JP3815512B2 - Control method for accumulator fuel supply device for engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a fuel supply apparatus for an engine that supplies high pressure fuel to an injector from a high pressure fuel supply pump via an accumulator common rail.
[0002]
[Prior art]
Conventionally, as disclosed in Japanese Utility Model Laid-Open No. 5-1854 and Japanese Patent Application Laid-Open No. 7-158536, in a fuel supply system for supplying high-pressure fuel from a high-pressure fuel supply pump to an injector via an accumulator common rail, 2. Description of the Related Art A fuel supply device that connects a pressure control valve is known. In such a fuel supply device, when the fuel pressure in the common rail rises above a predetermined pressure, the pressure control valve opens to discharge the fuel from the common rail and regulate the common rail fuel pressure below a predetermined pressure. .
[0003]
Conventionally, the pressure control valve for controlling the common rail pressure of the accumulator fuel supply apparatus is a mechanical type, and an apparatus for controlling opening and closing by an electric signal is not known.
[0004]
[Problems to be solved by the invention]
According to the present applicant, there has been proposed a fuel supply device that electrically controls the pressure in the common rail in order to remove air and fuel vapor generated in the fuel supply system when the engine is restarted at a high temperature.
In this type of accumulator fuel supply system for an engine, the start of the engine is completed in a state where the internal pressure of the common rail has become sufficiently high after the start of the engine. Therefore, the engine is in a stable normal operation state with the common rail internal pressure sufficiently high. For this reason, if the common rail internal pressure reaches a predetermined value is defined as the time when the engine start is completed, the engine accumulator type fuel supply device starts the engine after starting the engine compared to a normal fuel supply device without a common rail. The engine will remain unstable for a relatively long time until completion. In an engine equipped with this type of accumulator fuel supply device, the period until the start is completed tends to be long, so there is a great demand for shortening the period until the engine becomes stable.
[0005]
Further, in the accumulator fuel supply apparatus having a conventional high-pressure fuel injection pump, after the start of the engine, for example, after the starter is turned on, the drive pulse for opening and closing the injector is from the intake, compression, combustion and exhaust of the engine for each cylinder. Once per cycle. Therefore, from the viewpoint of easy combustion of the air-fuel mixture in the combustion chamber, a uniform air-fuel mixture that is easy to burn in a short time is not formed. (1) Cranking period from start of engine start to first explosion Or (2) It took a long time from the first explosion to the completion of the start until the common rail internal pressure increased sufficiently, and it was not possible to avoid instability of the operating state until the engine start was completed. There were not enough ideas to avoid it.
[0006]
An object of the present invention is to provide a control method for an accumulator fuel supply device for an engine, which is designed to promptly complete an initial explosion immediately after the start of the engine.
Another object of the present invention is to provide a control method for an accumulator fuel supply device for an engine that shortens the period from the start of engine start to the completion of start, extends the life by reducing the load on the starter, and improves fuel consumption. is there.
[0007]
Another object of the present invention is to provide a control method for an accumulator fuel supply device for an engine that quickly raises the pressure in the common rail after engine startup, improves fuel injection characteristics, and improves engine startability. It is in.
[0008]
[Means for Solving the Problems]
According to the control method for an accumulator fuel supply device for an engine according to claim 1 , even when the phase of the cam at start-up cannot be calculated, the pressure in the accumulator chamber in the common rail can be effectively increased early.
[0009]
According to the control method for an accumulator fuel supply device for an engine according to claim 2, since the low pressure fuel supply pump is driven when the engine start prediction signal is input prior to the input of the engine start start signal, the engine is further started. Can be completed early.
According to the control method for an accumulator fuel supply device for an engine according to claim 3, the engine start start signal is any one of a starter on signal, a low pressure fuel supply pump on signal, and an ignition key on signal. Can be electronically controlled.
[0010]
According to the control method for an accumulator fuel supply device for an engine according to claim 4, the engine start completion signal is a common rail pressure predetermined value detection signal of a pressure sensor for detecting a pressure of the fuel supply system, an engine speed predetermined value signal Therefore, it is possible to accurately grasp the completion of the engine start and appropriately shift the normal operation thereafter .
[0011]
According to the control method for an accumulator fuel supply device for an engine according to claim 5 , the engine start can be completed earlier due to the combination of the shortening of the start-up period due to the promotion of fuel and the early rise in the pressure in the accumulator.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
A first embodiment of the present invention is shown in FIGS.
