JP2011085147A - Engine fuel supply device - Google Patents

Engine fuel supply device Download PDF

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Publication number
JP2011085147A
JP2011085147A JP2011017880A JP2011017880A JP2011085147A JP 2011085147 A JP2011085147 A JP 2011085147A JP 2011017880 A JP2011017880 A JP 2011017880A JP 2011017880 A JP2011017880 A JP 2011017880A JP 2011085147 A JP2011085147 A JP 2011085147A
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fuel
engine
fuel pressure
pressure sensor
amount
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JP5216878B2 (en
Inventor
恵一 ▲高▼▲柳▼
Junichi Furuya
Keiichi Takayanagi
純一 古屋
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Hitachi Automotive Systems Ltd
日立オートモティブシステムズ株式会社
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Abstract

<P>PROBLEM TO BE SOLVED: To inhibit operation from being performed at a lean air-fuel ratio with an actual fuel injection quantity becoming shorter than a demand even in failure of a fuel pressure sensor. <P>SOLUTION: An engine fuel supply device determines a duty ratio for controlling the energization of a fuel pump based on the fuel pressure detected by the fuel pressure sensor and a target value. The engine fuel supply device fixes the duty ratio of the fuel pump at a value equivalent to the target value when the fuel pressure sensor has abnormality, and cuts fuel or limits the opening degree of a throttle valve during a high load wherein a fuel supply quantity potentially becomes short when driving the fuel pump at the duty ratio equivalent to the target value. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a fuel supply device for an engine provided with a fuel pressure sensor.

  Japanese Patent Application Laid-Open No. H10-228561 discloses a request for a fuel supply device that drives a fuel pump as a function of a fuel pressure detected by a pressure sensor and a reference pressure based on a requested fuel supply when an abnormality of the pressure sensor is detected. It is disclosed that the fuel pump is driven based on the fuel amount and the engine rotational speed.

Special Table 2000-511992

By the way, when driving the fuel pump according to the required fuel flow rate of the engine, the fuel pressure cannot be controlled.
For this reason, for example, when the fuel pressure sensor breaks down in the process of increasing the pressure to near the target pressure and the pump control is shifted to the required fuel flow rate, the fuel pressure cannot be increased to the vicinity of the target, and the fuel pressure is Therefore, there is a possibility that the control accuracy of the injection amount by the fuel injection valve is greatly reduced, and the engine is operated with an excessively lean air-fuel ratio.

  The present invention has been made in view of the above problems, and even when the fuel pressure sensor is out of order, an engine that can suppress operation with a lean air-fuel ratio due to insufficient actual fuel injection amount than required. An object is to provide a fuel supply device.

  Therefore, according to the present invention, when the abnormality of the fuel pressure sensor is diagnosed, the operation amount of the fuel pump is set to an operation amount that can obtain a pre-stored target fuel pressure, and fuel is injected by the set target fuel pressure. The fuel injection to the engine is stopped at high load when the valve is supplied.

  According to the above invention, even when the fuel pressure sensor is out of order, it is possible to suppress operation at a lean air-fuel ratio.

It is a system diagram of a fuel supply device in an embodiment. It is a flowchart which shows the fail safe function at the time of a fuel pressure sensor failure. It is a flowchart which shows the fail safe function at the time of a fuel pressure sensor failure. It is a flowchart which shows the fuel cut control performed simultaneously with the fail safe function shown in the said FIG. It is a flowchart which shows the upper limit process of the throttle opening performed simultaneously with the fail safe function shown in the said FIG. It is a flowchart which shows the fail safe function at the time of a fuel pressure sensor failure. It is a flowchart which shows the failure diagnosis process of a fuel pressure sensor.

Embodiments of the present invention will be described below.
FIG. 1 is a diagram illustrating a fuel supply device for a vehicle engine in the embodiment.
In FIG. 1, a fuel tank 1 is a tank for storing fuel (gasoline) of an engine (internal combustion engine) 10 and is disposed, for example, under a rear seat of a vehicle.
The fuel tank 1 is provided with a fuel filler opening 3 that is closed by a fuel filler cap 2, and the fuel filler cap 2 is removed to replenish fuel from the fuel filler inlet 3.

An electric fuel pump 4 is installed in the fuel tank 1 by a bracket (not shown).
The fuel pump 4 is, for example, a turbine-type pump that sucks gasoline in the fuel tank 1 from a suction port and discharges the gasoline from the discharge port, and one end of a fuel pipe 5a is connected to the discharge port.

