JP2007285152A - Engine fuel injector - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine fuel injector capable of suppressing the voltage drop of a battery, ensuring the consistent engine startability irrespective of freezing of water content, ingress of lubricating oil or the like, and reliably opening a cylinder injection valve by releasing the sticking thereof. <P>SOLUTION: During the period after the ON-operation of an ignition switch 11 for operating a starter 20 before the operation of the starter 20, a control unit 10 operates a gaseous hydrogen injection valve I1 to a degree in which any gaseous hydrogen is not injected by the valve opening. Sticking of a movable part 5b caused by freezing of water content or ingress of lubricating oil is released in advance, and a direct injection type hydrogen injector I1 can be reliably opened at the cranking. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an engine fuel injection device including an in-cylinder injection valve that directly injects fuel into a working chamber.

  Conventionally, an engine having a direct injection type in-cylinder injection valve that directly injects fuel into a working chamber is known. In an engine equipped with such a direct injection type in-cylinder injection valve, the moisture contained in the gas or the moisture generated by combustion when using gaseous fuel is frozen as the outside air temperature decreases, The problem of sticking to the injection valve and preventing its opening may occur.

  In response to such a problem, for example, in Patent Document 1, at a low temperature start, the drive current supply time for the injection valve is set to be long, and icing is melted by the accompanying heat generation action to alleviate sticking of the cylinder injection valve. A method has been proposed.

JP-A-11-264334

  However, as disclosed in Patent Document 1, when the energization time is lengthened, the fuel injection amount increases as a result, and the air-fuel ratio at the time of starting becomes over-rich. May occur. Therefore, it is highly desirable that the injection valve is reliably opened while ensuring stable engine startability.

  Further, when supplying the driving current to the in-cylinder injection valve, the timing is important. That is, when the engine is started (during cranking), power is consumed by driving the starter, and a voltage drop occurs. Therefore, if the driving current is supplied to the in-cylinder injection valve in this state, in-cylinder injection There is a possibility that the drive current cannot be sufficiently supplied to the valve, and sticking of the in-cylinder injection valve cannot be relaxed.

  Further, if cranking is performed for a long time to alleviate sticking of the in-cylinder injection valve, a further voltage drop of the battery occurs at an early stage, which may make it impossible to start the engine. Therefore, the relaxation of the in-cylinder injection valve must be eased as early as possible.

  Further, there is a problem that the lubricating oil enters the in-cylinder injection valve and prevents the operation of the in-cylinder injection valve. In particular, a so-called rotary that includes a rotor housing having a trochoidal inner peripheral surface and a planar side housing, and in which a plurality of working chambers are defined by housing the rotor in an internal space formed therein. In an engine of a type, when lubricating oil is supplied to the inner peripheral surface of a rotor housing in order to rotate a rotor smoothly, it becomes a big problem.

  As described above, when the lubricating oil enters the in-cylinder injection valve, there is a problem that the operation of the injection valve is hindered due to the inherent viscosity of the lubricating oil, as in the case of icing of moisture described above.

  This invention suppresses the voltage drop of the battery, and ensures the stable startability of the engine regardless of moisture icing or the intrusion of lubricating oil, etc. An object of the present invention is to provide an engine fuel injection device that can open the valve.

  An engine fuel injection device according to the present invention is an engine fuel injection device having an in-cylinder injection valve that directly injects fuel into a working chamber, and the starter is operated from the time of turning on an ignition switch for operating the starter. It is characterized by comprising injection valve driving means for operating the in-cylinder injection valve to the extent that fuel injection by valve opening is not executed before the operation.

  According to this configuration, the in-cylinder direct injection valve is forcibly actuated before the starter is activated, thereby preliminarily relieving icing or sticking of the in-cylinder direct injection valve due to intrusion of lubricating oil. be able to.

  Further, since the sticking of the in-cylinder injection valve is eased in advance before the starter is operated, it is avoided that the cranking is performed for a long time to ease the sticking of the in-cylinder injection valve. The Therefore, the voltage drop of the battery due to the starter operating for a long time can be suppressed, and the engine can be started reliably.

  Further, by operating the in-cylinder injection valve to such an extent that fuel injection is not performed by opening the valve, it is possible to prevent the working chamber from becoming over-rich before the starter is operated. Obtainable.

  In one embodiment of the present invention, a time from when the ignition switch is turned on until the starter is activated is set in advance, and the injection valve driving means is operated within the preset time. To do.

  According to this configuration, it is possible to sufficiently secure the time for the injection valve driving means to forcibly operate the in-cylinder injection valve, thereby more reliably mitigating sticking of the in-cylinder injection valve. Can do.

