JP2017053247A - Control device of electromagnetic valve of high-pressure fuel pump and control method of electromagnetic valve of high-pressure fuel pump - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an electromagnetic valve of a high-pressure fuel pump which can make compatible both the reduction of an operation sound at a valve-closing operation of the electromagnetic valve of the high-pressure fuel pump, and the suppression of the insufficiency of a valve-closing operation of a suction valve.SOLUTION: A control device of an electromagnetic valve of a high-pressure fuel pump comprises: a first current part which controls a drive current to a first current I1 which can move an armature 61 to a direction of a stopper 64 in a state that a suction valve 62 is fully opened; a second current part which controls the drive current to a second current I2 which is smaller than the first current I1 after the supply of the first current I1; a third current part which controls the drive current to a third current I3 which is smaller than the second current after the lapse of a prescribed time after the supply of the second current I2; a determination part which determines whether or not a valve-closing operation of the suction valve 62 is insufficient; and a current control part which raises only the second current I2 when it is determined that the valve-closing operation is insufficient.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a solenoid valve that adjusts the discharge amount of a high-pressure fuel pump, and a control method therefor.

  Conventionally, when the solenoid valve that adjusts the discharge amount of the high-pressure fuel pump is closed, in order to reduce the operating noise caused by the collision between the armature and the stopper included in the solenoid valve, the energization current to the solenoid valve is reduced, A technique for reducing the movement speed of the armature when the valve closing position is reached has been proposed. For example, in the method described in Patent Document 1, the duty ratio of the current supplied to the magnetic coil (solenoid) of the electromagnetic operating device that operates the armature is adjusted, and the amount control valve that adjusts the amount of fuel flowing into and out of the pressurizing chamber ( The operation noise is reduced by using a duty ratio that can finally close the intake valve.

Japanese Patent No. 5254461

  In the method of reducing the armature moving speed as described above, the closing operation of the intake valve included in the solenoid valve is affected by the decrease in the current due to the deterioration of the solenoid drive circuit or the increase in the kinematic viscosity of the fuel. May be insufficient. On the other hand, when the current energized to the solenoid is increased as a whole, the collision speed of the armature against the stopper is increased, and the operation noise may not be reduced.

  In view of the above circumstances, the present invention provides a control device for an electromagnetic valve of a high-pressure fuel pump that can achieve both a reduction in operating noise during closing operation of an electromagnetic valve of a high-pressure fuel pump and suppression of insufficient closing operation of an intake valve. The main purpose is to provide

  The present invention is a control device for controlling a solenoid valve for adjusting a discharge amount of a high-pressure fuel pump that discharges high-pressure fuel, the solenoid valve comprising a fuel intake passage and a pressurizing chamber of the high-pressure fuel pump, A suction valve that shuts off and communicates from the inside of the pressurizing chamber, an armature formed of a member different from the suction valve, a first spring that biases the armature in a direction to open the suction valve, and a solenoid; An electromagnetic solenoid device that generates an electromagnetic force that acts on the armature in a direction opposite to the urging force of the first spring according to the drive current, and a drive circuit that supplies a drive current to the solenoid; A stopper that restricts movement of the armature in contact with the armature that is moved in the direction opposite to the biasing force of the first spring, and the suction valve is closed with a biasing force that is smaller than the biasing force of the first spring. And a second spring that biases the suction valve in a direction, and includes a reduction unit that performs an operation noise reduction control that reduces an operation noise of the electromagnetic valve in an idle state of the internal combustion engine, and the reduction unit includes: A first current section that controls the drive current to a first current that can move the armature in the direction of the stopper when the suction valve is fully open; and after the supply of the first current, the drive current A second current unit that controls the second current smaller than the first current, and a third current smaller than the second current after a predetermined time has elapsed after the second current is supplied. A third current unit to be controlled, a determination unit that determines whether or not the closing operation of the suction valve is insufficient, and when the determination unit determines that the valve closing operation is insufficient, The one current, the second current, and the third current Comprising a current control unit for out increasing only the second current, the.

  According to the present invention, the suction valve blocks and communicates the fuel suction passage and the pressurization chamber of the high-pressure fuel pump from the inside of the pressurization chamber. The suction valve is closed and the fuel in the pressurizing chamber is pressurized, so that the fuel is discharged from the high-pressure fuel pump. A biasing force of the first spring acts in an opening direction of the suction valve on an armature formed of a member different from the suction valve, and an electromagnetic force of a solenoid acts in a direction opposite to the biasing force of the first spring. In addition, the biasing force of the second spring that is smaller than the biasing force of the first spring acts on the suction valve in the direction of closing the suction valve.

