JP2888046B2 - Fuel injection device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device.

[0002]

2. Description of the Related Art The applicant has disclosed in Japanese Patent Application No. 3-227189 a fuel supply pump for supplying fuel to a pressure accumulating chamber at predetermined time intervals, and a fuel injection valve for injecting fuel by the fuel pressure in the pressure accumulating chamber. A fuel injection device for an internal combustion engine has been proposed in which the fuel pressure in the accumulator is detected and the fuel supply amount of the fuel supply pump is controlled so that the fuel pressure becomes the target fuel pressure.

[0003]

The fuel pressure in the accumulator chamber fluctuates and fluctuates greatly due to the fuel supply by the fuel supply pump and the fuel injection by the fuel injection valve. If the fuel supply amount of the fuel supply pump is feedback-controlled using the detected instantaneous value, the fuel pressure in the accumulator cannot be controlled to the target fuel pressure.

[0004] Therefore, an average fuel pressure is determined from the fuel pressure in the accumulator detected within a predetermined average period.
It is considered that the fuel supply amount of the fuel supply pump is feedback-controlled based on the average fuel pressure so that the average fuel pressure becomes the target fuel pressure. However, when the fuel supply of the fuel supply pump is performed after the fuel injection is performed after the average fuel pressure is obtained, the fuel pressure at the start of fuel supply is significantly lower than the average fuel pressure due to the fuel injection. Therefore, there arises a problem that the average fuel pressure cannot be accurately controlled to the target fuel pressure.

[0005]

According to the present invention, there is provided a fuel supply pump for supplying fuel to an accumulator at a predetermined time, and a fuel supply pump provided by the fuel pressure in the accumulator. A fuel injection valve that injects fuel at a time that does not overlap with the fuel supply timing of the fuel supply, wherein fuel is supplied into the accumulator by the fuel supply pump every time fuel injection of the fuel injection valve is performed, and fuel supply by the fuel supply pump is performed. The average fuel pressure of the fuel pressure in the accumulator is determined within an average period that is the period including the same number of times and the fuel injection by the fuel injection valve, and the average fuel pressure is determined in advance based on the determined average fuel pressure. The fuel supply amount of the fuel supply pump is controlled immediately after the average period in which the average fuel pressure is obtained so as to reach the target fuel pressure. It is set to between the fuel supply start time of the amplifier.

[0006]

The fuel supply amount of the fuel supply pump immediately after the average period in which the average fuel pressure is obtained is controlled so that the average fuel pressure becomes the predetermined target fuel pressure based on the obtained average fuel pressure. . The end time of the average period is between the fuel injection end time of the fuel injection valve and the fuel supply start time of the fuel supply pump. Therefore, the fuel supply amount of the fuel pump is controlled based on the average fuel pressure without executing the fuel injection after the average fuel pressure is determined.

[0007]

FIG. 1 is an overall view of a two-cylinder two-stroke internal combustion engine employing one embodiment of the present invention. Referring to FIG. 1, 1 is an engine body, 2 is a first cylinder, 3 is a second cylinder, 4 is a first fuel injection valve for injecting fuel into the first cylinder 2, and 5 is a fuel injector in the second cylinder 3. , 6 indicates each supply passage, and 7 indicates each exhaust passage.

A high-pressure reservoir tank 8 serving as a pressure storage chamber is connected to each of the fuel injection valves 4 and 5 via each branch pipe 9.
Further, the reservoir tank 8 is connected to the fuel tank 11 via the fuel supply passage 10. A high-pressure fuel pump 12 is disposed in the middle of the fuel supply passage 10.
A low-pressure fuel pump 13 for supplying fuel to a high-pressure fuel pump 12 is arranged in a fuel supply passage 10 between the fuel tank 11 and the fuel tank 11.

The electronic control unit 20 is composed of a digital computer, and a ROM (read only memory) 22, a RAM (random access memory) 23, a CPU (microprocessor) 24, and an input port 25 interconnected by a bidirectional bus 21. And an output port 26. The fuel pressure sensor 40 attached to the reservoir tank 8 detects the fuel pressure in the reservoir tank 8, and the detection signal is transmitted to the integration circuit 27 and each A / D converter 28,
The data is input to the input port 25 via the input port 29. A load sensor 41 for detecting an engine load is connected to an input port via the A / D converter 30. The output pulse of the crank angle sensor 42 that generates an output pulse every 30 degrees of the crank angle is input to the input port 25.

