JPH1144236A - Fuel injection device for direct injection gasoline engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To high-efficiently discharge vapor generated in a high pressure fuel piping during high temperature starting. SOLUTION: It is decided from a water temperature and a fuel pressure whether the gasoline engine is the time to execute high temperature starting at which the generation of vapor is estimated. When the generation of vapor is estimated, on condition that a starter switch is turned ON, a neutral switch is turned ON, engine rotation <= a given speed A, and a low pressure fuel pump is brought into an ON-state, collector injection in an intake collector by a fuel injection valve for injection of a collector connected to a high pressure fuel piping is started. At a point of time when some of OFF of the neutral switch, engine rotation > a given speed B, a collector injection time >= a given time, and OFF of a low pressure fuel pump is established, collector injection is completed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device for a direct injection gasoline engine, and more particularly to a fuel injection device for in-cylinder injection which is connected to a high pressure fuel pipe downstream of a high pressure fuel pump and injects fuel directly into a combustion chamber. The present invention relates to a technique for improving the startability of a direct injection gasoline engine provided with a valve at the time of a high-temperature start.

[0002]

2. Description of the Related Art Conventionally, in a direct injection gasoline engine,
As a technique for preventing the deterioration of the startability due to the vapor generated in the high-pressure fuel pipe at the time of the high-temperature start, a bypass passage for returning the fuel directly from the high-pressure fuel pipe into the fuel tank is provided. There is a configuration in which vapor is discharged by opening the on-off valve (see Japanese Patent Application Laid-Open No. 7-293381).

[0003]

However, the above system requires a path for returning the fuel containing the vapor to the fuel tank and a dedicated on-off valve for opening and closing the path.
There is a problem that the system cost increases. The present invention has been made in view of the above problems, and has as its object to provide a fuel injection device for a direct injection gasoline engine that can efficiently discharge vapor with a simple and inexpensive system configuration.

[0004]

The invention according to claim 1 is configured as shown in FIG. In FIG.
The in-cylinder fuel injection valve is a fuel injection valve that is connected to the high pressure fuel pipe downstream of the high pressure fuel pump and injects fuel directly into the combustion chamber. The collector injection fuel injection valve is connected to the high pressure fuel pipe. This is a fuel injection valve that injects fuel into the intake collector.

On the other hand, the high-temperature start determining means determines the high-temperature start state of the engine, and the collector injection control means determines when the high-temperature start determining means determines that the engine is in the high-temperature start state. Continuous fuel injection by the fuel injection valve is performed for a predetermined period. According to such a configuration, at the time of high-temperature start-up, in other words, under conditions where vapor is generated in the high-pressure fuel pipe, in addition to the usual intermittent in-cylinder injection, fuel is continuously injected into the collector. In addition, the discharge of vapor is promoted, and the shortage of supply by the in-cylinder injection fuel injection valve is supplemented by the fuel injection from the collector injection fuel injection valve.

Here, in the collector injection fuel injection valve, since the atmosphere of the injection hole of the injection valve becomes a negative pressure, the pressure difference before and after the injection hole is larger than in the case where the fuel is returned into the tank, and the flow rate per opening area becomes larger. As a result, the vapor can be efficiently discharged. The collector injection fuel injection valve can also be used as a low-temperature start-up fuel injection valve (cold start valve). In a system originally provided with a collector injection fuel injection valve for low-temperature start-up, The injection valve can also be used for discharging vapor when starting at a high temperature.

[0007] According to the present invention, a fuel pressure detecting means for detecting a fuel pressure in the high-pressure fuel pipe, and a fuel temperature detecting means for detecting a fuel temperature in the high-pressure fuel pipe or a temperature correlated with the fuel temperature. Wherein the high-temperature start determination unit determines a high-temperature start state in which paper generation is estimated based on the fuel pressure detected by the fuel pressure detection unit and the temperature detected by the fuel temperature detection unit. did.

According to this configuration, it is determined based on the fuel temperature and the fuel pressure at the time of starting whether or not a high temperature starting is required in which vapor is generated and vapor discharge by the fuel injector for collector injection is required. . Since the lower the fuel pressure, the more the vapor is generated at a relatively low temperature, the state of generation of the vapor can be accurately estimated from the fuel temperature and the fuel pressure. In the invention according to claim 3, the collector injection control means includes:
Start of the collector injection based on at least one of a starter switch, a neutral / non-neutral state of the transmission, an engine rotation speed, and a driving state of an electric low-pressure fuel pump for supplying fuel to the high-pressure fuel pump. The condition is determined.