  In one embodiment of the present invention, the in-cylinder injection valve is controlled to be opened and closed by supplying a drive current, and the injection valve drive means reduces the drive current during energization of the in-cylinder injection valve. When the start of opening of the in-cylinder injection valve is detected based on the above, the energization to the in-cylinder injection valve is stopped and the valve is closed.

  According to this configuration, since the start of opening of the in-cylinder injection valve can be reliably detected, it is possible to reliably suppress the fuel injection before the starter operation.

  In one embodiment of the present invention, a temperature detection unit that detects a temperature related to a temperature of the in-cylinder injection valve is provided, and the injection valve driving unit is operated when the temperature is lower than a predetermined temperature. And

  According to this configuration, since it is possible to determine the possibility of icing of the in-cylinder injection valve during cold, it is possible to ensure the operation of the in-cylinder injection valve during cold.

  In an embodiment of the present invention, the injection valve driving means forcibly operates the in-cylinder injection valve at an operation interval shorter than a normal operation interval.

  According to this configuration, the number of actuations of the in-cylinder injection valve before the starter is actuated can be ensured.

  In the present invention, the normal time refers to cranking when starting the engine or normal operation of the engine after complete explosion.

  In one embodiment of the present invention, the in-cylinder injection valve is configured to inject gaseous fuel.

  When the fuel to be used is a gaseous fuel such as gaseous hydrogen, the in-cylinder injection valve is a large one so that the amount of injected gaseous fuel is increased. Such a large in-cylinder injection valve is required to have a large current as a drive current necessary for opening the valve.

  According to this configuration, although the in-cylinder injection valve configured to inject gaseous fuel tends to be more difficult to open, the in-cylinder injection valve is forcibly actuated to reliably reduce the sticking. Can be made.

  In one embodiment of the present invention, the engine is configured to be able to switch between the use state of gaseous fuel and the use state of gasoline, and the start of opening of the in-cylinder injection valve is detected by the operation of the injection valve driving means. If not, it is characterized by comprising a use fuel switching means for starting the engine by switching from the use state of gaseous fuel to the use state of gasoline.

  According to this configuration, when the opening of the in-cylinder injection valve that injects the gaseous fuel is not started, startability can be ensured by gasoline.

  According to the present invention, the in-cylinder direct injection valve is forcibly operated before the starter is actuated, thereby preliminarily relieving the fixation of the in-cylinder direct injection valve due to icing or intrusion of lubricating oil. be able to. Therefore, when the starter is operated, the in-cylinder direct injection valve can be reliably opened.

  Further, since the sticking of the in-cylinder injection valve is eased in advance before the starter is actuated, it is avoided that the cranking is performed for a long time to ease the sticking of the in-cylinder injection valve. . Therefore, the voltage drop of the battery due to the starter operating for a long time can be suppressed, and the engine can be started reliably.

  Further, by operating the in-cylinder injection valve to such an extent that fuel injection is not performed by opening the valve, it is possible to prevent the working chamber from becoming over-rich before the starter is operated. Obtainable.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
(First embodiment)
First, the first embodiment shown in FIGS. 1 to 6 will be described. FIG. 1 is a diagram schematically illustrating a rotary type engine body 1 according to the present embodiment. The engine main body 1 includes a rotor housing H1 having a trochoidal inner peripheral surface and a substantially flat side housing H2 that extends along the planar direction of the rotor R, as an outer configuration. In a state where the housings H1 and H2 are combined and the rotor R is housed in an internal space formed therein, the rotor R is surrounded by the inner peripheral surface of the rotor housing H1 and the side housing H2. Working chambers E1, E2, E3 are defined. Each working chamber E1, E2, E3 repeats expansion and contraction with the rotation of the rotor R around the eccentric axis C, and the intake stroke in each working chamber E1, E2, E3 during one rotation of the rotor R. A series of strokes consisting of a compression stroke, an expansion stroke, and an exhaust stroke is completed.

  The rotor housing H1 was supplied into the working chambers E1, E2, and E3, a gaseous hydrogen injection valve I1 that directly injects gaseous hydrogen into the working chambers E1, E2, and E3 (hereinafter referred to as a direct injection type hydrogen injector I1) and the working chambers E1, E2, and E3. There is provided a spark plug 8 for igniting an air-fuel mixture comprising fuel (gaseous hydrogen) and air. On the other hand, in the side housing H2, an intake port 2a communicating with the intake passage 2 is formed, and an exhaust port 3a communicating with the exhaust passage 3 is formed.

  FIG. 2 is a control system diagram conceptually showing the engine body 1 and the configuration related thereto. The direct injection hydrogen injector I1 is provided with a solenoid valve V1, and fuel injection in the injector I1 is controlled based on the opening / closing operation of the solenoid valve V1. In FIG. 2, the solenoid valve V1 is shown to be provided separately from the injector I1, but actually, as shown in FIGS. 3 and 4 showing the cross-sectional structure of the direct injection hydrogen injector I1, A solenoid valve V1 is incorporated in the injector I1.

