JPH0730732B2 - Accumulation type fuel supply device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pressure-accumulation fuel supply device for feedback-controlling the fuel pressure in a pressure accumulator chamber to a target fuel pressure by controlling the drive timing of a solenoid valve.

[0002]

2. Description of the Related Art Conventionally, for example, JP-A-62-258160.
In the accumulator unit injector for diesel engines as shown in No. 6, the pressure in the accumulator (common rail) is detected by the pressure sensor and the pressure in the common rail is controlled by feedback control of the drive timing of the solenoid valve of the pressure pump. Is kept at the target pressure. The pressure pump used here has a structure in which the internal pump chamber is closed by closing the solenoid valve of the open type, and the pressure in this pump chamber is raised by the rise of the plunger, and only when the pressure of the check valve is overcome. It has a structure that pumps fuel to the common rail. Further, since the solenoid valve is of the open type, once closed, the valve closed state is maintained by the rise of the pump chamber pressure due to the rise of the plunger. Therefore, when driving the solenoid valve,
A short drive pulse may be given at a predetermined timing.

When this drive pulse is applied, as shown in FIG. 16, the drive current to the solenoid valve begins to rise, and the magnetic attraction force that overcomes the pressing force of the spring that urges the valve body in the valve opening direction is generated. The solenoid valve closes when it occurs. The time from when a drive pulse is given to when the valve is closed is
This is called valve closing delay.

On the other hand, the plunger moves up and down like a plunger lift in the figure, irrespective of the driving timing of the solenoid valve. After the solenoid valve is closed, the pressure pump pumps, to the common rail, an amount of fuel proportional to the area (hereinafter referred to as the discharge area) of the hatched portion of the drawing until the plunger reaches the top dead center.

That is, in the feedback control, the drive pulse generation timing TF to the solenoid valve is accelerated or delayed so that the discharge area is increased or decreased depending on the difference between the target common rail pressure and the actual common rail pressure. is there.

By the way, when the common rail pressure sensor cannot detect an accurate pressure due to an abnormality such as a wire breakage, it becomes impossible to maintain the common rail pressure at a target value by such feedback control. Therefore,
In such a case, the open loop control based on the estimated control amount that is executed when the normal feedback control is abnormal is necessary.

[0007]

However, in the solenoid valve drive current, the battery voltage + B indicated by the solid line in the figure is normal +
When B = 24V and the battery voltage shown by the chain double-dashed line +
When B = 16V and the battery voltage shown by the alternate long and short dash line +
Even when the same drive pulse is applied when B = 32V,
The way the drive current applied to the solenoid valve rises is different. Therefore, the closing delay of the solenoid valve changes like TC1, TC2, TC3, and the discharge area changes like A1, A2, A3 accordingly.

On the other hand, such battery voltage fluctuations occur depending on the load condition during vehicle operation and whether or not the battery is new. Therefore, even if the conventional device detects an abnormality and shifts from the feedback control to the open loop control, a large difference occurs between the actual fuel pressure feed amount and the expected control amount alone, and the common rail pressure is abnormally high. Therefore, there are problems that the ignition timing in the cylinder is advanced and noise is generated, and that the engine and the common rail are damaged. Further, there is a problem that the engine is stalled because it is too low to normally inject fuel into the engine.

According to the present invention, in the open loop control at the time of such an abnormality, the unstable control due to the voltage fluctuation is prevented, and the fuel pressure can be supplied to the internal combustion engine at an appropriate common rail pressure even at the time of abnormality. Completed for the purpose of providing an automatic fuel supply system.

[0010]

In order to achieve the above object, the present invention provides a pressure chamber for temporarily storing fuel to be supplied to an internal combustion engine in a high pressure state, and a fuel pressure feed amount depending on a drive timing of a solenoid valve. The fuel pressure feeding means for pressure-feeding fuel to the pressure accumulating chamber, the pressure detecting means for detecting the fuel pressure in the pressure accumulating chamber, the detected value by the pressure detecting means and the target fuel pressure are compared, In the pressure-accumulation type fuel supply device, the drive timing of the solenoid valve is set so that the fuel pressure in the pressure accumulating chamber becomes the target fuel pressure, and feedback control means for driving and controlling the fuel pressure feeding means is provided. Voltage detection means for detecting the voltage of the power supply means as a drive source of the, and the detection value of the voltage detection means,
A voltage influence calculation means for calculating the influence of the voltage of the power supply means on the operation of the solenoid valve, a judgment means for judging whether or not the pressure detection means normally detects the fuel pressure, and the judgment means. When it is determined that the pressure detecting means does not normally detect the fuel pressure, the drive timing of the solenoid valve is set by the prospective control in consideration of the calculation result by the voltage influence calculating means, and the feedback control means is set. In place of the above, an abnormal time probability control means for driving and controlling the fuel pressure feeding means is provided.

