JP2010223098A - Control device of fuel pump - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce an arithmetic operation load and electric power consumption caused by the control of a fuel pump while restraining the deterioration of the responsiveness of the fuel pump for supplying fuel in a fuel tank to an engine. <P>SOLUTION: This control device of the fuel pump has an ECU 11 for generating and outputting a control signal of the fuel pump based on the operation state of the engine, and a pump controller 12 including a control part 121 for generating a motor drive signal for controlling the drive of a motor 4a of the fuel pump 4 based on the control signal inputted from the ECU 11 and an output circuit 122 for controlling current-carrying to the motor 4a of the fuel pump 4 by operating by inputting the motor drive signal. Here, the ECU 11 sets the motor drive signal according to a change degree of the operation state of the engine, and outputs the control signal of the fuel pump including the set motor drive signal to the pump controller 12. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a fuel pump that supplies fuel in a fuel tank to an engine.

  Patent Document 1 discloses a control computer that generates and outputs a pump control signal for each predetermined interruption in accordance with an engine operating state, and a motor for driving a fuel pump by inputting the pump control signal from the control computer. A fuel pump control device including a pump control circuit for controlling is described.

JP 7-317620 A

  By the way, it may be sufficient to maintain the operating state of the fuel pump as it is during a period in which the demand for fuel supply is substantially constant, for example, when the operating state of the engine is maintained within a certain range. In such a case, for example, it is considered that the generation process of the pump control signal of the fuel pump can be temporarily stopped.

  However, in the above conventional fuel pump control device, a pump control signal is generated by the control computer at every predetermined interruption, and the pump control circuit to which the pump control signal is input controls the motor for driving the fuel pump. Therefore, especially during a period when the demand for fuel supply is substantially constant, the pump control signal is generated more than necessary, resulting in an increase in computational load and power consumption.

  Such a problem is not limited to a motor for driving a fuel pump, but is common to a motor (that is, a vehicle motor) that is mounted on a vehicle together with an engine and controlled according to the operating state of the engine. It can be said that there is.

  The present invention has been made paying attention to such problems, and suppresses a decrease in response of the fuel pump that supplies the fuel in the fuel tank to the engine, while calculating load and power consumption accompanying control of the fuel pump. It aims at reducing. It is another object of the present invention to reduce calculation load and power consumption associated with motor control while suppressing a decrease in response of the motor mounted on the vehicle.

  According to one aspect of the present invention, a fuel pump control device is based on a first controller that generates and outputs a fuel pump control signal based on an operating state of the engine, and a control signal input from the first controller. A second controller that generates a motor drive signal for controlling the drive of the motor of the fuel pump and controls energization to the motor of the fuel pump by the generated motor drive signal. Here, the first controller sets the generation cycle of the motor drive signal according to the degree of change in the operating state of the engine, and the control signal of the fuel pump including the set generation cycle of the motor drive signal is set as the second controller. Output to.

  According to another aspect of the present invention, a vehicle motor control device includes: a motor controller that controls energization of a motor at a predetermined period based on an operating state of the engine; and a motor controller according to a degree of change in the operating state of the engine. And a control cycle changing unit that changes the control cycle of the motor.

  According to the fuel pump control device, since the generation period of the motor drive signal for controlling the drive of the fuel pump motor is set according to the degree of change in the engine operating state, the demand for the fuel pump, for example, hardly changes. In such a case, the calculation load and power consumption accompanying the control of the fuel pump can be reduced by increasing the generation period of the motor drive signal while considering the response of the fuel pump.

  According to the vehicle motor control device, since the motor control cycle is set according to the degree of change in the engine operating state, for example, by increasing the control cycle within a range where the responsiveness of the motor is allowed, Calculation load and power consumption accompanying motor control can be reduced.