  By setting the solenoid drive current to the first current or the second current that can move the armature in the direction of the stopper when the suction valve is fully open, the armature and the suction valve are attached to the first spring. Starts moving in the direction of the stopper against the force. The second current is supplied after the first current is supplied and is controlled to be smaller than the first current. Since the armature is moved in the direction of the stopper by the first current and the second current, the armature can be moved in the direction of the stopper with an electromagnetic force smaller than before, and can be maintained at the position of the stopper. Therefore, when a predetermined time has elapsed after the supply of the second current, the drive current is controlled to a third current that is smaller than the second current. Thereby, the speed which moves to the position of an armature and a stopper is reduced, and the operation sound accompanying the collision with an armature and a stopper is reduced. The intake valve closes earlier than the armature because the lift amount is smaller than that of the armature, and the pressure of the fuel in the pressurizing chamber increases.

  Here, if the first current or the second current is insufficient, and the suction valve does not move to a state close to the closed state when switching from the second current to the third current, The valve may not close. Therefore, it is determined whether or not the closing operation of the intake valve is insufficient, and when it is determined that the closing operation is insufficient, all of the first current, the second current, and the third current are increased. Instead, only the second current is raised. Thereby, even when the closing operation of the intake valve is insufficient, the intake valve can be closed, and only the second current is raised. Can be reduced. Therefore, it is possible to achieve both the reduction of the operation sound during the closing operation of the solenoid valve of the high-pressure fuel pump and the suppression of the insufficient closing operation of the intake valve.

The schematic diagram which shows the structure of a fuel supply system. The figure which shows the operation | movement aspect of a high pressure fuel pump. The schematic diagram which shows the structure of the solenoid valve of a high pressure fuel pump. FIG. 6 is a time chart showing (a) drive current, (b) armature lift amount, (c) intake valve lift amount, and (d) vibration of operation sound during operation noise reduction control. 6 is a time chart showing (a) drive current, (b) armature lift amount, (c) intake valve lift amount, and (d) vibration of operating sound during normal energization control. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 1st Embodiment. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 2nd Embodiment. The figure which shows the map of the correction value of the 2nd electric current with respect to fuel temperature. The figure which shows the map of the correction value of the 2nd electric current with respect to fuel temperature and a power supply voltage. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 3rd Embodiment. The figure which shows the map of the correction value of the 2nd electric current with respect to fuel temperature. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 4th Embodiment. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 4th Embodiment. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 5th Embodiment. The figure which shows the process sequence which implements the operation sound reduction control which concerns on 5th Embodiment.

  Hereinafter, each embodiment which embodied the control apparatus of the solenoid valve of a high pressure fuel pump is described, referring to drawings. The fuel supply system to which the high-pressure fuel pump according to each embodiment is applied assumes a common rail fuel supply system for a four-cylinder diesel engine. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings, and the description of the same reference numerals is used.

(First embodiment)
First, the configuration of the fuel supply system according to the present embodiment will be described with reference to FIG. The fuel supply system according to the present embodiment includes a fuel tank 33, a feed pump 32, a high-pressure fuel pump 30, a common rail 20, a fuel injection valve 10 mounted on each cylinder of the engine 40, various sensors, and an ECU 50. The various sensors are a fuel temperature sensor 31, a current sensor 35, and a voltage sensor 36 installed in the high-pressure fuel pump 30, a fuel pressure sensor 21 installed in the common rail 20, and various vehicle sensors 41 such as a vehicle speed sensor. .

  The feed pump 32 draws fuel from the fuel tank 33 and supplies it to the high-pressure fuel pump 30. As shown in FIG. 2, the high-pressure fuel pump 30 includes a solenoid valve 30C (details will be described later), a plunger 30A, a pressurizing chamber 30B, a check valve 30D, an eccentric cam 30E, and a suction passage 30F, and pressurizes fuel. Pressure is supplied in the chamber 30 </ b> B and supplied to the common rail 20. The solenoid valve 30C is controlled and operated by the ECU 50. The plunger 30A is reciprocally driven in conjunction with an eccentric cam 30E that is rotated by a camshaft or the like of the engine 40 (internal combustion engine). The check valve 30D is a valve that communicates or blocks the pressurizing chamber 30B and the common rail 20. The fuel temperature sensor 31 detects the temperature of the fuel in the pressurizing chamber 30B.

  As shown in FIG. 2, the plunger 30 </ b> A moves from the top dead center (top) to the bottom dead center (bottom) with the solenoid valve 30 </ b> C (specifically, the suction valve included in the solenoid valve 30 </ b> C) opened. At that time, the volume of the pressurizing chamber 30B expands. Accordingly, the fuel sent from the feed pump 32 is sucked into the pressurizing chamber 30B through the suction passage 30F (suction period).