According to this configuration, at the time of high temperature start where it is estimated that vapor is generated in the high pressure fuel pipe,
Conditions for actually starting the fuel injection from the fuel injection valve for collector injection include a starter switch, a neutral / non-neutral state of the transmission, an engine rotation speed, and an electric low pressure for supplying fuel to the high pressure fuel pump. The determination is made based on at least one of the driving states of the fuel pump.

According to a fourth aspect of the present invention, the collector injection control means supplies a fuel to the high-pressure fuel pump when the starter switch is ON, the transmission is in a neutral state, the engine speed is equal to or lower than a predetermined speed, and The collector injection is started when the electric low-pressure fuel pump is turned on. According to this configuration, the starter switch is ON, the starter motor is driven, and the transmission combined with the engine is in the neutral state, and the engine rotation speed is equal to or less than the predetermined speed and the combustion is not completed, When the electric low-pressure fuel pump is ON and the fuel in the fuel tank is supplied to the high-pressure fuel pump, fuel injection by the fuel injector for collector injection is started.

The start state can be determined from the starter switch and the engine rotation speed, the load application state to the engine can be determined based on whether the transmission is in a neutral state, and the driving state of the low-pressure fuel pump can be determined from the high-pressure fuel pipe. It can be determined whether the fuel pressure can be maintained even when the fuel is relieved in the collector. In the invention according to claim 5,
The collector injection control means controls the engine rotation speed, the elapsed time from the start of the collector injection, the transmission neutral
The end condition of the collector injection is determined based on at least one of a non-neutral state and a driving state of an electric low-pressure fuel pump for supplying fuel to the high-pressure fuel pump.

With this configuration, when the fuel injection by the fuel injector for collector injection is started, the conditions for terminating the collector injection are determined by the engine speed, the elapsed time from the start of the collector injection, the neutral speed of the transmission, The structure is determined based on at least one of a non-neutral state and a drive state of an electric low-pressure fuel pump for supplying fuel to the high-pressure fuel pump.

According to a sixth aspect of the present invention, the collector injection control means includes: an engine rotation speed equal to or higher than a predetermined speed; an elapsed time from the start of the collector injection equal to or longer than a predetermined time; a transmission in a non-neutral state; The collector injection is terminated when at least one of the electric low-pressure fuel pumps OFF for supplying fuel to the fuel pump is established.

According to this configuration, the electric low-pressure fuel pump is turned off when the engine speed exceeds a predetermined speed, when the collector injection is performed for a predetermined time or more, when the transmission is in a non-neutral state. When the supply of fuel to the high-pressure fuel pump is stopped, the collector injection is terminated and the injection is normally performed only by the in-cylinder fuel injection valve.

When the engine rotation speed is increased or when a non-neutral load input is detected,
To increase the fuel pressure to secure the required fuel amount, end the collector injection, and when the collector injection is performed for a predetermined time or more, it is estimated that vapor discharge has been completed and the collector injection is ended, Further, when the low-pressure fuel pump is turned off, the collector injection is continued as it is, so that the pressure in the high-pressure fuel pipe is prevented from being greatly reduced.

According to a seventh aspect of the present invention, the amount of fuel supplied to the engine from the collector injection fuel injection valve by the collector injection control means is reduced from the amount of fuel injection by the in-cylinder injection fuel injection valve. In-cylinder injection amount reducing means is provided. According to such a configuration, at the time of high temperature start, when the collector injection by the collector injection fuel injection valve and the fuel injection into the combustion chamber of each cylinder by the in-cylinder injection fuel injection valve are performed, Thus, the fuel injected by the collector injection fuel injection valve and distributed to each cylinder is added to the fuel injected by the in-cylinder injection fuel injection valve. Therefore, the required amount of fuel is supplied to each cylinder by subtracting the amount of fuel distributed and supplied to each cylinder by the collector injection from the injection amount of the in-cylinder fuel injection valve.

