JP2008082341A - High-pressure fuel supply device for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem of an internal combustion engine with a high-pressure fuel pump that, in the case that a discharge quantity by the high-pressure fuel pump exceeds a fuel quantity injected from a fuel injection valve while the high-pressure pump is uncontrollable due to failure and the like, fuel injection becomes out of control as fuel pressure increases unintentionally, exceeds an open valve limit pressure and causes a misfire that leads deterioration of fuel economy, exhaust gas and drivability. <P>SOLUTION: To solve the above problem, the high-pressure fuel supplier of this invention has a structure wherein pressure in a fuel accumulator does not exceed the open valve limit pressure when abnormality occurs in the high-pressure fuel supply device and its control system and the pressure in the fuel accumulator increases. The high-pressure fuel supply device is provided with a means for calculating an upper limit value of allowable internal combustion engine rotation number with which the pressure in the fuel accumulator does not exceed the open valve limit pressure of the fuel injection valve by using fuel injection quantity and for limiting the internal combustion engine rotation number to be equal to or smaller than the calculated value. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an internal combustion engine device mounted on an automobile or the like, and more particularly to a high pressure fuel supply device for an internal combustion engine equipped with a high pressure fuel pump.

  In recent years, in a spark ignition type engine such as a gasoline engine, fuel is pumped by a pump and directly injected into the combustion chamber to generate high-pressure combustible air-fuel mixture in the vicinity of the spark plug to perform stratified combustion. As a result, a technology has been developed that enables combustion with a substantially lean air-fuel ratio and greatly improves the fuel efficiency and exhaust gas performance of the engine.

  In performing such stratified combustion, a high-pressure fuel supply device and its control device are required in order to handle high-pressure fuel, and a technique in the case where an abnormality occurs has been proposed.

  In Japanese Patent Application Laid-Open No. 10-176487, in a high-pressure fuel supply device for an internal combustion engine, if a sensor for detecting fuel pressure is diagnosed as having an abnormality, the discharge control valve is forcibly controlled so that the fuel pressure of the high-pressure pump becomes maximum. The purpose of this is to forcibly control the discharge control valve so that the fuel pressure of the high-pressure pump is minimized when it is diagnosed that there is an abnormality in the discharge control valve.

  In Japanese Patent Laid-Open No. 2000-130230, when an abnormality occurs in the high pressure fuel supply device and its control system, pressurization by the high pressure fuel pump is stopped, and fuel injection from the fuel injection valve is performed by the fuel pressure by the feed pump. I do. At this time, if the fuel injection amount is larger than the allowable maximum injection amount capable of completing the fuel injection, the engine electronic control unit performs fuel cut.

JP-A-10-176687 JP 2000-130230 A

  In such prior art Japanese Patent Laid-Open Nos. 10-176687 and 2000-130230, when an abnormality occurs in the high-pressure fuel supply device and its control system, the high-pressure fuel pump is controlled to the maximum discharge or pressurization stop. It is assumed that it is possible.

  However, due to a failure of the internal combustion engine control device or the like, for example, when the high-pressure fuel pump is in an uncontrollable state and the discharge amount by the high-pressure fuel pump is larger than the fuel amount injected from the fuel injection valve, In some cases, the fuel pressure rises and exceeds the opening limit pressure of the fuel injection valve, and fuel injection control may be disabled. For this reason, a high-pressure fuel supply device is required so that the fuel pressure does not exceed the valve opening limit pressure of the fuel injection valve.

  Further, since the fuel injection control is disabled, the amount of fuel supplied in the combustion chamber does not reach the required value, and the air-fuel ratio of the air-fuel mixture becomes leaner than the appropriate value. Even if it is attempted to burn the air-fuel mixture in this state, the air-fuel ratio is leaner than the appropriate value, so that the ignitability of the air-fuel mixture is lowered and misfire may occur. When misfire occurs, fuel consumption, exhaust, and drivability deteriorate.

  The present invention has been made in view of such a problem, and when an abnormality occurs in the high-pressure fuel pump and its control system and the pressure in the fuel pressure accumulation chamber rises, the fuel pressure becomes the valve opening limit pressure of the fuel injection valve. An object of the present invention is to provide a high-pressure fuel supply device that does not become the above.

