JP3854426B2 - Control device for industrial vehicle engine system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to, for example, a fuel pump used for pumping fuel to an engine for an industrial vehicle. The present invention relates to a control device.
[0002]
[Prior art]
  Conventionally, for example, there is a fuel pump that is provided in association with an engine for an industrial vehicle and is used for pumping fuel to the engine. Some fuel pumps provided in certain types of engines are controlled in accordance with the operation operation of the engine, and several control devices and control methods have been proposed. Many conventional fuel pumps are started prior to engine cranking by a starter, and are stopped immediately after the engine is stopped.
[0003]
  Japanese Patent Laid-Open No. 7-166992 discloses an example of a control device and a control method for this type of fuel pump. In the control of this publication, in order to start the engine easily and in a short time, the fuel pump is operated in advance before the starter is started, and the operation time is adjusted in advance. In the control of this publication, the fuel pump is driven in advance by a time called “delay time” immediately at the moment when the engine key changes from “off” to “on”. The “delay time” is adjusted or changed based on a predetermined evaluation criterion.
  In the control of this publication, two predetermined “delay times”, that is, a “long delay time” of about 30 seconds, which is performed only for the first time to pressurize the empty fuel supply circuit, and A “short delay time” of about 1 second, which is performed for subsequent starting, is set. The “long delay time” is selected when two conditions are satisfied: the engine has not been operated at all before, and the driver has operated the floor position of the accelerator pedal. It has become.
[0004]
  On the other hand, in industrial vehicles, such as conventional golf carts. By starting and stopping the starter switch by operating the accelerator pedal, the starter is started and stopped, and the engine is started and stopped.
[0005]
[Problems to be solved by the invention]
  However, in the conventional fuel pump control, the fuel pump is operated in advance for the “delay time” prior to starting the starter associated with the operation of the engine key. For this reason, the burden on the battery increases by the amount of the “delay time”, and depending on the state of charge, there is a risk of causing the battery to rise. This is because the electric fuel pump is one of the electric systems of the engine that increases the burden on the battery. Here, in general, the battery for an engine is provided with a charging device using the engine as a drive source. For this reason, after the starter is started, power supply to the fuel pump is not burdened by the battery.
[0006]
  When the conventional fuel pump control is applied to an engine of a golf cart, it is conceivable that the fuel pump is started in advance by the “delay time” prior to starting the starter associated with the operation of the accelerator pedal. In this case, the same problem as above can be considered.
[0007]
  On the other hand, when the starter is started / stopped by operating the accelerator pedal and the engine is started / stopped as in the golf cart, engine driving feeling with respect to the accelerator pedal operation becomes a problem. For example, the engine may suddenly start at the same time as the operation of the accelerator pedal is started, or the engine may not easily stop until the pedal returns to its original position even though the operation of the accelerator pedal is released.
[0008]
  The present invention has been made in view of the above-mentioned circumstances, and a first object of the invention is to control an industrial vehicle engine system capable of reducing the burden on the power source and minimizing power consumption. Is to provide.
  In addition to the first object, a second object of the present invention is to provide a control device for an industrial vehicle engine system that can improve the engine driving feeling with respect to the operation of an accelerator pedal.
[0009]
[Means for Solving the Problems]
In order to achieve the first object, the invention according to claim 1 provides:StarterIs provided in an engine that is started by an accelerator pedal and operated by an accelerator pedal, and an injector that injects and supplies fuel to the engine, an ignition plug that is provided in the engine, an electric fuel pump that pumps fuel to the injector, andStarterWhen the accelerator pedal is depressed to start the engine in an industrial vehicle engine system control device that controlsStart the starter and wait for the voltage across the starter terminals to exceed the specified reference value.It is intended that the fuel pump is started, and at the same time, a start control means for executing fuel injection control by the injector and ignition control by the spark plug is provided.
[0010]
  According to the configuration of the above invention, when the accelerator pedal is depressed to start the engine, the start control meansWait until the starter is started and the voltage across the starter terminals exceeds the specified reference value.The electric fuel pump is started, and simultaneously, fuel injection control by the injector and ignition control by the spark plug are executed. ThisStarterHelps to start the engineAfterIn addition, the fuel pump starts to pump fuel to the injector. Therefore,StarterOnly the fuel pump is not activated in advance prior to the activation of the engine.