The other end of the fuel pipe 5a passes a fuel flow from the fuel pump 4 toward a fuel injection valve 9 to be described later, and a check valve that blocks a flow (back flow) from the fuel injection valve 9 toward the fuel pump 4. 7 entrance side is connected.
One end of a fuel pipe 5 b is connected to the outlet of the check valve 7, and the other end of the fuel pipe 5 b is connected to a fuel gallery pipe 8.

The fuel pipe 5a, the fuel pipe 5b, and the fuel gallery pipe 8 form a pressure feeding path (fuel pipe) from the fuel pump 4 to the fuel injection valve 9.
The fuel gallery pipe 8 is provided with the same number of injection valve connection portions 8a as the number of cylinders (4 cylinders in the present embodiment) along the extending direction, and each injection valve connection portion 8a includes a fuel injection valve. Nine fuel intakes are connected to each other.

The fuel injection valve 9 is an electromagnetic fuel injection valve in which when a magnetic attractive force is generated by energization of an electromagnetic coil, a valve body biased in a valve closing direction by a spring lifts and injects fuel.
The fuel injection valve 9 is installed at each intake port portion of each cylinder of the engine 10 and injects fuel into each cylinder.

Further, a relief pipe 12 is provided for communicating the inside of the fuel gallery pipe 8 and the inside of the fuel tank 1, and a relief valve 13 is interposed in the middle of the relief pipe 12.
The relief valve 13 is urged in the valve closing direction by an elastic body, and opens when the fuel pressure (fuel supply pressure) in the fuel gallery pipe 8 exceeds a predetermined valve opening pressure. It is a mechanical check valve that relieves the fuel in the fuel tank 1 and is provided to prevent the fuel pressure in the fuel gallery pipe 8 from exceeding the valve opening pressure (allowable upper limit pressure). .

An electronic control unit (ECU) 11 incorporating a microcomputer individually outputs a valve opening control pulse signal to each of the fuel injection valves 9 to control the fuel injection amount and injection timing of each fuel injection valve 9. .
Further, the electronic control unit 11 (control means, abnormal time control means, diagnosis means) changes the drive current by duty-controlling on / off of energization of the fuel pump 4, and thereby controls the discharge amount of the fuel pump 4. Control.

The electronic control unit 11 controls the intake air amount of the engine 10 by outputting an opening control signal to an electronic control throttle 27 that opens and closes a throttle valve (intake throttle valve) with a motor.
Detection signals from various sensors are input to the electronic control unit 11.
The various sensors include an air flow meter 21 that detects the intake air flow rate of the engine 10, a crank angle sensor 22 that outputs a detection signal for each predetermined crank angle position, a water temperature sensor 23 that detects a cooling water temperature Tw of the engine 10, A fuel pressure sensor 24 that detects the pressure of the fuel in the fuel gallery pipe 8, a fuel temperature sensor 25 that detects the temperature of the fuel in the fuel gallery pipe 8, and an oxygen concentration in the exhaust gas that correlates with the air-fuel ratio of the engine 10. An air-fuel ratio sensor 26 and the like are provided.

Then, the electronic control unit 11 sets the injection pulse width corresponding to the amount of fuel that can form the target air-fuel ratio mixture from the air flow meter 21, the crank angle sensor 22, the water temperature sensor 23, the air-fuel ratio sensor 26, and the like. And the valve opening control pulse signal having the injection pulse width is output to each fuel injection valve 9.
Further, the electronic control unit 11 feeds back an energization control duty (operation amount) of the fuel pump 4 so that the actual fuel pressure detected by the fuel pressure sensor 24 approaches a target fuel pressure (for example, 350 kPa which is a reference fuel pressure). Control.

In the calculation of the injection pulse width, the required fuel amount is injected under the condition of the fuel pressure (fuel supply pressure) in the fuel gallery pipe 8, in other words, the unit in the fuel pressure condition at that time. Based on the injection amount per valve opening time, the injection pulse width (injection time: valve opening time) of the fuel injection valve 9 is calculated.
Here, the electronic control unit 11 diagnoses an abnormality of the fuel pressure sensor 24, and when an abnormality occurs, a fail-safe function for driving and controlling the fuel pump 4 without using the detection result by the fuel pressure sensor 24 is used as software. It is prepared in advance.

