JP4408936B2 - High pressure fuel pump control device for cylinder injection internal combustion engine - Google Patents

Description

The present invention relates to a control device that controls a fuel pump , for example, a control device that controls a high-pressure fuel pump of an internal combustion engine that can variably adjust a discharge amount of high-pressure fuel pumped to a fuel injection valve of the internal combustion engine.

  Current automobiles are required to reduce emissions of specific substances such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) contained in automobile exhaust gas from the viewpoint of environmental conservation. In order to reduce these, a direct injection engine (in-cylinder injection internal combustion engine) has been developed. The in-cylinder injection internal combustion engine performs fuel injection by a fuel injection valve directly into a combustion chamber of a cylinder, and promotes combustion of the injected fuel by reducing the particle size of fuel injected from the fuel injection valve. In addition, the specific substances in the exhaust gas are reduced and the output of the internal combustion engine is improved.

  Here, in order to reduce the particle size of the fuel injected from the fuel injection valve, means for increasing the pressure of the fuel is required. For this reason, a high-pressure fuel pump that pumps high-pressure fuel to the fuel injection valve Various techniques have been proposed (for example, JP-A-10-153157, JP-A-2001-123913, JP-A-2000-8997, JP-A-11-336638, JP-A-11-324860. JP, 11-324757, A, JP 2000-18130, JP 2001-248515, etc.).

  The technique described in Japanese Patent Laid-Open No. 10-153157 is intended to improve the fuel supply capacity of a high-pressure fuel supply device of an internal combustion engine. The variable discharge high-pressure pump of the device has three passages in a pump chamber, That is, an inflow passage through which low-pressure fuel flows into the pump chamber, a supply passage for sending high-pressure fuel to the common rail, and a spill passage are communicated, and a spill valve is connected to the spill passage, and the spill valve is opened and closed The discharge amount is adjusted by controlling the spill amount to the fuel tank by operation. In the technique described in Japanese Patent Laid-Open No. 2001-123913, the discharge amount is adjusted by changing the volume of the pump chamber from the start of the suction stroke to immediately before the end of the discharge stroke.

  Further, the technique described in Japanese Patent Laid-Open No. 2000-8997 is for reducing the high-pressure fuel pump driving force and controlling the flow rate by controlling the flow rate of the high-pressure fuel supplied according to the fuel injection amount of the fuel injection valve. The fuel is supplied even when the valve does not operate, and when the pressure on the downstream side (pressure chamber side) of the suction valve is equal to or higher than the pressure on the upstream side (suction port side) A closing force is generated in the suction valve, and an engagement member to which a biasing force is applied so as to engage when the suction valve moves in the valve closing direction, is opposite to the biasing force by an external input. An actuator for applying a urging force in the direction to the engaging member is provided, and the fuel discharge amount is adjusted by opening and closing the intake valve.

  Further, the technique described in the above-mentioned Japanese Patent Application Laid-Open No. 11-336638 performs fuel metering accurately regardless of the operating state of the internal combustion engine. In order to prevent cycle fluctuation of the fuel discharge amount in the three-cylinder pump, The opening and closing of the solenoid valve is controlled in synchronism with the pump pressure.

  Furthermore, the technique described in Japanese Patent Laid-Open No. 11-324860 is intended to improve the flow rate control accuracy, reduce the size of the apparatus, and reduce the cost in the variable discharge high pressure pump. The technique described in the gazette is intended to improve the response when the target pressure changes in the apparatus for variably controlling the fuel injection pressure. The technique described in the Japanese Patent Laid-Open No. 2000-18130 The discharged fuel is relieved to the suction side by using a normally closed solenoid valve, and the fuel pressure control on the fuel injection valve side is performed to improve the reliability.

  Furthermore, the technique described in Japanese Patent Laid-Open No. 2001-248515 discloses that the valve opening signal given to the normally closed electromagnetic valve is prevented from raising the coil temperature abnormally, from the top dead center to the bottom dead center of the fuel pump plunger. It is configured to end at a predetermined position after the top dead center during the inhalation stroke toward.

JP-A-10-153157 JP 2001-123913 A JP 2000-8997 A JP 11-336638 A JP-A-11-324860 JP 11-324757 A JP 2000-18130 A JP 2001-248515 A

  Meanwhile, in the operation timing chart of the conventional fuel pressure control by the variable discharge high pressure pump, as shown in FIG. 27, the REF signal 1801 is generated from the cam angle signal and the crank angle signal, and the REF signal 1801 is used as a reference. A solenoid control signal (pulse) 1802 that is an actuator drive signal is output by angle or time control. Even if the solenoid control signal 1802 is terminated, a current flows through the coil for a while, so that the solenoid remains attraction.

  For example, when a small amount discharge request is made to the pump, the solenoid control signal 1802 is output near the top dead center of the plunger as shown in FIG. 27 (details of the control will be described later). If the suction force is maintained until the next discharge stroke, the pump discharges the entire amount due to the characteristics of the high-pressure fuel pump. That is, while the high-pressure pump discharges the entire amount, the pump requires a small amount of discharge, so that the measured fuel pressure cannot follow the target fuel pressure.

  In addition, as shown in FIG. 28, when the target fuel pressure 1803 calculated based on the rotation speed and the load greatly increases, the measured fuel pressure 1804 that is the actual fuel pressure is made to follow the target fuel pressure 1803. In order to discharge as much fuel as possible and the F / B amount increases, a solenoid control signal 1802 is output in a region that is not a region to be originally discharged, and when this continues, as shown in FIG. A solenoid control signal 1802 can be output from the REF signal 1801 which is a reference point.

  Here, for example, when the REF signal 1801 is not in a phase allowing fuel pumping to the discharge passage, the high pressure pump cannot pump fuel to the discharge passage, while the fuel injection valve performs fuel injection. As a result, the measured fuel pressure 1804 cannot follow the target fuel pressure 1803.

  As understood from these examples, the conventional one cannot achieve the optimum fuel pressure in the operating condition of the internal combustion engine, and stable combustion cannot be obtained due to the fuel adhering to the piston surface, etc. The problem of exhaust gas deterioration occurs.

  That is, the present inventor has obtained knowledge that it is important to control the timing of outputting the solenoid control signal, the timing of termination, and the width thereof in the control of the variable discharge high pressure pump. That is, the high-pressure fuel pump control device calculates the end timing of the drive signal of the actuator using at least one of the engine speed, the fuel injection amount from the fuel injection valve, the battery voltage, and the coil resistance, Limiting before the top dead center of the plunger, and a predetermined actuator operation time that is a phase range in which the output timing of the drive signal of the actuator can be pumped, and within the time until the plunger reaches the top dead center from the bottom dead center The new knowledge that it is necessary to restrict to is obtained.