According to the present invention, there is provided a fuel pressure detecting means for detecting a fuel pressure in the high-pressure fuel pipe, wherein the in-cylinder injection amount reducing means detects the fuel pressure in the high-pressure fuel pipe based on the detected fuel pressure in the high-pressure fuel pipe. The constitution is such that the amount of fuel supplied from the collector injection fuel injection valve to the engine is determined. According to this configuration, the amount of fuel injected from the fuel injection valve for collector injection is determined based on the fuel pressure in the high-pressure fuel pipe when performing the collector injection, and the amount of fuel injected from the collector determined based on this fuel pressure is determined. The amount of fuel distributed to each cylinder is estimated, and the amount of fuel by the in-cylinder fuel injection valve is reduced.

[0018]

According to the first aspect of the present invention, the vapor in the high-pressure fuel pipe can be efficiently discharged at the time of high-temperature start, and the collector injection fuel injection valve is used for vapor discharge at the time of high-temperature start. There is an effect that high-temperature startability can be improved with an inexpensive system configuration that can be used also for fuel injection at low-temperature start.

According to the second aspect of the present invention, there is an effect that the condition for generating vapor in the high-pressure fuel pipe can be accurately determined and the collector injection for discharging the vapor can be properly executed. According to the third and fourth aspects of the present invention, it is possible to start the collector injection for vapor discharge under appropriate conditions, and to prevent the collector injection from being started inappropriately, thereby reliably performing the vapor discharge. There is an effect that can be made.

According to the fifth and sixth aspects of the present invention, it is possible to terminate the collector injection for discharging the vapor under appropriate conditions, and to prevent the collector injection from being inappropriately continued. . According to the invention described in claim 7, by the collector injection for discharging the vapor,
The air-fuel ratio of the combustion air-fuel mixture can be prevented from being excessively enriched, and there is an effect that ignition combustibility at the time of starting is not deteriorated.

According to the eighth aspect of the present invention, it is possible to accurately estimate the amount of fuel injected from the collector injection fuel injection valve and appropriately correct the reduction of the fuel injection amount by the in-cylinder injection fuel injection valve. effective.

[0022]

Embodiments of the present invention will be described below. FIG. 2 is a system diagram of the fuel injection device according to the present embodiment. The engine in the present embodiment is:
It is a so-called direct injection gasoline engine, and each cylinder (# 1 to #
For each of the six cylinders, an in-cylinder fuel injection valve 1 for directly injecting fuel into the cylinder is provided.

The fuel in the fuel tank 2 is sucked by a low-pressure fuel pump 4 driven by a motor 3, and the low-pressure fuel discharged from the low-pressure fuel pump 4 is supplied to a low-pressure fuel pipe through which a fuel filter 5 is interposed. Via a motor 6, the fuel is supplied to a high-pressure fuel pump 7 driven by the engine. The supply pressure of the fuel from the low-pressure fuel pump 4 to the high-pressure fuel pump 7 is adjusted to a predetermined low pressure by a low-pressure pressure regulator 9 provided in a return passage 8 returning from the upstream side of the high-pressure fuel pump 7 to the fuel tank 2. You.

The low pressure regulator 9 adjusts the fuel pressure to a predetermined low pressure by opening the return passage 8 and returning the fuel to the fuel tank 2 when the fuel pressure is higher than a target low pressure. On the other hand, the fuel pressure discharged from the high-pressure fuel pump 7 and supplied to each in-cylinder fuel injection valve 1 through the high-pressure fuel pipe 12 is adjusted to a predetermined high pressure by a high-pressure pressure regulator 10.

The high-pressure pressure regulator 10 is responsive to a control signal from the control unit 11 to open the passage 13 for returning the fuel in the high-pressure fuel pipe 12 downstream of the high-pressure fuel pump 7 to the low-pressure fuel pipe 6. Is continuously changed, and the control unit 11 outputs the control signal to the high-pressure pressure regulator 10 so that the fuel pressure in the high-pressure fuel pipe 12 detected by the fuel pressure sensor 14 becomes a target high pressure.

In addition to the in-cylinder fuel injection valve 1, a collector injection fuel injection valve 15 for injecting fuel into an intake collector of the engine is connected to the high pressure fuel pipe 12. In FIG. 2, reference numeral 16 denotes an accumulator. FIG. 3 is a view showing the arrangement of the in-cylinder fuel injection valve 1 and the collector fuel injection valve 15 with respect to the engine 17. As shown in FIG. While the fuel injection valve 15 is provided, an in-cylinder fuel injection valve 1 for directly injecting fuel into the cylinder of each cylinder is provided.
The fuel injection amount by 15 is adjusted by an injection signal from the control unit 11.

