WO2015186761A1

WO2015186761A1 - Starting control device for engine

Info

Publication number: WO2015186761A1
Application number: PCT/JP2015/066104
Authority: WO
Inventors: 悠一馬場; 由祐菊池; 高橋　晃
Original assignee: 株式会社ミクニ
Priority date: 2014-06-03
Filing date: 2015-06-03
Publication date: 2015-12-10
Also published as: JP6301204B2; CN106536909B; JP2015229929A; CN106536909A

Abstract

A reluctor projection (7a) on a flywheel (7) is set to an advanced side so that a target ignition timing can be specified after an ON period of a crank angle signal is measured. Then, for the first ignition at the beginning of the start of cranking, the target ignition timing (= ignition target time Ttgt) is specified on the basis of a measurement value of an ON period Ton_(n-2) of the crank angle signal (first starting mode). For the second and subsequent ignitions, an ON period Ton_(n) in a current rotation cycle is estimated on the basis of measurement values of an OFF period Toff_(n-2) and the ON period Ton_(n-2) in a rotation cycle two rotations before and an OFF period Toff_(n) in the current rotation cycle, and the target ignition period is specified on the basis of the ON period Ton_(n) (second starting mode).

Description

Engine start control device

The present invention relates to an engine start control device, and in particular, specifies a target crank angle based on a crank angle signal output in synchronism with engine rotation when the engine is started, and based on the specified target crank angle, The present invention relates to an engine start control device for operating a control device such as an injector.

In order to improve engine fuel efficiency, exhaust gas characteristics, etc., optimization of various controls on the engine is required. For example, ignition of the ignition plug by ignition timing control and fuel injection of the injector by fuel injection control must be executed at the optimal timing. is there. For this purpose, for example, in the technique of Patent Document 1, a crank angle signal that fluctuates in synchronization with the rotation of the crankshaft of the engine is generated, and the target ignition timing is specified as the target crank angle of the engine based on this crank angle signal and ignition is performed. The timing is controlled.
More specifically, in the technique disclosed in Patent Document 1, a relief protrusion is formed over a specific angle region on the outer periphery of an engine flywheel, and a crank angle sensor is disposed so as to face the flywheel. The crank angle signal output from the crank angle sensor has one rotation of the engine as one cycle, the advance side of the compression top dead center is set as the ON period corresponding to the specific angle area, and the other angle areas are alternately set as the OFF period. A rectangular wave that can be switched. On the other hand, for example, the target ignition timing is calculated based on the engine speed, the throttle opening, and the like. Specifically, the target ignition timing is calculated as the crank angle from the start timing (reference position) of the ON period of the crank angle signal to the target ignition timing. .

During the operation of the engine, the ON period in the current rotation cycle is estimated from the OFF period and the subsequent ON period in the rotation period before the second rotation of the engine and the OFF period in the current rotation period. Then, the crank angle to the target ignition timing is converted into time based on the estimated ON period, and the target ignition timing in the current rotation cycle is specified as time (the required time from the reference position to the target ignition timing) and obtained. The spark plug is activated based on the target ignition timing.

The ON period of the current rotation cycle is estimated because the engine reaches the target ignition timing during the ON period, so the ignition plug operation is not in time for the procedure for specifying the target ignition timing after measuring the ON period. Because. For this reason, the ON period and the OFF period before two revolutions are referred to because the combustion cycle of the four-cycle engine is repeated every 720 ° CA, and the engine fluctuations before the two revolutions are not changed even in the current rotation period. This is because the current ON period can be estimated from the ratio of these ON periods and OFF periods and the current OFF period.

JP 2002-317741 A

In the technique of Patent Document 1 described above, information on the ON period and the OFF period before two rotations is required to specify the target ignition timing. There is no problem during normal engine operation, but when starting the engine, information on the ON period and OFF period can only be obtained after two revolutions from the start of cranking. I can't start. Since the start delay of the ignition timing control leads to a delay in starting the engine, and thus a delay in starting the vehicle, a drastic measure that can start the engine quickly has been demanded.

The present invention has been made to solve such problems, and the object of the present invention is to provide a spark plug, an injector, or the like in synchronization with engine rotation from the beginning of cranking when the engine is started. It is an object of the present invention to provide an engine start control device capable of operating a control device and thereby realizing a quick engine start.

