JP2008232046A - Cylinder injection type fuel injection control device, engine information acquisition device and engine control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a cylinder injection type fuel injection control device, an engine information acquisition device and an engine control system capable of providing good characteristics as combustion characteristics in an engine start early stage. <P>SOLUTION: This system is provided with a program detecting (estimating) cylinder temperature T0 when an engine is started (step S12), controlling fuel injection (cylinder injection) by an injector in a predetermined style as normal control when the detected temperature is sufficiently high (step S131), and prohibiting fuel injection (step S132) (cylinder injection) by the injector until cylinder temperature gets sufficiently high while heating the cylinder by operation of a starter device (by friction heat of engine moving parts in detail) when the detected temperature is not sufficiently high. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention is applied to a so-called in-cylinder injection engine system that includes a fuel injection valve that directly injects fuel into a cylinder that is a part that performs fuel combustion of the engine. The present invention relates to a fuel injection control device that controls aspects, an engine information acquisition device that acquires information related to the engine, and an engine control system that is constructed by each device.

  An in-cylinder injection engine is an engine that directly injects and supplies fuel into a cylinder corresponding to a portion where fuel combustion is performed in the engine, and fuel is supplied to an intake passage (for example, an intake port) upstream of the cylinder. Compared to an intake passage injection type engine that injects fuel, the time from injection to combustion, and hence the time for atomizing (vaporizing) the injected fuel, is shortened. For this reason, in order to obtain good combustion characteristics, it is necessary to promote atomization of the fuel by injecting the fuel at a high pressure (in other words, at a high injection pressure). Therefore, in general, in such an in-cylinder injection engine system, the fuel pumped up from the fuel tank by the low pressure pump (feed pump) is increased in pressure by the high pressure pump, and the high pressure fuel is pumped to the fuel injection valve. High-pressure pumps used in such systems generally require a large driving force, and are therefore often driven using the output of the engine. More specifically, the piston (plunger) of the high-pressure pump is driven by a cam mounted on a camshaft (for example, a common camshaft with an intake / exhaust valve used for intake / exhaust of the cylinder) that is linked to the output shaft (crankshaft) of the engine. By reciprocating, the volume of the pressurizing chamber corresponding to the portion for pressurizing the fuel in the pump is changed. Thus, the fuel fed into the pressurizing chamber is sequentially pumped to the fuel injection valve. By the way, in the case of a multi-cylinder engine, the fuel that has been pressurized and sent from the fuel pump is distributed to each cylinder by the delivery pipe.

  In such an in-cylinder injection type engine, injection characteristics are likely to deteriorate at the beginning of the start, and therefore, injection control at the start of the start becomes important. For example, at the initial stage of engine start, fuel pressure fluctuations increase due to insufficient pump performance, resulting in irregular injection time and injection timing. In addition, at the initial stage of startup, only a low pressure is obtained as the pressure of fuel supplied to the fuel injection valve (fuel pressure), so that the injected fuel is not sufficiently atomized and the combustibility of the air-fuel mixture (ease of combustion) ) Is likely to deteriorate. As a result, the engine startability deteriorates, and there is a concern that exhaust emissions will deteriorate when the engine is started.

Therefore, conventionally, a fuel injection control device as described in Patent Document 1, for example, has been proposed. In this apparatus, in-cylinder injection (direct fuel injection into the cylinder) is prohibited when the pressure of the fuel supplied to the fuel injection valve is equal to or lower than a predetermined pressure in the initial stage of engine startup.
JP-A-11-270385

  If it is an apparatus as described in this patent document 1, this will surely be accelerated | stimulated about atomization of a fuel, etc. by obtaining sufficient fuel pressure. However, even with this device, the fuel pressure is sufficiently high or too high, so that the fuel injected in-cylinder (direct fuel injection into the cylinder) cannot be completely vaporized (atomized) and is liquid (so-called fuel). Combustion characteristics (emissions and combustion stability) in the cylinder due to deterioration of the flammability (easiness of combustion) of the fuel itself and plugging, etc. There are still concerns about worsening the sex. Specifically, the inventor has focused on the point that the ease of vaporization (atomization) of the fuel in the cylinder varies depending on the injection environment. That is, depending on the state in the cylinder where the fuel is injected (vaporization atmosphere in the cylinder), not all fuel is necessarily vaporized. For this reason, for example, when the fuel injection in the apparatus described in Patent Document 1 is performed in an environment in which vaporization is difficult to occur, the fuel is not completely vaporized as described above, and unburned gas (HC) increases due to poor combustion. As a result, exhaust emissions may be deteriorated.

  The present invention has been made in view of such circumstances, and provides an in-cylinder injection type fuel injection control device, an engine information acquisition device, and an engine control system that can obtain better characteristics as combustion characteristics at the initial stage of engine start. The main purpose is to provide it.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  According to the first aspect of the present invention, an engine (internal combustion engine) that burns fuel in a cylinder during operation, converts energy generated by the combustion into mechanical motion (for example, rotational motion), and outputs the engine, and the cylinder An in-cylinder injection type fuel injection control device for controlling a fuel injection mode of the fuel injection valve for an engine system comprising a fuel injection valve for directly injecting and supplying fuel into the engine system, wherein the engine system includes: When the engine is started for the engine system, the temperature of the cylinder is detected (for example, actually measured or estimated), and the detected temperature is configured. Is sufficiently high, the fuel injection by the fuel injection valve is controlled in a predetermined manner as normal control, and when the detected temperature is not sufficiently high, The cylinder heating means, characterized in that it comprises an injection control means for cylinder temperature while heating the cylinder to prohibit or restrict the fuel injection by the fuel injection valve until sufficiently high.

  The inventor pays attention to the fact that the higher the temperature in the cylinder, the more easily the fuel is vaporized (atomized) in the cylinder, and pays attention to the temperature of the cylinder as a parameter that continuously affects the temperature in the cylinder. Thus, the above device was invented. That is, when the engine is started with this device, fuel injection (in-cylinder injection) by the fuel injection valve is controlled as usual only when the temperature of the cylinder becomes sufficiently high by the injection control means. On the other hand, fuel injection (in-cylinder injection) by the fuel injection valve is prohibited or restricted until the cylinder temperature becomes sufficiently high. For this reason, it is possible to suppress the deterioration of the combustion characteristics due to the above-mentioned fuel wet and the like, and to obtain better characteristics as the combustion characteristics at the initial stage of engine start. As a result, exhaust emission can be improved.

  In the apparatus according to claim 1, the cylinder heating means can be realized by providing, for example, an electric heater around the cylinder. However, when considering application to a general engine system, the cylinder heating means forcibly drives the output shaft of the engine to force the output shaft as in the invention described in claim 2. It is effective to have a configuration in which the cylinder is heated by heat (for example, frictional heat) generated by motion (for example, rotation). With such a configuration, the cylinder heating means can be realized by an engine starting device (starter device) used in a general engine system.

  In the apparatus according to claim 1, as a configuration for restricting fuel injection by the fuel injection valve, for example, as in the invention according to claim 3, the injection control means until the cylinder temperature becomes sufficiently high. A configuration in which the fuel injection amount of the fuel injection valve is limited to a smaller amount than in the normal control is particularly effective. With such a configuration, the fuel injection amount of the fuel injection valve is more limited than in the case of normal control until the cylinder temperature becomes sufficiently high. Therefore, it is possible to more suitably avoid or suppress the disadvantages that may occur due to fuel injection at the initial stage of engine start-up, such as the above-described deterioration of combustion characteristics due to fuel wet or the like.

