JP4324789B2 - Starter for in-cylinder injection internal combustion engine - Google Patents

Description

  The present invention relates to a starter for a cylinder injection type internal combustion engine (hereinafter referred to as an engine), and more particularly to a starter for injecting and igniting an expansion stroke cylinder to start the engine.

As a technique for quickly starting an engine with low noise, a starting device has been proposed in which fuel is injected and ignited with respect to an expansion stroke cylinder of an engine without performing cranking (see, for example, Patent Document 1). . The starter discriminates the cylinder in the expansion stroke when the engine is stopped, and when starting the engine in response to the start operation of the driver, etc., the fuel is injected into the expansion stroke cylinder and then ignited. The injected fuel is burned, thereby starting the engine. Since the vaporization of the injected fuel in the expansion stroke cylinder is affected by the in-cylinder temperature, the interval time from the fuel injection to the ignition is set longer as the in-cylinder temperature decreases, so that reliable ignition is achieved.
JP 2002-4929 A

  However, in the starting device of Patent Document 1, the interval time is set only by the in-cylinder temperature, and the setting of the interval time is insufficient. Specifically, there are various factors that affect fuel vaporization. When the interval time is too short, the fuel vaporization is insufficient. Conversely, when the interval time is too long, There was a problem in that the amount of fuel arrival increased, and in any case, the injected fuel could not be ignited and misfire occurred, so that reliable starting could not be realized.

  An object of the present invention is to provide a starter for a direct injection type internal combustion engine that can realize reliable start by appropriately setting an interval time from fuel injection to ignition.

In order to achieve the above object, the invention of claim 1 is directed to injecting fuel from a fuel injection means to a cylinder in an expansion stroke when starting an internal combustion engine, and igniting the expansion stroke cylinder after a predetermined time has elapsed. In a starter of a direct injection internal combustion engine that burns injected fuel, detected by a vaporization correlation parameter detection means for detecting a plurality of parameters correlated with fuel vaporization in the cylinder of the expansion stroke cylinder, and a vaporization correlation parameter detection means was calculated interval time based on a plurality of parameters, as well as injecting the fuel into the expansion stroke cylinder, e Bei and control means for performing ignition against expansion-stroke cylinder after the elapse of the interval time from the fuel injection, the control means Presumes the engine stop time from engine stop to start with high occurrence frequency, and estimates the parameters at engine start. And preset base value of interval time, the set base value is the also calculated to interval time corrected by the correction value obtained from a plurality of parameters that correlate with the fuel vaporization.

  Therefore, when the internal combustion engine is started, fuel is injected from the fuel injection means to the expansion stroke cylinder by the control means, and ignition is performed when the interval time has elapsed thereafter. When the interval time is too short, the fuel vaporization is insufficient. Conversely, when the interval time is too long, the amount of fuel in the cylinder increases, and in either case, it causes misfire. Since these are calculated based on a plurality of correlated parameters, these problems are prevented.

The parameter that correlates with fuel vaporization tends to vary in accordance with the engine stop time to start the engine stop, for example, fuel pressure supplied to the fuel injection means from that gradually decreases from the engine stop, The longer the engine stop time, the lower the fuel pressure and the worse the fuel vaporization in the cylinder of the expansion stroke cylinder. By considering not only the parameter correlated with fuel vaporization but also the engine stop time, the interval time can be calculated more appropriately.

At this time, as described above, to estimate the parameters at engine starting assumption highest engine stop time occurs frequently, the base value of the interval time from the estimated parameters are set in advance, was the setting boss base If the value is corrected by a correction value obtained from a parameter correlated with fuel vaporization, a more appropriate interval time can be obtained.
According to a second aspect of the present invention, in the first aspect, the vaporization correlation parameter detecting means includes, as a parameter, the pressure of the fuel supplied to the fuel injection means that decreases as the engine stops.

The fuel injection into the expansion stroke cylinder in the engine stop state is performed substantially by the pressure of the fuel supplied to the fuel injection means, but the fuel pressure has a characteristic of gradually decreasing as the engine stops, and the fuel pressure is As the pressure decreases, the fuel injection pressure decreases and fuel vaporization worsens. The influence of the fuel vaporization due to a decrease in fuel injection pressure is large, since the vaporized correlation parameter detecting means includes a pressure of the fuel supply to the plurality of parameters to be detected, effects of decrease in fuel injection pressure More appropriate interval time is set, and misfire can be avoided by good fuel vaporization and suppression of fuel adhesion in the cylinder.