In order to achieve the above object, the engine start control device according to the present invention provides a first output corresponding to a specific angle region preset on the advance side of the compression top dead center with one rotation of the engine as one cycle. A signal output means for outputting a crank angle signal in which the second output level period corresponding to the level period and the other angle region is alternately switched, and corresponds to the start or end of the first output level period of the crank angle signal And a target crank angle setting means for setting a target crank angle for operating the engine control device in synchronism with engine rotation as an angle from the reference position, and a first crank angle in the current rotation cycle of the engine. 1 output level period is measured, and the target crank angle set by the target crank angle setting means is time-converted based on the measured value of the first output level period. First target time specifying means for specifying a target time in the current rotation cycle as a time from the reference position, a second output level period in a rotation cycle before two rotations of the engine, and a subsequent first output level period And the second output level period in the current rotation cycle, the first output level period in the current rotation cycle is estimated based on the measurement values of these output level periods, and the estimated first output level period The target crank angle set by the target crank angle setting means is converted into time, and the second target time specifying means for specifying the target time in the current rotation cycle as the time from the reference position, and when starting the engine In addition, during the period from the start of cranking to the second engine rotation, the engine is based on the target time specified by the first target time specifying means. Engine control means for operating the engine control equipment based on the target time specified by the second target time specification means during the period after the second rotation of the control equipment. And

According to the engine control apparatus configured as described above, during the period from the start of cranking until the engine rotates twice, the engine control device is operated based on the target time specified by the first target time specifying means. The engine control device is operated based on the target time specified by the second target time specifying means during the period after the second rotation. For this reason, when starting the engine, the control device can be operated at an appropriate timing synchronized with the rotation of the engine from the beginning of cracking.

As another aspect, the target crank angle setting means sets the target ignition timing by the engine spark plug as the target crank angle, and the first and second target time specifying means respectively convert the target ignition timing to time and convert The engine control means is configured to operate the spark plug based on the target times specified by the first and second target time specifying means when starting the engine. desirable.
In such a configuration, ignition timing control of the spark plug can be started from the beginning of cracking.

As another aspect, the target crank angle setting means sets the target injection timing by the engine injector as the target crank angle, and the first and second target time specifying means respectively convert the target injection timing into time and Desirably, the target time of the rotation cycle is specified, and the engine control means is configured to operate the injector based on the target times specified by the first and second target time specifying means when starting the engine.
In such a configuration, the fuel injection control of the injector can be started from the beginning of cracking.

According to the present invention, when starting the engine, it is possible to operate a control device such as a spark plug or an injector in synchronization with the rotation of the engine from the beginning of cranking, thereby realizing a quick engine start. Can do.

It is a system configuration figure showing an engine starting control device of an embodiment. It is a time chart which shows the production | generation process of the crank angle signal corresponding to a reluctance protrusion, and the specific process of the target ignition timing based on a crank angle signal. It is a flowchart which shows the starting mode selection routine which ECU performs.

Hereinafter, an embodiment in which the present invention is embodied in an engine start control device mounted on a motorcycle will be described.
FIG. 1 is a system configuration diagram showing an engine start control device of this embodiment.
The engine 1 of this embodiment is configured as a four-cycle single-cylinder gasoline engine with a displacement of 50 cc, and is mounted on a two-wheeled vehicle as a driving power source. However, the specification of the engine 1 is not limited to this and can be arbitrarily changed.

A piston 4 is slidably disposed in a cylinder 3 formed in a cylinder block 2 of the engine 1. The piston 4 is connected to a crankshaft 6 via a connecting rod 5 and interlocked with the reciprocating motion of the piston 4. The crankshaft 6 rotates. A flywheel 7 is attached to the rear end of the crankshaft 6 (on the transmission side (not shown)), and in a predetermined angular region on the outer periphery of the flywheel 7, there is a retractor projection 7a made of a magnetic material for detecting the crank angle. Is formed.

In the cylinder head 9 fixed on the cylinder block 2, an intake port 9a and an exhaust port 9b are formed, and a spark plug 10 is disposed in a posture in which the tip faces the inside of the cylinder. An intake passage 11 connected to the intake port 9a has an air cleaner 12 from the upstream side, a throttle valve 13 that opens and closes in response to the driver's throttle operation, a bypass passage 15 having an ISCV (idle speed control valve) 14, and An injector 16 that injects fuel toward the intake port 9a is provided. The exhaust passage 17 connected to the exhaust port 9b is provided with a three-way catalyst 18 for purifying exhaust gas and a silencer (not shown).

