Fuel injected engine control device and method performing wall-adhered fuel accounting

Claim 2

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine; (b) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (c) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (c1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (c2) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (c3) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (c4) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (c5) modifying said actuating signal according to the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (c6) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; wherein the method used in subprocess (c2) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 3

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine; (b) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (c) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (c1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amont of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, (c2) performing the following processes in the specified order: (c2.1) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (c2.2) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (c2.3) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (c2.4) modifying said actuating signal according to the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (c2.5) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; but otherwise, if according to the current operational conditions of said internal combustion engine it is not proper to inject fuel through said fuel injection valve, (c3) performing the following process: (c3.1) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by subtracting therefrom the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; wherein the method used in subprocess (c2.1) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 4

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control method, comprising the processes, repeatedly and alternatingly and/or simultaneously performed, of: (a) sensing the current values of certain operational parameters of said internal combustion engine; (b) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (c) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (c1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amont of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, (c2) performing the following processes in the specified order: (c2.1) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (c2.2) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (c2.3) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (c2.4) modifying said actuating signal according to the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (c2.5) supplying said modified actuating signal to said fuel injection valve in such a fashion as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; but otherwise, if according to the current operational conditions of said internal combustion engine it is not proper to inject fuel through said fuel injection valve, (c3) performing the following process: (c3.1) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by subtracting therefrom the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; wherein the method used in subprocess (c2.1) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 5

An engine control method according to either one of claims 1 and 2, wherein the method used for calculating the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it is to multiply the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by the value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses.

Claim 6

An engine control method according to either one of claims 1 and 2, wherein the method used for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is to subtract from the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it, and to divide the result by unity less the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 7

An engine control method according to claim 3, wherein the method used for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is to subtract from the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it, and to divide the result by unity less the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 8

An engine control method according to either one of claims 1 and 2, wherein the method used for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 9

An engine control method according to claim 3, wherein the method used for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 10

An engine control method according to claim 4, wherein the method used for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 11

An engine control method according to claim 5, wherein the method used for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 12

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors, which sense the current values of certain operational parameters of said internal combustion engine; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d2) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d2.1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d2.2) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d2.3) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through aid fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d2.4) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and (d2.5) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; wherein the method used by said electronic computer in subprocess (d2.2) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 13

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors, which sense the current values of certain operational parameters of said internal combustion engine; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d2) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d2.1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d2.2) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d2.3) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through aid fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d2.4) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and (d2.5) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; wherein the method used by said electronic computer in subprocess (d2.2) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 14

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors, which sense the current values of certain operational parameters of said internal combustion engine; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d2) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d2.1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, (d2.2) performing the following processes in the specified order: (d2.2.1) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d2.2.2) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d2.2.3) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d2.2.4) modifying said actuating signal according to the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d2.2.5) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; but otherwise, if according to the current operational conditions of said internal combustion engine it is not proper to inject fuel through said fuel injection valve, (d2.3) performing the following process: (d2.3.1) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by subtracting therefrom the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; wherein the method used by said electronic computer in subprocess (d2.2.1) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 15

For an internal combustion engine with a combustion chamber system and comprising an air-fuel mixture intake system formed with walls and comprising an intake manifold, said internal combustion engine further comprising a fuel injection valve fitted to said intake manifold which is selectively opened and closed by selective supply of an actuating signal thereto and which when so opened injects liquid fuel into said intake manifold, said internal combustion engine and said fuel injection valve operating according to an operational cycle: an engine control device, comprising: (a) a plurality of sensors, which sense the current values of certain operational parameters of said internal combustion engine; (b) an interface device, which, whenever it receives a fuel injection valve control electrical signal, dispatches said fuel injection valve actuating signal to said fuel injection valve; and (c) an electronic computer, which receives supply of signals from said sensors indicative of said current values of said certain operational parameters of said internal combustion engine; (d) said electronic computer repeatedly and alternatingly and/or simultaneously: (d1) based upon the current values of said sensed operational parameters of said internal combustion engine, calculating the value of a first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, the value of a second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and the value of a third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses; and (d2) at time points in said operational cycle of said internal combustion engine and said fuel injection valve which are proper fuel injection time points, performing the following processes in the specified order: (d2.1) calculating, from the current value of a fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system, and the current value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses, the value of a fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; and, if according to the current operational conditions of said internal combustion engine it is proper to inject fuel through said fuel injection valve, (d2.2) performing the following processes in the specified order: (d2.2.1) calculating, from the current value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points, from the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, and from the current value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it, the value of a sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; (d2.2.2) calculating, from the current value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the current value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system, the value of a seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system; (d2.2.3) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by adding thereto the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system and by subtracting from the result of this addition the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; (d2.2.4) modifying said actuating signal according to the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse; and (d2.2.5) outputting to said interface device a fuel injection valve control electrical signal, based upon the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse, such as to cause said fuel injection valve to open for a time period which will allow an amount of fuel approximately equal to the fuel amount represented by said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse to pass through said fuel injection valve so as to be injected into said intake manifold; but otherwise, if according to the current operational conditions of said internal combustion engine it is not proper to inject fuel through said fuel injection valve, (d2.3) performing the following process: (d2.3.1) updating the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by subtracting therefrom the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it; wherein the method used by said electronic computer in subprocess (d2.2.1) for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is such that the sum of the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse and the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it less the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is approximately equal to the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points.

Claim 16

An engine control device according to either one of claims 10 and 11, wherein the method used by said electronic computer for calculating the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse time instant and the next fuel injection pulse time instant after it is to multiply the value of said fourth quantity representing the total amount of fuel adhering to said walls of said air-fuel mixture intake system by the value of said third quantity representing the proportion of the total amount of fuel adhering to said walls of said air-fuel mixture intake system which is sucked off therefrom to pass into said combustion chamber system of said internal combustion engine during the time interval between two successive fuel injection pulses.

Claim 17

An engine control device according to either one of claims 10 and 11, wherein the method used by said electronic computer for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is to subtract from the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it, and to divide the result by unity less the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 18

An engine control device according to claim 12, wherein the method used by said electronic computer for calculating the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse is to subtract from the value of said first quantity representing the desired amount of fuel to be provided to said combustion chamber system of said internal combustion engine during the time period between the next two fuel injection pulse time points the value of said fifth quantity representing the amount of fuel from the total amount of fuel adhering to said walls of said air-fuel mixture intake system which will be sucked off therefrom to pass into said combustion chamber system of said internal combustion engine in the time interval between the next fuel injection pulse and the next fuel injection pulse after it, and to divide the result by unity less the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 19

An engine control device according to either one of claims 10 and 11, wherein the method used by said electronic computer for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 20

An engine control device according to claim 12, wherein the method used by said electronic computer for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 21

An engine control device according to claim 13, wherein the method used by said electronic computer for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.

Claim 22

An engine control device according to claim 14, wherein the method used by said electronic computer for calculating the value of said seventh quantity representing the amount of fuel from the next fuel injection pulse that will adhere to said walls of said air-fuel mixture intake system is to multiply the value of said sixth quantity representing the actual fuel amount to be injected through said fuel injection valve in the next fuel injection pulse by the value of said second quantity representing the proportion of fuel in one pulse of fuel injected through said fuel injection valve which will adhere to said walls of said air-fuel mixture intake system.