JP2001336460A - Fuel supply apparatus of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly detect abnormal behavior of a fuel pressure detecting means and other parts of a fuel supply system when feedback-controlling a fuel pump, and further to improve control characteristics of the system when the fuel pressure detecting means becomes abnormal. SOLUTION: In order to solve set forth problems, variations in a control voltage for controlling a fuel pump is integrated. When the integrated value exceeds a predetermined value, abnormal behavior is judged. In this case, if an output value from the fuel pressure sensor is not changed, it is judged that the fuel pressure sensor has failed. Thus, the judgement of abnormality can be quickly executed even when a feedback control variable drops suddenly, and an engine stall can be prevented even when a stuck failure is produced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply device for an internal combustion engine in which the rotational speed (discharge pressure) of a fuel pump is feedback-controlled according to the fuel pressure detected by a fuel pressure detecting means.

[0002]

2. Description of the Related Art In recent years, with the aim of simplifying the structure of a fuel pipe and lowering the fuel temperature in a fuel tank (reducing the vapor), the surplus amount of fuel pumped from a fuel pump to an injector (fuel injection valve) is returned to the fuel tank. Some have adopted a returnless piping configuration that eliminates the return piping. In this one,
As disclosed in Japanese Patent Application Laid-Open No. 6-147047, there is an apparatus in which the rotation speed (discharge pressure) of a fuel pump is feedback-controlled according to a fuel pressure detected by a fuel pressure sensor provided in a fuel pipe.

However, in the above configuration, when the fuel pressure sensor fails and the sensor output becomes lower than the actual fuel pressure (actual fuel pressure), the actual fuel pressure is controlled to be higher than the target fuel pressure by feedback control, and the fuel is injected from the injector. The fuel injection amount becomes excessive. Conversely, if the output of the fuel pressure sensor becomes higher than the actual fuel pressure, the actual fuel pressure will be controlled to be lower than the target fuel pressure, and the fuel injection amount will be insufficient, and the engine may be stalled. As a technique for solving this problem, Japanese Patent Application Laid-Open No. Hei 8-326617 is known.
In this publication, a feedback correction amount with respect to a reference control amount of a fuel pump is calculated by integrating based on a deviation between a required discharge pressure and a fuel pressure detected by a fuel pressure sensor. Since the feedback correction amount is controlled to be close to zero in a normal state, the sensor determines that the sensor is abnormal when the feedback correction amount is out of the predetermined range.

[0004]

However, in the prior art, the abnormality is determined when the feedback correction amount exceeds a predetermined region. Therefore, when the feedback correction amount exceeds the predetermined region, the fuel pressure is already too high. Or too low. For this reason, the abnormality of the fuel pressure sensor cannot be promptly detected. If the failure of the fuel pressure sensor cannot be detected promptly, it will hinder the control of the fuel injection amount (air-fuel ratio control), causing not only deterioration of the emission, but also control of the actual fuel pressure to be higher than the target fuel pressure. In this case, it may cause deterioration of the pressure resistance structure of the fuel piping system.

[0005] Such a problem may also occur when a malfunction occurs in the control system of the fuel pump in addition to the malfunction of the fuel pressure sensor. In particular, when a stack failure occurs in which the sensor output value of the fuel pressure sensor is fixed to a fixed value due to a failure (short circuit) of the electric system or the like, the sensor output value is fixed to an output value larger than the target fuel pressure. The driving force of the fuel pump is largely reduced in order to follow the target fuel pressure. As a result, the actual fuel pressure immediately drops, and the internal combustion engine may be stalled.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and therefore has as its object to quickly detect an abnormality in the fuel pressure detecting means and other fuel supply systems when performing feedback control of a fuel pump. It is in. Further, the present invention provides a fuel supply device for an internal combustion engine that can improve controllability when an abnormality occurs in a fuel pressure sensor.

[0007]

According to the first aspect of the present invention, there is provided a fuel supply apparatus for performing feedback control of a fuel pump so as to match an actual fuel pressure with a target fuel pressure. The determination timing is set based on the feedback correction amount set by the setting means, and the abnormality of the fuel pressure sensor is determined based on the actual fuel pressure detected by the fuel pressure sensor at the determination timing, so that the abnormality of the fuel pressure sensor is quickly detected. can do.

