JP5293302B2 - Automotive engine control device - Google Patents

Description

  The present invention relates to an engine control device, and more particularly to a device for controlling the start of an automobile engine including a fuel injection device that supplies fuel to a combustion chamber, and belongs to the field of engine control technology.

  An automobile engine is started by rotating a crankshaft by a starter motor and then supplying fuel to a combustion chamber for combustion. As a means for supplying fuel to the combustion chamber, a fuel injection valve is mainly used, which is disposed at a position facing the combustion chamber or a position facing the intake port.

  As shown in FIG. 11, the fuel injection valve 500 stores therein fuel that is sent out by a fuel pump and whose pressure (fuel pressure) is kept constant by a regulator. Inside, there is a thin needle-like needle valve 502, and the needle valve 502 is biased by a return spring 504, and its tip closes the fuel injection hole 506. The needle valve 502 is arranged along the central axis of the solenoid coil 508. When the solenoid coil 508 generates a magnetic force by applying a voltage, the metal plunger core 510 attached to the needle valve 502 is moved to the solenoid coil 508. When the force is pulled to the side and the force exceeds the urging force of the return spring 504, the needle valve 502 moves backward, the tip of the needle valve 502 leaves the injection hole 506, and fuel is injected from the injection hole 506.

  The voltage signal applied to the solenoid coil 508 to drive the needle valve 502 in this way is a pulse signal as shown in FIG. 12, and the pulse interval corresponds to the fuel injection timing and the engine speed. The pulse width corresponds to the opening time of the nozzle hole, that is, the fuel injection period. The fuel injection amount corresponds to this fuel injection period and is adjusted according to the engine load.

  However, strictly speaking, fuel is not injected from the injection hole 506 over the entire period corresponding to the pulse width. This is because, as shown in FIG. 13, it takes time from the generation of one pulse signal to be applied to the solenoid coil 508 until the needle valve 502 moves backward and the nozzle hole 506 opens. Is referred to as an invalid injection period, and a period during which fuel is actually injected after the nozzle hole is opened is referred to as an effective injection period.

  Therefore, the pulse width is controlled to a width obtained by adding the invalid injection period to the effective injection period in which the required amount of fuel is injected.

  In addition, such an invalid injection period and an effective injection period have the same pulse width, but the length of the period varies depending on various factors. For example, in the invention described in Patent Document 1, the invalid injection period is calculated based on the voltage of the battery that applies the drive voltage to the solenoid coil, which is a different factor, and the pressure difference between the pressure in the intake port and the fuel pressure, The pulse width is determined based on the calculated invalid injection period.

Japanese Patent Laid-Open No. 08-193538

  By the way, even if the pulse width is the same, if the invalid injection period is different, the engine may fail to start. For example, in the case of an engine in which the injection hole of the fuel injection valve directly faces the combustion chamber, oil mixed in the combustion chamber may enter the injection valve through the injection hole. If oil enters the fuel injection valve and its viscosity increases due to a decrease in temperature, the invalid injection period may increase and the effective injection period may decrease correspondingly, for example, the needle valve may not smoothly retreat. Therefore, even when a pulse signal having a pulse width for start-up is output to the fuel injection valve at the start time when the engine temperature is relatively low, the invalid injection period is extended due to oil (effective injection). Due to the reduced period of time), the amount of fuel required to start the engine cannot be supplied to the combustion chamber and the start may fail.

  Therefore, an object of the present invention is to provide an automobile engine control device that can start an engine even when there is an abnormality in which the invalid injection period increases at the time of starting.

In order to solve the above-described problem, the invention described in claim 1 is directed to a fuel injection device that supplies fuel to a combustion chamber of an engine, a generator that is driven by the engine to generate electric power, an intake air amount when starting the engine, An engine control device for an automobile, comprising engine control means for controlling a fuel injection start-up period of the fuel injection device and generator control means for controlling the power generation amount of the generator,
When the engine is started, it has an abnormality determination means for determining whether or not there is an abnormality that extends the invalid injection period within the start-up injection period,
The engine control means executes control to start the engine by correcting the increase in the intake air amount and extending the start-up injection period when the abnormality determination means determines that there is an abnormality,
The generator control means executes a control to increase the power generation amount of the generator so as to suppress an increase in engine speed due to the correction of the intake air amount and start-up injection period ; and
The engine control means reduces the intake air amount to an amount capable of maintaining the idle rotational speed after the engine rotational speed becomes substantially idle rotational speed,
The generator control means reduces the power generation amount of the generator until it becomes zero after the engine speed becomes substantially idle speed,
At the same time, the engine control means reduces the intake amount and shortens the injection period so that the idle speed can be maintained.
The injection period during which the idling speed can be maintained with the power generation amount of the generator being zero is set as a new idling maintenance injection period for maintaining the idling speed, and the new idling maintenance injection period and the abnormality determination means It has a start-up injection period correcting means for correcting the start-up injection period based on the difference from the latest idle maintenance injection period when it is determined that there is no abnormality .