1 is a system configuration diagram of a fuel supply device for a vehicle internal combustion engine according to an embodiment. It is a figure which shows the structure of the control apparatus of the fuel pump by embodiment. It is a flowchart of the process performed in ECU. It is a flowchart of the process performed in the control part of a pump controller. It is a figure which shows an example of the output circuit of a pump controller. It is a figure which shows an example of the control timing of a fuel pump. It is a figure for demonstrating the calculation (program) stop time in the control part of a pump controller. It is a flowchart of the other process performed in ECU. It is a flowchart of the other process performed in the control part of a pump controller. It is a figure which shows the structure of the control apparatus of the motor for vehicles.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a system configuration diagram of a fuel supply device for an internal combustion engine for a vehicle according to an embodiment. In FIG. 1, a fuel tank 1 is mounted on a vehicle together with an internal combustion engine (engine) 10 and stores fuel (gasoline or the like) supplied to the engine 10. The fuel tank 1 is provided with a fuel filler port 3 that is closed by a fuel filler cap 2, and fuel is replenished from the fuel filler port 3 by removing the fuel filler cap 2.

  In the fuel tank 1, a fuel pump 4 having a built-in motor 4a is disposed. The fuel pump 4 is fixed and held at a predetermined position in the fuel tank 1 by a bracket or the like (not shown). The fuel pump 4 sucks the fuel in the fuel tank 1 from the suction port and discharges the sucked fuel from the discharge port according to the operation of the built-in motor 4a.

  One end of a fuel supply pipe 5 is connected to the discharge port of the fuel pump 1, and the other end of the fuel supply pipe 5 is connected to a fuel gallery pipe 8. In addition, a check valve (one-way valve) 7 is provided in the middle of the fuel supply pipe 5 to prevent fuel backflow, that is, fuel flow from the fuel injection valve 9 side to the fuel pump 4. The

  The fuel gallery pipe 8 has the same number of connecting portions 8a as the number of cylinders (here, four cylinders) of the engine 10 along the extending direction, and the fuel injection valve 9 is connected to each connecting portion 8a. ing.

  The fuel injection valve 9 is a so-called electromagnetic injection valve, and when a magnetic attraction force is generated by energizing a built-in electromagnetic coil, the valve element biased in the valve closing direction by the spring moves and opens. Inject fuel. The fuel injection valve 9 is installed, for example, at each intake port of each cylinder of the engine 10 to inject and supply fuel to each cylinder.

  The fuel gallery pipe 8 and the fuel tank 1 are communicated with each other by a relief pipe 12, and an electromagnetic relief valve 13 is interposed in the middle of the relief pipe 12. The electromagnetic relief valve 13 is opened by energizing the built-in electromagnetic coil to open the relief pipe 12. When the electromagnetic coil is not energized, the electromagnetic relief valve 13 is kept closed and the relief pipe 12 is closed. To do. When the electromagnetic relief valve 13 is opened, the fuel in the fuel gallery pipe 8 is returned to the fuel tank 1 via the relief pipe 12, and the fuel pressure in the fuel gallery pipe 8 is lowered. Therefore, the fuel pressure in the fuel gallery pipe 8 can be lowered by opening the electromagnetic relief valve 13 as necessary, for example, when the fuel pressure in the fuel gallery pipe 8 increases excessively.

  An engine control unit (ECU) 11 incorporating a microcomputer inputs detection signals from various sensors that detect the operating state of the engine 10 and controls the fuel injection valve 9 and the electromagnetic relief valve 12 based on the input detection signals. At the same time, information on the control of the fuel pump 4 (hereinafter referred to as “control signal of the fuel pump 4”) is generated (calculated).

  The pump controller 12 incorporating the microcomputer is connected to the ECU 12 via a network such as a CAN (Controller Area Network). The pump controller 12 inputs a control signal for the fuel pump 4 from the ECU 11 and controls the fuel pump 4 based on the input control signal.