According to a second aspect of the present invention, in the fuel supply system for an internal combustion engine according to the first aspect, when the deviation between the actual fuel pressure detected by the fuel pressure sensor and the target fuel pressure is equal to or greater than a predetermined value, the fuel pressure sensor is activated. Judge as abnormal.

Thus, even if the target fuel pressure and the actual fuel pressure are significantly different at the determination timing, it is possible to detect a failure of the fuel pressure sensor.

According to a third aspect of the present invention, in the fuel supply device for an internal combustion engine according to any one of the first to second aspects, the abnormality determining means is configured to determine the abnormality based on a change in actual fuel pressure detected by a fuel pressure sensor. The abnormality of the fuel pressure sensor is determined.

Thus, when the fuel pressure sensor fails and the sensor output becomes a fixed value, the amount of change in the actual fuel pressure is detected, so that a stack failure can be detected quickly.

According to a fourth aspect of the present invention, in the fuel supply device for an internal combustion engine according to any one of the first to third aspects, when the integrated value of the change in the feedback control amount exceeds a predetermined value. Next, the abnormality of the fuel pressure sensor is determined.

Thus, when the output value of the fuel pressure sensor is fixed at an output value larger than the target fuel pressure, the integrated value of the change in the feedback control amount immediately exceeds the predetermined value.
Even if the actual fuel pressure decreases immediately, it is possible to reliably detect the abnormality of the fuel pressure sensor before the internal combustion engine stalls.

According to a fifth aspect of the present invention, in the fuel supply device for an internal combustion engine according to any one of the first to fourth aspects, feedback control is performed when it is determined that the fuel pressure sensor is abnormal. Ban.

[0015] Thus, when it is determined that the fuel pressure sensor is abnormal, the feedback control is immediately prohibited, and the control amount of the fuel pump is set to the reference control amount. To prevent. further,
Since the feedback control is not performed, control based on the reference control amount can be quickly performed, and controllability can be restored.

According to a sixth aspect of the present invention, in the fuel supply device for an internal combustion engine according to any one of the first to fourth aspects, feedback control is performed when it is determined that the fuel pressure sensor is abnormal. Forbid and set the feedback control amount to a predetermined value.

Thus, when the fuel pressure sensor output is fixed at a fuel pressure higher than the target fuel pressure, the feedback control can be immediately set to the predetermined value and the fuel injection pressure at which the internal combustion engine does not stall can be set when the stack fails. After the fuel pressure sensor detects a stack failure, it is possible to prevent the internal combustion engine from stalling.

[0018]

DESCRIPTION OF THE PREFERRED EMBODIMENTS <First Embodiment> A first embodiment of the present invention will be described below with reference to the drawings. A fuel pump 14 is provided in the fuel tank 11, and a filter 15 is mounted on the suction port side of the fuel pump 14. A fuel filter 17 for capturing dust in the fuel is provided in the middle of a fuel pipe 16 connected to a discharge port of the fuel pump 14,
A delivery pipe 18 connected to the tip of the fuel pipe 16
, An injector 19 for injecting fuel into each cylinder is attached. The fuel supply path has a returnless configuration that starts at the fuel tank 11 and ends at the delivery pipe 18. Therefore, a return pipe that returns excess fuel from the delivery pipe 18 into the fuel tank 11 is eliminated.

The above-described fuel pump 14 has a built-in DC motor 20 as a drive source, and adjusts the voltage applied to the DC motor 21 by PWM control or a DC-DC converter, etc., so that the rotational speed of the fuel pump 14 is reduced. The control is performed to control the discharge pressure. This fuel pump 14
The pressure (fuel pressure Pf) of the fuel discharged from the fuel tank is determined by a fuel pressure sensor 21 (fuel pressure detecting means) provided on the delivery pipe 18.
Is detected by The position where the fuel pressure sensor 21 is provided may be in the middle of the fuel pipe 16 on the discharge side of the fuel pump 14.