On the other hand, the high-pressure fuel pump 12 and each of the fuel injection valves 4 and 5 are connected to output ports via respective drive circuits 31, 32 and 33, respectively. Fuel injection from the fuel injection valves 4 and 5 is performed by the fuel pressure in the reservoir tank 8. The fuel pressure in the reservoir tank 8 is feedback-controlled so that the average value of the fuel pressure detected by the fuel pressure sensor 40 becomes a predetermined fuel pressure.

FIG. 2 is a side sectional view of the entire high-pressure fuel pump 12. As shown in FIG. The high-pressure fuel pump 12 is roughly divided into a pump section A and a discharge rate control section B for controlling the discharge rate of the pump section A. 3 shows a sectional view of the pump section A, and FIG. 4 shows an enlarged side sectional view of the discharge amount control section B. 2 and 3, 70 is a pair of plungers, 71 is a pressurized chamber formed by each plunger 70, 72 is a plate attached to the lower end of each plunger 70, 73 is a tappet, 74 is a plate 7
2, a compression spring pressing the tappet 73 toward the tappet 73; 75, a roller rotatably supported by the tappet 73; 76, a camshaft driven by the engine crankshaft at the same rotation as the crankshaft; 77, a camshaft 7;
Each of the cams is shown integrally formed on 6, and the rollers 75 roll on the cam surface of the cam 77. Therefore, the camshaft 76
Is rotated, each plunger 70 moves up and down accordingly.

Referring to FIG. 2, a fuel supply port 78 is formed at the top of the pump section A, and this fuel supply port 78 is connected to the discharge port of the low-pressure fuel pump 13 (FIG. 1). This fuel supply port 78 is connected to the pressurizing chamber 71 via a fuel supply passage 79 and a check valve 80. Therefore, fuel is supplied from the fuel supply passage 79 into the pressurizing chamber 71 when the plunger 70 is lowered. Reference numeral 81 denotes a fuel return passage for returning fuel leaked from around the plunger 70 to the fuel supply passage 79. On the other hand, as shown in FIGS. 2 and 3, each pressurizing chamber 71 is connected to a common pressurized fuel passage 83 for each pressurizing chamber 71 via a corresponding check valve 82. The pressurized fuel passage 83 is connected to a pressurized fuel discharge port 85 via a check valve 84, and the pressurized fuel discharge port 85 is connected to the reservoir tank 8.
(FIG. 1). Accordingly, when the plunger 70 rises and the fuel pressure in the pressurizing chamber 71 rises, the high-pressure fuel in the pressurizing chamber 71 is discharged into the pressurized fuel passage 83 through the check valve 82, and this fuel is then reversed. It is fed into the reservoir tank 8 (FIG. 1) through the stop valve 84 and the fuel discharge port 85. The phases of the pair of cams 77 are shifted by 180 degrees,
Therefore, when one plunger 70 is discharging the pressurized fuel during the upward stroke, the other plunger 70 is sucking the fuel into the pressurizing chamber 71 during the downward stroke. From the pressurized fuel passage 83, as shown in FIG.
The fuel overflow passage 90 is connected to the discharge amount control unit B.

Referring to FIG. 4, a discharge amount control unit B includes a fuel overflow chamber 91 formed in a housing thereof and an overflow control valve for controlling a fuel flow from the fuel overflow passage 90 to the fuel overflow chamber 91. 92. The overflow control valve 92 has a valve section 93 disposed in the fuel overflow chamber 91, and the valve section 93 controls opening and closing of a valve port 94. Further, an actuator 95 for driving the overflow control valve 92 is disposed in the housing of the discharge amount control unit B. The actuator 95 includes a pressurizing piston 96 slidably inserted into the housing of the discharge amount control unit B, and a pressurizing piston 96.
, A pressurizing chamber 98 defined by a pressurizing piston 96, and a pressurizing piston 9
Disc spring 99 for pressing the piezoelectric element 6 toward the piezoelectric element 97
And a pressure pin 100 slidably inserted into the housing of the discharge amount control unit B. Pressure pin 10
The upper end surface of O is in contact with the valve portion 93 of the overflow control valve 92, and the lower end surface of the pressure pin 100 is exposed inside the pressure chamber 98. In the fuel overflow chamber 91, a disc spring 101 that constantly urges the pressure pin 100 upward is disposed.