  However, although each of the conventional techniques has been described, for example, sending the opening / closing timing of a spill valve that adjusts the fuel feed amount sent to the common rail from the control device, the solenoid that is the actuator of the variable discharge high pressure pump The point of limiting the control signal is not shown, and no special consideration is given to the above point.

  The present invention has been made in view of the above-described problems. The object of the present invention is to limit the end timing of the drive signal of the high-pressure fuel pump, and to operate the actuator within the effective control range of the high-pressure fuel pump. It is an object of the present invention to provide a high-pressure fuel pump control device for an internal combustion engine that can improve the stability of the drive control of the high-pressure fuel pump.

To achieve the above object, the high-pressure fuel pump control apparatus for a cylinder injection internal combustion engine according to the present invention basically includes a pressure chamber, a plunger for pressurizing the fuel in the pressurized chamber, the pressure A fuel passage for supplying fuel to the chamber, and a fuel passage valve that opens and closes the fuel passage, and an actuator that drives the fuel passage valve to close when a current flows through the solenoid coil. a high-pressure fuel pump control apparatus for a cylinder injection internal combustion engine for controlling the high-pressure fuel pump, when the control device, the discharge amount that is required before Symbol fuel pump under full discharge, the bottom dead center of said plunger in, the force to open valve the fuel passage valve, the fuel passage valve to control the current flowing through the solenoid coil to be greater than the force for closing valve, and the fuel pressure as the actual fuel pressure and the target Compare and its If the force difference is a predetermined value or more, it is characterized in that the pressure-inhibiting control or full discharge control the high-pressure fuel pump.
Another aspect of the high-pressure fuel pump control apparatus for a cylinder injection internal combustion engine of the present invention, the actuator driving unit, when the amount of discharge is less than the total discharge required for the fuel pump, beneath the plunger dead center, the fuel force to open valve the fuel passage valve, the fuel portion pass valve to terminate the drive signal of the actuator to be greater than the force for closing valve, and the actual fuel pressure and the target When the pressure difference is equal to or greater than a predetermined value, the high-pressure fuel pump is subjected to pressurization inhibition control or full discharge control .

  The high-pressure fuel pump control device for an internal combustion engine according to the present invention configured as described above is such that the output timing of the drive signal of the actuator for closing the fuel intake passage is within the range of the phase enabling the control of the fuel discharge amount reliably. Therefore, the fuel pressure can be controlled optimally and quickly, which can contribute to stabilization of combustion and improvement of exhaust gas performance.

  The high-pressure fuel pump control device for an internal combustion engine of the present invention configured as described above, in addition to the fact that the end timing of the drive signal of the actuator is limited to the predetermined phase, whether the operation of the internal combustion engine is stratified combustion, Based on whether the pulsation of the fuel pressure is within an allowable value, it is possible to perform combustion switching control of the internal combustion engine.

  In the high-pressure fuel pump control device for an internal combustion engine according to the present invention configured as described above, in the control process of the pump control device, the required drive time of the actuator may be longer than the drive time calculated based on operating conditions or the like. In such a case, there is a possibility that the fuel passage valve cannot be reliably closed as the worst condition, and the high pressure pump cannot perform pressure feeding, and the fuel pressure may increase pulsation. In this case, it is determined that it is impossible to output the actuator drive signal, and the pump phase control signal drive time = 0 is set to prohibit energization of the solenoid (actuator drive).

  The high-pressure fuel pump control device for an internal combustion engine of the present invention configured as described above can output the drive signal of the actuator at an angle or time within the pump pumpable phase range after a limit interval based on the REF signal. Even if the target fuel pressure rises greatly, the fuel discharge amount at the bottom dead center of the plunger can be secured, and the measured fuel pressure, which is the actual fuel pressure, quickly follows the target fuel pressure to promote the increase in fuel pressure. In addition to promoting atomization of the spray particle diameter from each fuel injection valve, it is also possible to achieve a reduction in the amount of HC emissions, and shorten the startup time when starting the internal combustion engine. Can do.

  The high-pressure fuel pump control device for an internal combustion engine according to the present invention configured as described above is configured so that the measured fuel pressure follows the target fuel pressure when the pressure difference between the target fuel pressure and the measured fuel pressure is less than a predetermined value. When the F / B control is performed and the target fuel pressure is larger than the measured fuel pressure, the full discharge control from the bottom dead center of the plunger can be performed. In other words, the measured fuel pressure can be quickly brought close to the target fuel pressure by causing the high-pressure fuel pump to perform full discharge.

  On the other hand, when the measured fuel pressure is larger than the target fuel pressure, pressurization prohibition control by the high-pressure fuel pump is performed. That is, the measured fuel pressure can be quickly brought close to the target fuel pressure by outputting the actuator OFF signal or outputting the ON signal at the top dead center of the plunger and prohibiting pressurization by the high-pressure fuel pump.

  In addition, when an abnormality occurs in the high-pressure fuel piping system and the fuel pressure rises above the preset value, the high-pressure fuel pump is prohibited from being pressurized and the increase in fuel pressure can be suppressed, improving system safety. Can also contribute.

  Hereinafter, an embodiment of a high-pressure fuel pump control device for an internal combustion engine according to the present invention will be described with reference to the drawings.

  FIG. 1 shows an overall configuration of a control system of a direct injection internal combustion engine 507 provided with a high pressure fuel pump control device of the present embodiment. The in-cylinder injection internal combustion engine 507 is composed of four cylinders, and the air introduced into each cylinder 507b is taken from the inlet 502a of the air cleaner 502, passes through an air flow meter (air flow sensor) 503, and is an electrically controlled throttle that controls the intake flow rate. The collector 506 is entered through the throttle body 505 in which the valve 505a is accommodated. The air sucked into the collector 506 is distributed to the intake pipes 501 connected to the cylinders 507b of the internal combustion engine 507, and then is connected to the pistons 507a, the cylinders 507b, etc. via the intake valves 514 driven by the cams 510. To the combustion chamber 507c formed by the above.

  Further, the airflow sensor 503 outputs a signal indicating the intake air flow rate to an internal combustion engine control device (control unit) 515 having the high-pressure fuel pump control device of the present embodiment. Further, the throttle body 505 is provided with a throttle sensor 504 for detecting the opening degree of the electric throttle valve 505a, and the signal is also output to the control unit 515.