The above-described fuel pump 14 and injector 1
Electronic control unit (hereinafter referred to as “ECU”) 2 for controlling the electronic control unit 9
Numeral 2 is mainly composed of a microcomputer, and its input ports are provided at its input ports with a crank angle sensor 23 for outputting a pulse signal according to the engine speed NE and an intake pipe pressure sensor for outputting a signal according to the intake pipe pressure Pm. 24
Are connected to the above-described fuel pressure sensor 21 and fuel remaining meter (not shown). This ECU 22 has a built-in R
By executing the fuel pump control routine of FIG. 2 stored in the OM (not shown), it functions as a fuel pump control unit that performs feedback control of the voltage applied to the DC motor 21 of the fuel pump 14.

The fuel pump control routine shown in FIG. 2 is repeatedly executed in a short cycle. When the processing is started, first, in step 101, a discharge amount required for the fuel pump 14 (required discharge amount QFP) is determined. Based on the injection pulse width TI applied to the motor 19 and the engine speed NE obtained from the output signal of the crank angle sensor 23, it is calculated by the following equation.

QFP = α × NE × TI where α is the flow rate size of the injector 19, the number of the injectors 19,
This is a coefficient determined by the injection method and the like. As in this embodiment, excess fuel is supplied from the delivery pipe 18 to the fuel tank 1.
In the return piping configuration in which the return piping returning to the inside of 1 is omitted, the required discharge amount QFP has the same value as the required fuel injection amount. In the next step 102, the discharge pressure required for the fuel pump 14 (required discharge pressure PFP) is reduced to the system target fuel pressure P.
fo and the intake pipe pressure Pm are calculated by the following equation.

PFP = Pfo + Pm Here, the system target fuel pressure Pfo is a value obtained by setting the fuel pressure required by the system as a differential pressure with respect to the intake pipe pressure Pm.
The fuel pressure is set to a constant value in the range of about 00 kPa to 350 kPa, and is usually set to a lower fuel pressure. In an operating state in which vapor is likely to occur, such as when the engine temperature is high, the fuel pressure is set to a higher fuel pressure to suppress the generation of vapor. It is supposed to be. On the other hand, the required discharge pressure P required for the fuel pump 14
Since FP is determined by a gauge pressure (differential pressure from the atmospheric pressure), the required discharge pressure PFP is a value obtained by adding the intake pipe pressure Pm to the system target fuel pressure Pfo.

In this embodiment, the intake pipe pressure Pm is obtained from the output signal of the intake pipe pressure sensor 24.
Most systems that directly measure the amount of intake air using an air flow meter or the like do not include an intake pipe pressure sensor. In such a system, the intake pipe pressure Pm may be estimated based on the engine operating conditions (that is, the engine speed and the intake air amount).

As described above, the system target fuel pressure Pfo
After the required discharge pressure PFP is calculated by adding the intake pipe pressure Pm to the control flow, the routine proceeds to step 103, where the reference control amount VFP for the fuel pump 14 (that is, the reference value of the voltage applied to the fuel pump 14) is calculated in steps 101 and 102. Based on the required discharge amount QFP and the required discharge pressure PFP obtained in the above, a search is made from a two-dimensional map, and an interpolated calculation is performed to obtain the same. The two-dimensional map used here is table data in which the relationship between the QFP, PFP and VFP is set in advance based on the performance characteristics of the fuel pump 14, and is stored in the ROM (not shown) of the ECU 22.

In the next step 104, the reference control amount VFP
The feedback correction amount VFB with respect to
Based on the deviation between the required discharge pressure PFP obtained in step 2 and the fuel pressure Pf detected by the fuel pressure sensor 21, it is calculated by the following equation.