  In order to achieve the above object, a high pressure fuel supply apparatus according to the present invention includes a low pressure fuel pump that supplies fuel from a fuel tank to a low pressure side of a high pressure fuel pump, and pressurizes the fuel supplied by the low pressure pump to store fuel pressure. A high pressure fuel pump supplied to the chamber, a control device for the high pressure fuel pump, a fuel pressure accumulation chamber for accumulating fuel supplied by the high pressure fuel pump, and when the pressure in the fuel pressure accumulation chamber rises above a predetermined value A pressure adjusting valve that automatically opens and adjusts the pressure by returning the fuel to the low pressure side of the high pressure fuel pump; and a fuel injection valve that injects the fuel in the fuel accumulator chamber into the internal combustion engine, An abnormality occurs in the control device of the high-pressure fuel pump or the high-pressure fuel pump by adjusting the opening limit pressure of the fuel injection valve or the maximum pressure in the fuel pressure accumulation chamber when the high-pressure fuel pump cannot be controlled. The even when the pressure in the fuel accumulation chamber is increased, the pressure in the fuel accumulator chamber and device configuration does not exceed the valve opening limit pressure of the fuel injection valve.

  Alternatively, in the high-pressure fuel supply apparatus, a means for calculating an allowable internal combustion engine speed upper limit value in which the pressure in the fuel accumulator chamber does not exceed a valve opening limit pressure of the fuel injection valve, and limiting the internal combustion engine speed to be equal to or less than this value. Is provided. The internal combustion engine speed is limited by limiting at least one of the fuel injection amount and the intake air amount, and the allowable internal combustion engine speed upper limit is calculated using the fuel injection amount.

  Further, in the high-pressure fuel supply apparatus and its control system, an abnormality in which the pressure in the fuel pressure accumulation chamber rises is detected by detecting the pressure in the fuel pressure accumulation chamber, a control signal to the high-pressure fuel pump, and energizing the high-pressure fuel pump. Use either current.

  The high-pressure fuel supply apparatus according to the present invention configured as described above prevents the amount of fuel in the combustion chamber from reaching the required value and the air-fuel ratio of the air-fuel mixture from becoming leaner than the appropriate value. This contributes to stable combustion and improved exhaust gas performance.

  According to the present invention, even when an abnormality occurs in the high-pressure fuel pump or the control device of the high-pressure fuel pump and the discharge amount by the high-pressure fuel pump is larger than the fuel injection amount injected from the fuel injection valve, It is possible to provide a high pressure fuel supply device in which the pressure does not exceed the opening limit pressure of the fuel injection valve. Therefore, the amount of fuel in the combustion chamber does not reach the required value and the air-fuel ratio of the air-fuel mixture is prevented from becoming leaner than the appropriate value, contributing to stable combustion and improved exhaust gas performance.

  Hereinafter, an embodiment of the high-pressure fuel supply apparatus of the present invention will be described.

  FIG. 1 shows the overall configuration of the internal combustion engine 101 of the present embodiment. The apparatus includes a high pressure fuel pump 102. The intake air introduced into the cylinder 101b is taken in from the inlet 103a of the air cleaner 103, passes through an airflow sensor 104 that is one of the operating state measuring means of the internal combustion engine, and is accommodated in an electric throttle valve 105a that controls the intake flow rate. Enters the collector 106 through the throttle body 105. The airflow sensor 104 outputs a signal representing the intake air flow rate to a control unit 107 that is an internal combustion engine control device.

  The throttle body 105 is provided with a throttle sensor 108 which is one of the operation state measuring means of the internal combustion engine for detecting the opening degree of the electric throttle valve 105a, and the signal is also output to the control unit 107. It has become so.

  Although not shown in the figure, information from the rotational speed measuring means of the internal combustion engine is also input to the control unit 107.

  The air sucked into the collector 106 is distributed to the intake pipes 109 connected to the cylinders 101b of the internal combustion engine 101, and then guided to the combustion chamber 101c of the cylinder 101b.