  Further, as shown in FIG. 2, in the present embodiment, with respect to the main body of the engine body 1, a water temperature sensor 18 for detecting the coolant temperature of the engine body 1 and an engine for detecting the engine speed. A rotation speed sensor 19 and a starter 20 that is driven by the ignition switch 11 and cranks the engine body 1 are provided. The intake passage 2 is provided with a throttle valve (not shown) that opens and closes according to the amount of depression of an accelerator pedal (not shown) to throttle air. The intake passage 2 is provided with an intake air temperature sensor 23 that detects the temperature of the air flowing in the intake passage 2, while the exhaust passage 3 calculates the air-fuel ratio in the working chambers E 1, E 2, E 3. Accordingly, an oxygen concentration sensor (so-called λ sensor) 24 for detecting the oxygen concentration is provided. The solenoid valve V1 of the direct injection hydrogen injector I1 is provided with a current detection means 25 that detects the value of the drive current of the direct injection hydrogen injector I1.

  Further, as shown in FIG. 2, the direct injection hydrogen injector I1 provided in the rotor housing H1 constituting the engine body 1 is connected via a hydrogen supply pipe 9 to a hydrogen storage tank 14 that stores gaseous hydrogen. . The discharge port of the hydrogen storage tank 14 is provided with a stop valve 15 that is controlled to be opened and closed to control hydrogen discharge from the hydrogen storage tank 14 to the hydrogen supply pipe 9. Further, a shutoff valve 16 for controlling hydrogen supply to the direct injection hydrogen injector I1 is provided in the hydrogen supply pipe 9. Further, in the hydrogen supply pipe 9, the residual pressure in the hydrogen supply pipe 9 is detected between the shutoff valve 16 and the direct injection hydrogen injector I 1 in order to calculate the remaining amount of hydrogen in the hydrogen storage tank 14. A pressure sensor 17 is provided.

  Although not particularly illustrated, the configuration related to the engine body 1 includes an air cleaner provided in the intake passage 2, an air flow sensor for detecting the intake air amount, a throttle opening sensor for detecting the opening of the throttle valve, an air A surge tank that stabilizes the flow of exhaust gas, an exhaust gas purification catalyst provided in the exhaust passage 3, an exhaust temperature sensor, and the like, and a flow rate of fuel supplied to various injectors provided in the hydrogen supply pipe 9. Other configurations such as a fuel flow meter to be detected are provided.

  Further, as shown in FIG. 2, a control unit 10 is provided for controlling the engine body 1 and related components as described above. The control unit 10 is a comprehensive control device for the engine main body 1 composed of a computer. The intake air amount detected by the air flow sensor, the residual pressure in the hydrogen supply pipe 9 detected by the pressure sensor 17, the water temperature. The engine water temperature detected by the sensor 18, the throttle opening sensor, and the throttle opening detected by an idle switch (which is turned on when the accelerator pedal is fully closed, but not shown here), detected by the engine speed sensor 19. Engine speed to be detected, exhaust temperature detected by the exhaust temperature sensor, fuel flow rate to the injector detected by the fuel flow meter, IG (ignition) ON signal input by the passenger operating the ignition switch 11, etc. Based on various control information of the engine body It performs various controls such as fuel injection control and ignition timing adjustment control, thereby performing the drive control process of the direct-injection hydrogen injector I1 to be described later. The control unit 10 includes a microcomputer (not shown) in the inside thereof, and processes such as correction, calculation, and determination executed when performing various controls including drive control of the direct injection type hydrogen injector I1. Is made by the microcomputer.

  The control unit 10 also has appropriate storage means (not shown). The storage means includes temperature threshold value data for determining the possibility of freezing, and opening of the direct injection hydrogen injector I1. Drive current threshold data for determining the start of the operation, pulse pattern of the injection instruction signal output when supplying the drive current, that is, various setting data described later, such as pulse supply timing and pulse width, and necessary programs Is remembered.

  Next, the structure of the direct injection type hydrogen injector I1 that is driven and controlled by the control unit 10 will be described. 3 and 4 are longitudinal sectional views showing the direct-injection hydrogen injector I1 in the valve-closed state and the valve-opened state, respectively. This hydrogen injector I1 includes an injector body 4 provided with a gas passage 4a extending along the axial direction, and a needle provided with a gas passage 5a provided in the gas passage 4a of the injector body 4 and also extending along the axial direction. And a valve 5.