VFB (i) = VFB (i-1) + KI ×
(PFP−Pf) Here, VFB (i) is the value of the current VFB, VFB (i
-1) is the value of the previous VFB, and KI is the integration constant. This feedback correction amount VFB is used for compensating for an excess or deficiency of the control amount (deviation from the reference control amount VFP) caused by performance variations of the fuel pump 14 or deterioration over time. Therefore, if the fuel pump 14 and other fuel supply systems are functioning normally, the feedback correction amount VFB (i) is controlled based on the deviation between the target fuel pressure Pf and the sensor output value. The correction amount VFB (i) also becomes small and falls within a relatively small range. On the other hand, if the deviation between the target fuel pressure Pf and the sensor output value is large, the feedback control amount VFB
The absolute value of (i) becomes abnormally large.

Next, in step 105, the diagnosis of the fuel pressure sensor shown in FIG. 3 is called as a subroutine. Here, a flowchart of the fuel pressure sensor diagnosis of FIG. 3 will be described. First, the execution conditions of the fuel pressure sensor diagnosis are determined in steps 120 and 121. In step 120, the rotational speed N of the internal combustion engine
It is determined whether E is equal to or greater than a predetermined value NE1. Rotation speed N
When E is equal to or smaller than the predetermined value NE1, the routine is terminated. When E is equal to or larger than the predetermined value NE1, the routine proceeds to step 121. In step 121, it is determined whether the feedback control of the fuel pump is being performed. Here, if the feedback control is not being performed, this routine is ended, and if the feedback control is being performed, it is determined that the conditions are for executing the diagnosis, and the process proceeds to step 122.

In steps 122 to 125,
The amount of change in the actual fuel pressure is obtained by updating the maximum value (hereinafter, Pfmax) and the minimum value (hereinafter, Pfmin) of the actual fuel pressure detected by the fuel pressure sensor 21. In step 122, the maximum value Pf of the actual fuel pressure previously input
max is compared with the actual fuel pressure detected this time (hereinafter, this time Pf). If Pfmax is greater than Pf this time, Pf
max is not updated and the process proceeds to step 124, and this time Pf
Is larger than Pfmax, the routine proceeds to step 123. At step 123, Pfmax is updated because the current Pf is larger than the past actual fuel pressure Pf, and the routine proceeds to step 124.

In steps 124 and 125, the minimum value of the required discharge pressure is similarly updated. In step 124,
The minimum value Pfmin of the actual fuel pressure input before the previous time is compared with the current value Pf. If Pfmin is smaller than Pf this time, the routine proceeds to step 126. On the other hand, this time Pf becomes Pfmi
If it is smaller than n, the process proceeds to step 125 to update Pfmin. In step 125, Pf is input to Pfmin this time, and the routine proceeds to step 126.

At step 126, the control voltage change amount to the fuel pump 14 (ΔV = | VO (i) −VO (i−
1) is calculated, and the routine proceeds to step 127. It is determined whether or not the change amount ΔV of the control voltage calculated in step 126 is equal to or greater than a predetermined value V1. Here, if ΔV is equal to or smaller than the predetermined value V1, the process proceeds to step 129. Conversely, if ΔV is larger than the predetermined value V1, the process proceeds to step 128. In step 128, the integrated amount SVO (i) obtained by integrating the change amount of the feedback control is calculated. SVO (i) is obtained by adding the change amount ΔV of the control amount calculated in step 126 to the previous value SVO (i-1) of the change amount. That is, in step 128, the fuel pump 14
That is, the deviation of the control voltage is integrated. Thus, at step 126, the integrated amount of control change SVO
(I) is calculated, and in steps 127 and 128, the change amount ΔV of the feedback control amount is integrated. Step 1
29, the two amounts of change Pfmax−Pfmi
An abnormality determination of the fuel pressure sensor 21 is performed based on n and the integrated amount SVO (i).

