JPH11141385A - High pressure fuel injection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To high-precisely control a fuel injection quantity even when a fuel pressure is changed. SOLUTION: A fundamental injection time Tr determined according to a target fuel injection quantity has an injection factor corrected by an injection factor correction part 53 by means of a correction factor γ based on an actual pressure value Pa being a measuring result by a fuel pressure measuring part 4. An injection delay is corrected by an opening closing time correction part 54 by means of a correction value δ to obtain an actual injection time Ta. By controlling the opening time of an injector 3A according to actual injection time data DTa, fuel is injected according to a given target injection quantity through control of the opening time of an injector 3A.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a high-pressure fuel injection device for directly injecting high-pressure fuel into a cylinder of an internal combustion engine.

[0002]

2. Description of the Related Art In recent years, fuel injection devices for directly injecting high-pressure fuel into a cylinder of an internal combustion engine have been put to practical use. Conventional high-pressure fuel injection devices of this type employ a configuration in which high-pressure fuel obtained by pressurizing a high-pressure pump is directly injected into a cylinder by a required amount by opening and closing an injector. The valve opening time of the injector is controlled by adjusting the drive pulse width of the injector according to the target fuel injection amount determined according to

In such a high-pressure fuel injection device, the amount of fuel injected into a cylinder while the injector is open depends on the fuel pressure at that time. Japanese Patent Laying-Open No. 7-39430 discloses a configuration in which a required injector driving pulse width (actual injection time) is corrected according to the value of the actual fuel pressure supplied to the injector.

In the above conventional apparatus, a correction coefficient corresponding to the value of the actual fuel pressure is obtained, and a target injection time according to a target fuel injection amount calculated based on the operating state of the engine at that time is multiplied by the correction coefficient. The actual injection time corresponding to the actual fuel pressure at that time is obtained, thereby controlling the valve opening time of the injector during high-pressure fuel injection.

[0005]

However, when the fuel injection amount is controlled by opening and closing the injector, the lift of the valve body of the solenoid valve constituting the injector changes depending on the fuel pressure. The conventional technique has a problem that the supply amount of fuel cannot be controlled with high accuracy. That is, when the fuel pressure changes, not only does the fuel injection rate of the solenoid valve (the value of the fuel injection amount at a predetermined drive pulse width) change, but also after the solenoid valve starts to be opened by the drive pulse, The time until the fuel is actually injected and the time when the injection ends (hereinafter, referred to as on-off valve time)
Is dependent on the fuel pressure.

This will be described with reference to FIG. FIG.
As shown in (A), the opening period of the solenoid valve is indicated by the high level period of the drive pulse signal, and when the solenoid valve opens and closes in response to this drive pulse signal, the valve of the solenoid valve The amount of body lift depends on the supplied fuel pressure as shown in FIG.

That is, when the fuel pressure is 3 MPa, the lift amount of the valve body changes in the manner shown by the dotted line in the figure. Then, when the fuel pressure increases and becomes, for example, 5 MPa, as shown by a solid line in the figure, the fuel pressure becomes 3 MPa.
The start of the lift of the valve body is delayed as compared with the case a, and the time required for the lift to reach the predetermined maximum value also becomes longer. further,
When the valve is closed, the lowering of the valve body is also affected by the fuel pressure, and the valve closing time changes. That is, the fuel pressure is 5MP
In the case of a, the valve closing operation is performed relatively quickly, but when the fuel pressure becomes 3 MPa, the valve closing time is delayed as indicated by a dotted line.

As a result, as shown in FIG. 9C, when considering the flow rate of the fuel flowing through the solenoid valve, the area A1 and the area B1 of the hatched portion are different. The difference will depend on the fuel pressure.

For this reason, in the above-described conventional configuration employing the configuration for correcting only the injection rate, the required target fuel injection amount cannot be obtained with high accuracy, causing fluctuations in the driving torque of the internal combustion engine, This may cause a shock or a jerky sensation in the running state of the vehicle.