The control unit 11 usually has
A fuel-air mixture having a desired air-fuel ratio is formed by fuel injection only from the in-cylinder fuel injection valve 1. However, at the time of high temperature starting, as shown in the flowchart of FIG. Inject injection. Here, the engine 17 has a water temperature sensor 21 for detecting a cooling water temperature, a starter switch 22, a neutral switch 2
3, a rotation sensor 24 and the like are provided, and these signals are input to the control unit 11, and the control unit 11, based on the detection signals from the various sensors together with the detection signals from the fuel pressure sensor 14, The fuel injection by the collector injection fuel injection valve 15 is controlled.

The flow chart of FIG. 4 is executed when the ignition switch is turned from OFF to ON. First, in step 1 (indicated as S1 in the figure, the same applies hereinafter), detection is performed by the water temperature sensor 21. The measured cooling water temperature is read. The cooling water temperature is a temperature correlated with the fuel temperature in the high-pressure fuel pipe 12, and the water temperature sensor 21 corresponds to a fuel temperature detecting unit. Note that a configuration in which the fuel temperature in the high-pressure fuel pipe 12 is directly detected may be adopted.

In the next step 2, the fuel pressure sensor 14
The fuel pressure in the high-pressure fuel pipe 12 detected by (fuel pressure detecting means) is read. Then, in step 3, it is determined whether or not the cooling water temperature is higher than a slide level calculated as fuel pressure × K1 + K2 (K1 and K2 are constants). If water temperature> fuel pressure × K1 + K2, it is determined that the engine is at a high temperature start in which vapor is generated in the high-pressure fuel pipe 12. Even if the water temperature (fuel temperature) is high, it is difficult to generate vapor when the fuel pressure is high, but conversely, even if the water temperature (fuel temperature) is relatively low, vapor is generated when the fuel pressure is low. Therefore, as described above, if the configuration is such that the slice level of the water temperature (fuel temperature) is set based on the fuel pressure to determine whether or not the engine has started at a high temperature, it is possible to accurately determine the condition for generating the vapor. You can do it.

Steps 1 to 3 correspond to a high temperature start determination means. In step 3, water temperature> fuel pressure × K
When it is determined that 1 + K2, that is, at the time of the high temperature start in which the generation of vapor is estimated, the start condition of the fuel injection by the collector injection fuel injection valve 15 is determined in step 4 and thereafter. In step 4, it is determined whether or not the starter switch 22 has been turned from OFF to ON to start the engine.

When the starter switch 22 is turned on, the process proceeds to step 5, where the neutral switch 23 is turned on.
It is determined whether or not the transmission is in a neutral state. When the transmission is in a neutral state,
Proceeding to step 6, it is determined whether or not the engine speed is equal to or lower than a predetermined speed A (for example, engine stall rotation of about 200 rpm). It is determined whether 4 (motor 3) is in the ON state.

When the low-pressure fuel pump 4 is ON, that is, when all of the following conditions are satisfied, the routine proceeds to step 8, where the fuel injection valve 15 for collector injection is opened to open the collector. The fuel injection is started (see FIG. 5). "Collector injection start condition" (1) Ignition switch ON & (2) Starter switch ON & (3) Neutral switch ON (neutral state)
& (4) Engine speed ≦ predetermined speed A & (5) Low-pressure fuel pump ON & (6) High-temperature start when vapor is predicted to be generated. Note that the fuel injection by the fuel injector 15 for the collector injection starts as described above. The operation is continuously performed from the time when the condition is satisfied to the time when the end condition described later is satisfied, and the collector injection fuel injection valve 15 is used.
Is held open. Therefore, when the collector injection fuel injection valve 15 is in the open drive state, the fuel pressure in the high-pressure fuel pipe 12 is relieved, and the pressure is not increased to the high pressure adjusted by the high-pressure pressure regulator 10. The injection by the injection fuel injection valve 1 is also performed under low pressure conditions.

