JP4501776B2 - Control device for fuel supply system - Google Patents

Description

  The present invention relates to a control device for a fuel supply system.

  As a fuel injection system for diesel engines, a common rail fuel injection system that accumulates high-pressure fuel corresponding to the fuel injection pressure in the common rail and supplies the high-pressure fuel accumulated in the common rail to the engine via a fuel injection valve The system has been put into practical use. In this common rail fuel injection system, the fuel pressure in the common rail decreases when fuel injection is performed by the fuel injection valve. At this time, the high pressure fuel is discharged and supplied from the fuel supply pump to the common rail. It is held at a predetermined high pressure state.

  For example, an electromagnetically driven intake metering valve is provided in the fuel intake portion of the fuel supply pump, and the amount of fuel discharged by the fuel supply pump is controlled by controlling the current of the opening of the intake metering valve. The common rail pressure was controlled to a desired pressure. In this case, the fuel discharge amount of the fuel supply pump with respect to the energization current of the intake metering valve is defined in advance as a pump characteristic, and the energization current of the intake metering valve is controlled based on the pump characteristic.

  By the way, the fuel supply pump has machine differences due to individual differences and changes with time, and the pump characteristics differ from the basic characteristics due to the machine differences. Due to this machine difference variation, the control accuracy of the fuel discharge amount decreases. Therefore, a technique for correcting the machine difference variation of the fuel supply pump has been proposed (see, for example, Patent Document 1). Specifically, the amount of deviation in the current direction between the actual pump characteristic and the preset center characteristic is calculated in the idling state of the engine, and the pump characteristic is corrected based on the amount of deviation.

However, when the pump characteristic is corrected based on the characteristic deviation amount in the idle operation state as described above, the correction can be performed with high accuracy in the idle operation state or in the low load region in the vicinity thereof, but in the high load region or the like. There was a risk that the accuracy of correction would decrease. For example, pump discharge performance declines due to leaks etc. when it changes over time due to deterioration, but this appears more prominently in the high load range, so the characteristic deviation can be reliably corrected only by correcting the characteristic deviation amount in the idle operation state. The problem that it is not possible arises. If the characteristic deviation of the fuel supply pump cannot be reliably corrected, there arises a disadvantage that exhaust emission and drivability deteriorate.
JP 2004-293540 A

  The present invention provides a control device for a fuel supply system that can accurately control the fuel discharge amount of the pump by suitably reflecting the characteristic deviation of the fuel supply pump, and thus can improve exhaust emission and drivability. This is the main purpose.

  The fuel supply system of the present invention includes a common rail for accumulating high-pressure fuel, and a fuel supply pump that is driven by engine power and pumps the fuel to the common rail. The drive control amount of the fuel supply pump and the fuel of the pump The fuel discharge amount by the fuel supply pump is controlled based on the pump characteristics representing the relationship with the discharge amount. In particular, the first calculation means calculates the characteristic deviation amount of the fuel supply pump when the engine is in an idle operation state, and the second calculation means follows the vehicle so as to follow the arbitrarily set target speed. The characteristic deviation amount of the fuel supply pump is calculated in the constant speed traveling state in which the traveling speed is feedback controlled. Then, the control amount calculation unit calculates the drive control amount by reflecting the characteristic deviation amounts calculated by the first calculation unit and the second calculation unit.

  The constant speed traveling control is generally referred to as cruise control, and according to such cruise control, the vehicle speed is maintained at a constant speed during high load traveling on an expressway or the like in accordance with an instruction from the driver. In this case, there is no accelerator operation by the driver during constant speed travel (during cruise travel), and the engine speed is kept substantially constant. Therefore, when there is a characteristic deviation of the fuel supply pump, it is possible to correctly detect the characteristic deviation.

  According to the present invention, since the characteristic deviation amount of the pump characteristic is calculated not only in the idling operation state but also in the constant speed running state of the vehicle, the characteristic deviation of the fuel supply pump is widened from the low load range to the high load range. The fuel discharge amount can be optimally controlled. As a result, exhaust emission and drivability can be improved.

  Incidentally, although the pump discharge performance is reduced due to leakage or the like at the time of change due to deterioration, this appears more prominently in the high load region. In this respect, since the characteristic deviation amount in the constant speed traveling state is reflected in the discharge amount control in addition to the idle operation state as described above, it is possible to appropriately cope with a change with time due to deterioration.

