JPH1122599A - Controlling method for fuel injection device in internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure good starting property by implementing accumulation, in which compressed air in gas is sucked into an air blast valve on a part of plural cylinders at engine starting, in a device which mixes fuel with compressed air with the air blast valve and directly injects the mixture into cylinders. SOLUTION: By supplying fuel supplied by a fuel pump 43 to an air blast valve 21 through a fuel rail 41 on which a regulator 44 is provided, mixing the fuel with compressed air which is supplied 11, an engine driven air pump 32, and injecting the mixture into a cylinder 11, an internal combustion is operated. At engine starting, fuel supply to the air blast valve 21 for a part of plural cylinders is prohibited, accumulation in which compressed air produced in an cylinder on a compressing process is sucked into an air blast valve 21 is implemented a given times. After the pressure of compressed air from the air pump 32 reaches a set pressure, mixing of fuel and compressed air and injection supply of mixture into the engine cylinder are started.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a method for controlling a fuel injection device in an internal combustion engine.

[0002]

2. Description of the Related Art As a control method of a fuel injection device in an internal combustion engine, a fuel supplied from a pressurized fuel supply source is measured and mixed with compressed air supplied from a compressed air supply source driven by the engine. An air blast valve for directly injecting the fuel into the cylinder is disposed in the engine cylinder. When the engine is started, fuel supply from the pressurized fuel supply source to the air blast valve is prohibited, and the engine cylinder generated in the engine compression stroke. The pressure accumulation action for taking the compressed air into the air blast valve is performed a predetermined number of times, and is disclosed in, for example, Japanese Patent Application Laid-Open No. Hei 2-233866.

In the control method disclosed in this publication, when the engine is started, the fuel supplied from the pressurized fuel supply source is a non-compressed fluid and immediately rises to the set pressure. Since the compressed air supplied from the air supply source is a compressed fluid, it does not immediately rise to the set pressure,
This compressed air is intended to solve the problem that an appropriate amount of fuel cannot be properly atomized and injected into the engine cylinder from the air blast valve. Inhibiting fuel supply and accumulating the compressed air generated in the engine cylinder during the engine compression stroke into the air blast valve, and metering and supplying the fuel from the pressurized fuel supply to the air blast valve The injection operation of mixing the compressed air and the metered fuel and directly injecting it into the engine cylinder is alternately repeated a plurality of times. Note that this control method can also be adopted for a multi-cylinder internal combustion engine, in which case, in all of the air blast valves provided in each of the plurality of engine cylinders, when the engine is started,
The pressure accumulation operation and the injection operation are alternately repeated a plurality of times.

[0004]

In the control method disclosed in the above-mentioned publication, the pressure accumulating operation and the injection operation are performed alternately, and each air blast valve is moved into each engine cylinder. The injection of the air-fuel mixture is performed intermittently, and although the compressed air at the set pressure is obtained by the pressure accumulating action, the necessary and sufficient amount of compressed air may not be obtained. Since the air-fuel mixture may be injected and supplied into the engine cylinder in a state in which atomization (atomization) is not performed accurately (a state in which ignition is difficult), it is not possible to shorten the engine start time and obtain good engine startability. difficult.

[0005]

SUMMARY OF THE INVENTION The present invention has been made to address the above-mentioned problems, and has been made to measure a fuel supplied from a pressurized fuel supply and to supply the fuel from a compressed air supply driven by an engine. An air blast valve is provided in each of the plurality of engine cylinders for mixing and injecting the supplied compressed air into the engine cylinder to directly inject the fuel into the engine cylinder. When the engine is started, fuel from the pressurized fuel supply source to the air blast valve is provided. A method for controlling a fuel injection device in an internal combustion engine, wherein a supply pressure is inhibited and a pressure accumulating action for taking compressed air in an engine cylinder generated in an engine compression stroke into an air blast valve is executed a predetermined number of times. At the initial stage of engine start until the pressure of the compressed air supplied from the engine reaches the set pressure and the flow rate reaches a predetermined value, at least a part of the plurality of air blast valves is A pressure accumulating function, and the rest of the plurality of air blast valves suspends fuel metering, mixing of fuel and compressed air, and injection of an air-fuel mixture into an engine cylinder. From the middle stage of the engine start after the pressure of the compressed air supplied from the source reaches the set pressure and the flow rate reaches the predetermined value, a part of the plurality of air blast valves measures the fuel, mixes the fuel and the compressed air, and starts the engine. It is characterized in that the injection supply of the air-fuel mixture into the cylinder is started.