  In this case, the fuel injection amount of the fuel injection valve is set to the fuel injection amount in the cylinder until the cylinder temperature becomes sufficiently high. By limiting the amount to such a level as possible, fuel combustion is not performed in the cylinder until the cylinder temperature becomes sufficiently high, and deterioration of exhaust emissions due to incomplete combustion can be avoided or suppressed more reliably. become able to.

  Further, in the apparatus according to any one of claims 1 to 4, the configuration for detecting (for example, actually measuring or estimating) the temperature of the cylinder includes, for example, an appropriate temperature sensor for the cylinder so as to detect the temperature of the cylinder. Can also be realized. However, such temperature sensors still have many problems to be solved in terms of detection accuracy and cost, and are not generally used. Therefore, the inventor invented an apparatus as described in claims 5 to 8 as a configuration that can be easily applied to a general engine system. Hereinafter, the apparatus according to claims 5 to 8 will be described.

  That is, in the invention according to claim 5, in the apparatus according to any one of claims 1 to 4, the injection control means has a heating amount of the cylinder heating means (for example, from the start of the engine to the time) The temperature of the cylinder is estimated based on the heating time).

  The higher the heating amount of the cylinder heating means, the higher the temperature of the cylinder to be heated. For this reason, the cylinder temperature can be estimated from the heating amount of the cylinder heating means. In this case, for example, in a configuration in which an electric heater is used as the cylinder heating means, the energization time or the like (the energization amount or the like may be taken into account in order to improve accuracy) can be used as the heating amount. On the other hand, in a configuration using an engine starting device (starter device) as the cylinder heating means, a cranking time or the like related to engine starting can be used as the heating amount.

  According to a sixth aspect of the present invention, in the apparatus according to any one of the first to fifth aspects, the injection control means includes an engine outside air temperature and a cooling liquid temperature of the cylinder (a so-called cooling water temperature). ) And the temperature of the lubricating oil related to the mechanical motion, the temperature of the cylinder is estimated based on the value or history at that time.

  Since the engine is not normally warmed up at the beginning of the engine start, the temperature of the engine body, and thus the temperature of the cylinder, is greatly influenced by the external environment. Therefore, the cylinder temperature can be estimated from the outside air temperature of the engine. Further, the coolant temperature of the cylinder and the temperature of the lubricating oil related to the mechanical motion are strongly correlated with the temperature of the cylinder. Therefore, the cylinder temperature can be estimated from any of these temperatures. Note that the parameter value used for this estimation may be the value detected at that time, or may be configured to leave a history (for example, by storing occasional data sequentially in a storage device) The immediately preceding data) may be used.

  According to a seventh aspect of the present invention, in the apparatus according to any one of the first to sixth aspects, the injection control means uses a value or history of a parameter indicating the output state of the engine at that time. Based on this, the temperature of the cylinder is estimated.

  Normally, at the initial stage of engine start, the engine is unilaterally controlled from the stopped state to the output increasing side. Therefore, during this period, the cylinder temperature can be estimated from the output state of the engine. As a parameter indicating the output state of the engine, in addition to the engine rotation speed, for example, a parameter indicating a combustion state detected by an in-cylinder pressure sensor, a knock sensor, or the like (for example, in-cylinder pressure or knocking frequency) is used. it can. Further, as a parameter indicating the output state of the engine more indirectly, for example, the amount or exhaust temperature of a specific exhaust component (for example, NOx) detected by an appropriate sensor (for example, a NOx sensor or an exhaust temperature sensor) or the like, Parameters such as the behavior of the vehicle on which the engine is mounted (for example, vehicle speed) can also be used. Also in this case, as the parameter value, the value detected at that time may be used, or the history (particularly immediately preceding data) may be used by configuring the history so as to leave a history.

  Further, the cylinder temperature can be estimated not by the result (output state) output from the engine but also by the conditions when the output is generated by the engine. That is, in the invention according to claim 8, in the apparatus according to any one of claims 1 to 7, the injection control means sets the parameter value indicating the fuel combustion condition to the value or history at that time. Based on this, the temperature of the cylinder is estimated. The parameters indicating the fuel combustion conditions include the command contents (fuel injection amount, injection timing, ignition timing, etc.) to the actuator related to engine operation (combustion), the amount of air taken into the engine, and the like. Can be used. Also in this case, as the parameter value, the value detected at that time may be used, or the history (particularly immediately preceding data) may be used by configuring the history so as to leave a history.

  Thus, the structure which detects the temperature of the said cylinder is easily realizable by employ | adopting any of the said structures. In order to detect the cylinder temperature with high accuracy, it is effective to apply the configurations described in claims 5 to 8 in an arbitrary combination (for example, all).

  By the way, when starting the engine, the fuel injection pressure of the fuel injection valve described above, in addition to the cylinder temperature, is a parameter that greatly affects the ease of vaporization (atomization) of the fuel in the cylinder. For this reason, when it is desired to control the combustion characteristics at the initial stage of engine start more precisely, as in the invention according to claim 9, in the apparatus according to any one of claims 1 to 8, the injection control is performed. It is effective that the means is configured to change the prohibition mode or the restriction mode of the fuel injection based on the fuel injection pressure of the fuel injection valve. Specifically, the determination value (threshold value) used for determining whether or not the cylinder temperature (detected temperature) is sufficiently high is variably set according to the fuel injection pressure (for example, the determination value is increased as the fuel injection pressure increases). A configuration in which the fuel injection limit amount is variably set according to the fuel injection pressure (for example, the fuel injection amount being restricted is set to be larger as the fuel injection pressure increases) is effective.

  Further, by setting the injection permission condition using the above-mentioned related parameters, it is possible to obtain an effect equivalent to the above effect without obtaining the cylinder temperature itself. That is, in the invention described in claim 10, during operation, the fuel is burned in the cylinder, the energy generated by the combustion is converted into mechanical motion and output, and the fuel is directly fed into the cylinder. An in-cylinder injection type fuel injection control device for controlling a fuel injection mode of the fuel injection valve for an engine system including a fuel injection valve to be injected, wherein the engine system heats the cylinder When the engine is started for the engine system, the heating amount of the cylinder heating means, the outside air temperature of the engine, and the coolant temperature of the cylinder (so-called cooling) Water temperature) and the temperature of the lubricating oil related to the mechanical movement (for example, any one of the heating amount and the remaining parameters). When the injection permission condition defined is determined and the injection permission condition is satisfied, the fuel injection by the fuel injection valve is controlled in a predetermined manner as normal control, and the injection permission condition is In the case where the fuel injection valve is not established, an injection control means is provided that prohibits or restricts fuel injection by the fuel injection valve until the injection permission condition is satisfied while the cylinder is heated by the cylinder heating means. Even in such a configuration, by appropriately setting the injection permission condition, fuel injection by the fuel injection valve can be controlled as usual only when the cylinder temperature becomes sufficiently high. For this reason, it is possible to suppress the deterioration of the combustion characteristics due to the above-mentioned fuel wet and the like, and to obtain better characteristics as the combustion characteristics at the initial stage of engine start.

  In addition to the above devices, the following configurations can be considered as a configuration for determining whether or not to perform fuel injection when starting the engine.

  That is, the invention according to claim 11 is applied to an engine system including a fuel injection valve that directly injects and supplies fuel into a cylinder that is a part that performs fuel combustion of the engine, and a fuel injection mode of the fuel injection valve. An in-cylinder injection type fuel injection control device for controlling the engine, comprising: means for executing fuel injection by the fuel injection valve only when the temperature of the cylinder is sufficiently high when the engine is started. To do.