FIG. 1 is a system configuration diagram in which the fuel supply device of the present invention is applied to a gasoline engine fuel supply system. The pressure of the fuel pumped up from the fuel tank 100 by the low-pressure fuel supply pump 101 and supplied to the high-pressure fuel supply pump 104 through the filter 102 is regulated to 0.2 to 0.5 MPa by the low-pressure pressure regulator 103. . The fuel sucked into the high-pressure fuel supply pump 104 from the suction valve 104a is boosted to several MPa to several tens of MPa and sent from the delivery valve 230 to the common rail 105. The valve opening pressures of the suction valve 104a and the discharge valve 104b are set lower than the fuel supply pressure of the low pressure fuel supply pump 101.
[0013]
The high-pressure fuel pressurized and fed by the high-pressure fuel supply pump 104 and supplied to the common rail 105 is accumulated in a pressure accumulation chamber (not shown) formed in the common rail 105 and is supplied to an injector 106 disposed in each cylinder of the engine. . The pressure sensor 107 attached to the common rail 105 detects the fuel pressure in the accumulator, and sends a pressure signal to the ECU 110. Further, a high pressure regulator 10 as a pressure control valve is attached to the common rail 105.
[0014]
When the high-pressure pressure regulator 10 is opened, the fuel in the pressure accumulation chamber is discharged to the fuel tank 100, and the fuel pressure in the pressure accumulation chamber is adjusted. In addition to the pressure signal from the pressure sensor 107, the ECU 110 inputs an ignition (Ig) signal, a starter (STA) signal, and an engine speed (NE) signal from various sensors to grasp the engine operating state.
[0015]
Next, the high-pressure pressure regulator 10 will be described in detail with reference to FIG.
The high pressure regulator 10 can be mechanically opened according to the pressure difference between the inlet and the outlet, and can be forcibly opened by inputting an electric signal electromagnetically regardless of the pressure difference between the inlet and the outlet. One end of the housing 11 of the high pressure pressure regulator 10 is caulked and fixed to the valve body 12, and the other end of the housing 11 is caulked and fixed to the fixed core 21. A filter case 13 is inserted on the fuel suction side of the valve body 12, and a fuel filter 14 is accommodated in the filter case 13. The high-pressure pressure regulator 10 is attached to the common rail 105 by the male screw portion 11 a provided on the outer peripheral wall of the center portion of the housing 11 being screwed to a female screw portion (not shown) of the common rail 105.
[0016]
The needle valve 15 is accommodated in the valve body 12 so as to be reciprocally movable, and a contact portion 15 a which is one end portion of the needle valve 15 can be seated on a valve seat 12 a provided in the nozzle body 12. The fixed portion 15b which is the other end of the needle valve 15 is fixed to the movable core 22 by laser welding or the like. A spacer 16 is disposed between the nozzle body 12 and the housing 11, and the lift amount of the needle valve 15 can be adjusted by adjusting the thickness of the spacer 16.
[0017]
The fixed core 21 is fixed to the housing 11 by caulking, and a connector 40 is molded on the outer peripheral wall of the fixed core 21 including the caulking portion. The adjusting pipe 31 is caulked and fixed to the fixed core 21 by being press-fitted into the fixed core 21. The urging force of the compression coil spring 34 can be adjusted by adjusting the pushing amount of the adjusting pipe 31. The urging force of the compression coil spring 34 is set to be larger than the force that the needle valve 15 receives in the valve opening direction from the fuel supply pressure of the high-pressure fuel supply pump 104.
[0018]
The fixed core 21, the movable core 22, and the coil 35 constitute an electromagnetic drive unit. A coil 35 wound around a spool 36 is disposed on the outer periphery of the fixed core 21, and power is supplied to the coil 35 from a terminal 41 provided in the connector 40. The movable core 22 is supported by the housing 11 so as to be reciprocally movable, and is urged by a compression coil spring 34 in the valve seat seating direction of the needle valve 15.
[0019]
Next, the operation of the electromagnetic pressure regulator will be described with reference to FIGS.
When the coil 35 is energized, as shown in FIG. 3, the abutment 15 a is separated from the valve seat 12 a by the abutment of the movable core 22 against the fixed core 21, and the high pressure fuel on the common rail side passes through the fuel passage 24. It passes through the inside of the street adjusting pipe 31 and escapes to the low pressure side. As a result, the pressure inside the common rail 105 drops.
