Internal combustion engine control device

Abstract

To suppress fluctuation in pressure of fuel supplied to a fuel injection valve.SOLUTION: An internal combustion engine 10 comprises: a tank 20 which stores fuel; a fuel injection valve 15 which supplies fuel to a cylinder 10a; a fuel passage which connects the tank 20 and the fuel injection valve 15; and a second shut-off valve 22 which is installed in the fuel passage and opens and closes the fuel passage. A control device 100 executes fuel pressure control which repeats opening and closing drive of the second shut-off valve 22 to adjust fuel pressure downstream of the second shut-off valve 22 in a fuel flow direction in the fuel passage to predetermined pressure lower than the fuel pressure upstream of the second shut-off valve 22. The control device 100 also executes a process to set valve opening and closing timing of the second shut-off valve 22 so that a valve opening period of the second shut-off valve 22 during execution of the fuel pressure control overlaps with the valve opening period of the fuel injection valve 15.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a control device for an internal combustion engine.

Background Art

[0002] For example, the internal combustion engine described in Patent Document 1 reduces the gaseous fuel stored in the tank to a predetermined fuel pressure and supplies it to the fuel injection valve.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] As the fuel pressure control as described above, the following control can be considered. That is, a solenoid valve for opening and closing the fuel passage is provided in the fuel passage connecting the tank for storing fuel and the fuel injection valve for supplying fuel to the cylinder. Then, an allowable upper limit value and a lower limit value are set with respect to the target fuel pressure. When fuel injection is performed from the fuel injection valve while the solenoid valve is closed, fuel flows out from the fuel passage downstream of the solenoid valve, so the fuel pressure downstream of the solenoid valve decreases. When the downstream fuel pressure reaches the lower limit value, the solenoid valve is driven to open. Due to the opening drive of this solenoid valve, fuel is supplied to the fuel passage downstream of the solenoid valve, so the fuel pressure downstream of the solenoid valve rises. Then, when the downstream fuel pressure reaches the upper limit value, the solenoid valve is driven to close.

[0005] By repeatedly performing such opening and closing driving of the solenoid valve, the fuel pressure downstream of the solenoid valve, which is the pressure of the fuel supplied to the fuel injection valve, is adjusted to a predetermined pressure. However, in such fuel pressure control, since pressure fluctuations of the fuel occur in the fuel passage downstream of the solenoid valve, for example, the injection accuracy of the fuel injection valve may decrease.

Means for Solving the Problem

[0006] The control device for an internal combustion engine that solves the above problems is applied to an internal combustion engine having a tank for storing fuel, a fuel injection valve for supplying fuel to a cylinder, a fuel passage connecting the tank and the fuel injection valve, and a solenoid valve provided in the fuel passage for opening and closing the fuel passage. The control device performs fuel pressure control to adjust so that the fuel pressure downstream of the solenoid valve in the flow direction of fuel in the fuel passage becomes a predetermined pressure lower than the fuel pressure upstream of the solenoid valve by repeatedly opening and closing the solenoid valve. This control device has a processing circuit. The processing circuit executes a process of setting the opening and closing timing of the solenoid valve so that the valve opening period of the solenoid valve during the execution of the fuel pressure control overlaps with the valve opening period of the fuel injection valve.

Advantages of the Invention

[0007] This control device for an internal combustion engine can suppress pressure fluctuations of the fuel supplied to the fuel injection valve.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Mode for Carrying Out the Invention

[0009] Hereinafter, an embodiment in which a control device for an internal combustion engine is embodied will be described with reference to FIGS. 1 to 4. <Regarding the internal combustion engine> The internal combustion engine 10 shown in FIG. 1 is mounted on a vehicle and is an internal combustion engine that uses hydrogen gas, which is a gaseous fuel, as fuel.

[0010] A throttle valve 12 for adjusting the intake air amount is provided in the intake passage 11 of the internal combustion engine 10. The fuel supply device 200 provided in the internal combustion engine 10 includes a fuel injection valve 15, a tank 20, a fuel pipe 40, a first shut-off valve 21, a second shut-off valve 22, a pressure reducing valve 30, and a delivery pipe 60.

[0011] The fuel injection valve 15 supplies fuel to the cylinder 10a of the internal combustion engine 10. The tank 20 stores hydrogen gas, which is a gaseous fuel, in a compressed state at a high pressure. The fuel pipe 40 connects the tank 20 and the delivery pipe 60.

