JPWO2017212350A1 - Fuel injection valve energization control method and common rail fuel injection control device - Google Patents

Abstract

An object of the present invention is to reliably suppress and prevent deterioration of start characteristics of a fuel injection valve at engine start caused by sludge. When a vehicle is started, non-injection energization is performed on fuel injection valves 2-1 to 2-n (S102), the valve closing time at that time is measured (S104), and the valve closing time is within a predetermined range. If it exceeds (S106), the fuel injection valves 2-1 to 2-n are determined based on the energization conditions corrected until the engine speed exceeds the predetermined speed as a cause of a decrease in the starting state of the engine 3. On the other hand, energization control is performed (S110, S112), and a decrease in startability at the time of engine start is suppressed and prevented.

Description

  The present invention relates to an energization control method for a fuel injection valve, and more particularly to a method for improving the stability and reliability of the starting characteristics of the fuel injection valve.

A fuel injection valve that injects fuel into an engine is an important component of a vehicle device that greatly affects the quality of engine operation, and various configurations have been proposed and put into practical use based on various viewpoints. For example, there is a so-called balance pressure type fuel injection valve having advantages such as reduction in power consumption and downsizing.
This balance pressure type fuel injection valve is designed to control the inflow and outflow of high-pressure fuel in the vicinity of the end of the nozzle needle opposite to the nozzle hole in order to assist the seating and separation of the nozzle needle on the valve seat. A chamber is provided, and the inflow and outflow of fuel into the control chamber can be controlled by a solenoid valve, which is basically the same as what is called a conventional ball valve type. The use of solenoid valves for controlling the inflow and outflow of fuel is different as described below.

That is, in the balance pressure type fuel injection valve, the armature that constitutes the electromagnetic valve that controls the inflow and outflow of fuel to the control chamber differs from the conventional one in the longitudinal direction of the nozzle needle with respect to the valve seat. It is provided so as to be in a line contact state.
In the case of a ball valve type fuel injection valve, since the armature or the valve needle attached to the armature is provided so as to be in surface contact with the valve seat, a high fuel pressure is applied when seated on the valve seat. It is necessary to press the valve needle and the armature with a strong spring set force so as to act on the valve needle and the armature and to resist the fuel pressure. On the other hand, when the valve is opened, an electromagnetic force that overcomes the strong spring setting force is required, so that the energization current becomes large, resulting in an increase in power consumption.

On the other hand, in the balance pressure type fuel injection valve, high fuel pressure does not act on the armature and the valve needle as in the above-described ball valve type, and the electromagnetic force separates the armature from the valve seat. Since the power required is sufficient, the power consumption is less than that of the ball valve type, and the electromagnetic valve can be miniaturized. 1 etc.).

Special table 2012-526227 gazette

  However, in the above-described balance pressure type fuel injection valve, the above-described valve needle is configured to be slidably inserted into the armature, and sludge may accumulate in a very small gap between the two. In particular, when the fuel injection valve is energized at the start of the vehicle, the armature slide resistance, which causes a shortage of fuel injection due to a delay in the start of injection, making it impossible to achieve the desired engine speed. There is a problem that the starting characteristics of the engine are lowered.

  The present invention has been made in view of the above circumstances, and suppresses and prevents the deterioration of the start characteristic of the fuel injection valve at the time of engine start caused by sludge, makes it possible to reliably ensure the desired fuel injection, and fuel injection control The present invention provides a fuel injection valve energization control method and a common rail fuel injection control device that can improve the reliability and stability of the fuel injection valve.