An object of the present invention is to provide a high-pressure fuel injection device capable of accurately controlling the fuel injection amount even when the fuel pressure changes.

[0011]

According to the present invention, there is provided a fuel pump for supplying high-pressure fuel by pressurizing fuel, and an injector for injecting and supplying the high-pressure fuel to an internal combustion engine. A high-pressure fuel injection device comprising: a fuel injection unit comprising: a control unit for controlling an actual injection time of the injector; and a control unit based on at least one signal indicating an operation state of the internal combustion engine. First means for obtaining a target fuel injection amount per injection of fuel;
Measuring means for measuring the pressure of the high-pressure fuel supplied to the fuel injection section, and second means for obtaining the actual injection time in response to the target fuel injection amount and a measurement result by the measuring means. In the second means, a basic injection time is determined in accordance with the target fuel injection amount, and based on a measurement result of the measuring means, a correction for an injection rate and an on-off valve time in the injector is corrected to the basic injection time. The actual injection time.

The amount of high-pressure fuel injected from the injector depends on the fuel injection rate determined by the fuel pressure at that time when the valve opening time is the same. Further, the opening / closing valve time of the injector also changes according to the fuel pressure at that time. Second
In the means, the basic injection time is corrected based on the two factors described above, whereby the injector is operated in accordance with the obtained actual injection time, whereby the target fuel injection amount corresponding to the operation state of the internal combustion engine at that time is obtained. Can be reliably injected from the injector regardless of changes in the fuel pressure.

According to the present invention, a fuel pump for supplying high-pressure fuel by pressurizing fuel, a fuel injection unit including an injector for injecting and supplying the high-pressure fuel to an internal combustion engine, and an actual injection of the injector A high-pressure fuel injection device comprising a control unit for controlling time,
Based on a signal indicating the operating state of the internal combustion engine,
First means for obtaining a target fuel injection amount per injection, measuring means for measuring an actual pressure value of the high-pressure fuel supplied to the fuel injection section, measurement results by the target fuel injection quantity and the measuring means And second means for obtaining the actual injection time in response to the target fuel injection amount. The second means is necessary for obtaining the target fuel injection amount at a predetermined reference pressure value based on the target fuel injection amount. Means for determining a basic injection time indicating the valve opening time of the injector, and correcting the basic injection time based on an injection rate correction coefficient obtained based on the reference pressure value and the actual pressure value. Means for obtaining the injection time;
Means for correcting the injection rate corrected injection time based on the on-off valve time correction value obtained from the reference pressure value and the actual pressure value to obtain the actual injection time. You.

According to this configuration, the basic injection time determined with respect to the predetermined reference pressure value is corrected based on the injection rate correction coefficient and the opening / closing valve time correction value determined according to the fuel pressure at that time. You. As a result, it is possible to satisfactorily correct the basic injection time in accordance with the fuel injection characteristics of the injector, which change according to the fuel pressure, and to accurately adjust the required target fuel injection amount even when the fuel pressure changes. Can be supplied by injection.

In this case, the injection rate correction coefficient and the on-off valve time correction value can be determined by map calculation. In the map for this, when the fuel pressure is lower than a certain value, the injection rate correction coefficient and the on-off valve time correction value are made to be constant values, thereby preventing the injection time of the injector from becoming extremely long. A configuration can be adopted. When this configuration is adopted, the maximum value of the injection time of the injector is limited, and when the fuel pressure is small, the pressure drop due to excessive fuel injection can be prevented, and the injector and the injector drive circuit can be protected. .

