JP4428308B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device for a cylinder injection engine, and more particularly to an engine control device suitable for an idle stop vehicle equipped with a cylinder injection engine.

  When the vehicle is stopped, etc., to reduce fuel consumption and reduce CO2 emissions, the engine is automatically stopped once a predetermined stop condition is satisfied, and then the starter is automatically turned on when there is a request to restart the vehicle. There is known an idle stop engine that can be driven to restart an engine and start a vehicle.

  An example of a vehicle having such an idle stop function is disclosed in Japanese Patent Application Laid-Open No. 2004-332598 (Patent Document 1). Here, a start control device for a direct injection internal combustion engine is disclosed in which starter start and combustion start while the engine is stopped are switched according to the start conditions. In particular, the ignition timing of the first compression stroke injection cylinder at the start of combustion is retarded from the ignition timing at the starter start, and at that time, the combustion pressure of the first compression stroke injection cylinder is converted into an effective positive rotation direction torque. Thus, the crankshaft of the internal combustion engine can be reliably driven and started in the forward rotation direction.

  By the way, even after a predetermined engine stop condition is satisfied and the fuel supply is stopped, there is a case where it is desired to restart the vehicle before the engine automatically stops. For example, in Japanese Patent Laid-Open No. 2002-147264 (Patent Document 2), when the restart condition is satisfied after the engine stop condition is satisfied, the engine speed is not so low, and the fuel can be reliably burned. Whether or not the engine rotational speed is equal to or higher than a predetermined rotational speed (for example, 350 rpm). If the rotational speed is equal to or higher than the predetermined rotational speed, fuel injection is resumed with respect to the compression stroke cylinder. . At this time, the reference signal itself, which is the crank angle signal instead of the engine rotation speed, is used as a determination index to determine whether or not the fuel can be burned.

JP 2004-332598 A JP 2002-147264 A

  By the way, once the engine is stopped in the restart process by the starter, as shown by the solid line in FIG. 8, the engine rotation speed is lowered. The engine is restarted when driven and the pinion gear of the starter enters and engages with the ring gear on the flywheel side. However, there is a request for restart while the rotation of the ring gear of the flywheel does not stop after the engine stop condition is established, and if the pinion gear enters the rotating gear on the crankshaft side, impact and noise will be generated, Thus, until the engine stop is completed, the starter cannot be restarted. It is also desired to simplify the restart control device using each starter.

In addition, according to the combustion start disclosed in Patent Document 1, the start without using the starter is possible, but since the start control is based on the premise that the engine is stopped, the engine restart before the engine stop is completed. It cannot respond to the start request.
On the other hand, in Patent Document 2, in response to an engine restart request before completion of engine stop, if the engine speed is equal to or higher than a predetermined speed, fuel injection is resumed with respect to the compression stroke description, etc. Although the start is realized, it is desired to further expand the area where the restart can be realized with certainty.

  The present invention has been made based on the above-described circumstances. When a restart request is made while the engine does not stop after the engine stop condition is satisfied, the engine can be easily restarted in a wide range of engine speeds. An engine control device that can be used is provided.

According to a first aspect of the present invention, in the engine control device for stopping fuel supply to the direct injection engine when a predetermined engine stop condition is satisfied, when there is a predetermined restart request before the engine is stopped after the engine stop condition is satisfied, If the fuel is not supplied to the size rather compression stroke cylinder engine rotational speed is higher than a predetermined value at that time, the position of the piston of the compression stroke cylinder, if the bottom dead point closer, injecting fuel into the compression stroke cylinder If the piston of the compression stroke cylinder is near the top dead center, the fuel is not injected into the compression stroke cylinder and the fuel is injected into the intake stroke cylinder. and to perform the ignition when it reaches the compression stroke to restart the engine, if the top dead center toward the piston position of the expansion stroke cylinder when the engine rotational speed falls below a predetermined value, the compression line And to perform the ignition by injecting fuel into the cylinder and the expansion-stroke cylinder to restart the engine, if the piston of the expansion-stroke cylinder is at bottom dead center closer, without the injection of fuel into the expansion stroke cylinder, the compression stroke cylinder In addition, the engine is restarted by injecting fuel into the intake stroke cylinder and sequentially performing ignition .

