JPH0783137A - Fuel supply device for internal combustion engine - Google Patents

Abstract

PURPOSE:To suppress generation of vapor in fuel remaining in the vicinity of a fuel injection valve after an engine is stopped, in a fuel supplying device for an internal combustion engine suitably used in an inter-cylinder injection type internal combustion engine. CONSTITUTION:A fuel supply device for an internal combustion engine is provided with a fuel supply passage 3A and a fuel return passage 3B which are provided between a fuel injection valve 1 and a fuel tank 2 in an internal combustion engine, a fuel pump 5 provided between the fuel tank 2 and the fuel injection valve 1 in the fuel supplying passage 3A, and a fuel pressure control means 10 provided in the fuel returning passage 3B and for regulating pressure of fuel remaining in the vicinity of the fuel injection valve 1 to a prescribed pressure value. And also the device is provided with a check valve 20 provided in the fuel supplying passage 3A laid in the vicinity of the fuel pump 5 so as to block reverse flow of fuel remaining downstream from the fuel pump 5, and an accumulator 19 mounted in the vicinity of the fuel injection valve 1 located downstream from the fuel pump 5 so as to maintain fuel pressure to a prescribed level.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply apparatus suitable for use in a cylinder injection type internal combustion engine, and more particularly to a fuel supply apparatus for an internal combustion engine which is capable of performing fuel injection at a relatively high fuel pressure. Regarding

[0002]

2. Description of the Related Art A diesel engine is widely known as an internal combustion engine of a type in which fuel is injected in a cylinder, which is called a so-called in-cylinder injection type internal combustion engine or a direct injection type internal combustion engine (direct injection type internal combustion engine). However, in recent years, in-cylinder injection type engines have also been proposed for spark ignition type engines (generally referred to as gasoline engines, since they generally correspond to gasoline engines).

In such a cylinder injection type internal combustion engine, in order to improve the performance of the engine and reduce the exhaust gas, the fuel injection pressure is increased to atomize the fuel spray, and the fuel injection period tends to be shortened. Further, an engine having a supercharging mechanism requires a high fuel injection pressure according to the supercharging pressure during supercharging. Therefore, the fuel supply device in the in-cylinder injection type internal combustion engine is configured to obtain a sufficiently high fuel injection pressure (for example, about several tens of atmospheres).

For example, FIGS. 4 and 5 each schematically show the structure of a fuel supply device for an internal combustion engine, which has been conventionally proposed as a device capable of obtaining such a high fuel injection pressure. 4 and 5, 1 is a fuel injection valve, 2
Is a fuel tank, 3 is a fuel passage provided between the fuel injection valve 1 and the fuel tank 2, and a feed passage 3A for feeding fuel to the fuel injection valve 1 and the fuel tank 2 from the fuel injection valve 1 And a return path 3B for returning to. 4 is the fuel passage 3
The low-pressure fuel pump 5 provided at the upstream side of the fuel tank 2 side is a high-pressure fuel pump provided between the low-pressure fuel pump and the fuel injection valve 1. Further, 6 and 7 are fuel filters provided at the inlet of the fuel passage, 8 is a check valve, 9 is a low pressure control valve as low pressure fuel pressure control means (low pressure control means), and 10 is high pressure fuel pressure control means (high pressure control). Means) as a high pressure control valve. Further, 21 is a cylinder, 22 is a piston, 22A is a piston rod, 23 is a crankshaft, 24 is a combustion chamber, 25 is a cylinder head, 26 is an intake passage, 27 is an ignition plug, and 28 is an exhaust passage.

In such a fuel supply system, the fuel pressurized to some extent by the low-pressure fuel pump 4 is supplied to the high-pressure fuel pump 5.
By further pressurizing, the fuel pressure is raised to a predetermined pressure. At this time, the discharge pressure from the low pressure fuel pump 4 is stabilized in a predetermined range by the low pressure control valve 9, and the discharge pressure from the high pressure fuel pump 4 is stabilized in a predetermined range by the high pressure control valve 10.

Since the fuel injection pressure does not always have to be high up to a predetermined pressure, a high fuel injection pressure is provided in an operating region where the intake pressure is high, as in the internal combustion engine disclosed in Japanese Patent Laid-Open No. 62-237057. However, it has been proposed that the fuel injection pressure is kept low in an operating region where the intake pressure is low to reduce the load on the fuel pump.