A spring chamber 102 is formed above the overflow control valve 92, and a compression spring 103 is inserted into the spring chamber 102. The overflow control valve 92 is constantly pressed downward by the compression spring 103. The fuel overflow chamber 91 communicates with the inside of the spring chamber 102 through the fuel outlet hole 104,
The spring chamber 102 is connected to the fuel tank 11 (FIG. 1) through a fuel outlet 105, a check valve 106, and a fuel outlet 107.
Connected to. This check valve 106 is normally connected to the fuel outlet hole 10.
5 includes a check ball 108 that opens and closes, and a compression spring 109 that presses the check ball 108 toward the fuel outlet hole 105. Further, the fuel overflow chamber 91 is connected to the fuel tank 11 (FIG. 1) through a fuel outlet hole 110, a check valve 111, a fuel outlet passage 112 formed around the piezoelectric element 97, and a fuel outlet 113. .
The check valve 111 includes a check ball 114 that normally closes the fuel outlet hole 110 and a compression spring 115 that presses the check ball 114 toward the fuel outlet hole 110. Further, the fuel overflow chamber 91 is connected to the inside of the pressurizing chamber 98 via the throttle passage 116 and the check valve 117.
The check valve 117 includes a check ball 118 that normally closes the throttle passage 116 and a compression spring 119 that presses the check ball 118 toward the throttle passage 116.

The piezoelectric element 97 is connected to the electronic control unit 20 (FIG. 1) via a lead wire 120.
Therefore, the piezoelectric element 97 is controlled by the output signal of the electronic control unit 20. The piezoelectric element 97 has a laminated structure in which a large number of thin plate-shaped piezoelectric elements are stacked. When electric charge is applied to the piezoelectric element 97, the piezoelectric element 97 expands in the axial direction, and the electric charge applied to the piezoelectric element 97 is charged. Discharges the piezoelectric element 9
7 contracts in the axial direction. Fuel overflow chamber 91 and pressurizing chamber 9
8 is filled with fuel and therefore the piezoelectric element 97
When a voltage is applied to the piezoelectric element 97 and the piezoelectric element 97 extends in the axial direction, the fuel pressure in the pressurizing chamber 98 increases. When the fuel pressure in the pressurizing chamber 98 increases, the pressurizing pin 100 is raised, and accordingly, the overflow control valve 92 is also raised.
As a result, the valve portion 93 of the overflow control valve 92 closes the valve port 94, and as a result, the fuel overflow passage 90
The overflow of fuel into the interior is stopped. Therefore, at this time, the pressurized fuel passage 83 from the pressurized chamber 71 of the plunger 70
All pressurized fuel discharged into (FIG. 3) is sent into the reservoir tank 8 (FIG. 1).

On the other hand, when the application of the voltage to the piezoelectric element 97 is stopped and the piezoelectric element 97 contracts, the pressure piston 96 descends and the volume of the pressure chamber 98 increases. As a result, the fuel pressure in the pressurizing chamber 98 decreases, so that the overflow control valve 92 and the pressurizing pin 100
As a result, the valve body 93 of the overflow control valve 92 opens the valve port 94. At this time, all the pressurized fuel discharged from the pressurizing chamber 71 of the plunger 70 into the pressurized fuel passage 83 (FIG. 3) is fed into the fuel overflow chamber 91 via the fuel overflow passage 90 and the valve port 94. It is.
Therefore, at this time, pressurized fuel is not supplied into the reservoir tank 8 (FIG. 1).

The fuel that has overflowed from the fuel overflow passage 90 into the fuel overflow chamber 91 is returned to the fuel tank 11 (FIG. 1) through the fuel outlet holes 104, 105, 110 and the check valves 106, 111. You. In order to maintain the fuel pressure in the reservoir tank 8 at the target fuel pressure, the overflow control valve 92 is closed at every constant crank angle, and the pressure chamber 71 of the plunger 70 is closed.
Is supplied to the reservoir tank 8, and then the overflow control valve 92 is kept closed until the overflow control valve 92 is opened again. In this case, if the proportion of the crank angle at which the overflow control valve 92 is closed during a certain crank angle increases, the amount of pressurized fuel supplied to the reservoir tank 8 increases. Here piezoelectric element 97 ratio of crank angle theta of the overflow control valve 92 is closed during a fixed crank angle theta _0, that is, during a predetermined crank angle theta ₀ as shown in FIG. 5 Duty ratio DT (= θ / θ ₀ )
In other words, as the duty ratio DT increases, the amount of pressurized fuel supplied into the reservoir tank 8 increases.