The flowchart of FIG. 2 shows the fail-safe function.
In step S101 in the flowchart of FIG. 2, it is determined whether the fuel pressure sensor 24 is normal or abnormal.
The normality / abnormality of the fuel pressure sensor 24 is performed based on whether or not the sensor output is within the normal range, as will be described later. However, the abnormality diagnosis method is not limited. Can be used.

If the fuel pressure sensor 24 is normal, the process proceeds to step S102, and the control duty of the fuel pump 24 is normally controlled based on the comparison between the actual fuel pressure detected by the fuel pressure sensor 24 and the target fuel pressure.
In the next step S103, the injection pulse width of the fuel injection valve 9 is calculated based on the fuel pressure (target fuel pressure) detected by the fuel pressure sensor 24, and the fuel injection valve 9 is driven and controlled based on the injection pulse width.

On the other hand, when it is determined in step S101 that the fuel pressure sensor 24 is abnormal (failure), the fuel pump 4 and the fuel injection valve 9 are normally controlled based on the detection result of the fuel pressure sensor 24, and the actual fuel pressure is set as the target. The fuel pressure cannot be controlled, and the required amount of fuel cannot be injected from the fuel injection valve 9.
Therefore, if it is determined that the fuel pressure sensor 24 is abnormal, the process proceeds to step S104, the feedback control of the fuel pump 4 using the detection result of the fuel pressure sensor 24 is prohibited, and the control duty (operation amount) of the fuel pump 4 is prohibited. Is fixed to 100% (100% on-duty) corresponding to the maximum discharge amount.

When the control duty of the fuel pump 4 is fixed to 100% as described above, the fuel pressure (fuel supply pressure) in the fuel gallery pipe 8 exceeds the valve opening pressure (for example, 810 kPa) in the relief valve 13.
However, when the fuel pressure exceeds the valve opening pressure, the relief valve 13 is opened and the fuel is relieved. As a result, the fuel pressure in the fuel gallery pipe 8 is maintained near the valve opening pressure. Become.

That is, when the control duty of the fuel pump 4 is fixed at 100%, it can be estimated that the pressure in the fuel gallery pipe 8 is close to the valve opening pressure.
Therefore, in the next step S105, it is assumed that the fuel pressure in the fuel gallery pipe 8 is held at the valve opening pressure, and the injection pulse width is corrected so that the required fuel amount can be injected under such fuel pressure conditions. .

That is, the valve opening pressure is stored in advance, and the injection pulse width is corrected based on the ratio between the normal target fuel pressure and the valve opening pressure.
According to the fail-safe function, the fuel pressure in the fuel gallery pipe 8 is increased to the vicinity of the valve opening pressure of the relief valve 13 when performing the fail-safe without being influenced by the fuel pressure at the time when the fuel pressure sensor 24 fails. The required fuel amount of the engine 10 can be injected with high accuracy by causing the fuel injection valve 9 to inject fuel at an injection pulse width corresponding to the valve opening pressure.

  Thus, even if the fuel pressure sensor 24 fails, the actual fuel pressure can be controlled to a known value to determine the fuel injection pulse width, so that the required amount of fuel for the engine 10 is injected from the fuel injection valve 9. Further, since the inside of the fuel gallery pipe 8 has a high pressure, the fuel evaporative gas can be reduced, and the required fuel amount can be stably injected in the entire operation region of the engine.

The flowchart of FIG. 3 shows another example of the fail-safe function.
In step S201 in the flowchart of FIG. 3, it is determined whether the fuel pressure sensor 24 is normal or abnormal.
If the fuel pressure sensor 24 is normal, the process proceeds to step S202, and normally the control duty of the fuel pump 24 is controlled based on the comparison between the actual fuel pressure detected by the fuel pressure sensor 24 and the target fuel pressure.

On the other hand, when the fuel pressure sensor 24 is abnormal, the process proceeds to step S203, the feedback control of the fuel pump 4 using the detection result of the fuel pressure sensor 24 is prohibited, and the control duty (operation amount) of the fuel pump 4 is stored in advance. The reference duty corresponding to the target fuel pressure (for example, 350 kPa) is fixed.
If the reference duty is fixed, the actual fuel pressure can be increased and maintained near the target fuel pressure, although the actual fuel pressure varies relatively with changes in the required fuel flow rate due to engine load and rotation. it can.

Therefore, compared with the case where the control duty is feedback controlled using the fuel pressure sensor 24, the control accuracy and responsiveness of the fuel pressure are reduced, but the actual fuel pressure can be controlled near the target fuel pressure, and the actual fuel pressure becomes the target fuel pressure. The required fuel amount of the engine can be injected by calculating the injection pulse width normally.
Note that the fuel pressure can be controlled with higher accuracy by correcting the reference duty according to the fuel temperature at that time.