The invention according to claim 2 is the engine control device for an automobile according to claim 1 ,
Temperature detecting means for detecting the temperature of the engine at the start,
Storage means for storing the temperature detected by the temperature detection means in association with the startup injection period corrected by the startup injection period correction means;
The engine control means starts the engine based on a start-up injection period stored in the storage means.

  According to the first aspect of the present invention, when there is an abnormality that expands the invalid injection period within the start-up injection period when the engine is started, the intake amount at the start is corrected to be increased and the injection period at the start is corrected to be extended. To do. Thereby, a required amount of fuel can be supplied to the combustion chamber, and the engine can be started reliably.

  In addition, after the start of the engine, the engine speed increases due to the intake air amount increase correction and the start-up injection period extension correction. This increases the power generation amount of the generator driven by the engine to generate power. It is suppressed by increasing the rotational resistance.

According to the present invention, after the engine speed reaches substantially the idle speed, the intake air amount is reduced to an amount that can maintain the idle speed. Thereby, it is possible to suppress overlean after the idling speed.

In addition, after the engine speed reaches the idle speed, it is reduced until the power generation amount of the generator becomes zero, and at the same time, the intake air amount is reduced and the injection period is reduced so that the idle speed can be maintained. Shortened. An injection period in which the idle rotation speed can be maintained in a state where the power generation amount of the generator is zero is set as a new idle maintenance injection period for maintaining the idle rotation speed. The new idle maintenance injection period and the abnormality determination unit Is corrected based on the difference from the latest idle maintenance injection period when it is determined that there is no abnormality. Thus, even when there is an abnormality that similarly extends the invalid injection period at the next engine start, the start can be reliably performed.

According to the invention described in claim 2 , the engine is started based on the starting temperature and the corrected starting injection period corresponding thereto. As a result, even if oil enters the fuel injection valve and its viscosity increases due to a temperature drop, the engine can be started.

It is a figure showing roughly the drive system of the car concerning one embodiment of the present invention. It is the schematic of the engine which concerns on one Embodiment of this invention. It is a figure showing roughly the control system of the car concerning one embodiment of the present invention. It is a figure which shows the table for determining the pulse width for a start based on water temperature. It is a figure which shows the table for determining the pulse width for idle maintenance based on water temperature. It is a figure which shows the time chart of the control which concerns on one Embodiment of this invention. It is a figure for demonstrating correction | amendment of the pulse width for engine starting. It is a figure which shows the flowchart of control which concerns on one Embodiment of this invention. It is a figure which shows the time chart of the control which concerns on another embodiment. It is a figure which shows a part of flowchart of control which concerns on another embodiment. It is the schematic of a fuel injection valve. It is a figure which shows the pulse signal of a fuel injection valve. It is a figure for demonstrating an effective injection period and an invalid injection period.

  Embodiments of the present invention will be described below.

  FIG. 1 schematically shows a drive system of an automobile according to an embodiment of the present invention. FIG. 2 schematically shows the structure of the engine. Further, FIG. 3 schematically shows the control system.

  The automobile 10 shown in FIG. 1 is a so-called hybrid vehicle, and the drive motor 12 directly drives the wheels 14.

  The drive motor 12 is operated by the stored power of the battery 16 or the generated power of the generator 18. The DC power of the battery 16 is converted into AC power by the DC / AC converter 20 and supplied to the drive motor 12. The AC power of the generator 18 is converted into DC power by the AC / DC converter 22, and the DC power is further converted into DC power. / AC converter 20 converts it into AC power and supplies it to drive motor 12. The generated power of the generator 18 is also used for charging when the remaining amount of the battery 16 is low.