First, in step 129, it is determined whether SVO (i) is equal to or greater than a predetermined value K1. Where S
If VO (i) is equal to or less than the predetermined value K1, the routine ends without performing abnormality determination of the fuel pressure sensor 21. On the other hand, when SVO (i) is equal to or larger than the predetermined value K1, the process proceeds to step 130. In step 130, step 12
Step 12 from Pfmax stored in steps 2 and 123
It is determined whether or not the change amount of the actual fuel pressure obtained by subtracting Pfmin stored in steps 4 and 125 is equal to or greater than a predetermined value K2.
If the change amount of the actual fuel pressure is larger than the predetermined value K2, 0 is input to the flag XFAIL indicating the abnormality of the fuel pressure sensor 21 to indicate that there is no abnormality, and the routine proceeds to step 133. On the other hand, if the amount of change in the actual fuel pressure is smaller than the predetermined value K2, 1 indicating an abnormality of the fuel pressure sensor is input to the flag XFAIL in step 132, and the routine proceeds to step 133. Here, for example, when the predetermined value K2 is set to 0, a stack failure in which the output value of the fuel pressure sensor 21 is fixed can be detected. In step 133, SVO (i), Pfmax
And Pfmin are set to 0 (initialization), and this routine ends.

When the diagnosis of the fuel pressure sensor 21 is performed in this manner, the routine proceeds to step 106 of the main routine in FIG. 2, where it is determined whether or not the flag XFAIL is 1. If the flag XFAIL is 0, since the fuel pressure sensor has not failed, the routine proceeds to step 107, where normal feedback control is performed. The control voltage VO for feedback controlling the fuel pump is set based on the reference control amount VFP calculated in step 103 and the feedback correction amount VFB (i) calculated in step 104. When the control voltage VO is set, the process proceeds to step 109. Also,
If XFAIL is 1 in step 106, that is, if it is determined that the fuel pressure sensor 21 is abnormal, the process proceeds to step 108, where the control voltage VO is set only based on the reference control amount VFP, and step 109 Proceed to. In Step 109, Step 107 or 108
The fuel pump 14 is controlled in accordance with the control voltage VO set in the step (1), and this routine ends.

As described above, the time chart for judging the abnormality of the fuel pressure sensor 21 and controlling the fuel pump 14 based on the judgment result is shown in comparison with the prior art in FIGS. 4 (a) to 4 (g).
This will be described with reference to FIG. (A) is a diagram showing the actual fuel pressure of the fuel pump 20 after a stack failure has occurred, the sensor output output from the fuel pressure sensor 21 at that time, and the target fuel pressure. The sensor output becomes a fixed value from the time when the stack failure in the figure occurs. As the fixed value, a value slightly higher than the target fuel pressure and a value far higher than the target fuel pressure are shown. When the sensor output value is fixed to the target fuel pressure, the control voltage of the fuel pump 20 shown in FIG. 4B gradually decreases to correct this deviation. Since the control voltage decreases slowly, the actual fuel pressure of the fuel pump 20 decreases relatively slowly.
On the other hand, when the sensor output value is fixed to the target fuel pressure, the feedback control amount shown in FIG. 4B drops sharply, and the actual fuel pressure also decreases immediately. Thus, when the fuel pressure sensor 21 fails, the engine speed NE gradually decreases as shown in FIG. 4C, while the engine speed NE sharply decreases. , May cause engine stall.

If the sensor output value is fixed at a value higher than the target fuel pressure as described above, the engine may be stalled. Therefore, it is necessary to quickly detect an abnormality in the fuel pressure sensor. Therefore, FIG. 4D and later show a time chart of the present invention in which the abnormality of the fuel pressure sensor 21 is immediately determined and the feedback control is prohibited. FIG.
(D) is a diagram showing the control voltage VO of the present invention. When a stack failure occurs in the fuel pressure sensor 21, the feedback control amount VO is changed according to the output value of the fuel pressure sensor, similarly to the related art. Is declining.

In FIG. 4E, however, the absolute value of the rate of change of the feedback control amount VO is integrated to determine the amount of change. Therefore, the larger the rate of change of the feedback control amount VO, the more the abnormality of the fuel pressure sensor 21 is determined. Is performed earlier. By making such a determination, as shown in (f) of FIG. 4, it is possible to determine whether the fuel pressure sensor 21 is abnormal before the rotational speed NE stalls. Then, when the abnormality determination is performed, the feedback control is immediately prohibited and the control is performed only with the reference injection amount VFP, so that the engine stall can be reliably prevented and the controllability can be restored. When the fuel pressure sensor 21 is determined to be abnormal,
The control fuel pressure may be set to a predetermined value to prevent engine stall. FIG. 4G shows a flag XFAIL indicating an abnormality when the fuel pressure sensor 21 is abnormal.