[0020]
When the coil 35 is turned off, the position of the needle valve 15 is determined according to the balance between the pressure on the common rail side, the pressure inside the adjusting pipe 31, and the bias set pressure of the compression coil spring 34. If the pressure on the common rail side is lower than the set pressure of the compression coil spring 34, the contact portion 15a of the contact portion 15 of the needle valve 15 contacts the valve seat 12a. When the pressure on the common rail side exceeds the set pressure of the compression coil spring 34, the contact portion 15a of the needle valve 15 is separated from the valve seat 12a, and as shown in FIG. It passes through the fuel passage 25 in the gap between the periphery of the core 22 and the inner wall of the housing 11 and escapes to the low pressure side. Thereby, when the common rail pressure rises excessively, the common rail pressure is held at the set pressure.
[0021]
The opening area by the lift of the valve 15 of the seat 15a of the needle valve 15 and the valve seat 12a of the nozzle body 12 changes after opening due to the common rail pressure. The sum of the channel areas of the channels 24 and 25 is set larger than the area between the seat 15a and the valve seat 12a. As a result, the needle valve 15 is lifted when the pressure in the common rail abnormally rises, so that the pressure relief increases in accordance with the lift amount.
[0022]
As shown in FIG. 5, the high-pressure fuel supply pump 104 includes a head cover 200 that is a part of the engine housing and has an upper portion of a cylinder 211 that houses a suction port 212, a solenoid valve 220 as a metering valve, and a delivery valve 230. It is fixed to. The other part of the high-pressure fuel supply pump 104 accommodated in the head cover 200 is surrounded by a cylindrical sleeve 240 and accommodated in the sleeve accommodation hole 276 of the head cover 200. The sleeve 240 is fixed to the cylinder 211 by a screw screw 260. The pump cam 111 is attached to a valve cam shaft that opens and closes an intake valve or an exhaust valve of the engine, and drives the plunger 243.
[0023]
Annular fuel reservoirs 211b and 211c are formed on the inner wall of the cylinder 211 that supports the plunger 243 so as to be reciprocally movable. The fuel reservoir 211b communicates with the suction passage 212a via the return passage 217, and the fuel reservoir 211c communicates with a return passage (not shown).
A suction passage 212 a is formed in the suction port 212, and fuel is supplied from the low pressure fuel supply pump 101. The suction passage 212a communicates with the fuel passage 213 and communicates with the fuel reservoir 211b via the return passage 217.
[0024]
The electromagnetic valve 220 is inserted vertically into the cylinder 211, and a valve body 222 having a fuel supply passage is inserted into the electromagnetic valve 220. The valve body 223 is disposed on the valve body 222 so as to be able to contact and separate from the valve seat 221. The valve body 223 is urged downward by a spring as an urging means (not shown), and is separated from the valve seat 221 when the solenoid valve is not energized, and resists the spring force when energized. Moves upward, so that it contacts the valve seat 221 and closes the solenoid valve. And this spring is set to the urging | biasing force with which the valve body 223 obstruct | occludes the valve seat 221 by the pressure rise in the fuel pressurization chamber 216 mentioned later when the plunger 243 raises. The end surface in the −Z-axis direction of the valve body 222 is in surface contact with the plate 224, the end surface in the −Z-axis direction of the plate 224 is in contact with the washer 225, and the end surface in the −Z-axis direction of the washer 225 is in surface contact with the cylinder 211. An annular fuel gallery 214 is formed on the inner wall of the cylinder 211 around the solenoid valve 220, and the fuel gallery 214 communicates with the fuel passage 213 and the fuel pressurizing chamber 216.
[0025]
The delivery valve 230 is fixed to the cylinder 211 by screw connection, and the discharge valve body 231 is urged against the valve seat 233 by a compression coil spring 232. When the pressure in the fuel pressurizing chamber 216 exceeds a predetermined pressure, the discharge valve body 231 lifts against the urging force of the compression coil spring 232, and the discharge passage 215 and the discharge port 234 communicate with each other to discharge fuel. . The delivery valve 230 is connected to the common rail 105 by a fuel pipe (not shown).
