JP2021148081A - Fuel pump drive unit - Google Patents

Abstract

To provide a fuel pump drive unit that can use power of an internal combustion engine without waste so that a discharge flow rate of a fuel pump is secured without excess and deficiency, and can improve operation efficiency of the fuel pump.SOLUTION: The present invention resides in a fuel pump drive unit for driving a high pressure fuel pump 5, which pressurizes and discharges a fuel to a fuel injection valve 11 side, by using power of an internal combustion engine 3. The fuel pump drive unit includes a transmission 4 that is provided between a crankshaft 3a of the internal combustion engine 3 and a drive shaft 22a of the high pressure fuel pump 5, changes the power of the internal combustion engine 3 in speed and transmits the power to the drive shaft 22a. The fuel pump drive unit sets a change gear ratio (gear shift stage) of the transmission 4 so that a discharge flow rate QFPMP of the fuel discharged form the high pressure fuel pump 5 exceeds a requested flow rate QFCMD of the fuel requested by the internal combustion engine 3 (Figure 5).SELECTED DRAWING: Figure 5

Description

The present invention relates to a fuel pump drive device that drives a fuel pump that pressurizes fuel and supplies it to a fuel injection valve in an internal combustion engine.

As a drive device for a conventional fuel pump, for example, one disclosed in Patent Document 1 is known. In Patent Document 1, the fuel pump is a rotary type, is connected to a crankshaft of an internal combustion engine, and is rotationally driven by its power. Specifically, the drive device includes a crank sprocket connected to the crankshaft via a drive gear and a driven gear, and a pump drive sprocket arranged near the cam shaft and connected to the crank sprocket via a timing chain. , It has a drive shaft that is concentrically provided with the pump drive sprocket and is connected to the pump shaft of the fuel pump.

In this configuration, when the internal combustion engine is operated and the crankshaft rotates, the power is transmitted to the drive shaft via the crank sprocket, the timing chain and the pump drive sprocket, and further transmitted from the drive shaft to the pump shaft of the fuel pump. By doing so, the fuel pump is driven. With the above configuration, the fuel pump is shifted with respect to the crankshaft at a predetermined gear ratio determined according to the gear ratio between the drive gear and the driven gear and the gear ratio between the crank sprocket and the pump drive sprocket.

Japanese Unexamined Patent Publication No. 2010-255529

FIG. 9 shows general fuel flow rate characteristics according to the rotation speed (engine rotation speed) NE of the internal combustion engine. First, the required flow rate QFCMD of fuel required for an internal combustion engine (for example, a supercharged engine) increases sharply in the low speed range as the engine speed NE increases, while gradually decreases in the middle and high speed range. On the other hand, the fuel discharge flow rate QFPMP0 of the fuel pump increases sharply in the low speed range and gradually increases in the middle and high speed range as the engine speed NE increases.

From the above characteristics, the discharge flow rate QFPMP0 is very close to the required flow rate QFCMD (with a small margin) in the vicinity of the peak rotation speed NEP in the low rotation speed region corresponding to the peak of the required flow rate QFCMD. Therefore, the specifications (physique, capacity, etc.) of the fuel pump are set so that the discharge flow rate QFPMP0 surely exceeds the required flow rate QFCMD in the vicinity of the peak rotation speed NEP. However, in that case, in the middle and high speed range, the discharge flow rate QFPMP0 greatly exceeds the required flow rate QFCMD, the margin becomes excessive, the power of the internal combustion engine is wasted, and the operating efficiency of the fuel pump is lowered. ..

The present invention has been made to solve the above problems, and the power of the internal combustion engine can be utilized without waste so that the discharge flow rate of the fuel pump is ensured without excess or deficiency with respect to the required flow rate. An object of the present invention is to provide a fuel pump drive device capable of improving the operating efficiency of the fuel pump.

In order to achieve this object, the invention according to claim 1 uses a fuel pump (high-pressure fuel pump 5 in the embodiment (hereinafter, the same applies hereinafter in this section)) that pressurizes fuel and discharges it to the fuel injection valve 11 side. A fuel pump drive device that is driven by using the power of the internal combustion engine 3, which is provided between the crank shaft 3a of the internal combustion engine 3 and the drive shaft 22a of the fuel pump, and shifts and drives the power of the internal combustion engine 3. Shifting so that the transmission (transmission 4, stepless transmission 4A) transmitted to the shaft 22a and the discharge flow rate QFPMP of the fuel discharged from the fuel pump exceed the required flow rate QFCMD of the fuel required for the internal combustion engine 3. It is characterized by including a gear ratio setting means (ECU 2, FIG. 5, FIG. 8) for setting a gear ratio (shift stage, target gear ratio RTTGT) of the machine.