A second aspect of the present invention, in the engine control apparatus according to claim 1, wherein, when the predetermined restart request there Ru, irrespective of the engine rotational speed, characterized in that to inject fuel in the intake stroke cylinder.

According to a third aspect of the present invention, in the engine control device according to any one of the first to second aspects, when the predetermined restart request is made after the engine is stopped, the engine is restarted by a starter. It is characterized by making it.

According to the first aspect of the present invention, when the engine rotational speed is larger than the predetermined value, fuel is injected into the compression stroke cylinder for ignition, and when the engine rotational speed is lower than the predetermined value, the compression stroke and expansion stroke cylinders are injected. Since the fuel is injected to cause ignition, the engine can be restarted quickly in a wide range of rotation speeds. In this case, even when the engine rotational speed is larger than a predetermined value, under a situation where fuel injection into the compression stroke cylinder is less effective, fuel is supplied to the intake stroke cylinder at that time and ignition is performed in the next compression stroke. The engine can be reliably restarted. Further, even when the engine speed is lower than the predetermined value, the fuel injection to the compression stroke cylinder and the intake stroke cylinder is restarted and the engine is reliably restarted under a situation where the effect of fuel injection to the expansion stroke cylinder is small. be able to.

According to the second aspect of the present invention, the fuel is also injected into the intake stroke cylinder regardless of the engine speed, so that the engine can be restarted more reliably.

According to the invention of claim 3 , since the engine is restarted by the starter after the rotation of the crankshaft of the engine is stopped, a more reliable start is possible.

Hereinafter, an engine control apparatus according to an embodiment of the present invention will be described.
1 and 2 show an engine 1 equipped with an engine control device. This engine 1 is a cylinder injection type spark ignition gasoline engine (lean) capable of performing fuel injection (compression stroke injection) in the compression stroke as well as fuel injection (intake stroke injection) in the intake stroke by switching the fuel injection mode. In addition to operation at the stoichiometric air-fuel ratio (stoichiometric), operation at a rich air-fuel ratio (rich air-fuel ratio operation), operation at a lean air-fuel ratio (lean air-fuel ratio operation) can be realized.

  The engine 1 is a four-cylinder four-cycle engine, and has four cylinders 3 in the engine body 2 (specifically, the first cylinder 3A, the second cylinder 3B, the third cylinder 3C, the fourth cylinder in order from the left in the state shown in FIG. 1). Cylinder 3D). A piston 4 is fitted into each cylinder 3, and a combustion chamber C is formed above the piston 4. Intake air is supplied to the combustion chamber C of each cylinder from the intake passage 7, and combustion gas is discharged from the exhaust passage 8. In each combustion chamber C, fuel is injected by a fuel injection valve 9, and an air-fuel mixture is ignited by a spark plug 11, whereby the piston crank mechanism 5 converts combustion energy into rotational energy of the crankshaft 6. , And transmitted to the clutch 12, the transmission 13, the axle 14, and the drive wheel 15 side.

In the intake passage 7 of the engine 1, an air cleaner 16, a throttle valve 17, a surge tank 18, an intake manifold 19, and each combustion chamber C are arranged in this order. The exhaust path 8 is opened to the atmosphere through an exhaust manifold 21, an exhaust gas purification device (not shown), a muffler, and the like.
The crankshaft 6 provided in the engine body 2 is integrally coupled with a crank pulley 22 at one end and a flywheel 23 at the other end. A ring gear 24 is integrally formed with the flywheel 23 in the clutch casing 121. A detachable starter 25 is provided at the side end of the engine body 2. When the starter 25 is activated when the engine is started, the pinion gear 26 meshes with the ring gear 24 of the flywheel 23 and cranks the engine. At the time of non-operation of 25, the pinion gear 26 moves backward to release the engagement with the flywheel 23.

  The starter 25 is connected to the battery 27 via a normally open relay coil 251. The relay coil 251 receives a drive output from the starter drive circuit 28 in response to the cranking command Sc of the ignition switch 29, and the starter 25 is driven by closing a relay contact (not shown) excited by the drive output, so that the engine 1 Cranking is done. It should be noted that a charge level detector 58 (shown only in FIG. 1) is attached to the battery 27 so that the battery voltage Vb is input to the ECU 39.

