JP4566450B2 - Accumulated fuel injection system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an accumulator fuel injection device.
[0002]
[Prior art]
As a fuel injection device for diesel engines, high-pressure fuel accumulated in the common rail is stably supplied to each cylinder of the engine, and the common rail fuel injection is designed to improve engine performance in a wide operating range from low speed to high speed. The device has been put into practical use.
[0003]
This type of fuel injection device uses a fuel metering unit comprising a feed pump to pressurize the fuel in the fuel tank and feed it into the common rail, referring to the output from the rail pressure sensor and the fuel pressure in the common rail. Is maintained at a predetermined constant pressure.
[0004]
In general, the control of the pressure in the common rail is performed by PI control in response to an actual rail pressure signal from a rail pressure sensor provided on the common rail and a predetermined target rail pressure signal. The control output value is determined by the fuel leak amount and the fuel injection amount of the injector, and the opening ratio of the solenoid valve is controlled by controlling the duty ratio of the control pulse signal for opening / closing control of the solenoid valve for pressure control according to this determined value. By adjusting, the fuel pressure in the common rail is maintained at a required level. Here, when the rail pressure sensor is out of order, the control calculation is impossible for the PI control portion. Therefore, conventionally, when the rail pressure sensor fails, the control of the fuel pressure in the common rail is continued by replacing the value of the PI control portion with an appropriate constant value so as not to stop the engine operation. I have to.
[0005]
[Problems to be solved by the invention]
However, according to the above-described conventional limp home, the controllability of the fuel pressure in the common rail is poor. For example, in the case of an engine for a vehicle, the fuel supply to the engine becomes extremely unstable and the traveling becomes impossible. There are problems such as extremely poor driving feeling.
[0006]
Accordingly, it is an object of the present invention to provide an accumulator fuel injection apparatus that can solve the above-mentioned problems in the prior art.
[0007]
In order to solve the above problems, according to the present invention, a high pressure pump for pressurizing fuel and supplying high pressure fuel, a common rail for storing the high pressure fuel, and a fuel pressure in the common rail are detected. A pressure sensor for adjusting the fuel pressure in the common rail, and the pressure adjustment so that the fuel pressure in the common rail is maintained at a required level in response to a detection output from the pressure sensor. A pressure control means for controlling the mechanism, wherein the high pressure fuel stored in the common rail is injected and supplied into the cylinder of the internal combustion engine by an injector. Failure determination means for determining whether or not there is, means for obtaining rotation speed data indicating the rotation speed of the internal combustion engine, and supply to the internal combustion engine That the means for obtaining the fuel injection quantity data indicating a fuel injection amount, for controlling the pressure regulating mechanism from said rotational speed data and the fuel injection quantity data Correction value Means for computing An operation mode determining means for determining whether or not the internal combustion engine is in a start mode based on the rotational speed data, a means for obtaining fuel temperature data indicating the temperature of the fuel, and the fuel temperature data Means for calculating another correction value for controlling the pressure adjusting mechanism based on the control means, means for obtaining water temperature data indicating the temperature of the cooling water of the internal combustion engine, and the pressure adjusting mechanism from the water temperature data. Means for calculating a backup control value for the control of When the pressure sensor is determined to be defective by the failure determination means If the internal combustion engine is determined not to be in the start mode by the operation mode determination means, the control value given from the pressure control means to the pressure adjustment mechanism is corrected by the correction value and the other correction value. And when the internal combustion engine is determined to be in the start mode by the operation mode determination means when the failure determination means determines that the pressure sensor is in failure, the pressure control means The control value given to the pressure adjustment mechanism is replaced with the backup control value. A pressure-accumulation fuel injection device is proposed.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an example of an embodiment of the present invention will be described in detail with reference to the drawings.
[0012]
FIG. 1 is a schematic configuration diagram showing an example of an embodiment of a fuel injection device for an internal combustion engine according to the present invention. The fuel injection device 1 is a common rail type fuel injection device for an internal combustion engine, a common rail 2, a high pressure pump assembly 3 for supplying high pressure fuel to the common rail 2, and an internal combustion (not shown) that shows high pressure fuel accumulated in the common rail 2. A plurality of fuel injection valves 4-1 to 4-N for injecting into each cylinder of the engine are provided. These fuel injection valves 4-1 to 4-N are each provided with an electromagnetic valve (not shown) for injection control, and these electromagnetic valves are responsive to an opening / closing control signal from an injection valve control unit (not shown). The valve is controlled to open and close independently, and a high pressure fuel is injected into a corresponding cylinder by a required amount at a required timing. Since such a configuration is known per se, the fuel is used here. Further detailed description of the control of the injection valves 4-1 to 4-N will be omitted.