On the other hand, fuel such as gasoline is primarily pressurized from the fuel tank 50 by the fuel pump 51 and adjusted to a constant pressure (for example, 3 kg / cm ² ) by the fuel pressure regulator 52, and moreover by the high-pressure fuel pump 1 described later. The secondary pressure is increased to a high pressure (for example, 50 kg / cm ² ), and the fuel is injected into the combustion chamber 507 c from the fuel injection valve (fuel injection valve) 54 provided in each cylinder 507 b via the common rail 53. The fuel injected into the combustion chamber 507c is ignited by the spark plug 508 by an ignition signal that has been increased in voltage by the ignition coil 522.

  The crank angle sensor 516 attached to the crankshaft 507d of the internal combustion engine 507 outputs a signal indicating the rotational position of the crankshaft 507d to the control unit 515, and the cam angle attached to the camshaft (not shown) of the exhaust valve 526. The sensor 511 outputs an angle signal indicating the rotational position of the cam shaft to the control unit 515 and also outputs an angle signal indicating the rotational position of the pump drive cam 100 of the high-pressure fuel pump 1 to the control unit 515.

  Further, an A / F sensor 518 provided upstream of the catalyst 520 in the exhaust pipe 519 detects exhaust gas, and the detection signal is also output to the control unit 515.

  As shown in FIG. 2, the main part of the control unit 515 includes an MPU 603, an EP-ROM 602, a RAM 604, an I / O LSI 601 including an A / D converter, etc., and a crank angle sensor 516 and a cam angle sensor 511. The internal combustion engine cooling water temperature sensor 517, and signals from various sensors including the fuel pressure sensor 56 are input as inputs, predetermined calculation processing is executed, and various control signals calculated as the calculation results are output. A predetermined control signal is output to the high pressure pump solenoid 200, which is an actuator, each fuel injection valve 54, the ignition coil 522, and the like, and fuel discharge amount control, fuel injection amount control, ignition timing control, and the like are executed. is there.

  3 and 4 show the high-pressure fuel pump 1, FIG. 3 shows an overall configuration diagram of a fuel system including the high-pressure fuel pump 1, and FIG. 4 shows a longitudinal section of the high-pressure fuel pump 1. A plane view is shown.

  The high-pressure fuel pump 1 pressurizes fuel from the fuel tank 50 and pumps high-pressure fuel to the common rail 53. The high-pressure fuel pump 1 includes a cylinder chamber 7, a pump chamber 8, and a solenoid chamber 9. The cylinder chamber 7 is disposed below the pump chamber 8, and the solenoid chamber 9 is disposed on the suction side of the pump chamber 8.

  The cylinder chamber 7 includes a plunger 2, a lifter 3, and a plunger lowering spring 4. The plunger 2 is pressed against a pump drive cam 100 that rotates as the cam shaft of the exhaust valve 526 in the internal combustion engine 507 rotates. The volume of the pressurizing chamber 12 is changed by reciprocating through the lifter 3.

  The pump chamber 8 includes a low-pressure fuel suction passage 10, a pressurization chamber 12, and a high-pressure fuel discharge passage 11, and a suction valve 5 is provided between the suction passage 10 and the pressurization chamber 12. The suction valve 5 is a check valve that restricts the direction of fuel flow via a valve closing spring 5 a that biases the pump valve 8 toward the solenoid chamber 9 in the valve closing direction. A discharge valve 6 is provided between the pressurizing chamber 12 and the discharge passage 11, and the discharge valve 6 is also urged from the pump chamber 8 toward the solenoid chamber 9 in the valve closing direction of the discharge valve 6. This is a check valve that restricts the flow direction of the fuel via the valve closing spring 6a. The valve closing spring 5a has a pressure on the pressurizing chamber 12 side equal to or higher than the pressure on the inflow passage 10 side across the suction valve 5 due to the volume change in the pressurizing chamber 12 by the plunger 2. In this case, the suction valve 5 is urged to close.

  The solenoid chamber 9 includes a solenoid 200 that is an actuator, a suction valve engaging member 201, and a valve opening spring 202. The suction valve engaging member 201 has a tip that can freely contact and separate from the suction valve 5. In addition to being in contact with the suction valve 5, it is disposed at a position opposite to the suction valve 5, and moves in a direction to close the suction valve 5 by energization of the solenoid 200. On the other hand, in the state where the energization of the solenoid 200 is released, the suction valve engaging member 201 moves in a direction to open the suction valve 5 via the valve opening spring 202 engaged with the rear end thereof, and The intake valve 5 is opened.

  The fuel adjusted to a constant pressure from the fuel tank 50 via the fuel pump 51 and the fuel pressure regulator 52 is guided to the suction passage 10 of the pump chamber 8, and then the pressure chamber 12 in the pump chamber 8 The plunger 2 is pressurized by the reciprocating motion of the plunger 2 and is pumped from the discharge passage 11 of the pump chamber 8 to the common rail 53.

  The common rail 53 is provided with a fuel injection valve 54 provided in accordance with the number of cylinders of the internal combustion engine 507, a relief valve 55, and a fuel pressure sensor 56. A control unit 515 includes a crank angle sensor 516, a cam Based on the detection signals of the angle sensor 511 and the fuel pressure sensor 56, the drive signal of the solenoid 200 is output to control the fuel discharge amount of the high-pressure fuel pump, and the drive signal of each fuel injection valve 54 is output. The fuel injection is controlled. The relief valve 55 is opened when the pressure in the common rail 53 exceeds a predetermined value to prevent damage to the piping system.

  FIG. 5 shows an operation timing chart of the high-pressure fuel pump 1. The actual stroke (actual position) of the plunger 2 driven by the pump drive cam 100 is a curve as shown in FIG. 6, but in order to make the positions of the top dead center and the bottom dead center easy to understand, The stroke of the plunger 2 is expressed linearly.

  Next, a specific operation of the high-pressure fuel pump 1 will be described based on the structure of FIG. 4 and the operation timing chart of FIG.

  When the plunger 2 moves from the top dead center side to the bottom dead center side according to the biasing force of the plunger lowering spring 4 by the rotation of the cam 100, the suction stroke of the pump chamber 8 is performed. In the intake stroke, the position of the rod that is the intake valve engaging member 201 is engaged with the intake valve 5 in accordance with the biasing force of the valve opening spring 202 to move the intake valve 5 in the valve opening direction and pressurize. The pressure in the chamber 12 decreases.