An intake valve 20 is disposed in the intake port 9a, and an exhaust valve 21 is disposed in the exhaust port 9b. These intake and

exhaust valves

20 and 21 are urged toward the valve closing side by a valve spring 22 and are opened by an intake camshaft 23 and an exhaust camshaft 24 that are driven to rotate in synchronization with the crankshaft 6 on the cylinder head 9. To be spoken. As a result, the intake valve 20 and the exhaust valve 21 are opened and closed at a predetermined timing synchronized with the reciprocation of the piston 4, and the combustion cycle of the engine 1 consisting of four strokes of intake, compression, expansion and exhaust is 720 ° CA in crank angle. Repeated every time.

The fuel (gasoline) stored in the fuel tank 25 is supplied to the injector 16 by a fuel pump 26. The fuel pump 26 is integrated with the injector 16 and connected to the fuel tank 25 via a supply hose 27 and a return hose 28, respectively.
When the fuel pump 26 is operated, the fuel in the fuel tank 25 is introduced into the fuel pump 26 through the supply hose 27 and pressurized to a predetermined pressure, and the pressurized fuel is supplied to the injector 16 and surplus fuel is supplied. Is recovered in the fuel tank 25 via the return hose 28. As a result, fuel of a predetermined pressure is always supplied to the injector 16, and the fuel is injected toward the intake port 9a at a predetermined injection timing and injection amount according to the opening of the injector 16.

During operation of the engine 1, outside air is sucked into the intake passage 11 through the air cleaner 12 due to the negative pressure generated as the piston 4 descends during the intake stroke, and the intake air is in accordance with the opening of the throttle valve 13. After the flow rate is adjusted, the fuel flows into the cylinder of the engine 1 while the intake valve 20 is opened while being mixed with the fuel injected from the injector 16. After the compression in the subsequent compression stroke, the air-fuel mixture is ignited by the spark plug 10 in the vicinity of the compression top dead center, burns during the expansion stroke, and applies a rotational force to the crankshaft 6 via the piston 4. In the subsequent exhaust stroke, the exhaust gas after combustion is discharged from the cylinder while the exhaust valve 21 is opened, and is discharged outside through the three-way catalyst 18 and the silencer while flowing through the exhaust passage 17.

The combustion cycle of the engine 1 described above is executed based on the control of the ECU 31 (engine control unit). For this purpose, on the input side of the ECU 31, an electromagnetic pickup 32 (signal output means) that is arranged opposite to the flywheel 7 and outputs a detection signal synchronized with the reluctator protrusion 7a, and a throttle sensor 33 that detects the opening of the throttle valve 13 are provided. , An O ₂ sensor 34 that is arranged in the exhaust passage 17 and changes the output stepwise in accordance with the fluctuation of the exhaust air-fuel ratio centered on the stoichiometric (theoretical air-fuel ratio), and the water temperature sensor that detects the cooling water temperature Tw of the engine 1 Various sensors such as 35 are connected. Various devices such as the igniter 36 for driving the ISCV 14, the injector 16 (control device), the fuel pump 26, and the spark plug 10 (control device) are connected to the output side of the ECU 31.

Based on these sensor information, the ECU 31 operates the engine 1 by executing various controls such as fuel injection control for driving the injector 16 and ignition timing control for driving the spark plug 10.
For example, as the fuel injection control, the ECU 31 determines a target fuel injection amount based on the engine rotational speed Ne calculated from the detection signal of the electromagnetic pickup 32, the throttle opening θth detected by the throttle sensor 33, and the like at a predetermined timing of the intake stroke. The injector 16 is driven to execute fuel injection.

Further, the ECU 31 determines the target ignition timing based on the engine rotational speed Ne, the throttle opening θth, and the like as the ignition timing control, and responds to the target ignition timing based on the rectangular wave crank angle signal generated from the detection signal of the electromagnetic pickup 32. The ignition timing is determined and the igniter 36 is driven to ignite the spark plug 10 (engine control means).
Hereinafter, the processing from the generation of the crank angle signal to the ignition timing control of the spark plug 10 executed by the ECU 31 will be described in detail.

FIG. 2 is a time chart showing a crank angle signal generation process corresponding to the reluctance protrusion 7a and a target ignition timing specifying process based on the crank angle signal.
The relieving projection 7a of the present embodiment is formed on the flywheel 7 over a specific angle region of 60 ° CA. If the end of the rotation projection 7a in the rotational direction of the flywheel 7 is the start and the end of the reverse projection 7a in the counter-rotation direction is the end, the start is a crank that is 80 ° CA advanced from the top dead center of the engine 1. The corner corresponds to the electromagnetic pickup 32, and the terminal end corresponds to the electromagnetic pickup 32 at a crank angle of 20 ° CA advance side from the top dead center.