[0013]
The high-pressure pump assembly 3 includes a high-pressure pump main body 31 driven by an internal combustion engine (not shown), a fuel metering unit 32, and an inlet / outlet valve 33 that are integrally assembled. The fuel metering unit 32 is supplied with fuel from the fuel tank 5 by the feed pump 6, and the fuel metering unit 32 is pressured so that the fuel supplied from the feed pump 6 becomes the fuel pressure required by the internal combustion engine. Adjust and feed into inlet / outlet valve 33. The inlet / outlet valve 33 supplies the fuel sent from the fuel metering unit 32 to the plunger chamber (not shown) of the high-pressure pump assembly 3, and the fuel made high in the plunger chamber is supplied to the fuel metering unit 32. The common rail 2 is supplied so as not to flow backward. Here, the fuel pressure in the fuel metering unit 32 is adjusted by opening / closing control of an electromagnetic valve 34 provided in the fuel metering unit 32.
[0014]
Reference numeral 7 denotes a control unit configured using a microcomputer for controlling the open / close state of the electromagnetic valve 34 as will be described later. An actual pressure signal U1 from a pressure sensor 8 that detects the fuel pressure in the common rail 2 is input to the control unit 7 as an input signal, and the rotation speed of the internal combustion engine combined with the fuel injection device 1 is input from the rotation sensor 9. , A water temperature signal U3 indicating the cooling water temperature of the internal combustion engine, and a fuel temperature signal U4 indicating the temperature of the fuel supplied to the common rail 2 are input from the water temperature sensor 10. In addition, an injection amount signal U5 indicating a fuel injection amount supplied from the fuel injection device 1 to the internal combustion engine is also input. The injection amount signal U5 is supplied from the above-described injection valve control unit.
[0015]
The control unit 7 responds to the input signals U1 to U5 described above, performs data processing according to an electromagnetic valve control program executed by the microcomputer 71 provided in the control unit 7, and stores the high-pressure fuel accumulated in the common rail 2 The solenoid valve 34 is controlled to be opened and closed so that the pressure of the valve is maintained at a required level.
[0016]
The control signal U6 output from the control unit 7 for controlling the opening and closing of the electromagnetic valve 34 is a pulse signal, and its duty ratio is determined as an output value for controlling the electromagnetic valve 34 in the control unit 7, thereby The flow rate of the high-pressure fuel flowing from the high-pressure pump body 31 to the common rail 2 can be adjusted, and the pressure of the high-pressure fuel in the common rail 2 is controlled by this flow rate adjustment. In addition, since the structure which performs the opening / closing operation | movement of the solenoid valve 34 by duty ratio control in this way and adjusts the flow volume of a fuel by this is well-known, detailed description about the high pressure pump assembly 3 is abbreviate | omitted.
[0017]
The above-described opening / closing control of the solenoid valve 34 for controlling the pressure of the high-pressure fuel in the common rail 2 is performed by causing a microcomputer in the control unit 7 to execute a given solenoid valve control program.
[0018]
FIG. 2 is a flowchart showing this solenoid valve control program. The solenoid valve control program 50 is repeatedly executed at predetermined time intervals. When the solenoid valve control program 50 is started, an operation for calculating a normal output value of the solenoid valve 34 is performed in step S1. Executed. The calculation here is a PID control calculation for responding to the actual pressure signal U1 from the pressure sensor 8 so that the fuel pressure in the common rail 2 is maintained at a given target pressure. It is output as the duty ratio A of the control signal U6 which is a pulse signal for driving the electromagnetic valve 34. Next, step S2 is entered, where it is determined whether or not the pressure sensor 8 has failed.
[0019]
The process for determining the failure of the pressure sensor 8 executed in step S2 will be described in detail with reference to FIG. First, in step S21, it is determined whether or not the level L of the actual pressure signal U1 from the pressure sensor 8 is higher than a predetermined minimum level L1. If the level L of the actual pressure signal U1 is higher than the minimum level L1, the determination result of step S21 is YES, and step S22 is entered. In step S22, it is determined whether or not the level L of the actual pressure signal U1 is lower than a predetermined maximum level L2. If the level L of the actual pressure signal U1 is lower than the maximum level L2, the determination result in step S22 is YES and step S23 is entered. That is, in the normal state where the level L of the actual pressure signal U1 is between the minimum level L1 and the maximum level L2, the determination results in step S21 and step S22 are both YES, and step S23 is entered. .