According to the present invention, when the high-pressure fuel is injected into the cylinder from the injector, when the fuel injection is performed in the compression stroke of the internal combustion engine, the fuel pressure is reduced by a predetermined value. Thus, the injection time can be corrected as described above. Since the flow rate characteristic of the injector is normally measured under the atmospheric pressure, there is no problem in the fuel injection by calculating the basic injection time according to this characteristic in the intake stroke injection and correcting it according to the fuel pressure at that time. However, in the compression stroke, as will be understood from the above description, the flow rate will decrease. Therefore, in the case of the compression stroke injection, by adopting the above configuration, the deviation from the target fuel injection amount is reduced, and more accurate fuel injection control becomes possible.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram showing an example of an embodiment of a high-pressure fuel injection device according to the present invention. The high-pressure fuel injection device 1 is a device for directly injecting and supplying high-pressure fuel into each cylinder of a vehicle internal combustion engine (not shown), and includes a fuel pump 2 for pressurizing fuel from a fuel tank (not shown), and a fuel pump. And a fuel injection unit 3 including an injector 3A for injecting high-pressure fuel supplied from the fuel cell 2 into a cylinder (not shown).

The reference numeral 4 indicates that the actual pressure value of the high-pressure fuel supplied from the fuel pump 2 to the injector 3A is measured, and the actual pressure signal SPa indicating the actual pressure value Pa of the high-pressure fuel at that time is measured. This is a fuel pressure measuring unit to be output. Although the fuel injection unit 3 is provided with a number of injectors corresponding to the number of cylinders of the internal combustion engine to which fuel is to be supplied, FIG. 1 shows only one of them, and in the following description, the injectors will be described. Only the drive control of 3A will be described. However, the drive control of the other injectors is performed in exactly the same manner as described below.

Reference numeral 5 denotes an actual injection time of the injector 3A, that is, an actual fuel injection time required for injecting and supplying a required amount of fuel from the injector 3A to a corresponding cylinder (not shown) (opening of the injector 3A). Control unit for controlling time).

The control unit 5 receives, from the sensor unit 6, values of various parameters indicating the current operating state of the internal combustion engine (not shown). In the present embodiment, a speed signal Ne indicating the engine rotation speed and an accelerator signal A indicating the accelerator opening are output from the sensor unit 6 and input to the target fuel injection amount calculation unit 51 of the control unit 5. In the target fuel injection amount calculation unit 51, an optimum value of the fuel injection amount in response to the speed signal Ne and the accelerator signal A and corresponding to the operation state of the internal combustion engine at that time is calculated as the target fuel injection amount. The target fuel injection amount signal Qt indicating the target fuel injection amount calculated by the target fuel injection amount calculation unit 51 is:
It is input to the reference injection time calculator 52.

When the fuel pressure is equal to the reference pressure value (for example, 5 MPa), the reference injection time calculation section 52 calculates the target fuel injection amount indicated by the target fuel injection amount signal Qt into the injector 3.
The time width of the drive pulse of the injector 3A required to inject from A is calculated as the reference injection time Tr. This calculation can be performed by a map calculation according to the characteristic data of the injector 3A or the map data created based on the actually measured values.

The reference injection time Tr thus obtained
Is the actual pressure signal SPa.
The actual injection time data DTa indicating the actual injection time Ta is output from the injection rate correction unit 53 and the opening / closing valve time correction unit 54 that operate in response to the above.

Injection rate correction unit 53 and on-off valve time correction unit 5
Before describing about 4, the characteristics of the injector 3A will be described with reference to FIG.

Referring to FIG. 2, the relationship between the time width T of the drive pulse for driving the injector 3A and the fuel injection amount Q obtained when the injector 3A is driven by the drive pulse having the time width T is shown. It is shown. As can be seen from FIG. 2, if the actual pressure value Pa is constant, the time width t of the drive pulse and the fuel injection amount Q have a substantially linear relationship, and Q = aT−
The relationship of b is established. A in this equation is defined as the injection rate in this specification. On the other hand, b indicating the value of the y-intercept indicates the valve opening / closing time of the injector 3A. Even if a is constant, the larger the value of b becomes in the negative direction, the more necessary to obtain the required injection amount. It is understood that the time width T of the drive pulse must be large.

As shown in FIG. 2, when the actual pressure value Pa changes to 3 MPa, 5 MPa, and 7 MPa, the injection rate increases as the actual pressure value Pa increases, as can be seen from FIG. On the other hand, the opening / closing valve time also increases in the negative direction as the actual pressure value Pa increases.

