not connected to the extended connector la. During this operation, the engine output may be degraded a little, but this does not cause any problem because this operationoccurs only in the particular case as above mentioned. In a third example shown in Fig. 4, an orifice 7 is provided in the fuel piping 6 at an upstream of the branch intersection 5. All the connectors la of the injectors 2 are extended as in the above-described first example. According to this third example, the air is better separated fromfuel at the branch intersection 5 because the air mixed with fuel flowing through the fuel piping 6 is broken into smaller size by means of the orifice 7. In a fourth example shown in Fig. 5, a spacer 8 is added to the first example of Figs. 1 and 2. The spacer 8 is provided in the fuel pipe 3, so that the cross sectional area of the fuel pipe 3 at the neighborhood above the connecting orifice 4 is made smaller than that of otherportion, with a small gap left between the spacer 8 and the extended upper end of the connecting orifice 4. According to this fourth example, when the amount of air or fuel vapor contained in the fuel pipe 3 becomes less than the predetermined amount, the sucking port of the connecting orifice 4 does not come into contact with the air or fuel vapor. Thus a certain amount of the air or vapor-remains in the fuel pipe 3. Because of expansion of the remaining air or vapor in the fuel pipe 3, pressure fluctuation in the fuel piping 6, the fuel delivery pipe 1 and the fuel pipe 3 is controlled, resulting in smaller pressure fluctuation in the whole fuel supply system. Hereinafter, an overall operation of the fuel supply system shown in Fig. 6, particularly the operation of the ECU 12, will be explained with reference to Figs. 7 through 14. It is to be understood that an initial routine shown in Fig. 7 starts as the key switch 30 is turned to the "ON" position from the "OFF" position or "ACC" at a timing t1 shown in Fig. 10. When the key switch 30 is turned to the "START" position from the "ON" position at a timing t2, a start injection routine shown in Fig.8 is processed. An initial explosion flag setting routine shown in Fig. 9 is repeated at every predetermined crank angle, interrupting the start injection routine of Fig. 8. At the timing t1 in Fig. 10, the key switch 30 is turned to the "ON" position, and electric power is supplied to ECU 12 from the battery 31. At this time, as shown in Fig. 10, a rated battery voltage (12V in this embodiment) is supplied to the ECU 12 which turns on the initial routine shown in Fig. 7. As the initial routine starts, ECU 12 judges whether the engine E is under high temperature condition or not in steps 100 and 110 shown in Fig. 7. That is, the ECU 12 judges whether the water temperature TW detected by the water temperature sensor 32 is higher than a predetermined water temperature TWa in the step 100. It also judges whether the intake air temperature TA detected by the intake air temperature sensor 25 is higher than a predetermined intake air temperature TAa in the step 110. If either one of the steps 100 or 110 in Fig. 7 is not affirmative, the ECU 12 judges that the engine E is not under high temperature condition and then moves to a next step 120. In the step 120, the ECU 12 calculates a starting pulse TSTA not modified by high temperature condition, i.e. a basic pulse TBSE and the basic pulse TBSE is memorized in the memory 12a as TSTA. The basic pulse TBSE is the value calculated according to water temperature TW at a given time, using, for example, the map shown in Fig. 11 in which the basic pulse TBSE is set lower as the water temperature TW becomes higher. The ECU 12 finishes the initial routine when the TSTA has been calculated. When both of the steps 100 and 110 in Fig. 7 are affirmative (TW>TWa, TA>TAa), the ECU judges that the engine E is under high temperature condition and moves to a next step 130. In the step 130 the ECU calculates the starting pulse TSTA modified by the high temperature condition, i.e. a high temperature pulse TPURG and memorizes the TPURG in the memory 12a as the TSTA. The high temperature pulse TPURG is calculated according to the water temperature TW and the intake air temperature TA at that time, using, for example, maps shown in Figs. 12 and 13. That is, TPURG1 and TPURG2 are determined according to the water temperature TW and the intake air temperature TA, respectively, and the added value thereof makes TPURG(TPURG=TPURG1+TPURG2) . Therefore, the higher become the water and intake air temperature, the longer is the