  The injector body 4 communicates with the hydrogen supply pipe 9 (see FIG. 2) at one end side (the upper end side in FIGS. 3 and 4), and the injection hole 4b at the other end side (the lower end side in FIGS. 3 and 4). The engine body 1 faces the working chamber E1. The movable portion 5b of the needle valve 5 provided in the gas passage 4a is held so as to slide along the inner peripheral surface of the gas passage 4a on one end side (the upper end side in FIGS. 3 and 4). On the other hand, the seal portion 5c is configured on the other end side (the lower end side in FIGS. 3 and 4), and is branched from the gas passage 5a to the upstream side of the seal portion 5c so as to open on the side surface of the needle valve 5. A plurality of formed branch passages 5d are provided. Corresponding to the seal portion 5c of the needle valve 5, a valve seat surface 4c is formed in the gas passage 4a of the injector body 4 on the upstream side of the injection hole 4b. Since the seal portion 5c of the needle valve 5 is seated on the valve seat surface 4c, hydrogen injection from the injection hole 4b of the injector main body 4 is prevented, and hydrogen from the direct injection type hydrogen injector I1 into the working chamber E1 of the engine main body 1 is prevented. Supply is stopped.

  When the fuel to be used is a gaseous fuel such as gaseous hydrogen as in the present embodiment, a large direct injection hydrogen injector I1 is used so that the amount of fuel injected is increased. The seal portion 5c of such a large direct injection hydrogen injector I1 is made of a rubber material member in order to improve the airtightness of the injection hole 4b when the valve is closed.

  In addition, a magnetic body (not shown) is attached to the needle valve 5, while a solenoid coil 6 that constitutes the electromagnetic valve V <b> 1 together with the needle valve 5 is incorporated in the injector body 4 around the gas passage 4 a. .

  In the needle valve 5, the gas passage 5 a is a member fixed to a predetermined position by being attached to the injector body 4, while the movable portion 5 b can be shifted in the vertical direction along the gas passage 4 a. It is an important member.

  A coil spring 7 is provided between the gas passage 5a and the movable portion 5b so as to be sandwiched between them, and one end of the coil spring 7 is in contact with the end of the gas passage 5a. Thereby, the movable part 5b is always pressed downward.

  With such a configuration, in the direct injection hydrogen injector I1, when the drive current is supplied to the solenoid coil 6, the movable portion 5b resists the elastic force of the coil spring 7 as shown in FIG. Shifted upward along the gas passage 4a. Within the moving range of the movable portion 5b, the amount of shift upward of the movable portion 5b increases as the drive current increases. Here, as described above, when the direct injection hydrogen injector I1 is large, a large current is required as a drive current necessary for valve opening.

  That is, in a state where the drive current is not supplied to the solenoid coil 6, the movable portion 5 b is pressed downward by the elastic force of the coil spring 7, and the seal portion 5 c is a valve formed in the gas passage 4 a of the injector body 4. By seating on the seat surface 4c, the solenoid valve V1 is closed (see FIG. 3), and on the other hand, in a state where the drive current is supplied to the solenoid coil 6, the seal portion 5c is resisted against the elastic force of the coil spring 7. The electromagnetic valve V1 opens by separating from the valve seat surface 4c (see FIG. 4). In the state where the electromagnetic valve V1 is opened, as indicated by the broken arrow in FIG. 4, the gaseous hydrogen flows into the gas passage 4a of the injector body 4, the gas passage 5a of the needle valve 5, the branch passage 5d of the needle valve 5, and the injector. The gas flows in the order of the gas passage 4 a of the main body 4 and the injection hole 4 b of the injector main body 4, and is injected from the injection hole 4 b of the injector main body 4.

  The injection timing and the injection amount of gaseous hydrogen in the direct injection hydrogen injector I1 having such a configuration are controlled by a control unit 10 including a microcomputer. More specifically, the control unit 10 is based on signals detected from various sensors such as an air flow meter, a throttle sensor, a pressure sensor 17, a water temperature sensor 18, and an engine speed sensor 19 in accordance with a program stored in the storage unit. The injection timing and amount of gaseous hydrogen are controlled by calculating the pulse pattern of the injection instruction signal output to the direct injection hydrogen injector I1, that is, the valve opening timing and valve opening time of the electromagnetic valve V1.

  By the way, in the engine equipped with the conventional direct injection type fuel injector, the water | moisture content etc. which accompany combustion of gaseous fuel adhere to a direct injection type fuel injector, and it can prevent the operation | movement by freezing by the fall of external temperature, etc. There was sex. Further, when the lubricating oil permeates into the direct injection fuel injector, there is a possibility that the operation of the injection valve may be hindered as in the case of the above-mentioned water icing.

  Therefore, in the present embodiment, the direct-injection hydrogen injector I1 is forced to the extent that the injection of gaseous hydrogen by opening the valve is not performed between the time when the ignition switch 11 is turned on (IGON signal input) and before the starter 20 is activated. By operating in this manner, the sticking of the movable portion 5b due to freezing and intrusion of lubricating oil was eased in advance, and the direct injection hydrogen injector I1 could be reliably opened during cranking.