As described above, according to the starter of the direct injection internal combustion engine of the present invention, the misfire is prevented by appropriately setting the interval time from the fuel injection to the ignition and by favorable fuel vaporization and suppression of fuel adhesion in the cylinder. Thus, a reliable start can be realized.
Further, by considering not only the parameter correlated with fuel vaporization but also the engine stop time, the interval time from fuel injection to ignition can be set more appropriately.

Hereinafter, an embodiment in which the present invention is embodied in a starter for a direct injection engine mounted on an idle stop vehicle will be described.
As shown in the overall configuration diagram of FIG. 1, the in-cylinder injection engine of this embodiment is configured as an in-line four-cylinder engine, and each cylinder is provided with a fuel injection valve 1 (fuel injection means) and a spark plug 2. Yes. The fuel injection valve 1 of each cylinder is configured to be able to directly inject fuel into the cylinder, that is, into the combustion chamber 3, and each fuel injection valve 1 is connected to a fuel tank 5 via a fuel line 4. A fuel pump 6 driven by an engine is provided in the fuel line 4, and fuel (gasoline) stored in the fuel tank 5 is supplied to each fuel injection valve 1 through the fuel line 4 at a predetermined pressure. Is done.

  Intake is introduced into the combustion chamber 3 of each cylinder through the intake port 8 as the intake valve 7 is opened, and fuel is injected from the fuel injection valve 1 at a predetermined timing during the introduced intake air. The injected fuel is ignited by the ignition plug 2 in the vicinity of the compression top dead center, and the combustion pressure is applied to the piston 9 to rotationally drive a crankshaft (not shown). On the other hand, the exhaust gas after combustion is accompanied by the opening of the exhaust valve 10. The gas is discharged from the exhaust port 11 through a catalyst and a silencer (not shown).

  The engine of the present embodiment adopts a so-called wall guide type fuel spray transfer form. For this purpose, the intake port 8 is formed upright, and a cavity 9 a is formed on the top surface of the piston 9. As a result, the intake air is introduced into the combustion chamber 3 from the intake port 8 substantially downward, and the introduced intake air is inverted upward by the cavity 9a of the piston 9 to generate a reverse tumble flow. The spray of the fuel injected into the cylinder using is efficiently transferred to the vicinity of the spark plug 2.

  Although not shown, the engine configured as described above is connected to the automatic transmission and mounted on the vehicle, and the output of the engine is transmitted to the driving wheels of the vehicle via the automatic transmission to drive the vehicle. A mechanism for cranking the engine is the same as a general mechanism, and the pinion gear 13a of the starter motor 13 is engaged with the ring gear 12 of the crankshaft to rotate, thereby cranking. It is like that.

  On the other hand, an ECU 21 provided with an input / output device (not shown), a storage device (ROM, RAM, BURAM, etc.), a central processing unit (CPU), a timer counter, etc. provided for storage of a control program, a control map, etc. (Engine control unit) is installed. On the input side of the ECU 21, a crank angle sensor 22 that outputs a crank angle signal in synchronization with the rotation of the crankshaft of the engine, a cam angle sensor 23 that outputs a TOP signal in synchronization with the rotation of the camshaft, A fuel pressure sensor 24 for detecting the fuel pressure f (fuel pressure supplied to the fuel injection valve 1), a water temperature sensor 25 for detecting the cooling water temperature w of the engine, a vehicle speed sensor 26 for detecting the vehicle speed V, and a brake operation by the driver. The brake switch 27 to detect, the shift position sensor 28 to detect the operation position of the select lever provided in the driver's seat, an ignition switch (not shown) of the vehicle, and other various switches and sensors are connected. The fuel injection valve 1, spark plug 2, starter motor 13, and other devices are connected to the output side of the ECU 21.