[0026]
The tappet 241 is formed in a bottomed cylindrical shape, and a bottom surface 241 a is in contact with the pump cam 111. The tappet 241 is slidably supported on the inner wall 240 b of the sleeve 240. A cylindrical oil reservoir 242 is formed between the inner wall 240b of the sleeve 240 and the outer wall of the tappet 241, and the oil passage 201 formed in the head cover 200 and the oil passage hole 240a formed in the sleeve 240 are interposed. Lubricating oil is supplied to prevent seizure with the sleeve 240 due to the reciprocating motion of the tappet 241. The tappet 241 is not locked to the pin 261 even at the bottom dead center position of the plunger 243 shown in FIG. 5, but is prevented from dropping by the pin 261 when assembled to the head cover 200.
[0027]
The plunger 243 is supported on the inner wall of the cylinder 211 forming the sliding hole 211a so as to be slidable in the axial direction. The spring seat 244 is urged in the −Z-axis direction of FIG. 5 by the compression coil spring 245 and is in contact with the inner bottom surface of the tappet 241. The head portion 243a of the plunger 243 is sandwiched between the inner bottom surface of the tappet 241 and the spring seat 244, and is urged by the spring seat 244 in the -Z-axis direction in FIG. A fuel pressurizing chamber 216 is formed by the end surface of the plunger 243 in the + Z-axis direction in FIG. 5, the inner wall of the cylinder 211, and the end surface of the electromagnetic valve 220.
[0028]
The ECU 110 controls the energization timing of the electromagnetic valve 220 so that the fuel injection pressure becomes an optimum value in accordance with the pressure signal detected by the pressure sensor 107 and the engine operating state such as the engine speed and load. Thus, the amount of fuel discharged to the common rail 105 is controlled. That is, when the plunger 243 is energized at a certain point during the movement from the bottom dead center to the top dead center, the electromagnetic valve is closed and the fuel pressurizing chamber 216 is closed. After that, the plunger 243 continues to rise, and when the delivery valve 230 reaches a predetermined pressure, the discharge valve body 231 lifts and begins to discharge fuel to the common rail 105. The fuel in the fuel pressurizing chamber 216 is discharged to the common rail 105 until the plunger 243 reaches the top dead center, and the longer the time from the start of discharging to the common rail 105 until the plunger 243 reaches the top dead center, the larger the amount of fuel. Is sent to the common rail 105. Therefore, by controlling the energization timing, the amount of fuel sent to the common rail 105 can be controlled, and the pressure in the common rail can be controlled.
[0029]
The ECU 110 detects the engine operating state such as the engine speed and the load state from the sensors 108, and outputs a control signal for controlling the fuel injection timing and the injection period to the injector 106 accordingly. Yes. Here, the sensors include, for example, an accelerator opening signal or an upshift signal of an automatic transmission. Based on such a detection signal, a request to reduce the pressure in the common rail from the engine is determined, the closing timing of the electromagnetic valve 220 of the high-pressure fuel pump 104 is controlled, and the opening / closing of the electromagnetic pressure regulator 112 is controlled. The pressure is controlled.
[0030]
Next, the high-pressure pump control and the injector control in the engine start control according to this embodiment will be described with reference to FIG.
(1) Start prediction When the start prediction signal for predicting the start of the engine is input, the low-pressure fuel supply pump 101 is turned on. This is because the low-pressure fuel supply pump 101 is quickly turned on before the engine key switch is turned on, so that the low-pressure fuel is supplied to the accumulator common rail 105 at an early stage, and the normal operation state is shifted to an early state after the starter is turned on. Because. Here, the start prediction signal is when a behavior pattern of a driver having a high probability of starting the engine is detected. For example, switching from the door closing mode of the vehicle driver's seat to the door opening mode, detection of door key insertion, and the like.
[0031]
(2) Starter motor start When the starter motor is started by turning on the engine key switch, duty control of the high-pressure fuel supply pump 104 is started. This duty control increases the common rail pressure at an early stage by the duty control of the solenoid valve 220, which is a metering valve, for the discharge amount of the high-pressure fuel supply pump 104, and is executed when the cylinder discrimination of the engine is not established. Continue until cylinder discrimination is established. Here, establishment of cylinder discrimination means that the pump discharge amount of the pump is controlled by calculating the phase of the pump cam 111 thereby controlling the metering valve. That is, when cylinder discrimination is not established, that is, when the cam phase cannot be calculated, the phase of the pump cam 111 is unknown and the discharge amount cannot be controlled. Increase pressure early. In other words, if duty control is performed to open and close the solenoid valve 220 at a minute interval regardless of the phase of the pump cam 111, the fuel pressurizing chamber can be used even when the plunger is raised by rotation of the pump cam and the solenoid valve 220 is not energized. Since the valve body 223 remains in contact with the valve seat 221 against the biasing means and remains closed by the pressure increase of 216, the inside of the fuel pressurizing chamber 216 can be raised. When the pump cam further rotates and the plunger descends, the urging force of the urging means exceeds the pressure in the fuel pressurizing chamber 216 when the solenoid valve is not energized, so the valve body 223 is separated from the valve seat 221. Therefore, the fuel is supplied from the fuel passage 213 to the fuel pressurizing chamber 216. By repeating this, the common rail internal pressure can be increased even in a state where cylinder discrimination is not established. Then, the driving force by the starter motor is transmitted to the crankshaft and cranked.