high temperature pulse TPURG. After the starting pulse has been calculated at the step 130, the ECU 12 finishes the initial routine. Thus, when the engine is restarted under the high temperature condition, the high temperature pulse TPURG is set as TSTA at the timing t1. At the timing t2 shown in Fig. 10, the key switch 30 is turned to the "START" position and the starter motor 39 begins to run. While the starter motor 39 is cranking the engine E, the rotational speed Ne of the engine E is kept at the same speed as that of the starter motor 39 (100through 200 rpm). At the same time the battery voltage VB drops due to operation of the starter motor 39 (about 8 Volts). At the timing t2 the start injection routine shown in Fig. 8 is also started. The ECU 12 judges whether an initial explosion flag XEXP is 1 or 0 at a step 200 shown in Fig. 8. The initial explosion flag XEXP is determined by the initial explosion flag setting routine shown in Fig. 9 which will be explained in the following. In Fig. 9, the ECU 12 calculates battery voltage variation Δ VB from the battery voltage VBi-1 at the time of previous calculation and VBi at this time(Δ VB=VBi-VBi-1) . Then the ECU 12 judges whether the voltage variation Δ VB is larger than a predetermined value Va or not at a step 310. During the period from t2 to t3 shown in Fig. 10, the battery voltage VB is kept approximately constant (about 8 Volts) because of cranking the engine by the starter motor 39. The battery voltage variation Δ VB, therefore, is smaller than the predetermined value Va, causing the ECU 12 move from the step 310 to the step 320 where the initial explosion flag XEXP is set to "0". At a timing t3 shown in Fig. 10, the engine E generates torque due to the initial explosion, and the battery voltage VB rises up rapidly because the load of the starter motor 39 becomes lighter rapidly. This makes the battery voltage variation Δ VB larger than the predetermined value Va. As the ECU 12 detects this, it judges that the initial explosion occurred and moves to a next step 330 from the step 310, turning the initial explosion flag to "0". At this timing t3, the engine speed Ne also rises up according to the initial explosion. Thus, the initial explosion flag XEXP is kept as "0" until the timing t3 shown in Fig. 10 and thereafter it is set as "1". Therefore, the ECU 12 always goes to a step 210 from the step 200 shown in Fig. 8 during the period from t2 and t3. The ECU 12 outputs at the step 210 the same TSTA pulse (the basic pulse TBSE or the high temperature pulse TPURG) as was memorized in the memory 12a in the initial routine shown in Fig. 7 to the injectors 2. Because the high temperature pulse TPURG is set substantially larger than the basic pulse TBSE, the fuel vapor generated in the injectors 2 and the fuel delivery pipe 1 when the engine is operated under high temperature condition can be exhausted through the injectors 2 driven by the high temperature pulse TPURG. After the ECU 12 outputs the starting pulse TSTA, it moves from the step 210 to 260 shown in Fig. 8. At the step 260, the ECU 12 determines whether the present engine speed Ne is higher than the start judgment speed Nstart. The start judgment speed Nstart is a predetermined value for judging engine start. The fact that the engine speed Ne reached the engine start judgment speed Nstart indicates that the engine E reached the normal operation. During the cranking period between t2 and t3, the step 260 becomes negative so that the ECU operation returns to the step 200. Therefore, the ECU 12 repeats the steps 200, 210 and 260 until the timing t3 comes i.e. until the initial explosion takes place. As the initial explosion flag XEXP turns to "1" at the timing t3 shown in Fig. 10, the ECU 12 judges that the fuel vapor in the injectors 2 and the fuel delivery pipe 1 has been purged and moves from the step 200 to the step 220 shown in Fig. 8. At the step 220, the ECU 12 subtracts a predetermined value A from the starting pulse TSTA which has been memorized in the memory 12a in the initial routine shown in Fig. 7. Then, the ECU 12 moves from the step 220 to the step 230 where it judges whether the starting pulse TSTA calculated at the step 220 is larger than the basic pulse TBSE or not. If the starting pulse TSTA is larger than the basic pulse, the ECU 12 moves to the step 250 where it outputs the starting pulse TSTA to the injectors 2. If the starting pulse TSTA is smaller than the basic pulse TBSE at the step 230, the ECU 12 moves to the step 240 where it uses the basic pulse TBSE as the starting pulse