KR20180136529A - Fuel injection valve energization control method and common rail type fuel injection control device - Google Patents

Abstract

[PROBLEMS] To surely suppress or prevent the deterioration of the starting characteristic of the fuel injection valve at the time of starting the engine due to the sludge.
[Means for Solving the Problem] When the vehicle is started, no injection power is supplied to the fuel injection valves 2-1 to 2-n (S102), the valve closing time at that time is measured (S104) (S106), it is determined that there is a factor of lowering the starting state of the engine 3, and based on the corrected energization condition until the engine speed exceeds the predetermined number of revolutions, the fuel injection valve 2-1 (S110, S112), so that a decrease in startability at the time of starting the engine is suppressed or prevented.

Description

Fuel injection valve energization control method and common rail type fuel injection control device

The present invention relates to a method for controlling energization of a fuel injection valve, and more particularly to improvement of stability and reliability of a starting characteristic of a fuel injection valve.

BACKGROUND ART [0002] A fuel injection valve for injecting fuel into an engine is an important component of a vehicle apparatus that has a great influence on the good and bad of engine operation. Various configurations are proposed and put to practical use based on various points of view.

For example, as a fuel injection valve having advantages such as reduction in power consumption and miniaturization, there is one that is referred to as a balanced pressure type.

This balanced pressure type fuel injection valve has a structure in which the high pressure fuel flows into and out of the vicinity of the end of the nozzle needle on the opposite side of the injection hole (injection hole) in order to assist separation of the nozzle needle from the valve seat A control chamber for controlling the flow of fuel into and out of the control chamber can be controlled by a solenoid valve is basically the same as that referred to as a conventional ball valve type, The use of the electromagnetic valve for controlling the inflow and outflow of the fuel is different as described below.

That is, in a balanced-pressure type fuel injection valve, an armature constituting an electromagnetic valve for controlling the inflow and outflow of fuel into the control chamber is provided on the valve seat in the axial direction of the length of the nozzle needle So as to be in a substantially 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, when seated on the valve seat, high fuel pressure is applied to the valve needle, It is necessary to press the valve needle and armature by a strong spring set force so as to be able to resist the fuel pressure. On the other hand, when the valve is opened, an electromagnetic force for overcoming the strong spring set force is required, so that the energizing current is increased, and as a result, the power consumption is also increased.

On the other hand, in the case of the balanced pressure type fuel injection valve, there is no case where high fuel pressure acts on the armature and the valve needle as in the above-mentioned ball valve type, and furthermore, the electromagnetic force is sufficient enough to separate the armature from the valve seat Therefore, compared with the ball valve type, there is an advantage that power consumption is reduced and the size of the solenoid valve can be reduced, and the like, and it is widely used (see, for example, Patent Document 1).

[Patent Document 1] Japan Specification No. 2012-526227

However, in the above-described balanced pressure type fuel injection valve, the above-described valve needle is slidably inserted into the armature, and the sludge accumulates in an extremely small gap between both sides. In particular, The sliding resistance of the armature at the time of starting the energization of the fuel injection valve at the start of the engine starts causing a shortage of the fuel injection quantity due to the delay of the injection start and the desired engine speed can not be achieved, There is a problem that it causes deterioration of the image quality.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and it is an object of the present invention to provide a fuel injection control system and a fuel injection control method, which suppresses and prevents deterioration of the starting characteristics of a fuel injection valve at engine start- , A fuel injection valve energization control method and a common rail type fuel injection control device that enable improvement of stability.

In order to achieve the 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 start of a vehicle,

Wherein the fuel injection valve is configured to perform a correction to the energization condition for the fuel injection valve when it is determined that there is a factor that lowers the starting state of the engine at the start of the vehicle, And to energize the fuel injection valve based on energization conditions.

In order to achieve the object of the present invention, the common rail type fuel injection control apparatus according to the present invention includes:

The fuel in the fuel tank is pressurized and fed to the common rail by the high-pressure pump, and an electronic control unit that enables injection control of the high-pressure fuel through the fuel injection valve connected to the common rail is provided, As an injection control device,

Wherein the electronic control unit comprises:

Wherein the fuel injection control means determines whether there is a factor that lowers the starting state of the engine at the start of the vehicle, And the energization control for the fuel injection valve based on the corrected energization condition can be executed.