On the other hand, fuel such as gasoline is primarily pressurized from the fuel tank 110 by the low-pressure fuel pump 111, adjusted to a constant pressure (for example, 3 kg / cm ² ) by the fuel pressure regulator 112, and more by the high-pressure fuel pump 102. Secondary pressurization (for example, 50 kg / cm ² ) is performed at a high pressure, and the pressure is fed to the pressure accumulating chamber 118. A fuel injection valve 113, a pressure adjustment valve 119, and a pressure sensor 120 are attached to the pressure accumulation chamber 118. The fuel injection valve 113 is mounted according to the number of cylinders of the internal combustion engine, and the injection is controlled by a signal from the control unit 107 of the internal combustion engine. The pressure regulating valve 119 is opened when the pressure in the pressure accumulating chamber 118 exceeds a predetermined value, and prevents damage to the piping system.

  The high-pressure fuel is injected from the fuel injection valve 113 into the combustion chamber 101c. The fuel injected into the combustion chamber 101c is ignited by the spark plug 115 by the ignition signal that has been increased in voltage by the ignition coil 114.

  A cam angle sensor 116 attached to the camshaft 124 of the exhaust valve outputs a signal for detecting the phase of the camshaft to the control unit 107. Here, the cam angle sensor may be attached to the camshaft 125 on the intake valve side. In addition, a crank angle sensor 117 is provided on the crankshaft shaft to detect the rotation and phase of the crankshaft of the internal combustion engine, and its output is input to the control unit 107.

  Further, an air-fuel ratio sensor 123 provided upstream of the catalyst 122 in the exhaust pipe 121 detects exhaust gas and outputs a detection signal to the control unit 107.

  As shown in FIG. 2, the main part of the control unit 107 includes an MPU 203, an EP-ROM 202, a RAM 204, an I / O LSI 201 including an A / D converter, and the like, and measures (detects) the operating state of the internal combustion engine. As an input, signals from various sensors including the airflow sensor 104 and the fuel pressure sensor 120, which are one of the means, are taken as inputs, predetermined calculation processing is executed, and various control signals calculated as the calculation results are output. A predetermined control signal is supplied to each of the fuel injection valves 113, the ignition coil 114, and the like to be controlled to execute fuel supply amount control, ignition timing control, and fuel pressure control using a fuel supply pump.

  FIG. 3 shows the fuel pressure behavior in the pressure accumulator chamber when an abnormality occurs in the high-pressure fuel pump and its control system and the discharge amount by the high-pressure pump is larger than the fuel amount injected from the fuel injection valve. If the fuel pressure rises but the discharge amount and fuel injection amount of the high-pressure pump do not change, the fuel pressure rise stops at a certain point from the valve opening pressure of the pressure regulating valve. This is because, as shown in FIG. 4, the pressure regulating valve flow rate, that is, (pump discharge amount-fuel injection amount) and the pressure increase value from the pressure regulating valve opening pressure have a certain relationship depending on the characteristics of the pressure regulating valve. is there.

  Therefore, an abnormality occurs in the high-pressure fuel pump and its control system, and the high-pressure fuel pump performs full discharge, while the fuel pressure when the fuel injection valve is not injecting fuel becomes the maximum fuel pressure at the time of abnormality. A device in which the control unit 107 can control the injection amount for the fuel injection valve installed in the pressure accumulating chamber even when the fuel pressure is reached, that is, a device designed so that the opening limit pressure of the fuel injection valve is higher than the maximum fuel pressure at the time of abnormality Must be provided.

  First, an embodiment that achieves its purpose by designing and setting the apparatus will be described.

  The first embodiment is to select a fuel injection valve having a valve opening pressure equal to or higher than the maximum fuel pressure at the time of abnormality.

  A second embodiment is shown in FIG. The pressure increase value from the pressure regulating valve opening pressure is calculated from the total discharge capacity of the pump and the flow characteristics of the pressure regulating valve. By setting the difference between the fuel injection valve opening limit pressure and the pressure increase value as the pressure regulating valve opening pressure, the maximum fuel pressure at the time of abnormality is prevented from exceeding the fuel injection valve opening limit pressure.