In order to achieve the above object of the present invention, a fuel injection valve energization control method according to the present invention is a fuel injection valve energization control method for controlling energization of a fuel injection valve at the time of vehicle start,
It is determined whether or not there is a factor that lowers the engine starting state when the vehicle is started, and when it is determined that there is a factor that lowers the engine starting state, the energization condition for the fuel injection valve is corrected, and the corrected energization is performed. The fuel injection valve is energized based on conditions.
In order to achieve the above object of the present invention, a common rail fuel injection control device according to the present invention includes:
A common rail fuel that is provided with an electronic control unit that allows the fuel in the fuel tank to be pressurized and pumped to the common rail by a high pressure pump and to control the injection of high pressure fuel to the engine via a fuel injection valve connected to the common rail. An injection control device,
The electronic control unit is
It is determined whether or not there is a factor that lowers the engine starting state when the vehicle is started, and when it is determined that there is a factor that lowers the engine starting state, correction is performed for the energization condition in the energization control for the fuel injection valve. Further, the power supply control for the fuel injection valve based on the corrected power supply condition can be executed.

  According to the present invention, when it is determined that there is a factor that reduces the engine start state when the vehicle is started, the energization condition of the fuel injection valve is corrected and energization is performed to compensate for the shortage of the fuel injection amount. As a result, it is possible to reliably avoid a decrease in engine speed, especially when the movement of the fuel injection valve is temporarily obstructed during vehicle start-up due to sludge, etc. As a result, it is possible to avoid the deterioration of the startability and to improve the reliability and stability of the fuel injection control.

It is a block diagram which shows the structural example of the common rail type fuel injection control apparatus to which the fuel injection valve electricity supply control method in embodiment of this invention is applied. It is a schematic diagram which shows typically the cross-sectional structure of the longitudinal direction at the time of the non-fuel injection of the fuel injection valve to which the fuel injection valve electricity supply control method in embodiment of this invention is applied. It is a schematic diagram which shows typically the cross-sectional structure of the vertical direction at the time of the fuel injection of the fuel injection valve to which the fuel injection valve electricity supply control method in embodiment of this invention is applied. It is a subroutine flowchart which shows the procedure in the 1st example of the fuel injection valve electricity supply control process in embodiment of this invention. It is a subroutine flowchart which shows the procedure in the 2nd example of the fuel injection valve electricity supply control processing in embodiment of this invention. FIG. 6A is a schematic diagram schematically showing an energization waveform of the fuel injection valve in the embodiment of the present invention, FIG. 6A is a schematic diagram showing an example of an energization waveform in a normal state, and FIG. It is the schematic diagram which showed the example of the electricity supply waveform when the electricity supply conditions are correct | amended.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 6.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
First, a common rail fuel injection control apparatus to which a fuel injection valve energization control method according to an embodiment of the present invention is applied will be described with reference to FIG.
The common rail fuel injection control device includes a high pressure pump device 50 that pumps high pressure fuel, a common rail 1 that stores the high pressure fuel pumped by the high pressure pump device 50, and high pressure fuel supplied from the common rail 1 to the engine 3. A plurality of fuel injection valves 2-1 to 2-n that inject and supply to the cylinders, and an electronic control unit (indicated as “ECU” in FIG. 1) 4 for executing fuel injection control processing, rail pressure control processing described later, and the like Is the main component.
Such a configuration itself is the same as the basic configuration of this type of fuel injection control apparatus that has been well known.

The high-pressure pump device 50 has a known and well-known configuration in which the supply pump 5, the metering valve 6, and the high-pressure pump 7 are configured as main components.
In this configuration, the fuel in the fuel tank 9 is pumped up by the supply pump 5 and supplied to the high-pressure pump 7 through the metering valve 6. As the metering valve 6, an electromagnetic proportional control valve is used, and the amount of energization is controlled by the electronic control unit 4, so that the flow rate of fuel supplied to the high-pressure pump 7, in other words, the discharge of the high-pressure pump 7. The amount is to be adjusted.

A return valve 8 is provided between the output side of the supply pump 5 and the fuel tank 9 so that surplus fuel on the output side of the supply pump 5 can be returned to the fuel tank 9. .
The supply pump 5 may be provided separately from the high-pressure pump device 50 on the upstream side of the high-pressure pump device 50 or may be provided in the fuel tank 9.
The fuel injection valves 2-1 to 2-n are provided for each cylinder of the engine 3, and are supplied with high-pressure fuel from the common rail 1, and perform fuel injection by injection control by the electronic control unit 4. Yes.

