JP6841119B2 - Engine control - Google Patents

Description

The present invention relates to an engine control device, and more particularly to an engine control device that performs automatic stop / restart control.

So-called stop-and-start control (so-called stop-and-start control) that automatically stops the engine when a predetermined automatic stop condition is met and automatically restarts the engine when a predetermined automatic restart condition is met during automatic engine stop in order to improve fuel efficiency. S & S control) has been conventionally performed.

In a vehicle in which such S & S control is performed, the number of engine starts in one trip inevitably increases, so that it is necessary to improve the startability of the engine. For this reason, various proposals have been made conventionally regarding the mode of fuel injection when the engine is restarted.

For example, in Patent Document 1, when the fuel pressure becomes equal to or lower than a predetermined pressure during the automatic stop of the internal combustion engine, fuel is injected into the cylinder located in the compression stroke and / or the cylinder in the next compression stroke while the internal combustion engine is stopped. Disclosed is an automatic stop start device for an in-cylinder injection type internal combustion engine that injects fuel into a cylinder located in an intake stroke when a restart condition is satisfied.

According to this Patent Document 1, by supplying fuel to the cylinder located in the compression stroke and / or the cylinder to be the next compression stroke in advance, the first or two cylinders to be ignited are substantially ignited. It is said that quick start is possible because compression stroke injection can be performed.

Japanese Unexamined Patent Publication No. 2004-36561

By the way, in S & S control, since the engine is in the driving state until the engine is automatically stopped, the temperature inside the cylinder is often relatively high when the engine is restarted after the engine is automatically stopped. For this reason, for example, when the engine is restarted in a high temperature environment such as a high outside temperature, when fuel is directly injected into the cylinder, abnormal combustion such as pre-ignition that starts combustion before the start of ignition occurs. , Abnormal noise may occur. Nevertheless, in the above-mentioned Patent Document 1, no consideration is given to abnormal combustion such as pre-ignition, only for quick start.

In particular, in a system in which split injection is performed when the engine is restarted under S & S control, the pre-injection (first injection) in the split injection becomes the ignition source of combustion before the start of ignition, and abnormal combustion such as pre-ignition is promoted. There is.

The present invention has been made in view of this point, and an object of the present invention is to provide a control device for an engine that performs split injection when restarting an automatically stopped engine so that the engine can be started when the engine is restarted. The purpose is to provide a technology for suppressing the occurrence of pre-ignition while aiming for improvement.

In order to achieve the above object, the engine control device according to the present invention performs compression stroke injection when the engine is restarted, prohibits split injection in situations where pre-ignition is likely to occur, and sets the intake valve closing timing. I try to delay it until the middle of the compression process.

Specifically, the present invention is applied to an engine provided with a fuel injection valve capable of directly injecting fuel into a cylinder, and automatically stops the engine when a predetermined stop condition is satisfied, and a predetermined re-stop control. In addition to performing automatic restart control that restarts the engine that has automatically stopped when the start conditions are met, the number of injections of the fuel injection valve to one cylinder in one engine cycle is performed multiple times during the automatic restart control. It is intended for engine control devices that perform split injection during the compression stroke.

The control device of the engine, when the restart condition is satisfied, the state of the cylinder, when and cylinder pressure cylinder temperature is relatively rather high is in a predetermined condition, including relatively not high state When it is determined, the normal injection in which the number of injections of the fuel injection valve for one cylinder in one engine cycle is set to one is performed at the same advance angle as the pre-injection in the split injection in the compression stroke, and the intake valve is used. It is characterized by delaying the valve closing time to the middle of the compression stroke.

In the present invention, the "predetermined state" means a state in which combustion is started before the start of ignition (a state in which pre-ignition is likely to occur), in addition to a state in which the in- cylinder temperature is relatively high. This includes a state where the in-cylinder pressure is relatively high.

According to this configuration, compression stroke injection is performed when the engine is restarted. In other words, combustion is started in a cylinder having an early ignition order, so that the startability of the engine when the engine is restarted is improved. Can be done.

Further, in the automatic restart control, the temperature inside the cylinder is often high, so that the pre-injection in the split injection becomes the ignition source of combustion before the start of ignition and pre-ignition is likely to occur. However, in the present invention, the state of the cylinder is in a predetermined state. When it is determined that the state is (a state in which pre-ignition is likely to occur), normal injection is performed in which the number of injections is set to one, so that the occurrence of pre-ignition can be suppressed.