In this embodiment, the ECU 21 functions as a control unit, and the crank angle sensor 22, the cam angle sensor 23, the fuel pressure sensor 24, and the water temperature sensor 25 function as a vaporization correlation parameter detection unit.
The ECU 21 executes various controls for operating the engine, such as fuel injection control and ignition timing control, based on each detection information described above. In the fuel injection control, the fuel injection mode is switched according to the engine speed Ne and the target average effective pressure Pe (engine load), and the fuel injection timing is set in an operation region where the engine speed Ne and the target average effective pressure Pe are relatively low. The compression stroke injection mode set in the compression stroke is selected, and the intake stroke injection mode in which the fuel injection timing is set in the intake stroke is selected in a higher rotation / high load range. In contrast to the intake stroke injection mode in which a large amount of fuel is burned by uniform combustion to ensure engine output, in the compression stroke injection mode, the fuel spray is transferred to the vicinity of the spark plug 2 using the reverse tumble flow as described above. After forming an air-fuel mixture near the stoichiometric air-fuel ratio that can be ignited, stratified combustion is performed at a super-lean air-fuel ratio as a whole to reduce CO and HC and improve fuel efficiency.

  On the other hand, the ECU 21 executes idle stop control for temporarily automatically stopping the engine while the vehicle is stopped due to a signal waiting or traffic jam. In this embodiment, as engine stop conditions, the vehicle speed V detected by the vehicle speed sensor 26 is 0 km / h, the brake operation is detected by the brake switch 27, and the shift position detected by the shift position sensor 28. Is set to be a travel range such as D (drive) or N (neutral), and when these conditions are satisfied, the ECU 21 stops the fuel injection control and the ignition timing control and stops the engine. As engine starting conditions, it is set that the release of the brake operation is detected by the brake switch 27 and that the shift position detected by the shift position sensor 28 is a travel range such as D. When this condition is satisfied, the ECU 21 restarts the fuel injection control and the ignition timing control and starts the engine.

At the time of engine start in the above-described idle stop control or normal engine start based on the start operation of the ignition switch by the driver, the ECU 21 performs fuel injection and expansion to the expansion stroke cylinder for the purpose of quick and low noise start. The start-only control for performing ignition is executed, and details of the start control will be described below.
The ECU 21 executes a start control routine shown in FIG. 2 at predetermined control intervals while the vehicle is in use. This start control routine is always executed except when the ignition switch is in the OFF position, and consideration is given to continue even when the engine is stopped and started by the driver's key operation (that is, once switched to the accessory position). .

  First, the ECU 21 determines in step S2 whether or not the engine rotational speed Ne is less than a stop determination value Ne0 (for example, 30 rpm). If the determination of No (No) is made, it is considered that the engine is operating and in step S4. It is determined whether an engine stop command has been input. The engine stop command is input when the engine stop condition is satisfied in the idle stop control or when the ignition switch is turned OFF by the driver. When the determination in step S4 is No, the engine stop command is described later in step S6. Various timers such as the post-injection timer Tij and the post-ignition timer Tig are reset, and the routine is terminated.

  When the determination in step S4 becomes Yes (affirmed) due to the input of the engine stop command, the fuel injection control and the ignition timing control are stopped in step S8, the engine is stopped, and the crank angle sensor 23 detects in step S10. Based on the crank angle signal and the TOP signal detected by the cam angle sensor 24, the cylinder located in the expansion stroke (hereinafter referred to as the expansion stroke cylinder) is determined immediately before the engine is stopped, and the piston of the expansion stroke cylinder is determined. The position p is calculated, and information regarding the expansion stroke cylinder and the piston position p is stored in the storage device.

  On the other hand, when the engine is stopped in this way and the determination in step S2 is Yes, the process proceeds to step S12 to determine whether or not the post-injection timer Tij is zero. Since the post-injection timer Tij has been reset by the process of step S6, the determination at the beginning of the transition to step S12 is Yes and the process proceeds to step S14 to determine whether an engine start command has been input. The engine stop command is input when the engine start condition is established in the idle stop control or when the ignition switch is started by the driver. When the determination in step S14 is No, the routine is temporarily terminated. .

  Then, when the determination in step S14 is Yes due to the input of the engine start command, the process proceeds to step S16 and fuel is injected into the expansion stroke cylinder. The fuel injection control is executed based on the information stored in step S10, calculates the fuel injection amount based on the in-cylinder air amount calculated from the piston position p of the expansion stroke cylinder, and sets the calculated fuel injection amount. Based on this, fuel is injected into the expansion stroke cylinder.

  In step S18, the ECU 21 sets an interval time Tij0. The interval time Tij0 is a waiting time from fuel injection to ignition for the expansion stroke, and the setting procedure will be described later. Thereafter, the post-injection timer Tij is started in step S20, and in the subsequent step S22, it is determined whether or not the post-ignition timer Tig has reached a preset start determination time Tig0. The start determination time Tig0 is set in advance as a value slightly longer than a general required time from ignition to completion of start for the expansion stroke cylinder. At this time, however, the timer Tig after ignition has not been started yet, so in step S22. The determination of No is made and the routine is terminated.