  A third embodiment is shown in FIG. If the total discharge capacity of the pump flows to the pressure adjustment valve, the pressure adjustment valve flow rate characteristics should be adjusted so that the pressure increase from the valve opening pressure is less than (fuel injection valve opening limit pressure-pressure adjustment valve opening pressure). Set so that the maximum fuel pressure during an abnormality does not exceed the fuel injection valve opening limit pressure.

  A fourth embodiment is shown in FIG. Calculate the maximum allowable pressure increase value by (fuel injection valve opening limit pressure-pressure adjustment valve opening pressure), and calculate the maximum pump discharge capacity from the pressure adjustment valve flow rate characteristics using the maximum pressure increase value as an argument. To do. By setting the pump total discharge capacity below the total discharge capacity maximum value, the maximum fuel pressure at the time of abnormality is lowered so that the maximum fuel pressure at the time of abnormality does not exceed the fuel injection valve opening limit pressure.

  Next, an embodiment that achieves the purpose by control will be described.

  FIG. 5 shows an example of a high pressure fuel pump structure. A fuel suction passage 10, a fuel discharge passage 11, and a pressurizing chamber 12 are formed in the pump body 1. The plunger 2 is slidably held in the pressurizing chamber 12. The fuel intake passage 10 and the fuel discharge passage 11 are provided with an intake valve 5 and a discharge valve 6, respectively, which are held in one direction by springs 5a and 6a, respectively, and serve as check valves for restricting the direction of fuel flow. ing. A solenoid 80 is held by the pump body 1, and an engaging member 81 and a spring 82 are arranged on the solenoid 80. When the energization of the solenoid 80 is OFF, the engaging member 81 is biased by a spring 82 in a direction to open the suction valve 5. Since the biasing force of the spring 82 is larger than the biasing force of the suction valve spring 5a, the suction valve 5 is in an open state when the solenoid 80 is de-energized. The fuel is led from the fuel tank 110 to the fuel intake passage of the pump body 1 by the low-pressure fuel pump 111 and regulated to a constant pressure by the fuel pressure regulator 112. Thereafter, the pressure is increased by the pump body 1 and is pumped to the pressure accumulating chamber 118 through the fuel discharge passage 11. With the above configuration, the operation will be described below.

  The lifter 3 provided at the lower end of the plunger 2 is pressed against the cam 100 by a spring 4. The plunger 2 is reciprocated by a cam 100 rotated by a camshaft or the like of an intake valve or an exhaust valve of an internal combustion engine to change the volume in the pressurizing chamber 12. When the suction valve 5 is closed during the compression process of the plunger 2, the pressure in the pressurizing chamber 12 rises, whereby the discharge valve 6 is automatically opened, and the fuel is pumped to the pressure accumulating chamber 118.

  The suction valve 5 automatically opens when the pressure in the pressurizing chamber 12 becomes lower than the pressure in the fuel suction passage 10, but the valve closing is determined by the operation of the solenoid 80. FIG. 10 shows the operation when the solenoid 80 is turned on. When the solenoid 80 is kept in the ON (energized) state, an electromagnetic force greater than the urging force of the spring 82 is generated, and the engaging member 81 is pulled toward the solenoid 80, so that the engaging member 81 and the intake valve 5 are separated. The In this state, the intake valve 5 is an automatic valve that opens and closes in synchronization with the reciprocating motion of the plunger 2. Therefore, during the compression process, the suction valve 5 is closed, and the fuel corresponding to the volume reduction of the pressurizing chamber 12 pushes the discharge valve 6 and is pumped to the pressure accumulating chamber 118.

  When the solenoid 80 is kept in the OFF (non-energized) state, the engaging member 81 is engaged with the intake valve 5 by the urging force of the spring 82, and the intake valve 5 is held in the open state. Therefore, even during the compression process, the pressure in the pressurizing chamber 12 is maintained at a low pressure that is substantially the same as that in the fuel intake passage, so that the discharge valve 6 cannot be opened, and the volume reduction of the pressurizing chamber 12 is reduced. The fuel passes through the intake valve 5 and is returned to the fuel intake passage 10 side. Therefore, the amount of pumped fuel is zero. On the other hand, if the solenoid 80 is turned on during the compression process, the fuel is fed to the pressure accumulating chamber 118 from this time. In addition, once the pressure feeding starts, the pressure in the pressurizing chamber 12 increases, and thereafter, even if the solenoid 80 is turned off, the suction valve 5 is kept closed and automatically synchronized with the start of the suction process. Open the valve. FIG. 11 shows the relationship between the ON timing of the solenoid 80 and the discharge amount in the plunger compression process. The discharge amount can be adjusted by the ON timing of the solenoid 80 in the compression process.