  The crankshaft 6 of the engine is provided with a unit crank angle signal θc, a cylinder discrimination signal (reference signal) θb, and a crank angle sensor 16 for detecting engine rotation speed Ne information based thereon, which is an electronic control unit (ECU). A detection signal is output to 39. A water temperature sensor 57 for detecting a water temperature tw of a water jacket (not shown) is attached to the engine body 2.

  An electromagnetic fuel injection valve 9 is attached to a cylinder head 2h (see FIG. 1) of the engine 1 together with a spark plug 11. An ignition unit (ignition drive circuit) 42 that outputs a high voltage is connected to the spark plug 11. Here, the ignition unit 42 includes a timing control circuit (not shown), a high voltage power supply circuit, and an ignition coil. The ECU 39 is connected to a knock sensor 43 that outputs a knock signal Sn, and corrects the reference ignition timing θb in accordance with the knock signal Sn.

A fuel supply device 44 including a fuel tank (not shown) is connected to the fuel injection valve 9 via a fuel pipe (not shown). The fuel supply device 44 supplies fuel in a fuel tank (not shown) to the fuel injection valve 9 and can inject the fuel from the fuel injection valve 9 into the combustion chamber C at a desired fuel pressure. Each fuel injection valve 9 receives an injection signal from an engine controller (ECU) 39 via an injection drive circuit 45 and performs fuel injection drive.
The combustion chamber C of each cylinder 3 is equipped with an intake valve 46 and an exhaust valve 47. The intake valve 46 and the exhaust valve 47 are driven by a valve operating mechanism including camshafts 48 and 49.

  The upstream of the surge tank 18 communicates with an intake pipe 51 that accommodates the throttle valve 17. The throttle valve 17 is driven by a throttle driving device that adjusts the amount of intake air introduced into the combustion chamber C. The throttle drive device is electronically controlled, and an accelerator pedal operation amount θa (not shown) is detected by an accelerator opening sensor 52, and an engine controller (a control function unit based on this detection result and other information amount) ( ECU) 39 determines the opening degree of the throttle valve 17. The throttle valve 17 is opened and closed by a throttle motor 53 that is provided in association therewith.

  Along with the throttle valve 17, a throttle position sensor 54 for detecting the opening degree θs and an idle switch 55 for outputting an idle signal Sai are also provided. An air flow sensor 56 (only shown in FIG. 1) for obtaining intake air amount Qa information is provided in the air cleaner 16, and the information is output to the ECU 39.

An engine controller (ECU) 39 of the engine control device includes a ROM (read only memory) 391, a RAM (random access memory) 392, a DRAM (nonvolatile memory) 393, a CPU (microprocessor) 390, which are connected to each other via a bidirectional bus. An input port 394 for receiving detection signals of various sensors and an output port 395 for outputting various control command signals are provided. In particular, as shown in FIG. 3, engine drive control means A1, cylinder discrimination means A2, restart control means A3 and a function as starter driving means A4 are provided.
As shown in FIG. 3, the engine drive control means A1 has functions as a fuel supply control unit a1, an ignition timing control unit a2, and a throttle drive control unit a3.

  Here, the fuel supply control unit a1 performs a basic injection amount (equivalent to the current intake air amount Qa and the engine speed Ne) according to each operation mode such as warm-up, steady-state, transient, and start-up. Tinj (corresponding to the injection time pulse width) is obtained, and a water temperature correction value δtw corresponding to the water temperature tw information is added thereto to determine the fuel injection amount Pw (= Tbinj−δqw). Further, the injection timing ti corresponding to each operation mode is determined, and the fuel injection amount Pw is set in the injection drive circuit 45 of the fuel injection valve 9 of each cylinder. The ignition timing control unit a2 determines the ignition timing θp by delaying the basic ignition timing θpb corresponding to the engine speed Ne by a predetermined amount according to the knock signal Sn obtained by the knock sensor 43, and determines the ignition timing θp. It is set in the cylinder ignition drive circuit 42.