  Here, an interpolation operation or extrapolation operation is performed on each characteristic deviation amount calculated by the first calculation unit and the second calculation unit in accordance with a load state in each case, and the driving is performed using the result. It is good to calculate the control amount. Thereby, even if the load state changes, the drive control amount can be appropriately calculated using the characteristic deviation amounts at two points. For example, the relationship between the characteristic deviation amount and the load state is linearized using the two characteristic deviation amounts, and the characteristic deviation amount corresponding to each load state is calculated using the linearized relationship. The drive control amount may be calculated using the calculation result.

  The machine difference variation of the fuel supply pump is mainly due to individual differences, changes with time, etc., and the control error due to the machine difference variation constantly appears. Therefore, it is preferable to store each characteristic shift amount calculated by the first calculation unit and the second calculation unit in a backup memory as a learning value, and to calculate the drive control amount using the learning value. Accordingly, for example, the drive control amount is preferably set using the characteristic deviation amount as the learning value without waiting for the calculation of the characteristic deviation amount after the computer is turned on (after the ignition switch is turned on in a vehicle). Can be calculated.

  The characteristic deviation amount is calculated by the second calculation means on the condition that the characteristic deviation amount is calculated by the first calculation means and the drive control amount is calculated by reflecting the characteristic deviation amount. Should be implemented. In other words, contrary to this configuration, if the characteristic deviation calculated in the constant speed running state is reflected first, the drive control amount may be erroneously calculated in the idle driving state, which may cause problems such as engine stall. is there. In this respect, the above-mentioned problem is solved by reflecting the characteristic deviation amount calculated in the idle operation state first.

  After the characteristic deviation amounts are calculated by the first calculation means and the second calculation means, the drive control amount may be calculated by reflecting each characteristic deviation amount in a stepwise manner. Thereby, the sudden change of the fuel discharge amount by the fuel supply pump is suppressed, and the uncomfortable feeling given to the driver can be eliminated.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings. The present embodiment embodies the present invention as a common rail fuel injection system for a vehicle diesel engine, and a detailed configuration thereof will be described below.

  FIG. 1 is a configuration diagram showing an outline of a common rail fuel injection system. In FIG. 1, a multi-cylinder diesel engine (hereinafter referred to as an engine) 10 is provided with an electromagnetic injector 11 for each cylinder, and these injectors 11 are connected to a common rail (pressure accumulation pipe) 12 common to each cylinder. A high pressure pump 13 as a fuel supply pump is connected to the common rail 12, and high pressure fuel corresponding to the injection pressure is continuously accumulated in the common rail 12 as the high pressure pump 13 is driven. The high-pressure pump 13 is driven as the engine 10 rotates, and fuel is repeatedly sucked and discharged in synchronization with the engine rotation. The high-pressure pump 13 is provided with an electromagnetically driven suction metering valve (SCV) 13a at its fuel suction portion, and the low-pressure fuel pumped from the fuel tank 15 by the feed pump 14 passes through the suction metering valve 13a. And sucked into the fuel chamber of the pump 13.

  The common rail 12 is provided with a common rail pressure sensor 16, and the fuel pressure (common rail pressure) in the common rail 12 is detected by the common rail pressure sensor 16. Although not shown, the common rail 12 is provided with an electromagnetically driven (or mechanical) pressure reducing valve. When the common rail pressure rises excessively, the pressure reducing valve is opened to perform pressure reduction. It has become.

  The ECU 20 is an electronic control unit including a known microcomputer composed of a CPU, ROM, RAM, EEPROM, and the like. In addition to the detection signal of the common rail pressure sensor 16, the ECU 20 includes a rotation speed sensor, an accelerator opening sensor, and the like. Detection signals are sequentially input from various sensors. Then, the ECU 20 determines an optimal fuel injection amount and injection timing based on engine operation information such as the engine rotation speed and the accelerator opening, and outputs an injection control signal corresponding to the fuel injection amount to the injector 11. Thus, fuel injection from the injector 11 to the combustion chamber is controlled in each cylinder.

  Further, the ECU 20 calculates a target value of the common rail pressure (injection pressure) based on the engine speed and the fuel injection amount at that time, and the fuel discharge amount of the high-pressure pump 13 so that the actual common rail pressure becomes the target common rail pressure. Feedback control. Actually, the target discharge amount of the high-pressure pump 13 is determined based on the deviation between the target value and the actual value of the common rail pressure, and the opening degree of the suction metering valve 13a of the high-pressure pump 13 is controlled accordingly. At this time, by controlling the energization amount (energization current I) to the electromagnetic solenoid of the intake metering valve 13a, the opening of the intake metering valve 13a is increased and decreased, and the fuel discharge amount by the high-pressure pump 13 is adjusted accordingly. .