  FIG. 6 shows a control flowchart of the control apparatus for an internal combustion engine according to the fifth embodiment of the present invention.

  First, in step 601, interrupt processing starts. This interruption processing may be time-synchronized, for example, every 10 ms, or may be a rotation cycle, for example, every crank angle 180 deg. Next, in step 602, an abnormality in the high-pressure fuel supply device and its control system is detected. The abnormality is assumed to be a case where, for example, the engagement member 81 remains in a state of being pulled toward the solenoid 80 and the high-pressure pump is in a full discharge state. This abnormality is detected by recognizing that the pressure in the fuel pressure accumulation chamber is higher than the target fuel pressure, the energization signal to the solenoid 80 remains ON, the current is still flowing through the solenoid 80, and the like. Is possible.

  If it is determined in step 602 that there is an abnormality, in step 603, an internal combustion engine load (synonymous with the fuel injection amount) is read, and in step 604, an allowable internal combustion engine speed upper limit value is calculated using the read internal combustion engine load. FIG. 7 shows a method for calculating the allowable internal combustion engine speed upper limit value. From FIG. 7, the maximum relief fuel amount for preventing the fuel pressure from exceeding the fuel injection valve operation limit pressure can be calculated from the pressure adjustment valve opening pressure, the fuel injection valve operation limit pressure, and the pressure adjustment valve flow rate characteristic. That is, up to this value, the value of (high-pressure fuel pump discharge amount−fuel injection amount) can be allowed.

  Further, as shown in FIG. 8, since the discharge flow rate at the time of pump full discharge failure is proportional to the pump capacity and the internal combustion engine speed, the allowable internal combustion engine speed upper limit value can be calculated. Specifically, in the internal combustion engine control unit, for example, a table centered on the load of the internal combustion engine is used, or the allowable internal combustion engine speed upper limit value at a low load, which is the worst condition, is set to the upper speed limit of all operating conditions. It can be realized by setting as a value.

  Subsequently, at step 605, the internal combustion engine speed is read, and at step 606, it is determined whether it is equal to or higher than the allowable speed. If the rotation speed is equal to or higher than the allowable rotation speed, a fuel cut, which is one of the fuel injection amount limiting means, is performed in step 607 so as to be equal to or lower than the allowable rotation speed.

  FIG. 9 shows a control flowchart of the internal combustion engine control apparatus according to the sixth embodiment of the present invention. In FIG. 9, the same operation as in the fifth embodiment is performed up to step 606, and it is determined in step 606 whether the internal combustion engine speed is equal to or greater than the allowable internal combustion engine speed upper limit value. In this embodiment, when the rotational speed is equal to or higher than the allowable rotational speed, the intake air amount is limited in step 902 so that the internal combustion engine rotational speed does not exceed the allowable rotational speed. The intake air amount is limited by, for example, limiting the throttle valve opening. Subsequently, in step 903, the fuel injection amount is also restricted so that the air-fuel ratio at which misfire does not occur with respect to the restricted intake air amount.

  The effects of the present invention will be described with reference to FIGS. FIG. 15 is a time chart of the fuel pressure and the number of misfires when an abnormality occurs in the high-pressure fuel supply apparatus and its control system in the conventional example, and FIG. 16 is a high-pressure fuel supply apparatus and its control system in the present invention. 6 is a time chart of the fuel pressure and the number of misfires when an abnormality occurs.

  First, in FIG. 15, the fuel pressure exceeds the fuel injection valve operating limit pressure, so that fuel injection control becomes impossible, the amount of fuel supplied in the combustion chamber does not reach the required value, and the air-fuel ratio of the air-fuel mixture becomes leaner than the appropriate value. A misfire occurs.