[0011]
  In order to achieve the first object, the invention according to claim 2 provides:StarterIs provided in an engine that is started by an accelerator pedal and operated by an accelerator pedal, and an injector that injects and supplies fuel to the engine, an ignition plug that is provided in the engine, an electric fuel pump that pumps fuel to the injector, andStarterWhen the accelerator pedal is depressed to start the engine in an industrial vehicle engine system control device that controlsStart the starter and wait for the voltage across the starter terminals to exceed the specified reference value.When the fuel pump is started, and at the same time, the fuel injection control by the injector and the ignition control by the ignition plug are executed, and when the depression of the accelerator pedal is released to stop the engine,StarterAt the same time, the fuel pump is stopped, and at the same time, the fuel injection control by the injector and the stop control means for stopping the ignition control by the spark plug are provided.
[0012]
  According to the configuration of the above invention, when the accelerator pedal is depressed to start the engine, the start control meansWait until the starter is started and the voltage across the starter terminals exceeds the specified reference value.The electric fuel pump is started, and simultaneously, fuel injection control by the injector and ignition control by the spark plug are executed. ThisStarterHelps to start the engineAfterIn addition, the fuel pump starts to pump fuel to the injector. Therefore,StarterOnly the fuel pump is not activated in advance prior to the activation of the engine.
  On the other hand, when the accelerator pedal is released to stop the engine, the stop control meansStarterAt the same time, the fuel pump is stopped, and at the same time, the fuel injection control by the injector and the ignition control by the spark plug are stopped. Therefore, power supply from the power source to the fuel pump is not continued after the engine stop is requested.
[0013]
  In order to achieve the second object, according to a third aspect of the present invention, in the configuration of the first or second aspect of the present invention, the activation control means is a predetermined control unit in which the accelerator stroke of the accelerator pedal is not a non-operating state. When the required start stroke is reachedStart the starter and wait for the voltage across the starter terminals to exceed the specified reference value.The intent is to start the fuel pump and simultaneously execute the fuel injection control by the injector and the ignition control by the spark plug.
[0014]
  According to the configuration of the above invention, in addition to the operation of the invention of claim 1 or 2, when the accelerator pedal is depressed from the non-operation state and the accelerator stroke reaches a predetermined start request stroke,The starter is started and the voltage across the starter terminals exceeds the specified reference value Waiting forThe fuel pump is started, and simultaneously, fuel injection control by the injector and ignition control by the spark plug are executed. Therefore, the engine is not suddenly started simultaneously with the depression of the accelerator pedal.
[0015]
  In order to achieve the above object, according to a fourth aspect of the present invention, in the configuration of the second aspect of the present invention, the activation control means has reached a predetermined start request stroke in which the accelerator stroke of the accelerator pedal excludes a no-operation state. sometimesStart the starter and wait for the voltage across the starter terminals to exceed the specified reference value.The fuel pump is started, and at the same time, fuel injection control by the injector and ignition control by the spark plug are executed, and the stop control means excludes the accelerator stroke of the accelerator pedal from the non-operating state.Smaller than the required start strokeWhen returning to the predetermined stop request strokeStarterAt the same time, the fuel pump is stopped, and simultaneously, the fuel injection control by the injector and the ignition control by the spark plug are stopped.
[0016]
  According to the configuration of the invention described above, in addition to the operation of the invention of claim 2, when the accelerator pedal is depressed from the no-operation state and the accelerator stroke reaches a predetermined start request stroke,Wait until the starter is started and the voltage across the starter terminals exceeds the specified reference value.The fuel pump is started, and simultaneously, fuel injection control by the injector and ignition control by the spark plug are executed. Therefore, the engine is not suddenly started simultaneously with the depression of the accelerator pedal.
  On the other hand, when the accelerator stroke of the accelerator pedal returns to a predetermined stop request stroke smaller than the start request stroke excluding the no-operation state,StarterWith fuel pumpButAt the same time, the fuel injection control by the injector and the ignition control by the spark plug are stopped. Therefore, the engine stop is not delayed until the accelerator pedal returns to the no-operation state.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
[0018]
  FIG. 1 shows a schematic configuration of an engine system mounted on a golf cart that is one of industrial vehicles. The engine 1 is a single cylinder reciprocating engine having a known structure. The engine 1 drives the piston 5 by causing fuel and air supplied through the intake passage 2, that is, a combustible mixture, to explode and burn in the combustion chamber 3 and exhausting the exhaust gas after combustion through the exhaust passage 4. The crankshaft 6 is rotated to obtain power.