[0007]

By the way, in an internal combustion engine for an automobile, for example, after the engine is stopped, the temperature rise in the engine room caused by the stop of the engine cooling system, the pressure control valves 9, 10 and the fuel injection valve 1 are caused. Due to the fuel leak in (3), vapor (air bubbles) is easily generated in the fuel passage 3. Therefore, when the engine is to be started next time, the fuel supply is started with the vapor contained in the fuel passage 3.

In the case of the conventional multi-point injection (MPI) or the like, the fuel pressure supplied to the fuel injection valve 1 is not so high that a pressure control valve downstream of the fuel injection valve 1 (pressure control of the fuel supply device) is used. (Equivalent to the valve 10) has a low set pressure, the fuel pressure reaches this set pressure immediately after the engine is started, and the fuel in the fuel passage 3 on the side of the fuel injection valve 1 has a short time. And the vapor in the fuel is also discharged together with the vapor.

However, as described above, when the fuel pressure supplied to the fuel injection valve 1 is significantly higher than in the case of the conventional multipoint injection (MPI), the set pressure of the pressure control valve 10 is high. Until the fuel pressure reaches this set pressure, the fuel in the fuel passage 3 on the fuel injection valve 1 side flows out of the pressure control valve in a short time and does not eject. Therefore, the vapor in the fuel also stays on the fuel injection valve 1 side together with the vapor and is not easily discharged.

By the way, it can be generally said that it takes time for the fuel pressure to reach the high set pressure in any pump, but in the fuel supply device having the above-mentioned structure, Also, it takes time for the fuel pressure to reach a high pressure due to the following configuration. That is, it is conceivable to employ either an engine-driven pump or an electric pump as the fuel pumps 4 and 5 as described above, but if the electric pump is used as a high-pressure pump, the pump efficiency becomes low and Since the cost is high, it is generally considered that the high-pressure fuel pump 5 is an engine-driven type. On the other hand, when the electric pump is adopted as the low-pressure pump, the above-mentioned problems in terms of pump efficiency and cost are reduced, and the advantage of the electric pump that a stable discharge pressure is obtained can be utilized. It is conceivable to adopt an electric type as the.

However, since the discharge pressure of the engine-driven pump depends on the engine speed, if the high-pressure fuel pump 5 is of the engine-driven type, the engine speed is low at engine start and the discharge of the high-pressure pump is low. The pressure becomes extremely low, and the fuel pressure does not rise easily. The vapor in the fuel is not easily discharged outside the fuel injection valve 1 side. Such a fuel injection valve 1
The vapor existing in the vicinity of (1) is not preferable because it causes delay or variation in rising of the injected fuel pressure, or causes empty injection from the fuel injection valve 1 and makes it difficult to control the fuel injection.

The present invention was devised in view of the above problems, and provides a fuel supply device for an internal combustion engine, which can suppress the generation of vapor in the fuel near the fuel injection valve after the internal combustion engine is stopped. The purpose is to

[0013]

Therefore, the fuel supply apparatus for an internal combustion engine of the present invention is provided between a fuel injection valve provided in the internal combustion engine and a fuel tank, and the fuel injection valve is provided from the fuel tank. Between the fuel tank and the fuel injection valve in the fuel supply path, and a fuel return path for returning the surplus fuel supplied to the fuel injection valve to the fuel tank again A fuel pump provided in the fuel pump, fuel pressure control means provided in the fuel return passage for adjusting the fuel near the fuel injection valve to a predetermined pressure, and a fuel supply passage provided in the vicinity of the fuel pump. A check valve for preventing the reverse flow of fuel on the downstream side of the fuel pump, and an accumulator provided near the fuel injection valve on the downstream side of the fuel pump and capable of holding the fuel pressure at a predetermined height. Is characterized by.

[0014]

In the fuel supply system for an internal combustion engine of the present invention described above,
During operation of the engine, sufficient fuel for fuel injection is supplied to the fuel injection valve side through the fuel pump, and fuel injection is performed from the fuel injection valve. At this time, the check valve provided in the vicinity of the fuel pump blocks the reverse flow of the fuel on the downstream side of the fuel pump, so that the fuel pressure in the fuel injection valve does not decrease and is maintained at a sufficient pressure for fuel injection. To be done.