Returning to FIG. 1, in the high-pressure fuel injection device 1, the injection rate correction section 53 corrects the change of the injection rate in response to the actual pressure signal SPa, and the open / close valve time correction section 54 corrects the actual pressure. In response to the signal SPa, the change in the opening / closing valve time is corrected.

By the way, assuming that the pressure difference is P, the opening area is A, the fluid density is ρ, and the time width of the driving pulse is T, the injection amount Q is: Q = Cd · A · (2P / Ρ) ^1/2 · T Cd is a flow coefficient and is represented by a product of a velocity coefficient Cv and a contraction coefficient Cc. From this, it is considered that the injection amount Q is proportional to P ^1/2 . Therefore, when the fuel pressure is consider two states of the reference pressure value P ₀ and any pressure value Pa, the injection amount Q in the reference pressure value P _{0 0} is ^{_{Q 0 = C · P 0 1/2}} · Tr any pressure The injection amount Qa at the value Pa is as follows: Qa = C · Pa ^1/2 · Tx Therefore, to make Q ₀ = Qa, the time width of the drive pulse must be adjusted, but the reference pressure value P ₀
The time width of the driving pulse at the time of is Tr, and an arbitrary pressure value Pa
If the time width of the drive pulse for obtaining the same injection amount is Tx at the time of, the relationship of Tx = (Pa / P ₀ ) ^1/2 · Tr (1) holds. .

Therefore, in the injection rate correction section 53, the given reference pressure value P ₀ (5 MPa in the example of the present embodiment)
And the actual pressure value Pa indicated by the actual pressure signal SPa;
From the value Tr of the reference injection time data DTr, an injection rate corrected injection time Tx indicating the result of correcting the reference injection time data DTr is calculated in consideration of the change in the injection rate depending on the fuel pressure according to the equation (1). You.

The injection rate correction section 53 employs a configuration that realizes the above-described arithmetic function for correction by causing a microcomputer to execute a required arithmetic processing program. In this case, if the calculation of 1/2 power is performed, the calculation time becomes long. Therefore, Pa in equation (1)
Configuration of a table for determining the value of the value of (Pa / P ₀₎ ^1/2 was prepared in advance, may by map computation using the table (Pa / P ₀₎ ^1/2 values as a correction factor γ The correction coefficient γ obtained in this way is multiplied by the reference injection time data DTr to obtain an injection rate corrected injection time Tx (= T
r × γ) is output.

FIG. 3 shows the characteristics of the map used in the above-described map calculation. That is, the fuel pressure P
When a ≧ Py (Py is a predetermined value), the value of γ is (Pa /
P ₀ ) ^1/2 , but when Pa <Py, γ
Becomes a predetermined constant value γ ₀ . The reason for this is to prevent the injection time of the injector 3A from becoming extremely long when the fuel pressure drops. Γ = if Pa <Py
By making γ ₀ constant, the maximum value of the injection time of the injector 3A is limited, and when the fuel pressure is low, it is possible to prevent the fuel pressure from dropping due to excessive fuel injection, and to protect the injector 3A and the injector drive circuit. be able to.

Returning to FIG. 1, the injection rate correction injection time data DTx obtained by the injection rate correction unit 53 is corrected by the on / off valve time correction unit 54 for the change in the on / off valve time caused by the change in the fuel pressure. . This correction is
By subtracting the correction value δ determined by the value b of the y-intercept reflecting the value of the opening and closing valve time when the actual pressure value Pa of the high-pressure fuel deviates from the reference pressure value P ₀ from the injection rate corrected injection time data DTx. Done.

The correction value δ is approximately determined from various experiments as δ = C ₁ · {(P ₀ −Pa) / Pa ^1/2 } (2) Here, C ₁ is a constant determined by the injector. Here, since the calculation of Pa ^1/2 is necessary, a configuration in which the value of δ is obtained from the value of Pa by the map operation using the lookup table from the value of Pa is adopted here for the same reason as described above. .

