JP3089977B2 - Fuel supply device for internal combustion engine - 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 supply device for supplying fuel to an internal combustion engine. More specifically, the present invention relates to a so-called returnless type fuel supply device in which fuel in a tank is pressure-fed to an injector via a delivery pipe and a conventional return pipe used for returning fuel from the delivery pipe to the tank is eliminated. .

[0002]

2. Description of the Related Art Conventionally, there is a fuel supply device shown in FIG.
In this device, a pump 31 discharges fuel in a tank 32. The discharged fuel is supplied to the fuel pipe 33 and the filter 34.
And reaches the delivery pipe 35 with a predetermined pressure. The delivery pipe 35 supplies fuel to each injector 3
Distribute to 6. Each injector 36 injects fuel into each cylinder of an internal combustion engine (engine) 37. The computer 38 controls each injector 36 based on the fuel injection amount calculated according to the operating state of the engine 37. The pressure regulator 39 provided on the delivery pipe 35 adjusts the fuel pressure in the high-pressure side fuel pipe 33 including the delivery pipe 35 so as to be constant with respect to the pressure in the intake manifold 40, and returns the surplus fuel. Return to the tank 32 through the pipe 41. Therefore, the sensing port 3 of the pressure regulator 39
9a introduces the intake pressure in the intake manifold 40 through the pipe 42 as a reference pressure for adjusting the fuel pressure.

In the above-described fuel supply device, gas such as fuel vapor generated in the delivery pipe 35 at a high temperature is discharged from the pressure regulator 39 to the tank 32 via the return pipe 41. By the way, as a recent engine, a so-called returnless type fuel supply device which eliminates a conventional return pipe used for returning fuel from a delivery pipe to a tank in order to simplify the configuration and the like is adopted. There is. As this type of device, there is a device in which a pressure regulator is arranged in a tank in order to regulate the pressure of fuel discharged from a pump to a fuel pipe and return the fuel directly to a tank, instead of eliminating the conventional return pipe.

Japanese Patent Application Laid-Open No. 6-129325 discloses an example of this type of returnless type fuel supply device.
In this type of apparatus, by eliminating the conventional return pipe, there is no longer any destination for discharging gas such as fuel vapor. For this reason, gas may accumulate in the delivery pipe, mix with fuel injected from the injector, and the injection amount may be lower than an expected amount.

Therefore, in the apparatus disclosed in this publication, as shown in FIG. 5, each connector 47 for distributing fuel from the delivery pipe 45 to each injector 46 is opened at an upper portion inside the delivery pipe 45. A fuel pipe 49 branched from a fuel pipe 48 upstream of the delivery pipe 45 is installed above the delivery pipe 45, and the fuel pipe 49 and the delivery pipe 45 are communicated by a throttle 50. With this configuration, the gas such as the fuel vapor accumulated in the delivery pipe 45 is temporarily accumulated in the fuel pipe 49, then gradually introduced into the delivery pipe 45 through the throttle 50, and discharged from each injector 46 through each connector 47.

[0006]

However, in the apparatus disclosed in JP-A-6-129325, the gas such as fuel vapor accumulated in the delivery pipe 45 is finally injected from each injector 46 together with the fuel. Will be. Therefore, particularly when the engine is restarted from a high temperature state, the generation of fuel vapor in the delivery pipe 45 increases. As a result, the amount of fuel injected from each injector 46 becomes smaller than an expected amount, and the air-fuel ratio may be disturbed, which may deteriorate the startability of the engine.

The present invention has been made in view of the above circumstances, and an object of the present invention is to suppress the generation of gas in a delivery pipe or the like before starting an internal combustion engine in a returnless type fuel supply device. An object of the present invention is to provide a fuel supply device for an internal combustion engine, which is capable of preventing a decrease in an amount of fuel injected from an injector at the time of starting.

[0008]

In order to achieve the above object, according to the present invention, fuel in a tank is discharged by a pump and is fed to an injector through a delivery pipe, and the fuel pressure is transmitted from the delivery pipe. In a fuel supply system for an internal combustion engine, the pressure is adjusted by a pressure regulator provided upstream and excess fuel is returned from the pressure regulator to the tank by the adjustment, and the fuel pressure is increased to increase the fuel pressure in the delivery pipe. Means, a stop judging means for judging a stop from an operating state of the internal combustion engine, and when the stop judging means judges a stop of the internal combustion engine, the fuel pressure is forcibly increased only for a required period after the stop. Control means for controlling the fuel pressure increasing means.