  The invention according to claim 12 is applied to an engine system including a fuel injection valve that directly injects and supplies fuel into a cylinder that is a part that performs fuel combustion of the engine. An in-cylinder fuel injection control device for controlling an aspect, comprising means for permitting execution of fuel injection by the fuel injection valve only when the temperature of the cylinder is sufficiently high when the engine is started. It is characterized by.

  Even in these configurations, fuel injection by the fuel injection valve is prohibited when the cylinder temperature is not sufficiently high. For this reason, it is possible to suppress the deterioration of the combustion characteristics due to the above-mentioned fuel wet and the like, and to obtain better characteristics as the combustion characteristics at the initial stage of engine start. The fuel injection can be prohibited by, for example, invalidating a command signal for the fuel injection valve, for example, by disabling the signal, deleting the signal, or cutting off the signal path.

  In addition to prohibiting or restricting fuel injection at the time of engine start, if the fuel injection mode of the fuel injection valve is variably controlled based on the cylinder temperature, more precise initial engine start-up can be achieved. It becomes possible to control the fuel injection mode. In addition to the cylinder temperature, any parameter that indicates the state in the cylinder (for example, pressure, temperature, etc.) is a parameter that affects the ease with which the fuel is vaporized (atomized). The invention described in claim 13 realizes such a configuration, and is applied to an engine system including a fuel injection valve that directly injects fuel into a cylinder that is a part that performs fuel combustion of the engine. A cylinder injection type fuel injection control device for controlling a fuel injection mode of the fuel injection valve, and when starting the engine, a parameter indicating a state (for example, pressure, temperature, etc.) in the cylinder, Means is provided for determining a command value for the fuel injection valve based on a value or history at that time.

  In this case, as described above, as described above, the configuration in which the parameter indicating the state in the cylinder is the temperature of the cylinder is particularly effective.

  In the invention according to claim 15, the engine information is applied to an engine system including a fuel injection valve that directly injects and supplies fuel into a cylinder that is a part that performs fuel combustion of the engine, and acquires information related to the engine. The acquisition device includes means for acquiring an actual measurement value or an estimated value of a parameter indicating a state (for example, pressure, temperature, etc.) in the cylinder when the engine is started. According to such a device, it becomes possible to easily and accurately know the ease of vaporization (atomization) of the fuel in the cylinder before starting the engine. Further, if the data is stored (preferably accumulated), the data can be analyzed and used for failure diagnosis, correction, and other failsafe.

  By the way, depending on the type of business, application, etc., when this device is used for engine control in a larger unit rather than the unit of the fuel injection control device, not only the fuel injection control device but also other related devices (for example, In some cases, it is handled as an engine control system constructed including various devices related to control of sensors, actuators, and the like. The apparatus according to any one of claims 1 to 14 is also assumed to be used by being incorporated in an engine control system as one of the applications. The invention according to claim 16 corresponds to such an application, that is, as an engine control system, the in-cylinder injection fuel injection control device according to any one of claims 1 to 14, and The fuel injection valve to which the fuel injection control device is applied, and engine control means for performing predetermined control related to the engine based on the operation of the fuel injection valve (for example, torque control or rotational speed control of the engine output shaft) ). The device according to any one of claims 1 to 14 is particularly useful when incorporated into an engine control system.

(First embodiment)
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment that embodies an in-cylinder fuel injection control device, an engine information acquisition device, and an engine control system according to the present invention will be described below with reference to the drawings. The fuel injection control device according to the present embodiment is an engine for a car engine, in particular, an in-cylinder injection engine (direct injection engine) that directly injects fuel (gasoline) used for combustion into a cylinder. It is used to control the operation.

  FIG. 1 is a configuration diagram showing an outline of a fuel injection control system (engine control system) according to the present embodiment, and signal lines in the figure correspond to a wiring layout. As the engine (engine 10 in the figure) of this embodiment, a multi-cylinder (for example, in-line four-cylinder) engine for automobiles is assumed. The engine 10 is a 4-stroke reciprocating in-cylinder injection engine (internal combustion engine). That is, in this engine 10, the cylinders at that time are sequentially discriminated by a cylinder discriminating sensor (electromagnetic pickup) provided on the camshaft of the intake and exhaust valves, and the four cylinders 11 (# 1 to # 4) are respectively inhaled and One combustion cycle by the four strokes of compression, combustion, and exhaust is a “720 ° CA” cycle, specifically, for example, by shifting “180 ° CA” between the cylinders, in order of cylinders # 1, # 3, # 4, and # 2. It is executed sequentially.

  As shown in FIG. 1, the fuel injection control system includes the in-cylinder injection engine 10 as a control target, and includes various sensors for controlling the engine 10, an ECU (electronic control unit) 50, and the like. Has been built. Hereinafter, each element constituting this system including the engine 10 to be controlled will be described in detail.

  The engine 10 includes four cylinders (cylinders) 11.

  FIG. 2 shows the internal structure of the cylinder 11. Since the configuration of the four cylinders 11 (# 1 to # 4) is basically the same, the internal structure of each cylinder will be described here with a focus on one cylinder. .

  As shown in FIG. 2, the cylinder 11 is formed by fixing a cylinder head 11b to an upper end surface of a cylinder block 11a forming a body portion of the cylinder 11. The cylinder block 11a is provided with a cooling water passage (water jacket) 11c for circulating the cooling water through the engine 10 and a cooling water temperature sensor 11d for detecting the temperature (cooling water temperature) of the cooling water flowing through the water passage. It has been. The cylinder 11 accommodates a piston 13 having a cavity (depression) 13a for generating a swirl flow or a tumble flow on the top surface. The piston 13 is provided with a crankshaft (not shown) with a flywheel as an output shaft common to each cylinder. On the other hand, a combustion chamber Cm is formed between the top surface of the piston 13 and the cylinder head 11b. The combustion chamber Cm is of an electromagnetic drive type (other than the piezo drive type or the like) that directly injects fuel (gasoline) used for combustion in the combustion chamber Cm into the combustion chamber Cm. A high voltage is applied through an ignition coil (not shown) or the like at a desired ignition timing based on an instruction from the injector 43 (fuel injection valve) and the ECU 50 to ignite (spark ignition) the fuel in the air-fuel mixture. A spark plug 14 is attached. Here, the injector 43 is an internal valve opening type fuel injection valve, and is configured as a so-called normally closed type fuel injection valve that is closed when not energized. That is, in the injector 43, a needle (valve element) (not shown) is driven in accordance with, for example, an energization state (energization / non-energization) with respect to a solenoid coil (needle drive device) to reciprocate in the valve cylinder (inside the housing). Then, when the needle is separated from or seated on the predetermined seat portion based on the reciprocating motion, the fuel supply passage to the injection hole (perforated as many as necessary at the tip of the housing) is opened and closed at the seat portion. It has become so. At this time, the drive control of the needle is performed through so-called PWM (Pulse Width Modulation) control. That is, the lift amount of the needle (the degree of separation from the seat portion) is variably controlled based on the pulse width (corresponding to the energization time for the solenoid coil). In this control, the lift amount increases as the energization time increases. The injection rate (the amount of fuel injected per unit time) increases as the lift amount increases.

