JP2007218088A - Control device for internal combustion engine, and starting method for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an internal combustion engine, which can improve ignitability when fuel is injected to a cylinder at expansion stroke and perform ignition and surely start the engine. <P>SOLUTION: An ECU 30 has a function for controlling the start of the internal combustion engine 1 of a type wherein the fuel is directly injected in a cylinder 2. The ECU 30 comprises: a cylinder detection means for detecting the cylinder 2 at the expansion stroke with a state where the internal combustion engine 1 is stopped; a start time injection control means for performing a control in which the fuel is injected to the cylinder 2 detected by the cylinder detection means in a plurality of times so that air-fuel mixture is stirred, when a predetermined start condition is satisfied; and a start time ignition control means for performing a control to ignite the cylinder 2 in which the fuel is injected. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine control device and an internal combustion engine start method, and more specifically, an internal combustion engine control device having a function of starting an internal combustion engine of a system in which fuel is directly injected into a cylinder, And a method for starting an internal combustion engine.

  In recent years, an eco-run vehicle equipped with an eco-run system that performs so-called idling stop, which automatically stops the internal combustion engine (hereinafter also referred to as the engine) when stopped due to traffic lights or traffic jams, and a combination of a motor and an engine, When the load is light (for example, traveling at a constant speed or traveling downhill), a hybrid vehicle has been put into practical use in which the engine is stopped and only the motor is controlled. Yes.

  In an eco-run vehicle, after the idling stop is performed, control is performed to restart the engine when a predetermined start condition is satisfied, and even in a hybrid vehicle, the engine is turned off when the vehicle is shifted from a low load state to a high load state. Control to restart is performed.

  Conventionally, when restarting the engine of this type of vehicle, the starter is driven based on the starter drive signal output from the engine control device to crank the engine. However, when the starter is driven, Since sound and vibration are generated, drivability is lowered, and the number of times the starter is used is greatly increased, so that there is a problem that the life of the starter is shortened.

  Therefore, as a control for avoiding the above-described problem, a system has been developed in which an internal combustion engine is started by directly injecting and igniting fuel into a cylinder in the expansion stroke of the stopped internal combustion engine. For example, in Patent Document 1 below, a cylinder in an expansion stroke is specified when a direct injection engine is stopped, fuel is injected into the specified cylinder to provide a combustible mixture, and the mixture is A system for starting an engine by ignition is disclosed.

  In such an engine start system, fuel is directly injected into a cylinder in a stopped expansion stroke and then ignited to start the internal combustion engine, but the stopped cylinder is rotating. Unlike the case where the gas is not flowing, the fluidity of the injected fuel gas is low and it is difficult to ignite. Therefore, in order to make ignition more reliable, after injecting fuel into the cylinder in the expansion stroke, multiple ignition is performed to give sufficient thermal energy for ignition, reducing the possibility of misfire, If the starting is still incomplete, a starting device for controlling the starter to operate in an auxiliary manner is described in Patent Document 2 below.

However, even if multiple ignition is performed with the fluidity of the air-fuel mixture in the cylinder being low, that is, the air-fuel mixture is not sufficiently agitated, the ignition spark propagates into the cylinder (combustion chamber). As a result, there is a problem that it is difficult to obtain sufficient ignition performance.
JP-A-11-125136 Japanese Patent Laid-Open No. 2002-4985

Means for solving the problems and their effects

  The present invention has been made in view of the above problems, and can improve the ignitability when fuel is injected into a cylinder in the expansion stroke to ignite, and control of the internal combustion engine that enables more reliable starting The object is to provide a device and a method for starting an internal combustion engine.

  In order to achieve the above object, an internal combustion engine control apparatus (1) according to the present invention is a control apparatus for an internal combustion engine having a function of starting an internal combustion engine in which fuel is directly injected into a cylinder. A cylinder detecting means for detecting a cylinder in an expansion stroke while the internal combustion engine is stopped; and when a predetermined start condition is satisfied, the air-fuel mixture is agitated with respect to the cylinder detected by the cylinder detecting means. Therefore, it is characterized by comprising a start-time injection control means for performing control for injecting fuel and a start point fire control means for performing control for igniting the cylinder into which fuel has been injected.

  According to the control apparatus (1) for an internal combustion engine, a cylinder in an expansion stroke is detected in a state where the internal combustion engine is stopped, and when a predetermined start condition is satisfied, the cylinder detected by the cylinder detection means On the other hand, since control is performed to inject fuel to stir the flow of the air-fuel mixture, the air-fuel mixture in the cylinder can be sufficiently stirred, and irregular fluid fluctuations can be increased. Sometimes sparks can be widely propagated in the cylinder, ignitability can be improved, and the probability of misfire can be reduced.