Further, the fixed value of the control duty is not limited to a value corresponding to the target fuel pressure in normal feedback control, and can be fixed to a duty that is set in advance and corresponds to the target fuel pressure (intermediate pressure) for fail safe. .
By the way, if the reference duty corresponding to the intermediate pressure is fixed as described above, the discharge flow rate of the fuel pump 4 becomes higher than the required fuel flow rate if the state where the required fuel flow rate is high at high load / high rotation of the engine continues. Therefore, if the fuel pressure remains below the target and the injection pulse width is determined to be the target fuel pressure, the amount of fuel actually injected will be significantly less than the required amount. The air-fuel ratio may become excessively lean.

Therefore, when the control duty of the fuel pump 4 is fixed to a reference duty corresponding to the target fuel pressure (for example, 350 kPa), the discharge amount of the fuel pump 4 is insufficient with respect to the required fuel flow rate of the engine according to the flowchart of FIG. Limit engine operation in conditions.
The flowchart of FIG. 4 is executed when the control duty of the fuel pump 4 is fixed to a reference duty corresponding to the target fuel pressure (for example, 350 kPa). First, in step S211, it is determined whether or not the fuel amount is insufficient. Is determined from the required fuel injection amount in the fuel injection valve 9, the engine speed, and the discharge amount (fixed duty) of the fuel pump 4.

Here, the required fuel flow rate of the engine 10 can be obtained from the required fuel injection amount in the fuel injection valve 9 and the engine speed, and whether or not the discharge amount of the fuel pump 4 is insufficient with respect to the required fuel flow rate. Determine whether.
If the fuel amount is not insufficient, the process proceeds to step S212, and the engine is operated normally without restricting the engine operation.

On the other hand, if the fuel amount is insufficient, the process proceeds to step S213, and a control (fuel cut) for forcibly stopping the fuel injection by the fuel injection valve 9 is executed so that the fuel amount is not insufficient (low load). -The engine 10 is operated only in the low rotation range).
Accordingly, in a fail-safe state where the control duty of the fuel pump 4 is fixed to the reference duty because the fuel pressure sensor 24 has failed, the fuel pressure is lowered due to insufficient discharge amount of the fuel pump 4 and the required fuel amount cannot be injected. The engine 10 is not operated, and operation at an excessive lean air-fuel ratio can be suppressed to maintain necessary and sufficient engine operability.

The flowchart of FIG. 5 shows another example of the process for restricting the engine operation under the condition that the discharge amount of the fuel pump 4 is insufficient with respect to the required fuel flow rate of the engine.
In the flowchart of FIG. 5, in step S221, it is determined from the required fuel injection amount in the fuel injection valve 9, the engine speed, and the discharge amount (fixed duty) of the fuel pump 4 whether or not the fuel amount is insufficient. To do.

If the fuel amount is not insufficient, the process proceeds to step S222, and the engine is normally operated without restricting the engine operation.
On the other hand, if the fuel amount is insufficient, the process proceeds to step S223, and it is determined whether or not the target opening degree of the electronic control throttle 27 at that time exceeds the upper limit value (set value).
When the target opening degree of the electronic control throttle 27 exceeds the upper limit value (set value), the process proceeds to step S224, the upper limit value (set value) is set to the target opening degree, and the target value of the electronic control throttle 27 is set. If the opening degree is equal to or less than the upper limit value (set value), it is avoided that the throttle opening degree exceeding the upper limit value (set value) is controlled by bypassing step S224.

By limiting the target opening degree of the electronic control throttle 27 to an upper limit value (set value) or less, the intake air amount of the engine 10 is limited, and in turn, the maximum injection amount in the fuel injection valve 9 is limited. Accordingly, it is possible to suppress the engine 10 from being operated in a region where the fuel pressure is lowered due to a shortage of the discharge amount of the fuel pump 4 and the required fuel amount cannot be injected.
Therefore, by restricting the throttle opening as described above, the operation at an excessive lean air-fuel ratio can be suppressed and the necessary and sufficient engine operability can be maintained.