  The generator 18 is driven by an engine 24, and the engine 24 operates by receiving either gasoline fuel or hydrogen fuel. The gasoline fuel is stored in a gasoline fuel tank 26 and is sent to a fuel injection valve 28 for gasoline fuel by a fuel pump (not shown) installed therein (see FIG. 2). Further, a constant fuel pressure is maintained by a regulator (not shown). The fuel injection valve 28 is provided at a position where the injection hole faces the intake passage 30.

  On the other hand, the hydrogen fuel is stored in the hydrogen fuel tank 32 shown in FIG. 1, and is maintained at a constant fuel pressure by a regulator (not shown). The fuel injection valve 34 is provided at a position where the injection hole faces the combustion chamber 36.

  Next, various controls executed by the control device 50 shown in FIG. 3 will be described.

  First, control device 50 calculates the remaining amount (SOC) of battery 16 based on signals from battery voltage sensor 52 that detects the voltage of battery 16 and battery current sensor 54 that detects the current of battery 16. .

  When the remaining amount of the battery 16 is sufficient, the control device 50 controls the DC / AC converter 20 and the AC / DC converter 22 and travels only with the stored power of the battery 16. However, in the case of high-load running, the stored power of the battery 16 is insufficient, so the power generated by the generator 18 is used instead or in addition.

  On the other hand, when the remaining amount of the battery 16 is not sufficient, the control device 50 controls the DC / AC converter 20 and the AC / DC converter 22 to use the generated power of the generator 18 for the operation of the drive motor 12. At the same time, it is used for charging the battery 16.

  The fuel used for the engine 24 that drives the generator 18 is selected by the driver, and a fuel selection switch 56 for that purpose is provided in the driver's seat. However, when one fuel is low, the other is forcibly used. Further, hydrogen fuel is forcibly used when the engine 24 is started and when it is cold.

  Further, the control device 50 calculates a required output of the drive motor 12 based on signals from the accelerator opening sensor 58 and the engine speed sensor 60 that detect the amount of depression of the accelerator pedal, and based on that, the DC / DC The AC converter 20 and the AC / DC converter 22 are controlled, that is, the power supplied to the drive motor 12 is controlled.

  When the power generated by the generator 18 is supplied to the drive motor 12, the control device 50 controls the gasoline injection valve 28 when using gasoline fuel so as to achieve the required output of the drive motor 12. (The injection period, that is, the pulse width of the pulse signal transmitted to the injection valve 28 is controlled), and the hydrogen injection valve 34 is controlled when hydrogen fuel is used. Further, the ignition plug 40 is controlled to adjust the fuel ignition timing.

  From here, starting of the engine 24 according to the present invention will be described.

  As starting of the engine 24, first, the control device 50 controls the generator 18 as a starter and rotates (cranks) the crankshaft of the engine 24.

  When the cranking is started, the control device 50 next controls the hydrogen injection valve 34 to supply hydrogen fuel to the combustion chamber 36, and burns the supplied fuel by ignition of the spark plug 40. At this time, the injection period of the hydrogen fuel supplied to the combustion chamber 36 (corresponding to the “starting injection period” described in the claims), that is, the starting pulse width, detects the temperature of the cooling water of the engine 24. It is determined on the basis of a signal from the water temperature sensor 62 and a starting pulse width determination table created in advance and stored as data in a storage device (not shown) (see FIG. 4). The table is created such that the lower the water temperature, that is, the lower the temperature of the engine 24, the longer the injection period (so that the starting pulse width becomes larger).

  When supply of fuel and ignition are started and the engine speed detected by the engine speed sensor 60 reaches a predetermined cranking stop speed, the control device 50 stops the control of the generator 18. Thereby, the engine 24 rotates only by combustion of fuel.

  After that, when the engine speed reaches a predetermined idle speed, the control device 50 extends the injection period of the hydrogen injection valve 34 to a period in which the idle speed can be maintained. This injection period, that is, the pulse width for maintaining the idle, is a signal from the water temperature sensor 62 that detects the temperature of the cooling water of the engine 24, and an idle that is created in advance and stored as data in a storage device (not shown). It is determined based on the sustaining pulse width determination table (see FIG. 5). Thereby, the engine 24 is maintained at the idling speed.