According to the present invention, when it is judged that there is a factor that lowers the starting state of the engine when the vehicle is started, the energization condition of the fuel injection valve is corrected to energize to compensate for the shortage of the fuel injection amount, It is possible to reliably suppress or reduce the decrease in the engine speed when the movement of the fuel injection valve is temporarily hampered by the sludge or the like at the time of starting the vehicle to avoid the deterioration of the startability And the reliability and stability of the fuel injection control can be improved.

1 is a configuration diagram showing a configuration example of a common rail type fuel injection control apparatus to which a fuel injection valve energization control method according to an embodiment of the present invention is applied.
2 is a schematic diagram schematically showing a cross-sectional structure of a fuel injection valve to which a fuel injection valve energization control method according to an embodiment of the present invention is applied in the longitudinal direction at the time of non-fuel injection.
3 is a schematic diagram schematically showing a cross-sectional structure in the longitudinal direction at the time of fuel injection of the fuel injection valve to which the fuel injection valve energization control method according to the embodiment of the present invention is applied.
4 is a subroutine flowchart showing a procedure in a first example of the fuel injection valve energization control process according to the embodiment of the present invention.
5 is a subroutine flowchart showing a procedure in a second example of the fuel injection valve energization control processing in the embodiment of the present invention.
Fig. 6 is a schematic diagram schematically showing the energization waveform of the fuel injection valve according to the embodiment of the present invention, Fig. 6 (A) is a schematic diagram showing an example of energization waveform in a normal state, Fig. 6 Is a schematic diagram showing an example of a conduction waveform in the case where the correction is made.

Hereinafter, an embodiment of the present invention will be described with reference to Figs. 1 to 6. Fig.

The following members, arrangements, and the like do not limit the present invention, but can be variously modified within the scope of the present invention.

First, a common rail type fuel injection control apparatus to which the fuel injection valve energization control method according to the embodiment of the present invention is applied will be described with reference to Fig.

This common rail type fuel injection control apparatus includes a high-pressure pump device 50 for performing pressure-feeding of high-pressure fuel, a common rail 1 for storing high-pressure fuel fed by the high-pressure pump device 50, A plurality of fuel injection valves 2-1 to 2-n for injecting and supplying the high-pressure fuel supplied from the internal combustion engine 1 to the cylinder of the engine 3, and the plurality of fuel injection valves 2-1 to 2-n for performing fuel injection control processing, And a control unit (denoted by " ECU " in Fig. 1) 4 as main components.

This configuration itself is the same as the basic configuration of this type of fuel injection control device, which is well known in the art.

The high-pressure pump apparatus 50 has a known and well-known structure constituted by a feed pump 5, a metering valve 6, and a high-pressure pump 7 as main components.

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. [ An electronic proportional control valve is used for the metering valve 6 and the flow rate of the fuel is controlled by the electronic control unit 4 so that the flow rate of the fuel supplied to the high pressure pump 7, .

A return valve 8 is provided between the output side of the feed pump 5 and the fuel tank 9 so that the surplus fuel on the output side of the feed pump 5 can be returned to the fuel tank 9 Respectively.

The supply pump 5 may be provided on the upstream side of the high-pressure pump device 50 as a separate member from the high-pressure pump device 50, or may be provided in the fuel tank 9 as well.

The fuel injection valves 2-1 to 2-n are provided for each cylinder of the engine 3 and are respectively supplied with high-pressure backfill from the common rail 1 and are controlled by injection control by the electronic control unit 4 Fuel injection is performed.

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 is used for controlling the rail pressure.

In the embodiment of the present invention, 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, .

The electronic control unit 4 has a memory element (not shown) such as a RAM or a ROM, for example, and a microcomputer (not shown) having a well-known configuration, (Not shown) for energizing the metering valve 6 and the pressure control valve 12 are connected to a main component (not shown) for driving the electrodes 2-1 to 2-n, As shown in Fig.

