JP2000303887A - Fuel injector for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent deterioration in exhaust gas properties and that in performance properties by realizing highly accurate fuel injection, even if a pressure sensor has abnormality. SOLUTION: A pressure detection means 15 detects pressure in an accumulation chamber 3. A pressure estimation means 32 estimates the pressure in the accumulation chamber 3 based on force feed quantity from a fuel pump and injection quantity from a fuel injection valves 4. Under normal operation, a first control means 36 controls the operation of a pressure adjustment means 8a, based on detecting pressure from a pressure detection means 15 to carry out pressure adjustment, so that the pressure in the pressure accumulation chamber 3 becomes the target pressure. When an abnormality detection means 31 detects abnormality in the pressure detection means 15, a second control means 37 controls the operation of the pressure adjustment means 8a based on the estimating pressure from a pressure estimation means 32 to carry out pressure adjustment, so that the pressure in the pressure accumulation chamber 3 becomes the target pressure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device for an internal combustion engine, and more particularly to a fuel injection device for an internal combustion engine that injects high-pressure fuel stored in a pressure accumulation chamber into each cylinder from an injection valve.

[0002]

2. Description of the Related Art There is known a fuel injection device for an internal combustion engine in which high-pressure fuel stored in an accumulator is directly injected into each cylinder from an injection valve in order to atomize injected fuel. For example, in a diesel engine, a common rail type fuel injection device has been put to practical use in which high pressure fuel supplied from a high pressure pump is accumulated in a common rail, and an injector is operated to directly inject high pressure fuel into a combustion chamber.

In the fuel injection device of this type, the actual injection amount from the injection valve depends on the pressure in the accumulator. Therefore, the target injection amount determined according to the operating state of the engine and the fuel pressure in the accumulator. The drive time of the injection valve is controlled by determining the current supply time to the injection valve. At this time, in order to make the actual injection amount from the injection valve coincide with the target injection amount,
It is necessary to accurately detect the pressure in the accumulator and feed back the detected pressure to pressure adjustment in the accumulator to actively control the pressure in the accumulator to the target pressure.

[0004] However, the pressure in the accumulator is generally detected by a pressure sensor provided in the accumulator. However, if an abnormality occurs in the pressure sensor, the pressure in the accumulator cannot be detected, and a normal fuel injection is performed. Cannot be performed, and the operation cannot be continued. Therefore, Tokiko 7-3
As disclosed in Japanese Patent No. 0732, when an abnormality occurs in the pressure sensor, it is determined that the pressure in the accumulator is equal to the target pressure, the energization time to the injection valve is determined, the injection valve is driven and controlled, and the abnormality in the pressure sensor There has been proposed a technology that enables the operation to be continued even when the occurrence of a problem occurs.

[0005]

However, the above-described technique is a prospective control based on the premise that the pressure in the accumulator is equal to the target pressure. If the pressure in the accumulator actually deviates from the target pressure, There has been a problem that excess or deficiency occurs in the injected fuel, which leads to deterioration of exhaust gas characteristics and performance characteristics.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and is intended to realize high-precision fuel injection even when an abnormality occurs in a pressure sensor, thereby preventing deterioration of exhaust gas characteristics and performance characteristics. To provide a fuel injection device for an internal combustion engine.

[0007]

In order to achieve the above object, in a fuel injection device for an internal combustion engine according to the present invention, a pressure detecting means detects a pressure in a pressure accumulating chamber, and a pressure estimating means detects a pumping amount from a fuel pump. And estimating the pressure in the accumulator based on the injection amount from the injection valve. In the normal operation, the first control means controls the operation of the pressure adjusting means based on the pressure detected by the pressure detecting means to adjust the pressure so that the pressure in the accumulator becomes the target pressure. When the abnormality of the pressure detecting means is detected, the operation of the pressure adjusting means is controlled by the second control means based on the estimated pressure of the pressure estimating means, and the pressure is adjusted so that the pressure in the accumulator becomes the target pressure. Thus, highly accurate fuel injection can be realized even when an abnormality occurs in the pressure detecting means.

Preferably, the estimation of the pressure in the accumulator by the pressure estimating means is always performed from the time when the pressure detecting means is normal. Thereby, even when an abnormality occurs in the pressure detecting means, it is possible to switch from the first control means to the second control means and continue the control without interrupting the pressure control.