FIG. 6 shows the integration circuit 27 of FIG. The integration circuit 27 has a number equal to the number of fuel supply times of the high-pressure fuel pump 12 per one rotation of the engine, that is, two integration units 27.
a and 27b. The first integration section 27a will be described.
When 1 is closed, the output voltage of the fuel pressure sensor 40 is charged in the capacitor C1, and the output voltage of the fuel pressure sensor 40 is integrated. The integrated voltage is inverted and amplified by the operational amplifier OP2, and the output voltage V1 is input to the A / D converter 28. The output voltage V1 is represented by the following equation.

[0019]

(Equation 1)

Here, v _P is the output voltage of the fuel pressure sensor 40. When the switch SW2 is closed after the switch SW1 is opened, the electric charge charged in the capacitor C1 is discharged and V1 becomes 0. The second integrator 27b operates similarly. FIG. 7 shows a chart for explaining the operation of this embodiment. Since the camshaft 76 of the high-pressure fuel pump is driven by the same rotation as the crankshaft of the engine and the pair of plungers are driven with a phase of 180 degrees,
As shown in FIGS. 7A and 7B, the high-pressure fuel pump 1 is rotated twice with a phase of 180 degrees between 360 degrees of crank angle.
Fuel is supplied from 2 to the reservoir tank 8.

In a two-cycle internal combustion engine, each fuel injection valve 4,
5 injects fuel once every 360 degrees of crank angle,
Each of the fuel injection valves 4 and 5 injects fuel with a phase of about 180 degrees. The fuel supply timing of the high-pressure fuel pump 12 is set so as not to overlap the fuel injection timing of the fuel injection valves 4 and 5. Further, the fuel injection and the fuel supply are executed alternately. When the fuel injection is performed, the fuel pressure in the reservoir tank 8 decreases. Thereafter, when the fuel injection is performed again without performing the fuel supply, the fuel injection amount is reduced due to the decrease in the fuel pressure. This is because it becomes too small.

In order to include one fuel injection and one fuel supply, the crank angle is set to 180 degrees during the integration period for calculating the integral value of the fuel pressure for obtaining the average of the fuel pressure in the reservoir tank. Is done. By the way, if the integration period of the crank angle of 180 degrees is set at a timing like I, there arises a problem that the average fuel pressure cannot be accurately controlled to the target fuel pressure. That is, fuel injection a and fuel supply a
After the average fuel pressure is calculated in the integration period I including the above, the fuel injection b is executed and the fuel pressure decreases. Even if the fuel supply amount of the fuel supply b is controlled based on the average fuel pressure in the integration period I in which the fuel pressure drop due to the fuel injection b is not considered, the average fuel pressure can be accurately controlled to the target fuel pressure. Can not.

Therefore, in this embodiment, the integration period is set at a timing like II, and the end time of the integration period is set between the fuel injection end time and the fuel supply start time. That is, after the average fuel pressure is calculated in the integration period II including the fuel supply a and the subsequent fuel injection b, the fuel supply amount of the fuel supply b is controlled based on the average fuel pressure in the integration period II. Therefore, the average fuel pressure can be accurately controlled to the target fuel pressure.

To set the integration period to such timing, the switches SW1 to SW4 (see FIG. 6) are controlled as shown. That is, at the crank angle θ ₁ ,
The switch SW2 is opened at the same time when the switch SW1 is closed. Thus, the integration in the first integration section 27a (see FIG. 6) is started. Then at a crank angle theta _2, the switch SW1 and the switch SW4 is opened,
The switch SW3 is closed. As a result, the integration in the first integration section 27a is completed and the second integration section 27b
Integration (see FIG. 6) is started. First integration unit 27a
Is integrated by the A / D converter 28 (see FIG. 6).
After the / D conversion, the average fuel pressure P _av is calculated by the following equation.