In this drive, the fuel pump is driven by the power of an internal combustion engine. Further, a transmission is provided between the crank shaft of the internal combustion engine and the drive shaft of the fuel pump, and the power of the internal combustion engine is transmitted to the drive shaft of the fuel pump after the transmission is changed by the transmission. According to the present invention, the gear ratio of the transmission is set so that the discharge flow rate of the fuel discharged from the fuel pump exceeds the required flow rate of the fuel required for the internal combustion engine. By setting the gear ratio in this way, the power of the internal combustion engine can be used without waste so that the discharge flow rate of the fuel pump is ensured without excess or deficiency with respect to the required flow rate, and the operating efficiency of the fuel pump can be improved. ..

The invention according to claim 2 further includes a rotation speed detecting means (crank angle sensor 41) for detecting the rotation speed NE of the internal combustion engine 3 in the driving device of the fuel pump according to the first aspect, and the gear ratio setting means The higher the detected rotation speed NE of the internal combustion engine 3, the lower the gear ratio is set to the lower speed side (step 12 in FIGS. 5 and 8).

As described with reference to FIG. 9, when the gear ratio is constant, the discharge flow rate of the fuel pump is close to the required flow rate from the internal combustion engine in the low speed range, whereas the margin for the required flow rate is small. In the middle and high speed range, there is a large margin of discharge flow rate with respect to the required flow rate. In consideration of such a relationship, according to this configuration, the higher the number of revolutions of the detected internal combustion engine, the lower the gear ratio is set. As a result, the higher the rotation speed of the internal combustion engine, that is, the larger the margin of the discharge flow rate with respect to the required flow rate, the lower the gear ratio is set. Therefore, it is possible to secure a discharge flow rate exceeding the required flow rate while reducing the power of the internal combustion engine used for driving the fuel pump and the actual discharge flow rate according to the margin, and the above-mentioned effect according to claim 1 can be improved better. Obtainable.

According to the third aspect of the present invention, in the drive device for the fuel pump according to the second aspect, the transmission is composed of a stepped transmission (transmission 4) for stepwise changing the gear ratio, and the gear ratio setting means. Sets the gear ratio to the high speed stage when the rotation speed NE of the internal combustion engine 3 is equal to or less than the predetermined rotation speed NREF, and sets the gear ratio to the low speed stage when the rotation speed NE of the internal combustion engine 3 is larger than the predetermined rotation speed NREF. It is characterized by setting (Fig. 5).

According to this configuration, when the rotation speed of the internal combustion engine is equal to or less than the predetermined rotation speed, that is, when the margin of the discharge flow rate with respect to the required flow rate is small, the speed change ratio is set to the high speed stage to rotate the drive shaft of the fuel pump. The speed can be increased, the discharge flow rate can be increased, and the margin for the required flow rate can be increased. On the other hand, when the rotation speed of the internal combustion engine is higher than the predetermined rotation speed, that is, when the margin of the discharge flow rate with respect to the required flow rate is large, the rotation speed of the drive shaft of the fuel pump can be increased by setting the gear ratio to the low speed stage. By lowering the discharge flow rate and reducing the discharge flow rate, the margin for the required flow rate can be reduced and the fuel pump can be operated with higher efficiency.

According to the invention of claim 4, in the fuel pump drive device according to claim 2, the transmission is composed of a continuously variable transmission 4A that changes the gear ratio steplessly, and the gear ratio setting means is a gear ratio. The target gear ratio RTTGT, which is the target of RT, is set steplessly according to the rotation speed NE of the internal combustion engine 3 (step 12 in FIG. 8).

According to this configuration, the transmission is composed of a continuously variable transmission, and a target gear ratio, which is a target of the gear ratio, is set steplessly according to the rotation speed of the internal combustion engine. As a result, the gear ratio of the transmission can be finely controlled so that the discharge flow rate of the fuel pump is ensured without excess or deficiency with respect to the required flow rate, and the above-mentioned effect according to claim 1 can be obtained more accurately.