  Furthermore, the combustion chamber Cm is provided with two intake ports 11e and two exhaust ports 11f for each combustion chamber. An intake valve 12a and an exhaust valve 12b are provided for the intake port 11e and the exhaust port 11f, respectively. In the cylinder 11, the intake valve 12a and the exhaust valve 12b are rotated by a cam (not shown) attached to a camshaft that rotates in conjunction with the crankshaft (for example, the crankshaft rotates once in the time that the crankshaft rotates twice). By being driven, each of them reciprocates at a predetermined timing (fixed in this embodiment, but may be variable), and the intake port 11e and the exhaust port 11f are opened and closed by these valve bodies. Yes.

  Each cylinder of the engine 10 has such a structure. And by reciprocating the piston 13 of each cylinder in order by the fuel combustion in the combustion chamber Cm in the cylinders 11 (# 1) to (# 4) shown in FIG. A crankshaft as the output shaft rotates. Hereinafter, the description of the engine control system of the present embodiment will be continued with reference to FIG. 1 again.

  The intake pipe 20 constituting the intake system of the engine 10 is on the intake upstream side of the intake manifold 24 branched (branched into 8) so as to open to the intake ports 11e provided two for each cylinder. An air cleaner 21 is connected. An air flow meter 22 (for example, a hot wire type air flow meter) for detecting the amount of air sucked through the air cleaner 21 (fresh air amount) is provided in the intake pipe 20 on the downstream side of the air cleaner 21. On the downstream side of the air flow meter 22, an electronically controlled throttle valve (intake throttle valve) 23 whose opening is electronically adjusted by an actuator 23 a such as a DC motor, and the opening and movement of the throttle valve 23. A throttle opening sensor 23b for detecting (opening fluctuation) is provided. Further, on the downstream side of the throttle valve 23, a surge tank 24a in which the passage area of the intake manifold 24 is enlarged (expanded) is provided for the purpose of preventing intake pulsation and intake interference, and the surge tank 24a has intake air. An intake pipe pressure sensor 24b for detecting the pipe pressure (intake pipe negative pressure or the like) is provided.

  In the vicinity of the intake port 11e, a swirl control valve 25 is provided for each cylinder for controlling the airflow intensity in the cylinder 11 that affects the flame propagation speed and the like, particularly the swirl flow intensity. The swirl control valve 25 of each cylinder is connected to a step motor 25b via a common shaft 25a. In addition, a swirl control valve sensor 25c for detecting the opening degree of the swirl control valve 25 is attached to the step motor 25b. By driving the step motor 25b based on an instruction from the ECU 50, the opening degree of the swirl control valve 25 is controlled, and the swirl flow intensity of each cylinder is adjusted according to the opening degree.

  On the other hand, the exhaust pipe 30 that constitutes the exhaust system of the engine 10 is downstream of the exhaust manifold 31 that is branched (branched into eight) so as to open to the exhaust ports 11f provided two for each cylinder. A pipe 32 is connected to the side (exhaust discharge side). Although not shown in the figure, an exhaust treatment device (catalyst, DPF, etc.), silencer (muffler), oxygen concentration sensor (O2 sensor, A / F sensor, etc.) are further downstream of the pipe 32. Exhaust temperature sensors and other actuators and sensors are appropriately provided according to the application (specifications) of the system.

  Further, an EGR device is provided between the intake pipe 20 and the exhaust pipe 30 to recirculate a part of the exhaust gas to the intake system as EGR (Exhaust Gas Recirculation) gas. This EGR device basically includes an EGR pipe 33 provided so as to communicate the intake pipe 20 and the exhaust pipe 30, an electromagnetic valve provided on the exhaust downstream side of the throttle valve 23 of the intake pipe 20, and the like. And an EGR valve 33a. The passage area of the EGR pipe 33, and thus the EGR amount (recirculation amount) can be adjusted by the valve opening of the EGR valve 33a. For example, when the EGR valve 33a is fully closed, the EGR pipe 33 is shut off and the EGR amount becomes “0”. If necessary, an EGR cooler for cooling the EGR gas is also provided for the EGR pipe 33. In this EGR apparatus, based on such a configuration, a part of the exhaust gas is recirculated to the intake system through the EGR pipe 33, thereby reducing the combustion temperature and reducing the generation of NOx.

  The fuel supply system of the engine 10 conforms to the configuration that is generally widely used. That is, although illustration is omitted, the fuel in the fuel tank is pumped up by the low-pressure fuel pump and sent to the high-pressure fuel pump on the downstream side of the fuel. The high pressure fuel (for example, “6 to 13 MPa”) further pressurized by the high pressure fuel pump is supplied to the injectors 43 of the respective cylinders through the fuel pipe 41 in FIG. . The fuel pipe 41 is connected to a delivery pipe 42 for distributing the fuel in the fuel tank to each cylinder. Further, the delivery pipe 42 is provided with a fuel pressure sensor 42a, and the fuel pressure sensor 42a can manage the fuel pressure (fuel injection pressure) of each injector of the engine 10.

  A vehicle (not shown) is provided with various sensors for controlling the vehicle in addition to the above sensors. For example, a crank angle sensor 13c (for example, an electromagnetic pickup) that outputs a crank angle signal at every predetermined crank angle (for example, at a cycle of 30 ° CA) is provided on the outer peripheral side of the crank shaft that is the output shaft of the engine 10. It is provided to detect the rotational angle position, rotational speed (engine rotational speed), and the like. An oil pan (not shown) at the lower part of the engine (not shown) is provided with an oil temperature sensor 13d for detecting the temperature (oil temperature) of the lubricating oil. Further, on the outer peripheral side of the camshaft of the intake / exhaust valve, a cylinder discrimination signal corresponding to the target cylinder, that is, a cylinder based on a cylinder tooth (protrusion corresponding to each cylinder) on the outer periphery of the signal rotor attached to the camshaft. A cylinder discrimination sensor 12c (for example, an electromagnetic pickup) that outputs a discrimination signal according to the rotation of the camshaft is provided. As a result, a cylinder to be subjected to combustion control (injection control, ignition control, etc.) to generate torque on the crankshaft (engine output shaft) is discriminated. In addition, an accelerator sensor 61a that outputs an electric signal corresponding to the state (displacement amount) of the pedal to the accelerator pedal 61 (operation unit) detects an operation amount (depression amount) of the accelerator pedal 61 by the driver. Is provided.

  In such a system, the ECU 50 is a part that functions as the fuel injection control device and the engine information acquisition device of the present embodiment and performs engine control mainly as an electronic control unit. The ECU 50 (engine control ECU) includes a well-known microcomputer (not shown), grasps the operating state of the engine 10 and user requests based on the detection signals of the various sensors, and according to the above, By operating various actuators such as the injector 43, various controls related to the engine 10 are performed in an optimum manner according to the situation at that time. For example, during steady operation of the engine 10, various combustion conditions (for example, ignition timing, fuel injection amount, intake air amount, and air-fuel ratio, etc.) are calculated based on the detection signals of the sensors, and various actuators are operated. Thus, the indicated torque (generated torque) generated through the fuel combustion in each cylinder (combustion chamber), and thus the shaft torque (output torque) actually output to the output shaft (crankshaft) is controlled. In the present embodiment, a portion for performing such torque control (specifically, a program installed in the ECU 50) corresponds to “engine control means”.