  Further, the internal combustion engine control device (2) according to the present invention is such that, in the internal combustion engine control device (1), the start-up injection control means is detected by the cylinder detection means when a predetermined start condition is satisfied. It is characterized in that control is performed to inject fuel into a plurality of times dividedly.

  According to the control device (2) for an internal combustion engine, when a predetermined start condition is satisfied, control is performed to inject fuel into the cylinder detected by the cylinder detecting means in a plurality of times. Compared with the conventional control in which fuel is injected at a time, the air-fuel mixture in the cylinder can be stirred more reliably and as a result, the spark can be widely propagated in the cylinder at the time of ignition. Can increase the ignitability, can reduce the probability of misfire.

  Note that the control of the fuel injection amount, the number of injections, and the injection interval in the control for injecting the fuel divided into a plurality of times performed by the start-up injection control means is, for example, in an expansion stroke created through a conformity test or the like in advance. The position information of the piston in the cylinder in the actually detected expansion stroke is applied to the map showing the compatible relationship between the position of the piston in the cylinder and the most easily ignited fuel injection amount, the number of injections, and the injection interval. Thus, a method of obtaining and controlling an appropriate fuel injection amount, the number of injections, and the injection interval according to the position of the piston in the cylinder in the expansion stroke can be adopted.

  Further, as the predetermined start condition, for example, when it is mounted on an eco-run vehicle that automatically stops or restarts the internal combustion engine in accordance with the vehicle state, the accelerator pedal or the clutch pedal for re-starting is depressed. If the vehicle is installed in a hybrid vehicle that is controlled while switching the drive between the motor and engine according to the vehicle condition, the vehicle has shifted from a low-load state that can be driven by the motor alone to a high-load state. A change in the vehicle state indicating this can be used as a start condition, or that a normal ignition switch is turned on can be used as a start condition.

  Further, the internal combustion engine control device (3) according to the present invention is the above-mentioned internal combustion engine control device (2), wherein the start-time injection control means applies fuel pressure to the fuel injection means for directly injecting fuel into the cylinder. On the basis of the information obtained from the means for detecting this, the interval for injecting the fuel into the cylinders in the expansion stroke in a plurality of times is adjusted.

  According to the internal combustion engine control device (3), based on the information obtained from the means for detecting the fuel pressure applied to the fuel injection means for injecting the fuel directly into the cylinder by the starting injection control means, The interval at which the fuel is injected into the cylinder in a plurality of times is adjusted. For example, when the fuel pressure is high, the discharge amount per unit time of the fuel discharged from the fuel injection means increases, so that the fuel injected from above the cylinder hits the upper surface of the piston and rebounds, It takes less time to return to the upper side. In this case, adjustment (correction) is performed to make the fuel injection interval shorter than a predetermined reference time, and the effect of stirring the air-fuel mixture can be enhanced.

  On the other hand, when the fuel pressure is low, the discharge amount per unit time of the fuel discharged from the fuel injection means becomes small, so that the fuel injected from above the cylinder hits the upper surface of the piston and rebounds, It takes a long time to return to the top. In this case, adjustment (correction) is performed to make the fuel injection interval longer than a predetermined reference time, and the effect of stirring the air-fuel mixture can be enhanced.

  In the internal combustion engine control device (4) according to the present invention, in any one of the internal combustion engine control devices (1) to (3), the start point fire control means is at a stop position of the piston in the cylinder. Accordingly, the time from fuel injection to ignition is adjusted.

  According to the control device (4) for the internal combustion engine, the time from fuel injection to ignition is adjusted according to the stop position of the piston in the cylinder. For example, the closer the piston stop position is to the top dead center, the shorter the time from fuel injection until ignition is performed, or the closer to the bottom dead center, ignition is performed after fuel injection. It is possible to make adjustments to increase the time until. Thus, by adjusting the time from fuel injection to ignition according to the stop position of the piston, the fuel injected from above the cylinder hits the upper surface of the piston and rebounds and collects above the cylinder. Ignition can be performed when the vehicle is in a lit state, and ignitability can be improved.