In addition to the detection signal of the pressure sensor 11 for detecting the pressure of the common rail 1, the electronic control unit 4 is also supplied with various signals such as the engine speed, the accelerator operation amount, Various detection signals are inputted to be used for operation control of the engine 3, fuel injection control, fuel injection valve energization control processing in the embodiment of the present invention to be described later, and the like.

This configuration itself is the same as the basic configuration of a conventionally known common rail type fuel injection control apparatus of this kind.

The fuel injection valves 2-1 to 2-n in the above-described configuration are, for example, those of a balanced pressure type, and need not necessarily be limited thereto. It may be of a construction referred to as a ball valve type.

2 and 3 schematically show an example of the configuration of a balanced pressure type fuel injection valve. Hereinafter, with reference to these drawings, an outline of the vicinity of the end of the balanced pressure type fuel injection valve on the opposite side to the injection hole The configuration will be described. 2 and 3, the shaded portion represents fuel.

The balanced pressure type fuel injection valve is provided with a nozzle needle 23 for opening and closing an injection hole (not shown) inside the valve body 22 housed in the housing 21 and slidably provided on the nozzle needle 23 There is formed a control chamber 24 in which fuel flows in / out between the vicinity of the rear end side, that is, the vicinity of the end opposite to the injection hole (not shown) and the valve body 22. A solenoid 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. This configuration is a so-called ball valve type fuel injection valve Basically the same.

An annular valve seat 26 is formed on the top portion of the valve body 22 so as to protrude from the opposite side of the control chamber 24. An inner portion of the valve seat 26 communicates with the control chamber 24 (27) are formed.

The width of the valve seat 26, that is, the width in the direction orthogonal to the longitudinal axis direction of the fuel injection valve (that is, the longitudinal axis direction of the nozzle needle 23) And the seating section 32c of the armature 32 constituting the solenoid valve 25 to be described later is in a substantially linear contact with the annular ring shape (see FIG. 3).

The solenoid valve 25 is constituted by the electromagnetic coil 31, the armature 32 and the coil spring 33 as main components, and the configuration itself is basically the same as the conventional one.

The armature 32 using a magnetic body has a columnar section 32a formed in a hollow cylindrical shape and a disk section 32a extending in a direction orthogonal to the columnar section 32a at one end thereof And 32b.

A columnar support member 28 is slidably inserted into the columnar section 32a and one end side of the support member 28 is protruded outwardly from the plate section 32b with an appropriate length and a coil spring 33 And a spring receiver plate 34 are mounted on the plate portion 32b of the armature 32 and the spring receiver plate 34 is mounted on the plate portion 32b of the armature 32. [

The electromagnetic coil 31 is arranged so as to surround the coil spring 33. [

The top surface side of the electromagnetic coil 31 is closed by the closure member 29 near the end of the support member 28 projecting from the plate portion 32b and the coil spring 33 is almost closed by the electromagnetic coil 31) and the abolishing member (29).

In this configuration, in the case of stopping the fuel injection, the electromagnetic coil 31 is in the non-energized state, and the armature 32 is biased by the urging force of the coil spring 33 so that the seating portion 32c is in contact with the valve seat 26 (See Fig. 2).

Thus, since the fuel pressure in the control chamber 24 is high, the nozzle needle 23 is pressed by the fuel pressure in the direction of the injection hole (not shown), and the injection hole is closed.

The armature 32 is displaced toward the electromagnetic coil 31 against the pressure of the coil spring 33 so that the seating portion 32c is displaced toward the electromagnetic coil 31, The control chamber 24 is communicated with the low-pressure chamber 30 through 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 is lowered. 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 at the lower side of the nozzle needle 23 The nozzle needle 23 is moved beyond the force for pushing the nozzle needle 23 downward from the control chamber 24 side as a result of which the nozzle needle 23 is separated from the injection hole do.

Since the balance pressure type fuel injection valve has a slight gap between the armature 32 and the support member 28, sludge accumulates, and in particular, during the fuel injection valve operation at the start of the vehicle, The movement of the armature of the armature 32 is deteriorated and the movement becomes later than usual. Therefore, the desired fuel injection amount can not be reached and the starting state of the engine is lowered.