  Next, when the plunger 2 moves from the bottom dead center side to the top dead center side against the urging force of the plunger lowering spring 4 by the rotation of the cam 100, the compression stroke of the pump chamber 8 is performed. In the compression stroke, when the drive signal (ON signal) of the solenoid 200 that is an actuator is output from the control unit 515 and the solenoid 200 is energized (ON state), the position of the rod that is the suction valve engagement member 201 is changed. The suction valve 5 is moved in the valve closing direction against the urging force of the valve opening spring 202, the tip of the valve is disengaged from the suction valve 5, and the suction valve 5 is attached to the valve closing spring 5a. By moving in the valve closing direction according to the force, the pressure in the pressurizing chamber 12 increases.

  When the suction valve engaging member 201 is most sucked toward the solenoid 200 and the suction valve 5 synchronized with the reciprocation of the plunger 2 is closed to increase the pressure in the pressurizing chamber 12, the pressure in the pressurizing chamber 12 is increased. The fuel presses the discharge valve 6, and the discharge valve 6 automatically opens against the urging force of the valve closing spring 6 a, and the high-pressure fuel corresponding to the volume reduction of the pressurizing chamber 12 is moved to the common rail 53 side. Discharged. Note that when the suction valve 5 is closed on the solenoid 200 side, the energization of the solenoid 200 is stopped (OFF state), but as described above, the pressure in the pressurizing chamber 12 is reduced. Therefore, the intake valve 5 is maintained in a closed state, and fuel is discharged to the common rail 53 side.

  When the plunger 2 moves from the top dead center side to the bottom dead center side according to the biasing force of the plunger lowering spring 4 by the rotation of the cam 100, the suction stroke of the pump chamber 8 is performed, and the pressurizing chamber As the pressure in the valve 12 decreases, the suction valve engaging member 201 is engaged with the suction valve 5 in accordance with the urging force of the valve opening spring 202 and moves in the valve opening direction. The valve is automatically opened in synchronism with the reciprocating motion, and the open state of the suction valve 5 is maintained. Then, the discharge valve 6 is not opened due to the pressure drop in the pressurizing chamber 12. Thereafter, the above operation is repeated.

  For this reason, when the solenoid 200 is turned on in the middle of the compression process before the plunger reaches the top dead center, the fuel is fed to the common rail 53 from this time, and the fuel is fed. Once started, since the pressure in the pressurizing chamber 12 has increased, even if the solenoid 200 is subsequently turned off, the suction valve 5 remains closed while being synchronized with the beginning of the suction process. The valve can be automatically opened, and the fuel discharge amount to the common rail 53 side can be adjusted by the output timing of the ON signal of the solenoid 200. Furthermore, the control unit 515 calculates an appropriate energization ON timing based on the signal from the pressure sensor 56 and controls the solenoid 200, whereby the pressure of the common rail 53 can be feedback controlled to the target value.

  FIG. 7 is a control block diagram in the control of the high-pressure fuel pump 1 performed by the MPU 603 of the control unit 515 having the high-pressure fuel pump control device. The high-pressure fuel pump control device includes basic angle calculation means 701, target fuel pressure calculation means 702, fuel pressure input processing means 703, pressure difference prescribed value calculation means 1501, and means for calculating the drive signal of the solenoid 200. It comprises pump control signal calculation means 1502 provided as one aspect.

  The basic angle calculation means 701 calculates a basic angle BASANG of the solenoid control signal that turns on the solenoid 200 based on the operating state, and outputs it to the pump control signal calculation means 1502. FIG. 8 shows the relationship between the closing timing of the intake valve 5 and the discharge amount of the high-pressure fuel pump. As can be understood from FIG. 8, the basic angle BASANG represents the required fuel injection amount and the discharge amount of the high-pressure fuel pump. The angle at which the suction valve 5 is closed is set so that the amount is balanced.

  The target fuel pressure calculation means 702 calculates a target fuel pressure Ptarget optimum for the operating point based on the operating state, and outputs the target fuel pressure Ptarget to the pump control signal calculation means 1502. The fuel pressure input processing means 703 filters the signal of the fuel pressure sensor 56, detects the measured fuel pressure Preal that is the actual fuel pressure, and outputs it to the pump control signal calculation means 1502. Further, the pressure difference prescribed value calculating means 1501 calculates a prescribed pressure difference α according to the operating state and outputs it to the pump control signal calculating means 1502 in order to determine the operation of the high pressure fuel pump 1.

  Then, as will be described later, the pump control signal calculation means 1502 calculates the solenoid control signal that is an actuator drive signal based on the signals and outputs the calculated solenoid control signal to the solenoid drive means 707.

  FIG. 9 shows a timing chart of the operation of the control unit 515 (including the high-pressure fuel pump control device). The control unit 515 detects the top dead center position of each piston 507a based on the detection signal (CAM signal) from the cam angle sensor 511 and the detection signal (CRANK signal) from the crank angle sensor 516, and performs fuel injection control and In addition to performing ignition timing control, the stroke of the plunger 2 of the high-pressure fuel pump 1 is detected based on a detection signal (CAM signal) from the cam angle sensor 511 and a detection signal (CRANK signal) from the crank angle sensor 516, Solenoid control that is fuel discharge control of the high-pressure fuel pump 1 is performed. The REF signal, which is the basic point of solenoid control, is generated based on the CRANK signal and the CAM signal.

  Here, the portion of the CRANK signal lacking in FIG. 8 (indicated by a dotted line) is a reference position, and a predetermined phase component from the top dead center of CYL # 1 or CYL # 4. It is in a shifted position. The control unit 515 determines whether the CAM signal is CYL # 1 or CYL # 4 depending on whether the CAM signal is Hi or Lo when the CRANK signal is missing. The fuel discharge from the high-pressure fuel pump 1 is started after a predetermined time corresponding to the operation delay of the solenoid 200 from the rise of the solenoid control signal, while the discharge is pressurized even when the solenoid control signal is finished. Since the suction valve 5 is pushed by the pressure from the chamber 12, the plunger stroke is continued until the top dead center is reached.

  FIG. 10 is a control block diagram specifically showing the pump control signal calculation means 1502 of the present embodiment. The pump control signal calculation means 1502 is basically composed of a reference angle calculation means 704 for calculating the timing of the ON signal of the solenoid 200 and a pump signal energization time calculation means 706 for calculating the width of the ON signal. Based on the basic angle BASANG of the basic angle calculation means 701, the target fuel pressure Ptarget of the target fuel pressure calculation means 702, and the measured fuel pressure Preal of the fuel pressure input processing means 703, the calculation means 704 calculates the reference for starting the output of the ON signal. The reference angle REFANG is calculated.