  Adjustment of the time from fuel injection to ignition is actually detected, for example, on a map that shows the compatibility relationship between the piston stop position created in advance through a compliance test and the time until ignition. For example, a method of obtaining and adjusting the time until the corresponding ignition is performed by applying the stopped position information of the piston can be adopted.

  An internal combustion engine start method (1) according to the present invention is a method for starting an internal combustion engine in which fuel is directly injected into a cylinder, and detects a cylinder in an expansion stroke when the internal combustion engine is stopped. A second step of injecting fuel into the cylinder detected in the first step in a plurality of times in order to agitate the air-fuel mixture when a predetermined start condition is satisfied And a third step of igniting the cylinder into which fuel has been injected.

  According to the start method (1) of the internal combustion engine, the cylinder in the expansion stroke is detected in a state where the internal combustion engine is stopped, and when the predetermined start condition is satisfied, the detected cylinder is mixed. In order to stir the air flow, the fuel is injected in a plurality of times, so that the air-fuel mixture in the cylinder can be more reliably stirred larger than in the conventional method in which the fuel is injected at once. As a result, irregular fluid fluctuations can be increased, and as a result, sparks can be widely propagated into the cylinders at the time of ignition, ignitability can be improved, and the probability of misfiring can be reduced.

  Embodiments of an internal combustion engine control apparatus according to the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine start system employing an internal combustion engine control apparatus according to an embodiment. In the figure, 1 indicates an internal combustion engine, and 30 in the figure indicates an electronic control unit (hereinafter referred to as ECU) for controlling the internal combustion engine 1.

  The internal combustion engine 1 is, for example, a four-cycle gasoline engine having four cylinders 2 and includes a cylinder block 1a in which the cylinders 2 are formed and a cylinder head 1b fixed to the upper surface of the cylinder block 1a. ing.

  A crankshaft 3 for taking out the power of the internal combustion engine 1 is rotatably supported under the cylinder block 1a. The crankshaft 3 is slidably disposed in each cylinder 2 via a rod 4. It is connected to the piston 5. A flywheel 6 is attached to the crankshaft 3, and a starter motor 7 having a pinion 7 a meshing with a ring gear formed on the outer periphery of the flywheel 6 is connected to the internal combustion engine 1. It is possible to perform cranking.

  The cylinder block 1a is provided with a crank angle sensor 8. A detection signal (pulse) is output from the crank angle sensor 8 to the ECU 30 every time the crankshaft 3 rotates by a certain angle.

  Further, an opening end 9 a of the intake port 9 and an opening end 10 a of the exhaust port 10 are formed on the inner surface of the cylinder head 1 b that becomes a lid portion of the cylinder 2, and the opening end 9 a of the intake port 9 is formed on the opening end 9 a. An intake valve 11 is provided, and an exhaust valve 12 is provided at the open end 10a of the exhaust port 10 so as to be able to advance and retract.

  A combustion chamber 13 is formed by a portion surrounded by the inner surface of the cylinder head 1b and the upper surface of the piston 4 in each cylinder 2, and fuel is directly injected into the combustion chamber 13 into the cylinder head 1b. A fuel injection valve 14 capable of performing spark ignition and a spark plug 15 for performing spark ignition in the combustion chamber 13 are disposed. The fuel injection valve 14 and the spark plug 15 are configured to operate based on an injection pulse signal and an ignition signal output from the ECU 30, respectively.

  The fuel injection valve 14 is connected to a discharge port of an electric high-pressure fuel pump 17 via a fuel supply pipe 16, and a suction port of the high-pressure fuel pump 17 is connected to a fuel tank 18. The fuel supply pipe 16 is provided with a fuel pressure sensor 19 for detecting the pressure of the fuel discharged from the high-pressure fuel pump 17, in other words, the fuel pressure applied to the fuel injection valve 14, and is detected by the fuel pressure sensor 19. A fuel pressure signal is input to the ECU 30.

  The cylinder head 1b is provided with a cam angle sensor 20 for detecting a cam angle of a cam shaft (not shown) in which cams for determining the opening / closing timing of the intake valve 11 and the exhaust valve 12 are connected by the number of cylinders. The cam angle signal detected by the cam angle sensor 20 is input to the ECU 30.

  An ECU (control device for an internal combustion engine) 30 includes an input / output unit 31, a ROM 32 that stores data such as various programs necessary for fuel injection control and ignition control, a CPU 33 that executes a program read from the ROM 32, and control data Is configured to include a RAM 34 in which is temporarily stored.