  Thereafter, when the plunger 30A moves from the bottom dead center toward the top dead center, if the electromagnetic valve 30C is held open, the fuel sucked into the pressurizing chamber 30B is taken from the electromagnetic valve 30C side. The fuel flows back to the fuel tank 33 through the suction passage 30F (pre-stroke period).

  Then, when the solenoid valve 30C is controlled to be closed, pressurization of the fuel in the pressurizing chamber 30B is started after the solenoid valve 30C is closed. When the pressure in the pressurizing chamber 30B exceeds the pressure in the common rail 20 due to the pressurization of the fuel, the check valve 30D is opened, and the fuel in the pressurizing chamber 30B is supplied to the common rail 20 from the check valve 30D side. (Fuel discharge period).

  Therefore, the amount of fuel supplied from the high-pressure fuel pump 30 to the common rail 20 can be controlled by controlling the operation of the electromagnetic valve 30C. That is, if the electromagnetic valve 30C is closed early, the amount of fuel discharged to the common rail 20 can be increased. Conversely, if the electromagnetic valve 30C is closed late, the amount of fuel discharged to the common rail 20 can be reduced.

  The common rail 20 accumulates and holds the fuel supplied from the high-pressure fuel pump 30. When the pressure reducing valve 23 provided in the common rail 20 is opened, the fuel in the common rail 20 is discharged to the fuel tank 33 through the discharge pipe 34 to reduce the injection pressure Pc in the common rail 20. Further, a fuel pressure sensor 21 that detects an injection pressure Pc (actual pressure) in the common rail 20 is installed on the common rail 20.

  The fuel injection valves 10 are connected to the common rail 20 in parallel to each other, and inject and supply fuel accumulated in the common rail 20 into each cylinder. The fuel injection valve 10 is a known electromagnetically driven or piezoelectrically driven valve that controls the valve opening period by controlling the fuel pressure in the control chamber that applies pressure to the nozzle needle in the valve closing direction. The longer the valve opening period of the fuel injection valve 10, the greater the amount of injection that is injected.

  The vehicle sensors 41 are an accelerator sensor that detects the amount of accelerator depression, a vehicle speed sensor that detects the speed of the vehicle, a crank angle sensor that detects the crank angle of the crankshaft of the engine 40, and the like. The rotational speed of the engine 40 is calculated from the crank angle detected by the crank angle sensor.

  Next, the configuration of the electromagnetic valve 30C will be described with reference to FIG. The solenoid valve 30C has the same configuration as a known solenoid valve, and includes an armature 61, a suction valve 62, a stopper 64, a first spring 63, a second spring 65, a solenoid 66, a drive circuit 67 for driving the solenoid 66, and a stopper 68. including.

  The suction valve 62 is a valve that blocks and communicates the pressurizing chamber 30B and the suction passage 30F of the high-pressure fuel pump 30 from the inside of the pressurizing chamber 30B. The armature 61 is a magnetic armature formed of a member different from the suction valve 62 and moves by the action of electromagnetic force.

  The first spring 63 is disposed so as to abut on the armature 61 and biases the armature 61 in a direction to open the suction valve 62. That is, the first spring 63 biases the movement of the armature 61 in a direction approaching the pressurizing chamber 30B. The second spring 65 biases the suction valve 62 in a direction to close the suction valve 62 with a biasing force smaller than the biasing force of the first spring. That is, the second spring 65 urges the suction valve 62 in a direction to pull out the suction valve 62 from the pressurizing chamber 30B. The movement of the suction valve 62 in the direction of pulling out from the pressurizing chamber 30B is restricted by the suction valve 62 coming into contact with the inner wall of the pressurizing chamber 30B (the inner wall of the cylinder head).

  The solenoid 66 and the drive circuit 67 are included in an electromagnetic solenoid device. The drive circuit 67 supplies a drive current to the solenoid 66. The solenoid 66 is formed by winding a coil around a magnetic fixed core. A magnetic gap is formed between the fixed core of the solenoid 66 and the tip surface of the armature 61. In accordance with the drive current supplied to the solenoid 66, a magnetic attractive force is generated in the magnetic gap and acts on the armature 61 in the direction opposite to the biasing force of the first spring 63. That is, the solenoid 66 generates an electromagnetic force that acts on the armature 61 in a direction away from the pressurizing chamber 30B. The drive circuit 67 includes a power supply Ed, a current sensor 35 that detects a drive current of the solenoid 66, a voltage sensor 36 that detects a power supply voltage of the power supply Ed, a capacitor Cd, and switches SW1 to SW3. The ECU 50 to be described later operates the switches SW1 to SW3 and the like as appropriate to change the magnitude of the drive current supplied to the solenoid 66.