More preferably, a correction means for correcting the estimated pressure is provided, and when the pressure detection means is normal, the estimation is performed based on a deviation between the estimated pressure estimated by the pressure estimation means and the pressure detected by the pressure detection means. Try to compensate for the pressure. This prevents a difference between the estimated pressure and the actual pressure in the accumulator.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 6 show a fuel injection device for an internal combustion engine as one embodiment of the present invention. Here, a fuel injection device for an internal combustion engine of the present invention is configured as a common rail fuel injection device for a diesel engine. The case is shown.

As shown in FIG. 1, the common rail type fuel injection device 1 includes a supply pump 2 as a fuel pump,
It comprises a common rail as a pressure accumulating chamber, an injector 4 as an injection valve, an ECU 5 for controlling these, and various sensors. The supply pump 2 is a device that sucks fuel from the fuel tank 6, pressurizes the fuel, and sends it to the common rail 3. The feed pump (low-pressure pump) 7 sucks fuel from the fuel tank 6, and the fuel pumped by the feed pump 7. And a high-pressure pump 8 that pressurizes and feeds it to the common rail 3. As the feed pump 7, for example, a vane pump is used, and the rotation of a rotor having the vane continuously sucks and compresses fuel and discharges the fuel to the high-pressure pump 8. As the high-pressure pump 8, for example, a plunger pump is used. The fuel is sucked into the plunger chamber by the reciprocating motion of the plunger, compressed, and fed to the common rail 3 through the check valve 8 b.

The timing of pumping fuel from the high-pressure pump 8 to the common rail 3 is synchronized with or before or after a later-described main injection timing of the injector 4 in order to suppress a decrease in rail pressure due to main injection and prevent deterioration of injection characteristics. It has become. In the present embodiment, the rotor of the feed pump 7 and the plunger of the high-pressure pump 8 are driven by a camshaft connected to a crankshaft of the engine.

The high-pressure pump 8 has a discharge amount control valve (P
CV (Pump Control Valve) 8a is provided.
The PCV 8a is an electromagnetic valve that controls the communication between the plunger chamber and the supply pipe 10 from the feed pump 7, and closes the PCV 8a when the plunger rises to seal the plunger chamber and increase the pressure of the fuel. .
The discharge amount from the high-pressure pump 8 to the common rail 3 is controlled by changing the opening / closing timing of the PCV 8a, so that the pressure (rail pressure) of the accumulated fuel in the common rail 3 is adjusted. That is, the PCV 8a functions as pressure adjusting means for adjusting the rail pressure in the common rail 3. A filter 13 is provided on a supply pipe 12 connecting the fuel tank 6 and the supply pump 2. The fuel in the fuel tank 6 is drawn into the supply pump 2 after the impurities are removed by the filter 13.

The common rail 3 is a device for storing high-pressure fuel supplied from the supply pump 2, and is connected to the supply pump 2 by a high-pressure supply pipe 14. Further, the common rail 3 is provided with a rail pressure sensor 15 as a pressure detecting means and a pressure limiter 16. The rail pressure sensor 15 is a pressure sensor that detects a rail pressure, and the detected rail pressure is output to the ECU 5. The pressure limiter 16 is a valve that opens when the rail pressure exceeds a predetermined value.
When the rail pressure reaches a predetermined upper limit, the valve is opened to release the pressure, and when the rail pressure decreases to the predetermined lower limit, the valve is closed and the rail pressure is maintained. The fuel discharged from the pressure limiter 16 is returned to the fuel tank 6 by a return pipe 17.

The injector 4 is a device for directly injecting fuel into each cylinder of the engine. The high-pressure fuel stored in the common rail 3 is supplied through a high-pressure supply pipe 18. FIG. 1 shows a case where the present device is applied to an in-line four-cylinder engine, and a total of four injectors 4 are provided. The common rail 3 and the injectors 4 are connected by independent high-pressure supply pipes 18, respectively.

Each injector 4 is provided with an injector control valve 4a. The injector control valve 4a
This is an electromagnetic valve for controlling the opening and closing of the nozzle 4b, which is an injection port. When no power is supplied to the injector control valve 4a, the nozzle 4b is opened and injection is not performed. On the other hand, when power is supplied to the injector control valve 4a, the nozzle 4b is opened to perform injection. Therefore, the start / end of the fuel injection from the injector 4 can be controlled by the start / end of the energization to the injector control valve 4a.
In the example, the amount of fuel injection and the timing of fuel injection are controlled by controlling the timing of energizing the injector control valve 4a.