It is a figure which shows schematic the whole structure of the fuel pump to which this invention was applied, and the driving device thereof. It is a figure which shows the transmission schematicly. It is a figure which shows schematicly the fuel pump. It is a block diagram which shows the control device which controls a fuel pump. It is a flowchart which shows the setting process of the shift stage of a transmission. It is a figure which shows typically the image of the discharge flow rate characteristic of the fuel pump obtained by the control process of FIG. 5 together with the comparative example. It is a figure which shows schematicly the continuously variable transmission used as a transmission in 2nd Embodiment. It is a flowchart which shows the setting process of the gear ratio by 2nd Embodiment. It is a figure which shows typically the discharge flow rate characteristic of the fuel pump by a conventional drive device.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. Reference numeral 5 in FIG. 1 is a high-pressure fuel pump, and the drive device 1 thereof includes an internal combustion engine (hereinafter referred to as “engine”) 3 as a drive source, a transmission 4 for shifting the power of the engine 3, and a transmission 4. It is provided on the connected drive shaft 22a and includes a pump drive cam 22 for driving the high-pressure fuel pump 5.

The engine 3 is, for example, a gasoline engine for a vehicle (not shown) and has a plurality of cylinders (not shown). Each cylinder is provided with a fuel injection valve 11 and a spark plug 12 (see FIG. 4), and fuel is directly injected from the fuel injection valve 11 into the combustion chamber. The fuel injection valve 11 is connected to the high-pressure fuel pump 5 via a delivery pipe (not shown), and high-pressure fuel is supplied from the high-pressure fuel pump 5. The air-fuel mixture generated in the combustion chamber is ignited by sparks from the spark plug 12 and burned to generate power for the engine 3 and output from the crankshaft 3a. The operations of the fuel injection valve 11 and the spark plug 12 are controlled by the ECU 2, which will be described later.

As shown in FIG. 2, the transmission 4 has two sets of gear trains, and is composed of a stepped transmission in which the transmission stage is set to a low speed stage or a high speed stage. The transmission 4 extends in parallel with the input shaft 6 integrally connected to the crankshaft 3a of the engine 3, the low speed stage gear 7L and the high speed stage gear 7H arranged on the input shaft 6, and the high speed stage gear 7H. It has an output shaft 8 connected to a drive shaft 22a of the high-pressure fuel pump 5, a low-speed stage gear 9L, a high-speed stage gear 9H, and a synchro clutch S arranged on the output shaft 8.

The low-speed stage gear 7L and the high-speed stage gear 7H are integrally provided on the input shaft 6, and the number of teeth of the gear 7H is larger than the number of teeth of the gear 7L. On the other hand, the low speed stage gear 9L and the high speed stage gear 9H are rotatably provided on the output shaft 8. The number of teeth of the gear 9H is smaller than the number of teeth of the gear 9L, and both gears 9L and 9H mesh with the gears 7L and 7H on the input shaft 6, respectively.

The synchro clutch S sets the shift stage to a low speed stage or a high speed stage by moving the sleeve Sa along the output shaft 8. The operation of the synchro clutch S is controlled by the ECU 2 (see FIG. 4). Specifically, when the gear is set to the low speed, the synchro clutch S is moved to the left in FIG. 2 and the low speed gear 9L is engaged with the output shaft 8. As a result, the shift stage is set to the low speed stage by the gear 9L and the low speed stage gear 7L on the input shaft 6 that meshes with the gear 9L. As a result, the power input from the engine 3 to the input shaft 6 is changed at a high gear ratio (low gear ratio) determined by the gear ratios of the gears 7L and 9L, and then is transferred to the drive shaft 22a of the high pressure fuel pump 5. Be transmitted.

On the other hand, when the shift stage is set to the high speed stage, the synchro clutch S is moved to the right in FIG. 2 and the high speed stage gear 9H is engaged with the output shaft 8. As a result, the shift stage is set to the high / low speed stage by the gear 9H and the gear 7H on the input shaft 6 that meshes with the gear 9H. As a result, the power of the engine 3 is transmitted to the drive shaft 22a after being shifted at a low gear ratio (gear ratio on the high speed side) determined by the gear ratios of the gears 7H and 9H.

The high-pressure fuel pump 5 uses the engine 3 as a drive source, pressurizes the low-pressure fuel pressurized by the low-pressure fuel pump (not shown) to a higher pressure, and supplies the fuel to the delivery pipe of the fuel injection valve 11.