  The stopper 64 abuts on the armature 61 that moves in the direction opposite to the urging force of the first spring 63 and restricts the movement of the armature 61. That is, the stopper 64 restricts the movement of the armature 61 in the direction away from the pressurizing chamber 30B. The stopper 68 abuts on the suction valve 62 that moves in the opening direction and restricts the movement of the suction valve 62.

  The ECU 50 is mainly configured by a microcomputer including a CPU, ROM, RAM, I / O, a storage device, and the like, and the CPU executes various programs stored in the ROM, whereby a feedback unit and various types described later. Realize the function.

  The feedback unit sets the target fuel pressure Pct of the common rail 20 according to the operating state of the engine 40, and feedback controls the actual fuel pressure in the common rail 20 detected by the fuel pressure sensor 21 to the target fuel pressure Pct. The actual fuel pressure in the common rail 20 is the fuel injection fuel pressure Pc. Specifically, the feedback control unit calculates a feedback integral term (F / B integral term) based on the difference between the target fuel pressure Pct and the injected fuel pressure Pc, and the intake valve 62 is calculated from the target fuel pressure Pct and the F / B integral term. The opening / closing timing and the like are calculated.

  The ECU 50 controls the fuel pressure in the common rail 20 to the target fuel pressure Pct by controlling the opening / closing of the intake valve 62 according to the calculated opening / closing timing. The ECU 50 controls the opening and closing of the intake valve 62 by controlling the drive current of the solenoid 66. 5A shows the drive current, FIG. 5B shows the lift amount of the armature 61, FIG. 5C shows the lift amount of the suction valve 62, and FIG. 5D shows the case where the armature 61 contacts the stopper 64. Shows the time change of the vibration of the generated sound.

  The ECU 50 allows the drive current of the solenoid 66 to move the armature 61 in the direction of the stopper 64 while the suction valve 62 is fully open, that is, the suction valve 62 is in contact with the stopper 68. And the second current I2 (initial operating current). Specifically, after reaching the first current I1, the ECU 50 controls the second current I2 to be smaller than the first current I1. The armature 61 and the suction valve 62 start moving toward the stopper 64 against the urging force of the first spring 63 in an engaged state by the first current I1 or the second current.

  The armature 61 and the suction valve 62 are further moved toward the stopper 64 by the second current I2. When the suction valve 62 comes into contact with the inner wall of the pressurizing chamber 30B and stops, the engagement between the armature 61 and the suction valve 62 is released. The suction valve 62 is maintained in a state in which the suction valve 62 is in contact with the inner wall of the pressurizing chamber 30B by the urging force of the second spring 65, that is, in a closed state. Then, the armature 61 further moves in the direction of the stopper 64, and at time t21, the armature 61 collides with the stopper 64 and stops its movement. An operating noise is generated by this collision.

  Further, the ECU 50 continues to supply the second current I2. As a result, the armature 61 is held in contact with the stopper 64. When the ECU 50 stops supplying the second current I2, the armature 61 moves away from the stopper 64 and starts moving in the direction of the suction valve 62. At time t22, the armature 61 collides with the suction valve 62 and operates. Occurs. Then, the armature 61 and the suction valve 62 are engaged again and moved toward the stopper 68. When the suction valve 62 collides with the stopper 68 at time t23, an operating noise is generated.

  At the time of driving the engine 40, even if the operation sound of the high pressure fuel pump 30 is emitted from the time t21 to t23, the operation sound of the high pressure fuel pump 30 may be felt loud because the sound is lower than the driving sound of the engine 40. Low. However, since the driving sound of the engine 40 is not generated in the idle state, the user may feel the operating sound of the high-pressure fuel pump 30 loudly. In particular, the operation sound generated when the armature 61 and the stopper 64 collide at the time t1 is larger than the operation sound generated at other time points, and the user is likely to feel noisy. Therefore, the ECU 50 performs the operation sound reduction control in the idle state. The operating noise reduction control is energization control of the solenoid 66 so as to reduce the operating noise generated when the armature 61 and the stopper 64 collide. Note that the ECU 50 performs normal energization control as shown in FIG. 5 during normal travel that is not in the idle state.

  Specifically, the ECU 50 realizes the function of the reduction unit. The reduction unit has functions of a first current unit, a second current unit, a third current unit, a determination unit, and a current control unit. FIG. 4 shows a time chart at the time of operating noise reduction control corresponding to FIG.