FIG. 4 shows map characteristics used for map calculation in the on-off valve time correction section 54. Again, when Pa ≧ Pz (Pz is a predetermined value), the value of δ is a value according to the equation (2), but when Pa <Pz, δ
Is a predetermined constant value δ ₀ . The reason is the same as the reason described with reference to FIG.

Returning to FIG. 1, the open / close valve time correction section 54 calculates DTx-δ, and outputs actual injection time data DTa indicating a value Ta according to the result obtained. The value of δ is either positive or negative depending on whether Pa is larger or smaller than P ₀ .

In the fuel injection unit 3, a drive pulse having a time width of the actual injection time data DTa is generated in response to the actual injection time data DTa, and this drive pulse is applied to the injector 3A. As a result, the injector 3A
Is controlled by a drive pulse having a pulse width determined in consideration of the actual pressure value Pa of the high-pressure fuel at that time so that the target fuel injection amount calculated by the target fuel injection amount calculation unit 51 is obtained, and is not shown. The required amount of high-pressure fuel calculated by the target fuel injection amount calculator 51 can be supplied to the cylinder of the internal combustion engine with high accuracy.

In the embodiment shown in FIG. 1, the control unit 5 can be configured using a microcomputer. In this case, a microcomputer having a known hardware configuration is configured to execute a required control program for outputting the actual injection time data DTa in response to the speed signal Ne and the accelerator signal A input from the sensor unit 6. be able to.

FIG. 5 is a flowchart showing such a control program 7. The control program 7 is started by turning on a power switch (not shown) of the high-pressure fuel injection device 1. In step 71, data is taken in based on the speed signal Ne and the accelerator signal A from the sensor unit 6, and the process proceeds to step 72 to take in the data. The target fuel injection amount is calculated by a map calculation or the like based on the data, and the target fuel injection amount is obtained. In step 73, the actual pressure value Pa is fetched based on the actual pressure signal SPa. In the next step 74, the reference injection time Tr is calculated based on the target fuel injection amount obtained in step 72 to obtain reference injection time data DTr. In step 74, the same calculation as the calculation by the reference injection time calculator 52 in FIG. 1 is executed by the microcomputer. Step 75, 7
In step 6, an injection rate correction operation corresponding to the operation content in the injection rate correction unit 53 is executed.

In step 79, the actual injection time data DTa obtained by this series of calculations is output. In addition,
A pulse having a time width according to the actual injection time data DTa may be generated during the processing of the microcomputer 7. In this case, this pulse is applied to the fuel injection unit 3
The injector 3 </ b> A is controlled to open and close by a driving pulse output from the driving circuit provided to the fuel injection unit 3.

Some examples of the embodiment of the present invention have been described above. When high-pressure fuel is supplied from the injector 3A into the cylinder, whether the internal combustion engine is in the compression stroke or in the suction stroke, If the configuration of the correction is changed depending on whether or not the fuel injection mode is set, the fuel injection control with higher accuracy can be realized.

That is, since the flow rate characteristic of the injector is normally measured under the atmospheric pressure, the basic injection time is calculated according to this characteristic in the intake stroke injection in which the inside of the cylinder becomes a slight negative pressure, and the basic injection time is calculated according to the fuel pressure at that time. There is no problem if the fuel injection control is performed after the correction. However, in the compression stroke in which the pressure in the cylinder becomes high, the flow rate decreases as understood from the above description. Therefore, when the fuel injection is performed in the compression stroke of the internal combustion engine, the above-described problem can be solved by using a configuration in which the value of the fuel pressure is reduced by a predetermined value to correct the injection time.

FIG. 6 is a block diagram showing an embodiment of the present invention in which the basic injection time is corrected in consideration of the fuel injection mode. Among the components of the high-pressure fuel injection device 100 shown in FIG. 6, the portions corresponding to the components of the high-pressure fuel injection device 1 shown in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted.