  Here, the pulse supplied to the direct injection type hydrogen injector I1 at normal time (in cranking, indicating normal engine operation after complete explosion) is compared with the pulse supplied before starting the engine. FIG. 5 (a) is a diagram showing an injection instruction signal supplied at normal time and an injection instruction signal supplied before engine start, and FIG. 5 (b) is an injection instruction signal and drive before engine start. It is a figure showing the waveform of an electric current. In FIG. 5 (a), at the normal time, a pulse P0 having a pulse width W0 of about 10 (msec) is synchronized with the rotation period T0 of the engine, that is, the rotor R (see FIG. 1) as an injection instruction signal. It is supplied to the solenoid coil 6 of the electromagnetic valve V1.

  On the other hand, before the engine is started, the pulse P0 having the same pulse width W0 as that at the normal time is supplied as the injection instruction signal at a cycle T1 shorter than the rotation cycle T0 of the rotor R. The operation interval of the injection type hydrogen injector I1 is set shorter than normal.

  Here, before the engine is started, while the pulse P0 is supplied a plurality of times as shown in the figure, the movable portion 5b (see FIG. 3) starts to shift upward, and the direct injection hydrogen injector I1 starts to open. Then, paying attention to one pulse P0, the control unit 10 (see FIG. 2) is connected to the solenoid coil 6 as shown in FIG. The supply of the injection instruction signal pulse P0 is stopped, the energization is stopped, and the direct injection type hydrogen injector I1 is closed.

  When the valve opening of the direct injection type hydrogen injector I1 is started, the movable portion 5b starts to shift upward so that the positional relationship between the solenoid coil 6 and the movable portion 5b is deviated, so that electromagnetic induction occurs and counter electromotive force is generated. As a result, as indicated by a solid line in FIG. 5B, the value of the drive current during energization decreases. The control unit 10 determines the opening of the direct injection hydrogen injector I1 based on the decrease in the value of the drive current.

  If the direct-injection hydrogen injector I1 does not start valve opening while the pulse P0 is supplied, the value of the drive current increases with time as shown by the two-dot chain line in FIG. When the direct injection type hydrogen injector I1 has not started to open, the control unit 10 generates a pulse P0 at a cycle T1 according to the program stored in the storage means, as indicated by a two-dot chain line in FIG. Supply repeatedly a predetermined number of times.

  In this manner, by supplying the pulse P0 at a short cycle T1 and forcibly operating the direct injection hydrogen injector I1 before cranking to start the engine by operating the starter 20, freezing or lubricating oil is supplied. The sticking of the movable part 5b due to the penetration can be eased in advance. Therefore, during cranking when the starter 20 is operated, the direct injection hydrogen injector I1 can be reliably opened by supplying the pulse P0.

  In addition, since the sticking of the movable portion 5b is eased in advance before the starter 20 is operated, it is possible to avoid the cranking being performed for a long time to ease the sticking of the direct injection type hydrogen injector I1. Therefore, the battery voltage drop due to the starter 20 operating for a long time can be suppressed, and the engine can be started reliably.

  In addition, by supplying the pulse P0 at the cycle T1 before the starter 20 is operated, it is possible to reliably prevent a situation in which the value of the drive current is lowered due to power consumption by driving the starter 20.

  Further, when the direct injection hydrogen injector I1 starts to open, the supply of the injection instruction signal is stopped and the valve is closed to operate the direct injection hydrogen injector I1 to the extent that hydrogen is not injected by the valve opening. ing. Thereby, before the starter 20 is operated, gaseous hydrogen is prevented from being injected and the inside of the working chamber E1 is prevented from being over-rich, so that stable startability of the engine can be obtained.

  Further, the direct injection type hydrogen injector I1 is forcibly operated at an operation interval (cycle T1) shorter than the normal operation interval (cycle T0 for supplying the injection instruction signal) as shown in FIG. In addition, since the number of operations of the direct-injection hydrogen injector I1 can be ensured and the movable part 5b can be vibrated, the sticking of the movable part 5b can be more reliably mitigated.

  Further, the effect of operating the direct injection hydrogen injector I1 between the time when the ignition switch 11 for operating the starter 20 is turned on and before the starter 20 is operated is that gaseous fuel is used as fuel as in this embodiment. It becomes prominent when used. That is, for the reasons described above, a large current is required as a drive current necessary for opening the valve, and a rubber material is used for the seal portion 5c, so that the movable portion 5b tends to be more difficult to open. However, as in the present embodiment, the direct injection hydrogen injector I1 is forcibly actuated, so that the sticking of the movable portion 5b is reliably relaxed.

  Hereinafter, the drive control of the direct injection hydrogen injector I1 executed by the control unit 10 according to the present embodiment will be described with reference to the flowchart of FIG.