The throttle drive control unit a3 detects an operation amount θa of an unillustrated accelerator pedal by an accelerator opening sensor 52, and sets a target opening of the throttle valve 17 based on a correction amount δθ based on the detection result and operation information. Then, the current opening is corrected to the target opening using the throttle motor 53.
The cylinder discrimination means A2 always takes the cylinder discrimination signal (reference signal) θb and the unit crank angle signal θc from the crank angle sensor 16, determines the stroke of the first cylinder 3A by the cylinder discrimination signal (reference signal) θb, and unit crank. It has a function of calculating the crank angle positions of the four cylinders at the current crank angle by counting the angle signal θc.
The restart control means A3 includes functions of an engine stop condition determination unit A3-1, a restart condition determination unit A3-2, and a restart drive unit A3-3.

  The engine stop condition discriminating unit A3-1 is turned on when the idle signal Sai is turned on, the water temperature tw is equal to or higher than the warm-up completion value, the neutral signal Shn from the inhibitor switch (not shown), the brake signal Bk is turned on, and other predetermined engine stop conditions. It is determined whether or not it is satisfied, and when it is satisfied, an engine stop condition satisfaction signal St is output to the restart driving unit A3-3. The restart condition determination unit A3-2 receives a restart condition when any of the following is input: the idle signal Sai is turned off, the start stage signal Sh1 is turned on from an inhibitor switch (not shown), the braking signal Bk is turned off, and other engine restart conditions are input. The establishment signal Sd is output to the restart drive unit A3-3. When the restart drive unit A3-3 receives the engine stop condition establishment signal St, the restart drive unit A3-3 outputs a fuel cut command Sfc to the fuel supply unit a1 of the engine drive control unit A1. Thereafter, when the restart condition establishment signal Sd is received, if the engine is not stopped, the fuel cut command Sfc to the engine drive control means A1 is canceled to restart the engine, but the engine is temporarily stopped. If the starter 25 is restarted, the restart command Ss is issued to the starter driving means A4 to connect the starter 25 to the battery 27, and rotational torque is applied to the crankshaft 6 to rotate the engine 1. Start with a starter.

In addition to the restart signal Ss at the starter, the starter driving means A4 detects the switching of the engine key to the starter on position (starting position) to turn on the relay coil 28 to perform the excitation operation. The starter 25 is connected to the battery 27, and the starter 25 is driven to rotate. Also in this case, the engine 1 is started by driving the engine drive control means A1.
Hereinafter, the operation of the engine control apparatus configured as described above will be described with reference to the control characteristic explanatory diagram of FIG. 4, the main routine not shown, and the flowcharts of FIGS. 5 and 6.

  The ECU 39 enters control of a main routine (not shown) when an engine key (not shown) is turned on. Here, when the engine key is switched to the starter on position (starting position), the starter 25 is driven to rotate, and the engine drive control means A1 is driven to start the engine 1 when it is cold. Thereafter, the ECU 39 fetches values such as the engine speed Ne, the accelerator opening θa, the throttle opening θs, the intake air amount Qa, the water temperature tw, and the like as the latest detected values from the sensors. Next, as the engine drive control means A1, the compression stroke injection mode, the intake stroke injection mode, and the like are calculated according to the operating conditions, and the current intake air amount Qa, the engine are obtained so as to obtain the optimum engine output in each mode. The injection timing is determined based on the rotational speed Ne, and the fuel injection valve 9 of each cylinder is driven with the calculated fuel injection amount. Moreover, the ignition timing is determined based on the engine speed Ne, the ignition plug 11 is ignited at the ignition timing θp, the target opening θs is determined based on the accelerator opening θa, and the throttle valve 17 is set to the same opening. The drive is corrected for opening. When a predetermined control step position in the middle of such a main routine is reached, the restart control routine shown in FIGS.

  In step s1 here, the latest operating state information is fetched from each sensor and stored. Next, at step s2, it is determined whether or not a stop processing flag SFLG which will be described later is 1. If it is not 1, it is determined that the stop processing has not been performed and the routine proceeds to step s3, and whether or not a predetermined engine stop condition is satisfied. Is determined. In step s3, for example, it is determined that the engine stop condition is satisfied when the vehicle speed is zero, the accelerator opening is fully closed, and the brake is on. If the condition is not satisfied, the process returns to step s1 described above. For example, if the engine stop condition is satisfied at time t1 in FIG. 4, the process proceeds to step s4.