The common rail 1 of the present invention is provided with a pressure control valve 12 by an electromagnetic proportional control valve in a return passage (not shown) for returning surplus high-pressure fuel to the tank 9, and controls the rail pressure together with the metering valve 6. To be used.
In the embodiment of the present invention, appropriate rail pressure control can be realized by appropriately changing the operation states of the metering valve 6 and the pressure control valve 12 in accordance with the operation state of the engine 3. It has become.

The electronic control unit 4 has, for example, a microcomputer (not shown) having a known and well-known configuration, a storage element (not shown) such as a RAM and a ROM, and a fuel injection valve 2- A drive circuit (not shown) for driving 1 to 2-n and an energization circuit (not shown) for energizing the metering valve 6 and the pressure control valve 12 are configured as main components. It has become a thing.
In addition to the detection signal of the pressure sensor 11 that detects the pressure of the common rail 1 being input to the electronic control unit 4, various detection signals such as the engine speed, the accelerator opening degree, and the fuel temperature are received from the engine 3. It is input to be used for operation control, fuel injection control, fuel injection valve energization control processing in an embodiment of the present invention to be described later.
Such a configuration itself is the same as the basic configuration of this type of common rail fuel injection control device that has been conventionally known.

  As the fuel injection valves 2-1 to 2-n in the above configuration, for example, a configuration referred to as a balance pressure type is used, but of course, it is not necessary to be limited to this and is well known in the art. The so-called ball valve type may be used.

Next, FIG. 2 and FIG. 3 schematically show structural examples of the balance pressure type fuel injection valve. Hereinafter, with reference to FIG. A schematic configuration in the vicinity of the opposite end will be described. 2 and 3, the shaded portion represents fuel.
In the balance pressure type fuel injection valve, a nozzle needle 23 that opens and closes an injection hole (not shown) is slidably provided inside a valve body 22 housed in a housing 21, and a rear end of the nozzle needle 23. A control chamber 24 in which fuel flows in and out is formed between the valve body 22 on the side, that is, near the end opposite to the nozzle hole (not shown). Further, an electromagnetic valve 25 for controlling the inflow and outflow of fuel into the control chamber 24 is provided on the end side of the valve body 22, and this configuration is basically the same as that of a so-called ball valve type fuel injection valve. Are identical.

On the top side of the valve body 22, a return-shaped valve seat 26 is formed so as to protrude to the opposite side of the control chamber 24, and an inner portion of the valve seat 26 communicates with the control chamber 24. 27 is formed.
The width of the valve seat 26, that is, the width in the direction perpendicular to the longitudinal axis direction of the fuel injection valve (in other words, the longitudinal axis direction of the nozzle needle 23) in the vertical direction in FIG. The seating portion 32c of the armature 32 constituting the electromagnetic valve 25 is substantially in line contact with the return shape (see FIG. 3).

The electromagnetic valve 25 is configured with an electromagnetic coil 31, an armature 32, and a coil spring 33 as main components, and the configuration itself is basically the same as that of the prior art.
The armature 32 using a magnetic material is roughly divided into a columnar portion 32a formed in a hollow cylindrical shape, and a disc-shaped plate portion 32b extending at a first end in a direction orthogonal to the columnar portion 32a. It is configured.
A columnar support member 28 is slidably inserted into the columnar portion 32a, and one end portion side of the support member 28 protrudes outward from the plate portion 32b with an appropriate length. A coil spring 33 and a spring receiving plate 34 are externally mounted, and the spring receiving plate 34 is placed on the plate portion 32 b of the armature 32.
An electromagnetic coil 31 is disposed so as to surround the coil spring 33.

  In the vicinity of the end of the support member 28 protruding from the plate portion 32 b, the top surface side of the electromagnetic coil 31 is closed by the closing member 29, and the coil spring 33 is substantially defined by the electromagnetic coil 31 and the closing member 29. It is what is arranged in the space.