The electromagnetic pickup 32 has a characteristic in which a change in magnetic flux is generated due to contact with and separation from a magnetic body to change the output. For this reason, the detection signal output from the electromagnetic pickup 32 fluctuates in a spike shape every time it corresponds to the start end and the end of the reluctator protrusion 7a. More specifically, the detection signals fluctuate at BTDC (Before Dead Center) 80 ° CA corresponding to the start end of the reluctance protrusion 7a and BTDC 20 ° CA corresponding to the subsequent end, and fluctuations in these detection signals. Is repeated every 360 ° CA.

The detection signal output from the electromagnetic pickup 32 in this way is input to the ECU 31, and the ECU 31 generates a crank angle signal using the built-in latch circuit 31a (signal output means). That is, the latch circuit 31a raises the crank angle signal at the fluctuation timing of the detection signal corresponding to the start end of the reluctator protrusion 7a and holds it in the ON state (this is the first output level period of the present invention, hereinafter the ON period The crank angle signal is lowered and held in an OFF state at a variation timing corresponding to the end of the subsequent reluctator protrusion 7a (the second output level period of the present invention, hereinafter referred to as the OFF period). This process is repeated by the latch circuit 31a to generate a rectangular wave-shaped crank angle signal that varies in synchronization with the crank angle of the engine 1 with 360 ° CA as one cycle (OFF period + ON period).

Then, ignition timing control is executed based on the crank angle signal. As in the technique of Patent Document 1, referring to the ON period and OFF period before two rotations in order to estimate the ON period of the current rotation cycle, There is a problem that engine start is delayed.

In view of such a problem, the present inventor sets the retraction protrusion 7a on the flywheel 7 to the advance side with respect to the normal one (for example, Patent Document 1), and sets the ON period of the crank angle signal to the advance angle. It has been found that if it is shifted to the side, it is possible to secure time for specifying the target ignition timing after the measurement of the ON period. The specific angle region of the reluctator protrusion 7a formed as described above is based on such knowledge. However, in this method, the target ignition timing is converted to time only from the measurement result of the ON period, so at the time of retarded ignition (when the measurement end point and the ignition energization OFF are separated), Compared to conventional methods that reflect the OFF period, accurate ignition timing control is less desirable.

Therefore, the ignition timing control (first target time specifying means of the present invention, hereinafter referred to as the first start mode) is performed during the period from the start of cranking to the time when the engine 1 makes two revolutions (the first ignition amount). As long as the control is executed, the process proceeds to ignition timing control based on the conventional method (second target time specifying means of the present invention, hereinafter referred to as second start mode).
The optimum specific angle region of the reluctance protrusion 7a is from BTDC 80 ° CA to BTDC 20 ° CA described above, but is not limited to this, and the starting end of the reluctation protrusion 7a is within the range of BTDC 90 to 60 ° CA. Therefore, the end of the reluctance protrusion 7a may be set within the range of BTDC 20 to 15 ° CA.

Based on the above knowledge, the engine start control executed by the ECU 31 will be described.
FIG. 3 is a flowchart showing a start mode selection routine executed by the ECU 31, and the ECU 31 starts the routine at a predetermined control interval when the ignition switch of the vehicle is turned on.
First, it is determined in step S2 whether or not cranking of the engine 1 has been started. If No (No), the routine is once terminated. If the determination of Yes (Yes) is made at the start of cranking in step S2, the process proceeds to step S4 to determine whether or not the engine 1 has made two revolutions. If the engine has not yet made two revolutions, a determination of No is made and the routine is terminated after the first start mode is selected in step S6. If the engine 1 makes two revolutions and the determination in step S4 is Yes, the process proceeds to step S8. After the transition and the second start mode is selected, the routine is terminated.

The execution status of the ignition timing control at the time of engine start based on the selection of the start mode by the ECU 31 will be further described based on the time chart of FIG.
FIG. 2 shows a case where cranking of the engine 1 is started between the expansion stroke and the exhaust stroke, and at the beginning of the cranking, the first start mode is selected by the routine of FIG.