The flowchart of FIG. 6 shows another example of the fail-safe function.
In the flowchart of FIG. 6, in step S301, it is determined whether the fuel pressure sensor 24 is normal or abnormal.
If the fuel pressure sensor 24 is normal, the process proceeds to step S302, and the control duty of the fuel pump 24 is controlled based on the comparison between the actual fuel pressure detected by the fuel pressure sensor 24 and the target fuel pressure.

In the next step S303, the injection pulse width of the fuel injection valve 9 is calculated based on the fuel pressure (target fuel pressure) detected by the fuel pressure sensor 24, and the fuel injection valve 9 is driven and controlled based on the injection pulse width.
On the other hand, if it is determined in step S301 that the fuel pressure sensor 24 is abnormal, the process proceeds to step S304, where whether or not the required fuel flow rate of the engine 10 is in the operating region below a predetermined amount is determined by the required fuel injection in the fuel injection valve 9. Judging from the amount and engine speed.

If the required fuel flow rate of the engine 10 is an operation region (low load / low rotation region) that is equal to or less than a predetermined amount, the process proceeds to step S305.
In step S305, feedback control of the fuel pump 4 using the detection result of the fuel pressure sensor 24 is prohibited, and the control duty (operation amount) of the fuel pump 4 corresponds to a target fuel pressure (for example, 350 kPa) stored in advance. The reference duty is fixed.

In the next step S306, it is assumed that the actual fuel pressure is the target fuel pressure, and the injection pulse width of the fuel injection valve 9 is normally calculated.
On the other hand, when it is an operation region (high load / high rotation region) where the required fuel flow rate of the engine 10 exceeds a predetermined amount, the process proceeds to step S307.
In step S307, the feedback control of the fuel pump 4 using the detection result of the fuel pressure sensor 24 is prohibited, and the control duty (operation amount) of the fuel pump 4 is fixed to 100% corresponding to the maximum discharge amount.

In the next step S308, it is assumed that the fuel pressure in the fuel gallery pipe 8 is held at the valve opening pressure of the relief valve 13 stored in advance, so that the required fuel amount can be injected under such fuel pressure conditions. Correct the injection pulse width.
According to the above control, the fuel pump 4 is driven at a reference duty corresponding to a target fuel pressure (for example, 350 kPa) only in a low load / low rotation region where the required fuel flow rate of the engine 10 is relatively small. While suppressing the consumption, it is possible to suppress the engine from being operated under the condition that the discharge amount of the fuel pump 4 is less than the required fuel flow rate.

Furthermore, by keeping the fuel pressure low in the low load / low rotation region, the minimum injected fuel amount can be set as usual, and the dynamic range of the injected amount can be secured.
On the other hand, since the control duty (operation amount) of the fuel pump 4 is fixed at 100% corresponding to the maximum discharge amount in the high load / high rotation region where the required fuel flow rate of the engine 10 is relatively large, the high load / high rotation region The amount of discharge exceeding the required fuel flow rate can be ensured, and the engine 10 can be operated in the entire operation region.

In the flowchart of FIG. 6, whether to fix the reference duty or the maximum duty is switched based on whether the required fuel flow rate of the engine 10 is large or small. The start time of the engine 10 can be included, and is not limited to the switching control based on the required fuel flow rate.
The flowchart of FIG. 7 shows abnormality diagnosis of the fuel pressure sensor 24.

In step S511, the detection result of the fuel pressure sensor 24 is read.
In step S512, it is determined whether the starter switch of the engine 10 is on or off.
Then, when the engine 10 whose starter switch is off is after starting (during operation), the process proceeds to step S513, and it is determined whether or not the detection result read in step S511 is equal to or greater than the set value 1.

The set value 1 is stored in advance as a value that does not lower the detection result of the fuel pressure sensor 24 when the fuel pressure sensor 24 is normal.
Here, when the detection result read in step S511 is less than the set value 1, the process proceeds to step S514, and it is determined whether or not the state below the set value 1 continues for a predetermined time or more.

When the detection result of the fuel pressure sensor 24 is below the set value 1 for the predetermined time or more, the process proceeds to step S517, and abnormality of the fuel pressure sensor 24 is determined.
On the other hand, even if the detection result of the fuel pressure sensor 24 is lower than the set value 1, if the duration has not reached the predetermined time, the routine is terminated directly bypassing step S518.

If it is determined in step S513 that the detection result of the fuel pressure sensor 24 is equal to or greater than the set value 1, the process proceeds to step S515.
In step S515, it is determined whether or not the detection result read in step S511 is less than or equal to the set value 2.
The set value 2 is stored in advance as a value that the detection result of the fuel pressure sensor 24 does not exceed when the fuel pressure sensor 24 is normal, and the set value 1 is smaller than the set value 2.