In such a configuration, when the fuel injection is stopped, the electromagnetic coil 31 is in a non-energized state, and the armature 32 is in a state in which the seat portion 32c is seated on the valve seat 26 by the pressing force of the coil spring 33 (see FIG. 2). ).
As a result, the control chamber 24 is in a high fuel pressure state, so that the nozzle needle 23 is pressed in the direction of the nozzle hole (not shown) by the fuel pressure and the nozzle hole is closed.

On the other hand, at the time of fuel injection, energization of the electromagnetic coil 31 is performed, whereby the armature 32 is displaced toward the electromagnetic coil 31 against the pressing force of the coil spring 33, and the seating portion 32c is moved to the valve seat. By separating from 26, the control chamber 24 communicates with the low pressure chamber 30 via the communication passage 27 (see FIG. 3).
As a result, the fuel in the control chamber 24 flows into the low pressure chamber 30 and the fuel pressure in the control chamber 24 decreases. As a result, the force pressing downward from the upper surface side of the nozzle needle 23 facing the control chamber 24 side due to the fuel pressure is reduced, while the upward force due to the fuel pressure on the lower side of the nozzle needle 23 is the above-described nozzle needle. As a result, the nozzle needle 23 is moved away from the nozzle hole (not shown) at once, and the injection is started.

  In such a balance pressure type fuel injection valve, since there is a slight gap between the armature 32 and the support member 28, sludge accumulates, especially when the fuel injection valve is energized at the start of the vehicle. Since the smoothness of the displacement of the armature 32 is reduced and the movement is delayed from the normal time, the desired fuel injection amount is not reached and the engine starting state is lowered.

The fuel injection valve energization control method according to the embodiment of the present invention prevents the engine start state from being reduced due to sludge at the time of starting the vehicle, specifically, the engine speed from being reduced at the start. Hereinafter, the procedure of the fuel injection energization control process in the embodiment of the present invention executed by the electronic control unit 4 will be described with reference to FIGS. 4 and 5.
First, the first embodiment will be described with reference to FIG.
When processing by the electronic control unit 4 is started, first, fuel injection valve energization and valve closing time are measured before the engine is started (see steps S102 and S104 in FIG. 4).

First, in step S102, so-called non-injection energization is performed on the fuel injection valves 2-1 to 2-n before starting the engine. That is, energization is performed for a predetermined energization time without supplying fuel from the fuel injection valves 2-1 to 2-n to the engine 3.
Next, measurement and acquisition of the valve closing time CT of the fuel injection valves 2-1 to 2-n accompanying the end of energization is performed (see step S104 in FIG. 4).

  The valve closing time CT is the time from when the energization to the fuel injection valves 2-1 to 2-n is stopped until the armature 32 is seated on the valve seat 26, and the measurement thereof is a well-known method. Can be used, and is not necessarily limited to a specific method. For example, specifically, there is a method of acquiring the valve closing time CT by the counter electromotive force generated in the electromagnetic coil 31 after the energization of the fuel injection valves 2-1 to 2-n is stopped.

  The above-described method for measuring the valve closing time CT using the back electromotive force generated in the electromagnetic coil 31 is well known to the electromagnetic coil 31 after the energization of the fuel injection valves 2-1 to 2-n is stopped. The counter electromotive force is generated as described above, but the fact that the point in time when the peak value of the counter electromotive force is reached coincides with the valve closing timing of the nozzle needle 23 is utilized.

Subsequently, the presence / absence of a factor that lowers the starting state of the engine 3 is determined by determining whether or not the valve closing time CT acquired as described above is within a predetermined range (see step S106 in FIG. 4). When it is determined that the valve closing time CT is within the predetermined range (in the case of YES), it is determined that there is no factor that lowers the starting state of the engine 3, and the process proceeds to step S108.
On the other hand, when it is determined that the valve closing time CT is not within the predetermined range (in the case of NO), it is determined that there is a factor that lowers the starting state of the engine 3, and the process proceeds to step S110.