Moreover, since the intake valve closing timing is delayed until the compression stroke, in other words, the intake valve is open for a period even when the piston is rising from the bottom dead center, so the intake filling rate of the cylinder is lowered. Can be made to. As a result, the in-cylinder pressure when fuel injection is performed can be made relatively low, so that the occurrence of pre-ignition can be reliably suppressed.

As described above, according to the engine control device according to the present invention, it is possible to suppress the occurrence of pre-ignition while improving the startability when the engine is restarted.

It is a figure which shows typically the engine and the ECU which concerns on embodiment of this invention. It is a figure which schematically explains the relationship between the atmospheric pressure and the in-cylinder pressure, and the occurrence of pre-ignition. It is a figure which schematically explains the relationship between the number of injections and the in-cylinder pressure peak. It is a figure which schematically explains the relationship between the intake valve closing timing and the cylinder pressure. It is a flowchart which shows an example of the pre-ignition suppression control.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

-Engine-
FIG. 1 is a diagram schematically showing an engine 1 and an ECU 10 according to the present embodiment. The engine 1 is configured as a multi-cylinder (for example, 4-cylinder) gasoline engine, and has an intake passage 2 that can communicate with the combustion chamber by opening the intake valve (intake valve) 2A, as shown in FIG. There is. A throttle motor 4 is provided at one end of the rotation shaft of the throttle valve 3 arranged in the intake passage 2, while the throttle opening for detecting the opening degree of the throttle valve 3 at the other end of the rotation shaft. A sensor 5 is provided. The throttle valve 3 is configured as an electronically controlled throttle whose opening degree is adjusted by the throttle motor 4 based on the throttle opening degree calculated by the ECU (control device) 10 based on the accelerator opening degree signal or the like.

An atmospheric pressure sensor 18 and an intake air temperature sensor 26 are provided on the upstream side of the throttle valve 3 in the intake passage 2. On the other hand, a surge tank 6 and an injector 7 for injecting fuel into the intake port are provided on the downstream side of the throttle valve 3 in the intake passage 2. Further, each cylinder 1A is provided with a multi-hole injector 8 that injects fuel directly into the cylinder 1A from a plurality of injection ports, and a spark plug 30 that ignites the air-fuel mixture in the combustion chamber. By providing the two injectors 7 and 8 in this way, in the engine 1 according to the present embodiment, it is possible to properly use port injection and direct injection according to the operating state.

Further, the water jacket 9 of the cylinder block of the engine 1 is provided with a water temperature sensor 11 for detecting the temperature of the cooling water (engine water temperature). The water temperature sensor 11 is configured to generate an electric signal having an analog voltage according to the engine water temperature.

Further, the engine 1 is provided with an exhaust passage 12 that can communicate with the combustion chamber by opening the exhaust valve 12A. The exhaust passage 12 is provided with a three-way catalytic converter (not shown) that purifies HC, CO, and NOx, which are harmful components in the exhaust gas. _{Further, an O 2} sensor 13 which is a kind of air-fuel ratio sensor is provided on the upstream side of the catalyst converter in the exhaust passage 12. The O ₂ sensor 13 is configured to transmit an electric signal according to the oxygen component concentration in the exhaust gas.

Further, in the engine 1 according to the present embodiment, a variable valve timing mechanism 40 is provided at the end of a camshaft (not shown) that opens and closes the intake and exhaust valves 2A and 12A, respectively, so that the valve opening / closing timing can be adjusted. It is variable. The variable valve timing mechanism 40 is provided in a transmission system that transmits the drive torque of the crankshaft (not shown) of the engine 1 to the camshaft. The variable valve timing mechanism 40 adjusts the valve timings of the intake / exhaust valves 2A and 12A of the engine 1 by utilizing the rotational torque of an electric motor (not shown) controlled by the ECU 10. That is, the variable valve timing mechanism 40 of the present embodiment is configured as a motor-based valve timing adjusting device (MD-VVT: Motor Drive Variable Valve Timing) that can be operated without using the hydraulic pressure generated by driving the engine 1. ing.

-ECU-
The ECU 10 includes a so-called microcomputer provided with an input / output interface 101, a CPU 102, a ROM 103, a RAM 104, a bus 106 for connecting these to each other, and the like, and the CPU 102 uses the temporary storage function of the RAM 104 in advance while using the ROM 103. Various controls are executed by performing signal processing according to the program stored in.