  Then, the operation delay correction amount PUMRE by the solenoid operation delay correction means 705 is added to the reference angle REFANG to calculate the output start angle STANG of the solenoid 200 ON signal, and the solenoid drive means 707 receives the solenoid 200 ON signal timing as the timing of the solenoid 200 ON signal. Output.

  The pump signal energization time calculation means 706 calculates the energization request time TPUMKEMAP of the solenoid 200 of the high-pressure fuel pump 1 based on the operating conditions. The value of the energization request time TPUMKEMAP indicates that the suction valve engaging member is closed until the suction valve 5 can be closed by the pressure of the pump chamber 2 even under the worst condition of solenoid suction force generation where the battery voltage is low and the solenoid resistance is large. 201 is held and a value that can reliably close the intake valve 5 is set. On the other hand, in the energization time maximum value calculating means block 710, the energization time maximum value TPUMKEMAX is calculated so that the suction force of the solenoid is not maintained until the next discharge stroke. The minimum value selection unit 709 selects the minimum value of the energization request time TPUMKEMAP and the energization time maximum value TPUMKEMAX, and outputs the selected energization time TPUMKE to the solenoid driving unit 707. That is, the energization request time TPUMKEMAP is limited to the upper limit value by the energization time maximum value TPUMKEMAX.

  Then, the solenoid 200 is driven from the output start angle STANG and the energization time TPUMKE. Here, the solenoid operation delay correction means 705 calculates the solenoid operation delay correction based on the battery voltage because the electromagnetic force of the solenoid 200 and thus the operation delay time varies depending on the battery voltage.

  Next, a specific description of the first embodiment in the energization time maximum value calculation means 710 will be given. The absolute signal end phase calculation means 708 calculates an angle OFFANG from the basic point (REF signal) at which the energization signal must be turned off. Even if the signal that started energizing the high-pressure pump discharge stroke is kept ON until the pump suction stroke, the energization of the suction stroke in this case does not contribute to the closing of the suction valve. The angle OFFAMG from the point (REF signal) is set below the angle from the basic point to the plunger top dead center. In addition, the angle at which the suction force of the solenoid after the energization signal is turned off is not maintained until the next discharge stroke is set.

  FIG. 11 is a diagram showing the relationship between the solenoid control signal (energization signal), the energization current value, and the attraction force of the silenoid. After the energization signal is turned off, a current flows through the solenoid for a certain period and the current is constant. The suction force is maintained until it falls below the value. This period depends on the coil resistance and the battery voltage. In addition, since phase control is performed, it is also necessary to input the rotational speed in order to convert the period into an angle unit. That is, the angle OFFANG from the basic point (REF signal) is calculated using at least one of coil resistance, battery voltage, and rotation speed.

  FIG. 12 shows the relationship between the output start angle STANG, the angle OFFANG from the basic point (REF signal), and the energization time maximum value TPUMKEMAX. The difference between the angle OFFANG from the base point (REF signal) and the output start angle STANG is the energization time maximum value TPUMKEMAX.

  FIG. 13 shows a second embodiment in the energization time maximum value calculation means 710. The energization time maximum value basic value calculation means 711 calculates the energization time maximum value basic value from the output start angle STANG obtained from the fuel injection amount, the engine speed, the fuel pressure, and the like and the engine speed. The energization time maximum value basic value is multiplied by the battery voltage correction coefficient calculated by the battery voltage correction means 712 to calculate the energization time maximum value and output it to the minimum value selection unit 709.

  FIG. 14 shows a pump control signal calculation unit 1502 of the second embodiment of the present invention. The difference from the pump control signal calculation unit 1502 of the first embodiment is that a minimum value selection unit 709 (FIG. 10). Instead of the reference), an energization time calculation means 713 is provided. The energization time calculation means 713 calculates the energization time TPUMKE based on the TPUMKEMAP calculated by the pump signal energization time calculation means 706 and the TPUMKEMAX calculated by the energization time maximum value calculation means 710 and outputs it to the solenoid drive signal. is there.

  FIG. 15 shows a control flow in the energization time calculation means 713. In step 3001, interrupt processing is started. The interruption process may be a time cycle such as every 10 ms, or a rotation cycle such as every crank angle 180 deg. In step 3002, the energization request time TPUMKEMAP and the energization time maximum value TPUMKEMAX are read. In step 3003, the magnitude relation between the energization request time TPUMKEMAP and the energization time maximum value TPUMKEMAX is determined. If the energization time maximum value TPUMKEMAX is greater, the pump phase control signal energization time TPUMKE = TPUMKEMAP is output. On the other hand, when the energization time maximum value TPUMKEMAX is smaller, it is determined that it is impossible to output the energization request time TPUMKEMAP, and the energization of the solenoid is prohibited by setting the pump phase control signal energization time TPUMKE = 0.

  In the processing by the pump control signal calculation unit 1502, the energization request time TPUMKEMAP of the solenoid 200 may be greater than the energization time TPUMKE. In this case, there is a possibility that the suction valve cannot be closed reliably under the worst condition of solenoid suction force generation, and that the suction valve cannot be closed reliably, so that the pump cannot pump and the fuel pressure pulsation may increase. There is.

  FIG. 16 shows a control flow in the case where the pump cannot perform pumping and there is a possibility that the fuel pressure may pulsate.

  In step 3101, interrupt processing is started. The interruption process may be a time period such as every 10 ms, or a rotation period such as every crank angle 180 deg. In step 3102, the energization request time TPUMKEMAP and the energization time TPUMKE are read. In Step 3103 to Step 3105, when it is determined that the energization time TPUMKE is shorter than the energization request time TPUMKEMAP, the stratified combustion operation is performed, and there is a possibility of misfire due to pulsation, it is highly resistant to fluctuations in fuel pressure. Transition to combustion operation.

  FIG. 17 is a control block diagram of the third embodiment of the present invention of processing by the pump control signal calculation means 1502. In calculating the reference angle REFANG, the pump control signal calculating means 1502 limits the phase calculated by the reference angle calculating means 704 with the phase limiting means 1101 and sets this as the reference angle REFANG. The phase limiting means 1101 can be applied to pump control having a variable displacement mechanism based on phase control.

  FIG. 18 is a flowchart of control of the high-pressure fuel pump 1 by the high-pressure fuel pump control device. In step 1001, interrupt processing synchronized with time is performed, for example, every 10 ms. The interrupt process may be synchronized with the rotation at every crank angle of 180 °.