  In step S108, the normal energization time is set based on the determination result in step S106 that the valve closing time CT is within a predetermined range, assuming that the operation of the fuel injectors 2-1 to 2-n is in a normal state. The energization drive of the fuel injection valves 2-1 to 2-n is performed.

  On the other hand, in step S110, correction energization is performed based on the determination result in step S106 that the valve closing time CT is not within the predetermined range, assuming that the operation of the fuel injection valves 2-1 to 2-n is not normal. In other words, the normal energization conditions are corrected, and energization control is performed on the fuel injection valves 2-1 to 2-n based on the corrected energization conditions.

Here, correction energization for the fuel injection valves 2-1 to 2-n will be described with reference to FIG.
First, when normally energizing the fuel injection valves 2-1 to 2-n, when starting energization, as is generally well known, the inductance of the electromagnetic coil 31 is large, Since it is necessary to greatly displace the armature 32, energization with a relatively large current is performed, and the current at the start of energization is referred to as “pull-up current”, for example.
In other words, the pull-up current can be said to be an energization current required to generate a desired initial electromagnetic force at the start of energization of the fuel injection valves 2-1 to 2-n.

Then, after the armature 32 is displaced to a desired position by the pull-up current, it is sufficient that there is an electromagnetic force sufficient to maintain the state, so that the magnitude of the current can be smaller than the pull-up current. , Energization is performed at a current smaller than that at the start of energization, referred to as “hold current”.
FIG. 6A shows a waveform example of the energization current as described above with respect to the fuel injection valves 2-1 to 2-n at the normal time.
When it is determined that the valve closing time CT is within the predetermined range in normal processing, that is, in the process of the previous step S106 (YES), the energization conditions of the fuel injection valves 2-1 to 2-n are It is determined by calculation or the like based on the operating state of the engine 3 or the like. Here, the energization conditions are, for example, the total energization time, the pull-up current value, the energization time of the pull-up current, and the like.

  In contrast to the normal energization, the correction energization in step S110 is performed because it is considered that the time required for the displacement of the armature 32 is slower than the normal time or the displacement amount is insufficient. Therefore, the correction of the energization condition is basically based on an increase in the total energization time, an increase in the pull-up current, and an increase in the energization time of the pull-up current.

Here, each energizing condition described above will be described with reference to FIG.
First, the total energization time is the time from the start of energization to the time when the energization current becomes zero, and is indicated as “ETn” in FIG.
Further, as already described, the pull-up current is a current required at the start of energization of the fuel injection valves 2-1 to 2-n, and is indicated as “Ip1” in FIG. The current value is the average value of the portion excluding the overshoot at the start of energization.

Furthermore, the energization time of the pull-up current (hereinafter referred to as “pull-up energization time” for convenience of explanation) is the time from the start of energization to the switch to the hold current, and in FIG. 6A, “ETpn ".
Then, assuming that the total energization time in the correction energization is ETs, the pull-up current value is Ip2, and the pull-up energization time is ETps (see FIG. 6B), these are ETs> ETn, Ip2> Ip1, and ETps> ETpn. It is to be set.

  In addition, it is specific what correction is applied to the normal energization time, pull-up current value, and pull-up energization time to obtain the total energization time, pull-up current value, and pull-up energization time in the correction energization. Although it is not necessary to be limited to this method, for example, according to the magnitude of deviation from the reference time of the valve closing time CT, the total energization time, the pull-up current value, and the pull-up energization time are increased. It is possible to adopt a method.

  In the embodiment of the present invention, the correction energization is such that, as described above, each of the total energization time, the pull-up current value, and the pull-up energization time is incremented by correction. It is not necessary to be corrected, and as the simplest method, it is preferable to correct any one or to increment any two combinations by correction.

Next, it is determined whether or not the engine speed exceeds a predetermined speed Ns (see step S112 in FIG. 4). When it is determined that the engine speed exceeds the predetermined speed Ns (in the case of YES), the fuel Returning to the state where normal energization is performed on the injection valves 2-1 to 2-n (see step S108 in FIG. 4), the series of processes is terminated.
On the other hand, when it is determined that the engine speed does not exceed the predetermined engine speed Ns (in the case of NO), the correction energization is continued until the above-described determination of YES is made.