The ECU 10 has, for example, an opening signal of the throttle valve 3 detected by the throttle opening sensor 5, an electric signal corresponding to the engine water temperature detected by the water temperature sensor 11, and an exhaust gas detected by the _{O 2 sensor 13.} An electric signal according to the oxygen component concentration in the inside, an opening signal of the accelerator pedal 14 detected by the accelerator opening sensor 15, and a signal indicating the state (current, temperature, etc.) of the battery 16 detected by the battery sensor 17. , A signal representing the atmospheric pressure detected by the atmospheric pressure sensor 18, a signal corresponding to the vehicle speed detected by the vehicle speed sensor 20, a crank angle signal detected by the crank position sensor 21, and an oil temperature sensor 22. A signal indicating the on / off of the brake based on the temperature signal of the lubricating oil and the detection result of the M / C pressure sensor 25 that detects the master cylinder pressure of the brake master cylinder 24 generated according to the pedaling force of the brake pedal 23. , A signal representing the intake air temperature detected by the intake air temperature sensor 26 is input. The engine speed can be obtained by measuring the interval (time) of the crank angle signal.

On the other hand, from the ECU 10, based on the input signals from these various sensors, the engine output control command signal for the output control of the engine 1 and the hydraulic control for the hydraulic control related to the shift of the automatic transmission (not shown) A command signal or the like is output. The engine output control command signal includes a throttle signal for controlling the opening and closing of the throttle valve 3, a signal for controlling the fuel injection amount and injection timing injected from the injector 7 and the multi-hole injector 8, and ignition. A signal for controlling the ignition timing of the plug 30 and the like can be mentioned. Further, the ECU 10 represents the number of injections for switching between the divided injection in which the number of injections of the multi-hole injector 8 for one cylinder in one engine cycle is set to a plurality of times and the normal injection in which the same number of injections is set to one. The signal is output as an engine output control command signal. Through these, the ECU 10 executes output control of the engine 1, shift control of the automatic transmission, and the like.

For example, the ECU 10 is based on three injections (pre-injection, main injection, and after-injection) during the compression stroke by the multi-hole injector 8, and the number of injections is set to 1 so as to obtain the optimum combustion state according to the operating conditions. It is configured to properly use the normal injection set to the number of times, the port injection by the injector 7, the intake stroke injection, and the like.

Further, when the ECU 10 determines that the predetermined automatic stop conditions are satisfied based on the input signals of these various sensors, the ECU 10 executes fuel cut control to stop the supply of fuel to the combustion chamber of the engine 1 to start the engine 1. When it is determined that the automatic stop control for automatically stopping and the predetermined automatic restart condition are satisfied during the automatic stop of the engine, the fuel supply to the combustion chamber of the engine 1 is started and the engine 1 is started by using the starter motor 19. It is configured to perform automatic restart control to restart. The automatic stop control and the automatic restart control are collectively referred to as an automatic stop restart control (hereinafter, also referred to as S & S control).

Here, as the automatic stop conditions, for example, the accelerator pedal 14 is not depressed (detected by the accelerator opening sensor 15), and the storage amount SOC (state of charge) of the battery 16 is at a required level (battery). (Detected by the sensor 17), the brake pedal 23 is depressed (based on the detection result of the M / C pressure sensor 25), the vehicle is stopped (detected by the vehicle speed sensor 20), and the like. When all of these conditions are satisfied, the ECU 10 determines that the automatic stop condition is satisfied.

On the other hand, as the automatic restart condition, for example, the accelerator pedal 14 is depressed and the brake pedal 23 is not depressed. When this condition is satisfied during the automatic engine stop, the ECU 10 determines that the automatic restart condition is satisfied. In order to improve the startability when the engine is restarted, the ECU 10 basically performs a divided injection during the compression stroke in which the number of injections of the multi-hole injector 8 is set to 3 during the automatic restart control. It is configured to do.

-Pre-ignition suppression control-
By the way, in S & S control, since the engine is in the driving state until the engine is automatically stopped, the temperature inside the cylinder is often relatively high when the engine is restarted after the engine is automatically stopped. For this reason, for example, when the engine is restarted in a high temperature environment such as a high outside temperature, when fuel is directly injected into the cylinder, abnormal combustion such as pre-ignition that starts combustion before the start of ignition occurs. , Abnormal noise may occur. In particular, in a system such as the engine 1 of the present embodiment in which split injection is performed when the engine is restarted under S & S control, pre-injection having a relatively small latent heat of vaporization becomes a combustion source before the start of ignition, such as pre-ignition. Abnormal combustion may be promoted.