When it is determined in step S515 that the detection result of the fuel pressure sensor 24 is less than the set value 2, the normal range in which the detection result of the fuel pressure sensor 24 is sandwiched between the set value 1 and the set value 2 (> set value 1). Therefore, it is determined that the fuel pressure sensor 24 is normal, and this routine is terminated as it is.
On the other hand, when it is determined in step S515 that the detection result of the fuel pressure sensor 24 is equal to or greater than the set value 2, the process proceeds to step S516, and it is determined whether or not the state where the value is equal to or greater than the set value 2 continues for a predetermined time or more. To do.

If the detection result of the fuel pressure sensor 24 is equal to or greater than the set value 2 for the predetermined time or longer, the process proceeds to step 5217 to determine whether the fuel pressure sensor 24 is abnormal.
On the other hand, even if the detection result of the fuel pressure sensor 24 is equal to or greater than the set value 2, if the duration has not reached the predetermined time, the routine is terminated directly bypassing step S517.

Next, inventions other than those described in the claims that can be grasped from the above description will be described together with the effects thereof.
(B) An engine including an electric fuel pump, a fuel pressure sensor for detecting the pressure of fuel supplied to the fuel injection valve, and a control means for controlling the amount of fuel supplied to the engine based on the operating state of the engine In the fuel supply device of
Diagnostic means for determining whether the fuel pressure sensor is normal or abnormal;
When the diagnosis means diagnoses the abnormality of the fuel pressure sensor, the operation amount of the fuel pump is set to an operation amount that can obtain a pre-stored target fuel pressure, and the fuel is supplied to the fuel at the set target fuel pressure. An abnormality control means for stopping fuel injection to the engine at a high load exceeding the engine load corresponding to the target fuel pressure in a state of being supplied to the injection valve;
Engine fuel supply device provided with
According to the above invention, when the fuel pressure sensor is abnormal, if the engine load becomes higher than the engine load corresponding to the target fuel pressure, the fuel injection to the engine is stopped because there is a possibility of fuel shortage.

  DESCRIPTION OF SYMBOLS 1 ... Fuel tank, 4 ... Fuel pump, 5a, 5b ... Fuel pipe, 7 ... Check valve, 8 ... Fuel gallery pipe, 9 ... Fuel injection valve, 10 ... Internal combustion engine, 11 ... Electronic control unit, 12 ... Relief pipe , 13 ... Relief valve, 24 ... Fuel pressure sensor, 25 ... Fuel temperature sensor, 26 ... Air-fuel ratio sensor, 27 ... Electronically controlled throttle

Claims (1)

  1. Engine fuel supply including an electric fuel pump, a fuel pressure sensor for detecting the pressure of fuel supplied to the fuel injection valve, and a control means for controlling the fuel supply amount to the engine based on the operating state of the engine In the device
    Diagnostic means for determining whether the fuel pressure sensor is normal or abnormal;
    When the diagnosis means diagnoses the abnormality of the fuel pressure sensor, the operation amount of the fuel pump is set to an operation amount that provides a pre-stored target fuel pressure, and the fuel is supplied to the fuel at the set target fuel pressure. An abnormal-time control means for stopping fuel injection into the engine at a high load in a state of being supplied to the injection valve;
    Engine fuel supply device provided with
JP2011017880A 2011-01-31 2011-01-31 Engine fuel supply system Active JP5216878B2 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003041998A (en) * 2001-07-26 2003-02-13 Hitachi Ltd Fuel system diagnosing-cum-controlling device for internal combustion engine
JP2005155415A (en) * 2003-11-25 2005-06-16 Honda Motor Co Ltd High-pressure fuel supply system enabling discrimination of abnormality of high-pressure fuel system and measure against abnormality
JP2006029096A (en) * 2004-07-12 2006-02-02 Yanmar Co Ltd Pressure accumulating fuel injector

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003041998A (en) * 2001-07-26 2003-02-13 Hitachi Ltd Fuel system diagnosing-cum-controlling device for internal combustion engine
JP2005155415A (en) * 2003-11-25 2005-06-16 Honda Motor Co Ltd High-pressure fuel supply system enabling discrimination of abnormality of high-pressure fuel system and measure against abnormality
JP2006029096A (en) * 2004-07-12 2006-02-02 Yanmar Co Ltd Pressure accumulating fuel injector

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