  The CPU 33 of the ECU 30 calculates the engine speed based on the crank angle signal input from the crank angle sensor 8, or based on the cam angle signal input from the cam angle sensor 20 in addition to the crank angle signal. Processing for obtaining the position (stroke) of each cylinder 2 is performed, and fuel injection and ignition control at the time of start-up, which will be described later, and fuel injection and ignition control after start-up are performed. That is, the CPU 33 has a cylinder detection unit that detects the cylinder 2 that is in the expansion stroke while the internal combustion engine 1 is stopped, and a cylinder 2 that is detected by the cylinder detection unit when a predetermined start condition is satisfied. , Function as start-up injection control means for injecting fuel into a plurality of times to stir the air-fuel mixture, and start-point fire control means for igniting the cylinder 2 into which the fuel has been injected in a plurality of times Is equipped.

  The ECU 30 is configured to acquire signals from various sensors such as the vehicle speed sensor 41, the shift position sensor 42, and the clutch position sensor 43 in order to detect the driving state of the vehicle. The vehicle speed is calculated based on the vehicle speed signal input from the sensor 41, the shift position is determined based on the shift position signal input from the shift position sensor 42, and the clutch position signal input from the clutch position sensor 43 is used. Based on this, a process for determining the clutch position is performed.

  Further, the ECU 30 incorporates an economy running (eco-run) function for automatically stopping and restarting the internal combustion engine 1 in accordance with stopping and starting of the vehicle, and the CPU 33 is based on the above-described driving state of the vehicle. The establishment of a predetermined stop condition or start condition can be determined. For example, when the vehicle speed is 0, the shift position is neutral, and release of the depression of the clutch pedal is detected, the CPU 33 determines that the stop condition of the internal combustion engine 1 is satisfied and stops the fuel injection and ignition control. The internal combustion engine 1 is automatically stopped. It is also possible to add and change parameters to be detected and use them for determining the stop condition. In addition, when it is detected that the restart switch of the internal combustion engine 1 is turned ON or the depression of the clutch pedal is detected, the CPU 33 determines that the start condition of the internal combustion engine 1 is satisfied, and starts the restart control described later. Yes. In addition, it is good also as a structure which detects depression of an accelerator pedal instead of detecting depression of a clutch pedal.

  In the ROM 32, various types of information used for the control at the time of restart, for example, an injection compatible map in which appropriate values of the starting injection amount, the number of injections, and the injection interval according to the stop position of the piston 5 are mapped (see FIG. 2). ), An ignition adaptation map (see FIG. 3) in which an adaptation value of the ignition waiting time (that is, the time from the completion of fuel injection to the ignition) according to the stop position of the piston 5 is mapped is stored.

Next, processing operations performed by the CPU 33 in the ECU (control apparatus for internal combustion engine) 30 according to the embodiment will be described based on the flowcharts shown in FIGS.
First, it is determined whether or not a stop condition for the internal combustion engine 1 is satisfied (step S1). If it is determined that the stop condition is not satisfied, the process is terminated. If it is determined that the stop condition is satisfied, the internal combustion engine is determined. 1 is stopped, that is, the fuel injection / ignition control to the internal combustion engine 1 is stopped (step S2).

Next, a post-stop timer T ₁ in which a time for completely stopping the internal combustion engine 1 is set is set (step S3). Thereafter, it is determined whether the post-stop timer T ₁ has become 0 (step S4). If it is determined that the timer T ₁ has become 0 after stopping, signals are taken from the crank angle sensor 8 and the cam angle sensor 20 (step S5), the cylinder 2 in the expansion stroke is determined, and the piston 5 in the cylinder 2 is determined. A process for obtaining the stop position (angle) is performed (step S6).

  Next, the information on the stop position of the piston 5 in the cylinder 2 in the expansion stroke is applied to the injection compatibility map (see FIG. 2) read from the ROM 32, and the start-time injection condition corresponding to the stop position of the piston 5, that is, The starting injection amount, the number of injections, and the injection interval are obtained (step S7). Next, the ignition matching map in which information on the stop position of the piston 5 in the cylinder 2 in the expansion stroke is read from the ROM 32 (see FIG. 3). In other words, the starting time fire condition corresponding to the stop position of the piston 5, that is, the time from ignition completion to ignition (ignition waiting time) is obtained (step S8).

  Next, it is determined whether or not a restart condition for the internal combustion engine 1 is satisfied (step S9). As the restart condition, in the case of eco-run control, for example, it is established when the clutch position sensor 43 detects depression of the clutch pedal. If it is determined that the restart condition is satisfied, a signal is taken from the fuel pressure sensor 19, the fuel pressure applied to the fuel injection valve 14 is detected (step S10), and it is determined whether the fuel pressure level is within a specified range (step S10). S11).