Therefore, in the present embodiment, when the compression stroke injection is executed when the engine is restarted, the split injection is prohibited and the intake valve closing timing is delayed to the middle of the compression stroke in a situation where pre-ignition is likely to occur. .. Specifically, when the restart condition is satisfied, the ECU 10 determines that the state of the cylinder 1A is in a predetermined state (a state in which pre-ignition is likely to occur) including a state in which the in-cylinder temperature is relatively high. In this case, normal injection is performed in which the number of injections of the multi-hole injector 8 for one cylinder in one engine cycle is set to one, and the intake valve closing timing (IVC: Intake Valve Closing Timing) is delayed to the middle of the compression stroke. It is configured to perform ignition suppression control. Hereinafter, the pre-ignition suppression control performed by the ECU 10 will be described.

First, when the ECU 10 determines that the in-cylinder temperature is in a relatively high state and the in-cylinder pressure is in a relatively high state, the state of the cylinder 1A starts combustion before the start of ignition. It is configured to determine that it is in a predetermined state such that it will end up.

Specifically, in the ECU 10, the engine water temperature detected by the water temperature sensor 11 is equal to or higher than a predetermined water temperature threshold value, and the intake air temperature detected by the intake air temperature sensor 26 immediately before the engine 1 sucks is the predetermined intake air temperature. When it is equal to or higher than the threshold value, it is determined that the in-cylinder temperature is in a relatively high state. The water temperature threshold value and the intake air temperature threshold value are values such that if the engine water temperature and the intake air temperature are equal to or higher than these water temperature threshold values and the intake air temperature threshold value and pre-injection is performed, combustion is started before the ignition is started by the spark plug 30. It is set based on experiments and simulations.

FIG. 2 is a diagram schematically explaining the relationship between the atmospheric pressure and the in-cylinder pressure and the generation of pre-ignition. In FIG. 2, the occurrence of pre-ignition is indicated by a cross, and the non-occurrence of pre-ignition is indicated by a circle. As shown in FIG. 2, when the in-cylinder pressure is equal to or lower than the pre-ignition NG reference value, pre-ignition does not occur, and the pre-ignition NG reference value has a correlation with the atmospheric pressure determination value of atmospheric pressure. Then, in the S & S control, the in-cylinder pressure drops to the atmospheric pressure within a few seconds after the automatic engine stop, so that the inside of the cylinder 1A during the automatic engine stop is maintained at the atmospheric pressure. Therefore, by looking at the atmospheric pressure, it is possible to determine whether or not the in-cylinder pressure is equal to or less than the Plague NG reference value. Therefore, the ECU 10 is configured to determine that the in-cylinder pressure is in a relatively high state when the atmospheric pressure detected by the atmospheric pressure sensor 18 exceeds the atmospheric pressure determination value.

Therefore, in the ECU 10, when the engine water temperature is equal to or higher than the water temperature threshold, the intake air temperature is equal to or higher than the intake temperature threshold, and the atmospheric pressure exceeds the atmospheric pressure determination value, the state of the cylinder 1A is ignited by the spark plug 30. It is determined that the vehicle is in a predetermined state such that combustion is started before the start.

FIG. 3 is a diagram schematically explaining the relationship between the number of injections and the in-cylinder pressure peak. Pre-ignition is likely to occur when the in-cylinder pressure peak is high. As shown in FIG. 3, when the number of injections is 1 (1 injection), the number of injections is 3 (3 injections). In comparison, it can be seen that the in-cylinder pressure peak is reduced. Therefore, the ECU 10 is configured to set the number of injections of the multi-hole injector 8 to one when it is determined that the state of the cylinder 1A is in a predetermined state. Thereby, in the present embodiment, for example, it is possible to surely suppress the pre-ignition caused by the pre-injection in the three-time injection as a fire source.