  In step 1002, the reference angle calculation unit 704 calculates the phase. In step 1003, the phase limiter 1101 performs upper / lower limiter processing to obtain the reference angle REFANG. In step 1004, the solenoid operation delay correction unit 705 The solenoid operation delay correction amount PUMRE is corrected. In step 1005, the final output start angle STANG is calculated. In step 1006, the solenoid driving means 707 performs solenoid driving processing and outputs a pulse of the solenoid control signal. Note that the method for calculating the output start angle STANG may be a method for searching in the state of the internal combustion engine in addition to the method for calculating for each interruption as described above. Then, the process proceeds to step 1007 and the series of operations is terminated.

  FIG. 19 is a control flowchart of processing for increasing the stability of the high-pressure fuel supply system in the pump control signal calculation means 1502. The high-pressure pump used in the high-pressure fuel supply system at this time means a pump capable of discharging high-pressure fuel. For example, in addition to the single cylinder pump of this embodiment, a so-called three cylinder pump may be used. good.

  In step 1601, interrupt processing synchronized with time is performed, for example, every 10 ms. The interrupt process may be synchronized with the rotation at every crank angle of 180 °. In step 1602, the measured fuel pressure Preal is read by the fuel pressure input processing means 703, and in step 1603, the target fuel pressure Ptarget on the system is read by the target fuel pressure calculating means 702. In step 1604, it is determined whether or not the absolute value of the pressure difference between the target fuel pressure Ptarget and the measured fuel pressure Preal is equal to or larger than a predetermined value α searched according to the state of the internal combustion engine by the pressure difference predetermined value calculating means 1501. To do.

  If the two pressure differences are equal to or larger than the predetermined value α, that is, if YES, the process proceeds to step 1606. On the other hand, when the two pressure differences are less than the predetermined value α, the routine proceeds to step 1605, where F / B control is performed as usual to cause the measured fuel pressure Preal to follow the target fuel pressure Ptarget.

  In step 1606, it is determined whether or not the target fuel pressure Ptarget is larger than the measured fuel pressure Preal. If the target fuel pressure Ptarget is larger, that is, if YES, the routine proceeds to step 1607, where the plunger 2 starts from the bottom dead center. The whole discharge control is performed, and the process proceeds to step 1609 to end the series of operations. That is, in this case, the measured fuel pressure Preal can be quickly brought close to the target fuel pressure Ptarget by causing the high-pressure fuel pump 1 to perform full discharge.

  On the other hand, if the measured fuel pressure Preal is larger in step 1606, the process proceeds to step 1608 to perform pressurization prohibition control by the high-pressure fuel pump 1. That is, in this case, an OFF signal is output or an ON signal is output at the top dead center of the plunger 2 to prohibit pressurization by the high-pressure fuel pump 1, so that the measured fuel pressure can be quickly set to the target fuel pressure. Can approach.

  Further, when an abnormality occurs in the high-pressure piping system and the fuel pressure rises to a predetermined value or higher, the high-pressure fuel pump 1 is prohibited from being pressurized, and the increase in fuel pressure is suppressed, which contributes to the improvement of system safety.

  Further, the pump control signal calculating unit 1502 of the above embodiment calculates the reference angle REFANG by limiting the phase calculated by the reference angle calculating unit 704 by the phase limiting unit 1101, but the present invention is limited to this. For example, as in the fourth embodiment shown in FIG. 20, with respect to the output start angle STANG calculated in consideration of the correction by the solenoid operation delay correction unit 705 to the reference angle REFANG of the reference angle calculation unit 704, Finally, restriction by the phase restriction means 1301 may be performed.

  Furthermore, as shown in the fifth embodiment of FIG. 21, the F / B control amount of the reference angle calculation unit 704 can be limited by the F / B limiting unit 1401 to obtain the reference angle REFANG. As shown in the sixth embodiment, the F / B control amount of the reference angle calculation unit 704 is limited by the F / B limiting unit 1401, and this value is limited by the phase limiting unit 1101 to set the reference angle. It may be REFANG.

  The F / B control is feedback control that causes the actual fuel pressure of the common rail 53 to follow the target fuel pressure, and this F / B control amount changes depending on the deviation between the target fuel pressure Ptarget and the actual fuel pressure Preal. Further, the control amount may be limited so that the actual fuel pressure matches the target fuel pressure.

  Further, the phase limiting means 1101 of the above embodiment limits the phase only by the lower limit value or by the upper limit value and the lower limit value to make it a pumpable phase, but besides this, depending on the state of the internal combustion engine The output phase range may be searched and calculated, or an electronic circuit may be used. In this case, the same effect as described above can be obtained.

  Further, in the pump control signal calculation means 1502 of the above embodiment, the stability of the high-pressure fuel supply system is increased from the target fuel pressure Ptarget and the measured fuel pressure Preal, but the control processing flowchart as shown in FIG. You may go as follows.

  That is, in step 1701, interrupt processing synchronized with time is performed, for example, every 10 ms. In step 1702, the measured fuel pressure Preal is read by the fuel pressure input processing means 703, and in step 1703, the target fuel pressure calculation means 702 is used for the system. The upper target fuel pressure Ptarget is read. In step 1704, it is determined whether or not the pressure difference between the target fuel pressure Ptarget and the measured fuel pressure Preal is equal to or larger than a predetermined value α by the pressure difference predetermined value calculation means 1501. The steps up to here are the same as those in steps 1601 to 1604.

  If the two pressure differences are greater than or equal to the predetermined value α, that is, if YES, the routine proceeds to step 1705, where the timer count-up process is performed, and the routine proceeds to step 1706. In step 1706, it is determined whether or not this time exceeds a predetermined time T1 searched according to the state of the internal combustion engine. If the predetermined time T1 is exceeded, that is, if YES, the process proceeds to step 1708 to increase the high pressure. The pressurization prohibition control by the pump 1 is performed, the process proceeds to step 1710, and a series of operations is terminated. Step 1708 has the idea of suppressing the increase in fuel pressure, and if a predetermined time elapses beyond a predetermined pressure difference, it is considered that an abnormality has occurred in the high-pressure piping system. Contributes to improved performance.

  On the other hand, if the two pressure differences are less than the predetermined value α in step 1704, the process proceeds to step 1707 to perform timer reset processing and then proceeds to step 1709. Also, when the predetermined time T1 is not exceeded in step 1706, the process proceeds to step 1709. In step 1709, normal pump control, that is, the F / B control is performed, and the process proceeds to step 1710 to end a series of operations.