In this embodiment, if an abnormality occurs in the fuel supply system by determining an abnormality based on the target fuel pressure and the actual fuel pressure, it is determined whether the fuel pressure sensor is abnormal. Can be.

In this embodiment, the pump control means is shown in the flowchart of FIG. 2, the target fuel pressure setting means is shown in step 102 of FIG. 2, and the correction amount setting means is shown in step 1 of FIG.
From step 01 to step 104, the abnormality determination unit executes the processing shown in the flowchart of FIG.
From 2 to step 125 and step 130, the change amount integrating means corresponds to steps 127 and 128 in FIG. 3, and the feedback inhibiting means and the sensor abnormality control means correspond to steps 106 and 108 in FIG. I do.

<Second Embodiment> Hereinafter, a second embodiment will be described.

In the first embodiment, the determination is started when the amount of change in the control voltage for controlling the fuel pump 20 reaches a predetermined value. At that time, when the sensor output from the fuel pressure sensor 21 did not change, the fuel pressure sensor 21 was determined to have failed. In this embodiment, in the first embodiment, when the target fuel pressure and the sensor output are equal to or more than the predetermined values, it is determined that the fuel pressure sensor 21 has failed. By determining whether or not the deviation between the target fuel pressure and the sensor output is large, a stack failure in which the sensor output is fixed to a value larger than the target fuel pressure is detected more reliably. Hereinafter, FIG.
This will be described with reference to the flowchart shown in FIG.

The flow chart of FIG. 5 is the same up to step 128 of the flow chart of FIG. 3, and shows the subsequent flow. First, in step S129 ', it is determined whether the integrated amount SVO of the control voltage change is equal to or greater than a predetermined value K3. The predetermined value K3 is the predetermined value K of the first embodiment.
Since the value is smaller than 1, the abnormality determination of the fuel pressure sensor 21 can be performed at a timing earlier than in the first embodiment. If the value is equal to or smaller than the predetermined value K3, the present routine ends. If the integrated value SVO of the control voltage change is equal to or more than the predetermined value K3, the process proceeds to step S130 '.

In step S130 ', it is determined whether the sensor output is fixed due to a stack failure based on the maximum value Pfmax and the minimum value Pfmin of the sensor output set in steps 122 to 126 of FIG.
More specifically, it is determined whether the difference between Pfmax and Pfmin is greater than a predetermined value K4. Here, the predetermined value K4
If it is larger, it is not a stack failure and the process proceeds to step S133 '. On the other hand, if it is determined in step S130 'that the value is smaller than the predetermined value K4, step S131'.
Proceed to.

In step S131 ', the fuel pressure sensor 21
It is determined whether the deviation between the sensor output and the target fuel pressure is larger than a predetermined value K5. If it is larger than the predetermined value K5, the flag XFAIL indicating abnormality of the fuel pressure sensor 21 is set to 1
, And the process proceeds to step S134 ′. Conversely, the predetermined value K
If it is larger than 5, the process proceeds to step S133 ', and the flag X
Enter 0 in FAIL and proceed to step S134 '. In step S134 ', 0 is input to the integrated amount SVO of the control voltage change amount for initialization, and this routine ends.

In the present embodiment, the abnormality determination of the fuel pressure sensor 21 is started based on the integrated amount SVO of the control voltage change amount, and steps S130 'and S131' are performed.
By making the two determinations, the fuel pressure sensor 21
Can be determined.

In this embodiment, the abnormality determining means functions and corresponds to steps S130 'to S131' in FIG.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of the present invention.

FIG. 2 is a flowchart illustrating fuel pump control according to the first embodiment.

FIG. 3 is a flowchart for determining whether a fuel pressure sensor according to the first embodiment is abnormal.