[0020]
In step S23, it is determined whether or not a predetermined normality determination time necessary for determining that the pressure sensor 8 is normal has elapsed. If the predetermined normal determination time has elapsed, the determination result of step S23 is YES, and step S24 is entered, where it is determined that the pressure sensor 8 is normal. If the predetermined normal determination time has not elapsed in step S23, the determination result in step S23 is NO, and step S25 is entered, where it is determined that the pressure sensor 8 has failed.
[0021]
In step S21, when the voltage of the pressure sensor 8 is lower than the minimum voltage value, the determination result in step S21 is NO and the process enters step S26.
[0022]
Also, in step S22, when the voltage generated in the pressure sensor 8 is higher than the maximum voltage value, the determination result in step S22 is NO and the process enters step S26.
[0023]
In step S26, it is determined whether or not a predetermined failure determination time necessary for determining that the pressure sensor 8 has failed has elapsed. If the predetermined failure determination time has elapsed, the determination result of step S26 is YES, and step S25 is entered, where it is determined that the pressure sensor 8 has failed.
[0024]
In step S23, if the predetermined failure determination time has not elapsed, the determination result is NO, and step S24 is entered, where it is determined that the pressure sensor 8 is normal.
[0025]
Returning to FIG. 1, in step S2, it is determined whether or not the pressure sensor 8 has failed as described above. If it is determined that the pressure sensor 8 has not failed, the determination result in step S2 is NO, and step In S9, the output value D of the electromagnetic valve 34 is set to the duty ratio A obtained in step S1.
[0026]
On the other hand, if it is determined in step S2 that the pressure sensor 8 is out of order, the determination result in step S2 is YES, and step S3 is entered. In step S3, it is determined whether or not there is a request to shut off the electromagnetic valve 34. If it is determined that there is a shutoff request for the solenoid valve 34, the determination result in step S3 is YES, and the output value D is set to zero in step S10. On the other hand, if there is no request for shutoff of the solenoid valve 34, the determination result of step S3 is NO and the process proceeds to step S4.
[0027]
FIG. 4 shows a specific example of the process for determining whether or not there is a solenoid valve shut-off request executed in step S3. When the determination of whether or not the electromagnetic valve 34 is shut off is started, it is first determined in step S31 whether or not the internal combustion engine is stopped. If the internal combustion engine is not stopped, the determination result of step S31 is NO, and step S32 is entered. Here, it is determined whether or not the driver has requested the control unit 7 to stop the internal combustion engine. If there is no request to stop the internal combustion engine from the driver, the determination result in step S32 is NO and the process enters step S33.
[0028]
In step S33, it is determined whether or not there has been a request for stopping the internal combustion engine from another device to the control unit 7. If there is no request for stopping the internal combustion engine from the other device to the control unit 7, the determination result of step S33 is NO and the process enters step S34.
[0029]
In step S34, whether or not there is a serious failure in the system of the fuel injection device 1 is determined using a diagnosis result of a failure diagnosis unit (not shown) provided separately in the fuel injection device 1, and If there is no serious failure in the system, the determination result in step S34 is NO and the process enters step S35. In step S35, a process for determining that there is no request to shut off the solenoid valve 34 is performed.
[0030]
On the other hand, if at least one of the determinations in steps S31 to S34 is YES, the process enters step S36, where a process for determining that there is a request to shut off the electromagnetic valve 34 is performed. Is called.
[0031]
Returning to FIG. 1, in step S4, a process for determining whether or not the internal combustion engine is in the start mode is performed.
[0032]
The process for determining the operation mode of the internal combustion engine in step S4 will be described with reference to FIGS. Here, the operation mode of the internal combustion engine is determined according to the engine speed of the internal combustion engine. As can be seen from the graph shown in FIG. 8, two threshold values, a normal operation determination value and a stop determination value, are set for the engine speed.