As shown in FIG. 3, the high-pressure fuel pump 5 is slidably arranged in the pressurizing chamber 21, and urges the plunger 23 that engages with the pump drive cam 22 and the plunger 23 toward the pump drive cam 22. It is provided with a spring 24. As described above, the pump drive cam 22 is integrally provided on the drive shaft 22a. Since the pump drive cam 22 has two cam ridges 22b and 22b at equal intervals in the circumferential direction in the above configuration, the plunger 23 makes the inside of the pressurizing chamber 21 uniform every time the drive shaft 22a rotates once. It makes two round trips in a cycle.

Further, the high-pressure fuel pump 5 is formed with a suction port 25 and a discharge port 26 communicating with the pressurizing chamber 21. The suction port 25 is connected to the low pressure fuel pump, and the discharge port 26 is connected to the delivery pipe 16.

A check valve 27 is provided between the pressurizing chamber 21 and the discharge port 26. The check valve 27 is composed of a valve body 27a and a spring 27b that urges the valve body 27a toward the pressurizing chamber 21 side. The check valve 27 opens when the fuel pressure in the pressurizing chamber 21 becomes higher than the fuel pressure of the delivery pipe to allow the fuel to be discharged from the discharge port 26, while closing the valve in other cases. Then, the backflow of fuel to the pressurizing chamber 21 is prevented.

Further, a spill control valve 28 is provided between the pressurizing chamber 21 and the suction port 25. The spill control valve 28 is composed of a solenoid valve, has a solenoid 29, a valve body 31 at the tip thereof, a plunger 30 driven by the solenoid 29, and a spring that urges the plunger 30 toward the pressurizing chamber 21 side. It is composed of 32 and the like. The spill control valve 28 is a normally open type, and when the solenoid 29 is not excited, it is maintained in the valve open state by the urging force of the spring 32 and the suction port 25 is opened, while the solenoid 29 is excited by energization. Sometimes the valve is closed and the suction port 25 is closed.

In the high-pressure fuel pump 5 having the above configuration, the spill control valve 28 is controlled to be in the open state while the plunger 23 is being lowered by the pump drive cam 22 and the spring 24 (during retracting from the pressurizing chamber 21), thereby fueling the fuel. Is sucked into the pressurizing chamber 21 from the low pressure fuel pump side through the suction port 25. On the other hand, while the plunger 23 is rising, the spill control valve 28 is closed by energization, so that the fuel in the pressurizing chamber 21 is pressurized and the pressure rises. Then, when the pressure of the fuel in the pressurizing chamber 21 exceeds the fuel pressure of the delivery pipe, the check valve 27 opens, so that the fuel in the pressurizing chamber 21 passes through the delivery pipe 16 through the discharge port 26. Is discharged to.

Further, when the plunger 23 is raised, the spill control valve 28 is maintained in the open state halfway, and when the valve is closed thereafter, the fuel in the pressurizing chamber 21 is used until the spill control valve 28 is closed. Is returned to the fuel tank (not shown) from the open suction port 25. Further, after the spill control valve 28 is closed, the fuel is discharged when the pressure of the fuel in the pressurizing chamber 21 exceeds the fuel pressure of the delivery pipe according to the valve closing timing. The operation of the spill control valve 28 as described above is controlled by the ECU 2 (see FIG. 4).

Further, the crankshaft 3a of the engine 3 is provided with a crank angle sensor 41 (see FIG. 4). The crank angle sensor 41 outputs a CRK signal, which is a pulse signal, as the crankshaft 3a rotates. The CRK signal is generated at each predetermined crank angle (for example, 30 °). The ECU 2 calculates the engine speed (hereinafter referred to as "engine speed") NE based on the CRK signal.

Further, a detection signal representing an operation amount (hereinafter referred to as “accelerator opening”) AP of the accelerator pedal (not shown) of the vehicle is input from the accelerator opening sensor 42 to the ECU 2.

The ECU 2 is composed of a microcomputer (not shown) including a CPU, RAM, ROM, an input / output interface (none of which is shown), and the like. The ECU 2 executes engine control including fuel injection by the fuel injection valve 11 and ignition timing control by the spark plug 12 according to the control program stored in the ROM in response to the detection signals from the sensors 41 to 42 described above. In this embodiment, in particular, in order to control the discharge flow rate of fuel from the high-pressure fuel pump 5, a process of setting a shift stage of the transmission 4 is executed.