  In this embodiment, as a sensor for detecting the operating state of the engine 10, an airflow sensor 21 for detecting the intake air amount Qa of the engine 10, a water temperature sensor 22 for detecting the cooling water temperature TW of the engine 10, and the crankshaft of the engine 10 The crank angle sensor 23 for extracting the reference position signal REF and the unit angle signal POS from the fuel, the fuel pressure sensor 24 for detecting the fuel pressure (fuel pressure) PF in the fuel gallery pipe 8, and the temperature of the fuel (fuel temperature) in the fuel gallery pipe 8 A fuel temperature sensor 25 for detecting TF, an accelerator sensor 26 for detecting the accelerator opening APO, and the like are provided. Here, the rotational speed Ne of the engine 10 is calculated based on the detection interval (time interval) of the reference position signal REF output from the crank angle sensor 117, for example.

FIG. 2 shows the configuration of the control device for the fuel pump 4 in the present embodiment.
As shown in FIG. 2, the control device for the fuel pump 4 includes a fuel pump 4, an ECU 11, and a pump controller 12.

The fuel pump 4 has its discharge amount adjusted by controlling the energization of the built-in motor 4a.
The ECU 11 generates (calculates) a control signal for the fuel pump 4 in accordance with the operating state of the engine 10 detected by the various sensors, and outputs the generated control signal for the fuel pump 4 to the pump controller 12.

  The pump controller 12 includes a controller 121 and an output circuit 122 as shown in the figure. The controller 121 of the pump controller 12 generates (calculates) a motor drive signal (duty ratio) for controlling the drive of the motor 4a of the fuel pump 4 based on the control signal of the fuel pump 4 input from the ECU 11, The generated motor drive signal is output to the output circuit 122.

  That is, the fuel pump 4 is driven by a pump controller 12 that receives a control signal from the ECU 11. The fuel pump 4 control signal generated by the ECU 11 corresponds to a drive request (drive command) for the fuel pump 4. But there is.

FIG. 3 is a flowchart of processing executed in the ECU 11, and is executed every predetermined unit time (for example, 2 ms).
In FIG. 3, in step S1, the operating state of the engine 10 (intake air amount Qa, engine speed Ne, accelerator opening APO, fuel pressure PF, fuel temperature TF, etc.) is read.

  In step S2, a target value (target fuel pressure) TPF of the fuel pressure in the fuel gallery pipe 8 is set based on the read operating state of the engine 10. Here, the target fuel pressure TPF may be a fixed value, and in this case, this step is omitted.

In step S3, a deviation (hereinafter referred to as “fuel pressure deviation”) ΔPF = | TPF−PF | between the target fuel pressure TPF and the fuel pressure (actual fuel pressure) PF read in step S1 is calculated.
In step S4, the control period Tcp of the fuel pump 4 by the pump controller 12 is set with reference to a table as shown in the figure based on the fuel pressure deviation ΔPF calculated in step S3. Specifically, the control cycle Tcp is set to be larger as the fuel pressure deviation ΔPF is smaller. Here, the control cycle Tcp changes stepwise according to the fuel pressure deviation ΔPF, but the present invention is not limited to this. In the present embodiment, the control cycle Tcp of the fuel pump 4 is set to an integral multiple of the predetermined unit time (for example, 2 ms × n).

Then, the ECU 11 outputs a control signal for the fuel pump 4 including at least the fuel pressure deviation ΔPF and the control cycle Tcp to the pump controller 12.
FIG. 4 is a flowchart of processing executed in the control unit 121 of the pump controller 12 and is executed every predetermined unit time (for example, 2 ms) similarly to the processing executed in the ECU 11.

In FIG. 4, in step S11, a control signal for the fuel pump 4 including a fuel pressure deviation ΔPF and a control cycle Tcp is input from the ECU 11.
In step S12, the control cycle Tcp of the fuel pump 4 is read from the control signal input in step S11.

  In step S13, it is determined whether or not the control cycle Tcp has been changed. This determination is made, for example, by the control cycle read last time, that is, the control cycle Tcp (previous value) read before a predetermined unit time, and the control cycle read this time, that is, the control cycle Tcp read in step S12. (This time value) and are compared. As a result of the comparison, if both match, it is determined that the control cycle Tcp has not been changed, and the process proceeds to step S14. If both do not match, it is determined that the control cycle Tcp has been changed, and the process proceeds to step S15.