[0033]
When the engine speed is from when the internal combustion engine is started until the engine speed reaches the stop determination value, the internal combustion engine is in the engine stop mode, and the engine speed gradually increases and the normal operation determination value is determined from the stop determination value. If it is between, the internal combustion engine is assumed to be in the engine start mode. Even if the engine speed once exceeds the normal operation determination value, further increases to be larger than the normal operation determination value, and even when the engine speed decreases, the engine rotation speed is larger than the stop determination value. In this case, the internal combustion engine is assumed to be in a normal operation mode. When the engine speed further decreases and becomes equal to or less than the stop determination value, the internal combustion engine is in the engine stop mode. The processing flow shown in FIGS. 5 to 7 determines the operation mode of the internal combustion engine according to the above criteria.
[0034]
First, in step S41, it is determined whether or not the internal combustion engine is in an engine stop mode. If the internal combustion engine is in the engine stop mode, the determination result in step S41 is YES, and step S42 is entered, where it is determined whether or not the rotational speed of the internal combustion engine is greater than the stop determination value. If the engine speed is greater than the stop determination value, the determination result of step S42 is YES, and step S43 is entered.
[0035]
In step S43, it is determined whether or not the engine speed is larger than a normal determination value. If the engine speed is greater than the normal determination value, the determination result in step S43 is YES, and step S44 is entered. Here, processing that the internal combustion engine is in the normal operation mode is performed, and the process proceeds to step S45. .
[0036]
If the internal combustion engine is not in the engine stop mode in step S41, or if the engine speed is smaller than the stop determination value in step S42, the process proceeds to step S45.
[0037]
If the engine speed is smaller than the normal determination value in step S43, the determination result in step S43 is NO, and the process proceeds to step S46. In step S46, a process that the internal combustion engine is in the engine start mode is performed, and the process proceeds to step S45.
[0038]
In step S45, it is determined whether or not the internal combustion engine is in an engine start mode. If the internal combustion engine is in the engine start mode, the determination result in step S45 is YES, and step S47 is entered, where it is determined whether or not the engine speed is equal to or less than the stop determination value. If the engine speed is not less than the stop determination value but greater than the stop determination value, the determination result of step S47 is NO and the process enters step S48.
[0039]
In step S48, it is determined whether or not the engine speed of the internal combustion engine is greater than a normal determination value. If the engine speed is greater than the normal determination value, the determination result in step S48 is YES, and step S49 is entered. Here, processing that the internal combustion engine is in the normal operation mode is performed, and the process proceeds to step S50. .
[0040]
If the internal combustion engine is not in the engine start mode in step S45 and is in the normal operation mode, the determination result in step S45 is NO and the process enters step S50. If the engine speed is equal to or less than the stop determination value in step S47, the determination result in step S47 is YES, so step S51 is entered. In step S51, the process is performed in which the internal combustion engine is in the engine stop mode. Step S50 is entered. On the other hand, if the engine speed is not greater than the normal determination value and not greater than the normal determination value in step S48, the determination result in step S48 is NO, and step S50 is entered.
[0041]
In step S50, it is determined whether or not the internal combustion engine is in a normal operation mode. If the internal combustion engine is in a normal operation mode, the determination result in step S50 is YES, and step S52 is entered. In step S52, it is determined whether or not the engine speed is equal to or less than a stop determination value. If the engine speed is not less than the stop determination value but greater than the stop determination value, the determination result in step S52 is NO, and step S53 is entered. Here, a process is performed in which the internal combustion engine is in the normal operation mode. This completes the execution of step S4.
[0042]
If the internal combustion engine is not in the normal operation mode in step S50 and is in the engine start mode or the engine stop mode, the determination result in step S50 is NO and the execution of step S4 ends. If the engine speed is equal to or lower than the stop determination value in step S52, the determination result in step S52 is YES and step S54 is entered. In step S54, a process that the internal combustion engine is in the engine stop mode is performed, and the execution of step S4 ends. As described above, in step S4, it is determined whether the operation mode of the internal combustion engine is the engine start mode, the normal operation mode, or the engine stop mode.
[0043]
Returning to FIG. 2, if the internal combustion engine is in the engine start mode in step S4, the determination result in step S4 is YES, and step S11 is entered. In step S11, as the output value D of the electromagnetic valve 34, a process of calculating the duty ratio of the control signal U6, which is a driving pulse signal, is performed based on the coolant temperature.
[0044]
If the internal combustion engine is in the engine stop mode or the normal operation mode in step S4, the determination result in step S4 is NO and the process enters step S5.
[0045]
In step S5, the duty ratio A calculated in step S1 is calculated based on the current engine speed and fuel injection amount. Correction value A process of calculating B is performed. In step S6, the duty ratio A calculated in step S1 is calculated based on the fuel temperature in the common rail 2. Correction value A process of calculating C is performed. In step S7, a process of calculating the output value D of the solenoid valve 34 when the pressure sensor 8 fails is performed. This output value D is calculated by D = A + B + C.