P _av = K · V1 / t where t is the time required for a crank angle of 180 degrees. Based on the average fuel pressure, the fuel supply amount of the fuel supply a is controlled so that the average fuel pressure becomes the target fuel pressure. Then the switch SW2 is turned on by the crank angle theta _3, whereby the integral value of the first integrator unit 27a and the capacitor C1 (see FIG. 6) is discharged is zero.

Next, at the crank angle θ ₄ , the switch SW 2
And the switch SW3 is opened, and the switch SW1 is closed. Thus, the integration in the first integration section 27a is started and the integration in the second integration section 27b is ended. After the average fuel pressure is calculated based on the integrated value of the second integration section 27b, the switch SW4 is turned on by the crank angle theta _5, whereby the second integral part to discharge the capacitor C2 (see FIG. 6) The integral value of 27b is 0.

FIG. 8 shows the integration start timing θ._ISAnd end of integration
Timing θ_IE2 shows a routine for calculating. This luch
Is executed by interruption every predetermined time. See FIG.
First, in step 200, the fuel injection ends.
Crank angle θ _IIs calculated. Then at step 202
Is the fuel supply start crank angle θ of the high-pressure fuel pump 12._P
Is calculated. In step 204, the integration end crank
Angle θ_IEIs the fuel injection end crank angle θ_IAnd fuel supply start
Rank angle θ_PIs calculated to be between Steps
At 206, the integration period is 180 degrees crank angle.
Starting integration crank angle θ by the following formula_ISIs calculated this book
Quit Chin.

[0028] The θ _IS = θ _IE -180 9 illustrates a routine for executing the A / D conversion.
This routine is executed every time the switch SW1 or the switch SW3 changes from on to off. Referring to FIG. 9, first, at step 210, it is determined whether or not the switch SW1 has changed from on to off, that is, whether or not the integration in the first integration section 27a has been completed. If a positive determination is made, the process proceeds to step 212, where the first integration unit 27a
A / D conversion is performed on the integral value V1 at step (1), and the flag F1 is set to 1 at step 214. On the other hand, if a negative determination is made in step 210, step 212 and step 2
14 is skipped.

In step 216, it is determined whether or not the switch SW3 has changed from on to off, that is, whether the second integrator 2
It is determined whether the integration in 7b has been completed. If an affirmative determination is made, the process proceeds to step 218, where the integrated value V2 in the second integration section 27b is A / D converted, and the flag F2 is set to 1 in step 220. On the other hand, if a negative determination is made in step 216, steps 218 and 22
0 is skipped.

FIGS. 10 and 11 show switches SW1 and SW1.
4 shows a routine for controlling SW2, SW3, and SW4. This routine is executed by interruption every 30 degrees of the crank angle. Referring to FIGS. 10 and 11, first, in step 230, it is determined whether or not flag F1 is set to 1, that is, A of integral value V1 in first integrator 27a.
It is determined whether the / D conversion has been completed. If the determination is affirmative, the process proceeds to step 232, where the switch SW2 is turned on.
Next, at step 234, the flag F1 is reset to zero. On the other hand, if a negative determination is made in step 230, steps 232 and 234 are skipped.

In step 236, it is determined whether or not the flag F2 is set to 1, that is, whether or not the A / D conversion of the integrated value V2 in the second integrating section 27b has been completed. If an affirmative determination is made, the process proceeds to step 238, where the switch SW4 is turned on.
Is reset to 0. On the other hand, if a negative determination is made in step 236, steps 238 and 240 are skipped.

In step 242, it is determined whether the flag F3 has been reset. The flag F3 and a flag F4 described later are initially reset to zero. Therefore, an affirmative determination is made first and the routine proceeds to step 244, where it is determined whether or not the difference between the integration start crank angle θ _IS and the current crank angle θ has become 30 degrees or less. When θ _IS −θ ≦ 30 °, the routine proceeds to step 246, where the integration start crank angle θ _IS
, A timer is set so that the switch SW1 is turned on and the switch SW2 is turned off. As a result, at the integration start crank angle θ _IS , the switch SW1 is turned on and the switch SW2 is turned off.
The integration is started at 7a. At step 248, the flag F
3 is set to 1. If a negative determination is made in step 244, steps 246 and 248 are skipped.