A return pipe 19 is connected to each of the injector control valves 4a. Return piping 1
Reference numeral 9 denotes a pipe for returning the fuel overflowing with the opening / closing operation of the injector control valve 4a to the fuel tank 6, and is connected to a return pipe 17 connecting the pressure limiter 16 and the fuel tank 6. Further, a fuel temperature sensor 20 is provided on the return pipe 17 at a position downstream of the connection with the return pipe 19 from each injector 4. The fuel temperature sensor 20 is a sensor that detects a fuel temperature, and the detected fuel temperature is output to the ECU 5.

Next, the ECU 5 will be described. As shown in the control block diagrams of FIGS. 1 and 2, the ECU 5 includes rail pressure A / D conversion means 30, abnormality detection means 31, rail pressure estimation means (pressure estimation means) 32, and rail pressure control means 33 as its functional elements. , Injector control means 34. First, the rail pressure A / D conversion means 30 is means for reading rail pressure data detected by the rail pressure sensor 15 and performing A / D conversion, and reads data at a predetermined timing before injection.

The abnormality detecting means 31 is means for detecting the abnormality when an abnormality occurs in the rail pressure sensor 15,
For example, when the value of the rail pressure detected by the rail pressure sensor 15 is out of a predetermined range, or when the rail pressure sensor 15
If there is no change in the value of the rail pressure detected for a certain period of time, it can be determined as a failure. In this case, the predetermined range of the rail pressure value can be set based on the normal rail pressure value. Further, when the difference between the estimated value of the rail pressure estimated by the rail pressure estimating means 32 as described later and the detected value of the rail pressure by the rail pressure sensor 15 becomes equal to or larger than a preset threshold value, it is determined that a failure has occurred. You may comprise. The threshold value in this case can also be set based on the difference between the pressure values during normal operation.

The abnormality detecting means 31 outputs an abnormality occurrence signal to a rail pressure control means 33 and an injector control means 34 (to turn on a fail flag) when an abnormality is detected. Further, a warning light (not shown) provided in the vehicle compartment is turned on to notify the driver of the abnormality of the rail pressure sensor 15.

The rail pressure estimating means 32 is means for estimating the rail pressure in the common rail 3 and estimating the rail pressure by calculation based on the amount of pressure supplied by the supply pump 2 and the amount of fuel injected from the injector 4. Specifically, the rail pressure is estimated by performing a calculation based on a logic based on the fuel balance of the common rail 3 described below.

That is, the rail pressure is Pccal, the number of strokes of the engine is st, the volume of the common rail 3 is Vcr, the injection volume per unit stroke from the injector 4 (total fuel expenditure including the leak amount) is vi, and the high pressure pump 3 is Where vp is the pumping volume per unit stroke, the fuel balance per unit stroke (vp-vi) and pressure change (dPccal / dst), considering the bulk modulus K of the fluid if it is regarded as an incompressible fluid.
The following equation (1) is established between.

DPccal / dst = K / Vcr × (vp−vi) (1) where the bulk modulus K is the rail pressure Pccal and the fuel temperature Tfu.
It is assumed that it is obtained from a map having el as a parameter.
By integrating the fuel balance for each stroke, the rail pressure Pc can be predicted. That is, the rail pressure Pccal is expressed by the following equation (2).

Pccal = K / Vcr × ∫ (vp−vi) dst (2) In the calculation formula (2), the target rail pressure at the time of starting the engine is set as an initial value. The estimation of the rail pressure is performed not only when an abnormality occurs in the rail pressure sensor 15 but also when the rail pressure sensor 15 is normal.

As described above, the rail pressure estimating means 32 estimates the rail pressure.
As shown in (1), since the estimated rail pressure is estimated by integration of the fuel balance for each stroke, errors accumulate as the integration range increases. For this reason, there is a possibility that the estimated rail pressure is far from the actual rail pressure, and it is necessary to make some correction so that the estimated rail pressure matches the actual rail pressure.

For this reason, the rail pressure estimating means 32 includes a learning correcting means (correcting means) 41 for correcting a deviation between the estimated rail pressure estimated by the above equation (2) and the actual rail pressure. Have been. The learning correction means 41 calculates a deviation between the detected rail pressure detected by the rail pressure sensor 15 and the estimated rail pressure, corrects the calculation formula (2) based on the calculated deviation, and learns the correction result. It has become. The learning correction is performed by the rail pressure sensor 15.
Is normally functioning and the engine is idling.