In this case, in the early stage of the engine start,
All of the plurality of air blast valves perform the pressure accumulating action, the remaining of the plurality of air blast valves perform the pressure accumulating action during the engine start period, and the compressed air supply. From the late stage of the engine start after the flow rate of the compressed air supplied from the source exceeds the predetermined value and reaches the set value, the remainder of the plurality of air blast valves measures the fuel, mixes the fuel and the compressed air, and sets the inside of the engine cylinder. To start the injection supply of the air-fuel mixture to the compressor, and to distribute the compressed air obtained by the pressure accumulation from the air blast valve that performs the pressure accumulation to the air blast valve that does not perform the pressure accumulation. It is also possible.

[0007]

In the control method according to the present invention, the plurality of air blasts are provided at the initial stage of engine start until the pressure of the compressed air supplied from the compressed air supply source reaches the set pressure and the flow rate reaches the predetermined value. At least a portion of the valves perform the pressure accumulating action, and the rest of the plurality of air blast valves suspend fuel metering and mixing of fuel and compressed air and injection of a mixture into the engine cylinder. Therefore, in the early stage of engine start, compressed air is accumulated in each air blast valve, but is not consumed at all, and the pressure of the compressed air supplied from the compressed air supply source reaches the set pressure and the flow rate reaches the predetermined value. The time to reach can be reduced. Further, from the middle stage of the engine start after the pressure of the compressed air supplied from the compressed air supply source reaches the set pressure and the flow rate reaches the predetermined value, a part of the plurality of air blast valves measures the fuel and compresses the fuel and the fuel. Since a series of injection actions such as mixing of air and injection supply of air-fuel mixture into the engine cylinder are started, an air blast valve that performs the injection action measures an appropriate amount of fuel by compressed air that has reached a set pressure. It is possible to use the amount of compressed air necessary to atomize the fuel satisfactorily, and to reduce the engine state (combustion operation in some cylinders is stopped). ), The engine speed can be increased quickly, and the flow rate of the compressed air supplied from the compressed air supply source is appropriately measured by all the air blast valves. It can be increased quickly to a necessary and sufficient flow rate to allow good atomization. Therefore, from the start of the engine start, when the atomization of the fuel measured in an appropriate amount by all the air blast valves can perform a good and accurate injection action (this is the end of the engine start, the normal state of the engine ), The engine start time up to the start of operation can be shortened, and consequently, a good ignition start can be obtained in a short time.

When the control method according to the present invention is carried out, if all of the plurality of air blast valves execute the pressure accumulating action at the initial stage of the engine start, the air blast valves are supplied from a compressed air supply source. The time until the pressure of the compressed air reaches the set pressure and the flow rate reaches the predetermined value can be further reduced, and the engine start time can be reduced.

In the case where the remaining portion of the plurality of air blast valves performs the pressure accumulating operation in the middle period of the engine start, a good mist of the fuel which is appropriately measured by all the air blast valves is provided. Thus, it is possible to obtain a flow rate necessary and sufficient in a short time so as to make it possible to shorten the operating time in the reduced cylinder state of the engine, and to shorten the engine starting time.

[0010] Further, from the latter half of the engine start after the flow rate of the compressed air supplied from the compressed air supply source exceeds a predetermined value and reaches a set value, the remaining of the plurality of air blast valves is used for measuring and measuring the fuel. If the flow of compressed air reaches the set value, the flow of compressed air and the mixture of compressed air and the injection supply of air-fuel mixture into the engine cylinder are started. By setting the flow rate to be necessary and sufficient to enable good atomization of the measured fuel, the engine can be operated in the normal state from the latter half of the engine start, and the engine is operated in the normal state. The starting point can be advanced, and the fuel consumption and the emission immediately after the start can be improved.