In the pressure-accumulation fuel supply device of the present invention, the feedback control means sets the drive timing of the solenoid valve so that the fuel pressure in the pressure accumulation chamber becomes the target fuel pressure, and drives and controls the fuel pressure-feed means. Thus, the fuel pressure in the accumulator is maintained at the target value. When the pressure detection means for detecting the fuel pressure in the accumulator is abnormal, the abnormal time estimation control means replaces the feedback control means with the voltage of the power supply means as the drive source of the solenoid valve, The drive timing of the solenoid valve is set by predictive control that takes into consideration the influence on the operation, and the fuel pressure feeding means is drive-controlled.

In the case of merely performing the predictive control at the time of abnormality, it is not possible to realize the accurate predictive control due to the fluctuation of the power supply voltage. However, according to the present invention, this predictive control means at the time of abnormality and the control necessary for it are necessary. By including the voltage detection means, the voltage influence calculation means, and the determination means, it is possible to execute the accurate predictive control in the event of such an abnormality.

[0013]

The present invention will now be described in detail with reference to the embodiments shown in the drawings. FIG. 1 is a configuration explanatory view of a common rail fuel injection control device including a variable discharge high pressure pump.

This common rail fuel injection control device 1
Is a 6-cylinder diesel engine 2, an injector 3 for injecting fuel into each cylinder of the diesel engine 2, a common rail 4 for accumulating high-pressure fuel supplied to the injector 3, and a variable discharge for pumping high-pressure fuel to the common rail 4. A high-pressure pump 5 and an electronic control unit (ECU) 6 that controls these pumps.

The ECU 6 controls the state of the diesel engine 2, for example, the detected value of the rotation speed sensor 7 and the accelerator sensor 8.
The target common rail pressure PFIN for realizing the fuel injection pressure that optimizes the combustion state of the diesel engine 2 is calculated by taking in the operating conditions such as the detection value of the above, and the detection value of the common rail pressure sensor 9 provided in the common rail 4 is calculated. Based on the actual common rail pressure PC based on the target common rail pressure PFI
Common rail pressure feedback control is performed to drive and control the variable discharge high pressure pump 5 so as to maintain N.

The variable discharge high pressure pump 5 is provided in the ECU 6
In accordance with a control command from the fuel tank 10, the fuel stored in the fuel tank 10 is sucked through the low pressure supply pump 11 and pressurized to a high pressure inside itself, and the pressurized high pressure fuel is supplied to the supply pipe 1.
It is pressure-fed to the common rail 4 via 2.

Each injector 3 is connected by a pipe 13 to
It is connected to a common rail 4 that stores high-pressure fuel.
Then, by opening and closing the control valve 14 arranged in each injector 3, the high pressure fuel accumulated in the common rail 4 to become the target common rail pressure PFIN is injected into the combustion chamber of each cylinder of the diesel engine 2. To be done.

The opening / closing operation of the control valve 14 of the injector 3 is executed based on an injector control command from the ECU 6. This injector control command is for adjusting the fuel injection amount and the fuel injection timing, and is calculated based on the detection values from the operating condition detecting means such as the rotation speed sensor 7 and the accelerator sensor 8, and the crank angle sensor 15
It is output from the ECU 6 at a predetermined timing based on the detection value of the cylinder discrimination sensor 16 or the like. The control command for the variable discharge high-pressure pump 5 is also given to the crank angle sensor 15.
Is output at a predetermined timing based on a detection value from a cam angle sensor 38, which will be described later.

Next, the structure of the variable discharge high pressure pump 5 will be described with reference to FIGS. Variable discharge high pressure pump 5
Is connected to the housing 20, the cam chamber 30 arranged at the lower end thereof, the pump cylinder 21 arranged in the housing 20, and the pump cylinder 21, and supplies low-pressure fuel from the low-pressure supply pump 11. The receiving pipe 22 for receiving and the solenoid valve 60 screwed to the upper end of the pump cylinder 21 are provided.