  Since the determination in step S12 is No due to the start of the post-injection timer Tij in step S20, the ECU 21 proceeds to step S24 and determines whether or not the post-injection timer Tij has reached the interval time Tij0. Since the determination at the beginning of the transition to Step S24 is No, the routine is terminated. When the post-injection timer Tij reaches the interval time Tij0, the determination of Yes is made and the routine proceeds to Step S26. In step S26, it is determined whether or not the post-ignition timer Tig is 0. Since the post-ignition timer Tig is 0, a determination of Yes is made and ignition is performed on the expansion stroke cylinder in step S28. After starting the timer Tig after ignition in S30, the process proceeds to step S22.

  Thereafter, since the determination in step S26 is No, the process directly proceeds to step S22. When the post-ignition timer Tig reaches the start determination time Tig0, the determination of Yes is made in step S22, and the process proceeds to step S32. In step S32, it is determined whether or not the engine speed Ne is equal to or higher than the start determination value Nes. The start discriminating value Nes is a threshold value for discriminating that the fuel injected into the expansion stroke cylinder is normally burned and cranking is started. When the judgment in step S32 is Yes, the routine is finished.

  Although not clearly shown in the flowchart of FIG. 2, after the determination of step S <b> 32 is Yes and the cranking is started, the ECU 21 performs the subsequent cylinders in the same manner as at the start using a normal starter motor. Then, fuel injection and ignition are sequentially executed to complete the engine start. At this time, at the start of cranking, fuel may be injected into the cylinder in the compression stroke at that time, and ignition may be performed at the compression top dead center. In this case, torque is generated at an earlier timing. The engine can be started more quickly.

On the other hand, when the determination in step S32 is No, it is presumed that the fuel injected in the expansion stroke cylinder is not burned and not cranked. Therefore, in step S34, after the starter motor 13 is operated, the routine is ended. Therefore, in this case, the engine is started by cranking by the normal starter motor 13.
Next, the calculation process of the interval time Tij0 executed in step S18 will be described in detail.

  As described in “Problems to be Solved by the Invention”, the longer the interval time Tij0 from fuel injection to ignition in the expansion stroke cylinder is, the longer the ignition time is (the ignition timing is later), but the fuel vaporization is promoted. Since the amount of adhesion increases, it is essential to set an appropriate interval time Tij0 in order to reliably ignite the injected fuel in the expansion stroke cylinder while satisfying both of these conditions that are in a trade-off relationship.

  In the present embodiment, focusing on the fact that the fuel pressure f supplied to the fuel injection valve 1, the coolant temperature w correlated with the in-cylinder temperature, and the piston position p of the expansion stroke cylinder exist as factors that affect the fuel vaporization, By reflecting these factors in the calculation process of the interval time Tij0, an appropriate interval time Tij0 is obtained. Specifically, the interval time Tij0 is calculated according to the following equation (1).

Tij0 = Tbase + Tf + Tw + Tp (1)
Here, Tbase is a base value, Tf is a fuel pressure correction value based on the fuel pressure f, Tw is a water temperature correction value based on the cooling water temperature w, and Tp is a piston position correction value based on the piston position p.
The reason why the fuel pressure f is taken into account is as follows. Since the fuel injection into the expansion stroke cylinder is performed in an engine stop state where the fuel pump is not driven, the fuel injection pressure at this time is substantially determined by the pressure (residual pressure) remaining in the fuel line after the fuel pump is stopped. The fuel pressure has a characteristic of gradually decreasing after the engine is stopped. As the fuel pressure decreases, the fuel injection pressure also decreases, the agitation action during fuel injection is weakened and fuel atomization worsens, making it difficult for the fuel to vaporize and extending the interval time Tij0 in the sense of waiting for fuel vaporization. Need arises.

  The inventor conducted a test to investigate the influence of the fuel pressure f on the interval time Tij0. As shown in FIG. 4, as the fuel pump stops together with the engine and the fuel pressure f decreases from the control pressure (adjusted pressure during pump operation), the appropriate interval time Tij0 is extended, and the test results confirming the above phenomenon Obtained. Therefore, the fuel pressure correction value Tf is set to decrease toward the negative side as the fuel pressure f increases, and to increase toward the positive side as the fuel pressure f decreases, with a reference fuel pressure f0 applied when setting the base value Tbase described later as a boundary. is doing.