In the case where the compressed air obtained by the pressure accumulation is distributed from the air blast valve that performs the pressure accumulation to the air blast valve that does not execute the pressure accumulation, the engine may be operated in the early or middle stage of engine start. The compressed air obtained by the pressure accumulation function can be supplied to the air blast valve which does not perform the pressure accumulation function, and the air blast valve measures the fuel, mixes the fuel and the compressed air, and mixes the air into the engine cylinder. Compressed air obtained by the pressure accumulating action can be used effectively when the injection supply of the air is started.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 and 2 schematically show a fuel injection device for a four-cylinder internal combustion engine implementing the control method according to the present invention. , 14, a compressed air supply device 30 for supplying compressed air to each of the air blast valves 21, 22, 23, 24 and a compressed fuel. The pressurized fuel supply device 40, each air blast valve 21,
An operation control device 50 for controlling the operations of 2, 23 and 24 is provided.

Each of the engine cylinders 11, 12, 13, and 14 has an intake valve 11 as shown in FIG.
a intake port 11b and an exhaust valve 11c opened and closed by a
An exhaust port 11d is opened and closed by the air intake port 11b. Air is taken into the intake port 11b through an air cleaner 15, an intake pipe 16, an air flow meter (sensor for detecting an intake air amount) 61, a throttle valve 17, and a surge tank 18. The throttle valve 17 is provided with a throttle valve opening sensor 62 for detecting the valve opening, and the surge tank 18 is provided with a temperature sensor 63 for detecting the intake air temperature.

Each air blast valve 21, 22, 23, 24
Is known per se, for example, in JP-A-7-83146, and the air rail 3 of the compressed air supply device 30 is
1. A fuel metering injection valve (solenoid valve not shown) for metering and injecting fuel supplied from the fuel rail 41 of the pressurized fuel supply device 40 into the compressed air supplied from 1; The mixture of the compressed fuel and the compressed air is injected into the injection nozzles 21a, 22a, 23a, 24a.
And a fuel injection valve (a solenoid valve (not shown)) for directly injecting the fuel into each of the engine cylinders 11, 12, 13, and 14, and the air rail 31 and the fuel rail 41 are shared.

The compressed air supply device 30 is driven and stopped in conjunction with an air rail 31 for supplying compressed air to each of the air blast valves 21, 22, 23, 24 and a crankshaft (not shown) of the internal combustion engine 10. An air pump 32, a regulator (pressure regulating valve) 33 as a holding means for keeping the pressure of the compressed air discharged from the air pump 32 and supplied to the air rail 31 constant so as not to exceed a set pressure P1 (for example, 550 kpa). A check valve 35 interposed in a connection pipe 34 connecting the regulator 33 and the air pump 32.
And so on. As shown in FIG. 1, the air pump 32 sucks the air that has passed through the air cleaner 61 from the intake pipe 16 through the connection pipe 36 and discharges the air toward the air rail 31.

The pressurized fuel supply device 40 is driven / stopped in conjunction with the operation of the internal combustion engine 10 by the fuel rail 41 for supplying pressurized fuel to each of the air blast valves 21, 22, 23, and 24. A fuel pump 43 that sucks and discharges fuel from a tank 42 and maintains a constant pressure so that the pressure of pressurized fuel discharged from the fuel pump 43 and supplied to the fuel rail 41 does not exceed a set pressure P2 (for example, 620 kpa). Regulator (pressure regulating valve) 44 as holding means for keeping
A connection pipe 45 connecting the fuel rail 41 and the fuel pump 43, a connection pipe 46 connecting the regulator (pressure regulating valve) 44 and the fuel tank 42, and a connection pipe 47 connecting the fuel tank 42 and the fuel pump 43. The fuel is supplied from the fuel pump 43 to the fuel rail 41 at a pressure higher than the pressure of the compressed air (the set pressure P1) by a predetermined amount, and excess fuel is supplied from the regulator (pressure regulating valve) 44 to the fuel tank 42. It is designed to reflux.