  As described above, it is sufficient that the engine 24 reaches the idling speed and the start is successful, but the engine 24 may fail.

  The failure of starting here means that the hydrogen fuel injected by the hydrogen injection valve 34 when the generator 18 is driving the engine 24 is insufficient, and the engine speed does not reach the cranking stop speed, or the cranking stop speed. This means that after the control of the generator 18 stops, the engine speed does not become the idle speed, or the engine speed decreases to zero.

  This is because the start pulse width is determined based on the water temperature and the table shown in FIG. 4 and the hydrogen injection valve 34 is driven with the start pulse width, so that the invalid injection period is substantially expanded. This is because the necessary amount of hydrogen fuel is not supplied to the combustion chamber 36.

  This invalid injection period is extended by, for example, oil that lubricates between the rotor 42 and the trochoid surface 44 entering the hydrogen injection valve 34, and its viscosity increases due to a decrease in temperature, and the needle valve in the hydrogen injection valve 34 moves. It happens because it doesn't retreat smoothly.

  As a countermeasure, the control device 50 executes the control as shown in the time chart of FIG. FIG. 6 is a time chart when the invalid injection period is extended.

  More specifically, the control device 50 starts cranking of the engine 24 by the generator 18 (timing tA). Then, a pulse signal having a pulse width Wx is output to the hydrogen injector 24, and fuel is supplied to the combustion chamber 36 by the injector 24. Further, the throttle valve 38 is controlled so that the intake air amount corresponding to the pulse width Wx is obtained.

  When the engine speed reaches the cranking stop speed N1, the control device 50 stops the control of the generator 18.

  When the control of the generator 18 is stopped, the invalid injection period is extended and the amount of hydrogen fuel supplied to the combustion chamber 36 is insufficient, so that the rotational speed of the engine 24 decreases from the cranking stop rotational speed N1.

  When the engine speed decreases to zero, the control device 50 starts cranking the engine 24 again by the generator 18 (timing tB). This time, the injection period is extended, that is, a pulse signal having a pulse width Wy larger than the pulse width Wx is output to the hydrogen injector 24, and the fuel is supplied to the combustion chamber 36 by the injector 24. Further, the throttle valve 38 is controlled so that the intake air amount corresponding to the pulse width Wy is obtained.

  When the engine speed reaches the cranking stop speed N1, the control device 50 stops the control of the generator 18. This time, since the pulse width is increased to Wy, the engine speed increases toward the idle speed N2 without decreasing.

  However, since the engine speed is large and exceeds the idle speed N2 due to the pulse width being increased to Wy, the control device 50 controls the generator 18 as a generator, and the amount of power generation is determined as the engine speed. Increases as the engine speed approaches the idle speed N2 (timing tC). That is, the rotational resistance with respect to the engine 24 by the generator 18 is increased as the idling speed N2 is approached. Thereby, blowing up is suppressed.

  When the engine speed becomes the idle speed (timing tD), the control device 50 controls the throttle valve 38 to reduce the intake amount until just before the engine speed drops from the idle speed N2. Thereby, overlean is suppressed.

  When the intake air amount is reduced to just before the engine speed drops from the idle speed N2, the control device 50 controls the generator 18 to reduce the power generation amount (timing tE). At the same time, the throttle valve 38 is controlled to reduce the intake air amount and the injection amount of the hydrogen injection valve 24, that is, the pulse width is reduced so that the engine speed can be maintained at the idle speed N2. .

  When the power generation amount becomes zero and when the intake air amount and the injection amount are further decreased, the idle speed N2 cannot be maintained (timing tF), the control device 50 stops the control of the generator 18 and turns the throttle valve 38 on. Keep it as it is. Further, the pulse width Wz at that time is maintained as an idle maintaining pulse width necessary for maintaining the idle speed N2.

  Thereby, even if the invalid injection period is extended, the engine 24 can be started.

  However, if the water temperature at the next start of the engine 24 is the same and the expansion of the invalid injection period has not been eliminated, the engine 24 is started again as shown in the time chart of FIG. As a countermeasure, the control device 50 updates the starting pulse width to a value that takes into account the expansion of the invalid injection period. Specifically, the starting pulse width is increased by an amount corresponding to the expansion of the invalid injection period. For this purpose, an extension of the invalid injection period is calculated.