When the fuel injection by the collector injection fuel injection valve 15 is started, the vapor is discharged to the collector together with the fuel, and the vapor in the high-pressure fuel pipe 12 can be discharged at an early stage. Here, since the collector injection fuel injection valve 15 injects the fuel into the atmosphere of the suction negative pressure, the fuel in the high pressure fuel pipe 12 is returned to the fuel tank before and after the vapor is discharged. The differential pressure increases, and the vapor can be efficiently discharged. Insufficient fuel injection by the in-cylinder fuel injection valve 1 can be compensated for by the collector injection.

In step 8, the fuel injection valve 15 for collector injection is used.
Is started, the end condition of the collector injection is determined in step 9 and thereafter. When it is determined that the end condition is satisfied, the fuel injection valve 15 for collector injection is closed to perform the collector injection. Terminate. In step 9, it is determined whether the neutral switch 23 has been turned off (the transmission is in a non-neutral state), and if the transmission is in a non-neutral state and a load is applied to the engine, The process proceeds to step 13 to terminate the collector injection so that the pressure in the high-pressure fuel pipe 12 is increased to obtain the required fuel injection amount.

On the other hand, in step 9, the neutral switch
When it is determined that 23 is ON (the transmission is in the neutral state), the routine proceeds to step 10, where it is determined whether or not the engine speed has exceeded a predetermined speed B (for example, 2300 rpm). When the engine speed exceeds a predetermined speed B in the neutral state of the transmission, in order to secure a necessary injection amount,
Proceed to step 13 to end the collector injection.

If the engine speed does not exceed the predetermined speed B, the routine proceeds to step 11, where it is determined whether or not the elapsed time from the start of the collector injection has reached a predetermined time. If the elapsed time from the start of the collector injection is equal to or longer than the predetermined time, it is estimated that the vapor has been discharged, and the process proceeds to step 13 to terminate the collector injection.

If the engine speed is low while the neutral switch remains ON (the transmission is in the neutral state) and the elapsed time from the start of the collector injection has not reached the predetermined time, the routine proceeds to step 12, where the low-pressure fuel It is determined whether or not the pump 4 (motor 3) has been turned off.
If the low pressure fuel pump 4 is in the OFF state and the high pressure fuel pipe 12 is not refueled at all, and the collector injection fuel injection valve 15 is kept open, the fuel pressure in the high pressure fuel pipe 12 Will be greatly reduced. Therefore, when the low-pressure fuel pump 4 is turned off and the fuel is no longer supplied to the high-pressure fuel pump 7 for maintaining the fuel pressure, the fuel injection valve 15 for collector injection is controlled to close to maintain the fuel pressure.

It should be noted that the reason why the neutral switch, the engine rotation, and the driving state of the low-pressure fuel pump are determined as the conditions for starting the collector injection is also the same as the reason for determining the end conditions. As described above, the collector injection is terminated when any one of the following termination conditions is satisfied (see FIG. 5). "Collector injection end condition" (1) Neutral switch OFF or (2) Engine speed> predetermined speed B or (3) Collector injection time is longer than predetermined time or (4) Low pressure fuel pump OFF The above steps 4 to 13 are performed. It corresponds to a collector injection control means.

When fuel is injected from the collector injection fuel injection valve 15 as described above, the collector injected fuel is distributed and supplied to each cylinder, and the in-cylinder injection fuel injection valve 1 controls each cylinder. Is added to the fuel injected to the collector. Therefore, it is preferable to correct the injection pulse width in the in-cylinder injection fuel injection valve 1, based on the fuel pressure in the high-pressure fuel pipe 12 detected by the fuel pressure sensor 14. The pulse width Tpb corresponding to the fuel amount is calculated, and the result obtained by subtracting the pulse width Tpb from the injection pulse width Tp1 of the in-cylinder injection fuel injection valve 1 is used as the final in-cylinder injection pulse width Tp (Tp = Tp1-
Tpb) (in-cylinder injection amount reducing means).

The collector injection fuel injection valve 15 is
It is used not only for vapor discharge at the time of high temperature start-up but also as a cold start valve for injecting fuel at the start of extremely cold start, or for compensating the shortage of fuel in the in-cylinder fuel injection valve 1 at high load. Alternatively, if the engine includes a fuel injection valve for collector injection as a cold start valve, the vapor can be discharged at the time of a high temperature start without making a significant change in the hardware configuration.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a fuel injection device according to the first embodiment.