  First, for example, an occupant rotates an ignition key (not shown) halfway, and the ignition switch 11 controls that each device related to the engine body 1 (see FIG. 2) other than the starter 20 is turned on. When the unit 10 detects (step s1), various signals detected by each of the devices such as the coolant temperature of the engine body 1 detected by the water temperature sensor 18 are read (step s2).

  Next, when the occupant further rotates the ignition key to the start position and detects that the operation for operating the starter 20 has been performed by the ignition switch 11 (step s3), the control unit 10 at step s2 Based on the signal detected by the water temperature sensor 18, the possibility of freezing of the direct injection hydrogen injector I1 is determined (step s4). The temperature of the direct-injection hydrogen injector I1 can be considered to fluctuate substantially in relation to the coolant temperature of the engine main body 1, and the control unit 10 can detect the direct-injection-type hydrogen injector based on the signal detected by the water temperature sensor 18. The temperature of I1 can be indirectly determined. Here, for example, when the temperature threshold is set to 0 ° C. and the control unit 10 determines that the water temperature of the cooling water is lower than 0 ° C. (step s4: YES), in the direct injection hydrogen injector I1 because it is cold. Judge that there is a possibility of freezing.

  When the control unit 10 determines in step s4 that there is a possibility of freezing in the direct injection hydrogen injector I1, the pulse P0 is injected into the solenoid coil 6 at a short cycle T1 as shown in FIG. The instruction signal is supplied a plurality of times for a predetermined time (step s5). Thereby, since the movable part 5b vibrates, a crack (crack) can be produced in an icing place and adhesion of the movable part 5b can be eased.

  Here, as shown in FIG. 5B, the control unit 10 generates a back electromotive force in the solenoid coil 6 during energization of the direct injection hydrogen injector I1, and the drive current is reduced to a predetermined value. Is determined based on the current detection means 25 and preset drive current threshold data. That is, the control unit 10 determines whether or not the direct injection hydrogen injector I1 has started to open, and determines that the direct injection hydrogen injector I1 has started opening due to a decrease in the value of the drive current (step s6: YES). Then, the supply of the instruction signal is stopped, and the energization to the solenoid coil 6 is stopped (step s7). As a result, the direct injection hydrogen injector I1 is held in a completely closed state by the elastic force of the coil spring 7 or the like.

  Here, in step s3, after the ignition switch 11 is turned on, a time difference inevitably occurs from when the starter 20 operates and cranking is performed. This is because, in step s3, the operation for operating the starter 20 is performed on the ignition switch 11 and the starter 20 is actually started until the starter 20 is actually started. This is because it takes a long time. Therefore, the control unit 10 executes steps s4 to s7 described above within this time, and as a result, after executing steps s4 to s7, starts cranking (step s8), and returns the process. Become.

  In step s4, when the control unit 10 determines that the water temperature is not lower than 0 ° C., that is, 0 ° C. or higher (step s4: NO), it is determined that there is no possibility of freezing in the direct injection hydrogen injector I1. The cranking by the starter 20 is started without executing the supply of P0 (step s8), and the process is returned.

  In step s6, if the control unit 10 determines that the value of the drive current has not decreased and determines that the direct injection hydrogen injector I1 has not started to open (step s6: NO), the direct injection type is still not used. It is determined that gaseous hydrogen is not injected from the hydrogen injector I1, and the supply of the injection instruction signal is continued until the starter 20 is activated.

  Here, the current detection means 25 can be constituted by, for example, an electric resistance element. Therefore, it is possible to easily and reliably detect the decrease in the current value, that is, the start of valve opening of the direct injection type hydrogen injector I1 by the change in the voltage drop between the terminals of the electric resistance element, and the gaseous hydrogen is injected before the starter 20 is operated. Can be reliably suppressed.

  By the way, in this embodiment, the control unit 10 determines the possibility of freezing based on the coolant temperature of the engine body 1 in step s4 of FIG. 6, but the direct injection hydrogen injector I1 is opened. Even if the main factor that hinders the operation is the lubricating oil, by supplying the pulse P0 before the starter 20 is operated, the sticking of the movable portion 5b can be eased in advance. If the main factor that hinders the opening operation of the direct injection hydrogen injector I1 is lubricating oil, the determination process in step s4 regarding the possibility of freezing described above is omitted, and step s5 for supplying the pulse P0 of the injection instruction signal is executed. It can also be made.

  Note that the processing of steps s4 to s7 is performed using a time difference that is inevitably generated from the ON operation of the ignition switch 11 for operating the starter 20 until the starter 20 is actually operated. The processing in steps s4 to s7 may be completed after the engine water temperature is read in step s2 until the ignition switch 11 is turned on to operate the starter 20. .