[0009]

According to the above construction, when the internal combustion engine is stopped from the operating state, this is judged by the stop judging means, and the fuel pressure increasing means is controlled by the control means only for a required period of time. The fuel pressure is forcibly increased.

Therefore, during a required period after the internal combustion engine is stopped, a decrease in the fuel pressure in the delivery pipe is suppressed,
The boiling point of the fuel in a high temperature state does not decrease, and the generation of gas such as fuel vapor is suppressed. Therefore, gas does not mix with the fuel injected from the injector when the internal combustion engine is started.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of a fuel supply system for an internal combustion engine according to the present invention will be described below in detail with reference to FIGS.

FIG. 1 is a conceptual configuration diagram showing a fuel supply device according to the present embodiment. In this apparatus, a tank 1 for storing fuel F is an electric pump 2 and a pressure regulator 3
Built-in. The pump 2 and the pressure regulator 3 are supported by a bracket (not shown) provided on the tank 1. A fuel pipe 4 extending from a discharge port 2 a of the pump 2 extends outside the tank 1 through the upper lid 1 a of the tank 1. The fuel pipe 4 is connected to a filter 5 and further to a delivery pipe 6. The plurality of injectors 7 provided in the delivery pipe 6 are located corresponding to each cylinder of the internal combustion engine (engine) 8.

When the pump 2 operates,
The fuel F in the tank 1 is sucked up by the pump 2 and discharged to the fuel pipe 4. After the foreign matter is removed by the filter 5, a part of the discharged fuel F is sent to the delivery pipe 6 via the fuel pipe 4 under pressure, and is further distributed to each injector 7 in the delivery pipe 6. Each injector 7 injects fuel into each cylinder.

An electronic control unit (ECU) 9 calculates a required fuel injection amount based on various parameters relating to the operating state of the engine 8. Then, the ECU 9 controls the fuel injection amount for the engine 8 by controlling each injector 7 based on the calculated fuel injection amount. This E
The CU 9 calculates the fuel injection amount of each injector 7 as the injection time. Therefore, in order to accurately inject a required amount of fuel from each injector 7, the fuel pressure in each injector 7 is constantly adjusted by the pressure regulator 3.

The device of this embodiment is of a so-called returnless type which aims at simplification of the configuration and the like, and the return pipe extending from the delivery pipe to the tank in the conventional device is eliminated. Instead, in the device of this embodiment, the pressure regulator 3 is located in the tank 1. Further, an introduction pipe 10 branched from the fuel pipe 4 is connected to an introduction port 3 a of the pressure regulator 3. An outlet pipe 11 extending from the outlet port 3b of the regulator 3 communicates with the fuel F. The pressure regulator 3 introduces the fuel F which is pumped from the pump 2 to each injector 7 through the introduction pipe 10 and adjusts the fuel pressure to keep it constant. Then, the pressure regulator 3 derives the surplus fuel by the adjustment from the lead-out pipe 1.
1 directly into the fuel F of the tank 1. here,
The pressure regulator 3 has a sensing port 3c. This port 3c introduces a reference pressure necessary for adjusting the pressure to the regulator 3. The sensing pipe 12 connected to the port 3c extends out of the tank 1 through the upper lid 1a and communicates with the atmosphere.

The pressure regulator 3 is a well-known type having a diaphragm chamber 3d, and a reference pressure acts on the diaphragm chamber 3d through a sensing port 3c. When the difference between the fuel pressure and the pressure and the atmospheric pressure set by the diaphragm chamber 3d is equal to or more than a predetermined value, the diaphragm is displaced and a part of the fuel entering the introduction port 3a flows out from the outlet port 3b. By adjusting the fuel flow rate, the fuel pressure in the fuel pipe 4 is adjusted to be constant.

In this embodiment, each of the pipes 4, 10 to 12 is formed of a material which is not deteriorated by the fuel F and is not deformed by an external pressure. For example, steel, synthetic rubber, or the like can be used as this material.

In this embodiment, a power supply 25 including a battery 21, a main relay 22, an open relay 23 and an ignition switch 24 supplies power to the pump 2. The pump 2 and the relays 22 and 23 are electrically connected to the battery 21 in series. Each of the battery 21 and the relays 22 and 23 is electrically connected to the ECU 9 in parallel. Further, the pump 2 is electrically connected to the ECU 9 and the open relay 23 in parallel. An ignition switch 24 connected between the battery 21 and the relays 22 and 23 is operated by the driver. The switch 24 can be switched between an on position including the first and second positions 24a and 24b and an off position.