  The microcomputer mounted on the ECU 50 basically includes a CPU (basic processing device) for performing various calculations, and a RAM (main memory for temporarily storing data and calculation results during the calculation) ( Random Access Memory (ROM), ROM as a program memory (read-only storage device), EEPROM (electrically rewritable non-volatile memory) as data storage memory, and backup RAM (on-vehicle battery etc. even after main power supply of ECU is stopped) Memory that is constantly powered by a backup power supply), signal processing devices such as A / D converters and clock generation circuits, various arithmetic devices such as input / output ports for inputting / outputting signals to / from the outside, A storage device, a signal processing device, a communication device, a power supply circuit, and the like are included. The ROM stores various programs and control maps relating to engine control including the fuel injection control, and the data storage memory (for example, EEPROM) stores various controls including design data of the engine 10. Data and the like are stored in advance.

  The configuration of the engine control system according to the present embodiment has been described in detail above. That is, in a vehicle (for example, a passenger car or a truck) on which the above system is mounted, the driving environment is optimized through various controls by such a system. In the system, the fuel injection control device according to the present embodiment, that is, the ECU 50, performs fuel injection control by operating the injector 43 in order to obtain desired torque, good drivability, and the like. . Note that, in the present embodiment as well, in the present embodiment, in-cylinder injection (direct fuel injection into the cylinder) is prohibited in the present embodiment as in the apparatus described in Patent Document 1. However, in the present embodiment, attention is paid to the vaporized atmosphere in the cylinder, and determination is made as to whether or not fuel injection is prohibited based on the cylinder temperature corresponding to a parameter indicating the vaporized atmosphere.

  Hereinafter, the fuel injection control will be described with reference to FIG. FIG. 3 is a flowchart showing the processing procedure of this fuel injection control. The series of processing shown in FIG. 3 is basically started when the ignition switch (IGSW) is driven to the on side in accordance with the driver's key operation, and thereafter stored in the ROM by the ECU 50. By being executed, the program is sequentially executed at predetermined processing intervals (for example, at predetermined crank angles or at predetermined time intervals). The values of various parameters used in this process are stored as needed in a storage device such as a RAM, EEPROM, or backup RAM mounted on the ECU 50, and updated as necessary.

  As shown in FIG. 3, in this control, first, in step S11, whether or not the engine speed NE0 (for example, detected by the crank angle sensor 13c) at that time is sufficiently low, specifically, the engine speed NE0. Is smaller than a predetermined determination value TH1 (NE0 <TH1). If it is determined in step S11 that the engine speed NE0 is smaller than the determination value TH1, the process proceeds to step S12 as the start operation, and the engine speed NE0 is not smaller than the determination value TH1 in step S11. If it is determined, the process proceeds to step S15 on the assumption that the start operation has been completed and the steady operation has been completed. As a result, the injection time (and hence the fuel injection amount) of the injector 43 is calculated based on step S12 and subsequent processing until the engine rotational speed NE0 increases after the IGSW is driven on. become.

  In the subsequent step S12, the cylinder temperature T0 is estimated. FIG. 4 is a flowchart showing a cylinder temperature estimation process performed as the process of step S12.

  As shown in FIG. 4, when estimating the temperature, first, in steps S21 to S27, the engine oil temperature Toil1 (detected by, for example, the oil temperature sensor 13d) and the engine rotational speed NE1 (for example, a crank angle sensor) are obtained. 13c), ignition timing ESA1 (for example, calculated as a required value), fuel injection amount QF1 (for example, calculated as a required value), fuel injection timing FT1 (for example, calculated as a required value), intake air amount GA1 (for example, air flow meter 22) ) And a base value K0 and correction values K1 to K6 are calculated based on the cranking time CT1 (for example, time measurement as an integrated time). Specifically, each of these parameters is acquired using a predetermined table (for example, stored in a ROM or a mathematical expression) in which the base value K0 and the correction values K1 to K6 are uniquely written in advance by experiments or the like.

  In the subsequent step S28, the cylinder temperature T0 is calculated (estimated) by multiplying the base value K0 and the correction values K1 to K6 (T0 = K0 × K1 × K2 × K3 × K4 × K5 × K6).

  In step S12 of FIG. 3, such processing is performed. Subsequently, in subsequent step S13, it is determined whether or not the cylinder temperature T0 estimated in step S12 is sufficiently high, specifically, whether or not the cylinder temperature T0 is larger than a predetermined determination value TH2 (T0> TH2). To do. If it is determined in this step S13 that the cylinder temperature T0 is larger than the determination value TH2, the process proceeds to step S131 assuming that injection is possible, and in step S131, the fuel injection time is calculated. On the other hand, if it is determined in step S131 that the cylinder temperature T0 is not greater than the determination value TH2, the process proceeds to step S132 because it should not be injected, and in step S132, the injection is prohibited (in the fuel injection time). Set to “0”). FIG. 5 is a flowchart showing the procedure for calculating the fuel injection time (during start operation) performed as the process in step S131.

  As shown in FIG. 5, in calculating the fuel injection time, first, in steps S31 to S33, the engine coolant temperature THW11 (for example, detected by the coolant temperature sensor 11d) and the engine rotational speed NE11 (for example, the crank angle sensor 13c). And the base value K10 and the correction values K11 and K12 are calculated based on the suction pressure PS11 (for example, detected by the intake pipe pressure sensor 24b). Specifically, each of these parameters is acquired by using a predetermined table (for example, stored in a ROM or a mathematical expression) in which a base value K10 and correction values K11 and K12 are uniquely written in advance by experiments or the like.

  In subsequent step S34, the fuel injection time is calculated (estimated) by multiplying the base value K10 and the correction values K11 and K12 (fuel injection time = K10 × K11 × K12).

  In step S131 of FIG. 3, such a process is performed. Subsequently, in the following step S14, the injector 43 is driven based on the fuel injection time calculated in step S131 (for example, the energization time corresponding to the pulse width in PWM control), that is, by reflecting this in the command value. To do.

  On the other hand, if it is determined in step S11 that the start operation has been completed and the operation has become a steady operation ("NE0 ≧ TH1"), in a subsequent step S15, for example, a map for steady operation (by experiments or the like in advance) A fuel injection time suitable for steady operation is calculated using the prepared adaptation map), and the injector 43 is driven based on the calculated fuel injection time in the subsequent step S14.

  In the present embodiment, the series of processing shown in FIG. 3 is repeatedly executed, so that fuel is sequentially injected into the cylinders 11 (# 1 to # 4) of the engine 10, and the cylinders 11 The fuel is burned sequentially. That is, when the engine 10 is started, fuel injection is controlled as usual only when the temperature of the cylinder has become sufficiently high by the processing of steps S13, S131, and S132 in FIG. 3 (step S131). On the other hand, fuel injection is prohibited until the cylinder temperature becomes sufficiently high (step S132). For this reason, according to the system of the present embodiment, it is possible to suppress the deterioration of the combustion characteristics due to the above-described fuel wet and the like, and to obtain better characteristics as the combustion characteristics at the initial stage of engine start. As a result, exhaust emission can be improved.

  As described above, according to the in-cylinder fuel injection control device, the engine information acquisition device, and the engine control system according to the present embodiment, the following excellent effects can be obtained.

  (1) An engine that is applied to an engine system including the injector 43 (fuel injection valve) that directly injects and supplies fuel into the cylinder 11 that is a part that performs fuel combustion of the engine 10 and acquires information about the engine 10. The information acquisition device includes a program (step S12 in FIG. 3) that acquires an estimated value of the cylinder temperature that is a parameter indicating the state in the cylinder 11 when the engine 10 is started. According to such an apparatus, it is possible to easily and accurately know the ease of vaporization (atomization) of the fuel in the cylinder 11 before the engine 10 is started.