  Further, the time from when the ignition switch 11 for operating the starter 20 is turned on to when the starter 20 is actually operated is set in advance by the control unit 10, and a time difference is generated by the control of the control unit 10. Good. Thereby, since sufficient time for the control unit 10 to perform the said steps s4-s7 can be ensured, adhesion of the movable part 5b can be eased more reliably.

(Second Embodiment)
Next, a second embodiment shown in FIGS. 7 to 9 will be described. In addition, the same code | symbol is attached | subjected about the component similar to 1st Embodiment, and the description is abbreviate | omitted. FIG. 7 is a diagram schematically showing a rotary type engine body 1 according to the present embodiment. In particular, in this embodiment, the rotary type engine main body 1 is attached to the intake passage 2 in addition to the direct injection type hydrogen injector I1 of the rotor housing H1. A gasoline injection valve I2 (hereinafter referred to as a port injection type gasoline injector I2) that injects gasoline into the intake passage 2 is provided. When fuel supply to the working chamber of the engine body 1 is required, it can be directly adjusted according to various conditions such as the engine speed, the remaining amount of hydrogen or gasoline fuel, or according to the request of the occupant. An appropriate one is selected from the injection type hydrogen injector I1 and the port injection type gasoline injector I2.

  Further, in the present embodiment, in particular, the port injection type gasoline injector I2 determines whether or not the operation is necessary according to the state of the direct injection type hydrogen injector I1 before the cold start of the engine described later.

  FIG. 8 is a control system diagram conceptually showing the engine body 1 and the configuration related thereto. The port injection gasoline injector I2 is provided with an electromagnetic valve V2, and fuel injection in the injector I2 is controlled based on the opening / closing operation of the electromagnetic valve V2. In FIG. 2, the electromagnetic valve V2 is separately provided with respect to the injector I2, but actually, the electromagnetic valve V2 is incorporated in the injector I2 as in the case of the direct injection type hydrogen injector I1. .

  Further, as shown in FIG. 8, the port injection type gasoline injector I2 attached to the intake passage 2 is connected to a gasoline storage tank (not shown) via a gasoline supply pipe 31.

  Further, as shown in FIG. 8, a control unit 30 is provided for controlling the engine body 1 and the components related thereto as described above. The control unit 30 performs various controls described in the first embodiment, and the occupant selects either the use state of gaseous hydrogen (hydrogen engine drive mode) or the use state of gasoline (gasoline engine drive mode). Based on an operation signal from the selection switch 26, drive control processing of the injectors I1 and I2 is performed.

  The control unit 30 also has appropriate storage means (not shown). In the storage means, as in the first embodiment, in addition to various setting data such as temperature threshold value data and drive current threshold value data, A program necessary for driving and controlling the injectors I1 and I2 is stored.

  By the way, in the first embodiment, after the ignition switch 11 is turned on and before the starter 20 is operated, the direct injection hydrogen injector I1 is forcibly operated to such an extent that hydrogen injection by valve opening is not performed. In this embodiment, when the start of the valve opening is not detected by the forced operation of the direct injection hydrogen injector I1, the port injection gasoline injector I2 is driven, and the cranking is executed. The engine can be started reliably.

  Hereinafter, drive control of the direct injection type hydrogen injector I1 and the port injection type gasoline injector I2 executed by the control unit 30 according to the present embodiment will be described with reference to the flowchart of FIG.

  First, when the control unit 30 detects that each device (see FIG. 8) related to the engine body 1 other than the starter 20 is turned on by the ignition switch 11 (step s11), the hydrogen engine is driven with respect to the selection switch 26. Various signals detected by the respective devices, such as whether or not a mode selection operation has been performed, are read. As a result, if it is determined that a hydrogen engine drive mode selection operation has been performed (step s12: YES), the direct injection hydrogen injector I1 A predetermined program for controlling the driving is read and the mode is switched to the hydrogen engine driving mode (step s13).

  Thereafter, as in the first embodiment, the control unit 30 changes from the process of reading the coolant temperature of the engine body 1 based on the signal detected by the water temperature sensor 18 to the drive current for driving the direct injection hydrogen injector I1. Based on this, the process up to the process of determining whether or not the direct injection hydrogen injector I1 has started to open is executed (steps s14 to s18).

  Here, if the control unit 30 does not determine in step s18 that the direct injection hydrogen injector I1 has started to open (step s18: NO), the control unit 30 stops energization of the drive current and the port injection gasoline injector. A predetermined program for controlling the drive of I2 is read, the mode is switched to the gasoline engine drive mode (step s19), cranking is started (step s20), and then the process is returned. On the other hand, if the control unit 30 determines in step s18 that the direct-injection hydrogen injector I1 has started to open (step s18: YES), the control unit 30 executes only the interruption of the energization (step s21) and starts cranking. (Step s20).