FIG. 4A is a time chart showing a fuel pressure sensor output, a target fuel pressure, and an actual fuel pressure at the time of a stack failure. (B) A time chart showing a conventional feedback voltage for performing feedback control of the fuel pump during a stack failure. (C) A time chart showing the engine speed NE during a stack failure. (D) A time chart showing the control voltage of the fuel pump of the present invention. (E) A time chart showing the integrated value of the change amount of the control voltage according to the present invention. (F) A time chart showing the engine speed NE of the present invention. (G) A time chart showing a fail determination flag XFAIL of the present invention.

FIG. 5 is a flowchart for determining whether a fuel pressure sensor according to a second embodiment is abnormal.

[Brief description of reference numerals]

11 ... Fuel tank, 14 ... Fuel pump, 16 ...
.... Fuel piping, 18 ... Delivery pipe, 19 ...
Injector, 20 DC motor, 21 Fuel pressure sensor, 22 ECU.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 45/00 335 F02D 45/00 335A 360 360J 368 368S F02M 37/00 F02M 37/00 Q 69/00 340 69/00 340R 69/46 380F F-term (reference) 3G084 BA14 DA27 DA30 DA34 EA11 EB08 EB12 EB16 EC01 EC03 FA33 3G301 HA01 JB01 JB03 JB07 LB07 LC03 NA04 NA08 NC02 ND16 NE16 PA01A PA07A PB03A PB08A PE01A

Claims (6)

[Claims] A fuel pump for supplying fuel from the fuel tank to the injector in a fuel supply path from the fuel tank to the injector; a fuel pressure sensor for detecting a pressure of the fuel supplied by the fuel pump; Target fuel pressure setting means for setting a target fuel pressure of fuel to be supplied to the injector; anda fuel pump for causing the actual fuel pressure value detected by the fuel pressure sensor to coincide with a target fuel pressure set by the target fuel pressure setting means. Fuel pump control means for performing feedback control of the rotational speed; and feedback for controlling the fuel pump based on a difference between an actual fuel pressure detected by the fuel pressure detection means and the target fuel pressure set by the target fuel pressure control means. Correction amount setting means for setting a control amount; and before setting by the correction amount setting means. Abnormality determining means for setting a determination timing based on the feedback control amount, and determining an abnormality of the fuel pressure sensor based on an actual fuel pressure detected by the fuel pressure sensor at the determination timing. Engine fuel supply. 2. The fuel cell system according to claim 1, wherein the abnormality determining unit determines that the fuel pressure sensor is abnormal when a deviation between the target fuel pressure and the actual fuel pressure detected by the fuel pressure sensor is equal to or greater than a predetermined value. The fuel supply device for an internal combustion engine according to claim 1, wherein 3. A fuel pressure change amount calculating means for calculating a change amount of the actual fuel pressure detected by the fuel pressure sensor, wherein the abnormality determining means includes a change in the actual fuel pressure calculated by the fuel pressure change amount calculating means. 3. The fuel supply device for an internal combustion engine according to claim 1, wherein the abnormality of the fuel pressure sensor is determined based on the amount. 4. A change amount integrating means for integrating a change amount of the feedback control amount set by the correction amount setting means, wherein the abnormality determining means includes the feedback control amount calculated by the change amount integrating means. 4. The fuel supply device for an internal combustion engine according to claim 1, wherein an abnormality of the fuel pressure sensor is determined to be executed when a change amount integrated value of the fuel cell exceeds a predetermined value. 5. A feedback control prohibiting unit for prohibiting feedback control by the fuel pump control unit, wherein the feedback control prohibiting unit is configured to perform the feedback control when the abnormality determination unit determines that the fuel pressure sensor is abnormal. 2. The method according to claim 1, wherein
The fuel supply device for an internal combustion engine according to any one of claims 4 to 4. 6. A sensor abnormality control unit that sets the feedback control amount set by the correction amount setting unit to a predetermined value when the abnormality determination unit determines that the fuel pressure sensor is abnormal; The feedback control is prohibited, and when the abnormality determination means determines that the fuel pressure sensor is abnormal, the feedback control amount set by the correction amount setting means is set to a predetermined value by the sensor abnormality control means. 5. The fuel supply device for an internal combustion engine according to claim 1, further comprising a feedback control prohibiting unit that performs the feedback control.