In order to start the engine 8, the open switch 23 is turned on by switching the ignition switch 24 to the first position 24a. Then, electric power is supplied from the battery 21 to the pump 2 and the ECU 9 via the open relay 23, and the two 2 and 9 operate to start the engine 8. That is, the ECU 9 controls each injector 7, and a required amount of the fuel F pumped to the delivery pipe 6 by the pump 2 is injected from each injector 7 to the engine 8.

On the other hand, after the start of the engine 8 is completed, the main switch 22 is turned on by switching the ignition switch 24 to the second position 24b.
Then, electric power is supplied from the battery 21 to the pump 2 and the ECU 9 via the main relay 22 and the open relay 23, and the two 2 and 9 operate to continue the operation of the engine 8. The main relay 22 holds this power supply state. That is, the ECU 9 controls each injector 7 based on the fuel injection amount calculated according to the operation state of the engine 8, and the required amount of fuel F pumped to the delivery pipe 6 by the pump 2 is injected from each injector 7 to the engine 8. Is done.

When the ignition switch 24 is turned off to stop the engine 8, both relays 2
2 and 23 are turned off, and pumps 2 and E
The supply of power to the CU 9 is stopped.

By the way, since the apparatus of this embodiment is of a returnless type, when gas such as fuel vapor is generated in the fuel pipe 4 or the delivery pipe 6, the gas does not escape to the outside. There is a possibility that it will accumulate in 6. In particular, after the engine 8 has been operating for a long time and then stopped, for a while, the engine 8 and both pipes 4 and 6 are in a high temperature state, the temperature of the fuel F is high, and gas such as fuel vapor is generated. It is in easy condition. Therefore, the apparatus of this embodiment is provided with a configuration for suppressing generation of gas such as fuel vapor in the pipes 4 and 6 after the engine 8 is stopped. The configuration will be described below.

A rotational speed sensor 26 connected to the ECU 9
Detects the rotational speed NE of the engine 8 (engine rotational speed) NE and outputs a signal corresponding thereto to the ECU 9. The sensor 26 constitutes stop detecting means for detecting the stop of the engine 8. A water temperature sensor 27 also connected to the ECU 9 detects the temperature of the cooling water of the engine 8 (cooling water temperature) TH
W is detected, and a signal corresponding to W is output to the ECU 9.
The sensor 27 constitutes a fuel temperature detecting means for detecting the temperature state of the engine 8, and furthermore, the temperature state of the fuel F. The two sensors 26 and 27 detect the values of the engine rotation speed NE and the coolant temperature THW as parameters indicating the operating state of the engine 8. Other sensors (not shown) are connected to the ECU 9 in order to detect other parameters indicating the operating state of the engine 8. In this embodiment, the ECU 9 constitutes the stop determination means and the control means in the present invention.

Then, the ECU 9 determines whether or not the engine 8 has stopped from the operating state based on the detection values of the two sensors 26 and 27. When the ECU 9 determines that the engine 8 is stopped, the ECU 9 controls the pump 2 to forcibly increase the fuel pressure in the pipes 4 and 6 for a predetermined period after the stop, if necessary. To execute this control, the ECU 9 stores a predetermined control program. In this embodiment, the pump 2 constitutes a fuel pressure increasing means of the present invention for increasing the fuel pressure in the delivery pipe 6.

FIG. 2 is a flowchart showing a "fuel pressure control routine" executed by the ECU 9 in this embodiment. The ECU 9 periodically executes this routine every predetermined period.

In step 100, the ECU 9 reads the values of the engine speed NE and the coolant temperature THW based on the detection signals from the sensors 26 and 27, respectively. In step 105, the ECU 9 determines whether or not the engine 8 has stopped from the operating state based on the value of the engine speed NE. Here, when the operation of the engine 8 is continued, the ECU 9 shifts the processing to step 150, resets a high-temperature determination flag XTH to be described later to “0”, and temporarily ends the subsequent processing. In this case, electric power is already supplied to the pump 2 from the battery 21 via the relays 22 and 23, and the pump 2 continues to operate.
On the other hand, when the engine 8 is stopped from the operating state, the ECU 9 shifts the processing to step 110. In this embodiment, the ECU 9 that executes the processing of step 105
Corresponds to the stop determination means of the present invention.