  A method for calculating the extension of the invalid injection period will be described with reference to FIG.

  FIG. 7A shows a pulse having a start pulse width Wx when the start fails as shown in FIG. The start failure occurs because the invalid injection period has increased by ΔPi from Pi when the start was successful, in other words, the effective injection period has decreased by ΔPi from the value when the start was successful to Pvx. ing. At this stage, the actual values of the invalid injection period and the effective injection period (Pi, ΔPi, and Pvx) are unknown.

  FIG. 7B shows a pulse having a pulse width Wy when the fuel injection amount is increased after the engine 24 has once failed to start as shown in FIG. The invalid injection period is naturally the same Pi + ΔPi as in the case of the starting pulse width Wx, and the effective injection period is Pvy that is sufficiently longer than Pvx.

  FIG. 7C shows an idle maintaining pulse width Wz for maintaining the idle speed N2, as shown in FIG. As a matter of course, the invalid injection period is Pi + ΔPi which is the same as that at the start pulse width Wx. Further, it is Pvy that can maintain the effective injection period and the idle rotation speed N2.

  FIG. 7D shows the idle maintaining pulse width Wz ′ before the invalid injection period is expanded, that is, after the engine 24 can be started without failing. The value is obtained by referring to the table shown in FIG. 5 stored in the storage device. In this case, the invalid injection period is Pi before expansion, and the effective injection period is Pvy capable of maintaining the idle rotation speed N2. The effective injection period Pvy for maintaining the idle speed N2 is constant regardless of the size of the invalid injection period.

  Therefore, a value obtained by subtracting the idle pulse width Wz ′ before the expansion from the idle pulse width Wz after the invalid injection period is expanded becomes an increase ΔPi of the invalid injection period.

  When the enlarged portion of the invalid injection period is calculated in this way, the control device 50 updates the starting pulse width value in the table shown in FIG. 4 stored in the storage device. For example, when the invalid injection period is expanded at the water temperature T3, the value obtained by adding the expanded amount to the starting pulse width Ws3 before the expansion is updated as the starting pulse width for the new water temperature T3.

  Similarly, the idle sustaining pulse width value in the table shown in FIG. 5 stored in the storage device is updated. For example, when the invalid injection period is expanded at the water temperature T3, a value obtained by adding the expanded portion to the idle maintenance pulse width Wi3 before the expansion is updated as the idle maintenance pulse width for the new water temperature T3.

  Thereby, when the water temperature when starting the engine 24 next is the same and the expansion of the invalid injection period has not been eliminated, the engine 24 can be started without failing once.

  The control flow relating to the start of the engine 24 executed by the control device 50 described above will be described with reference to the flowchart shown in FIG.

  First, in step S100, the control device 50 calculates the starting pulse width based on the water temperature detected by the water temperature sensor 62 and the table shown in FIG.

Next, in step S <b> 110, the control device 50 controls the generator 18 as a starter and starts the engine 24.

  Subsequently, in step S120, the control device 50 outputs the pulse signal having the starting pulse width calculated in step S100 to the hydrogen injector 34, and the hydrogen fuel injected by the hydrogen injector 34 into the combustion chamber 36 based on the signal. Then, control for igniting through the spark plug 40 is started.

  In step S130, the control device 50 determines whether or not the engine speed N exceeds the cranking stop speed N1 based on a signal from the engine speed sensor 60. If so, the process proceeds to step S140.

  In step S140, control device 50 stops control of generator 18. Thereby, the engine 24 rotates only by fuel combustion.

  In step S150, control device 50 determines whether or not starting of engine 24 has failed, that is, whether or not the engine speed has decreased or has increased toward idle speed N2. If the engine 24 has failed to start, the process proceeds to step S160. On the other hand, if the engine speed is increasing toward the idle speed, the engine 24 has been successfully started, and the control is terminated by proceeding to the end.

  In step S160, the control device 50 determines whether or not there is an abnormality that extends the invalid injection period.

  Specifically, for example, as described above, when oil enters the hydrogen injection valve 24 and its viscosity increases due to a decrease in temperature, the needle valve recedes and the invalid injection period extends. However, since the delay in the backward movement of the needle valve cannot be detected directly, it is detected indirectly by the hydrogen fuel pressure sensor 64 that detects the fuel pressure of the hydrogen fuel here.