  (2) During operation, the engine burns fuel in the cylinders 11 (# 1 to # 4), converts the energy generated by the combustion into mechanical motion (rotational motion), and outputs the mechanical shaft to the output shaft (crankshaft). 10 (internal combustion engine), the injector 43 (fuel injection valve) for supplying fuel directly into the cylinder 11, and the output shaft (crankshaft) of the engine 10 are driven to forcibly move the output shaft. The fuel injection mode of the injector 43 is controlled for an engine system that includes a starter device (cylinder heating means) that heats the cylinder 11 with heat (friction heat or the like) generated by (rotating). Such a cylinder injection type fuel injection control device includes a program (step S131 in FIG. 3) for executing fuel injection by the injector 43 only when the temperature of the cylinder 11 is sufficiently high when the engine 10 is started. did. Further, at the time of starting the engine 10, only when the temperature of the cylinder 11 is sufficiently high, a program (step S13 in FIG. 3) that permits the fuel injection by the injector 43 is provided. More specifically, when starting the engine 10 for the engine system, the temperature of the cylinder is detected (estimated) (step S12 in FIG. 3), and if the detected temperature is sufficiently high, normal control is performed. In the predetermined mode, the fuel injection (in-cylinder injection) by the injector 43 is controlled (step S131 in FIG. 3), and when the detected temperature is not sufficiently high, the starter device is operated (specifically, the engine operation). The fuel injection (in-cylinder injection) by the injector 43 is inhibited (step S132 in FIG. 3) until the cylinder temperature becomes sufficiently high while the cylinder is heated (by frictional heat of the part) (step S132 in FIG. 3). . By doing so, it is possible to suppress the deterioration of the combustion characteristics due to the above-described fuel wet and the like, and to obtain better characteristics as the combustion characteristics at the initial stage of engine start. As a result, exhaust emission can be improved.

  (3) Since the cylinder is heated by the engine starter (starter device) used for normal control, the cylinder can be easily heated without providing an electric heater or the like.

  (4) In step S12 of FIG. 3, the engine oil temperature Toil1 (temperature of the lubricating oil related to the rotational motion of the engine output shaft), the engine rotational speed NE1 (parameter indicating the engine output state), the ignition timing ESA1, Fuel injection amount QF1, fuel injection timing FT1, and intake air amount GA1 (these values ESA1, QF1, FT1, GA1 are parameters indicating fuel combustion conditions) and cranking time CT1 (cylinder heating amount from engine start) The cylinder temperature is estimated based on the value at that time (when the program related to the estimation is executed) (steps S21 to S27 in FIG. 4). With such a configuration, the cylinder temperature can be detected with high accuracy.

  (5) A program (engine control means) for performing predetermined control (for example, torque control of the engine output shaft) on the engine 10 (internal combustion engine) based on the operation of the injector 43 together with the above programs is mounted on the ECU 50. In addition to the ECU 50, the engine control system further includes the injector 43. In such a configuration, it is possible to obtain a more favorable characteristic as the combustion characteristic at the initial stage of engine startup as described above, thereby enabling more reliable engine control.

(Second Embodiment)
Next, a second embodiment in which the in-cylinder fuel injection control device, the engine information acquisition device, and the engine control system according to the present invention are embodied will be described with reference to FIGS. Note that the basic configuration of the system of the present embodiment and each of the devices described above is similar to the configuration of the first embodiment shown in FIG. Therefore, here, for convenience of explanation, descriptions regarding common configurations and operations are omitted, and differences from the first embodiment are mainly described.

  FIG. 6 is a flowchart corresponding to FIG. That is, in the present embodiment, the process of FIG. 6 is executed instead of the process of FIG. 3 of the first embodiment. In the process of FIG. 6, the determination of whether or not the detected temperature is sufficiently high (corresponding to the determination of whether or not to inject) is performed as in step S13 of FIG. Based on the above, a command value (injection time) for the injector 43 is calculated and set (determined).

  Also in this embodiment, the series of processing shown in FIG. 6 is basically started with the ignition switch (IGSW) being driven to the on side in accordance with the driver's key operation. Thereafter, the program stored in the ROM is executed by the ECU 50 (FIG. 1), so that it is sequentially executed at predetermined processing intervals (for example, at predetermined crank angles or at predetermined time intervals). The values of various parameters used in this process are stored as needed in a storage device such as a RAM, EEPROM, or backup RAM mounted on the ECU 50, and updated as necessary.

  As shown in FIG. 6, at the time of this control, first, in steps S111 and S112, a process according to steps S11 and S12 of FIG. 3 is performed to determine whether or not the engine is in a starting operation. Estimate cylinder temperature T0. If the engine is in the starting operation, the fuel injection time is calculated in the subsequent step S113. FIG. 7 is a flowchart showing the procedure of the fuel injection time calculation process (starting operation) performed as the process of step S113.

  As shown in FIG. 7, in this calculation process, first, in steps S311 to S313, the engine cooling water temperature THW11, the engine rotational speed NE11, and the intake pressure PS11 are set in a manner similar to steps S31 to S33 of FIG. Based on this, a base value K10 and correction values K11 and K12 are calculated, respectively. Specifically, each of these parameters is acquired by using a predetermined table (for example, stored in a ROM or a mathematical expression) in which a base value K10 and correction values K11 and K12 are uniquely written in advance by experiments or the like. Next, in step S314, a correction value K20 corresponding to the cylinder temperature T0 acquired in step S112 of FIG. 6 is acquired using a predetermined table (for example, stored in a ROM or the like, or a mathematical expression may be used). FIG. 8 shows an example of a table used for obtaining the correction value K20.

  As shown in FIG. 8, in this table, for example, the boundary level set at the level (temperature) of the determination value TH2 used in step S13 in FIG. 2), two types of correction value stable regions (corresponding to control amount stable regions, specifically, regions where the change in the correction value K20 with respect to the change in the cylinder temperature T0 is small) are defined. That is, in step S314, when the cylinder temperature T0 exceeds the boundary level on the low temperature side, the correction value K20 is suddenly changed to the decreasing side by the above table, so that the level changes from the boundary level (TH2). Two types of correction value stable regions having different values are switched in a binary manner. In the present embodiment, in FIG. 8, the correction value K20 defined on the lower temperature side than the boundary level corresponds to the fuel injection amount at which fuel combustion is not performed in the cylinder.

  In the subsequent step S315 (FIG. 7), the fuel injection time is calculated (estimated) by multiplying the base value K10 and the correction values K11, K12, and K20 (fuel injection time = K10 × K11 × K12 × K20). ).

  In step S113 in FIG. 6, such processing is performed. Next, in step S114, the injector 43 is driven based on the fuel injection time calculated in step S113 (for example, the energization time corresponding to the pulse width in PWM control). Note that, by calculating the fuel injection time based on the table of FIG. 8 described above, the control amount (drive amount) in the fuel injection amount control of the injector 43 is switched in a binary manner according to the cylinder temperature T0. It will be.

  On the other hand, if it is determined in step S111 that the starting operation has been completed and the operation has become a steady operation ("NE0 ≧ TH1"), as in the first embodiment, the present embodiment also includes the following step S115. For example, using a map for steady operation, a fuel injection time suitable for steady operation is calculated, and in the subsequent step S114, based on the calculated fuel injection time, that is, by reflecting this in the command value, The injector 43 is driven.

  As described above, according to the in-cylinder fuel injection control device, the engine information acquisition device, and the engine control system according to the present embodiment, the (1) and (3) to (5) according to the first embodiment. In addition to the same effect as or a similar effect, the following effects can also be obtained.