  Note that whether or not to continue the correction energization (see step S110 in FIG. 4) is determined based on the engine speed as described above. However, the present invention is not limited to this. During this period, it is also preferable to perform correction energization.

Next, the procedure in the second example of the fuel injection energization control process will be described with reference to FIG.
When cranking is started by operating an ignition key (not shown) of the vehicle, preparation for energization of the fuel injection valves 2-1 to 2-n is made, and fuel injection by the fuel injection valves 2-1 to 2-n is performed. Is possible (injection start preparation state) (see step S202 in FIG. 5).

Next, the determination as to whether or not there is a factor that lowers the starting state of the engine 3 is made by determining whether or not the engine speed by cranking exceeds a predetermined speed Nn (see step S204 in FIG. 5).
The determination of the engine speed here is in the process of cranking and the engine speed gradually increasing. Therefore, the predetermined engine speed Nn is set to the engine speed in cranking by a test, simulation, or the like. What is set as a value obtained by adding the predetermined rotational speeds is preferable.

  If it is determined in step S204 that the engine speed exceeds the predetermined engine speed Nn (in the case of YES), there is no factor that lowers the starting state of the engine 3, and the fuel injection valves 2-1 to 2 are used. Assuming that the operation of -n is in a normal state, the fuel injection valves 2-1 to 2-n are energized under the normal energization time setting (see step S206 in FIG. 5).

  On the other hand, if it is determined in step S204 that the engine speed does not exceed the predetermined engine speed Nn (in the case of NO), there is a factor that lowers the starting state of the engine 3, and the fuel injection valve 2-1 The correction energization is performed assuming that the operations of ˜2-n are not normal. The correction energization is as described above in step S110 (see FIG. 4), and thus detailed description thereof is omitted here.

Next, it is determined again whether or not the engine speed exceeds the predetermined speed Nn (see step S210 in FIG. 5), and when it is determined that the engine speed exceeds the predetermined speed Nn (see FIG. 5). In the case of YES), the fuel injection valves 2-1 to 2-n are returned to the state where normal energization (see step S206 in FIG. 5) is performed, and a series of processing is ended.
On the other hand, when it is determined that the engine speed does not exceed the predetermined engine speed Nn (in the case of NO), the correction energization is continued until the above-described determination of YES is made.

  In the above-described embodiment of the present invention, the fuel injection valves 2-1 to 2-n have been described as the balance pressure type fuel injection valves. However, the application of the fuel injection valve energization control method according to the embodiment of the present invention is described. Is not limited to the balance pressure type fuel injection valve, and may be a so-called ball valve type fuel injection valve.

  The present invention can be applied to a common rail fuel injection control device in which it is desired to surely suppress and prevent the deterioration of fuel injection characteristics at the time of starting the vehicle due to the generation of sludge.

DESCRIPTION OF SYMBOLS 1 ... Common rail 2-1 to 2-n ... Fuel injection valve 4 ... Electronic control unit

Claims (12)