Further, the cooling water temperature w is taken into consideration for the same purpose as that of Patent Document 1 described as the prior art, and the fuel vaporization in the cylinder deteriorates as the cooling water temperature w (in-cylinder temperature) decreases. It is to do. The inventor conducted a test to investigate the influence of the cooling water temperature w on the interval time Tij0. As shown in FIG. 5, as the cooling water temperature w decreases from the temperature adjusted by the thermostat, the appropriate interval time Tij0 is extended. Test results were obtained. Therefore, the water temperature correction value Tw is as a boundary reference temperature w0 applied when setting the base value Tbase described later, decreased set to a negative side higher cooling water temperature w, the higher the coolant temperature w is less positive Set to increase.

  The piston position p is taken into account because the transfer path length until the fuel spray reaches the spark plug 2 changes depending on the piston position p, and the fuel vaporization changes accordingly. That is, when the piston position is high as shown in FIG. 7, the transfer path length until the fuel spray reaches the spark plug 2 is short, whereas as the piston position is lower as shown in FIG. Since the transfer path length until reaching the spark plug 2 becomes longer, it is necessary to extend the interval time Tij0 in order to wait for fuel vaporization.

  The inventor conducted a test to investigate the influence of the piston position p on the interval time Tij0. As shown in FIG. 6, the lower the piston position p, the longer the appropriate interval time Tij0 is, which supports the above phenomenon. Test results were obtained. Therefore, the piston position p is set to decrease toward the negative side as the piston position p is higher, with a reference piston position p0 applied when setting a base value Tbase described later as a boundary, and to the positive side as the piston position p is lower. Set to increase.

On the other hand, the base value Tbase of the interval time Tij0 is set based on the fuel pressure f, the cooling water temperature w, and the piston position p, which are presumed to be most frequently generated on the premise of the idle stop control. This corresponds to the reference fuel pressure f0, the reference coolant temperature w0, and the reference piston position p0.
The reference fuel pressure f0 and the reference cooling water temperature w0 are set based on the engine stop time t0 having the highest occurrence frequency in the idle stop control. That is, as a result of statistics of the engine stop time by the idle stop control, as shown in FIG. 9, the engine stop time t0 having the highest occurrence frequency is obtained, and the fuel pressure f and the cooling water temperature w are reduced as the engine is stopped. 11 characteristics were obtained by tests, and based on these test results, the reference fuel pressure f0 and the reference cooling water temperature w0 when the engine stop time t0 had elapsed were derived.

The reference piston position p0 was set as the piston position p with the highest stop frequency of the piston 9 of the expansion stroke cylinder based on the test results shown in FIG.
Then, based on the characteristics relating to the fuel pressure f, the cooling water temperature w, and the piston position p in FIGS. 4 to 6, the base value Tbase described above as the optimum interval time Tij0 at the reference fuel pressure f0, the reference cooling water temperature w0, and the reference piston position p0 is used. Set.

The map of FIG. 4 for setting the fuel pressure correction value Tf from the base value Tbase and the fuel pressure f as described above, the map of FIG. 5 for setting the cooling water correction value Tw from the cooling water temperature w, and the piston from the piston position p to the piston The map shown in FIG. 6 for setting the position correction value Tp is set.
Therefore, in step S18, the fuel pressure f detected by the fuel pressure sensor 24, the coolant temperature w detected by the water temperature sensor 25, and the information on the piston position p stored in the storage device are read, and the fuel pressure f is determined according to the map of FIG. The fuel pressure correction value Tf is obtained, the water temperature correction value Tw is obtained from the cooling water temperature w according to the map of FIG. 5, the piston position correction value Tp is obtained from the piston position p according to the map of FIG. An interval time Tij0 is calculated from 1), and ignition after fuel injection is executed based on the calculated interval time Tij0.