  The first current unit controls the drive current of the solenoid 66 to the first current I1 that can move the armature 61 in the direction of the stopper 64 when the suction valve 62 is fully open. The second current unit controls the drive current to the second current I2 smaller than the first current I1 after the first current I1 is supplied to the solenoid 66. The armature 61 and the suction valve 62 start to move toward the stopper 64 while being engaged by the first current I1 or the second current I2. The first current I1 is the same as the first current I1 during the normal control in which the operation noise reduction control is not performed.

  When the armature 61 and the suction valve 62 are engaged and moved in the direction of the stopper 64, the gap between the suction valve 62 and the inner wall of the pressurizing chamber 30B becomes small, and the suction valve 62 becomes close to the closed state. Therefore, after the suction valve 62 moves beyond the predetermined amount in the direction of the stopper 64, the suction valve 62 is automatically driven by the urging force and inertial force of the second spring even if the drive current is made smaller than the second current I 2. Close. The predetermined amount is a lift amount of about 80% when the lift amount from the opened state to the closed state of the intake valve 62 is 100%.

  Therefore, the third current unit controls the drive current to the third current I3 smaller than the second current I2 at a time t11 when the second time (predetermined time) has elapsed after the second current I2 is supplied to the solenoid 66. To do. Accordingly, the moving speed of the armature 61 in the direction of the stopper 64 is reduced. Then, after the suction valve 62 is closed, the engagement between the armature 61 and the suction valve 62 is released, and the armature 61 collides with the stopper 64 at time t12. At this time, since the drive current is controlled to be smaller than that in the normal energization control, the operation noise can be reduced as compared with the normal time. Thereafter, the supply of the third current I3 is continued, the suction valve 62 is held in the closed state, and the armature 61 is held in contact with the stopper 64.

  However, when the temperature of the fuel is decreased and the kinematic viscosity of the fuel is increased, or when the actual current of the solenoid 66 is smaller than the command current due to deterioration of the drive circuit 67 or the like, FIG. ), (C), as indicated by broken lines, the closing operation of the suction valve 62 may be insufficient and may not close. That is, when the second time has elapsed after the second current I2 is supplied to the solenoid 66, the suction valve 62 has not moved beyond the predetermined amount toward the stopper 64, and the drive current is changed to the third current I3. If it is lowered, the suction valve 62 may not be able to self-close. If the valve closing operation of the suction valve 62 is insufficient and the suction valve 62 is not closed, the amount of fuel pumped to the common rail 20 becomes insufficient. On the other hand, when the third current I3 is increased, the operating noise increases. Therefore, when the valve closing operation of the suction valve 62 is insufficient, the second current I2 is increased to increase the amount of movement of the suction valve 62 when switching from the second current to the third current. 62 needs to be closed.

  Therefore, the determination unit determines whether or not the closing operation of the intake valve 62 is insufficient. Specifically, the determination unit indicates that the valve closing operation of the intake valve 62 is unstable when the injection fuel pressure Pc in the common rail 20 detected by the fuel pressure sensor 21 is smaller than the target fuel pressure Pct in the common rail 20. Judge that there is. If the closing operation of the intake valve 62 is insufficient, the amount of fuel pumped from the high-pressure fuel pump 30 to the common rail 20 decreases, the difference between the target fuel pressure Pct and the injection fuel pressure Pc does not decrease, and the injection fuel pressure Pc is The target fuel pressure Pct will be greatly reduced. Therefore, it can be determined from the difference between the target fuel pressure Pct and the injection fuel pressure Pc whether the valve closing operation of the intake valve 62 is insufficient.

  The current control unit increases only the second current I2 among the first current I1, the second current I2, and the third current I3 when the determination unit determines that the valve closing operation is insufficient. In FIG. 4A, the second current I2 before being raised is indicated by a broken line, and the second current I2 after being raised is indicated by a solid line. By increasing the second current I2, when the second time has passed after the second current is supplied, the suction valve 62 is moved beyond the predetermined amount in the direction of the stopper 64, and the drive current is changed to the third current. Even when switched to I3, the suction valve 62 is self-closed. At this time, since only the second current I2 is increased and the third current I3 is not increased, the speed of the armature 61 at the time of collision with the stopper 64 is smaller than that during normal energization control, and the operating noise can be reduced. . As shown by solid lines and chain lines in FIGS. 4B and 4C, when switching from the second current I2 to the third current I3, even if the suction valve 62 moves beyond a predetermined amount, the suction is performed. Depending on the position of the valve 62, the time until the valve is closed varies.