  On the other hand, in FIG. 16, since the fuel supply device and the control device in which the fuel pressure does not exceed the fuel injection valve operating limit pressure are provided, misfire does not occur, contributing to stable combustion and improved exhaust gas performance.

1 is an overall configuration diagram of a direct injection internal combustion engine control system according to an embodiment of the present invention. The internal block diagram of the internal combustion engine control apparatus of FIG. The figure which shows an example of a fuel pressure behavior when abnormality arises in a high pressure fuel supply apparatus and its control system. The figure which shows the flow volume characteristic of a pressure regulating valve. The figure which shows one Example of the high pressure fuel pump shown in FIG. The control flowchart of one Example of this invention. FIG. The figure which shows the flow volume characteristic of a high pressure fuel pump. The control flowchart of one Example of this invention. FIG. 6 is an operation diagram of the high-pressure fuel pump shown in FIG. 5. Flow rate characteristics of the high-pressure fuel pump shown in FIG. Explanatory drawing of one Example of this invention. Explanatory drawing of one Example of this invention. Explanatory drawing of one Example of this invention. The basic time chart of a prior art example. The basic time chart of one Example of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Pump main body, 2 ... Plunger, 3 ... Lifter, 4,82 ... Spring, 5 ... Intake valve, 6 ... Discharge valve, 10 ... Fuel intake passage, 11 ... Fuel discharge passage, 12 ... Pressurization chamber, 80 ... Solenoid , 81 ... engaging member, 100 ... cam, 101 ... internal combustion engine, 101a ... piston, 101b ... cylinder, 101c ... combustion chamber, 102 ... high-pressure fuel pump, 103 ... air cleaner, 104 ... air flow sensor, 105 ... throttle body, 106 DESCRIPTION OF SYMBOLS ... Collector, 107 ... Control unit, 108 ... Throttle sensor, 109 ... Intake pipe, 110 ... Fuel tank, 111 ... Low pressure fuel pump, 112 ... Fuel pressure regulator, 113 ... Fuel injection valve, 114 ... Ignition coil, 115 ... Ignition plug 116 ... Cam angle sensor, 117 ... Crank angle sensor, 118 ... Accumulation chamber, 119 ... Pressure regulating valve, DESCRIPTION OF SYMBOLS 20 ... Pressure sensor 121 ... Exhaust pipe, 122 ... Catalyst, 123 ... Air-fuel ratio sensor, 124 ... Exhaust valve camshaft, 125 ... Intake valve camshaft, 201 ... I / O LSI, 202 ... EP-ROM, 203 ... MPU, 204 ... RAM, 601, 901 ... Interrupt generation step, 602 ... Abnormality detection step, 604 ... Permissible internal combustion engine speed upper limit calculation step, 605 ... Internal combustion engine speed reading step, 606 ... Speed determination step, 607 ... fuel cut step, 608, 904 ... return step, 902 ... intake air amount restriction step, 903 ... fuel injection quantity restriction step.

Claims (11)