Here, when the ECU 10 determines that the state of the cylinder 1A is not in the predetermined state, in other words, when the possibility of pre-ignition is low, the number of injections of the multi-hole injector 8 during the compression stroke is in principle. In addition to setting the number of times to 3, the injection amount (I), injection timing (I), ignition timing (I), and intake valve closing timing (I) are set so as to improve the startability when the engine is restarted. For example, the injection amount (I) is set to the increase side, the injection timing (I) is set to the advance angle side to promote vaporization and atomization of the fuel, and the ignition timing (I) is set to the injection timing (I). The optimum combustion state is set accordingly, and the intake valve closing timing (I) is set to a timing that increases the intake filling rate of the cylinder 1A.

On the other hand, when the ECU 10 determines that the state of the cylinder 1A is in a predetermined state, in addition to setting the number of injections of the multi-hole injector 8 to one during the compression stroke as described above, the ECU 10 suppresses pre-ignition. At the same time, the injection amount (II), injection timing (II), ignition timing (II) and intake valve closing timing (II) are set so as to improve the startability when the engine is restarted.

Specifically, it is preferable to reduce the injection amount (II) from the viewpoint of suppressing pre-ignition, but it is preferable to increase the amount from the viewpoint of improving startability, so it is appropriate in consideration of the balance between the two. Value is set. Also, the injection timing (II) is preferably delayed from the viewpoint of suppressing pre-ignition, but from the viewpoint of improving startability, the advance side is preferable so as to promote vaporization and atomization of fuel. For example, the advance angle is set to be equivalent to that of pre-injection in three injections. The ignition timing (II) is not particularly limited from the viewpoint of suppressing pre-ignition, and the optimum combustion state may be set according to the injection timing (II).

FIG. 4 is a diagram schematically explaining the relationship between the intake valve closing timing and the in-cylinder pressure. The IVC15 in FIG. 4 advances the intake valve closing timing by 15 ° from the base (hardest retardation angle), and the IVC25 in FIG. 4 is based on the intake valve closing timing. Also means that the angle was advanced by 25 °, and therefore IVC15 means that the valve closing time is later than that of IVC25. Note that FIG. 4 was obtained based on experiments and simulations in a cylinder stopped in the intake stroke when the engine was restarted.

As shown in FIG. 4, the intake valve closing time is relative to the IVC25, which has a relatively early intake valve closing time, regardless of whether the injection amount is relatively small or large. It can be seen that the slower IVC15 has a lower in-cylinder pressure. This is because the intake valve 2A has a period in which the intake valve 2A is open even when the piston is rising from the bottom dead center, so that the intake filling rate of the cylinder 1A decreases. Therefore, the ECU 10 sets the intake valve closing timing (II) to be delayed until the compression stroke. Therefore, since the in-cylinder pressure when fuel injection is performed can be made relatively low, the occurrence of pre-ignition can be reliably suppressed.

Then, when the automatic restart condition is satisfied, the ECU 10 determines the number of injections at one time, the injection amount (II), the injection timing (II), the ignition timing (II), and the intake valve closing timing (II). It is configured to execute compression stroke injection by applying it to all four cylinders 1A stopped in the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke, respectively.

As a result, when the engine is restarted, combustion is started in the cylinder 1A having an early ignition order (cylinder 1A stopped in the compression stroke and the intake stroke), so that the startability of the engine 1 at the time of engine restart is improved. be able to. Further, when it is determined that the state of the cylinder 1A is in a predetermined state, the number of injections is set to one, so that the occurrence of pre-ignition can be suppressed in all four cylinders 1A. Further, since the intake valve closing timing is delayed to the middle of the compression stroke, the intake filling rate of the cylinder 1A can be lowered, whereby the in-cylinder pressure at the time of fuel injection can be relatively lowered. Therefore, the occurrence of pre-ignition can be reliably suppressed in all four cylinders 1A.

When the second ignition is performed for all four cylinders 1A after the automatic restart condition is satisfied, the ECU 10 assumes that the engine restart has been completed, and the number of injections of the multi-hole injector 8 and the injection. The number of injections of the multi-hole injector 8 is reset so that the amount (II), injection timing (II), ignition timing (II) and intake valve closing timing (II) are reset to the optimum combustion state according to the operating conditions. , Injection amount, injection timing, ignition timing and intake valve closing timing are newly set.

-Flowchart-
Next, a large flow of pre-ignition suppression control executed by the ECU 10 will be described with reference to the flowchart shown in FIG. Note that this flowchart is started during automatic engine stop in S & S control.