As described above, the crank angle signal fluctuates with 360 ° CA as one cycle. First, from the start of the OFF period positioned immediately before the exhaust top dead center, the end of the OFF period positioned during the compression stroke (= ON period) Until the start) is measured as an OFF period Toff _(n-2) of the rotation period of the rotation. Subsequently, the period from the start of the ON period to the end of the ON period located immediately before the compression top dead center is measured as the ON period Ton _(n-2) of the rotation cycle of the rotation. These measured values mean the durations of the OFF period Toff _(n-2) and the ON period Ton _(n-2) (the OFF period Ton _(n) and the ON period Ton of the current cycle described later _). _The same applies to _(n) .

In parallel with this, energization of the ignition coil is started by the igniter 36 simultaneously with the start of the ON period Ton _(n-2) , and the preset target ignition timing and the ON period Ton _(n-2) are set. Based on the target ignition timing, the energization of the ignition coil is terminated based on the target ignition timing, and the spark plug 10 is ignited. The fuel is injected from the injector 16 at a predetermined timing of the intake stroke preceding the ignition, and the injected fuel is compressed in the cylinder together with the intake air in the subsequent compression stroke, so that combustion occurs during the expansion stroke by the ignition. become.

At this time, the target ignition timing specifying process in the first start mode is executed according to the following procedure. First, the target ignition timing is based on the start timing (rising edge) of the ON period Ton _(n-2) as a reference position, and the crank angle from the reference position to the target ignition timing (the target crank angle of the present invention, hereinafter referred to as the ignition target). (Referred to as crank angle Dtgt) (target crank angle setting means). In the present embodiment, the ignition target crank angle Dtgt at the time of starting the engine is stored in the ECU 31 as a fixed value in advance. However, the present invention is not limited to this. For example, the ignition target crank angle is based on the cooling water temperature Tw of the engine 1 or the battery voltage. The angle Dtgt may be variably set (target crank angle setting means).

The ON period Ton _(n-2) measured as described above corresponds to the crank angle in the angle region (60 ° CA) of the reluctance protrusion 7a, and the ON period Ton for rotating the crankshaft 6 by this crank angle. _(n-2) is required. Therefore, the ignition target crank angle Dtgt is converted into time using the relationship between the specific angle region of these reluctance protrusions 7a and the ON period Ton _(n-2) as an index, and the required time from the reference position to the target ignition timing (the target of the present invention) Time, and hereinafter referred to as ignition target time Ttgt). Then, ignition is performed by the end of energization of the ignition coil at the timing of the target ignition timing when the ignition target time Ttgt has elapsed from the reference position.
Note that the reference position is not necessarily the start timing of the ON period, and the end timing (falling edge) of the ON period may be used as the reference position.

As described above, the first ignition at the beginning of cracking is executed, and the second ignition is executed immediately before the compression top dead center in the rotation cycle after two revolutions of the engine 1 (after 720 ° CA).

At this time, the second start mode is selected by the routine of FIG. 3, and the target ignition timing specifying process in the second start mode is executed in the following procedure.
First, in addition to the OFF period Toff which are already measured in the rotation period of the previous two rotations _(n-2) and the ON period Ton _(n-2), the OFF period Toff in the current rotational period _(n) is measured . Based on these measured values (Toff _(n-2) , Ton _(n-2) , Toff _(n) ), the ON period Ton _(n) in the current rotation cycle is estimated according to the following equation (1).
Ton _(n) = Toff _(n) · Ton _(n-2) / Toff _(n-2) ...... (1)

Then, as in the first start mode described above, the ignition target crank angle Dtgt is time-converted using the relationship between the specific angle region of the reluctator protrusion 7a and the ON period Ton _(n) as an index, and the required time from the reference position to the target ignition timing (Ignition target time Ttgt) can be calculated. The ignition target crank angle Dtgt at this time does not necessarily have to be the same value as that in the first start mode, and another predetermined fixed value or a calculated value based on the cooling water temperature Tw of the engine 1 or the battery voltage is ignited. You may apply as target crank angle Dtgt (target crank angle setting means). For detailed processing until the ignition target time Ttgt is calculated in the second start mode described above, refer to Patent Document 1.

Thereafter, the cranking of the engine 1 is continued, the fuel is injected by the injector 16 at intervals of 720 ° CA, and the ignition of the spark plug 10 based on the target ignition timing (= ignition target time Ttgt) specified by the second start mode. Is repeatedly executed.
When the engine speed Ne exceeds a preset complete explosion determination value, it is considered that the engine 1 has been started, and the ECU 31 shifts to an operation mode in order to continue its operation. In this operation mode, unlike the engine start, the ignition target crank angle Dtgt is calculated as the target ignition timing based on the operating state of the engine 1 (for example, the engine speed Ne and the throttle opening θth). The process for converting Dtgt to the ignition target time Ttgt is performed in the same procedure as in the second start mode.