In the high-pressure fuel injection device 100, 110
Is a fuel injection mode determining unit for determining the fuel injection mode of the internal combustion engine based on the speed signal Ne and the accelerator signal A from the sensor unit 6. This is a pressure correction unit that responds and corrects the actual pressure signal SPa from the fuel pressure measurement unit 4. In the state where the determination signal DS is determined to be the intake stroke, the pressure correction unit 120 does not correct the actual pressure value Pa based on the actual pressure signal SPa. However, when the determination signal DS is determined to be the compression stroke, , A correction process of subtracting a predetermined constant value from the actual pressure value Pa indicated by the actual pressure signal SPa. The pressure data DPc indicating the value of the result obtained in this way is output to the control unit 5.

As a result, even if the fuel injection mode becomes the compression stroke and the pressure on the outlet side of the injector 3A becomes high, the fuel injection amount from the injector 3A can be set to a required value, and the accuracy can be improved. High fuel injection amount control becomes possible.

FIG. 7 is a flowchart showing a control program 8 necessary for realizing the high-pressure fuel injection device 100 having the configuration shown in FIG. 6 using a microcomputer. In the flowchart 8 shown in FIG.
FIG. 5 shows only the point that the actual pressure value Pa according to the actual pressure signal SPa is fetched from the fuel pressure measuring unit 4 and the step 81 for correcting the actual pressure value Pa according to the fuel injection mode at that time is added. This is different from the flowchart 7. Therefore, among the steps shown in FIG. 7, portions corresponding to the steps in FIG. 5 are denoted by the same reference numerals, and description thereof will be omitted.

FIG. 8 is a detailed flowchart of step 81 in FIG. In step 81, it is first determined in step 82 whether the fuel injection mode is the compression stroke. This determination is made based on the speed signal Ne and the accelerator signal A, as shown in FIG. When it is determined in step 82 that the fuel injection mode is the compression stroke, the determination result in step 82 is YES, and in step 83, a value obtained by subtracting a predetermined pressure value Pw from the actual pressure value Pa is set to Pa. Step 74 is entered. On the other hand, if it is determined in step 82 that the fuel injection mode is not the compression stroke, the result of determination in step 82 is N
It becomes O, and it proceeds to step 74 without correcting the actual pressure value Pa.

As a result, even if the fuel injection mode becomes the compression stroke and the pressure on the outlet side of the injector 3A becomes high, the fuel injection amount from the injector 3A can be set to a required value, and the accuracy can be improved. High fuel injection amount control becomes possible.

[0047]

According to the present invention, a target amount of fuel can be reliably injected even if the pressure of the high-pressure fuel supplied to the injector changes. Therefore, the torque fluctuation of the internal combustion engine can be reduced, and the vehicle or the like driven by the internal combustion engine can be operated smoothly.

Further, since the correction is performed using the reference injection time calculated based on the reference fuel pressure, an error in the injection characteristic may be reduced in an operation state where the fuel pressure substantially matches the reference pressure. Therefore, there is an advantage that the variation in torque of the internal combustion engine is small. Further, when the map operation is employed, the amount of calculation in the microcomputer can be reduced, so that high-speed processing can be performed, and high-performance control can be realized.

Further, the injection time is not corrected by the fuel pressure below a certain fuel pressure, thereby preventing the width of the injector driving pulse from becoming extremely long. In addition to helping the smooth operation, damage to the injector and the circuit for driving the injector can be effectively prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing one embodiment of a high-pressure fuel injection device according to the present invention.

FIG. 2 is a characteristic diagram of the injector shown in FIG.

FIG. 3 is a view showing characteristics of a map used in the injection rate correction unit of FIG. 1;

FIG. 4 is a diagram showing characteristics of a map used in the on-off valve time correction unit of FIG. 1;

FIG. 5 is a flowchart showing a control program for a case where the control unit in FIG. 1 is constituted by a microcomputer.

FIG. 6 is a block diagram showing another embodiment of the high-pressure fuel injection device according to the present invention.

FIG. 7 is a flowchart showing a control program for a case where the high-pressure fuel injection device shown in FIG. 6 is constituted by a microcomputer.