  In step S14, it is determined whether or not it is time to execute control of the fuel pump 4 based on the control cycle Tcp read in step S12. If it is time to execute control of the fuel pump 4, the process proceeds to step S15.

  As described above, in the present embodiment, the control cycle Tcp is set to an integral multiple of the predetermined unit time (for example, 2 ms × n). Therefore, for example, every time this flow is executed, the count value of a counter (not shown) is changed. It can be determined that it is time to execute control of the fuel pump 4 when the count value is n. The count value is cleared when the fuel pump 4 is controlled in step S16.

  In step S15, control of the fuel pump 4 is executed. That is, the fuel pressure deviation ΔPF is read from the control signal input in step S11, and a motor driving signal for controlling the driving of the motor 4a of the fuel pump 4 is generated (calculated) based on the fuel pressure deviation ΔPF, and this is output as an output circuit. It outputs to 122. For example, a motor drive signal can be generated (calculated) by proportional / integral / derivative control based on the fuel pressure deviation ΔPF. Further, the motor drive signal can be generated by model reference control or model reference application control.

  In this way, the pump controller 12 inputs the control signal of the fuel pump 4 from the ECU 11 every predetermined unit time, but the control unit 121 generates (calculates) a motor drive signal for each control cycle Tcp, and the generated motor The drive signal is output to the output circuit 122. The output circuit 122 operates by inputting a motor drive signal from the control unit 121, and controls energization to the motor 4a from a power source (power supply voltage Vcc) such as a battery (not shown). That is, the motor 4a is ON / OFF controlled.

  The output circuit 122 may be any circuit as long as it can control the energization to the motor 4a by the motor drive signal, and various known configurations can be used. More simply, for example, as shown in FIG. 5, the motor 4 a can be used as the collector load of the transistor 41 and the output circuit 122 can be configured to suppress the back electromotive force by the diode 42. In this case, the transistor 41 is turned ON / OFF (switched) by the motor drive signal, whereby energization from the power source (not shown) to the motor 4a is controlled.

By controlling the energization to the motor 4a in this way, the discharge amount of the fuel pump 4 (rotational speed of the motor 4a) is controlled so that the actual fuel pressure PF approaches the target fuel pressure TPF.
FIG. 6 shows an example of the control timing of the fuel pump 4 in the present embodiment. In the present embodiment, the control cycle Tcp of the fuel pump 4 is set to be larger as the fuel pressure deviation ΔPF is smaller. For this reason, for example, if the fuel pressure deviation ΔPF is relatively small and the control period Tcp of the fuel pump 4 is set to twice the predetermined unit time, a motor drive signal is generated every predetermined unit time regardless of the magnitude of the fuel pressure deviation ΔPF. In this embodiment, the number of executions (the number of generation (calculation) of motor drive signals) is halved in the control of the fuel pump 4 as compared with the conventional case where the fuel pump 4 is controlled.

  As a result, as shown in FIG. 7, the calculation stop time (program stop time) in the control unit 121 of the pump controller 12 increases, and the calculation load on the pump controller 12 (control unit 121) is reduced. Power consumption is reduced.

  In the present embodiment, the ECU 11 corresponds to a “first controller” of the present invention, and the pump controller 12 corresponds to a “second controller” of the present invention. The motor 4a of the fuel pump 4 corresponds to the “motor” of the present invention, the pump controller 12 corresponds to the “motor controller”, and the ECU 11 executes the flowchart shown in FIG. Part "is realized.

  According to the present embodiment, the ECU 11 sets the control cycle Tcp of the fuel pump 4 based on the fuel pressure deviation ΔPF, and the pump controller 12 generates (calculates) a motor drive signal for each set control cycle Tcp to generate the fuel pump. 4 motor 4a is controlled.