  (6) When the engine 10 is started, a program for determining a command value for the injector 43 (steps S314 and S315 in FIG. 7) based on the cylinder temperature at that time and in detail using the table shown in FIG. It was set as the structure provided. With such a configuration, it becomes possible to control the fuel injection mode at the initial stage of engine start more precisely.

  (7) In FIG. 8, the correction value K20 defined on the lower temperature side than the boundary level corresponds to the fuel injection amount at which fuel combustion is not performed in the cylinder. Thus, fuel combustion is not performed in the cylinder until the cylinder temperature becomes sufficiently high, and deterioration of exhaust emission due to incomplete combustion can be avoided or suppressed more reliably.

(Other embodiments)
Each of the above embodiments may be modified as follows.

  In the first embodiment, when the cylinder temperature (estimated value) is not sufficiently high, fuel injection is prohibited in step S132 of FIG. However, the present invention is not limited to this. For example, without prohibiting injection, in step S132, the fuel injection amount of the injector 43 may be limited to a smaller amount than in the case of normal control (step S131). For example, as a map for setting the fuel injection amount in step S132, a map in which a smaller amount of fuel injection is set than the map for normal control (FIG. 5), for example, a smaller value is set as the base value K10, etc. To use. Alternatively, by setting the upper limit (upper limit guard value) of the settable range of the fuel injection amount to a value smaller than that in the normal control, the fuel injection amount is limited to a smaller amount than in the normal control. Is possible. In such a case as well, inconveniences that may occur with fuel injection at the initial stage of engine startup, such as deterioration of combustion characteristics due to fuel wet or the like, can be more preferably avoided or suppressed. Furthermore, in this case, by limiting the fuel injection amount to an amount that does not cause fuel combustion in the cylinder, it becomes possible to more reliably avoid or suppress the deterioration of exhaust emission due to incomplete combustion.

  In step S113 of FIG. 6 in the second embodiment, the fuel injection amount (command value for the injector 43) is set so that the lower the cylinder temperature (estimated value), the later the injection start timing. It may be set. For example, a configuration in which a waiting time (injection prohibited period) until the start of injection is provided is effective.

  In each of the above embodiments, the cylinder is heated by the engine starting device (starter device). However, a heating device such as an electric heater may be newly provided around the cylinder, and the cylinder may be heated by the heat generated by the heating device together with the frictional heat during cranking.

  In the above embodiments, the cylinder temperature is estimated based on the parameters shown in FIG. However, instead of (or in combination with) the engine oil temperature, the cooling water temperature of the cylinder or the engine outside air temperature may be used. Further, instead of (or in combination with) the engine rotation speed, other parameters indicating the output state of the engine, for example, parameters indicating the combustion state detected by an in-cylinder pressure sensor, a knock sensor, etc. (for example, in-cylinder pressure or knocking) Frequency etc.) can also be used. Further, for example, the amount or exhaust temperature of a specific exhaust component (for example, NOx) detected by an appropriate sensor (for example, NOx sensor or exhaust temperature sensor) or the behavior of the vehicle on which the engine is mounted (for example, vehicle speed) Parameters such as can also be used. Further, instead of (or in combination with) the ignition timing, the fuel injection amount, the fuel injection timing, and the intake air amount, for example, the command content to the actuator related to the operation (combustion) of another engine (command value for the fuel pump) Etc.) can also be used. Further, in the configuration provided with the electric heater for heating the cylinder described above, the energizing time and energizing amount (voltage value and current amount) for the heater are also used instead of (or in combination with) the cranking time for engine start. Can be used.

  Further, if the injection permission condition is set using each parameter used for the estimation, it is possible to obtain an effect equivalent to the above without obtaining the cylinder temperature itself. Specifically, in this case, for example, in the first embodiment, the process of step S12 of FIG. 3 is omitted, and when the engine 10 is started in the determination process of step S13, the cylinder heating amount (cranking time) Etc.), the temperature of the intake air sucked into the cylinder, the temperature of the cooling water of the cylinder, and the temperature of the lubricating oil related to the rotational motion of the engine output shaft (for example, any one of the heating amount and the remaining parameters) The success or failure of the injection permission condition defined in (1) is determined. And when the injection permission conditions are satisfied, as the processing of the subsequent step S131, the fuel injection by the injector 43 is controlled in a predetermined manner as normal control, and the injection permission conditions are not satisfied. In step S132, the fuel injection by the injector 43 is prohibited or limited until the injection permission condition is satisfied while the cylinder is heated by a starter device or the like. Even with the configuration including such a program (injection control means), it is possible to suppress the deterioration of the combustion characteristics due to the above-described fuel wet, etc., and to obtain better characteristics as the combustion characteristics at the initial stage of engine start. Become.

  -Rather than estimating the cylinder temperature, an appropriate temperature sensor is provided for the cylinder, and the temperature is measured (actually measured) at one or a plurality of locations in the cylinder. In step S112, an actual measured value of the cylinder temperature (for example, a measured value itself or an average value of a plurality of measured values) may be acquired. In this case, it is particularly effective to provide a temperature sensor on the cylinder head or the cylinder block side wall (at least one) which is a portion where the fuel is easily attached. In addition, when sensors are provided for both of them, in each of the above steps, a predetermined temperature index obtained from the two detected temperatures (an average value of the two, or a predetermined temperature index arbitrarily weighted, etc.) is measured. The configuration to be effective is also effective.

  In step S12 in FIG. 3 and step S112 in FIG. 6, the value (estimated value or actual measured value) detected at that time may be acquired or configured to leave a history (for example, occasional data May be stored sequentially in a storage device) to acquire the history (especially immediately preceding data).

  -Based on the fuel injection pressure of the injector 43 (for example, detected by the fuel pressure sensor 42a), the above-described fuel injection prohibiting mode or limiting mode may be variable. Specifically, for example, in the first embodiment, a configuration in which the determination value TH2 (FIG. 3) is variably set according to the fuel injection pressure (for example, the determination value is set lower as the fuel injection pressure is larger) is effective. It is. Further, in the configuration in which the fuel injection is limited in step S132 of FIG. 3 described above, the limit amount of the fuel injection may be variably set according to the fuel injection pressure. In this case, for example, a configuration in which the fuel injection amount calculated in step S132 is increased as the fuel injection pressure increases is effective. In the second embodiment, the table (see FIG. 8) used in step S314 in FIG. 7 may be switched according to the fuel injection pressure. In this case, for example, a configuration in which a table suitable for the fuel injection pressure is selected from a plurality of types of tables prepared in advance is effective. According to these configurations, it becomes possible to more precisely control the combustion characteristics at the initial stage of engine start.

  In place of the cylinder temperature, other parameters indicating the state in the cylinder may be used. For example, the pressure in the cylinder (cylinder pressure) or the like can be used instead of the cylinder temperature. Incidentally, the pressure in the cylinder can be measured by an in-cylinder pressure sensor or the like. It is also possible to estimate based on the condition of fuel combustion.

  The measured value or estimated value of the parameter indicating the state in the cylinder (for example, acquired in step S12 of FIG. 3 or step S112 of FIG. 6) is not used for fuel injection control, for example, data analysis by data accumulation, It may be used only for failure diagnosis or the like. In this case, it is effective to store the prediction result in a predetermined storage device (for example, EEPROM or backup RAM) that can retain data even after the main power supply of the ECU 50 is stopped. In this way, for example, the engine 10 is stopped and the power supply to the ECU 50 is not erased even after the power supply to the ECU 50 is cut off, so that the data is held in the storage device in a nonvolatile manner, and data analysis or the like can be easily performed. Will be able to.