[0012] A fuel injection valve 15 is connected to the delivery pipe 60. The fuel pipe 40 and the delivery pipe 60 are fuel passages that connect the tank 20 and the fuel injection valve 15. The hydrogen gas stored in the tank 20 is supplied to the fuel injection valve 15 via the fuel pipe 40 and the delivery pipe 60.

[0013] In the fuel pipe 40, a first shut-off valve 21, a pressure reducing valve 30, and a second shut-off valve 22 are arranged in order in the direction of the fuel flow. The first shut-off valve 21 is an electromagnetic valve and is disposed near the outlet of the tank 20. When the first shut-off valve 21 is open, fuel is supplied from the tank 20 to the fuel pipe 40. When the first shut-off valve 21 is closed, the fuel supply from the tank 20 to the fuel pipe 40 is stopped.

[0014] The pressure reducing valve 30 is a mechanical pressure reducing valve, and is a valve for reducing the fuel pressure, which is the fuel pressure of the hydrogen gas stored in the tank 20 in a high pressure state, to a specified pressure (for example, about 4 MPa) and supplying it to the fuel injection valve 15.

[0015] The second shut-off valve 22 is an electromagnetic valve and is disposed near the delivery pipe 60. When the second shut-off valve 22 is open due to energization, fuel is supplied to the delivery pipe 60. When the second shut-off valve 22 is closed due to power-off, the fuel supply to the delivery pipe 60 is stopped.

[0016] The first shut-off valve 21 and the second shut-off valve 22 are closed during the stop of the operation of the internal combustion engine 10. On the other hand, the first shut-off valve 21 and the second shut-off valve 22 are basically open during the operation of the internal combustion engine 10.

[0017] The first pressure sensor 81 provided in the fuel pipe 40 between the first shut-off valve 21 and the pressure reducing valve 30 detects the first pressure P1 which is the fuel pressure in the fuel pipe 40 between the first shut-off valve 21 and the pressure reducing valve 30.

[0018] The second pressure sensor 82 provided in the fuel pipe 40 between the pressure reducing valve 30 and the second shut-off valve 22 detects the second pressure P2 which is the fuel pressure in the fuel pipe 40 between the pressure reducing valve 30 and the second shut-off valve 22.

[0019] The third pressure sensor 83 provided in the delivery pipe 60 detects the third pressure P3 which is the fuel pressure of the delivery pipe 60. The temperature sensor 84 provided in the delivery pipe 60 detects the fuel temperature THF which is the temperature of the fuel in the delivery pipe 60.

[0020] The control device 100 performs various controls such as fuel injection of the internal combustion engine 10 by controlling various controlled objects such as the throttle valve 12, the fuel injection valve 15, the first shut-off valve 21, and the second shut-off valve 22. This control device 100 includes a CPU 110 and a memory 120 composed of a ROM and a RAM, etc. The CPU 110 executes a program stored in the memory 120 to perform various controls.

[0021] The control device 100 refers to various values necessary for the control of the internal combustion engine 10. For example, the control device 100 refers to the detection values of the first pressure sensor 81, the second pressure sensor 82, the third pressure sensor 83, and the temperature sensor 84. Further, the control device 100 refers to the detection signal of the accelerator position sensor 71 that detects the accelerator operation amount ACCP which is the operation amount of the accelerator pedal 27 operated by the driver of the vehicle equipped with the internal combustion engine 10. Further, the control device 100 refers to the detection signal of the speed sensor 72 that detects the vehicle speed SP of the vehicle equipped with the internal combustion engine 10. Further, the control device 100 refers to the detection signal of the air flow meter 73 that detects the intake air amount GA of the internal combustion engine 10 and the detection signal Scr of the crank angle sensor 74 that detects the rotation angle of the crankshaft of the internal combustion engine 10.

[0022] The control device 100 calculates the engine speed NE based on the detection signal Scr of the crank angle sensor 74. Further, the control device 100 calculates the engine load factor KL based on the engine speed NE and the intake air amount GA. The engine load factor KL represents the ratio of the current cylinder intake air amount to the cylinder intake air amount when the internal combustion engine 10 is in steady operation at the current engine speed NE under the full load state. Note that the cylinder intake air amount is the amount of air flowing into each cylinder in the intake stroke.