  When there is no delay in the backward movement of the needle valve, the fuel pressure of the hydrogen fuel is lowered by the opening of the nozzle hole after a predetermined time has elapsed after the generation of one pulse signal. However, if a delay occurs in the retraction of the needle valve, the fuel pressure decreases after a predetermined time. The occurrence of a delay in the decrease in the fuel pressure indicates that the invalid injection period is expanded.

  That is, here, based on the hydrogen fuel pressure detected by the hydrogen fuel pressure sensor 64, the control device 50 determines whether or not there is a delay in lowering the fuel pressure as indicating an abnormality that extends the invalid injection period. If there is an abnormality, the process proceeds to step S170. Otherwise, the process proceeds to step S175.

  In step S170, the control device 50 stops fuel injection and ignition.

  In step S175, the control device 50 determines that the start failure of the engine 24 determined in step S150 is caused by an abnormality different from the abnormality that extends the invalid injection period, and a warning lamp (not shown) or the like is provided. To inform the driver of the abnormality. And it progresses to an end and complete | finishes this control.

  In step S180, the control device 50 controls the throttle valve 38 to correct the intake amount to be increased.

  In step S190, the control device 50 increases and corrects the starting pulse width calculated in step S100.

  In step S200, the control device 50 controls the generator 18 as a starter and starts restarting the engine 24.

  In step S210, the control device 50 outputs the pulse signal having the pulse width increased and corrected in step S190 to the hydrogen injector 34, and ignites the hydrogen fuel injected into the combustion chamber 36 by the hydrogen injector 34 based on the signal. Control for ignition through the plug 40 is started.

  In step S220, control device 50 determines whether engine speed N exceeds cranking stop speed N1 based on a signal from engine speed sensor 60. When it exceeds, it progresses to step S230.

  In step S230, the control device 50 controls the generator 18 as a generator.

  In step S240, control device 50 increases the power generation amount of generator 18 by a predetermined amount.

  In step S250, control device 50 determines whether or not engine speed N is substantially the same as idle speed N2 based on a signal from engine speed sensor 60. If they are almost the same, the process proceeds to step S260. Otherwise, the process returns to step S240.

  In step S260, the control device 50 controls the throttle valve 38 to decrease the intake air amount until immediately before the engine speed N detected by the engine speed sensor 60 falls from the idle speed N2.

  In step S270, control device 50 decreases the power generation amount of generator 18 and decreases the intake air amount and the pulse width so that engine speed N detected by engine speed sensor 60 can be maintained at idle speed N2. .

  In step S280, the control device 50 determines whether or not the power generation amount is zero. If zero, the process proceeds to step S290. Otherwise, the process returns to step S270.

  In step S290, the controller 50 determines the difference between the current pulse width and the idle maintenance pulse width before the start failure, that is, the idle maintenance pulse width of the same water temperature stored in the table shown in FIG. A new starting pulse width is calculated from the expanded invalid injection period, that is, the sum of the starting pulse width of the same water temperature stored in the table shown in FIG. 4 and the expanded invalid injection period is calculated.

  In step S300, the control device 50 stores the new start pulse width calculated in step S290 in association with the water temperature, that is, updates to the new start pulse width.

  In step S310, control device 50 stores the current pulse width in association with the water temperature as a new idle maintenance pulse width for maintaining idle rotation speed N2. That is, the pulse width is updated to the new idle maintenance pulse width. And it progresses to an end and complete | finishes this control.

  According to the present embodiment, when the engine 24 is started, if there is an abnormality that extends the invalid injection period within the starting injection period (starting pulse width), the intake air amount at the start is corrected to increase, and the injection at the start is performed. The period is corrected to be extended (the start pulse width is increased). Thereby, the required fuel can be supplied to the combustion chamber, and the engine 24 can be started reliably.

  Further, after the rotational speed of the engine 24 reaches the idle rotational speed N2, it is decreased until the power generation amount of the generator 18 becomes zero, and in parallel, the intake air amount is decreased so that the idle rotational speed N2 can be maintained. The pulse width is reduced. The pulse width that can maintain the idle speed N2 when the power generation amount of the generator 18 is zero is set as a new idle maintenance pulse width for maintaining the idle speed N2, and this new idle maintenance pulse width and The starting pulse width is corrected based on the difference from the idle maintaining pulse width of the table shown in FIG. 5 stored in the storage device. Thus, even when there is an abnormality that similarly extends the invalid injection period when the engine 24 is started next time, the start can be reliably performed.