TSTA. In other words, the ECU 12, through the operation at the steps 230 and 240, forbids that the starting pulse TSTA becomes smaller than the basic pulse TBSE. At a step 260, the ECU 12 determines whether the present engine speed Ne is larger than the start judgment speed Nstart. During the period between the timing t3 and t4 shown in Fig. 10, the step 260 is not affirmative (Ne<Nstart), making the ECU 12 return to the step 200. The ECU 12 repeats the steps 200, 220, 230, 250 and 260 until the timing t4 comes, i.e. until the engine speed Ne becomes higher than the start judgment speed Nstart. During this operation the starting pulse TSTA is decreased gradually by the step 220. At a timing t4 shown in Fig. 10, the step 260 becomes affirmative (Ne>Nstart). At this time the ECU 12 judges that the engine rotation is stabilized and terminates the operation of the start injection routine. Hereafter, the ECU 12 moves to an after-start routine which is not shown in the drawing and continues a normal injection control. The conventional return piping is eliminated in the fuel supply system. The fuel vapor generated by engine operation at high temperature can be effectively purged through the injectors 2 without having the return piping as described above. As opposed to the conventional fuel injection control system which uniformly sets the timing for increasing injection fuel amount, the fuel supply system according to this invention avoids excessive increase of fuel amount to be injected and attains proper control of the fuel supply. Thus, problems such that air-fuel ratio becomes over-rich or spark plugs get wet by fuel can be solved. Moreover, the engine E can be easily restarted under high temperature condition. It is to be noted that the initial explosion flag setting routine shown in Fig. 9 can be substituted by a routine shown in Fig. 14. In Fig. 14, the ECU 12 calculates at a step 400 the engine speed variation ΔNe from the engine speed Nei-1 at the previous operation and the engine speed Nei at this time (ΔNe=Nei-Nei-1). During the period between t2 and t3, wherein the engine is being cranked, the engine speed variation ΔNe is smaller than the predetermined value C. Accordingly, the ECU 12 performs consecutively the steps 400, 410 and 420, and at the step 420 it sets the initial explosion flag as "0". At the timing t3 shown in Fig. 10, the engine speed Ne begins to increase and the variation of the engine speed ΔNe exceeds the predetermined value C. Then, the steps of the ECU 12 move from 400 to 410 and from 410 to 430, and at the step 430 the initial explosion flag is set to "1". Thus, in the routine shown in Fig. 14, the engine speed variation ΔNe is used as a parameter to determine the initial explosion. According to the present invention, for example, the high temperature pulse TPURG can be switched to the basic pulse TBASE immediately after detection of the initial explosion, i.e. at the timing t3 in Fig. 10, as opposed to the process wherein the high temperature pulse TPURG is gradually decreased to the level of the basic pulse TBSE as explained above. It is also possible to increase gradually the high temperature pulse after start, i.e. at the timing t1, as opposed to the process wherein the high temperature pulse is used immediately after detection of start at the timing t1. Applying the above-mentioned embodiments to the fuel supply system shown in Fig. 6, the vapor gas can be effectively exhausted from the injectors and the engine can be easily re-started even at a high temperature by properly increasing the amount of fuel to be injected. In a fuel supply system for internal combustion engines, a fuel delivery pipe 1 to which fuel injectors 2 are mounted through respective connectors 1a is connected to a fuel tank 14 through a fuel piping 6 without return piping. At least one of the connectors 1a of the injectors 2 is extended upwardly to open at an upper portion in the delivery pipe 1. A fuel pipe 3 which is branched off from the fuel piping 6 is provided above the delivery pipe 1, and the fuel pipe 3 and the delivery pipe 1 are connected with each other by a connecting orifice 4. The connecting orifice 4 also extends upwardly to open at an upper portion in the fuel pipe 3. In the event that air or fuel vapor is generated in the fuel supply system, it is accumulated in the fuel pipe 3 and then gradually introduced into the delivery pipe 1 through the connecting orifice 4, and rapidly purged with fuel through the extended connectors 1a and the injectors 2 when the injectors 2 inject fuel into an engine.