  Next, the processing procedure of the operation sound reduction control according to this embodiment will be described with reference to the flowchart of FIG. This processing procedure is repeatedly executed by the ECU 50 at predetermined intervals.

  First, the reduction control counter Cnv is set to 0 (S10). Subsequently, it is determined whether or not the execution condition of the operation noise reduction control is satisfied (S11). The execution condition of the operation sound reduction control is an idle state and an idle stable state. Specifically, the following conditions (1) to (8) are satisfied.

  (1) The accelerator depression amount is within a predetermined range. (2) The rotational speed of the engine 40 is within a predetermined range. (3) The target fuel pressure Pct of the common rail 20 is within a predetermined range. (4) The fuel injection amount of the fuel injection valve 10 is not more than a predetermined amount. (5) The vehicle speed is below a predetermined speed. (6) The voltage of the battery mounted on the vehicle is within a predetermined range. (7) Diaphragm abnormalities such as the high-speed fuel pump 30, the pressure reducing valve 23 of the common rail 20, the fuel injection valve 10, and the rotational speed of the engine 40 are not detected. (8) The state where the deviation between the maximum value and the minimum value of the F / B integral term in the feedback control of the injection fuel pressure Pc is within a predetermined range is established for a predetermined time. Conditions (1) to (6) are idle conditions, and the predetermined range, the predetermined amount, and the predetermined speed are set with hysteresis. Conditions (7) and (8) are conditions for the idle stable state. When all the above conditions (1) to (8) are satisfied, it is determined that the execution condition for the operation sound reduction control is satisfied.

  When the execution condition of the operating noise reduction control is satisfied (S11: YES), it is determined whether or not the reduction control counter Cnv is 0 or less (S12). That is, it is determined whether or not it is the first process after the execution condition of the operation sound reduction control is changed from not established to established. When the reduction control counter Cnv is 0 or less (S12: YES), the current pattern for operating noise reduction control is read from the storage device (S13). The current pattern for operating noise reduction control is the first current I1, the second current I2, the third current I3, etc. for operating noise reduction control. The storage device stores a first current I1, a second current I2 for normal energization control, a first current I1, a second current I2, a third current I3, etc. for operating noise reduction control.

  When the current pattern for operating noise reduction control is read, the solenoid 66 is energized with the read current pattern for operating noise reduction control (S14). On the other hand, when the reduction control counter Cnv is larger than 0 (S12: NO), after the execution condition of the operation sound reduction control is changed from not established to established, the current pattern for the operation noise reduction control read in the first process is used. The solenoid 66 is energized (S14). Subsequently, the reduction control counter Cnv is incremented by 1 (S15).

  Subsequently, the injection fuel pressure Pc detected by the fuel pressure sensor 21 is acquired (S16). Subsequently, it is determined whether or not a difference obtained by subtracting the injection fuel pressure Pc from the target fuel pressure Pct is smaller than a predetermined value (S17).

  If the difference is equal to or larger than the predetermined value (S17: NO), it is determined that the closing operation of the suction valve 62 is insufficient, that is, the suction valve 62 is closed by the second current I2 read in S13. It is determined that it is not completed, and a value obtained by adding a predetermined addition value Iad to the second current I2 is set as a new second current I2. Then, the process returns to S11. As a result, in the next processing, the solenoid 66 is energized with the second current I2 that is larger than the current second current I2 by the amount of the added value Iad, and thus the suction valve 62 may be closed. Get higher.

  On the other hand, if the difference is smaller than the predetermined value (S17: YES), it is determined that the closing operation of the suction valve 62 is not insufficient, that is, the suction valve 62 is closed with the second current I2 read in S13. It is determined that the valve state is achieved, and the process returns to S11 as it is.

  In S11, when the execution condition for the operation sound reduction control is satisfied (S11: YES), the operation sound reduction control is performed again, and when the execution condition for the operation sound reduction control is not satisfied (S11). : NO), the reduction control counter Cnv is set to 0 (S19), and this process is terminated.

  According to 1st Embodiment described above, there exist the following effects.

  (1) It is determined whether or not the closing operation of the intake valve 62 is insufficient. If it is determined that the closing operation is insufficient, the first current I1, the second current I2, and the third current I3 are determined. Are all not raised, and only the second current I2 is raised. As a result, even when the closing operation of the suction valve 62 is insufficient, the suction valve 62 can be closed, and only the second current I2 is raised, so that the moving speed of the armature 61 is suppressed. , Operation noise can be reduced. Therefore, it is possible to achieve both the reduction of the operation sound during the closing operation of the suction valve 62 of the high-pressure fuel pump 30 and the suppression of the insufficient closing operation of the suction valve 62.