Next, the rail pressure control means 33 will be described. The rail pressure control means 33 is means for controlling the rail pressure in the common rail 3 and aims at realizing the rail pressure according to the operating state of the engine. For this reason, the rail pressure control means 33 includes a target rail pressure setting means 35, a first control means 36, a second control means 37, and a switching means 38 as its functional elements.

The functional elements of the rail pressure control means 33 will be described. First, the target rail pressure setting means 35 operates the engine (engine rotation speed, accelerator opening, etc.).
This is a means for calculating a rail pressure for performing an optimal fuel injection according to the above, and setting it as a target rail pressure. The first control means 36 and the second control means 37 are means for controlling the PCV 8a of the high-pressure pump 3 so that the rail pressure Pc is maintained at the target rail pressure set by the target rail pressure setting means 35. As a specific method of the control, the power supply timing and time to the PCV 8a are adjusted. That is, by adjusting the power supply timing and time to change the opening / closing timing of the PCV 8a, the discharge amount from the high-pressure pump 8 to the common rail 3 is adjusted, thereby controlling the rail pressure.

In the first control means 36, the rail pressure sensor 1
5 is used as the actual rail pressure, and the deviation of the detected rail pressure from the target rail pressure is fed back to the PC.
V8a is controlled. More specifically,
The post-injection rail pressure is estimated from the target rail pressure and a target injection amount described later, and the opening / closing timing of the PCV 8a is set according to the pumping amount necessary to return the estimated post-injection rail pressure to the target rail pressure. It has become.

Then, while controlling the energization timing and time corresponding to the set opening / closing timing of the PCV 8a as the basic control amount, a correction amount corresponding to the deviation of the detected rail pressure from the target rail pressure is calculated and added to the basic control amount. It has become. On the other hand, the second control means 37 regards the estimated rail pressure of the rail pressure estimation means 32 as the actual rail pressure, and controls the PCV 8a while feeding back the deviation of the estimated rail pressure from the target rail pressure.

When the normal rail pressure sensor 15 is normal, the first control means 36 functions, and when the abnormality detection means 31 detects abnormality of the rail pressure sensor 15, the second control means 37 functions. I have. Switching from the first control means 36 to the second control means 37 is performed by the switching means 38. The switching unit 38 receives the abnormality detection signal from the abnormality detecting unit 31 and executes the above-described switching.

Next, the injector control means 34 will be described. The injector control means 34 controls the fuel injection start timing and the fuel injection timing by controlling the power supply start timing and power supply time (pulse width) of the injector 4 to the injector control valve 4a. It is a means for controlling the injection amount, and comprises a target injection amount setting means 39 and an injection control means 40. The target injection amount setting means 39 is a means for setting a target injection amount from the injector 4, and sets the target injection amount according to the operating state of the engine (engine speed, bad accelerator opening, etc.). I have.

The injection control means 40 is means for driving the injector 4 and determines the injection start timing and injection time and outputs a drive pulse to the injector control valve 4a. The injection start timing is determined according to the operating state of the engine (engine speed, accelerator opening, etc.), and the injection time is determined by the target injection amount and the rail pressure set by the target injection amount setting means 39. The decision is made based on this. Normally, the detected rail pressure detected by the rail pressure sensor 15 is used as the rail pressure. However, when an abnormality detection signal is input from the abnormality detection means 31, the estimated rail pressure estimated by the rail pressure estimation means 32 is used as the rail pressure. It is designed to be used as pressure. The start timing of energization is measured using a pulse output from the crank angle sensor 21.

Since the fuel injection device for an internal combustion engine according to one embodiment of the present invention is configured as described above, a flow as shown in FIGS. The fuel injection control is performed according to the following. Hereinafter, with reference to the flowcharts shown in FIGS.
The fuel injection control by the present fuel injection device will be described.

As shown in FIG. 3, in the ECU 5, first,
It is determined whether or not the engine is in the start mode, that is, whether or not the ignition key (IG) has been turned on (step S100). When the engine is in the starting mode, the rail pressure estimating means 32 sets the starting target rail pressure set by the target rail pressure setting means 35 as an initial value of the estimated rail pressure (step S110). Then, the estimated rail pressure Pccal is calculated by integrating the fuel balance of each stroke based on the set initial value (step S120).

In the meantime, it is determined whether or not the rail pressure sensor 15 is functioning normally, that is, whether or not the fail flag of the abnormality detecting means 31 is off (step S130). Performs the normal-time control of the rail pressure sensor in step S140. That is, the process proceeds to step S200 in FIG.
5 converts the rail pressure detected by the rail pressure A / D conversion means 30
And performs A / D conversion (step S20).
0).