[0046]
As described above, in step S7, step S9, step S10, and step S11, the output value D of the electromagnetic valve 34 corresponding to the operating state of the fuel injection device 1 is calculated, and then the final step S8 is entered.
[0047]
In step S8, the output value D of the electromagnetic valve 34 calculated in any of step S7, step S9, step S10, or step S11 does not become larger than a predetermined maximum value of the output of the electromagnetic valve 34. In addition, a process is performed in which the maximum and minimum are limited so as not to be smaller than a predetermined output minimum value of the electromagnetic valve 34. Then, a control signal U6 having a duty ratio according to the maximum and minimum restriction processing results is output from the control unit 7, and the solenoid valve 34 is controlled to open and close according to the control signal U6, and the fuel pressure in the common rail 2 is adjusted.
[0048]
Since the control unit 7 is configured as described above, when the pressure sensor 8 has not failed, the opening / closing control of the electromagnetic valve 34 is PI-controlled in response to the actual pressure signal U1 from the pressure sensor 8, Normal pressure control is performed in which the fuel pressure in the common rail 2 is accurately maintained at a required target pressure.
[0049]
On the other hand, if it is determined that the pressure sensor 8 is out of order, a backup process corresponding to the operating state of the internal combustion engine is performed. That is, when the internal combustion engine is in the start mode, instead of the output value calculated in step S1, the duty ratio determined according to the temperature of the coolant of the internal combustion engine calculated in step S11 is the output value. Used as D. That is, the duty ratio of the control signal U6 is determined according to the coolant temperature. At the time of starting the internal combustion engine, the cooling water temperature is the dominant operating condition, so that the operation of the internal combustion engine at the start can be smoothly backed up.
[0050]
When the internal combustion engine is in the normal operation mode or the engine stop mode, it is based on the engine speed and the fuel injection amount. Correction value B and fuel temperature Correction value C and the output values calculated in step S1 Correction value The value obtained by adding is used as the backup output value. As a result, even when the pressure sensor 8 fails, the rotational speed of the internal combustion engine can be set to the rail pressure corresponding to the engine rotational speed and the fuel injection amount, and the fuel temperature is also taken into account. Even when the viscosity changes, the electromagnetic valve 34 can be opened and closed with a duty ratio corresponding to the change, and the change in rail pressure due to the change in viscosity can be dealt with. As a result, the backup operation is performed very well, the backup control of the fuel injection device 1 is performed very well, and the running feeling at the time of backup can be remarkably improved compared to the conventional case.
[0051]
In the above embodiment, in the normal operation mode or the engine stop mode, it is based on the engine speed and the fuel injection amount. Correction value B and fuel temperature Correction value C and the output values calculated in step S1 Correction value Is the backup output value. Correction value The addition of C can be omitted. Even in this case, the running feeling can be sufficiently improved as compared with the conventional case.
[0052]
In any backup mode, when the pressure sensor 8 fails, it is possible to effectively prevent the fuel pressure in the common rail 2 from excessively rising and damaging each component such as the fuel injection valve, the common rail, and the pump. Can do.
[0053]
【The invention's effect】
According to the present invention, as described above, when it is determined that the pressure sensor has failed, it is based on the engine speed and the fuel injection amount. Correction value Is calculated and the normal output value of the solenoid valve Correction value A value obtained by adding is used as a backup output value, and backup processing according to the operating state of the internal combustion engine is performed. As a result, the rotation speed of the internal combustion engine can be set to the rail pressure corresponding to the engine rotation speed and the fuel injection amount when the pressure sensor fails, so that the backup operation is performed very well and the backup control of the fuel injection device is performed. The running feeling during backup can be remarkably improved as compared with the prior art.
[0054]
Also based on engine speed and fuel injection amount Correction value And depending on the fuel temperature Correction value And calculate the normal output value of the solenoid valve calculated by the calculation. Correction value As a result, the rotational speed of the internal combustion engine can be set to the rail pressure corresponding to the engine rotational speed and the fuel injection amount when the pressure sensor fails. Since the fuel temperature is also taken into account, even if the viscosity of the fuel changes depending on the temperature, the electromagnetic valve can be opened and closed with a duty ratio corresponding to this, and the change in rail pressure due to the change in viscosity can be dealt with. Therefore, the backup operation can be performed even better.