As described above, according to the start control device for the engine 1 of the present embodiment, the retractor protrusion 7a on the flywheel 7 is moved to the advance side so that the target ignition timing can be specified after measuring the ON period of the crank angle signal. After setting, the first ignition at the beginning of cranking is performed by specifying the target ignition timing based on the measured value of the ON period Ton _(n-2) of the crank angle signal (first start mode) and the second and subsequent times. Ignition is based on the measured values of the OFF period Toff _(n-2) and ON period Ton _(n-2) in the rotation period before two rotations and the OFF period Toff _(n) in the current rotation period. The ON period Ton _(n) is estimated, and the target ignition timing is specified based on the estimated ON period Ton _(n) (second start mode).
Therefore, when the engine 1 is started, the ignition timing control of the spark plug 10 can be started at an appropriate timing synchronized with the rotation of the engine 1 from the beginning of cracking, and thus a quick engine start can be realized.

By the way, in this embodiment, although it actualized as a process for specifying target ignition timing at the time of engine starting, application object is not restricted to ignition timing control, For example, it can apply also to fuel injection control. In the initial fuel injection (intake stroke) at the beginning of cranking, the target injection timing (= injection target time Ttgt) can be specified based on the measured value of the ON period Ton _(n-2) of the crank angle signal ( The first target time specifying means) and the first fuel injection by the injector 16 can be executed based on the target injection timing (engine control means). The engine 1 can be started early after the start.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the engine 1 is embodied in the start control device of the engine 1 mounted on the two-wheeled vehicle, but the engine 1 is not limited to this. For example, the present invention may be embodied in a start control device for the engine 1 mounted on a tricycle or a generator. Moreover, although applied to the single cylinder engine 1 in the said embodiment, it can replace with this and can also apply to a multicylinder engine.
In the above embodiment, the latch circuit 31a and the electromagnetic pickup 32 of the ECU 31 are used as the signal output means. However, the present invention is not limited to this, and can be arbitrarily changed. For example, a known photo interrupter may be used.

1 Engine 10 Spark plug (control equipment)
16 Injector 16 (control equipment)
31 ECU (target crank angle setting means, first target time specifying means,
Second target time specifying means, engine control means)
31a latch circuit (signal output means)
32 Electromagnetic pickup (Signal output means)

Claims

A first output level period corresponding to a specific angle region preset on the advance side of the compression top dead center, and a second output level period corresponding to other angle regions, with one rotation of the engine as one cycle Signal output means for outputting a crank angle signal that is alternately switched,
An edge corresponding to the start or end of the first output level period of the crank angle signal is set as a reference position, and a target crank angle for operating the engine control device in synchronization with the engine rotation is set as the reference position. Target crank angle setting means for setting as an angle from
The first output level period in the current rotation period of the engine is measured, and the target crank angle set by the target crank angle setting means based on the measurement value of the first output level period is converted into time, First target time specifying means for specifying the target time in the current rotation cycle as the time from the reference position;
The second output level period and the subsequent first output level period in the rotation cycle before two revolutions of the engine are measured, and the second output level period in the current rotation cycle is measured, and measurement of these output level periods is performed. The first output level period in the current rotation cycle is estimated based on the value, the target crank angle set by the target crank angle setting means is converted into time based on the estimated first output level period, and the reference Second target time specifying means for specifying the target time in the current rotation cycle as the time from the position;
When starting the engine, during the period from the start of cranking to the second rotation of the engine, the engine control device is operated based on the target time specified by the first target time specifying means. Engine starting means comprising engine control means for operating the engine control device based on the target time specified by the second target time specifying means during a period after two revolutions Control device.
The target crank angle setting means sets a target ignition timing by the engine spark plug as the target crank angle,
The first and second target time specifying means specify the target time of the current rotation period by converting the target ignition timing into time,
2. The engine according to claim 1, wherein the engine control means operates the spark plug based on the target times specified by the first and second target time specifying means when starting the engine. Start control device.
The target crank angle setting means sets a target injection timing by the engine injector as the target crank angle,
The first and second target time specifying means specify the target time of the current rotation period by converting the target injection timing into time,
3. The engine control unit according to claim 1, wherein the engine control unit operates the injector based on the target times specified by the first and second target time specifying units when the engine is started. 4. Engine start control device.