During operation of this engine, a part of the fuel held at the fuel pressure of a predetermined height is stored in the accumulator provided near the fuel injection valve. As a result, even if the fuel in the fuel supply and fuel return paths leaks due to the stop of the engine or the like, the fuel accumulated in the accumulator supplements the leaked amount, and by the fuel pressure control means and the check valve, Since the fuel supply and fuel return passages in the vicinity of the fuel injection valve are closed, the decrease in fuel pressure due to the fuel leak is suppressed and the generation of vapor due to the fuel leak is also suppressed.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 and 2 show a fuel supply system for an internal combustion engine as a first embodiment of the present invention, and FIG. 2 is a graph showing the characteristics of the output (discharge flow rate) of the fuel pump, and FIG. 3 is a schematic block diagram showing the internal combustion engine fuel supply apparatus as the second embodiment of the present invention. .

First, the first embodiment will be described. This fuel supply system for an internal combustion engine is provided for a gasoline four-cycle engine as an internal combustion engine, particularly for a cylinder injection type gasoline engine in which fuel is directly injected into a cylinder. As shown in FIG. 1, a low-pressure fuel pump 4 and a high-pressure fuel pump 5 are provided in a fuel passage 3 that connects the fuel injection valve 1 and the fuel tank 2. The fuel passage 3
Is composed of a feed passage 3A for feeding fuel from the fuel tank 2 to the fuel injection valve 1, and a return passage 3B for returning the fuel not injected by the fuel injection valve 1 to the fuel tank 2.

Since the relationship between the main parts of the fuel supply system for an internal combustion engine and the engine is the same as that shown in FIG. 5, its explanation is omitted here. The low-pressure fuel pump 4 has a feed passage 3A of the fuel passage 3.
Is a feed pump provided in the fuel tank 2 in the upstream portion of the fuel tank 2, and an electric pump is used. During operation, the fuel in the fuel tank 2 is filtered while being filtered by the fuel filter 6 and is downstream of the feed passage 3A. It is designed to drive to the side.
At this time, the low-pressure fuel pump 4 pressurizes the fuel from the atmospheric pressure state to several atmospheres. Further, the low-pressure fuel pump 4 is adapted to start when the engine is started and to stop when the engine is stopped. Has become.

The high-pressure fuel pump 5 pressurizes the fuel discharged from the low-pressure fuel pump 4 to about several tens of atmospheres. In the middle of the feed passage 3A from the low-pressure fuel pump 4 to the high-pressure fuel pump 5, A check valve 8 and a fuel filter 7 are interposed, the check valve 8 maintains the discharge pressure from the low-pressure fuel pump 4, and the fuel filter 7 further filters the fuel. The high-pressure fuel pump 5 uses an engine-driven pump (hereinafter referred to as an engine-driven pump), such as a reciprocating compression pump, which is advantageous as a high-pressure pump in terms of pump efficiency and cost over an electric pump. As a matter of course, the engine operates in direct interlock with the operation of the engine, and the discharge pressure is generated according to the rotation speed of the engine.

FIG. 2 shows an example of the output characteristics (discharge flow rate) of the fuel pumps 4, 5 under the condition that the discharge pressure is constant. The straight lines A and B show the discharge of the high-pressure fuel pump 5. The flow rate characteristic is shown, and the straight line C shows the discharge flow rate characteristic of the low-pressure fuel pump 4. In each of the straight lines A and B, the setting of the lift cam amount for driving the high-pressure fuel pump 5 is different, and in the case of B, the lift cam amount is larger and the pump output is larger than in the case of A. There is. The actual discharge pressure of the fuel pumps 4 and 5 is such a discharge flow rate characteristic and a low pressure control valve 9 as low pressure fuel pressure control means (low pressure control means) described later and high pressure control as high pressure fuel pressure control means (high pressure control means). The discharge flow rate characteristic in this case cannot be read as the discharge pressure characteristic as it is because it is determined by the flow resistance of the valve 10 and the like, but the discharge pressure characteristic almost corresponds to this discharge flow rate characteristic. Therefore, also from FIG. 2, the electric low-pressure fuel pump 4 can generate a predetermined discharge pressure (discharge flow rate) without depending on the engine speed, and the engine-driven high-pressure fuel pump 5 can rotate the engine speed. It can be seen that the discharge pressure (discharge flow rate) is generated in proportion to.