  A low-pressure fuel pump that supplies fuel from a fuel tank to a low-pressure side of the high-pressure fuel pump, a high-pressure fuel pump that pressurizes the fuel supplied by the low-pressure pump and supplies the fuel to a fuel accumulator, and a control device for the high-pressure fuel pump; A fuel accumulator chamber for accumulating fuel supplied by the high-pressure fuel pump, and when the pressure in the fuel accumulator chamber rises above a predetermined value, the valve is opened and the fuel is returned to the low-pressure side of the high-pressure fuel pump. A pressure adjusting valve that adjusts the pressure, and a fuel injection valve that injects fuel in the fuel accumulator chamber into the internal combustion engine, and the valve opening limit pressure of the fuel injection valve is the high pressure fuel pump or the high pressure fuel pump A high-pressure fuel supply apparatus, wherein the high-pressure fuel supply apparatus has a pressure higher than a maximum pressure in the fuel accumulator chamber that can be generated when the control apparatus is abnormal.   A low-pressure fuel pump that supplies fuel from a fuel tank to a low-pressure side of the high-pressure fuel pump, a high-pressure fuel pump that pressurizes the fuel supplied by the low-pressure pump and supplies the fuel to a fuel accumulator, and a control device for the high-pressure fuel pump; A fuel accumulator chamber for accumulating fuel supplied by the high-pressure fuel pump, and when the pressure in the fuel accumulator chamber rises above a predetermined value, the valve is opened and the fuel is returned to the low-pressure side of the high-pressure fuel pump. The fuel that has a pressure regulating valve that regulates pressure and a fuel injection valve that injects fuel in the fuel accumulator into the internal combustion engine, and that can be generated when the high pressure fuel pump or the control device of the high pressure fuel pump is abnormal A high-pressure fuel supply device for an internal combustion engine, wherein the maximum pressure in the pressure accumulating chamber is equal to or lower than a valve opening limit pressure of the fuel injection valve.   2. The opening limit of the fuel injection valve is defined as the maximum pressure in the fuel pressure accumulating chamber that can be generated when the high pressure fuel pump or the control device of the high pressure fuel pump is abnormal due to the opening pressure of the pressure regulating valve. A high-pressure fuel supply device for an internal combustion engine, characterized in that the pressure is not higher than the pressure.   The maximum pressure in the fuel pressure accumulating chamber that can be generated when the high pressure fuel pump or the control device of the high pressure fuel pump is abnormal due to the flow rate characteristic of the pressure regulating valve is defined as a valve opening limit pressure of the fuel injection valve. A high-pressure fuel supply device for an internal combustion engine, characterized in that:   2. The maximum pressure in the fuel accumulator chamber that can be generated when the high-pressure fuel pump or a control device of the high-pressure fuel pump is abnormal depending on the capacity of the high-pressure fuel pump is less than a valve opening limit pressure of the fuel injection valve. A high-pressure fuel supply device for an internal combustion engine.   A low-pressure fuel pump that supplies fuel from the fuel tank to the low-pressure side of the high-pressure fuel pump, and a discharge capacity proportional to the rotational speed of the internal combustion engine, pressurizes the fuel supplied by the low-pressure pump and supplies it to the fuel accumulator chamber A high pressure fuel pump, a control device for the high pressure fuel pump, a fuel pressure accumulation chamber for accumulating fuel supplied by the high pressure fuel pump, and automatically opens when the pressure in the fuel pressure accumulation chamber rises above a predetermined value. A pressure adjusting valve that adjusts the pressure by returning the fuel to the low pressure side of the high pressure fuel pump, a fuel injection valve that injects the fuel in the fuel accumulator chamber into the internal combustion engine, and a rotation speed control device for the internal combustion engine; When the abnormality occurs in the high-pressure fuel pump or the control device of the high-pressure fuel pump and the high-pressure fuel pump is fully discharged, the rotational speed control device of the internal combustion engine, The rotational speed of the serial engine, high-pressure fuel supply system for an internal combustion engine the pressure in the fuel accumulator chamber and limits the rotational speed does not exceed the valve opening limit pressure of the fuel injection valve.   7. The high-pressure fuel supply device for an internal combustion engine according to claim 6, wherein the rotational speed of the internal combustion engine is limited by limiting at least one of a fuel injection amount and an intake air amount.   7. The high-pressure fuel supply apparatus for an internal combustion engine according to claim 6, wherein the calculation of the rotational speed at which the pressure in the fuel accumulator chamber does not exceed a valve opening limit pressure of the fuel injection valve is performed using a fuel injection amount.   7. The high-pressure fuel supply for an internal combustion engine according to claim 1 or 6, wherein the detection that an abnormality has occurred in the high-pressure fuel pump or a control device for the high-pressure fuel pump is based on a pressure in the fuel accumulator chamber. apparatus.   7. The high-pressure fuel supply apparatus according to claim 1 or 6, wherein the detection that an abnormality has occurred in the high-pressure fuel pump or a control device for the high-pressure fuel pump is based on a control signal to the high-pressure fuel pump. .   7. The high-pressure fuel supply apparatus according to claim 1 or 6, wherein the detection that an abnormality has occurred in the high-pressure fuel pump or a control device for the high-pressure fuel pump is based on a current supplied to the high-pressure fuel pump. .

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