  The intake metering valve 13a is configured as a normally closed valve that is held in an open state (fully open state) when the electromagnetic solenoid is not energized, and the fuel intake passage is increased by increasing the energization amount of the electromagnetic solenoid. The opening area is reduced. As a result, the fuel intake amount of the high-pressure pump 13 is reduced, and as a result, the fuel discharge amount by the high-pressure pump 13 is reduced.

  In addition, this system has a cruise control function for feedback control of the vehicle speed so as to follow an arbitrarily set target vehicle speed. A cruise setting device 30 and a vehicle speed sensor 35 are connected to the ECU 20. ing. In addition to the cruise main switch (power switch), the cruise setting device 30 includes a vehicle speed set switch that sets the target vehicle speed, and a tap-down / tap-up function that reduces or increases the target vehicle speed step by step during the cruise control. A resume function is provided for resetting the target vehicle speed to the previous target vehicle speed (memory vehicle speed). In addition, an inter-vehicle distance control function that keeps the inter-vehicle distance from the preceding vehicle constant may be provided.

  Various signals (cruise main signal, target vehicle speed set signal, tap down / tap up signal, etc.) are input from the cruise setting device 30 to the ECU 20 and a vehicle speed signal detected by the vehicle speed sensor 35 is input. When the target vehicle speed is set by the cruise setting device 30, the ECU 20 controls the operating state of the engine 10 so that the vehicle speed matches the target vehicle speed. When the ECU 20 determines that the tap-down switch is turned on, the ECU 20 decreases the target vehicle speed by a predetermined vehicle speed stepwise. When the ECU 20 determines that the tap-up switch is turned on, the ECU 20 increases the target vehicle speed by a predetermined vehicle speed stepwise. . In addition, when the ECU 20 determines that the resume switch is turned on, the ECU 20 resets the previous target vehicle speed (stored vehicle speed) as the target vehicle speed.

  By the way, at the time of feedback control of the fuel discharge amount by the high-pressure pump 13, based on the pump discharge characteristic (so-called IQ characteristic) representing the relationship between the fuel discharge amount Q and the energization current I of the intake metering valve 13a, An energization current command value for the intake metering valve 13a is calculated from the fuel discharge amount (required value). The drive of the high-pressure pump 13 (suction metering valve 13a) is controlled by the energization current command value. The pump discharge characteristics are shown in FIG. In FIG. 2, the basic characteristic L1 is shown by a solid line. For example, the fuel discharge amount is controlled to Qx by setting the energization current to Ix. However, the high-pressure pump 13 has machine differences due to individual differences, changes with time, etc., and it is considered that the pump discharge characteristics differ from the basic characteristics due to the machine differences. Therefore, in the control based on the basic characteristic L1, the fuel discharge amount Q varies.

  For example, in FIG. 2, it can be considered that the pump discharge characteristic becomes the characteristic L2 with respect to the basic characteristic L1, or the characteristic L3. The characteristic L2 is a characteristic such that the basic characteristic L1 is moved in parallel with the current increasing / decreasing direction, and the characteristic L3 is such that the deviation amount of the energization current I increases in a high load region where the fuel discharge amount Q is large. It is a characteristic.

  In the case of the characteristic L2, the error of the energization current I is almost constant (ΔI1) regardless of the magnitude of the fuel discharge amount Q. Therefore, during the idling operation when the fuel discharge amount Q is small (when Q = Qa). Machine difference learning is performed, and ΔI1 corresponding to the error is set as a current learning value. And the electric current control value with respect to the intake metering valve 13a is correct | amended with this electric current learning value. Thereby, a desired fuel discharge amount can be realized. It should be noted that in the idle operation state, the state where the accelerator is off and the engine rotational speed is stable often continues, so this state is considered suitable as a learning point.

  On the other hand, in the case of the characteristic L3, the error of the energization current I varies depending on the magnitude of the fuel discharge amount Q, and the error of the energization current I in the idle operation state (Q = Qa) where the fuel discharge amount Q is small. However, in the high load operation state (Q = Qb) where the fuel discharge amount Q is large, the error of the energization current I becomes large. In this case, even if machine difference learning is performed during idle operation, the characteristic error during high load operation is not eliminated. Therefore, in addition to machine difference learning during idle operation, machine difference learning during high-load operation is implemented. In particular, in the present embodiment, attention is paid to the fact that the driver does not operate the accelerator during a relatively long period and the vehicle speed is constant during cruise traveling, and machine difference learning during high-load driving is performed during cruise traveling.