A fuel injection valve energization control method for controlling energization of a fuel injection valve when starting a vehicle,
It is determined whether or not there is a factor that lowers the engine starting state when the vehicle is started, and when it is determined that there is a factor that lowers the engine starting state, the energization condition for the fuel injection valve is corrected, and the corrected energization is performed. A fuel injection valve energization control method comprising energizing the fuel injection valve based on a condition. The presence or absence of a factor that reduces the engine start state is determined by conducting non-injection energization to the fuel injection valve at the time of starting the vehicle, measuring the valve closing time at that time, and if the valve closing time exceeds a predetermined range. Judgment by whether or not
If it is determined that the valve closing time exceeds a predetermined range, there is a factor that reduces the engine start state,
The energization condition is at least one of a total energization time, a pull-up current value, and a pull-up energization time, or a combination of a plurality of energization conditions,
The total energization time is the time from the start of energization to the fuel injection valve until the current value becomes zero by stopping energization, and the pull-up current value is the initial electromagnetic force at the start of energization to the fuel injection valve. 2. The fuel injection valve energization control method according to claim 1, wherein the energization current value required for generating the value and the pull-up energization time are energization times of the pull-up current.   3. The fuel injection valve energization control method according to claim 2, wherein energization of the fuel injection valve based on the corrected energization condition is continued until the engine speed exceeds a predetermined speed.   3. The fuel injection valve energization control method according to claim 2, wherein energization of the fuel injection valve based on the corrected energization condition is performed for a predetermined time. The presence or absence of a factor that reduces the engine starting state is determined by whether or not the engine speed exceeds a predetermined speed after cranking starts,
If it is determined that the engine speed is below a predetermined speed, there is a factor that reduces the engine start state,
The energization condition is at least one of a total energization time, a pull-up current value, and a pull-up energization time, or a combination of a plurality of energization conditions,
The total energization time is the time from the start of energization to the fuel injection valve until the current value becomes zero by stopping energization, and the pull-up current value is the initial electromagnetic force at the start of energization to the fuel injection valve. 2. The fuel injection valve energization control method according to claim 1, wherein the energization current value required for generating the value and the pull-up energization time are energization times of the pull-up current.   6. The fuel injection valve energization control method according to claim 5, wherein energization of the fuel injection valve based on the corrected energization condition is continued until the engine speed exceeds a predetermined speed. A common rail fuel that is provided with an electronic control unit that allows the fuel in the fuel tank to be pressurized and pumped to the common rail by a high pressure pump and to control the injection of high pressure fuel to the engine via a fuel injection valve connected to the common rail. An injection control device,
The electronic control unit is
It is determined whether or not there is a factor that lowers the engine starting state when the vehicle is started, and when it is determined that there is a factor that lowers the engine starting state, correction is performed for the energization condition in the energization control for the fuel injection valve. A common-rail fuel injection control device configured to be able to execute energization control on the fuel injection valve based on the corrected energization condition. The electronic control unit is
Factors that reduce the engine start state when no fuel is supplied to the fuel injection valve at the time of starting the vehicle, the valve closing time at that time is measured, and the valve closing time exceeds a predetermined range Configured to determine that there is,
The energization condition is at least one of a total energization time, a pull-up current value, and a pull-up energization time, or a combination of a plurality of energization conditions,
The total energization time is the time from the start of energization to the fuel injection valve until the current value becomes zero by stopping energization, and the pull-up current value is the initial electromagnetic force at the start of energization to the fuel injection valve. 8. The common rail fuel injection control apparatus according to claim 7, wherein the energization current value required for generating the value and the pull-up energization time are energization times of the pull-up current. The electronic control unit is
9. The common rail fuel injection control device according to claim 8, wherein the fuel injection valve is continuously energized based on the corrected energization condition until the engine speed exceeds a predetermined engine speed. The electronic control unit is
9. The common rail fuel injection control device according to claim 8, wherein the fuel injection valve is energized for a predetermined time based on the corrected energization condition. The electronic control unit is
When the engine speed is lower than the predetermined speed after cranking starts, it is configured to determine that there is a factor that reduces the engine start state,
The energization condition is at least one of a total energization time, a pull-up current value, and a pull-up energization time, or a combination of a plurality of energization conditions,
The total energization time is the time from the start of energization to the fuel injection valve until the current value becomes zero by stopping energization, and the pull-up current value is the initial electromagnetic force at the start of energization to the fuel injection valve. 8. The common rail fuel injection control apparatus according to claim 7, wherein the energization current value required for generating the value and the pull-up energization time are energization times of the pull-up current. The electronic control unit is
12. The common rail fuel injection control apparatus according to claim 11, wherein the fuel injection valve is continuously energized based on the corrected energization condition until the engine speed exceeds a predetermined engine speed.

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