The operation control device 50 includes a driving driver 51.
And controls the operation of each of the air blast valves 21, 22, 23, and 24 via a microcomputer including a microcomputer with a built-in timer.
A throttle valve opening sensor 62 and a temperature sensor 63; a water temperature sensor 64 for detecting a coolant temperature of the internal combustion engine 10; and a crank angle sensor 6 for detecting a crank angle of the internal combustion engine 10.
5. A control program according to flowcharts shown in FIGS. 6 to 8 based on each detection signal from a rotation speed sensor 66 for detecting the rotation speed Ne of the internal combustion engine 10 and on / off of a starter switch 67 of the internal combustion engine 10. Is to be executed.

Next, the operation of this embodiment will be described with reference to the flowcharts shown in FIGS. Operation control device 5
When the ignition switch (not shown) is turned on, the fuel injection control routine shown in FIG. 6 is executed by interruption every 1 ms.
At 0, information such as intake air amount, throttle valve opening, intake air temperature, cooling water temperature, crank angle, engine speed Ne from the sensors 61 to 66, and ON / OF of the starter switch 67
The reading of the F information is executed, and it is determined in step 101 whether the starter switch 67 is ON, and in step 102, it is determined whether the rotation speed Ne of the internal combustion engine 10 is equal to or more than the idle rotation speed Nidle. Until the starter switch 67 is turned ON, “N
O, the steps 100, 101, and 102 are repeatedly executed, and the starter switch 67 is turned on (see the point a in FIG. 3). Step 105 is executed.

In step 103, the air pressure P in the air rail 31 and the amount Q of air discharged from the air pump 32 are calculated. The calculation in step 103 is based on the elapsed time after the starter switch 67 is turned on and the counter C to be described later.
The relationship among the air pressure P, the discharge air amount Q, the elapsed time, and the value of the counter C is experimentally obtained in advance. In step 104, it is determined whether the air pressure P is equal to or higher than the set pressure P1, and in step 105, it is determined whether the discharge air amount Q is equal to or higher than the set value Q2. In addition,
When the air pressure P reaches the set pressure P1, the discharge air amount Q reaches a predetermined value Q1 (see point b in FIG. 3).

After the starter switch 67 is turned on, a step is taken at the initial stage of engine start until the air pressure P reaches the set pressure P1 and the discharge air amount Q reaches the predetermined value Q1 (between points a and b in FIG. 3). If "NO" is determined in step 104, steps 106 and 107 are executed, and the discharge air amount Q reaches the set value Q2 after reaching the predetermined value Q1 (FIG. 3).
(Between point b and point c), the engine is in the middle stage of starting, "YES" is determined in step 104, and "NO" is determined in step 105, and steps 108 and 107 are executed. After Q reaches the set value Q2 (FIG. 3
Steps 104 and 10 in the latter half of the engine start after point c).
If both are determined to be "YES" in step 5, step 10
9, 110 are executed.

In step 106, both air blast valves 2
The fuel injection valves 1 and 23 are kept in a stopped state (the fuel metering injection valve and the fuel-air mixture injection valve are not operated) to measure the fuel, mix the fuel and the compressed air, and supply the fuel-air mixture into the engine cylinders 11 and 13. Is stopped, and in step 107, the compressed air intake routine shown in detail in FIG. 7 is executed by both air blast valves 22 and 24. In step 108,
The fuel injection routine shown in detail in FIG. 8 is executed by the two air blast valves 21 and 23, the value of the counter C is reset in step 109, and in step 110, all the air blast valves 21, 22, 23, At 24, the fuel injection routine detailed in FIG. 8 is executed.