  When machine difference learning is performed during idle operation and cruise driving and the learning result is reflected in the discharge amount control, first, the machine difference learning is performed during idle operation, and the energization current of the intake metering valve 13a is used using the learning result. Correct. Then, machine difference learning at the time of cruise traveling is performed in a state where the learning value calculated at the time of idling is reflected. After the learning values at the time of idle driving and cruise driving are both calculated, the energization current of the intake metering valve 13a is corrected using the learning values of these two points. At this time, weighting calculation (or interpolation calculation) of the current learning values at two points is performed according to the load state (fuel discharge amount) in each case, and the learning values are reflected. When the high-pressure pump 13 is operated in a higher load range (high discharge amount range) than the load state during cruise traveling, extrapolation calculation (extrapolation calculation) of the current learning values at the two points is performed. The learning value is reflected.

  For example, the relationship between the current learning value and the load state is linearized using the two current learning values, and the current learning value corresponding to each load state is calculated using the linearized relationship. Then, the energization current of the suction metering valve 13a is corrected using the calculated current learning value.

  Next, the discharge amount control and machine difference learning procedure of the high-pressure pump 13 executed by the ECU 20 will be described. FIG. 3 is a flowchart showing the pump discharge amount control process, and this process is executed by the ECU 20 at a predetermined crank angle period (or a predetermined time period).

  In FIG. 3, in step S101, the actual common rail pressure obtained from the detection signal of the common rail pressure sensor 16 is read, and in the subsequent step S102, the target common rail pressure is calculated using the engine speed and fuel injection amount as parameters. In step S103, the deviation between the target common rail pressure and the actual common rail pressure is calculated, and the target discharge amount of the high-pressure pump 13 is calculated based on the deviation.

  In step S104, the target discharge amount is converted into an energization current command value based on the pump discharge characteristic (IQ characteristic). In step S105, the final learning current command value is calculated by reflecting the current learning value to the conduction current command value. Finally, in step S106, an energization current command value is output to the high pressure pump 13. Thereby, the opening degree of the intake metering valve 13a of the high-pressure pump 13 is controlled, and a desired fuel discharge amount is realized.

  FIG. 4 is a flowchart showing the machine difference learning process during cruise driving. This process is executed by the ECU 20 at a predetermined crank angle cycle (or a predetermined time cycle). However, it may be executed as a part of FIG.

  In FIG. 4, in step S201, it is determined whether or not the machine difference learning in the idling state is completed. In step S202, it is determined whether or not the vehicle is currently cruising. In step S203, the learning is performed. It is determined whether or not an execution condition is satisfied. If all of steps S201 to S203 are YES, the process proceeds to subsequent step S204. If any of the steps S201 to S203 is NO, the process is terminated. The learning execution conditions in step S203 include, for example, that the engine has been warmed up (determined from the water temperature, fuel temperature, etc.), that the deviation between the target common rail pressure and the actual common rail pressure is within a predetermined value, and suction metering. This includes that the valve 13a can operate normally (determined from the battery voltage or the like).

  In step S204, a reference energization current is calculated for the suction metering valve 13a of the high-pressure pump 13. This reference energizing current is an energizing current conforming to the basic characteristic L1 of FIG. 2, and actually, the energizing current which becomes the median value of the machine difference variation, the environmental conditions such as temperature and battery voltage, and various operations. Calculated considering the conditions.

  In step S205, an actual energization current when a predetermined time (for example, about 5 seconds) has elapsed after the learning execution condition is satisfied is calculated. At this time, the actual energization current is calculated by the average value or the smoothed value of the calculated values after the learning execution condition is satisfied.

  In step S206, a difference between the reference energization current and the actual energization current is calculated, and the difference value is set as a learning value. The difference between the reference energization current and the actual energization current corresponds to the characteristic deviation amount. In step S207, it is determined whether or not the elapsed time from the start of the current machine difference learning has reached a predetermined learning time (for example, about 10 seconds), and in the subsequent step S208, the learning value calculated this time is a predetermined learning time. Determine if it is within range. If both steps S207 and S208 are YES, the process proceeds to step S209, and the learning value calculated this time (actually, the smoothed value of the learning value) is stored in the EEPROM in the ECU 20. At this time, if the current learning value is already stored in the EEPROM, the previous value of the current learning value is rewritten with the current value.