A plunger 23 is slidably fitted in the pump cylinder 21 while maintaining liquid tightness. The plunger 23 has a cylindrical shape, and an upper end surface thereof cooperates with an inner peripheral surface of the pump cylinder 21 to form a pump chamber 24. In the pump cylinder 21, the supply pipe 1 to the common rail 4
A discharge hole 41 for connecting the two is formed.

Further, the pump cylinder 21 and the housing 2
A fuel tank 26 is formed between the fuel tank 26 and 0, and the low-pressure fuel introduced into the housing 20 from the introduction pipe 22 is collected there. The fuel reservoir 26 also functions as a relief of the fuel overflowing from the pump chamber 24.

The discharge hole 41 communicates with the discharge port 45 via a check valve 42. The fuel pressurized in the pump chamber 24 pushes the valve body 43 of the check valve 42 open against the urging force of the return spring 44 and the common rail pressure, and passes from the discharge port 45 through the supply pipe 12 to It is pumped to the common rail 4.

The lower end of the plunger 23 is connected to a valve seat 35, and the valve seat 35 is pressed against a tappet 34 having a cam roller 33 by a plunger spring 27. In the cam chamber 30, the rotation speed of the diesel engine 2 is 1
A cam shaft 31 that rotates at / 2 is inserted, and a cam 32 that is in contact with a cam roller 33 is fixed to the cam shaft 31.
The rotation of the cam shaft 31 causes the plunger 23 to reciprocate up and down along the cam profile of the cam 32 via the cam roller 33 and the tappet 34.

When the bottom dead center of the plunger 23 of the cam profile is 0 °, the cam 32 has a circle of curvature R ₁ centered outside the cam 32 from 0 ° to about 30 °. It is composed of an arcuate concave curved surface 32c and a curved surface 32d having a center of curvature inside the cam 32, and has a substantially elliptical shape having a cam profile such that the plunger 23 reaches the top dead center at a cam angle of 90 degrees.

The electromagnetic valve 60 screwed to the upper end of the pump cylinder 21 has a valve body 62 for opening and closing a low pressure passage 61 opening to the pump chamber 24. The valve body 62 is a so-called open valve. Therefore, the valve body 62 is usually the spring 6
5 is opened into the pump chamber 24 by 5 to open the low-pressure passage 61.
5 against the urging force of the low pressure passage 61 and the pump chamber 2
It becomes the state of shutting off 4 and. Further, since the valve body 62 receives the fuel pressure inside the pump chamber 24 as the pressure in the valve closing direction, the higher the fuel pressure is, the better the sealing performance at the time of valve closing becomes.

The low pressure passage 61 opened and closed by the valve body 62 communicates with the fuel reservoir 26 through the gallery 63 and the passage 64. On the other hand, the plunger 23 moves up and down in the pump cylinder 21 as the cam shaft 31 rotates. The plunger 23 is lowered by the returning force of the plunger spring 27.

When the plunger 23 descends, the low pressure fuel is transferred to the fuel reservoir 26 via the solenoid valve 60 which is normally open.
Is sucked into the pump chamber 24. The fuel sucked into the pump chamber 24 tends to pressurize as the plunger 23 rises, but when the solenoid valve 60 is not energized, it passes through the low pressure passage 61, the gallery 63 and the passage 64 and enters the fuel reservoir 26. Overflow does not substantially pressurize the fuel in the pump chamber 24.

On the other hand, when the solenoid valve 60 is energized while the plunger 23 is moving up, the valve body 62 causes the low pressure passage 61 to move.
Therefore, the fuel in the pump chamber 24 cannot overflow and starts to be pressurized. And pump room 2
When the fuel pressure in 4 rises and overcomes the biasing force of the return spring 44 of the check valve 42 and the pressure of the common rail 4 applied to the valve body 43, the check valve 42 is pushed open and the high pressure fuel is discharged. It is pressure-fed to the common rail 4 through the hole 41, the discharge port 45, and the supply pipe 12.

As shown in FIG. 3, the camshaft 31 has one timing gear 36 and a variable discharge high-pressure pump 5 (in this embodiment, 3) which is half the number of cylinders of the engine 2.
Individual pieces) are provided. In the figure, for convenience, one of the variable discharge high pressure pumps is omitted and only two variable discharge high pressure pumps 5a and 5b are shown. Further, since the same configurations as those shown in FIG. 2 are respectively attached with subscripts a and b, refer to FIG. 2 for the detailed structure and the like of the configurations with those subscripts a and b.