[0019]
  The starter 7 that is drivingly connected to the crankshaft 6 constitutes the starting auxiliary machine of the present invention. The starter 7 is driven and controlled to assist the start of the engine 1. A starter relay 8 provided along with the starter 7 is turned on / off to control power supply to the starter 7. The starter 7 functions as a generator by being driven by the power of the engine 1 after the start of the engine 1 is completed. The electric power generated in the starter 7 is charged in a battery 9 described later through a power line (not shown).
[0020]
  The air cleaner 11 provided in the intake passage 2 is for purifying the air taken into the passage 2. The electronic throttle device 12 provided in the intake passage 2 is opened and closed to adjust the amount of air (intake amount) that flows through the passage 2 and is sucked into the combustion chamber 3. The electronic throttle device 12 includes a throttle valve 13 disposed in the intake passage 2, a DC motor 14 for driving the valve 13, and a throttle for detecting the opening (throttle opening) TA of the throttle valve 13. Sensor 31. The throttle sensor 31 detects the throttle opening degree TA and outputs an electric signal corresponding to the detected value.
  The electronic throttle device 12 operates based on an operation (depression) of an accelerator pedal 15 provided in the driver's seat. As is well known, the accelerator pedal 15 is for operating the engine 1 including acceleration and deceleration. The accelerator pedal 15 returns to the original position in the non-operating state by releasing the depression. The accelerator sensor 32 provided along with the accelerator pedal 15 detects the depression amount of the accelerator pedal 15, that is, the accelerator stroke AS, and outputs an electric signal corresponding to the detected value.
[0021]
  An injector 17 provided in an intake port communicating with the combustion chamber 3 is for injecting and supplying fuel pumped from a fuel tank 18 by a fuel pump 19 and a fuel pipe 20 to the intake port. The injector 17, the fuel tank 18, the fuel pump 19, and the like constitute a fuel supply device. An electric fuel pump 19 built in the fuel tank 18 is for pumping up the fuel stored in the tank 18, discharging it, and pumping it to the injector 17. A fuel filter 21 provided along with the fuel pump 19 is for filtering the fuel. Similarly, a pressure regulator 22 provided in association with the fuel pump 19 is for adjusting the pressure of the fuel pumped to the injector 17 to be constant. A pump relay 23 provided along with the fuel pump 19 is turned on / off to control power supply to the fuel pump 19.
  Here, when the pump relay 23 is turned on and the fuel pump 19 is operated, the fuel in the fuel tank 18 is pumped to the injector 17 through the fuel filter 21, the fuel pump 19 and the fuel pipe 20. The fuel pressure-fed to the injector 17 is injected into the intake port as the injector 17 is operated, and is supplied to the combustion chamber 3 together with the air flowing through the intake passage 2.
[0022]
  A spark plug 24 provided in the engine 1 corresponding to the combustion chamber 3 operates by receiving a high voltage output from the ignition coil 25. The ignition coil 25 is for outputting a high voltage for ignition to the spark plug 24 in response to a change in the rotation angle of the crankshaft 6. The operation timing of the spark plug 24, that is, the ignition timing is determined by the output timing of the high voltage output from the ignition coil 25. That is, by controlling the ignition coil 25, the operation of the spark plug 24 is controlled.
[0023]
  The crankshaft 6 is provided with a flywheel 26. A crank angle sensor 33 comprising an electromagnetic pickup disposed opposite to the outer periphery of the flywheel 26 detects the rotational speed of the crankshaft 6, that is, the engine rotational speed NE, and outputs an electrical signal corresponding to the detected value. is there. A pair of protrusions 26 a and 26 b are provided adjacent to the outer periphery of the flywheel 26. Each time the flywheel 26 rotates with the rotation of the crankshaft 6 and the crank angle sensor 33 detects the passage of the protrusions 26a and 26b, the sensor 33 outputs one pulse signal. In this embodiment, every time the crankshaft 6 rotates once, two pulse signals are continuously output from the crank angle sensor 33.