FIG. 24 shows parameters such as the output start angle STANG of the solenoid control signal and the energization time TPUMKE for the control of the fuel pressure by the control unit 515, and the third embodiment of FIG. 17 (including FIG. 10). It is the figure which demonstrated concretely the control of the pump control signal calculation means 1502 of a form. The output start angle STANG, which is the output timing of the ON signal of the solenoid 200, can be obtained by the following equation (1).
STANG = REFANG-PUMRE (1)

  Here, the reference angle REFANG is calculated by the reference angle calculation means 704 (FIG. 17) based on the operating state of the internal combustion engine 507. PUMRE is a pump delay angle, which is calculated by the solenoid operation delay correction means 705 (FIG. 17), and indicates, for example, the actuator drive time that changes depending on the battery voltage, that is, the operation delay of the intake valve engagement member 201 based on solenoid energization. ing.

  Next, the pump phase control signal energizing time TPUMKE, which is the width of the ON signal of the solenoid 200, is calculated based on the operating state with the pump phase control signal energizing time calculating means 706 (FIG. 10) as a basic value. Then, the output start angle STANG is used to determine how much the ON signal of the solenoid 200 that closes the intake valve 5 is output from the basic point at which the REF signal rises, that is, the output timing of the solenoid control signal. On the other hand, the pump phase control signal energization time TPUMKE determines how long the solenoid control signal continues to be output, that is, the width of the solenoid control signal.

  The high-pressure fuel pump control device of the present embodiment is basically energized for the time calculated from the calculated solenoid control signal output timing, and when the signal end timing exceeds a predetermined value, the pump phase control signal energization There is a time limit.

  In addition, the phase defined by the pump delay angle PUMRE and the time required for the stroke of the plunger 2 to reach the top dead center from the bottom dead center is defined as the fuel pumpable phase, and the solenoid 200 ON signal is output within that range. The fuel is pumped. In other words, the range in which the signal for closing the suction valve by outputting the ON signal is output is not only the time until the stroke of the plunger 2 reaches the top dead center from the bottom dead center, but also the actuator operating time from the bottom dead center of the plunger 2. A limiter process is performed with the lower limit as the pump delay angle PUMRE, which is the minute, and the upper limit as the time when the plunger 2 reaches the top dead center. Outside this range, the ON signal is not output. Yes.

As described above, the embodiment of the present invention has the following functions based on the configuration.
The control unit 515 of this embodiment includes a fuel injection valve 54 provided in a cylinder 507b, and a high pressure fuel pump control device for a direct injection internal combustion engine 507 having a high pressure fuel pump 1 that pumps fuel to the fuel injection valve 54. The high-pressure fuel pump 1 includes a plunger 2 that pressurizes fuel in the high-pressure fuel pump 1, a solenoid 200 that is phase-controlled to vary the discharge amount or pressure of the high-pressure fuel pump 1, A suction valve 5 that closes the fuel suction passage 10 in response to an ON signal of the solenoid 200, the control device includes a pump control signal calculation unit 1502, and the pump control signal calculation unit 1502 The ON signal end timing of the solenoid 200 is controlled so that the suction force of the solenoid 200 does not remain in the discharge stroke of the next high pressure fuel pump 1. Since it is limited, it is possible to prevent the high-pressure fuel pump 1 from discharging an unintended fuel amount, and the pump control signal calculation unit 1502 can prevent a solenoid control signal from being output in a phase where fuel cannot be pumped. The fuel pressure can be controlled optimally and quickly, and the combustion can be stabilized and the exhaust gas performance can be improved.

  Next, the characteristics and features of the high-pressure pump control device for the internal combustion engine of the present embodiment will be described with reference to FIGS.

  FIG. 25 is an operation timing chart by the high-pressure fuel pump control device when the energization signal end timing of this embodiment is managed.

  As easily understood when compared with the operation timing chart of the conventional high-pressure fuel pump control device of FIG. 27, the high-pressure fuel pump control device of this embodiment manages the end timing of the energization signal (solenoid control signal). As a result, it is possible to reliably inject a small amount of fuel, and as a result, it is possible to reliably control the target fuel pressure, thereby preventing misfire and adhesion of fuel in the cylinder, contributing to the reduction of unnecessary component exhaust gas. it can.

  FIG. 26 is an operation timing chart of the high pressure fuel pump control device when the output timing is limited according to the present embodiment.

  As shown in FIG. 26, the REF signal 1801 generated from the cam angle signal and the crank angle signal is output, and after the limit interval 1904 by the phase limiter 1101 with reference to the REF signal 1801, the pump pressure is sent. It can be seen that the solenoid control signal 1903 is output with angle or time control within the possible phase range.

  For this reason, even if the target fuel pressure 1901 rises greatly, the fuel discharge amount at the bottom dead center of the plunger 2 can be secured, so the measured fuel pressure 1902 which is the actual fuel pressure quickly follows the target fuel pressure 1901. However, as compared with the conventional example shown in FIG. 28, an increase in fuel pressure is promoted, atomization of the spray particle diameter from each injector 54 can be promoted, and a reduction in HC emission can also be achieved. . In addition, when the internal combustion engine is started, the start time can be shortened.

  Furthermore, since the pump control signal calculation unit 1502 of this embodiment stabilizes the high-pressure fuel supply system based on the predetermined value α by the pressure difference predetermined value calculation unit 1501, the reliability of the direct injection internal combustion engine 507 is improved. Can be further improved.

  Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various changes in design can be made without departing from the spirit of the present invention described in the claims. It can be done.

  For example, in the embodiment, the high-pressure fuel pump 1 is disposed on the cam shaft of the exhaust valve 526, but is disposed on the cam shaft of the intake valve 514 or synchronized with the crank shaft 507d of the cylinder 507b. May be.

  As a method for limiting the energization signal end timing, a method may be used in which the plunger position of the high-pressure fuel pump is used as a switch input and the energization signal is terminated by an electronic circuit when the plunger is raised near the top dead center.

  Furthermore, in the embodiment, the pressure in the pressurizing chamber of the pump is adjusted by operating the suction valve of the high-pressure fuel pump with a solenoid (actuator). However, the present invention can be implemented even with other fuel passage valves that are arranged between the pressurizing chamber of the pump and the outside of the pump and allow the fuel to pass therethrough. In addition to the suction valve, the fuel passage valve may be a relief valve that allows fuel in the pressurized chamber of the pump to escape. In the case of the relief valve, the method of operation with a solenoid (actuator) differs specifically from the suction valve, but in carrying out the invention described in the claims of this application Are the same.

  As can be understood from the above description, the high-pressure fuel pump control device for an internal combustion engine according to the present invention limits the output range of the solenoid control signal to a predetermined phase range, and the end timing is within the predetermined phase range. Since it is limited, the fuel pressure can be controlled optimally and quickly, and the exhaust gas can be prevented from deteriorating.