  Here, since the control cycle Tcp of the fuel pump 4 is set to be smaller as the fuel pressure deviation ΔPF is larger, the processing (calculation) of the pump controller 12 is suppressed while suppressing the responsiveness of the fuel pressure control (fuel pump 4) from being lowered. Load) and power consumption of the pump controller 12 (control unit 121) can be reduced.

  In the above embodiment, the ECU 11 sets the control cycle Tcp of the fuel pump 4. However, the ECU 11 sets the motor drive signal generation cycle (calculation cycle) Tm in the controller 121 of the pump controller 12. Also good. In this case, instead of FIG. 3 and FIG. 4, for example, the following processes shown in FIG. 8 and FIG. 9 are executed.

FIG. 8 is a flowchart of another process executed in the ECU 11, and is executed instead of the flowchart of FIG.
In FIG. 8, steps S21 to S23 are the same as steps S1 to S3 of FIG.

  In step S24, the generation period (calculation period) Tm of the motor drive signal by the controller 121 of the pump controller 12 is set with reference to a table as shown in the figure based on the fuel pressure deviation ΔPF calculated in step S23. Similar to the control cycle Tcp of the fuel pump 4 described above (see step S4 in FIG. 3), the motor drive signal generation cycle Tm is set to be larger as the fuel pressure deviation ΔPF is smaller. The generation period Tm of the motor drive signal is set to an integral multiple of the predetermined unit time (for example, 2 ms × n).

Then, the ECU 11 outputs a control signal for the fuel pump 4 including at least the fuel pressure deviation ΔPF and the motor drive signal generation cycle Tm to the pump controller 12.
FIG. 9 is a flowchart of another process executed in the control unit 121 of the pump controller 12, and is executed instead of the flowchart of FIG.

In FIG. 9, in step S31, a control signal for the fuel pump 4 including the fuel pressure deviation ΔPF and the generation cycle Tm is input from the ECU 11.
In step S32, the motor drive signal generation period Tm is read from the control signal input in step S31.

  In step S33, it is determined whether or not the motor drive signal generation cycle Tm has been changed. This determination is performed by, for example, comparing the previous generation cycle Tm (previously read) with a predetermined unit time and the generation cycle Tm (current value) read in step S12. As a result of comparison, if both match, the process proceeds to step S34, and if both do not match, the process proceeds to step S36.

  In step S34, it is determined whether it is the timing for generating (calculating) the motor drive signal based on the generation cycle Tm read in step S32. This determination is performed based on the count value as in step S14 of FIG. If it is the timing for generating (calculating) the motor drive signal, the process proceeds to step S35, and if it is not the timing for generating (calculating) the motor drive signal, the process proceeds to step S36.

In step S35, a motor drive signal is generated (calculated). Generation (calculation) of such a motor drive signal is performed in the same manner as in step S15 in FIG.
In step S 36, the motor drive signal is output to the output circuit 122. That is, when the motor drive signal is generated (calculated) in step S35, this new motor drive signal is output to the output circuit 122, and the motor drive signal is not generated (calculated) in this step S35. The motor drive signal that has already been generated (calculated) is output to the output circuit 122.

The output circuit 122 operates by inputting a motor drive signal, and controls energization to the motor 4a from a power source such as a battery (not shown).
Thereby, the control of the fuel pump 4 by the pump controller 12 is executed every predetermined unit time, but the motor drive signal generation (calculation) process by the control unit 121 of the pump controller 12 is set based on the fuel pressure deviation ΔPF. It is executed every generation (calculation) cycle of the motor drive signal. Even if it does in this way, similarly to the said embodiment, when fuel pressure deviation (DELTA) PF is comparatively small, the calculation load of the pump controller 12 (the control part 121) is reduced and power consumption is reduced.

  In the embodiment described above, the control cycle Tcp of the fuel pump 4 is set based on the deviation (fuel pressure deviation) ΔPF between the target fuel pressure TPF and the actual fuel pressure PF, but the present invention is not limited to this. The control cycle Tcp of the fuel pump 4 may be set using a value indicating the degree of change in the operating state of the engine 10. That is, the control cycle Tcp of the fuel pump 4 may be set to be smaller as the degree of change in the operating state of the engine 10 is larger.