The fuel injection valve energization control method according to the embodiment of the present invention is capable of preventing or suppressing the decrease in the engine starting state due to the sludge at the start of the vehicle, that is, specifically, Hereinafter, the fuel injection energization control processing procedure in the embodiment of the present invention executed by the electronic control unit 4 will be described with reference to Figs. 4 and 5. Fig.

First, a first embodiment will be described with reference to Fig.

When the processing by the electronic control unit 4 is started, the fuel injection valve energization and the valve closing time before the engine start are measured (refer to steps S102 and S104 in Fig. 4) .

First, in step S102, so-called no-injection energization of the fuel injection valves 2-1 to 2-n is performed before the engine is started. That is, fuel is not supplied from the fuel injection valves 2-1 to 2-n to the engine 3, and energization is performed at a predetermined energization time.

Subsequently, the valve closing time CT of the fuel injection valves 2-1 to 2-n is measured and acquired according to the end of energization (see step S104 in Fig. 4).

The valve closing time CT is a time until the armature 32 is seated on the valve seat 26 after the energization of the fuel injection valves 2-1 to 2-n is stopped. Known methods, and need not be limited to a particular method. More specifically, for example, there is a method of acquiring the valve closing time CT by the counter electromotive force generated in the electromagnetic coil 31 after the stop of energization to the fuel injection valves 2-1 to 2-n.

The method of measuring the valve closing time CT using the counter electromotive force generated in the electromagnetic coil 31 described above is a method of measuring the valve closing time CT by using the electromagnetic coil 31 after stopping energization to the fuel injection valves 2-1 to 2- As is known, a back electromotive force is generated, and the point at which the peak value of the counter electromotive force reaches the valve closing timing of the nozzle needle 23 is used.

Next, the determination as to whether or not there is a factor for lowering the starting state of the engine 3 is made by determining whether or not the obtained valve closing time CT is within a predetermined range (see step S106 in Fig. 4) , And if it is determined that the valve closing time CT is within the predetermined range (YES), it is determined that there is no factor to lower 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 (NO), it is determined that there is a factor to lower the starting state of the engine 3, and the process proceeds to step S110.

In step S108, it is determined from the determination result in step S106 that the valve closing time CT is within the predetermined range, the operation of the fuel injection valves 2-1 to 2-n is in the normal state, And the energization of the fuel injection valves 2-1 to 2-n is performed.

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

Now, the correction energization of the fuel injection valves 2-1 to 2-n will be described with reference to Fig.

First, when energizing the fuel injection valves 2-1 to 2-n, generally, as is generally well known, the electromagnetic coil 31 has a large inductance and the armature 32 It is necessary to largely displace the electric current at the time of starting the energization. Therefore, the current at the start of energization is referred to as " pull-up current ", for example.

In other words, the pull-up current is a current necessary for generating a desired initial electromagnetic force at the start of energization to the fuel injection valves 2-1 to 2-n.

After the armature 32 has been displaced to the desired position by the pull-up current, it is necessary to have enough electromagnetic force to hold the state. Therefore, the magnitude of the current may be smaller than the pull-up current, Quot; current ", which is referred to as " current "

Fig. 6 (A) shows an example of waveforms of the energizing current as described above for the fuel injection valves 2-1 to 2-n in the normal state.

When it is determined that the valve closing time CT is in the predetermined range (YES), the energization conditions of the fuel injection valves 2-1 to 2-n are set to be And is determined by calculation based on the operation state of the engine 3 at the time point. Here, the energization conditions include, for example, the total energization time, the pull-up current value, the energization time of the pull-up current, and the like.

The correction energization in step S110 is performed because it is assumed that the time required for displacement of the armature 32 is later than usual or the amount of displacement becomes insufficient. The increase of the total energization time, the increase of the pull-up current, and the increase of the energization time of the pull-up current are basic.

Here, each of the energization conditions described above will be described with reference to Fig. 6 (A).

First, the total energizing time is the time from the start of energization until the energizing current becomes zero, and is denoted by " ETn " in Fig. 6 (A).