  If the control unit 30 determines in step s12 that the selection operation of the hydrogen engine drive mode has not been performed on the selection switch 26, that is, the gasoline engine drive mode has been selected (step 12: NO). ), Cranking is started by the starter 20 in the gasoline engine drive mode (step s20), and the process is returned.

  As described above, when the valve opening of the direct injection hydrogen injector I1 is not started, the starter 20 is switched to the use state of the port injection type gasoline injector I2 before the starter 20 is operated. .

(Other embodiments)
In each of the embodiments described above, a pulse having a predetermined width P0 is supplied a plurality of times as the injection instruction signal. However, a pulse sufficiently longer than the pulse width W0 may be supplied once. .

  In addition, the length of the cycle for supplying the pulse may be increased or decreased according to the surrounding environment such as the temperature of the cooling water. For example, when the water temperature is low when the water temperature is low, the cycle of the pulse may be shortened compared to when the water temperature is high, and the operation interval of the movable part 5b may be shortened. By increasing the frequency of the movable part 5b, , It is possible to easily cause cracks in the frozen portion.

  Moreover, in the above-mentioned embodiment, although the engine main body 1 is made into the rotary type engine, it is not limited to this, This invention is applicable also to a reciprocating engine.

  In each of the above-described embodiments, an engine using gaseous hydrogen is described. However, if fuel is directly injected into the working chamber of the engine body, gaseous fuel such as compressed natural gas or liquefied petroleum gas is used. It may be a utilized engine, or there may be a system in which gasoline is directly injected into the working chamber of the engine body.

In correspondence between the configuration of the present invention and the above-described embodiment,
The in-cylinder injection valve of the present invention corresponds to the gaseous hydrogen injection valve I1,
Similarly,
The injection valve driving means corresponds to the solenoid coil 6,
The temperature detection means corresponds to the water temperature sensor 18,
The used fuel switching means corresponds to the control unit 30 executing step s19.
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

The figure which represents schematically the rotary type engine main body which concerns on 1st Embodiment of this invention. 1 is a control system diagram conceptually showing an engine body and a configuration related thereto according to a first embodiment of the present invention. The longitudinal cross-sectional view which shows the direct injection type hydrogen injector in a closed state. The longitudinal cross-sectional view which shows the direct injection type hydrogen injector in an open state. (A) The figure showing the injection instruction signal supplied at the time of normal, and the injection instruction signal supplied before engine starting. (B) The figure which shows the waveform of the injection instruction | indication signal and drive current before an engine start. The flowchart which shows the drive control process of the direct injection type hydrogen injector performed by the control unit which concerns on 1st Embodiment of this invention. The figure which represents schematically the rotary type engine main body which concerns on 2nd Embodiment of this invention. The control system figure which represents notionally the engine main body which concerns on 2nd Embodiment of this invention, and the structure relevant to it. The flowchart which shows the drive control process of the direct injection type hydrogen injector and the port injection type gasoline injector which are performed by the control unit which concerns on 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine main body 10, 30 ... Control unit 11 ... Ignition switch 18 ... Water temperature sensor 20 ... Starter 25 ... Current detection means I1 ... Gas hydrogen injection valve I2 ... Gasoline injection valve

Claims (7)

An engine fuel injection device including an in-cylinder injection valve that directly injects fuel into a working chamber,
An engine provided with an injection valve driving means for operating the in-cylinder injection valve to such an extent that fuel injection by valve opening is not performed between the time when an ignition switch for operating a starter is turned on and before the starter is operated. Fuel injection device. Pre-set the time from when the ignition switch is turned on until the starter is activated,
The fuel injection device for an engine according to claim 1, wherein the injection valve driving means is operated within the preset time. The in-cylinder injection valve is controlled to be opened and closed by supplying a drive current,
The injection valve driving means stops energization of the in-cylinder injection valve when the start of opening of the in-cylinder injection valve is detected based on a decrease in drive current during energization of the in-cylinder injection valve. The fuel injection device for an engine according to claim 1, wherein the valve is closed. Temperature detecting means for detecting a temperature related to the temperature of the in-cylinder injection valve;
The fuel injection device for an engine according to claim 1, wherein the injection valve driving means is operated when the temperature is lower than a predetermined temperature. The engine fuel injection device according to claim 1, wherein the injection valve driving means forcibly operates the in-cylinder injection valve at an operation interval shorter than an operation interval at a normal time. The engine fuel injection device according to claim 1, wherein the in-cylinder injection valve is configured to inject gaseous fuel. The engine is configured to be able to switch between the use state of gaseous fuel and the use state of gasoline,
A fuel consumption switching means for starting the engine by switching from a gas fuel usage state to a gasoline usage state when the opening of the in-cylinder injection valve is not detected by the operation of the injection valve driving means. Item 7. A fuel injection device for an engine according to Item 6.

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