Further, the feed passage 3A and the return passage 3 of the fuel passage 3
B, that is, a portion of the feed passage 3A downstream of the fuel filter 7 and upstream of the high-pressure fuel pump 5, and the return passage 3B.
A low-pressure control valve (low-pressure regulator) 9 for adjusting the discharge pressure from the low-pressure fuel pump 4 to a set pressure (for example, 3 atm) is provided between the low-pressure fuel pump 4 and the most downstream portion. The low-pressure control valve 9 is closed until the discharge pressure from the low-pressure fuel pump 4 exceeds a set pressure (for example, 3 atm), and when the discharge pressure exceeds the set pressure, the fuel corresponding to the exceeded pressure is not supplied. By directly returning the fuel to the fuel tank 2 side, the fuel pressure to be fed to the high-pressure fuel pump 5 is stabilized near the set pressure. Of course, in order to obtain the above set pressure, the low-pressure fuel pump 4 is set so that its discharge pressure is equal to or higher than this set pressure.

Further, a portion immediately downstream of the fuel injection valve 1, that is,
A high pressure control valve (high pressure regulator) 10 that adjusts the discharge pressure from the high pressure fuel pump 5 to a set pressure (for example, 50 atmospheric pressure) is provided at the most upstream portion of the return passage 3B of the fuel passage 3. The high-pressure control valve 10 is closed until the discharge pressure from the high-pressure fuel pump 5 exceeds a set pressure (for example, 50 atmospheric pressure), and when the discharge pressure exceeds the set pressure, the amount of fuel exceeding the pressure is exceeded. By returning to the fuel tank 2 side, the fuel pressure in the fuel injection valve 1 is stabilized at a predetermined pressure.

In this fuel supply system, an accumulator 19 is installed in the fuel passage 3 of the fuel injection valve 1 and a check valve 20 is attached to the high pressure fuel pump 5. The check valve 20 blocks the reverse flow of fuel on the downstream side of the high-pressure fuel pump, and may be provided in the upstream inlet portion of the high-pressure fuel pump 5 in series with the high-pressure fuel pump 5 as shown in the drawing. The check valve 20 may be provided in series with the high-pressure fuel pump 5 at the downstream outlet of the high-pressure fuel pump 5, and in this case, it may be provided on the return passage 3A side of the fuel injection valve 1.

The accumulator 19 and the check valve 2
0, the check valve 12 described later and the high pressure control valve 10 described above,
After the engine is stopped, the fuel pressure has a certain magnitude, that is,
This is to maintain the saturated vapor pressure corresponding to the fuel temperature. Even if the fuel leaks when the engine is cold, the fuel passage 3 near the fuel injection valve 1 is closed and the fuel injection valve 1 Vapor (air bubbles) from outside in the fuel passage 3 of the part
Is to prevent the entry.

The high-pressure fuel pump 5 has an upstream side portion and a downstream side portion so that the fuel passing through the feed passage 3A of the fuel passage 3 can be fed to the fuel injection valve 1 by bypassing the high-pressure fuel pump 5. A bypass passage is provided for connecting the two. The bypass passage 11 is also provided with a check valve 12 that allows fuel to pass only from the upstream side to the downstream side of the feed passage 3A. The check valve 12 opens the bypass passage 11 when the high-pressure fuel pump 5 does not operate sufficiently and the fuel pressure on the downstream side of the high-pressure fuel pump 5 is lower than that on the upstream side thereof. If it operates sufficiently and the fuel pressure becomes higher on the downstream side than on the upstream side of the high-pressure fuel pump 5,
The bypass passage 11 is closed.

Since the fuel supply system for the internal combustion engine as the first embodiment of the present invention is constructed as described above, when the ignition key switch 16 is put in the starter ON position and the engine is started, the engine is started. (That is,
With the cranking, the low-pressure fuel pump 4 and the high-pressure fuel pump 5 operate. As shown by the straight line C in FIG. 2, the low-pressure fuel pump 4 immediately reaches an output pressure state of a predetermined pressure (several atmospheres) after starting, but immediately after the engine starts, the rotation of the engine does not rise, so the high-pressure fuel pump 4 No. 5 does not generate a sufficient discharge pressure, as shown in FIG.