  The type of engine to be controlled (including an intake passage injection type gasoline engine, a compression ignition type diesel engine, etc.) and the system configuration can also be changed as appropriate according to the application. When such a configuration change is made for the above-described embodiment, the details of the various processes (programs) described above may be changed (design change) as appropriate in accordance with the actual configuration. preferable.

  For example, it is conceivable to apply the present invention to an engine using a plurality of (for example, two) fuel injection valves per cylinder. For example, there is a case where the first embodiment is applied to a dual injection type engine in which a fuel injection valve is provided in each of an intake passage (such as an intake port) and a cylinder. In this case, since there are two fuel injection valves, fuel supply (fuel injection) is performed by another fuel injection valve provided in the intake passage while in-cylinder injection is prohibited in step S132 of FIG. It becomes possible to do. Therefore, it is effective to adopt such a configuration in accordance with the application.

  In the embodiment and the modification, it is assumed that various kinds of software (programs) are used. However, similar functions may be realized by hardware such as a dedicated circuit.

BRIEF DESCRIPTION OF THE DRAWINGS The block diagram which shows the outline of this system about 1st Embodiment of the fuel injection control apparatus of a cylinder injection type which concerns on this invention, an engine information acquisition apparatus, and an engine control system. Sectional drawing which shows the detailed structure of the cylinder used for the system. The flowchart which shows the process sequence of the fuel-injection control which concerns on the 1st Embodiment. The flowchart which shows the process sequence of the cylinder temperature estimation process which concerns on the same embodiment. The flowchart which shows the process sequence of the injection time calculation process which concerns on the same embodiment. The flowchart which shows the process sequence of the fuel-injection control which concerns on 2nd Embodiment of the cylinder-injection type fuel-injection control apparatus, engine information acquisition apparatus, and engine control system which concern on this invention. The flowchart which shows the process sequence of the injection time calculation process which concerns on the same embodiment. The graph which shows the table used for the calculation process.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Cylinder, 43 ... Injector, 50 ... ECU (electronic control unit).

Claims (16)

An engine system comprising an engine that burns fuel in a cylinder during operation, converts the energy generated by the combustion into mechanical motion and outputs the engine, and a fuel injection valve that directly injects fuel into the cylinder. In-cylinder injection type fuel injection control device for controlling the fuel injection mode of the fuel injection valve,
The engine system includes a cylinder heating means for heating the cylinder;
When starting the engine for the engine system, the temperature of the cylinder is detected, and when the detected temperature is sufficiently high, fuel injection by the fuel injection valve is performed in a predetermined manner as normal control. And an injection control means for prohibiting or limiting fuel injection by the fuel injection valve until the cylinder temperature becomes sufficiently high while heating the cylinder by the cylinder heating means when the detected temperature is not sufficiently high. An in-cylinder injection type fuel injection control device.   The in-cylinder injection fuel according to claim 1, wherein the cylinder heating means heats the cylinder by heat generated by driving the output shaft of the engine and forcibly moving the output shaft. Injection control device.   The in-cylinder injection according to claim 1 or 2, wherein the injection control means limits a fuel injection amount of the fuel injection valve to a smaller amount side than in the case of the normal control until the cylinder temperature becomes sufficiently high. Type fuel injection control device.   The said injection control means restrict | limits the fuel injection quantity of the said fuel injection valve to the quantity of the grade which does not perform fuel combustion in the said cylinder until the said cylinder temperature becomes high enough. In-cylinder fuel injection control device.   The in-cylinder injection according to any one of claims 1 to 4, wherein the injection control means estimates the temperature of the cylinder based on a heating amount of the cylinder heating means from an engine start to that time. Type fuel injection control device.   The injection control means is based on at least one of a value or history of the cylinder, based on at least one of an engine outside air temperature, a coolant temperature of the cylinder, and a temperature of lubricating oil related to the mechanical motion. The in-cylinder injection fuel injection control device according to any one of claims 1 to 5, wherein the temperature is estimated.   The in-cylinder according to any one of claims 1 to 6, wherein the injection control means estimates a temperature of the cylinder based on a value or history of a parameter indicating an output state of the engine. Injection type fuel injection control device.   The in-cylinder according to any one of claims 1 to 7, wherein the injection control means estimates a temperature of the cylinder based on a value or history of a parameter indicating the fuel combustion condition. Injection type fuel injection control device.   The in-cylinder injection according to any one of claims 1 to 8, wherein the injection control means is configured to change a prohibition mode or a restriction mode of the fuel injection based on a fuel injection pressure of the fuel injection valve. Type fuel injection control device. An engine system comprising an engine that burns fuel in a cylinder during operation, converts the energy generated by the combustion into mechanical motion and outputs the engine, and a fuel injection valve that directly injects fuel into the cylinder. In-cylinder injection type fuel injection control device for controlling the fuel injection mode of the fuel injection valve,
The engine system includes a cylinder heating means for heating the cylinder;
When starting the engine for the engine system, the heating amount of the cylinder heating means, the engine outside air temperature, the coolant temperature of the cylinder, and the lubricating oil related to the mechanical motion The fuel injection by the fuel injection valve is controlled in a predetermined manner as a normal control when the injection permission condition defined by at least one of the temperatures is determined and the injection permission condition is satisfied In addition, when the injection permission condition is not satisfied, the injection control means for prohibiting or limiting the fuel injection by the fuel injection valve until the injection permission condition is satisfied while heating the cylinder by the cylinder heating means. An in-cylinder fuel injection control device comprising: In-cylinder injection type fuel injection that is applied to an engine system that includes a fuel injection valve that directly injects fuel into a cylinder that is a part that performs fuel combustion of the engine and controls the fuel injection mode of the fuel injection valve A control device,
An in-cylinder fuel injection control apparatus comprising: means for performing fuel injection by the fuel injection valve only when the temperature of the cylinder is sufficiently high at the time of starting the engine. In-cylinder injection type fuel injection that is applied to an engine system that includes a fuel injection valve that directly injects fuel into a cylinder that is a part that performs fuel combustion of the engine and controls the fuel injection mode of the fuel injection valve A control device,
An in-cylinder injection type fuel injection control device comprising means for permitting execution of fuel injection by the fuel injection valve only when the temperature of the cylinder is sufficiently high when starting the engine. In-cylinder injection type fuel injection that is applied to an engine system that includes a fuel injection valve that directly injects fuel into a cylinder that is a part that performs fuel combustion of the engine and controls the fuel injection mode of the fuel injection valve A control device,
When the engine is started, a cylinder injection type comprising: means for determining a command value for the fuel injection valve based on a value or history of a parameter indicating a state in the cylinder at that time Fuel injection control device.   The in-cylinder injection fuel injection control device according to claim 13, wherein the parameter indicating the state in the cylinder is a temperature of the cylinder. An engine information acquisition device that is applied to an engine system including a fuel injection valve that directly injects fuel into a cylinder that is a part that performs fuel combustion of an engine, and acquires information about the engine,
An engine information acquisition device comprising means for acquiring an actual measurement value or an estimated value of a parameter indicating a state in the cylinder when the engine is started. In-cylinder injection fuel injection control device according to any one of claims 1 to 14,
The fuel injection valve to which the fuel injection control device is applied;
Engine control means for performing predetermined control on the engine based on the operation of the fuel injection valve;
An engine control system comprising:

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