In the compressed air intake routine shown in FIG. 7, it is determined in step 111 whether the crank angle θ has reached the predetermined angle θA (as shown in FIG. 4 and FIG.
It is determined whether the internal pressures of the engine cylinders 12 and 14 have risen to the set pressure P1 during the engine compression stroke of step 4) and step 1
13, whether the crank angle θ has reached the predetermined angle θB (as shown in FIGS. 4 and 5, whether the internal pressure of the engine cylinders 12 and 14 has decreased to the set pressure P1 during the engine compression stroke of the engine cylinders 12 and 14). ) Is determined, the mixture injection valve of both air blast valves 22 and 24 is opened in step 112, and the mixture injection valve of both air blast valves 22 and 24 is closed in step 114. In step 115, the value of the counter C is counted up. Therefore, by executing the compressed air intake routine of FIG. 7, the compressed air in the engine cylinders 12 and 14 generated in the engine compression stroke while the fuel supply is prohibited by the air blast valves 22 and 24 is air blasted. A pressure accumulating action is obtained in which the air in the air rail 31 is compressed by being taken into the valves 22 and 24.

In the fuel injection routine shown in FIG. 8, the operation state of the internal combustion engine 10 is grasped in step 116 based on the information from the sensors 61 to 66, and in step 117
Injection timing θf, θm (θf is the crank angle at which the fuel metering injection valve in the air blast valve starts the valve opening operation, and θm is the air-fuel mixture injection in the air blast valve) (The crank angle at which the valve starts the valve opening operation) is set, and in step 118, the air blast air amount suitable for the operation state grasped in step 106, that is, in addition to the fuel metered by the air blast valve, The amount of compressed air to be injected is calculated. In step 119, the amount of fuel injection suitable for the operating state grasped in step 106, that is, the amount of fuel metered and injected by the air blast valve is calculated.
In step 121, it is determined whether the crank angle θ has reached the injection timing θf set in step 117. In step 121, the fuel metering injection valve in the air blast valve is opened for a predetermined time, and the fuel of the fuel injection amount calculated in step 119 is determined. Is measured, at step 122, it is determined whether the crank angle θ has reached the injection timing θm set at step 117. At step 123, the air-fuel mixture injection valve in the air blast valve is opened for a predetermined time and calculated at step 118. The compressed air of the determined air blast air amount is injected into the engine cylinder as the fuel mixture metered and injected at step 121 to the engine cylinder.

As apparent from the above description of the operation and FIG. 3, in this embodiment, the air pressure P of the compressed air supplied from the air pump 32 to the air rail 31 is equal to the set pressure P1.
At the beginning of the engine start (between points a and b in FIG. 3) until the discharge flow rate Q reaches the predetermined value Q1.
2 and 24 perform the pressure accumulation operation, and the two air blast valves 21 and 23 stop the measurement of the fuel, the mixing of the fuel and the compressed air, and the injection supply of the air-fuel mixture into the engine cylinders 11 and 13. Therefore, the compressed air is accumulated at the air blast valves 21 to 24 at the initial stage of the engine start, but is not consumed at all, and the air pressure P of the compressed air supplied from the air pump 32 to the air rail 31 becomes equal to the set pressure P.
1 and the time required for the discharge flow rate Q to reach the predetermined value Q1 can be reduced.

Further, the air rail 32 is moved from the air pump 32 to the air rail 31.
After the air pressure P of the compressed air supplied to the engine reaches the set pressure P1 and the discharge flow rate Q reaches the predetermined value Q1, the engine is started in the middle stage (FIG. 3).
Between point b and point c), the two air blast valves 21 and 23 measure the fuel, mix the fuel and the compressed air, and mix the engine cylinder 1
Since a series of injection actions such as injection and supply of the air-fuel mixture into the insides of the fuel injection chambers 13 and 13 are started, the air blast valves 21 and 23 for starting and executing the injection action use the compressed air that has reached the set pressure P1 to adjust the fuel to an appropriate amount. It is possible to measure the amount of compressed air and to use an amount of compressed air necessary for atomizing the fuel satisfactorily, and to reduce the internal combustion engine 10 in a reduced cylinder state (some engine cylinders 12, 14). (In a state where the combustion operation is stopped), the rotation speed Ne of the internal combustion engine 10 can be quickly increased, and the flow rate (discharge rate) of the compressed air supplied from the air pump 32 to the air rail 31 can be increased. Flow rate Q) for all air blast valves 2
It is possible to quickly increase the flow rate Q2 necessary and sufficient to enable good atomization of the appropriately metered fuel in 1 to 24. Therefore, from the start of engine start (when the starter switch 67 is ON), all the air blast valves 21 to
When the atomization of the appropriately metered fuel is performed at 24 and it is possible to execute an accurate injection action (this is the time when the engine has been started and the time when the engine starts operating in the normal state). point)
Can be shortened, and consequently, good ignition can be started in a short time.