The timing gear 36 is provided with a total of six protrusions 37. Further, a cam angle sensor 38 including an electromagnetic pickup is provided in close proximity to the timing gear 36.

A protrusion 37 provided on the timing gear 36
Are the cams 32a, 32 during one rotation of the cam shaft 31.
The cam angle sensor 38 detects the start timing (that is, the bottom dead center arrival timing) of the ascending stroke of the plungers 23a, 23b, ... Performed by the high pressure pumps 5a, 5b ,. belongs to. The timing signal detected by the cam angle sensor 38 is input to the ECU 6.

Based on the timing signal from the cam angle sensor 38, the ECU 6 causes the solenoid valves 60a, 60b, ...
Drive pulse is output to. As shown in FIG. 4, the solenoid valves 60a to 60c include a vehicle-mounted + 70V (rated) battery 70.
It is configured to receive power from. ECU6
Are switching transistors TRa, TRb, TRc
By applying the drive voltage to the solenoid valve, the + 24V voltage from the battery 70 is applied to the solenoid valves 60a to 60c. The battery voltage + B is monitored by the ECU 6. This is because the battery voltage + B constantly fluctuates due to the influence of the load on the vehicle such as lighting of lights and driving of the air conditioner.

The common rail pressure sensor 9 has an EC
The voltage of + 5V is supplied from U6, and the detection voltage VPC proportional to the actual common rail pressure PC is input to the ECU 6. This detection voltage VPC is A / D converted to CP.
It is given to U and is used for calculating the actual common rail pressure PC and for determining whether the common rail pressure sensor 9 is normal or abnormal.

The relationship between the actual common rail pressure PC and the detected voltage VPC is as shown in FIG. As illustrated, the common rail pressure sensor 9 can detect a pressure of 0 MPa to 150 MPa with a detection voltage of + 1V to + 4V. Therefore, in the normal case, the detection voltage VPC does not become + VL or less or + VH or more. That is,
When the detected voltage VPC becomes + VL or less or + VH or more, it can be determined that the common rail pressure sensor 9 has the voltage.

As shown in FIG. 6, the drive pulse from the ECU 6 is output with a delay of a period TF (hereinafter referred to as an output waiting period TF) with a timing signal detected at the bottom dead center position of the plunger 23 as a reference pulse. To be done. Due to this drive pulse, energization of the solenoid valve 60 is started, and the valve body 62 is closed with a delay of a period TC (hereinafter referred to as a valve closing delay TC) due to the rising of the current. After that, since the valve body 62 is maintained in the closed state due to the pressure rise in the pump chamber 24 accompanying the rise of the plunger 23, the drive pulse is turned off after a short period TON, and the power consumption is saved. . This is an advantage because the valve is open.

After the valve body 62 is closed in this way, the period until the plunger 23 reaches the top dead center is the fuel pressurization period in the pump chamber 24, and the amount of fuel proportional to the discharge area of the hatching shown in the drawing is the common rail 4. Will be pumped to. Therefore, in this figure, if the output timing of the drive pulse is advanced so that the discharge area becomes large, more fuel is pumped to the common rail 4, and conversely if the output timing is delayed, the fuel pumping amount to the common rail 4 is increased. Decrease. That is, the pressure of the common rail 4 can be adjusted by the output timing of the drive pulse (output waiting period TF).

Next, the main routine of the pressure control of the common rail 4 shown in FIG. 7 will be described. The ECU 6 first determines whether or not the common rail pressure sensor 9 is normal based on the detection voltage VPC from the common rail pressure sensor 9 (S1).

When the common rail pressure sensor is normal, the control moves to the common rail pressure feedback control (S2), while when it is not normal, the control moves to the common rail pressure open loop control (S3).

In the common rail pressure feedback control, as shown in FIG. 8, the engine speed Ne is calculated based on the detection value of the speed sensor 7 (S11), and the accelerator sensor 8 is operated.
The detected value of A is D / D converted to obtain the accelerator opening Accp (S12).