[0055]
Further, when it is determined that the pressure sensor has failed and the internal combustion engine is in the start mode, the duty ratio of the control signal is determined according to the cooling water temperature, and is dominant when the internal combustion engine is started. The solenoid valve is opened and closed according to the cooling water temperature, which is an operating condition, and thereby the fuel pressure in the common rail is controlled. Therefore, the operation of the internal combustion engine at the time of start-up is smoothly and satisfactorily performed.
[0056]
According to the present invention, when the pressure sensor fails, it is possible to effectively prevent the fuel pressure in the common rail from excessively increasing and damaging components such as the fuel injection valve, the common rail, and the pump.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an example of an embodiment of a fuel injection device for an internal combustion engine according to the present invention.
FIG. 2 is a flowchart showing a solenoid valve control program executed by the control unit of FIG.
3 is a detailed flowchart of a pressure sensor failure determination step of the solenoid valve control program shown in FIG.
4 is a detailed flowchart of an electromagnetic valve shut-off request presence / absence determination step of the electromagnetic valve control program shown in FIG. 2;
5 is a partial view of a detailed flowchart of an operation mode determination step of the internal combustion engine of the electromagnetic valve control program shown in FIG.
6 is a partial view of a detailed flowchart of an operation mode determination step of the internal combustion engine of the electromagnetic valve control program shown in FIG.
7 is a partial view of a detailed flowchart of an operation mode determination step of the internal combustion engine of the electromagnetic valve control program shown in FIG.
FIG. 8 is an explanatory diagram for explaining a method of determining an operation mode of the internal combustion engine.
[Explanation of symbols]
1 Fuel injector
2 Common rail
3 High pressure pump assembly
4-1 to 4-N fuel injection valve
5 Fuel tank
6 Feed pump
7 Control unit
8 Pressure sensor
9 Rotation sensor
10 Water temperature sensor
11 Fuel sensor
31 High-pressure pump body
32 Fuel metering unit
33 Inlet / Outlet Valve
34 Solenoid valve
50 Solenoid valve control program
71 Microcomputer
A Duty ratio
B, C Offset value
D output value
U1 Actual pressure signal
U2 Speed signal
U3 Water temperature signal
U4 Fuel temperature signal
U5 Injection amount signal
U6 control signal

Claims (2)

A high pressure pump for pressurizing fuel to supply high pressure fuel, a common rail for storing the high pressure fuel, a pressure sensor for detecting fuel pressure in the common rail, and a fuel pressure in the common rail. Pressure adjusting mechanism for adjusting, and pressure control means for controlling the pressure adjusting mechanism so that the fuel pressure in the common rail is maintained at a required level in response to a detection output from the pressure sensor, In the pressure accumulation type fuel injection device, the high pressure fuel stored in the common rail is injected and supplied into the cylinder of the internal combustion engine by an injector.
Failure determination means for determining whether or not the pressure sensor is defective;
Means for obtaining rotational speed data indicating the rotational speed of the internal combustion engine;
Means for obtaining fuel injection amount data indicating the fuel injection amount supplied to the internal combustion engine;
Means for calculating a correction value for controlling the pressure adjusting mechanism from the rotational speed data and the fuel injection amount data;
An operation mode determining means for determining whether or not the internal combustion engine is in a start mode based on the rotational speed data;
Means for obtaining fuel temperature data indicative of the temperature of the fuel;
Means for calculating another correction value for controlling the pressure adjusting mechanism based on the fuel temperature data;
Means for obtaining water temperature data indicating the temperature of the cooling water of the internal combustion engine;
Means for calculating a backup control value for controlling the pressure adjusting mechanism from the water temperature data ; and
Wherein when the internal combustion engine by Oite the operation mode judging means when it is determined that the pressure sensor is faulty by the fault determining means is not determined to be the start mode, the pressure regulating mechanism from said pressure control means The control value given to is corrected by the correction value and the other correction value,
If the internal combustion engine is determined to be in the start mode by the operation mode determining means when the failure determining means determines that the pressure sensor is in failure, the pressure control means changes the pressure adjusting mechanism. A pressure accumulation type fuel injection device , wherein a given control value is replaced with the backup control value . The pressure accumulation type fuel injection device according to claim 1, wherein a control value given from the pressure control means to the pressure adjusting mechanism is limited to a value between a predetermined upper limit value and a lower limit value .

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