  If it is determined in step S11 that the fuel pressure level is within the specified range, it is determined that the injection interval is not corrected, that is, the injection interval set in step S7 is maintained (step S12), while the fuel pressure level is specified. If it is determined that it is not within the range, it is determined whether or not the fuel pressure level is higher than the specified range (step S13). If it is determined that the fuel pressure level is higher than the specified range, the injection interval set in step S7 is determined. Correction processing for shortening is performed (step S14). On the other hand, if it is determined that the fuel pressure level is not higher than the specified range, that is, lower than the specified range, correction processing for increasing the injection interval is performed (step S15), and then step Proceed to S16.

  In step S16, 1 is added to the number-of-injections counter K, and then a process of outputting an injection pulse signal to the fuel injection valve 14 to inject fuel (step S17). The injection pulse signal in this step is set so that fuel corresponding to the Q / n amount is injected, assuming that the starting injection amount (total amount) is set to Q and the number of injections is set to n. Yes.

Then, set in step S12, S14, or S15, or the corrected injection interval is set to the injection interval timer T ₂ (step S18), and then determines whether injection interval timer T ₂ has become 0 (step S19), it is judged that the injection interval timer T ₂ has become zero, further adds 1 to the injection time number counter K (step S20), the fuel injection valve 14 for injecting the fuel corresponding to the Q / n quantity The injection pulse signal is output to inject fuel (step S21).

Then, it is determined whether or not the injection number counter K has reached n (set injection number) (step S22). If it is determined that the injection number counter K has not reached n, the process returns to step S18 to repeat the process. On the other hand, if it is determined that injection number counter K becomes n sets the set ignition latency in step S8 as the ignition timer T ₃ (step S23), it is determined whether the ignition timer T ₃ becomes 0 (step S24), and if it is judged that the ignition timer T ₃ becomes 0, and outputs an ignition signal to the ignition plug 15 of the cylinder 2 in the expansion stroke, it performs a process of igniting the air-fuel mixture (step S25), and then Finish the process. At this time, in the combustion chamber 13, the air-fuel mixture is agitated and irregular fluid fluctuations increase, so that the ignition spark propagates widely in the combustion chamber 13 and the ignitability is enhanced. .

  When the piston 5 of the cylinder 2 in the expansion stroke approaches the bottom dead center and is stopped just before the exhaust valve 12 is opened, the starter motor 7 is driven and the internal combustion engine 1 is cranked. You should do it. In addition, after the ignition process in step S25, if the start state is incomplete, the starter motor 7 may be driven so that the start can be performed reliably. Further, simultaneously with the processing in step S25, the starter motor 7 may be driven under the condition that the starting current is reduced.

  According to the control device (ECU 30) of the internal combustion engine 1 according to the above embodiment, the cylinder 2 is detected when a cylinder 2 in the expansion stroke is detected in a state where the internal combustion engine 1 is stopped and a predetermined start condition is satisfied. As compared with the conventional control in which the fuel is injected at a time, the mixture can be stirred more reliably and greatly, as a result. Sparks can be widely propagated in the cylinder 2 at the time of ignition, ignitability can be improved, and the probability of misfire can be reduced.

  Further, based on the information obtained from the fuel pressure sensor 19 that detects the fuel pressure applied to the fuel injection valve 14 that directly injects fuel into the cylinder 2, the interval at which the fuel is injected into the cylinder 2 in the expansion stroke in a plurality of times. Is adjusted. For example, when the fuel pressure is high, the discharge amount per unit time of the fuel discharged from the fuel injection valve 14 increases, so that the fuel injected from above the cylinder 2 hits the upper surface of the piston 5 and is rebounded. The time until it returns to above 2 is shortened. In this case, adjustment (correction) is performed to make the fuel injection interval shorter than the reference time, and the effect of stirring the air-fuel mixture can be enhanced.

  On the other hand, for example, when the driving voltage of the high-pressure fuel pump is low and the fuel pressure is low, the discharge amount per unit time of the fuel discharged from the fuel injection valve 14 is small, so that the fuel injected from above the cylinder 2 It takes a long time to bounce off the upper surface of the piston 5 and return to the upper side of the cylinder 2. In this case, adjustment (correction) is performed to make the fuel injection interval longer than the reference time, and the effect of stirring the air-fuel mixture can be enhanced.