Therefore, immediately after the engine is started, the high-pressure fuel pump 5 rather acts as a resistance to the flow of the fuel flow in the fuel passage 3 due to the discharge pressure from the low-pressure fuel pump 4, but with this device, Since the fuel is supplied to the fuel injection valve 1 side through the bypass passage 11 provided in parallel with the high-pressure fuel pump 5, the fuel is injected from the fuel injection valve 1 at a fuel pressure about the pressure adjusted by the low-pressure control valve 9. Can inject.

That is, the check valve 12 is provided in the bypass passage 11.
The check valve 12 is provided with a high pressure fuel pump 5
If the fuel pressure is lower on the downstream side than on the upstream side, the bypass passage 11 is opened. Therefore, if the high-pressure fuel pump 5 does not generate a sufficient discharge pressure, the low-pressure control valve 9 is adjusted to the fuel injection valve 1 side. Fuel will be supplied at a level of pressure.

Generally, immediately after the engine is started, the amount of fuel required for combustion is small, therefore the pulse width of the fuel injection is short, and the pulse timing of the fuel injection is the same as in the conventional multipoint injection (MPI). Since it is performed only during the intake stroke, even if the fuel pressure is about the adjustment pressure level of the low pressure control valve 9, if the fuel pressure is stable, the rotation of the engine can be smoothly increased. . As a result, as the engine speed increases, the discharge flow rate of the high-pressure fuel pump 5 increases and the discharge pressure of the high-pressure fuel pump 5 also smoothly increases, as indicated by the straight lines A and B in FIG.

When the high-pressure fuel pump 5 starts operating to some extent in this way, the fuel pressure becomes higher on the downstream side than on the upstream side of the high-pressure fuel pump 5, and the check valve 12 closes the bypass passage 11. Therefore, the discharge pressure of the high-pressure fuel pump 5 is increased without increasing the fuel pressure on the downstream side of the high-pressure fuel pump 5, and the fuel pressure is increased more than the adjustment pressure of the high-pressure control valve 10.

As a result, the discharge pressure of the high-pressure fuel pump 5 rises to a sufficient level, and fuel injection from the fuel injection valve 1 can be performed at a fuel pressure as high as the adjustment pressure of the high-pressure control valve 10. In this way, it is required to shorten the fuel injection period (that is, the pulse width of fuel injection) in, for example, a direct injection internal combustion engine while smoothly increasing the engine rotation speed immediately after the engine is started. Alternatively, the high fuel injection pressure required according to the supercharging pressure can be obtained during supercharging.

On the other hand, for example, in an internal combustion engine for automobiles,
After the engine is stopped, the temperature rise in the engine room caused by the stop of the engine cooling system and the high pressure fuel pump 5
Vapor is easily generated in the fuel passage 3 due to a fuel leak in the fuel injection valve 1 and the fuel passage in the vicinity of the fuel injection valve 1 due to the check valves 12 and 20 and the high pressure control valve 10. 3 is closed and the fuel sufficiently accumulated in the accumulator 19 supplements the leaked amount, so that the decrease in fuel pressure is suppressed,
The fuel pressure is maintained at the saturated vapor pressure corresponding to the fuel temperature. Therefore, vapor (bubbles) does not enter from the outside into the fuel passage 3 of the fuel injection valve 1.

At this time, the fuel in the fuel injection valve 1 is
The check valves 12 and 20 prevent leakage on the upstream side, and the high-pressure control valve 10 prevents leakage on the downstream side. Of course, when the engine is stopped, the electromagnetic switching valve 14 is closed to prevent leakage. There is. As a result, the problem caused by the vapor in the vicinity of the fuel injection valve 1, that is, the delay or variation of the rising of the injected fuel pressure, or the problem of causing the idle injection from the fuel injection valve 1 is solved, Immediately after starting, the engine rotation speed can be smoothly increased while maintaining good engine combustion, and, for example, the practicality of a cylinder injection engine can be significantly improved.

As shown by the chain double-dashed line in FIG. 1, a fuel pressure sensor 18 for detecting the fuel pressure of the fuel injection valve 1 is provided immediately downstream of the fuel injection valve 1. It is also conceivable to detect a failure of the fuel supply system based on the detection information of 1, and warn the driver of this, or feed it back to the fuel supply control. in this case,
For example, when the fuel pressure detected by the fuel pressure sensor 18 becomes lower than the set pressure range, it is presumed that the fuel leaks due to damage to the fuel injection valve 1, the seal portion of the pump system, the piping, or the like. it can. Further, when the fuel pressure detected by the fuel pressure sensor 18 becomes higher than the set pressure range, it can be inferred that the valves such as the high pressure control valve 10 and the electromagnetic switching valve 14 on the return path 3B are locked.