1 is an overall configuration diagram of a control system for an internal combustion engine including a high-pressure fuel pump control device according to an embodiment of the present invention. The internal block diagram of the internal combustion engine control apparatus of FIG. The whole block diagram of the fuel system provided with the high-pressure fuel pump of FIG. FIG. 4 is a longitudinal sectional view of the high pressure fuel pump of FIG. 3. The operation | movement timing chart of the high pressure fuel pump of FIG. FIG. 6 is a supplementary explanatory diagram of the operation timing chart of FIG. 5. The basic control block diagram by the high-pressure fuel pump control apparatus of FIG. The figure which shows the discharge flow volume characteristic in the high pressure fuel pump of FIG. 2 is a basic operation timing chart of the high-pressure fuel pump control device of FIG. 1. The control block diagram of the pump control signal calculation means of the high pressure fuel pump control apparatus of FIG. The figure which shows the relationship between the solenoid control signal and suction | attraction force in the high pressure fuel pump of FIG. FIG. 11 is a supplementary explanatory diagram of pump control signal calculation means of the high pressure fuel pump control device of FIG. 10. The basic control block diagram of the other Example of the energization time maximum value calculation means of the pump control signal calculation means of FIG. The control block diagram of the pump control signal calculation means of the high pressure fuel pump control apparatus of 2nd embodiment of this invention. The operation | movement flowchart of the high pressure fuel pump control apparatus of FIG. The control flowchart in the case where the pump in the control apparatus of the internal combustion engine of each embodiment of the present invention cannot perform pumping and the fuel pressure may pulsate. The control block diagram of the pump control signal calculation means of 3rd embodiment of this invention. The operation | movement flowchart of the pump control signal calculation means of FIG. The control flowchart of the process which increases the stability of the high pressure fuel supply system in the pump control signal calculation means of FIG. The control block diagram of the pump control signal calculation means of 4th embodiment of this invention. The control block diagram of the pump control signal calculation means of 5th embodiment of this invention. The control block diagram of the pump control signal calculation means of 6th embodiment of this invention. FIG. 24 is another control flowchart of processing for increasing the stability of the high-pressure fuel supply system in the pump control signal calculation means of FIG. 22. The basic operation timing chart of the high-pressure fuel pump control device of each embodiment of the present invention. The basic operation timing chart at the time of fuel pressure control of the high-pressure fuel pump control device of each embodiment of the present invention. The operation | movement timing chart at the time of restrict | limiting the output timing at the time of the fuel pressure control in the high pressure fuel pump control apparatus of each embodiment of this invention. The basic operation timing chart at the time of fuel pressure control of the conventional high-pressure fuel pump control device. The operation | movement timing chart at the time of the fuel pressure control in the conventional high pressure fuel pump control apparatus.

Claims (11)

A pressurizing chamber; a plunger that pressurizes fuel in the pressurizing chamber; a fuel passage that supplies fuel to the pressurizing chamber; and a fuel passage valve that opens and closes the fuel passage. A high-pressure fuel pump control device for a direct injection internal combustion engine that controls a high-pressure fuel pump having an actuator that drives the fuel passage valve to close when
The control device, when a discharge amount required before Symbol fuel pump is less than the total discharge, at the bottom dead center of the plunger, the force to open valve the fuel passage valve, thereby closing valve the fuel passage valve Control the current flowing through the solenoid coil to be greater than the force ,
In- cylinder injection , wherein the actual fuel pressure is compared with the target fuel pressure, and when the pressure difference is equal to or greater than a predetermined value, the high-pressure fuel pump is subjected to pressurization inhibition control or full discharge control. A high-pressure fuel pump control device for an internal combustion engine . A pressurizing chamber; a plunger that pressurizes fuel in the pressurizing chamber; a fuel passage that supplies fuel to the pressurizing chamber; and a fuel passage valve that opens and closes the fuel passage. A high-pressure fuel pump control device for a direct injection internal combustion engine that controls a high-pressure fuel pump having an actuator that drives the fuel passage valve to close when
The control device, when a discharge amount required before Symbol fuel pump is less than the total discharge, at the bottom dead center of the plunger, the force to open valve the fuel passage valve, thereby closing valve the fuel passage valve Terminate the actuator drive signal to be greater than the force ,
In- cylinder injection , wherein the actual fuel pressure is compared with the target fuel pressure, and when the pressure difference is equal to or greater than a predetermined value, the high-pressure fuel pump is subjected to pressurization inhibition control or full discharge control. A high-pressure fuel pump control device for an internal combustion engine . The high pressure fuel pump control device for a direct injection internal combustion engine according to claim 1 or 2, wherein the pressurization prohibition control is performed when the pressure difference is equal to or greater than a predetermined value and continues for a predetermined time. The total discharge control is performed when the pressure difference is a predetermined value or more and the actual fuel pressure is smaller than the target fuel pressure. High pressure fuel pump control device for an in-cylinder injection internal combustion engine. 5. The pressurization prohibiting control is performed when the pressure difference is equal to or greater than a predetermined value and the actual fuel pressure is larger than the target fuel pressure. A high-pressure fuel pump control device for a cylinder injection internal combustion engine according to claim 1. The high-pressure fuel pump control device for a direct injection internal combustion engine according to any one of claims 3 to 5, wherein the predetermined value or the predetermined time is searched according to an operating state of the internal combustion engine. The high pressure fuel pump control device for a direct injection internal combustion engine according to claim 2, wherein the end timing of the drive signal of the actuator is limited to a position before the top dead center of the plunger. 3. The cylinder according to claim 2, wherein an end timing of the drive signal of the actuator is calculated using at least one of an engine speed, a fuel injection amount from the fuel injection valve, a battery voltage, and a coil resistance. High pressure fuel pump control device for internal injection internal combustion engine. 3. The high-pressure fuel pump control for a direct injection internal combustion engine according to claim 2, wherein an output timing of the drive signal of the actuator is limited to a time point after the actuator operating time is back from the bottom dead center of the plunger. apparatus. 3. The high pressure fuel pump control device for a direct injection internal combustion engine according to claim 2, wherein an output timing of the drive signal of the actuator is limited within a time point when the plunger reaches a top dead center. The output timing of the drive signal of the actuator is limited from the bottom dead center to the top dead center of the plunger and before the bottom dead center of the plunger and within the actuator operating time. The high pressure fuel pump control device for a direct injection internal combustion engine according to claim 2.

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