In step 110, the ECU 9 determines whether or not the high temperature determination flag XTH is "1". This determination flag XTH is set to “1” when it is first determined that the temperature state of the engine 8 and thus the temperature state of the fuel F is high. Here, when the determination flag XTH is “0”, since the determination of the high temperature has not been performed yet, the ECU 9 executes the processing in step 1.
Move to 15.

In step 115, the ECU 9 determines whether or not the cooling water temperature THW is in a high temperature state equal to or higher than a predetermined value TH1. If the temperature is not high, the ECU 9 determines that there is no risk of generation of gas such as fuel vapor, shifts the processing to step 150, resets the temperature determination flag XTH to “0”, and temporarily ends the subsequent processing. . If it is in a high temperature state, in step 120, EC
U9 sets the high temperature determination flag XTH to "1", and then proceeds to step 125. In this embodiment, the ECU 9 that executes the process of step 115 corresponds to a high-temperature determination unit for determining that the engine 8 is in a high-temperature state.

On the other hand, if the high temperature determination flag XTH is "1" at step 110, the ECU 9 proceeds to step 125 because it has already been determined that it is in a high temperature state.

In step 125, the ECU 9 counts the elapsed time TA since the engine 8 stopped.
Subsequently, in step 130, the ECU 9 determines whether or not the value of the elapsed time TA is less than a predetermined value T1. Here, the predetermined value T1 means a period in which when the engine 8 is stopped in a high temperature state, a decrease in fuel pressure may cause generation of fuel vapor or the like. This predetermined value T1 is
For example, “3 hours” can be set. Therefore, when the elapsed time TA is less than the predetermined value T1, the ECU 9 executes the processing in step 13 to suppress a decrease in fuel pressure.
Go to 5. In this embodiment, steps 125 and 13
The ECU 9 that executes the process 0 corresponds to post-stop determination means for determining the elapsed time after the stop of the engine 8.

In step 135, the ECU 9 determines whether or not the elapsed time TB since the first shift to step 135 is equal to or longer than a predetermined value T2 (T1> T2). This predetermined value T2 can be set to, for example, “15 minutes”. If the elapsed time TB is less than the predetermined value T2,
The ECU 9 shifts the processing to step 110 and executes step 1
The processing from 00 is restarted. The elapsed time TB is equal to a predetermined value T2.
If so, the ECU 9 proceeds to step 140
Move to.

In step 140, the ECU 9 operates the pump 2 for a predetermined time T3 in order to forcibly increase the fuel pressure in the fuel pipe 4 and the delivery pipe 6. The predetermined time T3 can be set to, for example, “several seconds”. In this case, the supply of electric power from the battery 21 to the pump 2 is controlled via the ECU 9. Thereafter, the ECU 9 shifts the processing to step 100, and restarts the processing from step 100. In this embodiment, the ECU 9 executing the processes of steps 135 and 140 corresponds to an intermittent control unit for intermittently operating the pump 2.

On the other hand, if the elapsed time TA is equal to or longer than the predetermined value T1 in step 130, there is no possibility that fuel vapor or the like is generated, and the ECU 9 shifts the processing to step 150. In step 150, the ECU
No. 9 resets the temperature determination flag XTH to “0” and temporarily ends the subsequent processing. In this embodiment, step 1
The ECU 9 that executes the processes of 25 to 150 corresponds to the control unit of the present invention.

According to the above configuration, when the engine 8 is stopped from the operating state, the ECU 9 determines that the engine 8 is stopped, and then determines whether the engine 8 is in a high temperature state. When it is determined that the engine 8 at the time of the stop is in a high temperature state, a predetermined time (the predetermined value T2: for example, “15 hours”) over a predetermined period (the predetermined value T1: for example, “3 hours”) after the stop. The pump 2 is forcibly operated for a predetermined time T3 (for example, "several seconds") at intervals of "minutes"), and the fuel pressure in the fuel pipe 4 and the delivery pipe 6 is forcibly increased.