Next, based on the engine speed Ne and the accelerator opening degree Accp, a target fuel injection amount calculation map as shown in FIG.
Is calculated (S13). Then, this target fuel injection amount Q
Based on the FIN and the engine speed Ne, the target common rail pressure calculation map as shown in FIG. 10 is referred to, and the target common rail pressure PFIN is calculated (S14). In addition,
Each map is stored in the built-in ROM of the ECU 6, and the calculation results QFIN, PFIN, etc. are stored in the built-in RAM.

Next, these target common rail pressures PFIN
Based on the target fuel injection amount QFIN and the drive pulse output waiting period calculation map as shown in FIG. 11, the reference value of the drive pulse output waiting period (reference output waiting period) T
FBASE is calculated (S15). In this reference output waiting period TFBASE, the battery voltage + B is always +
The map is made in consideration of the valve closing delay period TC on the assumption that the voltage is 24V.

Then, the detected value of the common rail pressure sensor 9 is A / D converted to calculate the actual common rail pressure PC (S).
16). Then, the actual common rail pressure PC and the target common rail pressure PFIN are compared, and the pressure difference ΔP = PC−PF.
A correction amount TFFB for the reference output waiting period TFBASE is calculated according to IN (S17). In calculating the correction amount TFFB, a generally well-known PID control method is used.

Subsequently, the control output waiting period TF is calculated as the sum of the reference output waiting period TFBASE and the correction amount TFFB (S18). Output waiting period TF thus calculated
The solenoid valves 60a to 60c are driven and controlled in accordance with (S
19), the pressure in the common rail 4 is the engine speed N
The target common rail pressure PFIN suitable for performing fuel injection according to operating conditions such as e and accelerator opening degree Accp is maintained.

While the feedback control is being executed, the fluctuation of the battery voltage + B is not taken into consideration, but in the end, it is canceled by the feedback correction amount TFFB, so it is not necessary to consider the battery voltage + B. .

On the other hand, in open loop control, as shown in FIG. 12, S11 to S1 in feedback control are used.
The target fuel injection amount QFIN is calculated by the same process as in 3 (S21). Then, this target fuel injection amount QFI
It is determined whether N is within the upper limit injection amount Qmax or less (S22). If it is less than or equal to the upper limit injection amount Qmax, the target fuel injection amount QFIN calculated in S21 is used as it is (S23), otherwise it is limited to the upper limit injection amount Qmax (S24), and the target common rail pressure PFIN is set in the same manner as in S14. Calculate (S25). With respect to the target common rail pressure PFIN, the guard process for the upper limit common rail pressure Pmax is also executed (S26 to S28).

Next, the basic valve closing timing calculation map as shown in FIG. 13 is referred to, and the basic valve closing timing TFa is calculated (S2).
9). The basic valve closing timing TFa corresponds to the period from the generation of the reference pulse to the actual closing of the solenoid valve 60 (see FIG. 6), and if the common rail pressure Pi and the fuel injection amount Qi are determined. decide.

Then, the battery voltage + B is fetched (S
30). Then, the valve closing delay period TC due to the length of the rising period of the current due to the influence of the battery voltage + B is calculated with reference to the valve closing delay calculating map as shown in FIG. 14 (S31).

Next, the valve closing delay period TC is subtracted from the basic valve closing timing TFa to calculate the control output waiting period TF (S32). In addition, a constant value C is set in the valve closing delay period TC.
ONST is added to calculate the solenoid valve ON period TON (S
33).

The output waiting period TF thus calculated,
According to the solenoid valve ON period TON, each solenoid valve 60a-6
0c is drive-controlled (S34). As a result, when the common rail pressure sensor 9 is in an abnormal state, the control taking into consideration the fluctuation of the battery voltage + B is executed by the open loop control, and the valve closing timing does not fluctuate as shown in FIG. Therefore, the pressure in the common rail 4 is maintained at the target common rail pressure PFIN suitable for performing the fuel injection according to the operating conditions such as the engine speed Ne and the accelerator opening Accp, although the pressure is not the feedback control.

As a result, even when the common rail pressure sensor 9 does not operate normally, the common rail pressure becomes abnormally high, the ignition timing in the cylinder is advanced, and noise is generated, and the diesel engine 2, the common rail 4, etc. It will not cause damage to the.

On the contrary, the common rail pressure is too low to normally inject fuel from the injector 3 and the engine stall does not occur. Although one embodiment of the present invention has been described above, the present invention is not limited to this, and various modes can be adopted without departing from the scope of the invention.