First, in step S1, the ECU 10 determines whether or not the automatic restart condition is satisfied. If the determination in step S1 is NO, the ECU 10 repeats the determination in step S1 until the automatic restart condition is satisfied. On the other hand, if the determination in step S1 is YES, the process proceeds to step S2.

In the next step S2, the ECU 10 determines whether or not the engine water temperature detected by the water temperature sensor 11 is equal to or higher than a predetermined water temperature threshold value. If the determination in step S2 is YES, the process proceeds to step S3.

In the next step S3, the ECU 10 determines whether or not the intake air temperature detected by the intake air temperature sensor 26 is equal to or higher than a predetermined intake air temperature threshold value. If the determination in step S3 is YES, in other words, if both the engine water temperature and the intake air temperature are higher than the predetermined values and the in-cylinder temperature is relatively high, the process proceeds to step S4.

In the next step S4, the ECU 10 determines whether or not the atmospheric pressure detected by the atmospheric pressure sensor 18 exceeds the atmospheric pressure determination value. If the determination in step S4 is YES, in other words, if the in-cylinder pressure maintained at atmospheric pressure is relatively high during automatic engine stop, the process proceeds to step S5.

In the next step S5, the ECU 10 sets the number of injections of the multi-hole injector 8 to one, and proceeds to step S6. In the next step S6, the injection amount (II) that suppresses pre-ignition and does not reduce the startability is set, and in the next step S7, the injection timing (II) that is advanced from the pre-injection in, for example, three injections is set. In the next step S8, the ECU 10 sets the ignition timing (II) according to the injection timing (II).

In the next step S9, the ECU 10 sets the intake valve closing timing (II) to be delayed until the compression stroke in order to reduce the intake filling rate of the cylinder 1A, and then proceeds to step S10.

In the next step S10, the ECU 10 confirms that the engine restart has been completed (the second ignition has been performed for all four cylinders 1A), and then END.

On the other hand, if the determination in any of steps S2 to S4 is NO, in other words, if it is determined that the state of the cylinder 1A is not in the predetermined state, the process proceeds to step S11.

In the next step S11, the ECU 10 sets the number of injections of the multi-hole injector 8 to three, and proceeds to step S12. In the next step S12, the injection amount (I) is set, in the next step S13, the injection timing (I) is set, in the next step S14, the ignition timing (I) is set, and in the next step S15, the intake valve closing timing (I) is set. Each ECU 10 sets and proceeds to step S10. In the next step S10, the ECU 10 ENDs after confirming that the engine restart is completed.

(Other embodiments)
The present invention is not limited to embodiments and can be practiced in various other forms without departing from its spirit or key features.

In the above embodiment, the atmospheric pressure sensor 18 is used to determine whether or not the in-cylinder pressure is equal to or less than the Plague NG reference value, but the present invention is not limited to this, and for example, the in-cylinder pressure sensor may be used.

Further, in the above embodiment, the number of divided injections is set to 3, but the number is not limited to this, and may be, for example, 2 times or 4 times or more.

Thus, the above embodiments are merely exemplary in all respects and should not be construed in a limited way. Furthermore, all modifications and modifications that fall within the equivalent scope of the claims are within the scope of the present invention.

According to the present invention, it is possible to suppress the occurrence of pre-ignition while improving the startability at the time of restarting the engine. Therefore, the automatic stop / restart control is performed and the engine is divided when the automatically stopped engine is restarted. It is extremely useful when applied to the control device of an engine that injects.

1 Engine 1A Cylinder 2A Intake valve (intake valve)
8 Multi-hole injector (fuel injection valve)
10 ECU (control device)

Claims (1)

It is applied to engines equipped with a fuel injection valve that can directly inject fuel into the cylinder, and has automatic stop control that automatically stops the engine when a predetermined stop condition is met, and automatic stop when a predetermined restart condition is met. In addition to performing automatic restart control to restart the engine, during the automatic restart control, a split injection that sets the number of injections of the fuel injection valve to one cylinder in one engine cycle to a plurality of times is being performed. It is an engine control device
When the restart condition is satisfied, when the condition of the cylinder was determined and in-cylinder pressure cylinder temperature is relatively rather high is in a predetermined condition, including relatively not high state, the engine 1 cycle The normal injection in which the number of injections of the fuel injection valve for one cylinder is set to one is performed at the same advance angle as the pre-injection in the split injection in the compression stroke, and the intake valve closing timing is delayed to the middle of the compression stroke. An engine control device characterized by the fact that.

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