[0024]
  A transmission 27 connected to the crankshaft 6 is provided with a vehicle speed sensor 34 for detecting the vehicle speed SP of the golf cart. The transmission 27 is for shifting the rotation of the crankshaft 6 and transmitting it to drive wheels (not shown). A rotor 28 is provided on the gear shaft 27 a of the transmission 27. On the outer periphery of the rotor 28, four protrusions 28a are provided at equal angular intervals. The vehicle speed sensor 34 is composed of an electromagnetic pickup disposed opposite to the outer periphery of the rotor 28. Whenever the rotor 28 rotates with the rotation of the gear shaft 27a and the vehicle speed sensor 34 detects the passage of each protrusion 28a, the sensor 34 outputs one pulse signal.
[0025]
  The oil temperature sensor 35 provided in the engine 1 detects the temperature (oil temperature) THO of the lubricating oil flowing inside the engine 1 and outputs an electrical signal corresponding to the detected value. This oil temperature THO reflects the warm-up state of the engine 1. An intake pressure sensor 36 provided in the intake passage 2 detects a pressure (intake pressure) PM in the intake passage 2 and outputs an electric signal corresponding to the detected value.
[0026]
  In this embodiment, the throttle sensor 31, the crank angle sensor 33, the vehicle speed sensor 34, the oil temperature sensor 35, the intake pressure sensor 36, and the like constitute an operation state detection unit for detecting the operation state of the engine 1. . The accelerator sensor 32 constitutes a driving operation amount detection means for detecting the accelerator stroke AS as a driving operation amount of the engine 1.
[0027]
  The battery 9 mounted on the golf cart constitutes a power source for the above-described electric devices and a controller 40 described later. A power key switch 29 provided along with the battery 9 is for operating the power supply to the controller 40. A check lamp 30 provided in the driver's seat is lit to indicate that the controller 40 is powered by the power key switch 29.
[0028]
  In this embodiment, the controller 40 inputs various signals output from the throttle sensor 31, the accelerator sensor 32, the crank angle sensor 33, the vehicle speed sensor 34, the oil temperature sensor 35, and the intake pressure sensor 36 described above. Similarly, the controller 40 inputs a voltage generated between the terminals of the starter 7 via the detection line 10. Based on these input signals, the controller 40 performs a starter relay 8, a DC motor 14, an injector 17, an ignition coil 25, a pump relay 23, and the like in order to execute fuel injection control, ignition control, electronic throttle control, fuel pump control, and the like. Each check lamp 30 is controlled. In this embodiment, the controller 40 constitutes a start control means and a stop control means in the present invention.
[0029]
  The controller 40 includes a known configuration, that is, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup RAM, an external input circuit, an external output circuit, and the like. The controller 40 constitutes a logical operation circuit formed by connecting a CPU, a ROM, a RAM, a backup RAM, an external input circuit, an external output circuit, and the like through a bus. The ROM stores in advance a predetermined control program related to the various controls. The RAM temporarily stores the calculation result of the CPU. The backup RAM stores data stored in advance. The CPU executes the above-described various controls according to a predetermined control program based on the detection values of the various sensors 31 to 36 input via the input circuit.
[0030]
  Here, the fuel injection control is to control the fuel amount (fuel injection amount) injected from the injector 17 and the injection timing thereof according to the operating state of the engine 1. The ignition control is to control the ignition operation by the spark plug 24 by controlling the ignition coil 25 according to the rotation of the crankshaft 4.
  The electronic throttle control is to calculate a target opening based on the detected accelerator stroke AS and to control the DC motor 14 so that the throttle opening TA becomes the target opening.
  In this embodiment, the fuel injection control, ignition timing control, and electronic throttle control are each started after the accelerator sensor 32 detects that the accelerator pedal 15 is depressed. Therefore, even if the controller 40 is powered by the power key switch 29, the engine 1 will not start unless the accelerator pedal 15 is depressed. Therefore, the idling state does not exist in the operation of the engine 1.
[0031]
  The fuel pump control is to control the fuel pump 19 together with the starter 7 by controlling the starter relay 8 and the pump relay 23 based on the detected accelerator stroke AS.
[0032]
  Next, the processing contents of the various controls executed by the controller 40 will be described in detail with a focus on fuel pump control. FIG. 2 is a flowchart showing the processing contents.
[0033]
  The controller 40 periodically executes the routine shown in FIG. 2 at predetermined intervals. First, in step 100, the controller 40 determines whether or not the power key switch 29 is turned on. That is, it is determined whether or not the controller 40 is powered on. Here, if the power key switch 29 is not turned on, the controller 40 once ends the subsequent processing.
  On the other hand, if the power key switch 29 is turned on, the controller 40 proceeds to step 110.