FIG. 5 shows this shift stage setting process. This process is repeatedly executed at predetermined time intervals. In this process, first, in step 1 (shown as “S1”; the same applies hereinafter), it is determined whether or not the detected engine speed NE is equal to or less than the predetermined speed NREF. The predetermined rotation speed NREF is set to a value close to, for example, the peak rotation speed NEP (rotation speed at which the required flow rate QFCMD changes from increasing to decreasing) shown in FIG.

When the answer in step 1 is YES and the engine speed NE is in the low speed range of the predetermined speed NREF or less, the speed change stage of the transmission 4 is set to the high speed stage (step 2), and this process is terminated. .. As a result of increasing the rotation speed of the drive shaft 22a by setting the speed change stage of the transmission 4 to the high speed stage in the low rotation speed region as described above, as shown in FIG. 6, the discharge flow rate QFPMP of the high pressure fuel pump 5 By increasing, it is possible to secure a margin for the required flow rate QFCMD.

On the other hand, when the answer in step 1 is NO and the engine speed NE is in the middle-high speed range larger than the predetermined speed NREF, the speed change stage of the transmission 4 is set to the low speed stage (step 3), and this process is completed. do. In this way, by setting the shift stage of the transmission 4 to the high speed stage in the middle and high speed range, the rotation speed of the drive shaft 22a becomes smaller, and as a result, as shown in FIG. 6, the discharge flow rate QFPMP of the high pressure fuel pump 5 However, by reducing the discharge flow rate QFPMP0 (dotted line) from the conventional discharge flow rate, the margin for the excessive required flow rate QFCMD can be reduced, and the high-pressure fuel pump 5 can be operated with higher efficiency.

Next, a second embodiment of the present invention will be described with reference to FIGS. 7 and 8. FIG. 7 shows a continuously variable transmission 4A used as a transmission in the second embodiment. The stepless transmission 4A is a hydraulic belt type, and is parallel to the input shaft 41 integrally connected to the crank shaft 3a of the engine 3, the drive pulley 42 provided on the input shaft 41, and the input shaft 41. The output shaft 43 extending to and connected to the drive shaft 22a, the driven pulley 44 provided on the output shaft 43, the transmission belt 45 wound between the pulleys 42 and 44, the drive pulley 42 and the driven pulley It is composed of a DR electromagnetic valve 46 and a DN electromagnetic valve 47 for changing the pulley widths of 44, respectively.

The drive pulley 42 has a movable portion 42a and a fixed portion 42b that face each other. The movable portion 42a is attached to the input shaft 41 so as to be movable and non-rotatable in the axial direction, and the fixed portion 42b is fixed to the input shaft 41. Further, the facing surfaces of the movable portion 42a and the fixed portion 42b are inclined to each other, and a V-shaped belt groove for winding the transmission belt 45 is formed. The groove width of the belt groove is changed by controlling the oil pressure supplied to the DR oil chamber 42c on the back side of the movable portion 42a by the DR solenoid valve 46.

The driven pulley 44 is configured in the same manner as the drive pulley 42. That is, the driven pulley 44 has a movable portion 44a and a fixed portion 44b that face each other. The movable portion 44a is attached to the output shaft 43 so as to be movable and non-rotatable in the axial direction, and the fixed portion 44b is fixed to the output shaft 43. Further, the facing surfaces of the movable portion 44a and the fixed portion 44b are inclined to each other, and a V-shaped belt groove for winding the transmission belt 45 is formed. The groove width of the belt groove is changed by controlling the oil pressure supplied to the DN oil chamber 44c on the back side of the movable portion 44a by the DN solenoid valve 47. The operation of the DR solenoid valve 46 and the DN solenoid valve 47 is controlled by the ECU 2.

As described above, in the continuously variable transmission 4A, the groove widths and effective diameters of the two pulleys 42 and 44 are steplessly changed by controlling the two solenoid valves 46 and 47 by the ECU 2. The gear ratio RT (= NDR / NDN), which is the ratio of the rotation speed NDR of the drive pulley 42 to the rotation speed NDN of the driven pulley 44, is set steplessly. As a result, the power input from the engine 3 to the input shaft 41 is transmitted to the drive shaft 22a after being steplessly changed at the gear ratio RT.