In the above-described embodiment, both air blast valves 21 and 21 are provided at the initial stage of engine start (between points a and b in FIG. 3).
3, the air blast valves 21 and 23 are also connected to the air blast valves 22 and 2 at this time.
4, it is also possible to implement and carry out the pressure accumulation operation. In this case, the air pump 32
The time until the air pressure P of the compressed air supplied to the air rail 31 reaches the set pressure P1 and the flow rate Q reaches the predetermined value Q1 (the time between points a and b in FIG. 3) can be further reduced. In addition, the engine start time can be reduced.

In the above-described embodiment, the air blast valve 2 is used even during the middle stage of engine start (between points b and c in FIG. 3).
2 and 24 perform the above-described pressure accumulating operation, and obtain a necessary and sufficient flow rate Q2 in a short period of time to enable good atomization of the appropriately metered fuel in all the air blast valves 21 to 24. However, it is also possible to configure and implement such that both air blast valves 22 and 24 are brought into a halt state without executing the pressure accumulating action in the middle stage of engine start.

In the above embodiment, the engine is started late (after point c in FIG. 3) after the flow rate (discharge flow rate Q) of the compressed air supplied from the air pump 32 to the air rail 31 reaches the set value Q2. , All air blast valves 21-2
At 4, the fuel is measured, the fuel and the compressed air are mixed, and the mixture is injected into the engine cylinder.
Although the operation start time of the internal combustion engine 10 in the normal state is advanced to improve the fuel efficiency and the emission immediately after the start, all the air blast valves 21 to 2 are improved.
The point in time at which the measurement of the fuel, the mixing of the fuel and the compressed air, and the injection and supply of the air-fuel mixture into the engine cylinder are executed at 4 may be performed as the time when the starter switch 67 is turned off.

In the above embodiment, the air pressure is obtained from the air blast valves 22 and 24 that perform the pressure accumulation operation via the air rail 31 to the air blast valves 21 and 23 that do not perform the pressure accumulation operation. In the middle stage of engine startup, the configuration shown in FIG.
As shown, the compressed air obtained by the pressure accumulation action is supplied to both the air blast valves 21 and 23, and the air blast valves 21 and 23 measure the fuel, mix the fuel and the compressed air, and supply the compressed air into the engine cylinder. The compressed air obtained by the pressure accumulating action is effectively used when performing the injection and supply of the air-fuel mixture to the air, but the air rail 31 is connected to the air passages of the air blast valves 21, 22, 23 and 24. A check valve for preventing air from flowing into the air rail 31 may be interposed in each of the connecting passages so that the compressed air obtained by the pressure accumulating action is not distributed.

In the above embodiment, the air pressure P in the air rail 31 and the air pressure of the air pump 32 are determined based on the elapsed time after the starter switch 67 is turned on and the value of the counter C in step 103 of FIG. Although the discharge air amount Q is calculated, the air pressure P in the air rail 31 is calculated.
And the discharge air amount Q of the air pump 32 can be detected by the pressure sensor and the flow sensor, respectively, and the air pressure P in the air rail 31 and the discharge air amount Q of the air pump 32 are calculated based on information from the pressure sensor and the flow sensor. It is also possible to carry out as follows.

Further, in the above embodiment, the control method according to the present invention is applied to the fuel injection device of the four-cylinder internal combustion engine 10, but the control method according to the present invention applies to other multi-cylinder internal combustion engines (for example, a two-cylinder internal combustion engine). , 6-cylinder internal combustion engine, etc.) can be similarly or appropriately modified.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing one embodiment of a fuel injection device in a four-cylinder internal combustion engine with respect to one cylinder.