  In step 110, the controller 40 reads the value of the accelerator stroke AS detected by the accelerator sensor 32.
  In step 115, the controller 40 determines that the value of the read accelerator stroke AS is equal to or greater than the value of the start request stroke TSS as the start request operation amount of the present invention (for example, “10%” where the maximum stroke is 100%). Judge whether there is. If this determination is affirmative, the controller 40 proceeds to step 120 as it is. If this determination is negative, the controller 40 proceeds to step 160.
[0034]
  In step 160, the controller 40 determines that the value of the read accelerator stroke AS is equal to or less than the value of the stop request stroke TES as the stop request operation amount of the present invention (for example, “1%” where the maximum stroke is 100%). Judge whether there is. If this determination is negative, the controller 40 proceeds to step 120.
[0035]
  Transitioning from step 115 or step 160, in step 120, the controller 40 turns on the starter relay 8 in order to start the starter 7.
  Thereafter, in step 125, the controller 40 determines whether or not the value of the starter terminal voltage STE input through the detection line 10 is equal to or greater than a predetermined reference value E1. Then, after waiting for the value of the inter-terminal voltage STE to be equal to or higher than the reference value E1, the controller 40 proceeds to step 130 and executes the processes of step 130 to step 150 to start the engine 1. To do.
[0036]
  That is, in step 130, the controller 40 turns on the pump relay 23 to start the fuel pump 19.
  Further, the controller 40 executes the above-described ignition control in step 140, executes the above-described fuel injection control in step 150, and temporarily terminates the subsequent processing.
[0037]
  On the other hand, when the determination in step 160 is affirmative, the controller 40 shifts the process to step 170 and executes the processes of step 170 to step 200 in order to stop the engine 1.
  That is, in step 170, the controller 40 turns off the starter relay 8 in order to stop the starter 7. In step 180, the controller 40 turns off the pump relay 23 to stop the fuel pump 19.
  Thus, the controller 40 stops the fuel pump 19 together with the starter 7 when the accelerator pedal 15 is operated to stop the engine 1, that is, when the accelerator stroke AS is operated to the stop request stroke TES or less. It is supposed to let you.
  Further, the controller 40 stops the fuel injection control in step 190, stops the ignition control in step 200, and temporarily ends the subsequent processing.
[0038]
  FIG. 3 is a time chart showing the behavior of various parameters related to this control. As shown in FIG. 3, according to the control device of this embodiment, when the accelerator pedal 15 is depressed at time t1 or time t3 to start the engine 1, that is, the accelerator stroke AS is the start request stroke. When it becomes TSS or more, the fuel pump 19 is started together with the starter 7, and at the same time, fuel injection control and ignition control are executed. Then, after the fuel pump 19 or the like is started, the engine speed NE increases or decreases according to the change in the accelerator stroke AS.
  On the other hand, when the depression of the accelerator pedal 15 is released to stop the engine 1, that is, when the accelerator stroke AS is returned to the stop request stroke TES or less, the fuel pump 19 is stopped together with the starter 7, and At the same time, fuel injection control and ignition control are stopped. Then, when the fuel pump 19 or the like is stopped, the engine rotational speed NE rapidly decreases toward zero.
[0039]
  As described above, according to the configuration of the control device of the present embodiment, when the accelerator pedal 15 is depressed to start the engine 1, the controller 40 and the electric starter 7 together with the electric fuel pump. 19 is activated. As a result, the starter 7 assists the start of the engine 1 and at the same time, the fuel pump 19 starts to pump fuel to the injector 17 of the engine 1. Therefore, only the fuel pump 19 is not activated in advance prior to activation of the starter 7. For this reason, the burden on the battery 9 can be reduced, the consumption of the battery 9 can be reduced as much as possible, and the occurrence of problems such as battery exhaustion can be prevented.
  On the other hand, when the depression of the accelerator pedal 15 is released to stop the engine 1, the fuel pump 19 is stopped by the controller 40. Therefore, power supply from the battery 9 to the fuel pump 19 is not continued after the stop of the engine 1 is requested. Also in this sense, the burden on the battery 9 can be reduced, and the consumption of the battery 9 can be reduced as much as possible.
[0040]
  According to the configuration of the control device of the present embodiment, the starter 7 and the fuel pump 19 are not operated for the first time when the accelerator pedal 15 is operated from the non-operating state and the accelerator stroke AS reaches the predetermined start request stroke TSS. It is supposed to be activated. Accordingly, the start of the engine 1 is not suddenly started simultaneously with the depression of the accelerator pedal 15. For this reason, the driving | operation feeling of the engine 1 with respect to operation of the accelerator pedal 15 can also be improved.