Next, the second embodiment will be explained. This internal combustion engine fuel supply system is constructed as shown in FIG.
In the embodiment, the bypass passage 11 and its check valve 12 are omitted. Even with such a configuration, it is possible to suppress the generation of vapor in the fuel passage, eliminate the problems such as the delay or variation in the rising of the injected fuel pressure and the idle injection from the fuel injection valve 1, and immediately after starting the engine. The engine speed can be smoothly increased while maintaining good engine combustion.

In the second embodiment as well, the fuel pressure sensor 18 may be provided to detect a failure as in the case described in the first embodiment.

[0037]

As described in detail above, according to the fuel supply device for an internal combustion engine of the present invention described in claim 1, it is provided between the fuel injection valve and the fuel tank provided in the internal combustion engine,
A fuel feed passage for supplying fuel from the fuel tank to the fuel injection valve, a fuel return passage for returning the surplus fuel supplied to the fuel injection valve to the fuel tank, and the fuel tank in the fuel feed passage. And a fuel pump provided between the fuel injection valve and the fuel injection valve, fuel pressure control means provided in the fuel return passage for adjusting the fuel near the fuel injection valve to a predetermined pressure, and fuel supply near the fuel pump. A check valve that is provided in the passage and that blocks the reverse flow of fuel on the downstream side of the fuel pump, and that is provided near the fuel injection valve on the downstream side of the fuel pump, and that can maintain the fuel pressure at a predetermined height. With the configuration that an accumulator is provided, it is possible to suppress the generation of vapor in the fuel passage, and to delay or vary the rise of the injected fuel pressure,
Since the problem of causing idle injection from the fuel injection valve is resolved, it is possible to increase the engine speed, for example, while maintaining good engine combustion immediately after the engine is started.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a fuel supply device for an internal combustion engine as a first embodiment of the present invention.

FIG. 2 is a configuration diagram schematically showing a fuel supply device for an internal combustion engine as a first embodiment of the present invention in relation to an engine of a main part.

FIG. 3 is a schematic configuration diagram showing a fuel supply device for an internal combustion engine as a second embodiment of the present invention.

FIG. 4 is a schematic configuration diagram showing a fuel supply device for an internal combustion engine of a conventional example.

FIG. 5 is a configuration diagram schematically showing a conventional fuel supply device for an internal combustion engine in relation to an engine of a main part.

[Explanation of symbols]

1 Fuel Injection Valve 2 Fuel Tank 3 Fuel Passage 3A Feeding Path 3B Returning Path 4 Low Pressure Fuel Pump 5 High Pressure Fuel Pump 6 Fuel Filter 7 Fuel Filter 8 Check Valve 9 Low Pressure Control Valve as Low Pressure Fuel Pressure Control Means (Low Pressure Control Means) 10 High-pressure control valve as high-pressure fuel pressure control means (high-pressure control means) 11 Bypass passage 12 Check valve 18 Fuel pressure sensor 19 Accumulator 20 Check valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Nobuaki Murakami 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation (72) Hideyuki Oda 5-33-8, Shiba, Minato-ku, Tokyo Mitsubishi Automotive Industry Co., Ltd.

Claims (1)

[Claims] 1. A fuel supply passage, which is provided between a fuel injection valve provided in an internal combustion engine and a fuel tank, for supplying fuel from the fuel tank to the fuel injection valve, and to the fuel injection valve. A fuel return path for returning an excess amount of fuel to the fuel tank again, a fuel pump provided between the fuel tank and the fuel injection valve in the fuel supply path, and a fuel return path provided for the fuel pump. Fuel pressure control means for adjusting the fuel in the vicinity of the injection valve to a predetermined pressure, a check valve provided in a fuel supply path in the vicinity of the fuel pump and for preventing backflow of the fuel downstream of the fuel pump, and the fuel pump Provided near the fuel injection valve on the downstream side of
An internal combustion engine fuel supply device, comprising: an accumulator capable of maintaining a fuel pressure at a predetermined height.