The first control means 36 regards the detected rail pressure Pcact as the actual rail pressure Pc (Pc = Pcact, step S210), and determines the rail pressure Pcact with respect to the target rail pressure Pct.
c (Pc = Pcact) deviation ΔPc (ΔPc = Pct−Pc)
) Is calculated (step S220). The PCV 8a is controlled so that the rail pressure Pc (Pc = Pcact) becomes the target rail pressure Pct while feeding back (F / B) the deviation ΔPc (step S230).

In the injector control means 34,
The injection start timing is determined according to the operating state of the engine (engine speed, accelerator opening, etc.), and the energization time to the injector control valve 4a is calculated from the rail pressure Pc (Pc = Pcact) and the target injection amount Q. Then, a pulse having a width corresponding to the calculated energization time is input to the injector control valve 4a to perform fuel injection (step S240).

If the rail pressure sensor 15 is functioning normally in step S130 in FIG. 3, the control for normalizing the rail pressure in step S150 is performed while the estimated rail pressure correction control in step S150 is performed. Perform That is, the process proceeds to step S300 in FIG. 5, and determines whether or not the engine is in an idling (ID) mode (step S300). When the engine is in the idling mode, the learning correction means 41 determines the deviation Δ between the detected rail pressure Pcact and the estimated rail pressure Pccal.
Pccal (ΔPccal = Pcact−Pccal) is calculated (step S310), the calculation formula (2) for the estimated rail pressure Pccal is corrected based on the calculated deviation ΔPccal, and the correction result is learned (step S320).

On the other hand, if the rail pressure sensor 15 is functioning normally in step S130 of FIG. 3, that is, if the fail flag of the abnormality detecting means 31 is off, the control for abnormalities of the rail pressure sensor in step S160 is performed. Do. That is, the process proceeds to step S400 in FIG. 6, and the switching unit 38 switches from the first control unit 36 to the second control unit 37 to start the rail pressure control by the second control unit 37.

The second control means 37 regards the rail pressure Pccal estimated by the rail pressure estimating means 32 as the actual rail pressure Pc (Pc = Pccal, step S400), and calculates the rail pressure Pc (Pc = Pccal) with respect to the target rail pressure Pct. Deviation ΔP
c (ΔPc = Pct−Pc) is calculated (step S41)
0). Then, this deviation ΔPc is fed back (F /
B) Meanwhile, the PCV 8a is controlled so that the rail pressure Pc (Pc = Pccal) becomes the target rail pressure Pct (step S420).

Then, in the injector control means 34,
Injection start timing is determined according to the operating state of the engine (engine rotation speed, accelerator opening, etc.), and the energization time to the injector control valve 4a is calculated from the rail pressure Pc (Pc = Pccal) and the target injection amount Q. Then, a pulse having a width corresponding to the energization time calculated at the determined injection start timing is input to the injector control valve 4a to perform fuel injection (step S430). The above control is continued until the ignition key is turned off by the determination in step S170.

As described above, according to the fuel injection device of the internal combustion engine, even if an abnormality occurs in the rail pressure sensor 15, the rail pressure can be controlled based on the estimated rail pressure estimated by the rail pressure estimating means 32. It is possible to perform rail pressure control with higher accuracy compared to the conventional anticipated control, and it is possible to suppress the excess and deficiency of the injected fuel and to prevent deterioration of exhaust gas characteristics and performance characteristics. .

Since the rail pressure estimation by the rail pressure estimating means 32 is always performed from the time when the rail pressure sensor 15 is normal, the rail pressure control is performed even when the rail pressure sensor 15 suddenly becomes abnormal. The control can be switched from the first control means 36 to the second control means 37 without interruption, and the control can be continued as it is, so that the deterioration of the exhaust gas characteristics and the deterioration of the performance characteristics can be more effectively prevented. There is.

Further, when the engine is idling and the rail pressure detecting means 15 is functioning normally, the deviation between the estimated rail pressure estimated by the rail pressure estimating means 32 and the rail pressure detected by the rail pressure sensor 15 is obtained. Because the estimated rail pressure is corrected based on
It is possible to prevent the estimated rail pressure from deviating from the actual rail pressure due to a calculation error, and it is possible to more effectively prevent deterioration of exhaust gas characteristics and performance characteristics.