In steps s4 and 5, a fuel cut Sfc command is issued to the fuel supply controller a1, engine stop processing is performed (for example, at time t2 in FIG. 4), the stop processing completed flag SFLG is turned on, and the above-described step s1 Return to.
On the other hand, if it is determined in step s2 that the engine stop process has been completed, the process proceeds to step s6, where it is determined whether or not a predetermined engine restart condition is satisfied. In step s6, when the transmission is in the D range and the brake switch is turned off, it is determined that the restart condition is satisfied. If the condition is not satisfied, the process returns to step s1 described above. Proceed to

When step s6 is reached to step s7, the latest engine speed Ne and the crank angle of each cylinder (first cylinder 3A, second cylinder 3B, third cylinder 3C, fourth cylinder 3D) are detected, respectively. Reach s8. Here, it is determined that the rotation of the crankshaft 6 is stopped. In step s9 before stopping, in step s10 when stopping, a normal restart process is performed, that is, a restart command Ss is issued to the starter driving circuit 28 of the starter driving means A4. Then, the starter 25 is restarted, the control of this time is finished, and the process returns to the main routine.
When step s9 is reached before the rotation of the crankshaft 6 is stopped, it is determined here whether or not the first predetermined value Nea (see FIG. 4) is exceeded, and if it exceeds, the process proceeds to step s11, and if it falls, the process proceeds to step s16.

  When step s11 is reached because the engine speed is relatively high, the compression cylinders of the four cylinders (the first cylinder 3A, the second cylinder 3B, the third cylinder 3C, and the fourth cylinder 3D) at that time are here. (For example, it is determined whether or not the fuel has been supplied to the first cylinder 3A at time t3 in FIG. 4). If the fuel has been supplied, the current intake stroke cylinder is determined in step s12 (for example, the third cylinder 3C at time t3 in FIG. 4). The fuel is injected into the compression stroke cylinder at the predetermined ignition timing immediately before the top dead center TDC, and the engine is restarted by the combustion energy instead of the starter start. Return to the steady drive mode.

  On the other hand, when the process proceeds to step s13 on the No side in step s11, it is determined whether the piston position of the current compression cylinder is at the bottom dead center BDC side from a predetermined value (for example, 90 degrees in crank angle), and the process proceeds to step s14 on the bottom dead center side. Fuel is injected into the current compression cylinder, ignition processing is performed, and fuel injection is restarted into the current intake stroke cylinder. As a result, the combustion of the current compression cylinder is started, and the rotation is advanced to start the combustion accompanying ignition on the compression stroke top dead center TDC side on the intake stroke cylinder side. When the piston position of the current compression cylinder is higher than a predetermined value (for example, 90 degrees in crank angle) at the top dead center TDC, the process proceeds to step s15. Here, when the fuel injection resumes and rotates into the intake stroke cylinder and reaches the compression stroke Ignite and restart.

  Next, it is assumed that the engine rotational speed Ne is lower than the first predetermined value Nea (see FIG. 4) in step s9 and reaches step s16. In this case, as shown in step s16 of FIG. 6, the top dead center of the piston position of the current expansion stroke cylinder (for example, the third cylinder 3C at time t4 in FIG. 4) exceeds a predetermined value (for example, 90 degrees in crank angle). The TDC side is determined, and the process proceeds to step s17 on the top dead center side and to step s18 on the bottom dead center BDC.

  In step s17, fuel is injected into the current expansion cylinder and immediately ignited to promote the generation of rotational torque due to combustion energy. Further, fuel injection is restarted into the current compression stroke cylinder, ignition processing is performed, and fuel injection into the intake stroke cylinder is performed. In step s19, the cylinder that was in the compression stroke is ignited in the vicinity of the top dead center, and the generation of rotational torque due to the combustion energy is promoted to restart.

  On the other hand, when step s18 on the No side of step s16 is reached, if the piston position of the current expansion stroke cylinder (for example, the third cylinder 3C at time t4 in FIG. 4) has come to the bottom dead center BDC side, The latest engine speed Ne and the crank angle of each cylinder (the first cylinder 3A, the second cylinder 3B, the third cylinder 3C, and the fourth cylinder 3D) are detected, and the process proceeds to step s20. Here, the rotation stop of the crankshaft 6 is determined, and before stopping, the process proceeds to step s21, and when stopped (for example, at time t5 in FIG. 4), the process proceeds to step s22. A restart command Ss is issued to the starter drive circuit 28 to instruct the starter 25 to restart, and this time of control is terminated and the process returns to the main routine.