FIG. 8 is a detailed flowchart of a pressure correction calculation step in FIG. 7;

FIG. 9 is a diagram for explaining that the time from when the solenoid valve starts to be opened by a drive pulse to when fuel is actually injected from the solenoid valve and when the injection is completed depends on the fuel pressure; FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1, 100 High-pressure fuel injection device 2 Fuel pump 3 Fuel injection unit 3A Injector 4 Fuel pressure measurement unit 5 Control unit 51 Target fuel injection amount calculation unit 52 Reference injection time calculation unit 53 Injection rate correction unit 54 Opening / closing valve time correction unit 6 Sensor Unit A Accel signal DTa Actual injection time data DTr Reference injection time data DTx Injection rate corrected injection time data Ne Speed signal P ₀ Reference pressure value Pa Actual pressure value Qt Target fuel injection amount signal SPa Actual pressure signal Ta Actual injection time Tr Reference injection Time Tx Injection rate correction injection time γ Correction coefficient δ Correction value

Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02M 65/00 304 F02M 65/00 304

Claims (7)

[Claims] 1. A fuel pump for supplying high-pressure fuel by pressurizing fuel, a fuel injection unit including an injector for injecting and supplying the high-pressure fuel to an internal combustion engine, and controlling an actual injection time of the injector. A first means for obtaining a target fuel injection amount per injection of fuel based on at least one signal indicating an operation state of the internal combustion engine. Measuring means for measuring the pressure of the high-pressure fuel supplied to the fuel injection unit, and second means for obtaining the actual injection time in response to the target fuel injection amount and a measurement result by the measuring means. In the second means, a basic injection time is determined according to the target fuel injection amount, and correction of the injection rate and the opening / closing valve time in the injector is performed based on the measurement result of the measuring means. High-pressure fuel injection apparatus characterized in that to obtain the actual injection time performed with respect to the basic injection time. 2. A fuel pump for supplying high-pressure fuel by pressurizing fuel, a fuel injection unit including an injector for injecting and supplying the high-pressure fuel to an internal combustion engine, and controlling an actual injection time of the injector. A high-pressure fuel injection device comprising: a control unit, wherein the control unit controls the fuel injection based on a signal indicating an operation state of the internal combustion engine.
First means for obtaining a target fuel injection amount per injection, measuring means for measuring an actual pressure value of the high-pressure fuel supplied to the fuel injection section, measurement results by the target fuel injection quantity and the measuring means And a second means for obtaining the actual injection time in response to the target fuel injection quantity, wherein the second means is necessary for obtaining the target fuel injection quantity at a predetermined reference pressure value based on the target fuel injection quantity. Means for determining a basic injection time indicating the valve opening time of the injector, and correcting the basic injection time based on an injection rate correction coefficient obtained based on the reference pressure value and the actual pressure value. Means for obtaining an injection time, and means for correcting the injection rate corrected injection time based on an on-off valve time correction value obtained from the reference pressure value and the actual pressure value to obtain the actual injection time. High pressure fuel injection Location. 3. The high-pressure fuel injection device according to claim 2, wherein the injection rate correction coefficient is determined by a map calculation. 4. The high-pressure fuel injection device according to claim 2, wherein the injection rate correction coefficient is set to a predetermined constant value when the actual pressure value is equal to or less than a predetermined value. 5. The high-pressure fuel injection device according to claim 2, wherein the on-off valve time correction value is determined by a map calculation. 6. The high-pressure fuel injection device according to claim 2, wherein the on-off valve time correction value is set to a predetermined constant value when the actual pressure value is equal to or less than a predetermined value. 7. A fuel injection mode determining means, and a correction is made so that the actual pressure value is decreased by a predetermined value only when the fuel injection mode determining means determines that the internal combustion engine is in a compression stroke injection mode. 3. The high-pressure fuel injection device according to claim 2, further comprising a pressure correction unit, wherein the injection rate correction coefficient and the on-off valve time correction value are obtained in accordance with an output from the pressure correction unit.