It should be noted that the present invention is not limited to the above-described embodiment, and can be implemented in various modifications without departing from the spirit of the present invention. For example, in the above embodiment, the case where the present invention is applied to a common rail type fuel injection device having an injector of a type that directly supplies high pressure fuel stored in a common rail to a nozzle portion and injects the same is described. A type of injector, for example, an injector that guides low-pressure fuel to the nozzle part separately from high-pressure oil stored in the common rail and pressurizes and injects low-pressure fuel in the nozzle part with the oil pressure of high-pressure oil through a stepped piston is provided. The present invention can be applied to a common rail type fuel injection device. In this case, the rail pressure in the common rail is calculated by calculating the amount of oil supplied to the injector from the amount of fuel injected from the injector, and calculating the amount of oil in the common rail from the amount of oil supplied to the injector and the amount of oil pressure fed from the high-pressure pump. It is estimated by calculating the balance.

Furthermore, in the above embodiment, the case where the present invention is configured as a common rail type fuel injection device for a diesel engine has been described. However, the application of the present invention is not limited to this, and the high pressure fuel stored in the pressure accumulating chamber is not limited to this. The present invention can be applied to any type of fuel injection device for an internal combustion engine that injects fuel into each cylinder from an injection valve.

[0048]

As described above in detail, according to the fuel injection device for an internal combustion engine of the present invention, even if an abnormality occurs in the pressure detecting means, the pressure in the accumulator is estimated based on the estimated pressure estimated by the pressure estimating means. Since control can be performed, there is an advantage that highly accurate fuel injection control can be realized and deterioration of exhaust gas characteristics and performance characteristics can be prevented.

[Brief description of the drawings]

FIG. 1 is a diagram showing a system configuration of a fuel injection device for an internal combustion engine as one embodiment of the present invention.

FIG. 2 is a control block diagram of an ECU according to a fuel injection device for an internal combustion engine as one embodiment of the present invention.

FIG. 3 is a flowchart showing a flow of fuel injection control according to a fuel injection device for an internal combustion engine as one embodiment of the present invention.

FIG. 4 is a flowchart showing a flow of fuel injection control according to a fuel injection device for an internal combustion engine as one embodiment of the present invention.

FIG. 5 is a flowchart showing a flow of a fuel injection control according to a fuel injection device for an internal combustion engine as one embodiment of the present invention.

FIG. 6 is a flowchart showing a flow of a fuel injection control according to the fuel injection device of the internal combustion engine as one embodiment of the present invention.

[Explanation of symbols]

 2 supply pump (fuel pump) 3 common rail (accumulation chamber) 4 injector (injection valve) 5 ECU 6 fuel tank 7 feed pump 8 high pressure pump 8a PCV (pressure adjusting means) 15 rail pressure sensor (pressure detecting means) 31 abnormality detecting means 32 rail pressure estimation means (pressure estimation means) 36 first control means 37 second control means 41 learning correction means (correction means)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02M 55/02 350 F02M 55/02 350E 63/00 63/00 CF term (Reference) 3G066 AA07 AC09 BA23 BA28 CA05U DA01 DA04 DC15 DC18 3G084 AA01 BA13 BA14 BA15 DA10 DA25 DA30 EB11 EB22 FA00 FA10 FA33 3G301 HA02 JA21 JB01 LB06 MA14 MA18 NB02 ND01 ND21 PB01Z PB08A PB08B PB08Z PE01Z PF03Z

Claims (1)

[Claims] An accumulator for storing fuel in a pressurized state, a fuel pump for pumping fuel to the accumulator, a fuel pump provided for each cylinder of an internal combustion engine, and supplied from the accumulator to the cylinder. An injection valve for injecting, pressure adjusting means for adjusting the pressure in the accumulator, pressure detecting means for detecting the pressure in the accumulator, and a pressure in the accumulator based on a pressure detected by the pressure detecting means. First control means for controlling the operation of the pressure adjusting means so as to obtain pressure estimation means for estimating the pressure in the accumulator based on the amount of pressure supplied from the fuel pump and the amount of injection from the injection valve; Abnormality detecting means for detecting abnormality of the detecting means, and when the abnormality detecting means detects an abnormality of the pressure detecting means, the pressure in the accumulator becomes the target pressure based on the estimated pressure of the pressure estimating means. The operation of the pressure adjusting means Characterized in that includes a Gosuru second control means,
A fuel injection device for an internal combustion engine.