In the next and subsequent processing cycles, since a negative determination is made in step 242, step 25
The process proceeds to 0, and it is determined whether or not the difference between the integration start crank angle θ _IS and the current crank angle θ has become 30 degrees or less. θ _IS
When −θ ≦ 30 °, the routine proceeds to step 252, where a timer is set so that the switch SW3 is turned on and the switch SW4 is turned off at the integration start crank angle θ _IS . As a result, the switch SW3 is turned on and the switch SW4 is turned off at the integration start crank angle θ _IS , and the integration is started in the second integration section 27b. Step 2
At 54, the flag F3 is reset to 0. Step 2
If a negative determination is made in step 50, steps 252 and 254 are skipped.

At step 256, it is determined whether or not the flag F4 has been reset. Since the flag F4 has been initially reset to 0, an affirmative determination is made and step 25
Proceed to 8. In step 258, the integration end crank angle θ
It is determined whether the difference between _IE and the current crank angle θ has become 30 degrees or less. When θ _IE −θ ≦ 30 °, the routine proceeds to step 260, where the switch SW is set at the integration end crank angle θ _IE.
A timer is set so that 1 is turned off. Thus, the switch SW1 is turned off at the integration end crank angle _θIE , and the integration in the first integration section 27a is completed. At step 262, the flag F4 is set to 1. If a negative determination is made in step 258, steps 260 and 262 are skipped.

In the next and subsequent processing cycles, since a negative determination is made in step 256, step 26
Proceed to 4. In step 264, the integration end crank angle θ
It is determined whether the difference between _IE and the current crank angle θ has become 30 degrees or less. When θ _IE −θ ≦ 30 °, the routine proceeds to step 266, where the switch SW is set at the integration end crank angle θ _IE.
A timer is set so that 3 is turned off. Thus, the integral termination crank angle theta _IE, switch SW3 is turned off, the integration of the second integrating unit 27b is completed. In step 268, the flag F4 is reset to 0. If a negative determination is made in step 264, steps 266 and 268 are skipped.

[0036]

According to the present invention, the average fuel pressure of the fuel supplied to the fuel injection valve can be accurately controlled to the target fuel pressure.

[Brief description of the drawings]

FIG. 1 is an overall view of a two-cylinder two-cycle internal combustion engine.

FIG. 2 is a vertical sectional view of a high-pressure fuel pump.

FIG. 3 is a sectional view of the high-pressure fuel pump taken along the line III-III in FIG. 2;

FIG. 4 is an enlarged side sectional view of a discharge amount control unit of FIG. 2;

FIG. 5 is a time chart showing the operation of the piezoelectric element and the overflow control valve.

FIG. 6 is a circuit diagram showing an integration circuit.

FIG. 7 is a chart for explaining the operation of the embodiment of the present invention.

FIG. 8 is a flowchart for calculating an integration start timing θ _Is and an integration end timing θ _IE .

FIG. 9 is a flowchart for executing A / D conversion.

FIG. 10 is a flowchart for controlling switches SW1 to SW4.

FIG. 11 is a flowchart for controlling switches SW1 to SW4.

[Explanation of symbols]

 4 First fuel injection valve 5 Second fuel injection valve 8 Reservoir tank 12 High pressure fuel pump 40 Fuel pressure sensor

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F02M 69/00 340 F02M 55/02 350 F02M 59/20 F02D 41/04 345

Claims (1)

(57) [Claims] 1. A fuel supply pump for supplying fuel to a pressure accumulating chamber at predetermined times, and a fuel injection for injecting fuel at a time that does not overlap a fuel supply time of the fuel supply pump by the fuel pressure in the pressure accumulating chamber. A fuel is supplied into the accumulator by the fuel supply pump every time fuel injection of the fuel injection valve is performed, and fuel supply by the fuel supply pump and fuel injection by the fuel injection valve are respectively performed. An average fuel pressure of the fuel pressure in the pressure accumulating chamber is obtained in an average period that is a period including the same number of times, and the average fuel pressure is set to a predetermined target fuel pressure based on the obtained average fuel pressure. The fuel supply amount of the fuel supply pump is controlled immediately after the average period in which the average fuel pressure is obtained, and the end time of the average period is determined by the fuel injection end timing of the fuel injection valve and the fuel supply pump. Fuel injection device between the start of fuel supply.