As described above, the pull-up current is a current required at the start of energization of the fuel injection valves 2-1 to 2-n, and the pull-up current value indicated by " Ip1 " It is the average value of the part excluding the overshoot at the start.

In addition, 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 switching to the hold current and is denoted by " ETpn " .

If the total energization time in the correction energization is ETs, the pullup current value is Ip2, and the pullup energization time is ETps (see Fig. 6 (B)), these are ETs> ETn, Ip2> Ip1, ETps> ETpn .

It should be limited to a specific technique by performing any correction to the total energization time, the pull-up current value, and the pull-up energization time at the time of normal to determine the total energization time, But it is conceivable to employ a technique such as increasing the total energization time, the pull-up current value, and the pull-up energization time according to the magnitude of the difference from the time when the valve closing time CT is a reference, for example have.

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

Next, when it is judged whether or not the engine speed exceeds the predetermined number of revolutions Ns (refer to step S112 in FIG. 4) and it is judged that the engine speed exceeds the predetermined number of revolutions Ns (YES) The process returns to a state in which normal energization (see step S108 in Fig. 4) is performed on the injection valves 2-1 to 2-n, and a series of processes are terminated.

On the other hand, when it is determined that the number of revolutions of the engine does not exceed the predetermined number of revolutions Ns (in the case of NO), the correction energization continues until the determination of YES is made.

Further, although whether or not to continue the correction energization (see step S110 in Fig. 4) is determined by the engine speed as described above, it is not limited to this, and for example, Or the like.

Next, the procedure in the second example of the fuel injection energization control processing will be described with reference to Fig.

When the cranking is started by the operation of the ignition key (not shown) of the vehicle, the energization preparations for the fuel injection valves 2-1 to 2-n are made, (The injection start preparation state) by the fuel injection valves 2-1 to 2-n (see step S202 in Fig. 5).

Subsequently, the determination as to whether or not there is a factor of lowering the starting state of the engine 3 is made by determining whether or not the engine speed by cranking exceeds the predetermined speed Nn (see step S204 of FIG. 5) ).

The predetermined number of revolutions Nn is obtained by adding a predetermined number of revolutions to the number of revolutions in the cranking to the number of revolutions in the cranking, And the like are suitable.

If it is determined in step S204 that the number of engine revolutions exceeds the predetermined number of revolutions Nn (in the case of YES), there is no factor to lower the starting state of the engine 3, 2-n are in a normal state, energization of the fuel injection valves 2-1 to 2-n is performed under the setting of the normal energization time (see step S206 in Fig. 5).

On the other hand, when it is determined in step S204 that the number of engine revolutions does not exceed the predetermined number of revolutions Nn (in the case of NO), there is a factor of lowering the starting state of the engine 3, -1 to 2-n) is not normal, the correction energization is performed. In addition, since the correction energization is described in the preceding step S110 (see Fig. 4), detailed description thereof will be omitted again.

Subsequently, it is determined again whether or not the engine speed exceeds the predetermined speed Nn (refer to step S210 in FIG. 5). If it is determined that the engine speed exceeds the predetermined speed Nn YES), the routine returns to a state in which the fuel injection valves 2-1 to 2-n are normally energized (refer to step S206 in Fig. 5), and the series of processes is ended.

On the other hand, when it is determined that the number of revolutions of the engine does not exceed the predetermined number of revolutions Nn (NO), the correction energization continues until the above-described YES determination is made.

In the embodiment of the present invention described above, the fuel injection valves 2-1 to 2-n are balanced pressure type fuel injection valves. However, the application of the fuel injection valve control method in the embodiment of the present invention is not limited to the balanced pressure Type fuel injection valve, but may be a so-called ball valve type fuel injection valve.

The present invention can be applied to a common rail type fuel injection control apparatus in which suppression and prevention of deterioration of the fuel injection characteristic at the start of the vehicle due to the occurrence of sludge is desired.