[0023] Hydrogen gas, which is the engine fuel, has a wider range of combustible mixtures compared to gasoline and can burn even with a lean mixture. Therefore, the control device 100 adjusts the output of the internal combustion engine 10 through the following combustion control.

[0024] That is, the control device 100 calculates a required output Pe, which is a required value of the engine output of the internal combustion engine 10, based on the accelerator operation amount ACCP, etc. The control device 100 sets a required injection amount Qd based on the required output Pe. The required injection amount Qd is the target value of the fuel injected from one fuel injection valve 15 in one combustion cycle. The control device 100 calculates a required air amount GAd, which is the target value of the intake air amount required to obtain the target air-fuel ratio AFt, based on the target air-fuel ratio AFt and the required injection amount Qd. The target air-fuel ratio AFt in the present embodiment is a lean air-fuel ratio such as an air excess ratio λ = 2.5 to 3.0. Then, the control device 100 controls the fuel injection valve 15 so that an amount of fuel corresponding to the required injection amount Qd is injected. Further, the control device 100 controls the opening degree of the throttle valve 12 so that an amount of air corresponding to the required air amount GAd is introduced into the cylinder. In this way, in the internal combustion engine 10, the output is adjusted by changing the air-fuel ratio of the mixture through the adjustment of the fuel injection amount and the intake air amount.

[0025] The control device 100 sets the fuel injection start timing Tis and the fuel injection end timing Tie so that an amount of fuel corresponding to the required injection amount Qd is injected from the fuel injection valve 15. The calculation of these injection start timing Tis and injection end timing Tie is well-known. For example, the control device 100 sets the injection start timing Tis and the injection end timing Tie based on the required injection amount Qd, the engine rotational speed NE, the third pressure P3, the fuel temperature THF, and the like. Then, when the crank angle of the crankshaft reaches the injection start timing Tis, the control device 100 energizes the fuel injection valve 15 to open the fuel injection valve 15, thereby starting fuel injection. Then, when the crank angle of the crankshaft reaches the injection end timing Tie, the control device 100 stops energizing the fuel injection valve 15 to close the fuel injection valve 15, thereby ending fuel injection.

[0026] <Fuel pressure control> The control device 100 performs fuel pressure control to adjust the fuel pressure downstream of the second shut-off valve 22 in the fuel flow direction in the fuel pipe 40 to be lower than the fuel pressure upstream of the second shut-off valve 22 by repeatedly opening and closing the second shut-off valve 22, which is a solenoid valve. That is, the control device 100 performs fuel pressure control so that the third pressure P3, which is the fuel pressure in the delivery pipe 60, is lower than the second pressure P2, which is the pressure after being reduced by the pressure reducing valve 30.

[0027] Fig. 2 shows an example of fuel pressure control. Fig. 2(a) shows the change in the third pressure P3, and Fig. 2(b) shows the operating state of the second shut-off valve 22. Before time t1, the vehicle is traveling normally, and the second shut-off valve 22 is maintained in the open state. And the third pressure P3 is the same as the second pressure P2, which is the pressure after being reduced by the pressure reducing valve 30.

[0028] When an idling operation is required for the internal combustion engine 10 at time t1, the second shut-off valve 22 is closed and maintained in that state. While the second shut-off valve 22 is closed, each time fuel is injected from the fuel injection valve 15, the fuel in the delivery pipe 60 decreases, so the third pressure P3 gradually decreases. Then, at time t2, when the third pressure P3 drops to a predetermined target pressure Pt (for example, about 1 MPa), fuel pressure control that repeatedly opens and closes the second shut-off valve 22 is started. By executing this fuel pressure control, the third pressure P3 is maintained at the target pressure Pt.

[0029] At time t3, when a shift from an idling operation to a load operation corresponding to normal running of the vehicle is required for the internal combustion engine 10, the fuel pressure control is stopped and the second shut-off valve 22 is maintained in an open state. When the second shut-off valve 22 is maintained in the open state, the amount of fuel flowing into the delivery pipe 60 increases significantly compared to during the fuel pressure control, so the third pressure P3 gradually increases and finally rises to the second pressure P2.

[0030] Thus, in this embodiment, when the required injection amount Qd decreases, such as during an idling operation, fuel pressure control is performed to maintain the third pressure P3, which is the fuel pressure in the delivery pipe 60, at a low pressure. By performing this fuel pressure control, a small amount of fuel is accurately injected from the fuel injection valve 15.

[0031] <Drive Control of the Second Shut-Off Valve During Fuel Pressure Control> The control device 100 executes a process of setting the opening and closing timing of the second shut-off valve 22 so that the opening period of the second shut-off valve 22 during the execution of the fuel pressure control overlaps with the opening period of the fuel injection valve 15.

[0032] Fig. 3 shows the procedure of the process executed by the control device 100. The process shown in Fig. 3 is implemented by the CPU 110 executing a program stored in the memory 120 of the control device 100. Note that the process shown in Fig. 3 is repeatedly executed during the execution of fuel pressure control. That is, after the control device 100 is requested to perform idling operation for the internal combustion engine 10, when the third pressure P3 drops to the target pressure Pt, the process shown in Fig. 3 is started. Then, when the control device 100 is requested to shift the internal combustion engine 10 from idling operation to a load operation corresponding to normal running of the vehicle, the process is terminated. Also, hereinafter, the step numbers are represented by numbers with "S" added at the beginning.

[0033] When starting this process, the control device 100 acquires the injection start timing Tis and the required injection amount Qd of the fuel injection valve 15 (S110). Next, the control device 100 calculates the drive start timing Tds of the second shut-off valve 22 (S120). The drive start timing Tds is the timing to start energizing the second shut-off valve 22 and is a value represented by the crank angle. In the process of S120, the control device 100 calculates the timing that is earlier than the injection start timing Tis by the amount of the delay period Tdl. Then, the control device 100 substitutes the calculated timing into the drive start timing Tds. The delay period Tdl is the following value. That is, the predetermined time required from the start of energizing the second shut-off valve 22 until the second shut-off valve 22 actually opens is defined as the delay time A. The delay period Tdl is a value obtained by converting the delay time A into the crank angle based on the engine rotational speed NE at that time.

[0034] Next, the control device 100 calculates the drive time Tdt of the second shut-off valve 22 (S130). The drive time Tdt is the energization time of the second shut-off valve 22 required for the amount of fuel passing through the second shut-off valve 22 to be the same as the required injection amount Qd of the fuel injection valve 15. The control device 100 calculates the drive time Tdt based on the required injection amount Qd, the second pressure P2, the third pressure P3, the fuel temperature THF, etc.

[0035] Next, the control device 100 performs the drive of the second shut-off valve 22 (S140). In S140, when the crank angle of the crankshaft reaches the drive start time Tds, the control device 100 starts energizing the second shut-off valve 22 to open the second shut-off valve 22, thereby starting the fuel supply to the delivery pipe 60. Then, when the drive time Tdt elapses after starting the energization of the second shut-off valve 22, the control device 100 stops the energization of the second shut-off valve 22 to close the second shut-off valve 22, thereby ending the fuel supply to the delivery pipe 60.

[0036] When the process of S140 is completed, the control device 100 ends the execution of this process in the current cycle. <Operation of this embodiment> Fig. 4 shows a timing chart showing the opening and closing timings of the fuel injection valve 15 and the second shut-off valve 22. Fig. 4(a) shows the opening and closing timing of the fuel injection valve 15, and Fig. 4(b) shows the opening and closing timing of the second shut-off valve 22.

[0037] At time t11, when the fuel injection valve 15 opens, the second shut-off valve 22 also opens in synchronization with the opening of the fuel injection valve 15. Then, at time t12, the fuel injection valve 15 closes. Thereafter, when the drive time Tdt elapses and the same amount of fuel as that injected during the open period of the fuel injection valve 15 passes through the second shut-off valve 22 and is supplied to the delivery pipe 60, the second shut-off valve 22 closes.

[0038] Thus, according to this embodiment, during the period from time t11 to time t12, the valve opening period of the fuel injection valve 15 overlaps with the valve opening period of the second shut-off valve 22. Incidentally, the second shut-off valve 22 of this embodiment is a valve in which the amount of fuel passing through the second shut-off valve 22 per unit time during valve opening at the target pressure Pt is less than the injection amount per unit time of the fuel injection valve 15 during idling operation. Therefore, even if it opens simultaneously with the fuel injection valve 15, the valve closing timing of the second shut-off valve 22 implemented when the drive time Tdt has elapsed is later than that of the fuel injection valve 15. Therefore, when the injection amount per unit time of the fuel injection valve 15 and the amount of fuel passing through the second shut-off valve 22 per unit time are the same, not only the valve opening timing but also the valve closing timing of the fuel injection valve 15 and the valve closing timing of the second shut-off valve 22 can be made the same.

[0039] <Effects of this Embodiment> (1) The control device 100 executes a process of setting the opening and closing timing of the second shut-off valve 22 so that the valve opening period of the second shut-off valve 22 during fuel pressure control overlaps with the valve opening period of the fuel injection valve 15.

[0040] Therefore, in the delivery pipe 60, which is a fuel passage downstream of the second shut-off valve 22, the outflow of fuel due to fuel injection from the fuel injection valve 15 and the inflow of fuel due to the valve opening operation of the second shut-off valve 22 occur simultaneously. Therefore, the decrease in fuel pressure due to the outflow of fuel is suppressed by the increase in fuel pressure due to the inflow of fuel. Therefore, the pressure fluctuation of the fuel supplied to the fuel injection valve 15 can be suppressed.

[0041] (2) The drive time Tdt, which is the valve opening period of the second shut-off valve 22, is set so that the amount of fuel injected during the valve opening period of the fuel injection valve 15 is the same as the amount of fuel passing through the second shut-off valve 22 during the valve opening period of the second shut-off valve 22.

[0042] Therefore, in the delivery pipe 60, which is a fuel passage downstream of the second shut-off valve 22, the amount of fuel flowing out due to fuel injection from the fuel injection valve 15 is the same as the amount of fuel flowing in due to the opening operation of the second shut-off valve 22. Accordingly, compared with the case where the outflow amount and the inflow amount are different, the pressure fluctuation of the fuel supplied to the fuel injection valve 15 can be further suppressed.

[0043] (3) The drive start time Tds, which is the valve opening time of the second shut-off valve 22, is set to be synchronized with the injection start time Tis, which is the valve opening time of the fuel injection valve 15. Accordingly, when fuel injection from the fuel injection valve 15 is started, the inflow of fuel into the delivery pipe 60, which is a fuel passage downstream of the second shut-off valve 22, is started. Therefore, a decrease in the fuel pressure accompanying the start of fuel injection can be suppressed.

[0044] <Modified Example> Note that the above-described embodiment can be modified and implemented as follows. The above-described embodiment and the following modified examples can be implemented in combination with each other within a range where there is no technical contradiction.

[0045] · In the above-described embodiment, when setting the opening / closing time of the second shut-off valve 22 so that the valve opening period of the fuel injection valve 15 and the valve opening period of the second shut-off valve 22 overlap, the valve opening time of the second shut-off valve 22 is set to be synchronized with the valve opening time of the fuel injection valve 15. However, it is not essential to synchronize the valve opening time of the second shut-off valve 22 and the valve opening time of the fuel injection valve 15. For example, as shown in FIGS. 5 to 8, the opening / closing time of the second shut-off valve 22 can be appropriately changed.

[0046] As shown in FIGS. 5(a) and 5(b), the valve opening time (time t21) of the second shut-off valve 22 is set to be earlier than the valve opening time (time t22) of the fuel injection valve 15. And the valve closing time (time t23) of the second shut-off valve 22 may be set to be synchronized with the valve closing time of the fuel injection valve 15.

[0047] As shown in FIGS. 6(a) and 6(b), the valve opening timing (time t31) of the second shut-off valve 22 is set to be earlier than the valve opening timing (time t32) of the fuel injection valve 15. And the valve closing timing (time t34) of the second shut-off valve 22 may be set to be later than the valve closing timing (time t33) of the fuel injection valve 15.

[0048] As shown in FIGS. 7(a) and 7(b), the valve opening timing (time t51) of the second shut-off valve 22 is set to be earlier than the valve opening timing (time t52) of the fuel injection valve 15. And the valve closing timing (time t53) of the second shut-off valve 22 may be set to be earlier than the valve closing timing (time t54) of the fuel injection valve 15.

[0049] As shown in FIGS. 8(a) and 8(b), the valve opening timing (time t62) of the second shut-off valve 22 is set to be later than the valve opening timing (time t61) of the fuel injection valve 15. And the valve closing timing (time t64) of the second shut-off valve 22 may be set to be later than the valve closing timing (time t63) of the fuel injection valve 15.

[0050] · The drive time Tdt, which is the valve opening period of the second shut-off valve 22, is set such that the fuel amount X injected during the valve opening period of the fuel injection valve 15 is the same as the fuel amount Y passing through the second shut-off valve 22 during the valve opening period of the second shut-off valve 22. In addition, the fuel amount Y may be made more than the fuel amount X or the fuel amount Y may be made less than the fuel amount X. Also in this modified example, compared with the case where the opening and closing operation of the second shut-off valve 22 is performed so that the valve opening period of the fuel injection valve 15 and the valve opening period of the second shut-off valve 22 do not overlap, the pressure fluctuation of the fuel supplied to the fuel injection valve 15 can be suppressed.

[0051] ·Calculate a value obtained by converting the drive time Tdt into a crank angle based on the engine rotation speed NE at that time. Then, use the calculated value as the drive period Tdtcr. And calculate the crank angle after the drive period Tdtcr from the drive start time Tds as the drive end time Tde. Then, when the crank angle of the crankshaft reaches the drive end time Tde, the control device 100 may stop energizing the second shut-off valve 22 and close the second shut-off valve 22 to end the fuel supply to the delivery pipe 60.

[0052] ·The fuel of the internal combustion engine 10 was hydrogen gas as a gaseous fuel, but other gaseous fuels such as compressed natural gas may also be used. ·The fuel of the internal combustion engine 10 was a gaseous fuel, but a liquid fuel may also be used.

[0053] ·The control device 100 includes a CPU 110 and a memory 120 and executes software processing. However, this is merely an example. The control device 100 may include, for example, a dedicated hardware circuit (such as an ASIC, etc.) that processes at least a part of the software processing executed in the above embodiment. That is, the control device 100 may have any of the following configurations (a) to (c). (a) It includes a processing device that executes all of the above processing according to a program, and a program storage device such as a memory that stores the program. (b) It includes a processing device and a program storage device that execute a part of the above processing according to a program, and a dedicated hardware circuit that executes the remaining processing. (c) It includes a dedicated hardware circuit that executes all of the above processing. Here, there may be a plurality of software circuits including a processing device and a program storage device, and dedicated hardware circuits. That is, the above processing may be executed by a processing circuit including at least one of one or more software circuits and one or more dedicated hardware circuits. The program storage device, that is, the computer-readable medium, includes any available medium that can be accessed by a general-purpose or dedicated computer.

Explanation of Reference Numerals

[0054] 10…Internal combustion engine 10a…Cylinder 11…Intake passage 12…Throttle valve 12…Throttle valve passage 15…Fuel injection valve 20…Tank 21…First shut-off valve 22…Second shut-off valve 27…Accelerator pedal 30…Pressure reducing valve 40…Fuel pipe 60…Delivery pipe 71…Accelerator position sensor 72…Speed sensor 73…Air flow meter 74…Crank angle sensor 81…First pressure sensor 82…Second pressure sensor 83…Third pressure sensor 84…Temperature sensor 100…Control device 110…CPU 120…Memory 200…Fuel supply device

Claims

1. Applied to an internal combustion engine having a fuel tank for storing fuel, a fuel injection valve for supplying fuel to a cylinder, a fuel passage connecting the tank and the fuel injection valve, and a solenoid valve provided in the fuel passage for opening and closing the fuel passage, a control device that performs fuel pressure control to adjust so that the fuel pressure downstream of the solenoid valve in the flow direction of fuel in the fuel passage becomes a predetermined pressure lower than the fuel pressure upstream of the solenoid valve by repeatedly opening and closing the solenoid valve, having a processing circuit, wherein the processing circuit executes a process of setting the opening and closing timing of the solenoid valve so that the valve opening period of the solenoid valve during execution of the fuel pressure control overlaps with the valve opening period of the fuel injection valve A control device for an internal combustion engine.

2. The valve opening period of the solenoid valve is set so that the amount of fuel injected during the valve opening period of the fuel injection valve is the same as the amount of fuel passing through the solenoid valve during the valve opening period of the solenoid valve The control device for an internal combustion engine according to claim 1.

3. The valve opening timing of the solenoid valve is set to be synchronized with the valve opening timing of the fuel injection valve The control device for an internal combustion engine according to claim 1.

4. The valve closing timing of the solenoid valve is set to be synchronized with the valve closing timing of the fuel injection valve The control device for an internal combustion engine according to claim 1.

5. The fuel passage has a pressure reducing valve, The solenoid valve is provided downstream of the pressure reducing valve in the flow direction of fuel in the fuel passage The control device for an internal combustion engine according to claim 1.

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