  Although detailed description of the machine difference learning in the idling state is omitted, it basically conforms to the learning method at the time of cruise traveling and will be briefly described. That is, the reference energizing current (variation median value) and the actual energizing current of the intake metering valve 13a are calculated on the condition that the engine is in the idle operation state and the learning execution condition is satisfied, and the difference value (characteristic) Equivalent to the deviation amount) is taken as a learning value. Then, on the condition that the learning value calculated this time is within a predetermined range, the current learning value (actually the smoothed value of the learning value) is stored in the EEPROM in the ECU 20.

  The current learning value calculated in the idling operation state is reflected in the discharge amount control from the time when the idling operation state is once again returned to the idling operation state. Moreover, the current learning value calculated in the cruise travel state is reflected in the discharge amount control from the time when it becomes non-cruise and returns to the cruise travel state again. The reflection of the current learning value is gradually performed so that it is not felt by the driver. The same applies to the transition of the current learning value from the previous value to the current value.

  According to the embodiment described above in detail, the following excellent effects can be obtained.

  Since the current learning value calculated during idling of the engine and the current learning value calculated during cruise traveling are reflected to control the energization current of the intake metering valve 13a, a wide range from a low load range to a high load range is provided. Thus, the characteristic deviation of the high-pressure pump 13 can be eliminated and the fuel discharge amount can be optimally controlled. As a result, exhaust emission and drivability can be improved.

  Compared to a configuration in which the energization current of the intake metering valve 13a is controlled using only the current learning value in the idle operation state, the smoke amount can be reduced during acceleration and high speed operation, and variations in engine rotation speed are reduced. Effects such as can be obtained. NVH performance (noise, vibration, ride comfort) can also be improved.

  Incidentally, when the high-pressure pump 13 changes with time due to deterioration, the pump discharge performance is reduced due to leakage or the like, but this appears more prominently in the high load region. In this respect, since the characteristic deviation amount in the cruise traveling state is calculated in addition to the idle driving state as described above, it is possible to suitably cope with a change with time due to deterioration.

  Since the characteristic deviation amount is stored and held in the EEPROM as a current learning value, for example, it is possible to quickly start appropriate discharge amount control without waiting for the calculation of the characteristic deviation amount to be completed after the power supply to the ECU 20 is turned on. .

  Since the current learning value during cruise travel is calculated on the condition that the discharge amount control is performed reflecting the current learned value during idle operation, the current learned value during cruise traveling is reflected first. By doing so, it is possible to avoid problems such as engine stalls.

  Since the discharge amount control is performed by reflecting the current learning values of the two points step by step, a sudden change in the fuel discharge amount by the high-pressure pump 13 is suppressed, and the uncomfortable feeling given to the driver can be eliminated.

  In addition, this invention is not limited to the content of description of the said embodiment, For example, you may implement as follows.

  After calculating the learning value, the timing reflected in the discharge amount control may be as follows.

  (1) After calculating the current learning value in the idling operation state or the cruise traveling state, without waiting for the next re-entry into the idling operation state or the cruise traveling state, or immediately after exiting the state. The current learning value is reflected in the discharge amount control. In this case, it is preferable that the current learning value is gradually reflected in a stepwise manner as described above.

  (2) After the engine is stopped, the current learning value is stored in the EEPROM until the next start (including rewriting from the previous value to the current value). Then, after the next engine start, the new current learning value is reflected in the discharge amount control.

  (3) After completing the calculation of the learning value in the idle driving state and the calculation of the learning value in the cruise driving state, the learning value is reflected in the discharge amount control when the idle driving state is entered next. Then, from the moment when the load increases from the idling state, the learning value at the time of cruise is made effective, and the learning value is reflected in the discharge amount control by performing interpolation of two learning values. In other words, the learned value reflected in the idle operation state is a value learned in the previous idle operation state, and can be used as it is without performing interpolation or the like when reflected in the discharge amount control. In this case, the learned value at the time of cruising is gradually reflected naturally, and a step or the like generated in the common rail pressure can be suppressed.

  As a vehicle speed condition when performing machine difference learning in a cruise traveling state, it may be determined that the vehicle speed condition is within a predetermined speed range including a load region to be learned each time. In other words, during machine difference learning, the energizing current that is the median value of machine difference variation is calculated as the reference energizing current while taking into account environmental conditions, etc., so even if there is a difference in vehicle speed to some extent, the learning accuracy is affected. It is not considered.