One… Common rail
2-1 to 2-n ... Fuel injection valve
4… The electronic control unit

Claims (12)

A fuel injection valve energization control method for controlling energization of a fuel injection valve at the start of a vehicle,
Wherein the fuel injection valve is configured to perform a correction to the energization condition for the fuel injection valve when it is determined that there is a factor that lowers the starting state of the engine at the start of the vehicle, And energizing the fuel injection valve based on the energization condition. The fuel injection control device according to claim 1, wherein the presence or absence of a factor for lowering the starting state of the engine is determined by performing spray injection energization to the fuel injection valve at the start of the vehicle, measuring the valve closing time at that time, Is greater than a predetermined range,
When it is determined that the valve closing time exceeds the predetermined range, there is a factor of lowering the starting state of the engine,
The energization condition may be at least one of a total energization time, a pull-up current value, and a pull-up energization time,
Wherein the total energization time is a time from a start of energization to the fuel injection valve to a time when a current value becomes zero due to stoppage of energization and an initial electromagnetic force at the start of energization to the fuel injection valve And the pullup energization time is an energization time of the pullup current. 3. The fuel injection valve control method according to claim 2, wherein energization to the fuel injection valve based on the corrected energization condition is continued until the number of revolutions of the engine exceeds a predetermined number of revolutions. 3. The fuel injection valve control method according to claim 2, wherein energization to the fuel injection valve based on the corrected energization condition is performed for a predetermined time. 2. The method according to claim 1, wherein the presence or absence of a factor for lowering the starting state of the engine is determined depending on whether or not the number of revolutions of the engine exceeds a predetermined number of revolutions after the start of cranking,
When it is determined that the engine speed is lower than the predetermined speed, there is a factor of lowering the engine starting condition,
The energization condition may be at least one of a total energization time, a pull-up current value, and a pull-up energization time,
Wherein the total energization time is a time from a start of energization to start of energization to the fuel injection valve to a time when a current value becomes zero due to stoppage of energization, And the pullup energization time is an energization time of the pullup current. 6. The fuel injection valve control method according to claim 5, wherein energization to the fuel injection valve based on the corrected energization condition continues until the number of engine revolutions exceeds a predetermined number of revolutions. The fuel in the fuel tank is pressurized and fed to the common rail by the high-pressure pump, and an electronic control unit that enables injection control of the high-pressure fuel through the fuel injection valve connected to the common rail is provided, As an injection control device,
Wherein the electronic control unit comprises:
Wherein the fuel injection control means determines whether there is a factor that lowers the starting state of the engine at the start of the vehicle, And controls the energization of the fuel injection valve based on the corrected energization condition. The electronic control unit according to claim 7,
Wherein the fuel injection valve is provided with a fuel injection valve for injecting no fuel into the fuel injection valve at the time of starting the vehicle and measuring the valve closing time at that time and if the valve closing time exceeds a predetermined range, And judges whether or not the &
The energization condition may be at least one of a total energization time, a pull-up current value, and a pull-up energization time,
Wherein the total energization time is a time from a start of energization to the fuel injection valve to a time when a current value becomes zero due to stoppage of energization and an initial electromagnetic force at the start of energization to the fuel injection valve And the pullup energization time is an energization time of the pullup current. 9. The electronic control unit according to claim 8,
Wherein the control unit is configured to continue the energization to the fuel injection valve based on the corrected energization condition until the number of revolutions of the engine exceeds a predetermined number of revolutions. 9. The electronic control unit according to claim 8,
And to conduct the energization to the fuel injection valve based on the corrected energization condition for a predetermined period of time. The electronic control unit according to claim 7,
When the number of revolutions of the engine is less than the predetermined number of revolutions after the start of cranking, it is determined that there is a factor to lower the starting state of the engine,
The energization condition may be at least one of a total energization time, a pull-up current value, and a pull-up energization time,
Wherein the total energization time is a time from a start of energization to the fuel injection valve to a time when a current value becomes zero due to stoppage of energization and an initial electromagnetic force at the start of energization to the fuel injection valve And the pullup energization time is an energization time of the pullup current. The electronic control unit according to claim 11,
Wherein the control unit is configured to continue the energization to the fuel injection valve based on the corrected energization condition until the number of revolutions of the engine exceeds a predetermined number of revolutions.

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