  When step s21 is reached before the rotation of the crankshaft 6 stops, here, the piston position of the current expansion stroke cylinder (for example, the third cylinder 3C at time t4 in FIG. 4) is a predetermined value (for example, 90 degrees in crank angle). It is further determined whether it is on the top dead center TDC side, the process proceeds to step s17 described above on the top dead center side, and reaches step s23 on the bottom dead center BDC side. In step s23, fuel is injected into the current compression cylinder, and fuel injection is restarted into the current intake stroke cylinder. As a result, the ignition process for the current compression cylinder is performed, and the rotation proceeds to start the combustion associated with the ignition on the compression stroke top dead center TDC side on the intake stroke cylinder side.

Next, in step s24, the latest engine speed Ne and the crank angle of each cylinder are detected, and the process proceeds to step s25. In step s25, it is determined whether the rotation of the crankshaft 6 is stopped. Before stopping, the process proceeds to step s26, and when stopped (for example, at time t5 in FIG. 4), the process proceeds to step s22, and the above-described normal restart process is performed.
When step s26 is reached before the rotation of the crankshaft stops, it is determined here whether the piston position of the current expansion stroke cylinder is on the top dead center TDC side from a predetermined value (for example, 90 degrees in crank angle). In step s27, the bottom dead center BDC side proceeds again to steps s24 and s25 to determine whether the rotation of the crankshaft 6 is stopped.

  When the piston position here proceeds to step s27 on the top dead center side, it is determined here whether or not fuel has been injected into the current expansion stroke cylinder (for example, the third cylinder 3C at time t4 in FIG. 4). When the process proceeds to step s28, the current expansion cylinder is ignited, the current compression stroke cylinder is ignited, the generation of rotational torque by combustion energy is promoted, the fuel injection is restarted, and the fuel injection to the intake stroke cylinder is performed. Resume and restart.

  On the other hand, when the piston position goes to the bottom dead center side, the process proceeds to step s29, where fuel is injected into the current expansion cylinder, immediately ignited, fuel is injected into the current compression stroke cylinder, and fuel injection into the intake stroke cylinder is resumed. Then, when the process proceeds to step s30, the engine rotation proceeds, the compression stroke cylinder is ignited near top dead center, the generation of rotational torque by combustion energy is promoted, the restart is attempted, and the control of this time is finished. Return to the main routine.

  As described above, in the engine control apparatus of FIG. 1, when the engine stop condition is satisfied and the idle stop process is started, the fuel injection is stopped. Here, the engine speed gradually decreases, but if the restart condition is satisfied before the engine is completely stopped, the fuel injection is restarted in a form corresponding to the situation at that time, and the generation of rotational torque by combustion energy is promoted. The engine 1 can be restarted. In particular, when using the starter 25 having the pinion gear 26 that fits in and out of the ring gear 24, when the engine is not stopped, as shown by the solid line in FIG. For example, it can be set as a restart possible area until the area E (FIG. 8 shows an example) where the restart mode e indicated by the broken line is obtained. In this case, it is possible to eliminate the generation of noise and impact caused by the pinion gear 26 of the starter 25 entering the rotating ring gear 24, thereby achieving a smooth restart without a sense of incongruity.

  Further, when the engine speed Ne is larger than the predetermined value in the determination in the above step s9, if the fuel has been injected into the current compression cylinder, the fuel is injected into the intake stroke cylinder and the ignition process is surely performed in the next compression stroke. Thus, the engine 1 can be reliably restarted. Further, if the rotational speed Ne is larger than a predetermined value and the fuel has not been injected into the compression stroke cylinder, the fuel is injected into the compression stroke cylinder on the condition that the piston position of the compression stroke cylinder is on the bottom dead center side. Can restart the engine.

In addition, as shown in step s15, when the piston position of the current compression stroke cylinder is on the top dead center side, fuel is injected into the intake stroke cylinder at that time and ignition is performed in the next compression stroke to facilitate the engine. Can be restarted.
If it is determined in step s9 that the engine speed is smaller than the predetermined value and the piston 4 is near the top dead center, as shown in step s17, fuel injection and ignition are promptly performed in the expansion stroke cylinder and the compression stroke cylinder. Processing is performed, and the engine 1 can be easily restarted.