Next, the process of setting the gear ratio of the continuously variable transmission 4A will be described with reference to FIG. This process is repeatedly executed by the ECU 2 at predetermined time intervals. In this process, first, in step 11, the required flow rate QFCMD of the fuel required for the engine 3 is calculated. The required flow rate QFCMD is calculated by, for example, searching a predetermined map (not shown) according to the required torque TRQCMD for the engine 3 and the engine speed NE. Further, the required torque TRQCMD is calculated according to the accelerator opening degree AP and the engine speed NE.

Next, in step 12, the target gear ratio RTTGT, which is the target of the gear ratio RT of the continuously variable transmission 4A, is determined by searching a predetermined target gear ratio map according to the engine speed NE and the above-mentioned required flow rate QFCMD. Calculate and end this process. Although not shown, this target gear ratio map sets a gear ratio such that the discharge flow rate QFPMP of the high-pressure fuel pump 5 is sufficiently secured with respect to the required flow rate QFCMD according to the engine speed NE and the required flow rate QFCMD. It is obtained in advance by an experiment or the like and mapped as a target gear ratio RTTGT.

Therefore, by setting the target gear ratio RTTGT by the setting process of FIG. 8 described above and controlling the gear ratio RT of the continuously variable transmission 4A with this as the target, in the low rotation range as in the first embodiment, The margin of the discharge flow rate QFPMP of the high-pressure fuel pump 5 with respect to the required flow rate QFCMD can be secured, and this margin can be compressed in the middle and high speed regions, so that the high-pressure fuel pump 5 can be operated with higher efficiency. Further, since the gear ratio RT is controlled steplessly, the high-pressure fuel pump 5 can be controlled more finely and with high accuracy.

The present invention is not limited to the described embodiments, and can be carried out in various embodiments. For example, as the transmission, the gear type two-speed transmission 4 is used in the first embodiment, and the hydraulic belt type continuously variable transmission 4A is used in the second embodiment. The present invention is not limited to this, and any type and configuration of transmission can be used. For example, the number of gears may be increased to 3 or more with respect to the transmission 4 of the first embodiment, and an electric belt type one may be used instead of the hydraulic belt type continuously variable transmission 4A of the second embodiment. May be used.

Further, the high-pressure fuel pump 5 of the embodiment is of a type including a spill control valve 28, but the configuration thereof is arbitrary. In addition, within the scope of the gist of the present invention, the detailed configuration can be changed as appropriate.

1 High-pressure fuel pump drive device 2 ECU (gear ratio setting means)
3 engine (internal combustion engine)
3a Crankshaft 4 Transmission 4A Continuously variable transmission (transmission)
5 High-pressure fuel pump (fuel pump)
11 Fuel injection valve 22a Drive shaft (fuel pump drive shaft)
41 Crank angle sensor (rotation speed detection means)
NE engine speed (internal combustion engine speed)
NREF Predetermined rotation speed QFPMP Discharge flow rate of high-pressure fuel pump QFCMD Required flow rate RT Gear ratio RTTGT Target gear ratio

Claims (4)

A fuel pump drive that uses the power of an internal combustion engine to drive a fuel pump that pressurizes fuel and discharges it to the fuel injection valve side.
A transmission provided between the crank shaft of the internal combustion engine and the drive shaft of the fuel pump to shift the power of the internal combustion engine and transmit it to the drive shaft.
A gear ratio setting means for setting the gear ratio of the transmission so that the discharge flow rate of the fuel discharged from the fuel pump exceeds the required flow rate of the fuel required for the internal combustion engine.
A fuel pump drive that comprises. Further provided with a rotation speed detecting means for detecting the rotation speed of the internal combustion engine,
The fuel pump drive device according to claim 1, wherein the gear ratio setting means sets the gear ratio to a lower speed side as the detected rotation speed of the internal combustion engine increases. The transmission is composed of a stepped transmission that changes the gear ratio stepwise.
The gear ratio setting means sets the gear ratio to a high speed stage when the rotation speed of the internal combustion engine is equal to or less than a predetermined rotation speed, and when the rotation speed of the internal combustion engine is larger than the predetermined rotation speed, the gear ratio setting means. The fuel pump drive device according to claim 2, wherein the speed is set to a low speed stage. The transmission is composed of a continuously variable transmission that changes the gear ratio steplessly.
The fuel pump drive device according to claim 2, wherein the gear ratio setting means sets a target gear ratio, which is a target of the gear ratio, steplessly according to the rotation speed of the internal combustion engine. ..

Images