  Further, the engine 24 is started based on the start-up injection period after being corrected in consideration of the temperature at the start-up and the corresponding increase in the invalid injection period. As a result, even if oil enters the fuel injection valve and its viscosity increases due to a temperature drop, the engine 24 can be started.

  Although the present invention has been described with reference to the above-described embodiment, the present invention is not limited to this.

  For example, in the above-described embodiment, the fuel used for starting the engine 24 is hydrogen fuel, but gasoline fuel may be used. The present invention can be applied if the fuel injection valve that may cause an abnormality in which the invalid injection period is extended is an engine that supplies fuel to the combustion chamber at the time of starting.

  Further, in the case of the above-described embodiment, as shown in FIG. 6, the generator power generation amount is increased so that the engine rotation speed does not exceed the idle rotation speed when the engine is restarted once failed to start. However, it is not limited to this.

  For example, as shown in FIG. 9, when the engine speed exceeds the idle speed N2 and the surplus speed reaches N3, the power generation amount of the generator is increased so that the speed converges to the idle speed N2. Also good.

  In this case, as shown in FIG. 10, step S235 is interposed between step S230 and step S240 of the flowchart shown in FIG.

  In step S235, the control device 50 determines whether or not the engine speed N detected by the engine speed sensor 60 exceeds a predetermined speed N3 (> N2). When it exceeds, it progresses to the following step S240.

  As a result, when the idling engine speed N2 is set to a low value, especially when the difference in engine speed between the cranking stop engine speed N1 and the idling engine speed N2 is small, that is, the engine engine speed is set so as not to exceed the idle engine speed N2. When it is difficult to increase the engine speed to the idle speed N2, the engine speed of the engine 24 can be smoothly set to the idle speed N2.

  As described above, the present invention can start the engine even when there is an abnormality in which the invalid injection period increases at the time of starting. Therefore, there is a possibility of being suitably used in the field of an engine provided with a fuel injection valve that may cause an abnormality in which the invalid injection period extends.

18 Generator 24 Engine 34 Fuel injection device (hydrogen injection valve)
36 Combustion chamber 50 Engine control means, generator control means, abnormality determination means (control device)

Claims (2)

A fuel injection device that supplies fuel to a combustion chamber of the engine; a generator that is driven by the engine to generate electric power; an engine control means that controls an intake air amount and a fuel injection time of the fuel injection device when the engine is started; An engine control device for an automobile comprising generator control means for controlling the power generation amount of the generator,
When the engine is started, it has an abnormality determination means for determining whether or not there is an abnormality that extends the invalid injection period within the start-up injection period,
The engine control means executes control to start the engine by correcting the increase in the intake air amount and extending the start-up injection period when the abnormality determination means determines that there is an abnormality,
The generator control means executes a control to increase the power generation amount of the generator so as to suppress an increase in engine speed due to the correction of the intake air amount and start-up injection period ; and
The engine control means reduces the intake air amount to an amount capable of maintaining the idle rotational speed after the engine rotational speed becomes substantially idle rotational speed,
The generator control means reduces the power generation amount of the generator until it becomes zero after the engine speed becomes substantially idle speed,
At the same time, the engine control means reduces the intake amount and shortens the injection period so that the idle speed can be maintained.
The injection period during which the idling speed can be maintained with the power generation amount of the generator being zero is defined as a new idling maintenance injection period for maintaining the idling speed, and the new idling maintenance injection period and the abnormality determination means An engine control apparatus for an automobile , comprising start-up injection period correction means for correcting the start-up injection period based on a difference from a recent idle maintenance injection period when it is determined that there is no abnormality . An automobile engine control device according to claim 1,
Temperature detecting means for detecting the temperature of the engine at the start,
Storage means for storing the temperature detected by the temperature detection means in association with the startup injection period corrected by the startup injection period correction means;
The engine control device for an automobile, wherein the engine control means starts the engine based on a start-up injection period stored in the storage means .

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