FIG. 2 is a diagram schematically showing an overall configuration of the fuel injection device shown in FIG.

3 is an operation explanatory diagram at the time of starting of a four-cylinder internal combustion engine including the fuel injection device shown in FIGS. 1 and 2. FIG.

FIG. 4 is a diagram showing the opening / closing timing of an air-fuel mixture injection valve in an air blast valve that accumulates pressure.

FIG. 5 is a diagram showing the opening timing of an air-fuel mixture injection valve in an air blast valve that accumulates pressure, together with the respective opening timings of an intake valve and an exhaust valve.

FIG. 6 is a flowchart of a fuel injection control routine executed by the operation control device shown in FIGS. 1 and 2;

FIG. 7 is a flowchart of a compressed air intake routine shown in FIG. 6;

FIG. 8 is a flowchart of a fuel injection routine shown in FIG.

[Explanation of symbols]

10 ... internal combustion engine, 11, 12, 13, 14 ... engine cylinder,
11a ... intake valve, 11b ... intake port, 11c ... exhaust valve, 11d ... exhaust port, 21, 22, 23, 24 ... air blast valve, 30 ... compressed air supply device, 31 ... air rail, 32 ... air pump, 33 ... regulator , 34 ...
Connection pipe, 35 ... Check valve, 36 ... Connection pipe, 40 ... Pressurized fuel supply device, 41 ... Fuel rail, 42 ... Fuel tank, 43 ... Fuel pump, 44 ... Regulator, 50 ...
Operation control device, 61: air flow meter, 62: throttle valve opening sensor, 63: temperature sensor, 64: water temperature sensor, 65: crank angle sensor, 66: rotation speed sensor, 6
7 Starter switch.

Claims (5)

[Claims] An air blast valve for measuring fuel supplied from a pressurized fuel supply source, mixing it with compressed air supplied from a compressed air supply source driven by an engine, and injecting directly into an engine cylinder. A plurality of engine cylinders are provided, respectively, for prohibiting fuel supply from the pressurized fuel supply source to the air blast valve at the time of starting the engine, and distributing compressed air in the engine cylinder generated in an engine compression stroke to the air blast valve. In the method for controlling a fuel injection device in an internal combustion engine, wherein a pressure accumulating action taken in the internal combustion engine is performed a predetermined number of times, the pressure of the compressed air supplied from the compressed air supply source reaches a set pressure and the flow rate reaches a predetermined value. At an early stage of engine start, at least a part of the plurality of air blast valves performs the pressure accumulating action, and the remaining of the plurality of air blast valves is Measurement, mixing of fuel and compressed air, and injection and supply of air / fuel mixture into the engine cylinder are stopped, and the pressure of the compressed air supplied from the compressed air supply source reaches a set pressure and the flow rate reaches a predetermined value. A part of the plurality of air blast valves starts fuel metering, mixing of fuel and compressed air, and injection and supply of air-fuel mixture into the engine cylinder from the middle stage of engine start after the engine has reached the predetermined time. A method for controlling a fuel injection device in an internal combustion engine. 2. The method according to claim 1, wherein all of the plurality of air blast valves execute the pressure accumulating action at an early stage of the engine start. 3. The control method for a fuel injection device in an internal combustion engine according to claim 1, wherein the remaining portion of the plurality of air blast valves performs the pressure accumulation operation in the middle period of the engine start. . 4. The remaining portion of the plurality of air blast valves measures fuel and fuel from a later stage of engine start after a flow rate of compressed air supplied from the compressed air supply source exceeds a predetermined value and reaches a set value. 4. The control method for a fuel injection device in an internal combustion engine according to claim 1, wherein the mixing of the fuel and the compressed air and the injection and supply of the air / fuel mixture into the engine cylinder are started. 5. The compressed air obtained by the pressure accumulation action is distributed from the air blast valve that executes the pressure accumulation action to the air blast valve that does not execute the pressure accumulation action. 5. The method for controlling a fuel injection device in an internal combustion engine according to claim 3, 3 or 4.