FIG. 2 is a system diagram showing a fuel injection device according to the embodiment.

FIG. 3 is a system diagram showing an arrangement of a fuel injection valve in the embodiment.

FIG. 4 is a flowchart showing collector injection control in the embodiment.

FIG. 5 shows the start of the collector injection in the embodiment.
6 is a time chart showing an end condition.

[Explanation of symbols]

 1 In-cylinder fuel injection valve 2 Fuel tank 3 Motor 4 Low pressure fuel pump 6 Low pressure fuel pipe 7 High pressure fuel pump 8 Return passage 9 Low pressure pressure regulator 10 High pressure pressure regulator 11 Control unit 12 High pressure fuel pipe 14 Fuel pressure sensor 15 Collector injection Fuel injection valve 21 Water temperature sensor 22 Starter switch 23 Neutral switch 24 Rotation sensor

Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02M 63/00 F02M 63/00 P

Claims (8)

[Claims] 1. A fuel injection device for a direct injection gasoline engine having a direct injection fuel injection valve connected to a high pressure fuel pipe downstream of a high pressure fuel pump to inject fuel directly into a combustion chamber, A fuel injection valve connected to the fuel pipe for injecting fuel into the intake collector, a high-temperature start determining means for determining a high-temperature start state of the engine, and a high-temperature start state of the engine by the high-temperature start determining means Fuel injection for a direct injection gasoline engine, comprising: a collector injection control means for performing continuous fuel injection by the collector injection fuel injection valve only for a predetermined period when is determined. apparatus. 2. A fuel pressure detecting means for detecting a fuel pressure in the high-pressure fuel pipe, and a fuel temperature detecting means for detecting a fuel temperature in the high-pressure fuel pipe or a temperature correlated with the fuel temperature. 2. The high temperature starting state in which paper generation is estimated based on the fuel pressure detected by the fuel pressure detecting means and the temperature detected by the fuel temperature detecting means. A fuel injection device for a direct-injection gasoline engine as described in the above. 3. The collector injection control means includes a starter switch, a neutral / non-neutral state of the transmission,
2. A collector injection start condition is determined based on at least one of an engine rotation speed and a drive state of an electric low-pressure fuel pump for supplying fuel to the high-pressure fuel pump. 3. A fuel injection device for a direct injection gasoline engine according to 2. 4. The collector injection control means according to claim 1, wherein said starter switch is turned on, a shift is in a neutral state, and
The direct injection according to claim 3, wherein the collector injection is started when an engine rotation speed is equal to or lower than a predetermined speed and an electric low pressure fuel pump for supplying fuel to the high pressure fuel pump is ON. Fuel injection device for injection gasoline engine. 5. An electric low-pressure fuel pump for supplying fuel to the high-pressure fuel pump, wherein the collector injection control means includes an engine speed, an elapsed time from the start of the collector injection, a neutral / non-neutral state of the transmission, and a fuel supply to the high-pressure fuel pump. The fuel injection device for a direct injection gasoline engine according to any one of claims 1 to 4, wherein the condition for terminating the collector injection is determined based on at least one of the driving states of (i) and (ii). 6. The fuel injection control means for supplying fuel to the high-pressure fuel pump when the engine rotation speed is equal to or higher than a predetermined speed, the elapsed time from the start of collector injection is equal to or longer than a predetermined time, the transmission is in a non-neutral state, 6. The fuel injection device for a direct injection gasoline engine according to claim 5, wherein the collector injection is terminated when at least one of the electric low-pressure fuel pumps is turned off. 7. An in-cylinder injection amount reduction in which the amount of fuel supplied from the collector injection fuel injection valve to the engine by the collector injection control means is reduced from the fuel injection amount by the in-cylinder injection fuel injection valve. The fuel injection device for a direct injection gasoline engine according to any one of claims 1 to 6, further comprising means. 8. A fuel injection system for fuel injection, comprising: a fuel pressure detecting means for detecting a fuel pressure in the high pressure fuel pipe, wherein the in-cylinder injection amount reducing means detects the fuel injection for the collector injection based on the detected fuel pressure in the high pressure fuel pipe. 8. The fuel injection device for a direct injection gasoline engine according to claim 7, wherein the amount of fuel supplied from the valve to the engine is determined.