For example, when the abnormality of the common rail pressure sensor 9 is judged, it is judged that the actual common rail pressure is not correctly detected if the disconnection is detected by the disconnection detection resistor or if the response during the feedback control is worse than a predetermined level. Other methods may be used.

Although the target fuel injection amount QFIN and the target common rail pressure PFIN are guarded in the open loop control, they may not be guarded. By performing the guard processing as in the embodiment, the system safety can be further improved, and thus the configuration as in the embodiment is more preferable.

[0054]

As described above, according to the present invention, the fuel pressure in the pressure accumulating chamber may become unstable due to the voltage fluctuation when the mode is changed to the open loop control under the condition that the normal feedback control cannot be performed. Absent.

As a result, in such a case, the fuel pressure does not become abnormally high, the ignition timing in the cylinder is accelerated, noise is not generated, and the engine and the accumulator are not damaged.

On the contrary, the fuel pressure is too low to normally inject fuel into the engine and the engine stall does not occur.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a system of an embodiment.

FIG. 2 is a cross-sectional view showing the configuration of a variable discharge high pressure pump.

FIG. 3 is a schematic diagram schematically showing the configuration of a variable discharge high pressure pump.

FIG. 4 is a schematic diagram showing a relationship among an ECU, a solenoid valve, a battery, and a common rail pressure sensor.

FIG. 5 is a graph showing the relationship between the common rail pressure sensor detection voltage and the common rail pressure.

FIG. 6 is a timing chart for explaining the operation of the variable discharge high pressure pump.

FIG. 7 is a flowchart of a main routine executed by the ECU.

FIG. 8 is a flowchart of common rail pressure feedback control executed by the ECU.

FIG. 9 is a map for calculating a target fuel injection amount.

FIG. 10 is a map for calculating a target common rail pressure.

FIG. 11 is a map for calculating a reference output waiting period.

FIG. 12 is a flowchart of common rail pressure open loop control executed by the ECU.

FIG. 13 is a map for calculating a basic valve closing timing.

FIG. 14 is a map for calculating a valve closing delay period.

FIG. 15 is a timing chart showing actions and effects of the embodiment.

FIG. 16 is a timing chart showing a conventional problem.

[Explanation of symbols]

1 ... Common rail fuel injection control device, 2 ... Diesel engine, 3 ... Injector, 4 ... Common rail, 5 ... Variable discharge high-pressure pump, 6 ...
Electronic control unit (ECU), 7 ... Rotation speed sensor, 8 ...
..Accelerator sensors, 9 ... Common rail pressure sensors,
10 ... Fuel tank, 11 ... Low-pressure supply pump, 1
2 ... Supply pipe, 13 ... Pipe, 14 ... Control valve, 15 ... Crank angle sensor, 16 ... Cylinder discrimination sensor, 23 ... Plunger, 24 ... Pump chamber, 26 ... Fuel reservoir, 32 ... Cam, 38 ...
Cam angle sensor, 42 ... Check valve, 45 ... Discharge port, 60 ... Electromagnetic valve, 61 ... Low pressure passage, 62 ...
-Valve, 70 ... Battery.

Claims (1)

[Claims] 1. A pressure accumulating chamber for temporarily accumulating fuel to be supplied to an internal combustion engine in a high pressure state, and fuel pressure feeding means for adjusting the fuel pressure feeding amount according to the driving timing of a solenoid valve to feed the fuel to the pressure accumulating chamber. The pressure detection means for detecting the fuel pressure in the pressure accumulating chamber is compared with the detection value by the pressure detection means and the target fuel pressure, and the electromagnetic pressure is adjusted so that the fuel pressure in the pressure accumulating chamber becomes the target fuel pressure. In a pressure-accumulation type fuel supply device comprising a feedback control means for setting a valve drive timing and drivingly controlling the fuel pressure feeding means, a voltage detection means for detecting a voltage of a power supply means as a drive source for the solenoid valve, A voltage influence calculation unit that calculates the influence of the voltage of the power supply unit on the operation of the solenoid valve based on the detection value of the voltage detection unit, and the pressure detection unit normally detects the fuel pressure. If it is determined by the determination means that the pressure detection means does not normally detect the fuel pressure, the determination means determines whether or not the calculation result by the voltage influence calculation means is used. An accumulator fuel supply device, comprising: an abnormal time estimation control means for setting a drive timing of an electromagnetic valve and drivingly controlling the fuel pressure feeding means instead of the feedback control means.