Claims: A fuel supply system of an internal combustion engines comprising a fuel tank (14), a fuel injector (2), fuel piping means (1, 3) for supplying fuel from said fuel tank to said injector and having no fuel return piping to said fuel tank, and an electronic control unit (12) for producing a pulse to control a fuel injection amount of said injector, wherein said electronic control unit comprises: means (100, 110) for determining whether said engine (E) is under high temperature condition or not; means (120, 130) for calculating a start pulse (TSTA) at the time of engine starting so that a high temperature pulse (TPURG; which increases with an increase in a temperature (TW, TA) of the engine, is set as the start pulse when it is determined that said engine is under high temperature condition; means for determining whether an initial explosion of said engine has occurred or not; and means for decreasing said start pulse from said high temperature pulse (TPURG) to a basic pulse (TBSE) after it is determined that said initial explosion has occurred. A fuel supply system according to claim 1, wherein said initial explosion determining means calculates a battery voltage variation (ΔVB) and determines that the initial explosion has occurred when said battery voltage variation becomes larger than a predetermined value (Va). A fuel supply system according to claim 1, wherein said initial explosion determining means calculates an engine speed variation (ΔNe) and determines that the initial explosion has occurred when said engine speed variation becomes larger than a predetermined value (C). A fuel supply system according to claims 1 to 3, wherein said start pulse determining means gradually increases said high temperature pulse (TPURG) after the initiation of engine starting. A fuel supply system according to claims 1 to 4, wherein said high temperature condition determining means determines that said engine is under high temperature condition when both of cooling water temperature (TW) and intake air temperature (TA) are higher than predetermined temperatures (Twa, TAa), respectively, and wherein said start pulse calculating means calculates said high temperature pulse in such a manner that it becomes longer as said water temperature (TW) and intake air temperature (TA) become higher. A method for supplying fuel from a tank (14) to an injector (2) using a fuel supply system of an internal combustion engines comprising a fuel tank (14), a fuel injector (2), fuel piping means (1, 3) for supplying fuel from said fuel tank to said injector and having no fuel return piping to said fuel tank, and an electronic control unit (12) for producing a pulse to ccntrol a fuel injection amount of said injector with the following steps: determining whether said engine (E) is under high temperature or not, calculating a start pulse (TPURG) which increases with an increase in a temperature (TW, TA) of the engine when starting the engine, when it is determined that said engine is under high temperature; determining whether an initial explosion of said engine has occurred; decreasing said start pulse from said high temperature pulse (TPURG) to a basic pulse (TBSE) after it is determined that said initial explosion has occurred. A method according to claim 6, wherein said determining of said initial explosion is performed by calculating a battery voltage variation (ΔVB) and determining that said battery voltage variation is becoming larger than a predetermined value (Va). A method according to claim 6, wherein said determining of said initial explosion is performed by calculating an engine speed variation (ΔNe) and determining that said engine speed variation is becoming larger than a predetermined value (C). A method according to claims 6 to 8, wherein said determining of said start pulse, is performed by gradually increasing said high temperature pulse (TPURG) after the initiation of engine starting. A method according to any of claims 6 to 9, wherein said determining of the high temperature condition is performed by detecting the cooling water temperature (TW), detecting the intake air temperature (TA), comparing both values with predetermined values (Twa, TAa), respectively, increasing said high temperature pulse (TPURG) when said intake air temperature (TA) and said water temperature (TW) increase.

Inventors: IWAMOTO SHINICHI, NAKASHIMA KAZUSHI, IWAMOTO, SHINICHI, NAKASHIMA, KAZUSHI
Applicants: DENSO CORP, DENSO CORPORATION
Application year: 1993
Main classification: F02D41
IPC codes: F02M69, F02D41