  As described above, in this embodiment, not only the in-cylinder temperature (cooling water temperature w) focused on by the starting device of Patent Document 1, but also the fuel pressure f and the piston position p as the other factors affecting fuel vaporization are the interval time. Since it is reflected in the calculation process of Tij0, the interval time Tij0 can be set more appropriately by eliminating the influence of these factors. Therefore, the adhesion to the cylinder wall surface and the piston top surface can be suppressed, misfire can be avoided, and the fuel injected in the expansion stroke cylinder can be burned, thereby reliably starting the engine. As a result, the opportunity to operate the starter motor 13 in step S34 due to misfire is reduced, and the merit of the starter that can start the engine quickly and with low noise without the need for cranking can be maximized.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the starter of the in-cylinder injection type in-line four-cylinder engine mounted on the idle stop vehicle is embodied. However, the engine type is not limited to this, and the in-cylinder injection type spark ignition engine. Then, the number of cylinders and the cylinder arrangement can be arbitrarily changed.
Further, the present invention is not limited to an idle stop vehicle, and may be applied to a starter for a direct injection engine mounted on a normal vehicle. In this case, instead of the engine stop time t0 having the highest occurrence frequency due to the idle stop control, the engine stop time t0 having the highest occurrence frequency by the driver's operation is obtained, and the reference fuel pressure f0 corresponding to this engine stop time t0 is obtained. The base value Tbase of the interval time Tij0 may be set using the reference cooling water temperature w0.

  Further, since it has been found that the fuel pressure f and the cooling water temperature w decrease according to the characteristics of FIGS. 10 and 11, the fuel pressure f and the cooling water temperature w are estimated from the engine stop time without being detected by the fuel pressure sensor 24 and the water temperature sensor 25. Alternatively, the fuel pressure correction value Tf and the water temperature correction value Tw may be set directly from the engine stop time. In this case, a timer circuit for counting the engine stop time functions as a vaporization correlation parameter detecting means.

  On the other hand, the engine of the present embodiment adopts a so-called wall guide type spray transfer form, but instead of this, a so-called spray guide type spray that reaches the cavity 9a of the piston 9 while igniting and burning the fuel immediately after injection. You may employ | adopt a transfer form.

It is a whole lineblock diagram showing the starting device of the direct injection type engine of an embodiment. It is a flowchart which shows the starting control routine which ECU performs. It is a flowchart which similarly shows the starting control routine which ECU performs. It is a characteristic view which shows the relationship between a fuel pressure and interval time. It is a characteristic view which shows the relationship between cooling water temperature and interval time. It is a characteristic view which shows the relationship between a piston position and interval time. It is explanatory drawing which shows the transfer path | route length of a fuel spray when a piston position is high. It is explanatory drawing which shows the transfer path | route length of a fuel spray when a piston position is low. It is a figure which shows the generation frequency of the engine stop time by idle stop control. It is a characteristic view which shows the change of the fuel pressure with respect to engine stop time. It is a characteristic view which shows the change of the cooling water temperature with respect to engine stop time. It is a figure which shows the stop frequency in each piston position of an expansion stroke cylinder.

Explanation of symbols

1 Fuel injection valve (fuel injection means)
21 ECU (control means)
22 Crank angle sensor (vaporization correlation parameter detection means)
23 Cam angle sensor (vaporization correlation parameter detection means)
24 Fuel pressure sensor (vaporization correlation parameter detection means)
25 Water temperature sensor (vaporization correlation parameter detection means)

Claims (2)

Start of a cylinder injection type internal combustion engine in which fuel is injected from a fuel injection means to a cylinder in an expansion stroke when the internal combustion engine is started, and the expansion stroke cylinder is ignited and burns the injected fuel after a predetermined time has elapsed. In the device
A vaporization correlation parameter detection means for detecting a plurality of parameters correlated with fuel vaporization in the cylinder of the expansion stroke cylinder;
An interval time is calculated based on a plurality of parameters detected by the vaporization correlation parameter detecting means, fuel is injected into the expansion stroke cylinder, and the expansion stroke cylinder is injected into the expansion stroke cylinder after the interval time has elapsed from the fuel injection. Control means for performing ignition,
The control means estimates a parameter at the time of engine start on the premise of an engine stop time from an engine stop to a start with a high occurrence frequency, sets a base value of an interval time in advance from the estimated parameter, and sets the set base A starter for a direct injection internal combustion engine, wherein the interval time is calculated by correcting the value by each correction value obtained from a plurality of parameters correlated with the fuel vaporization . Upper Symbol vaporized correlation parameter detecting means, in-cylinder injection type internal combustion engine according to claim 1, wherein it to contain the pressure of the fuel supplied to said fuel injection means decreases with at least the engine stop as a parameter start apparatus.

Images