  On the other hand, when the operation of the accelerator pedal 15 is released and the accelerator stroke AS returns to a predetermined stop request stroke TES excluding the no-operation state, the fuel pump 19 is stopped. Therefore, the stop of the engine 1 is not delayed until the accelerator pedal 15 returns to the no-operation state. Also in this sense, the driving feeling of the engine 1 with respect to the operation of the accelerator pedal 15 can be improved.
[0041]
  The present invention is not limited to the above-described embodiment, and a part of the configuration can be changed as appropriate without departing from the spirit of the invention.
[0042]
  (1) In the above-described embodiment, the starter 7 is provided as an electric start assisting device, but a cell dynamo may be provided instead of the starter 7.
[0043]
  (2) In the above embodiment, the accelerator pedal 15 is provided as the driving operation means. However, instead of the accelerator pedal 15, another operation member such as an accelerator lever operated by hand may be provided.
[0044]
  (3) In the above-described embodiment, the starter 7 that functions as a generator after the completion of the start of the engine 1 is provided as an electric start aid, but only for assisting the start when the engine 1 is started. A functioning starter may be provided.
[0045]
【The invention's effect】
According to the configuration of the invention described in claim 1,StarterOnly the fuel pump is not activated in advance prior to the activation of the engine. For this reason, the burden with respect to a power supply can be reduced and the effect that the consumption of a power supply can be decreased as much as possible is exhibited.
[0046]
  According to the configuration of the invention described in claim 2,StarterOnly the fuel pump is not activated in advance prior to the activation of the engine, and power supply from the power source to the fuel pump is not continued after the engine stop is requested. For this reason, the burden with respect to a power supply can be reduced and the effect that the consumption of a power supply can be decreased as much as possible is exhibited.
[0047]
  According to the configuration of the invention described in claim 3, the engine is not suddenly started simultaneously with the depression of the accelerator pedal. For this reason, in addition to the effect of invention of Claim 1 or Claim 2, the effect that the driving | operation feeling of the engine with respect to depression of an accelerator pedal can be improved is exhibited.
[0048]
  According to the configuration of the fourth aspect of the present invention, the engine is not suddenly started simultaneously with the depression of the accelerator pedal, and the engine stop is not delayed until the accelerator pedal returns to the non-operation state. For this reason, in addition to the effect of invention of Claim 2, the effect that the driving | operation feeling of the engine with respect to operation of an accelerator pedal can be improved is exhibited.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an engine system according to the present embodiment.
FIG. 2 is also a flowchart showing the processing content of fuel pump control.
FIG. 3 is also a time chart showing the behavior of various parameters.
[Explanation of symbols]
1 engine
7 Starter (Electric starter)
15 Accelerator pedal (driving operation means)
19 Fuel pump
40 controller (startup control means, stop control means)

Claims (1)

Starter is assisted by starter, and is provided in an engine operated by an accelerator pedal, and an injector for injecting and supplying fuel to the engine, an ignition plug provided in the engine, and an electric type for pumping fuel to the injector In a control device for an engine system for an industrial vehicle that controls a fuel pump and the starter,
When the accelerator pedal is depressed to start the engine, the starter is started, and the fuel pump is started after waiting for the voltage between the starter terminals to exceed a predetermined reference value. At the same time, the injector Starting control means for executing fuel injection control by the ignition plug and ignition control by the spark plug;
Stop control means for stopping the fuel pump together with the starter when the depression of the accelerator pedal is released to stop the engine, and simultaneously stopping the fuel injection control by the injector and the ignition control by the spark plug equipped with a door,
The start control means starts the starter when the accelerator stroke of the accelerator pedal reaches a predetermined start request stroke excluding a non-operation state, and waits for the voltage between the starter terminals to be a predetermined reference value or more. The fuel pump is started, and at the same time, fuel injection control by the injector and ignition control by the spark plug are executed,
The stop control means stops the fuel pump together with the starter when an accelerator stroke of the accelerator pedal returns to a predetermined stop request stroke smaller than the predetermined start request stroke excluding the no-operation state, An industrial vehicle engine system control device characterized by simultaneously stopping fuel injection control by the injector and ignition control by the spark plug .

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