FIG. 3 is a graph showing a change in fuel pressure when the engine 8 is stopped at a high temperature. Here, the behavior of the fuel pressure according to the present embodiment is indicated by a solid line, and the behavior of the fuel pressure according to the conventional example is indicated by a broken line. As is apparent from this graph, in the present embodiment, the pump 2 is operated intermittently after the engine 8 is stopped, and the fuel pressure is maintained at almost the initial level. On the other hand, in the conventional example, it is understood that the fuel pressure gradually decreases after the engine is stopped, and that vapor is generated at a certain point.

Therefore, in this embodiment, after the engine 8 is stopped, a decrease in the fuel pressure in the pipes 4 and 6 is suppressed during a period in which gas such as fuel vapor may be generated. Then, the boiling point of the fuel F in the high temperature state does not decrease, and generation of gas such as fuel vapor is suppressed. That is, in this embodiment, after the engine 8 is stopped, the pump 2 is operated before the fuel pressure is significantly reduced, thereby suppressing the decrease in the fuel pressure. Therefore, the engine 8
At the time of starting, no gas such as fuel vapor remains in the delivery pipe 6, and no gas is mixed into the fuel injected from each injector 7.

As described above, in this embodiment, in the fuel supply device of the returnless type, generation of gas such as fuel vapor in the fuel pipe 4 and the delivery pipe 6 can be suppressed before the engine 8 is started. Thus, it is possible to prevent the amount of fuel injected from each injector 7 at the time of start-up from being reduced due to mixing of gas. As a result, it is possible to prevent disturbance of the air-fuel ratio and deterioration of the startability of the engine 8. For example, when the engine 8 is restarted from a high temperature state, there is a high possibility that gas such as fuel vapor is generated in the delivery pipe 6 before that. Especially effective.

In this embodiment, the pump 2 is operated by supplying electric power from the battery 21 after the engine 8 is stopped, but the operation is intermittent within a limited period. . For this reason, an unnecessary load is not applied to the pump 2 and the battery 21.

Further, in this embodiment, the pump 2 is operated only when it is determined that the engine 8 is in a high temperature state after stopping. Therefore, as compared with the case where the pump 2 is uniquely operated after the engine 8 is stopped, the pump 2 is not operated unnecessarily, and the power of the battery 21 is not wasted. In that sense, the pump 2 and the battery 21
Life can be ensured.

In addition, in this embodiment, a substantially constant atmospheric pressure acts on the pressure regulator 3 through the sensing pipe 12 and the sensing port 3c as a reference pressure. Therefore, even if the pressure in the tank 1 fluctuates, the pressure fluctuation does not affect the pressure adjustment by the pressure regulator 3, and the fuel pressure in each injector 7 does not fluctuate. As a result, even if the pressure in the tank 1 fluctuates due to the season or temperature condition, or the type of fuel F or the difference between new and old, the fuel pressure to be adjusted by the pressure regulator 3 can be kept substantially constant. The fuel pressure acting on the injector 7 can be kept substantially constant. Then, regardless of the pressure fluctuation in the tank 1, the amount of fuel injected from each injector 7 per unit time can be kept substantially constant, and the control of the fuel injection amount by the ECU 9 can be performed accurately.

In addition, in the apparatus of this embodiment, the pump 2
In addition, since the pressure regulator 3 is built in the tank 1, the entire apparatus can be made compact.

The present invention can be embodied in another embodiment as follows. In the following another embodiment, the same operation and effect as those of the above embodiment can be obtained. (1) In the above embodiment, the operation of the pump 2 is controlled only when the engine 8 is in a high temperature state after the engine 8 is stopped. On the other hand, the operation of the pump 2 may be uniquely controlled after the engine 8 is stopped.

(2) In the above embodiment, the temperature state of the engine 8, that is, the temperature state of the fuel F is determined based on the detected value of the cooling water temperature THW. On the other hand, the temperature state of the fuel is directly determined based on the detected value of the fuel temperature,
The determination may be made based on the detected value of the lubricating oil temperature or based on the detected value of the intake air temperature.

(3) In the above embodiment, when the engine 8 is in a high temperature state at the time of stoppage, the pump 2 is operated intermittently for a predetermined period thereafter. On the other hand, when the engine 8 is in a high temperature state at the time of stoppage, the temperature state and the fuel pressure state of the engine 8 are monitored as needed, and the temperature until the temperature is reduced to such an extent that the generation of fuel vapor or the like does not occur. The pump 2 may be configured to operate intermittently.

(4) In the above embodiment, when the engine 8 is in a high temperature state at the time of stoppage, the pump 2 is operated intermittently at regular intervals. On the other hand, when the engine 8 is in a high temperature state at the time of stopping, the pump 2 may be operated intermittently at irregular intervals.