  (2) When the valve closing operation of the intake valve 62 is insufficient, the amount of fuel pumped from the high pressure fuel pump 30 to the common rail 20 decreases, and the injection fuel pressure Pc of the common rail 20 greatly falls below the target fuel pressure Pct. Therefore, when the target fuel pressure Pct of the common rail 20 is higher than the detected injection fuel pressure Pc by a predetermined value, it can be determined that the closing operation of the intake valve 62 is insufficient.

(Second Embodiment)
Next, the difference between the ECU 50 according to the second embodiment and the ECU 50 according to the first embodiment will be described. In the second embodiment, the determination method of the determination unit is different from that of the first embodiment. The determination unit according to the second embodiment has the intake valve 62 when the F / B integral term after the operation noise reduction control is a predetermined value or more than the F / B integral term immediately before the operation noise reduction control. It is determined that the valve closing operation is insufficient.

  If the valve closing operation of the intake valve 62 is insufficient, the difference between the target fuel pressure Pct and the injection fuel pressure Pc does not decrease, and the F / B integral term increases. Therefore, it is determined whether or not the closing operation of the intake valve 62 is insufficient from the difference between the F / B integral term after the operation noise reduction control and the F / B integral term immediately before the operation noise reduction control. it can.

  Next, the processing procedure of the operation sound reduction control according to the present embodiment will be described with reference to the flowchart of FIG. This processing procedure is repeatedly executed by the ECU 50 at predetermined intervals.

  First, in S20 and S21, the same processing as S10 and S11 is performed. Subsequently, an F / B integral term FBp is acquired (S22). The F / B integral term FBp acquired in the first process after the execution condition of the operating noise reduction control is changed from not established to established is the F / integral term immediately before the implementation of the operating noise reduction control.

  Subsequently, it is determined whether or not the reduction control counter Cnv is 0 or less (S23). When the reduction control counter Cnv is 0 or less (S23: YES), the current pattern for operating noise reduction control is read from the storage device (S24). Then, the F / B integral term FBp acquired in S22 is set as an F / B integral term FBi which is an initial value of the F / B integral term (S25). That is, the F / B integral term immediately before the execution of the operation noise reduction control is set to the initial value F / B integral term FBi. Subsequently, the solenoid 66 is energized with the current pattern for operating noise reduction control (S26). When the reduction control counter Cnv is greater than 0 (S23: NO), the operating sound reduction control current pattern read in the first process is changed to the solenoid after the execution condition of the operation noise reduction control is changed from not established to established. 66 is energized (S26). Subsequently, the reduction control counter Cnv is incremented by 1 (S27).

  Subsequently, a difference ΔFB is calculated by subtracting the F / B integral term FBi from the F / integral term FBp acquired in S22 (S28). Subsequently, it is determined whether or not the difference FB is smaller than a predetermined value (S29). Subsequently, when the difference ΔFB is equal to or greater than a predetermined value (S29: NO), it is determined that the valve closing operation of the intake valve 62 is insufficient, and a value obtained by adding a predetermined addition value Iad to the second current I2 is obtained. A new second current I2 is assumed. Then, the process returns to S21. As a result, in the next process, the solenoid 66 is energized with the new second current I2, and thus the possibility that the intake valve 62 will be closed increases.

  On the other hand, when the difference ΔFB is smaller than the predetermined value (S29: YES), it is determined that the closing operation of the intake valve 62 is not insufficient, and the process returns to S21.

  In S20, when the execution condition of the operation sound reduction control is satisfied (S20: YES), the operation sound reduction control is performed again, and when the execution condition of the operation sound reduction control is not satisfied (S20). : NO), the reduction control counter Cnv is set to 0 (S31), and this process is terminated.

  According to 2nd Embodiment described above, while there exist the said effect (1), there exist the following effects.

  (3) When the closing operation of the intake valve 62 is insufficient, the amount of fuel pumped from the high-pressure fuel pump 30 to the common rail 20 decreases. Therefore, when the injection fuel pressure Pc of the common rail 20 is feedback controlled to the target fuel pressure Pct, the F / B integral term increases. Therefore, when the F / B integral term after the operation noise reduction control is greater than the F / B integral term immediately before the operation noise reduction control is greater than a predetermined value, the intake valve closing operation is insufficient. Can be determined.

(Third embodiment)
Next, the difference between the ECU 50 according to the third embodiment and the ECU 50 according to the first embodiment will be described. The ECU 50 according to the present embodiment includes a correction map and a correction unit.