  For example, a deviation (target fuel pressure deviation) ΔTPF (= TPF (current value) −TPF (previous value) between the current target fuel pressure TPF and the target fuel pressure TPF (previous value) set last time (that is, before a predetermined unit time). ), The control cycle Tcp of the fuel pump 4 may be set.

  Further, the control period Tcp of the fuel pump 4 is set based on the deviation (accelerator opening deviation) ΔAPO between the accelerator opening APO detected this time and the accelerator opening APO detected last time, or the intake air detected this time It is also possible to set the control cycle Tcp of the fuel pump 4 based on a deviation (intake air amount deviation) ΔQa between the amount Qa and the intake air amount Qa (previous value) detected last time. Further, instead of the above deviations, a ratio (for example, actual fuel pressure PF / target fuel pressure TPF) may be used as the degree of change in the operating state of the engine 10.

  Furthermore, the control cycle of the fuel pump 4 may be set by a plurality of methods, and the smallest control cycle among them may be set as the control cycle Tcp of the fuel pump 4. For example, the control cycle Tcp1 set based on the fuel pressure deviation ΔPF and the control cycle Tcp2 set based on the target fuel pressure deviation ΔTPF are compared, and the smaller one is selected (by selecting the minimum value), and finally It can be set as the control cycle Tcp (= MIN (Tcp1, Tcp2)) of the fuel pump 4. If it does in this way, the fall of the responsiveness of the fuel pump 4 can be suppressed more effectively, reducing the calculation load and power consumption in the pump controller 12.

  By the way, in the embodiment described above, the motor 4a of the fuel pump 4 is targeted. However, the present invention is not limited to this, and the present invention is mounted on the vehicle together with the engine 10 and is controlled according to the operating state of the engine 10. The present invention can also be applied to other motors (hereinafter referred to as “vehicle motors”).

  In this case, the vehicle motor control device includes an ECU 11 and a motor controller 13 as shown in FIG. The ECU 11 generates (calculates) a control signal for the motor 41 in accordance with the operating state of the engine 10 detected by the various sensors, and outputs this to the motor controller 13. Here, the control signal of the motor 41 includes at least the control cycle Tcm of the motor 41 and information necessary for the motor controller 13 to generate (calculate) the motor drive signal (for example, a deviation between the target value and the actual value). It is. Further, the control cycle Tcm of the motor 41 is set to be smaller as the degree of change in the operating state of the engine 10 is larger, for example, according to the degree of change in the operating state of the engine 10.

  The motor controller 13 includes a control unit 131 and an output circuit 132. The control unit 131 of the motor controller 13 generates (calculates) a motor drive signal (duty ratio) based on the control signal input from the ECU 11 and outputs this to the output circuit 132. The output circuit 132 operates by receiving a motor drive signal from the control unit 131 and controls energization of the motor 41 from a power source (power supply voltage Vcc) such as a battery (not shown). That is, the motor controller 131 generates (calculates) a motor drive signal for each control cycle Tcm based on information input from the ECU 11 to control the motor 41.

  Thereby, it is possible to reduce the processing (calculation load) of the motor controller 13 while suppressing the responsiveness of the motor control (motor 41) from being lowered, and to reduce the power consumption of the motor controller 13.

Here, technical ideas other than the claims that can be grasped from the embodiment and the modifications thereof will be described together with the effects thereof.
(A) The first controller sets a control cycle of the fuel pump in accordance with the degree of change in the operating state of the engine, and sends a control signal of the fuel pump including the set control cycle to the second controller. The fuel pump control device according to claim 1, wherein the control device outputs to the fuel pump.

According to (a), for example, when the supply to the fuel pump is hardly changed, the calculation load accompanying the control of the fuel pump is increased by increasing the control period of the fuel pump while considering the response of the fuel pump. Power consumption can be reduced.
(B) The fuel pump control device according to claim 1 or 2, wherein the first controller sets the generation period of the motor drive signal to be larger as the degree of change in the operating state of the engine is smaller.