[0032]
(3) Engine cylinder discrimination Since the valve camshaft to which the pump cam is attached during rotation of the crankshaft is linked to the crankshaft, cylinder discrimination is established by inputting a crank angle signal. After the cylinder discrimination is established, the high-pressure fuel supply pump 104 shifts to pump control during normal operation. That is, the phase of the pump cam 111 is discriminated by this cylinder discrimination, whereby the energization timing control of the electromagnetic valve 220 as the metering valve, that is, the timing control of the metering valve can be easily performed. After the cylinder discrimination is established, the injector 106 continues multiple injections in this example, that is, twice in one cycle of intake, compression, combustion, and exhaust. This is because the air-fuel ratio is controlled to the rich side at the time of low-temperature start so that the ignition of the air-fuel mixture is accelerated, the initial explosion is performed early, and the start-up mode is completed.
[0033]
(4) The first explosion is completed after the cylinder discrimination is established by the rotation of the crankshaft by the first explosion starter motor of the engine. After the first explosion, combustion is also achieved in other cylinders, and the engine speed increases quickly. Until the engine speed reaches a predetermined value, that is, until the start is completed, the injector continues to perform multiple injections.
[0034]
(5) When the engine speed is reached, the engine control is switched to normal one-injection. One fuel injection period (fuel injection amount) is a period of a processing result calculated by signals such as an engine load signal and an engine rotation signal. In this embodiment, completion of engine start is detected by a predetermined rotation value of the engine speed, but in the present invention, it may be detected by a predetermined value of the common rail internal pressure.
[0035]
Next, a control method for high-pressure pump control and injector control in the engine start mode will be described.
FIG. 7 shows high-pressure pump control.
First, the engine start state is read (step 201), the starter is turned on (step 202), the duty drive of the solenoid valve 220, which is a high-pressure fuel supply pump metering valve, is started (step 203), and the discrimination of the engine cylinder can be confirmed. (Step 204).
[0036]
(1) When the discrimination of the engine cylinder is unconfirmed, when the crank angle signal is input (step 207), if the crank angle signal is less than a predetermined number (step 206), the metering of the high pressure fuel supply pump 104 The valve duty drive is continued (step 203). If the crank angle signal is not input (step 207), the starter is stopped (step 208). This is to switch off the starter when the crank angle sensor is malfunctioning. (2) After the cylinder discrimination of the engine is confirmed (step 204), the basic drive timing of the metering valve of the high-pressure fuel supply pump 104 is calculated (step 205), and the control is switched to the normal high-pressure pump timing control (step 209). ).
[0037]
On the other hand, for injector control, as shown in FIG. 8, first, the engine operating state is read (step 301), the engine cylinder discrimination is read (step 302), and the common rail pressure is read (step 303). If the common rail pressure P _c is less than the predetermined pressure P _SG (step 304), if the engine water temperature T _EW is less than the set temperature T _EWG (step 305), the engine is commanded to perform multiple injections (step 306), and the engine As long as the rotational speed N _E is less than the predetermined engine rotational speed N _ESG (step 309), multiple injections of the injector are continued. At this time, when the engine rotational speed N _E exceeds a predetermined engine speed N _SG (step 309), then switch the injector to the normal operation control (step 310).
[0038]
If the common rail pressure _Pc is equal to or higher than the set pressure _PSG (step 304), it is determined that the common rail pressure is high, and a single injection start increase command for the injector is output (step 308). This is because the engine is quickly started and the engine is shifted to a normal operating state by increasing the starting amount at the time of starting. If the engine speed N _E is accustomed to or greater than the predetermined rotational speed N _ESG, it switches the injector to the normal operation control (step 310).