Further, as shown in steps s23, s28, and s29, even if the engine rotational speed Ne is smaller than the predetermined value Nea, fuel injection and ignition are sequentially performed also in the intake stroke cylinder so that the engine 1 can be restarted. Can do. In particular, even when the engine speed Ne is lower than the predetermined value Ne as in steps s28 and s29, when the piston 4 of the expansion stroke cylinder is close to the top dead center TDC, fuel injection and ignition processing to the compression stroke cylinder, and The engine 1 can be restarted by restarting the fuel injection to the intake stroke cylinder.
Further, as shown in steps s10 and s22, after the rotation of the crankshaft 6 of the engine is stopped, the engine 1 can be restarted by the starter 25, and no impact or noise is generated.

  The engine 1 shown in FIG. 1 has been described on the assumption that the restart after the engine is stopped by the starter 25, and the engine control device of the present invention is applied thereto, but instead, as shown in FIG. The present invention may be applied to the engine 1a using the motor generator 61 as a starter. Here, when the engine 1a is restarted, the rotation of the motor generator 61 can be transmitted to the crank pulley 62 integral with the crankshaft 6a via the belt 63, so that the engine can be restarted without generating abnormal noise. It is. However, in this case, the motor generator 61 is controlled by the inverter 65 to supply current from the battery 66, and the inverter 65 is driven by the gate drive circuit 64 controlled by a control means (not shown), which complicates the apparatus. However, by applying the engine control device of the present invention, the power consumption of the battery 66 can be suppressed, and the advantage that the durability of the battery 66 can be improved.

It is a schematic block diagram of the engine equipped with the engine control apparatus as one Embodiment of this invention. It is a schematic sectional side view of the engine of FIG. It is a block diagram of the control function of the engine control apparatus of FIG. It is explanatory drawing of the control characteristic which the engine control apparatus of FIG. 1 performs. It is a flowchart of the upper part of the restart control routine used by ECU of the engine control apparatus of FIG. It is a flowchart of the lower part of the restart control routine used by ECU of the engine control apparatus of FIG. It is the schematic of the engine using the motor generator equipped with the engine control apparatus which is another Example of this invention. It is a time-dependent change explanatory diagram of engine speed for explaining a conventional non-restartable region and a restartable region according to the present invention in the engine control device.

Explanation of symbols

1 engine (internal combustion engine)
DESCRIPTION OF SYMBOLS 9 Fuel injection valve 11 Spark plug 25 Starter (theta) a Accelerator opening degree A1 Engine drive control means A2 Cylinder discrimination means A3 Restart control means A3-1 Engine stop condition determination part A3-2 Restart condition determination part C Combustion chamber Ne Engine rotation speed Nea Predetermined value Sd Restart condition satisfaction signal St Engine stop condition satisfaction signal

Claims (3)

In an engine control device that stops fuel supply to a direct injection engine when a predetermined engine stop condition is satisfied,
If before the engine stops after the formation the engine stop condition is a predetermined restart request, when the engine rotational speed at that time the fuel in the compression stroke cylinder rather larger than the predetermined value is not supplied, the compression stroke cylinder If the piston is near the bottom dead center, fuel is injected into the compression stroke cylinder and ignition is performed to restart the engine. If the compression stroke cylinder is near the top dead center, the compression stroke is Fuel is not injected into the cylinder, fuel is injected into the intake stroke cylinder, ignition is performed when the next compression stroke is reached, the engine is restarted, and expansion occurs when the engine rotation speed falls below a predetermined value if the upper dead point toward the piston position of the stroke cylinder, the fuel is injected in the compression stroke cylinder and the expansion-stroke cylinder to carry out an ignition to restart the engine, the piston bottom dead center side of the expansion-stroke cylinder Lever, the expansion stroke fuel injection to the cylinders is not performed, the engine control apparatus according to claim in the compression stroke cylinder and the intake stroke cylinder fuel is injected by successively perform ignition to the engine is restarted. The engine control apparatus according to claim 1, wherein
When the predetermined restart request there Ru, irrespective of the engine rotational speed, the engine control unit, characterized in that to inject fuel in the intake stroke cylinder. The engine control device according to any one of claims 1 to 2,
An engine control device characterized in that when the predetermined restart request is made after the engine is stopped, the engine is restarted by a starter.

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