  In the above embodiment, the learning value (current learning value) related to the energization current of the suction metering valve 13a is calculated as the machine difference learning of the high-pressure pump 13, but instead, learning related to the fuel discharge amount of the high-pressure pump 13 is calculated. A value (discharge amount learning value) may be calculated. In this case, the reference discharge amount corresponding to the basic characteristics and the actual discharge amount are calculated during idling of the engine or during cruise driving, and the difference value (corresponding to the characteristic deviation amount) is used as a learning value. Then, the learning value is stored in the EEPROM in the ECU 20, and the discharge amount control is performed using the learning value as appropriate.

  As a configuration for metering the fuel discharge amount in the fuel supply pump (high pressure pump 13), a discharge metering valve is provided on the fuel discharge side in addition to the suction metering valve provided on the fuel suction side. It is also possible to carry out the discharge amount control with this as the control target.

It is a lineblock diagram showing an outline of a common rail type fuel injection system in an embodiment of the invention. It is a figure which shows a pump discharge characteristic. It is a flowchart which shows a pump discharge amount control process. It is a flowchart which shows the machine difference learning process at the time of cruise driving.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11 ... Injector, 12 ... Common rail, 13 ... High-pressure pump as a fuel supply pump, 20 ... First calculation means, second calculation means, constant speed travel control means, control amount calculation means, and learning means ECU, 30 ... cruise setting device.

Claims (5)

Applied to a fuel supply system comprising a common rail for accumulating high-pressure fuel for injection and supply to an engine, and a fuel supply pump driven by the engine power to pump fuel to the common rail, and driving the fuel supply pump In a control device of a fuel supply system that controls a fuel discharge amount by the fuel supply pump based on a pump characteristic that represents a relationship between a control amount and a fuel discharge amount of the pump,
First calculating means for calculating a characteristic deviation amount of the fuel supply pump when the engine is in an idle operation state;
Constant speed traveling control means for feedback controlling the traveling speed of the vehicle so as to follow the arbitrarily set target speed;
Second calculating means for calculating a characteristic deviation amount of the fuel supply pump when the vehicle is running at a constant speed by the constant speed running control means;
Control amount calculating means for calculating the drive control amount reflecting each characteristic deviation amount calculated by the first calculating means and the second calculating means;
With
The second calculation unit is configured to perform the constant speed traveling on condition that the characteristic deviation amount is calculated by the first calculation unit and the drive control amount is calculated by reflecting the characteristic deviation amount. A control device for a fuel supply system , wherein a characteristic deviation amount in a state is calculated . The control amount calculation unit calculates the drive control amount by reflecting the characteristic deviation amounts in a stepwise manner after calculating the characteristic deviation amounts by the first calculation unit and the second calculation unit. The control device for a fuel supply system according to claim 1 . Applied to a fuel supply system comprising a common rail for accumulating high-pressure fuel for injection and supply to an engine, and a fuel supply pump driven by the engine power to pump fuel to the common rail, and driving the fuel supply pump In a control device of a fuel supply system that controls a fuel discharge amount by the fuel supply pump based on a pump characteristic that represents a relationship between a control amount and a fuel discharge amount of the pump,
First calculating means for calculating a characteristic deviation amount of the fuel supply pump when the engine is in an idle operation state;
Constant speed traveling control means for feedback controlling the traveling speed of the vehicle so as to follow the arbitrarily set target speed;
Second calculating means for calculating a characteristic deviation amount of the fuel supply pump when the vehicle is running at a constant speed by the constant speed running control means;
Control amount calculating means for calculating the drive control amount reflecting each characteristic deviation amount calculated by the first calculating means and the second calculating means;
With
The control amount calculation unit calculates the drive control amount by reflecting the characteristic deviation amounts in a stepwise manner after calculating the characteristic deviation amounts by the first calculation unit and the second calculation unit. control apparatus for a fuel supply system for the. The control amount calculation means performs an interpolation operation or an extrapolation operation according to the load state for each characteristic deviation amount calculated by the first calculation means and the second calculation means, and the result is obtained. The fuel supply system control device according to claim 1, wherein the drive control amount is calculated by using the control device. Learning means for storing each characteristic deviation amount calculated by the first calculation means and the second calculation means in a backup memory as a learning value;
5. The fuel supply system control device according to claim 1, wherein the control amount calculation unit calculates the drive control amount using the learning value . 6.

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