According to (b), when the degree of change in the engine operating state is small, the generation frequency (calculation frequency) of the motor drive signal by the second controller is reduced to reduce the calculation load and power consumption, while When the degree of change is large, the generation frequency (calculation frequency) of the motor control signal by the second controller can be increased to suppress a decrease in the responsiveness of the fuel pump.
(C) The second controller
A motor drive signal generator for generating the motor drive signal based on a control signal of the fuel pump input from the first controller;
An output circuit that operates by inputting a motor drive signal generated by the motor drive signal control unit, and controls energization to the motor of the fuel pump;
The fuel pump control device according to any one of claims 1, 2, (A) and (B).

According to (c), since the generation cycle of the motor drive signal is changed according to the degree of change in the operating state of the engine, the processing in the motor drive signal generation unit is reduced by increasing this generation cycle, The power consumption of the motor drive signal generator can be reduced.
(D) The first controller
A first generation period setting unit that sets a generation period of the motor drive signal based on a difference between the target fuel pressure and the fuel pressure detected by the fuel pressure detection unit;
A second generation period setting unit that sets a generation period of the motor drive signal based on a difference from the previous value of the target fuel pressure;
A selection unit that selects a smaller one of the control cycle set by the first generation cycle setting unit and the control cycle set by the second generation cycle setting unit;
The control apparatus of the fuel pump of Claim 2 provided with these.

According to (d), it is possible to more effectively suppress a decrease in the responsiveness of the fuel pump while reducing the calculation load and power consumption in the second controller.
(E) The control means for a vehicle motor according to claim 3, wherein the control cycle changing unit sets the control cycle of the motor to be larger as the degree of change in the operating state of the engine is smaller.

  According to (e), when the engine operating state change degree is small, the motor control frequency is reduced to reduce control load and power consumption, while when the engine operating state change degree is large, the motor control frequency is increased. Thus, it is possible to suppress a decrease in motor responsiveness.

  DESCRIPTION OF SYMBOLS 1 ... Fuel tank, 4 ... Fuel pump, 4a ... Motor, 8 ... Fuel gallery pipe, 9 ... Fuel injection valve, 10 ... Internal combustion engine (engine), 11 ... Engine control unit (ECU), 12 ... Pump controller, 13 ... Motor controller 21 ... Air flow sensor 22 ... Water temperature sensor 24 ... Crank angle sensor 24 ... Fuel pressure sensor (fuel pressure detecting means) 25 ... Fuel temperature sensor 26 ... Accelerator sensor 121,131 ... Control unit 122 132... Output circuit

Claims (3)

A fuel pump control device for supplying fuel in a fuel tank to an engine,
A first controller that generates and outputs a control signal of the fuel pump based on an operating state of the engine;
A motor drive signal for controlling the drive of the motor of the fuel pump is generated based on the control signal input from the first controller, and the energization to the motor of the fuel pump is controlled by the generated motor drive signal. And a controller,
The first controller sets a generation cycle of the motor drive signal by the second controller in accordance with the degree of change in the operating state of the engine, and includes the set generation cycle of the motor drive signal of the fuel pump. A fuel pump control device that outputs a control signal to the second controller. Target fuel pressure setting means for setting a target fuel pressure based on the operating state of the engine;
Fuel pressure detection means for detecting fuel pressure,
2. The fuel pump control device according to claim 1, wherein the first controller sets a generation period of the motor drive signal based on a difference between the target fuel pressure and a fuel pressure detected by the fuel pressure detection unit. . A motor control device mounted on a vehicle together with an engine,
A motor controller that controls energization of the motor at a predetermined cycle based on the operating state of the engine;
A control cycle changing unit that changes the control cycle of the motor by the motor controller in accordance with the degree of change in the operating state of the engine;
A vehicle motor control apparatus comprising:

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