[0039]
When the common rail pressure P _c is the engine coolant temperature T _EW less than the predetermined pressure P _SG is determined to be the predetermined temperature T _EWG or more (step 305), if the engine rotational speed N _E is less than the predetermined rotational speed N _SG (step 307), an injector multiple-injection command is output (step 306). If this time is determined that the engine rotational speed N _E is the predetermined rotational speed N _SG above, considered to be complete the initial explosion, of directing one jetting start increasing at the start (step 308), one of the injectors The injection start increase is commanded so that the unstable start control state is shifted to normal operation control at an early stage. When the engine speed N _E becomes equal to or higher than the predetermined speed N _ESG , switching to normal injector operation control is performed (step 310).
[0040]
As described above, according to the present embodiment, the pressure in the fuel pressurizing chamber can be increased even in a state where cylinder discrimination is not established, and the common rail internal pressure can be increased early. In addition, when the engine is started, since the number of injections of the injector 106 is pulsed multiple times per cycle, an air-fuel mixture that easily burns in an unstable state with a relatively low rotational speed is generated in the combustion chamber, and combustion is performed. Promote and shorten start-up period. In other words, the unstable driving state at the start is completed at an early stage, and the comfort of the engine operating performance and the reduction of exhaust emission are realized.
[0041]
According to this embodiment, when the engine is started, a plurality of injections by the injector 106 are executed from the beginning of the start, and the low pressure fuel supply pump pressure is started from the time when the start warning signal is input promptly, thereby completing the engine start completion early. In addition, there is an effect of reducing the starter load. Therefore, there is an effect that the power consumption mounted on the vehicle can be saved, the fuel consumption can be improved with the early completion of the start, and the life of the starter can be extended.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a fuel supply apparatus according to the present invention.
FIG. 2 is a cross-sectional view of a high-pressure pressure regulator according to an embodiment of the present invention.
FIG. 3 is a cross-sectional view of the main part when the solenoid valve of FIG. 2 is on.
4 is a cross-sectional view of the main part of the high pressure pressure regulator shown in FIG. 2 when the solenoid valve is off.
FIG. 5 is a cross-sectional view of a high-pressure fuel supply pump according to an embodiment of the present invention.
FIG. 6 is a time chart of engine start control according to an embodiment of the present invention.
FIG. 7 is a control flow of high-pressure pump control according to the embodiment of the present invention.
FIG. 8 is a control flow of injector control according to an embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 High pressure regulator 11 Housing 12 Valve body 15 Needle valve 21 Fixed core 22 Movable core 100 Fuel tank 101 Low pressure fuel supply pump 102 Filter 103 Low pressure pressure regulator 104 High pressure fuel supply pump 105 Common rail 106 Injector 107 Pressure sensor 110 ECU
112 Electromagnetic Pressure Regulator (High Pressure Pressure Regulator)
113 Mechanical pressure regulator (High pressure regulator)

Claims (5)

A high-pressure fuel supply pump that reciprocates the plunger by a cam drive to pressurize the fuel in the fuel pressurizing chamber and control the discharge amount by opening / closing timing control of a metering valve provided in the pressurizing chamber;
  A common rail having a pressure accumulating chamber for storing high-pressure fuel pumped from the high-pressure fuel supply pump;
  In an accumulator fuel supply device for an engine comprising an injector that supplies fuel accumulated in the accumulator chamber to the engine,
  For engine control, which controls the opening / closing timing of the metering valve based on the calculation of the cam phase during normal operation, and also controls the opening / closing of the metering valve when the cam phase cannot be calculated during start-up. A method for controlling an accumulator fuel supply system. Prior to input of starting the engine start signal, the control method according to claim 1 engine accumulator fuel supply apparatus, wherein the driving the low-pressure fuel supply pump at the input of the engine start prediction signal. Starting the engine start signal, a starter ON signal, the control method of the low-pressure fuel supply Ponpuon signal, engine accumulator fuel supply apparatus according to claim 1, wherein a is any one of an ignition key-on signal. Engine start completion signal, the common rail圧所value detection signal from the pressure sensor for detecting the pressure of the fuel supply system, any one of claims 1, characterized in that either the engine speed prescribed value signal 3 control method for an engine for accumulator fuel supply apparatus claim, wherein. The accumulator fuel for an engine according to any one of claims 1 to 4, wherein fuel injection of the injector is performed a plurality of times per cycle during a period from an engine start start signal input to an engine start completion signal input. Control method of supply device.

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