  Further, the time (ignition waiting time) from when fuel is injected until ignition is performed is adjusted according to the stop position of the piston 5 in the cylinder 2 in the expansion stroke. For example, as the stop position of the piston 5 is closer to the top dead center, the time until the ignition is performed after the fuel is injected is adjusted to be shorter, and as the piston 5 is closer to the bottom dead center (the limit at which the exhaust valve 12 is closed). Until the value is reached), the time from fuel injection to ignition is lengthened. In this way, by adjusting the time from fuel injection to ignition according to the stop position of the piston 5, the fuel injected from above the cylinder 2 strikes the piston 5 and rebounds and collects above the cylinder 2. Appropriate ignition can be performed when the vehicle is in a lit state, and ignitability can be improved.

  In the above-described embodiment, the case where the ECU 30 has a function of automatically stopping and restarting the internal combustion engine 1 in accordance with the stop and start of the vehicle has been described. However, the start-up control may be performed by taking in information indicating the establishment of the stop condition or the start condition of the internal combustion engine 1 from the eco-run ECU.

  In addition, the start-up control can be applied to a hybrid vehicle that controls the motor and the internal combustion engine while switching between driving in accordance with the vehicle state. In this case, the high load state in which the internal combustion engine is operated is changed to the low load state. When a change in the vehicle state indicating that the vehicle has moved is detected, it is determined that the stop condition of the internal combustion engine has been established, and a change in the vehicle state that indicates that the vehicle has moved from a low load state capable of running only with a motor to a high load state is detected. In such a case, it is possible to determine that the start condition of the internal combustion engine is satisfied, and to perform the processing from steps S1 to S25 in substantially the same manner.

  Moreover, although the case where it applied to the 4-cylinder direct-injection type internal combustion engine 1 was demonstrated in the said embodiment, it can apply also to multi-cylinders other than 4 cylinders, and a single-cylinder direct-injection type internal combustion engine. .

1 is a schematic configuration diagram showing a starting system in which an ECU (control device for an internal combustion engine) according to an embodiment of the present invention is employed. It is the figure which showed an example of the injection compatible map schematically. It is the figure which showed roughly an example of the ignition adaptation map. It is the flowchart which showed the processing operation which CPU performs in ECU (control apparatus of an internal combustion engine) which concerns on embodiment. It is the flowchart which showed the processing operation which CPU performs in ECU (control apparatus of an internal combustion engine) which concerns on embodiment.

Explanation of symbols

1 Internal combustion engine
2 Cylinder 3 Crankshaft 5 Piston 7 Starter motor 8 Crank angle sensor 14 Fuel injection valve 15 Spark plug 17 High pressure fuel pump 19 Fuel pressure sensor 20 Cam angle sensor 30 ECU (control device for internal combustion engine)
31 Input / output unit 32 ROM
33 CPU
34 RAM

Claims (5)

In a control device for an internal combustion engine having a function of starting an internal combustion engine in which fuel is directly injected into a cylinder,
Cylinder detecting means for detecting a cylinder in an expansion stroke with the internal combustion engine stopped;
Start-up injection control means for performing control for injecting fuel to stir the air-fuel mixture to the cylinder detected by the cylinder detection means when a predetermined start condition is established;
A control device for an internal combustion engine, comprising: a starting point fire control means for performing control for igniting the cylinder into which fuel has been injected.   The start-up injection control means performs control to inject fuel into a plurality of times for the cylinder detected by the cylinder detection means when a predetermined start condition is satisfied. The control apparatus for an internal combustion engine according to claim 1.   Based on the information obtained from the means for detecting the fuel pressure applied to the fuel injection means for injecting fuel directly into the cylinder, the starting injection control means determines the interval at which the fuel is injected into the cylinder in multiple times. 3. The control apparatus for an internal combustion engine according to claim 2, wherein the control apparatus adjusts the internal combustion engine.   4. The start point fire control means adjusts a time from fuel injection to ignition according to a stop position of a piston in the cylinder. The control apparatus for an internal combustion engine according to the item. A method of starting an internal combustion engine in which fuel is directly injected into a cylinder,
A first step of detecting a cylinder in an expansion stroke with the internal combustion engine stopped;
A second step of injecting fuel into the cylinder detected in the first step in a plurality of times in order to agitate the air-fuel mixture when a predetermined start condition is satisfied;
And a third step of igniting the cylinder into which the fuel has been injected.

Images