(5) In the above embodiment, the pump 2 is used as fuel pressure increasing means for increasing the fuel pressure. On the other hand, a special actuator for increasing the fuel pressure may be provided in the delivery pipe separately from the pump.

Further, it will be described below that the above embodiments include the following embodiments according to the technical idea described in the claims, together with their effects. (A) In the invention as set forth in claim 1, a high temperature determining means for determining that the internal combustion engine is in a high temperature state is provided, and the stop determining means determines that the internal combustion engine is stopped and the high temperature determining means. A fuel supply device for an internal combustion engine provided with control means for controlling the fuel pressure increasing means for forcibly increasing the fuel pressure for a required period after the stop when the high temperature state of the internal combustion engine is determined .

According to this configuration, the opening / closing means is opened only when there is gas such as fuel vapor in the collection chamber, and the number of times the opening / closing means operates can be reduced. According to this configuration, the fuel pressure increasing means is operated only when it is determined that the internal combustion engine is in the high temperature state after the engine is stopped, so that the fuel pressure increasing means does not needlessly operate and the life of the fuel pressure increasing means is ensured. be able to.

(B) A fuel supply device for an internal combustion engine according to claim 1, wherein said control means intermittently operates fuel pressure increasing means. According to this configuration, since the operation of the fuel pressure increasing means is performed intermittently in the limited engine, it is possible to suppress an unnecessary load from being applied to the fuel pressure increasing means.

In this specification, means and the like according to the configuration of the present invention are defined as follows. (A) The pressure regulator here means a valve for adjusting the fuel pressure, and includes a regulator for adjusting the pressure of the fuel injected from the injector to be constant.

(B) The injector means a nozzle with an electromagnetic valve for injecting fuel, and the electromagnetic valve injects fuel by opening based on an electric signal from the ECU. This fuel injection amount is determined by the valve opening time of the solenoid valve.

[0052]

According to the first aspect of the invention, there is provided a so-called returnless type fuel supply apparatus in which a conventional return pipe used for returning fuel from a delivery pipe to a tank is eliminated. Is determined, the fuel pressure increasing means is controlled in order to forcibly increase the fuel pressure in the delivery pipe for a required period after the stop.

Therefore, during a required period after the internal combustion engine is stopped, a decrease in the fuel pressure in the delivery pipe is suppressed,
Generation of gas such as fuel vapor is suppressed, and gas does not mix with fuel injected from the injector. As a result, it is possible to prevent a decrease in the amount of fuel injected from the injector at the time of starting the internal combustion engine, and to improve the startability of the internal combustion engine.

[Brief description of the drawings]

FIG. 1 is a conceptual configuration diagram of a fuel supply device according to one embodiment.

FIG. 2 is a flowchart of a “fuel pressure control routine”.

FIG. 3 is a graph showing a change in fuel pressure.

FIG. 4 is a conceptual configuration diagram showing an example of a conventional fuel injection device.

FIG. 5 is a sectional view showing an example of a conventional delivery pipe.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Tank, 2 ... Pump (2 comprises a fuel pressure increasing means), 3 ... Pressure regulator, 6 ... Delivery pipe, 7 ... Injector, 8 ... Engine as internal combustion engine, 9 ... Stop determination means and control means ECU.

──────────────────────────────────────────────────続 き Continuation of front page (56) References JP-A-4-339143 (JP, A) JP-A-59-46360 (JP, A) JP-A-59-37259 (JP, A) JP-A-59-37259 43956 (JP, A) JP-A-57-65850 (JP, A) JP-A-6-129325 (JP, A) JP-A-63-196471 (JP, U) JP-A-4-111558 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) F02M 37/08 F02M 37/00 F02M 37/20

Claims (1)

(57) [Claims] 1. The fuel in a tank is discharged by a pump and sent to an injector through a delivery pipe, and the fuel pressure is adjusted by a pressure regulator provided upstream of the delivery pipe. A fuel pressure increasing means for increasing the fuel pressure in the delivery pipe, and stopping the operating state of the internal combustion engine. And a control unit for controlling the fuel pressure increasing unit to forcibly increase the fuel pressure only for a required period after the stop when the stop determining unit determines that the internal combustion engine is stopped. Fuel supply means for an internal combustion engine, the control means comprising: