Fuel supply system

Abstract

The objective is to provide a fuel supply system that ensures a stable flow rate of fuel supplied to the port injection valve. [Solution] A fuel supply system comprising: first and second low-pressure fuel pumps provided in a fuel tank for pressurizing the fuel in the fuel tank; a low-pressure fuel passage for supplying the fuel pressurized by the first and second low-pressure fuel pumps to the port injection valves of an engine; a high-pressure fuel pump for further pressurizing the fuel supplied from the low-pressure fuel passage and supplying it to the in-cylinder injection valves of the engine; and a control device for controlling the first and second low-pressure fuel pumps so that the respective fuel discharge flow rates of the first and second low-pressure fuel pumps become first and second target discharge flow rates.

Description

Technical Field

[0004] ,

[0006] , ,

[0005] , ,

[0001] The present invention relates to a fuel supply system.

Background Art

[0002] There are first and second low-pressure fuel pumps provided in a fuel tank of a vehicle, which pressurize the fuel in the fuel tank and supply it to an engine (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] For example, fuel pressurized by first and second low-pressure fuel pumps is supplied to a port injection valve of an engine through a low-pressure fuel passage, and the fuel supplied from the low-pressure fuel passage is further pressurized by a high-pressure fuel pump and supplied to an in-cylinder injection valve of the engine. A fuel supply system can be considered. In such a system, when the fuel is greatly pressurized by the high-pressure fuel pump, there is a risk that the fuel is sucked from the low-pressure fuel passage into the high-pressure fuel pump, and the fuel flow rate to the port injection valve may temporarily decrease. In order to cope with the pressure increase of such a high-pressure fuel pump, it is conceivable to temporarily increase the discharge flow rate of the fuel from the first and second low-pressure fuel pumps.

[0005] In response to a temporary increase in the discharge flow rate, both the first and second low-pressure fuel pumps may be switched from only the first low-pressure fuel pump to a driven state, and when the pressure increase requirement disappears and the increase is eliminated, there is a risk that they may be switched back to a state where only the first low-pressure fuel pump is driven again. If the on / off of the second low-pressure fuel pump is frequently switched in this way, the flow rate of the fuel supplied to the port injection valve may become unstable.

[0006] Therefore, the present invention aims to provide a fuel supply system that ensures a stable flow rate of fuel supplied to a port injection valve. [Means for solving the problem]

[0007] The above objective is to provide a fuel tank comprising: first and second low-pressure fuel pumps provided in the fuel tank to pressurize the fuel in the fuel tank; a low-pressure fuel passage that supplies the fuel pressurized by the first and second low-pressure fuel pumps to the port injection valves of the engine; a high-pressure fuel pump that further pressurizes the fuel supplied from the low-pressure fuel passage and supplies it to the in-cylinder injection valves of the engine; and a control device that controls the first and second low-pressure fuel pumps so that the fuel discharge flow rates of the first and second low-pressure fuel pumps become first and second target discharge flow rates, respectively, wherein the control device controls the required fuel supply to the port injection valves. This can be achieved by a fuel supply system that includes: a drive control unit that controls the system to a first drive state in which the first low-pressure fuel pump is driven and the second low-pressure fuel pump is stopped when the requested flow rate is below a threshold, and a second drive state in which both the first and second low-pressure fuel pumps are driven when the requested flow rate is greater than the threshold; and a boosting control unit that, when there is a request for fuel boosting by the high-pressure fuel pump, increases the first target discharge flow rate in the first drive state compared to when there is no such request, and increases at least one of the first and second target discharge flow rates in the second drive state.

[0008] The control device includes a calculation unit for calculating the first and second target discharge flow rates. In the first drive state, the calculation unit calculates the first target discharge flow rate including a first feedback control amount based on the deviation between the target fuel pressure and the actual fuel pressure of the fuel supplied to the port injection valve. In the second drive state, the calculation unit calculates the second target discharge flow rate including a second feedback control amount based on the deviation, and may calculate the first target discharge flow rate by setting the first feedback control amount to a constant value independent of the deviation.

[0009] The first feedback control amount includes a first proportional term and a first integral term, and the second feedback control amount includes a second proportional term and a second integral term. The calculation unit may calculate the first feedback control amount as a constant value by fixing the first proportional term and the first integral term to their respective values ​​when the requested flow rate exceeds the threshold if the deviation has not converged when the requested flow rate exceeds the threshold, or by fixing the first integral term to its value when the requested flow rate exceeds the threshold and setting the first proportional term to zero when the deviation has converged when the requested flow rate exceeds the threshold.

[0010] The calculation unit calculates, based on the requested flow rate, a first shared flow rate which is the portion of the requested flow rate handled by the first low-pressure fuel pump and a second shared flow rate which is the portion of the requested flow rate handled by the second low-pressure fuel pump. If the requested flow rate is less than or equal to the threshold, the first shared flow rate is calculated to increase as the requested flow rate increases and the second shared flow rate is calculated to be zero. If the requested flow rate is greater than the threshold, the first shared flow rate is calculated to be a constant value and the second shared flow rate is calculated to increase as the requested flow rate increases. The first target discharge flow rate includes the first shared flow rate and the first feedback control amount, and the second target discharge flow rate may include the second shared flow rate and the second feedback control amount. [Effects of the Invention]

[0011] According to the present invention, a fuel supply system can be provided in which the flow rate of fuel supplied to the port injection valve is stable. [Brief explanation of the drawing]

[0012] [Figure 1] This is a schematic diagram of the fuel supply system. [Figure 2] This map defines the relationship between the power output required by the engine and the required fuel flow rate for the port injection valves. [Figure 3]This is a flowchart illustrating height adjustment control. [Figure 4] This flowchart illustrates the switching control from the first drive state to the second drive state. [Modes for carrying out the invention]

[0013] [Outline configuration of the fuel supply system] Figure 1 is a schematic diagram of the fuel supply system A. The fuel supply system A includes an engine 10, a fuel tank 23, a first low-pressure fuel pump 24a, a second low-pressure fuel pump 24b, a low-pressure pipe 25, a low-pressure delivery pipe 26, a high-pressure delivery pipe 36, fuel pressure sensors 28 and 38, and a high-pressure fuel pump 40, etc.

[0014] Engine 10 is a spark-ignition type four-cylinder gasoline engine equipped with in-cylinder injection valves 37 that inject fuel into each cylinder and port injection valves 27 that inject fuel into each intake port. Engine 10 is not limited to four cylinders, and may be a V-type engine or a diesel engine. Engine 10 also includes a camshaft CPS that drives intake valves or exhaust valves in conjunction with a crankshaft which is linked to a plurality of pistons.

[0015] The fuel tank 23 stores gasoline, which is the fuel. The first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b are installed inside the fuel tank 23. The first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b are pumps with the same performance, such as head, but are not limited to these. The first low-pressure fuel pump 24a pressurizes the fuel and discharges it to the low-pressure pipe 25 via a branch pipe 24ap. The second low-pressure fuel pump 24b pressurizes the fuel and discharges it to the low-pressure pipe 25 via a branch pipe 24bp. The base ends of the branch pipes 24ap and 24bp are connected to the first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b, respectively. The ends of the branch pipes 24ap and 24bp are connected to the low-pressure pipe 25. The fuel discharged into the low-pressure pipe 25 is supplied to the port injection valve 27 via a low-pressure delivery pipe 26, and also to the high-pressure fuel pump 40 via a branch pipe 25a that branches off from the low-pressure pipe 25.

[0016] The high-pressure pump 40 pressurizes the fuel supplied from the branch pipe 25a and discharges it into the high-pressure delivery pipe 36. The fuel pressurized by the high-pressure pump 40 is supplied to the in-cylinder injection valve 37 via the high-pressure delivery pipe 36.

[0017] The fuel pressure sensors 28 and 38 detect the fuel pressures in the low-pressure delivery pipe 26 and the high-pressure delivery pipe 36, respectively. The ECU 100 acquires the detection values of the fuel pressure sensors 28 and 38.

[0018] The ECU 100 includes a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and a rewritable non-volatile memory. By the CPU executing the program stored in the ROM, the boost control and the switching control described later are executed. These controls are executed by a drive control unit, a boost control unit, and a calculation unit that are functionally realized by the CPU, the ROM, the RAM, and the non-volatile memory. Details will be described later. [[ID=##]]

[0019] Also, the ECU 100 changes the in-cylinder injection rate, which is the ratio of the fuel injection amount injected from the in-cylinder injection valve 37 to the total fuel injection amount, according to the operating region of the engine 10. For example, when the operating region of the engine 10 is the low-load region, the in-cylinder injection ratio is 0%, when it is the high-load region, it is 100%, and when it is the medium-load region, it is set to an intermediate value.

[0020] The high-pressure pump 40 is provided with a cylinder 41, a plunger 42, a pressure chamber 43, a suction passage 45, a discharge passage 47, a relief passage 49, a suction valve 50, a discharge valve 60, and a relief valve 70. The plunger 42 is biased by a spring toward the cam CP side that rotates together with the camshaft CPS, and reciprocates in the cylinder 41 due to the rotation of the cam CP. The pressure chamber 43 is defined by the cylinder 4 and the plunger 42. When the plunger 42 rises, the volume of the pressure chamber 43 decreases. When the plunger 42 descends, the volume of the pressure chamber 43 increases.

[0021] The intake passage 45 communicates the branch pipe 25a branched from the low-pressure pipe 25 with the pressurizing chamber 43. A pulsation damper 44 for suppressing fuel pressure pulsation is provided in the intake passage 45. The relief passage 49 communicates the pressurizing chamber 43 with the high-pressure delivery pipe 36. The discharge passage 47 communicates the relief passage 49 on the pressurizing chamber 43 side of the discharge valve 60 with the relief passage 49 on the high-pressure delivery pipe 36 side of the discharge valve 60.

[0022] The intake valve 50 is provided on the fuel inlet side of the pressurizing chamber 43 and switches the communication state between the intake passage 45 and the pressurizing chamber 43. The intake valve 50 has a valve body 51, a coil 55 for driving the valve body 51, and a spring 53 that always biases the valve body 51 in the opening direction. When the coil 55 is energized, the valve body 51 blocks the intake passage 45 and the pressurizing chamber 43 against the biasing force of the spring 53. When the coil 55 is de-energized, the valve body 51 maintains the open state by the biasing force of the spring 53. The discharge valve 60 is provided on the discharge passage 47 and is a check valve that allows the flow of fuel from the pressurizing chamber 43 side to the high-pressure delivery pipe 36 side but restricts the reverse flow.

[0023] During the intake stroke of the high-pressure pump 40, the intake valve 50 opens and the plunger 42 descends, and fuel is filled into the pressurizing chamber 43 from the branch pipe 25a through the intake passage 45. During the pressurizing stroke, the intake valve 50 closes and the volume of the pressurizing chamber 43 decreases as the plunger 42 rises, and the fuel in the pressurizing chamber 43 is pressurized. During the discharge stroke, the discharge valve 60 opens when the force of the fuel pressure acting on the discharge valve 60 from the pressurizing chamber 43 side becomes greater than the force of the fuel pressure acting on the discharge valve 60 from the high-pressure delivery pipe 36 side and the biasing force of the spring of the discharge valve 60. Thereby, the pressurized fuel is supplied to the high-pressure delivery pipe 36.

[0024] The relief valve 70 is provided on the relief passage 49 and allows the flow of fuel from the high-pressure delivery pipe 36 side to the pressurizing chamber 43 side but restricts the reverse flow. The relief valve 70 opens when the fuel pressure in the high-pressure delivery pipe 36 rises excessively enough that abnormalities may occur in the high-pressure delivery pipe 36 or the in-cylinder injection valve 37.

[0025] [Required flow rate for port injection valves] Figure 2 is a map that defines the relationship between the requested output to the engine 10 and the requested fuel flow rate to the port injection valve 27. The ECU 100 calculates the requested flow rate according to the requested output to the engine 10 by referring to the map in Figure 2. The larger the requested output, the larger the requested flow rate. In the example in Figure 2, the rate of increase of the requested flow rate with respect to the requested output is constant. The map in Figure 2 defines the first share of the requested flow rate FFa, which is handled by the first low-pressure fuel pump 24a, and the second share of the requested flow rate FFb, which is handled by the second low-pressure fuel pump 24b. When the requested flow rate is less than or equal to the threshold Qa, the first share of the requested flow rate FFa increases as the requested flow rate increases, and the second share of the requested flow rate FFb is zero. That is, when the requested flow rate is less than or equal to the threshold Qa, only the first low-pressure fuel pump 24a is driven and the second low-pressure fuel pump 24b is controlled to stop. The state in which only the first low-pressure fuel pump 24a is driven and the second low-pressure fuel pump 24b is stopped is called the first driving state.

[0026] When the required flow rate is greater than threshold Qa and less than or equal to threshold Qb, the first allocated flow rate FFa remains constant, while the second allocated flow rate FFb increases as the required flow rate increases. For example, Qb = 2 × Qa. When the required flow rate is greater than threshold Qb and less than or equal to threshold Qc, both the first allocated flow rate FFa and the second allocated flow rate FFb increase at the same rate as the required flow rate increases. For example, Qc = 3 × Qa. The fact that the rates of increase of the first allocated flow rate FFa and the second allocated flow rate FFb are the same suppresses fuel uneven distribution and ensures a stable supply of fuel to the port injection valve 27.

[0027] As described above, when the requested flow rate is greater than the threshold Qa, both the first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b are controlled to be driven. The state in which both the first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b are driven is referred to as the second driven state. The ECU 100 switches between the first driven state and the second driven state depending on the magnitude of the requested flow rate.

[0028] The ECU 100 calculates the first target discharge flow rate Ta and the second target discharge flow rate Tb for the first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b, respectively, by referring to the map in Figure 2. The first target discharge flow rate Ta and the second target discharge flow rate Tb are expressed by the following formulas. Ta = FFA + FFA + Ca Tb = FFB + FBb + Cb The first and second allocated flow rates FFa and FFb mentioned above correspond to the feedforward (FF) terms of the first and second target discharge flow rates Ta and Tb, respectively. The correction amounts Ca and Cb are correction flow rates that take into account the operating characteristics of the first and second low-pressure fuel pumps 24a and 24b, respectively. The rotational speed of the first low-pressure fuel pump 24a is controlled so that its discharge flow rate becomes the first target discharge flow rate Ta. The rotational speed of the second low-pressure fuel pump 24b is controlled so that its discharge flow rate becomes the second target discharge flow rate Tb.

[0029] The first feedback control quantity FBa and the second feedback control quantity FBb are FB (feedback) terms calculated based on the deviation obtained by subtracting the actual fuel pressure from the target fuel pressure supplied to the port injection valve 27. The FB terms are repeatedly calculated at predetermined time intervals, for example, several msec. The actual fuel pressure is obtained based on the fuel pressure sensor 28. The target fuel pressure is calculated according to the operating state of the engine 10. The first feedback control quantity FBa includes a first proportional term and a first integral term. The second feedback control quantity FBb includes a second proportional term and a second integral term. That is, the first feedback control quantity FBa and the second feedback control quantity FBb are control quantities controlled by PI control. FBa = Previous FBa + First proportional term + First integral term FBb=Previous FBb+2nd proportional term+2nd integral term The first and second proportional terms are the values ​​obtained by multiplying the above deviation by a predetermined proportional gain, respectively. The proportional gain used in the first and second proportional terms is the same value. The first and second proportional terms are the values ​​obtained by multiplying the value obtained by integrating the above deviation over time by a predetermined integral gain, respectively. The integral gain used in the first and second integral terms is the same value. Previous FBa and previous FBb refer to the first and second feedback control variables FBa and FBb calculated in the previous session, respectively.

[0030] As will be explained in more detail later, when the required flow rate is less than or equal to the threshold Qa, Tb=0, and the first target discharge flow rate Ta is feedback-controlled by the first feedback control amount FBa, thereby controlling the system to the first drive state. When the required flow rate is greater than the threshold Qa, the first feedback control amount FBa is maintained at a constant value, thereby maintaining the first target discharge flow rate Ta at a constant value, and the second target discharge flow rate Tb is feedback-controlled by the second feedback control amount FBb, thereby controlling the system to the second drive state. In this way, when the required flow rate is greater than the threshold Qa and both the first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b are driven, interference between the feedback control of the first target discharge flow rate Ta and the feedback control of the second target discharge flow rate Tb is avoided. As a result, the flow rate of fuel supplied to the port injection valve 27 is stabilized.

[0031] [Height adjustment control] The boost control performed by the ECU 100 will now be explained. Figure 3 is a flowchart illustrating the boost control. The ECU 100 determines whether or not there is a request to boost the fuel pressure from the high-pressure fuel pump 40 (step S1). If the answer in step S1 is No, this control is terminated. A request to boost the fuel pressure from the high-pressure fuel pump 40 is a request to significantly increase the target discharge flow rate of the high-pressure fuel pump 40 so that the actual fuel pressure supplied to the in-cylinder injection valve 37 is raised to the target fuel pressure when the difference between the actual fuel pressure and the target fuel pressure is greater than or equal to a predetermined value. When the fuel boost by the high-pressure fuel pump 40 is performed, the discharge flow rate of the high-pressure fuel pump 40 temporarily increases significantly. As a result, fuel is drawn from the low-pressure pipe 25, which is in communication with the port injection valve 27, to the high-pressure fuel pump 40 via the branch pipe 25a. As a result, the actual fuel pressure supplied to the port injection valve 27 temporarily drops significantly relative to its target fuel pressure. Therefore, the ECU100 increases the first allocated flow rate FFA or the second allocated flow rate FFb as described below.

[0032] Next, the ECU 100 determines whether or not it is in the first drive state (step S2). If the answer in step S2 is Yes, i.e., it is in the first drive state, the ECU 100 increases the first assigned flow rate FFa by a predetermined flow rate (step S3). This increases the first target discharge flow rate Ta. If the answer in step S2 is No, i.e., it is in the second drive state, the ECU 100 increases the second assigned flow rate FFb by a predetermined flow rate (step S4). This increases the second target discharge flow rate Tb.

[0033] As described above, when the high-pressure fuel pump 40 requests a fuel pressure increase, the first assigned flow rate FFa or the second assigned flow rate FFb is temporarily increased by a predetermined flow rate compared to when there is no pressure increase request. This prevents the actual fuel pressure supplied to the port injection valve 27 from dropping significantly relative to its target fuel pressure. In order to ensure the discharge flow rates from the first low-pressure fuel pump 24a and the second low-pressure fuel pump 24b in response to the pressure increase request, switching from the first drive state to the second drive state is not performed. As a result, frequent switching of the second low-pressure fuel pump 24b on and off is avoided, and the flow rate of fuel supplied to the port injection valve 27 is stabilized. The fuel pressure increase request by the fuel pump 40 stops when the difference between the actual fuel pressure supplied to the in-cylinder injection valve 37 and its target fuel pressure falls below a predetermined value. When the pressure increase request stops, the pressure increase control also stops.

[0034] [Switching control] Figure 4 is a flowchart illustrating the switching control from the first drive state to the second drive state. The ECU 100 determines whether the requested flow rate has moved from below the threshold Qa to above the threshold Qa (step S11). If the answer in step S11 is No, the control is terminated. If the answer in step S11 is Yes, the ECU 100 determines whether the above-mentioned deviation when the requested flow rate exceeds the threshold Qa has converged (step S12). The deviation is the value obtained by subtracting the actual fuel pressure from the target fuel pressure supplied to the port injection valve 27, as described above. The ECU 100 considers the deviation to have converged when a predetermined time (e.g., 500 msec) has elapsed since the absolute value of the deviation fell below a predetermined value (e.g., below 10 kPa). Convergence of the deviation means, in other words, that the change in the first target discharge flow rate Ta is below a predetermined value and can be considered to be approximately constant, resulting in a stable state.

[0035] If the answer in step S12 is Yes, the ECU100 sets the first proportional term to zero and fixes the first integral term to the value of the first integral term when the required flow rate exceeds the threshold Qa to calculate the first target discharge flow rate Ta (step S13). If the deviation is deemed to have converged, the first proportional term is set to zero because it is a small value, and the first integral term is fixed. As a result, the first target discharge flow rate Ta is calculated as a constant value.

[0036] If the answer in step S12 is No, the ECU 100 fixes the first proportional term and the first integral term to the values ​​of the first proportional term and the first integral term when the required flow rate exceeds the threshold Qa, and calculates the first target discharge flow rate Ta (step S14). As a result, the first target discharge flow rate Ta is calculated as a constant value.

[0037] Next, the ECU 100 calculates the second target discharge flow rate Tb (step S15). As described above, the second target discharge flow rate Tb includes the second shared flow rate FFb calculated based on the required flow rate and the second feedback control amount FBb calculated based on the deviation. Next, the ECU 100 drives the second low-pressure fuel pump 24b (step S16). As described above, the flow rate of fuel supplied to the port injection valve 27 is stabilized by calculating the first target discharge flow rate Ta as a constant value and using the second feedback control amount FBb of the second target discharge flow rate Tb.

[0038] Although embodiments of the present invention have been described in detail above, the present invention is not limited to these specific embodiments, and various modifications and changes are possible within the scope of the gist of the present invention as described in the claims. [Explanation of symbols]

[0039] A Fuel supply system 10 Engines 24a First low-pressure fuel pump 24b Second Low-Pressure Fuel Pump 27-port injection valve 37 In-cylinder injection valve 40 High-pressure fuel pump 100 ECUs (Control Unit, Drive Control Unit, Height Adjustment Control Unit, Calculation Unit)

Claims

1. A first and second low-pressure fuel pump, provided inside the fuel tank, pressurizes the fuel inside the fuel tank. A low-pressure fuel passage that supplies fuel pressurized by the first and second low-pressure fuel pumps to the engine's port injection valves, A high-pressure fuel pump further pressurizes the fuel supplied from the low-pressure fuel passage and supplies it to the in-cylinder injection valve of the engine, The system includes a control device that controls the first and second low-pressure fuel pumps so that the fuel discharge flow rates of the first and second low-pressure fuel pumps become the first and second target discharge flow rates, respectively. The control device is A drive control unit controls the first low-pressure fuel pump to operate and the second low-pressure fuel pump to stop when the required fuel flow rate for the port injection valve is below a threshold, and controls the first low-pressure fuel pump to operate and stops when the required flow rate is greater than the threshold, to operate and stops. The system includes a pressure-boosting control unit that, when there is a request for fuel pressure boosting by the high-pressure fuel pump, increases the first target discharge flow rate in the first driving state compared to when there is no such request, and increases at least one of the first and second target discharge flow rates in the second driving state. Fuel supply system.

2. The control device includes a calculation unit that calculates the first and second target discharge flow rates, The fuel supply system according to claim 1, wherein the calculation unit calculates the first target discharge flow rate in the first driving state, including a first feedback control amount based on the deviation between the target fuel pressure and the actual fuel pressure of the fuel supplied to the port injection valve, and calculates the second target discharge flow rate in the second driving state, including a second feedback control amount based on the deviation, and calculates the first target discharge flow rate by setting the first feedback control amount to a constant value independent of the deviation.

3. The first feedback control variable includes a first proportional term and a first integral term, The second feedback control variable includes a second proportional term and a second integral term, The fuel supply system according to claim 2, wherein the calculation unit calculates the first feedback control amount as a constant value by fixing the first proportional term and the first integral term to the respective values ​​of the first proportional term and the first integral term when the requested flow rate exceeds the threshold if the deviation has not converged when the requested flow rate exceeds the threshold, and by fixing the first integral term to the value of the first integral term when the requested flow rate exceeds the threshold and setting the first proportional term to zero when the deviation has converged when the requested flow rate exceeds the threshold.

4. The calculation unit calculates, based on the requested flow rate, a first shared flow rate, which is the portion of the requested flow rate handled by the first low-pressure fuel pump, and a second shared flow rate, which is the portion of the requested flow rate handled by the second low-pressure fuel pump. If the requested flow rate is less than or equal to the threshold, the first shared flow rate is calculated to increase as the requested flow rate increases, and the second shared flow rate is calculated to be zero. If the requested flow rate is greater than the threshold, the first shared flow rate is calculated to be a constant value, and the second shared flow rate is calculated to increase as the requested flow rate increases. The first target discharge flow rate includes the first shared flow rate and the first feedback control amount. The fuel supply system according to claim 2 or 3, wherein the second target discharge flow rate includes the second shared flow rate and the second feedback control amount.

Images