  The correction map is a map in which the usage environment of the high-pressure fuel pump 30 is associated with the correction value of the second current I2, and is stored in the storage device. The use environment of the high-pressure fuel pump 30 is at least one of the fuel temperature, the power supply voltage of the drive circuit 67, and the energization current of the solenoid 66. The current pattern for operating noise reduction control is set to a value in a standard use environment. However, when the usage environment changes, it is preferable to energize with a current pattern suitable for the current usage environment rather than the current pattern in the reference usage environment. For example, the higher the fuel temperature, the higher the kinematic viscosity of the fuel. Therefore, when the fuel temperature is higher than the standard operating environment, the second current is increased and the electromagnetic force generated by the solenoid 66 is increased. Better to do. Therefore, a correction value map corresponding to the use environment is prepared so that the second current I2 set in the reference use environment can be corrected to the second current I2 suitable for the use environment.

  Examples of the correction map are shown in FIGS. FIG. 8 is a correction map in which the fuel temperature is associated with the correction value. FIG. 9 is a correction map in which the fuel temperature and the power supply voltage are associated with the correction value. In addition to these, the correction map includes a correction map that associates the power supply voltage with the correction value, a correction map that associates the energization current with the correction value, and a correction map that associates the fuel temperature and energization current with the correction value. A correction map in which the power supply voltage and the energization current are associated with the correction value may be used. The fuel temperature is detected by the fuel temperature sensor 31. The energization current is detected by the current sensor 35. The power supply voltage is detected by the voltage sensor 36. Note that the correction value is not limited to a positive value and may take a negative value.

  The correction unit calculates a correction value of the second current I2 according to the use environment of the high-pressure fuel pump 30 from the correction map when the operation noise reduction control by the reduction unit is performed. Then, the correction unit adds the calculated correction value of the second current I2 to the second current I2 stored as the current pattern for operating noise reduction control, and sets the second current to a value suitable for the use environment. to correct.

  Next, the processing procedure of the operation sound reduction control according to this embodiment will be described with reference to the flowchart of FIG. This processing procedure is repeatedly executed by the ECU 50 at predetermined intervals.

  First, in S40 and S41, processing similar to S10 and S11 is performed. Subsequently, the use environment of the high-pressure fuel pump 30 is acquired (S42). In other words, at least one of the fuel temperature detected by the fuel temperature sensor 31, the energization current detected by the current sensor 35, and the power supply voltage detected by the voltage sensor 36 is acquired.

  Subsequently, in S43 and S44, processing similar to S12 and S13 is performed. The second current read in S44 is defined as I2a. Subsequently, the correction value Icr of the second current I2a corresponding to the use environment acquired in S42 is calculated from the correction map (S45).

  Subsequently, the calculated second correction value Icr and the assist amount Iof calculated in the previous process are added to the read second current I2a to calculate a new second current I2 (S46). Subsequently, the solenoid 66 is energized with the first current I1 read at S44, the second current I2 calculated at S46, and the third current I3 read at S44 (S47).

  Subsequently, in S48 to S50, the same processing as S15 to S17 is performed. If the difference is equal to or greater than the predetermined value (S50: NO), it is determined that the valve closing operation of the intake valve 62 is insufficient, and a predetermined addition value Iad is added to the assist amount Iof (S51). Thereby, due to deterioration of the drive circuit 67, the second current I2 actually energized to the solenoid 66 becomes smaller than the second current I2 calculated in S46, and the intake valve 62 can be closed. Even if not, the second current I2 can be increased and the intake valve 62 can be closed. The assist amount Iof increases by the added value Iad every time it is determined that the valve closing operation of the intake valve 62 is insufficient. Thereafter, the process returns to S41. On the other hand, when the difference is smaller than the predetermined value (S50: YES), the process returns to S41 as it is.

  In S41, when the execution condition for the operation sound reduction control is satisfied (S41: YES), the operation sound reduction control is performed again, and when the execution condition for the operation sound reduction control is not satisfied (S41). : NO), the reduction control counter Cnv is set to 0 (S52), and this process is terminated. This process is complete | finished above.

  Note that whether or not the closing operation of the intake valve 62 is insufficient may be determined based on the F / B integral term as in the second embodiment.

  According to 3rd Embodiment demonstrated above, while there exist the said effects (1)-(3), there exist the following effects.

  (4) The second current I2 is corrected by the correction value Icr of the second current I2 corresponding to the usage environment of the high-pressure fuel pump 30. Therefore, since the second current I2 suitable for the usage environment is supplied when the operation noise reduction control is executed, a situation where the valve opening operation is insufficient can be suppressed. As a result, it is possible to suppress the time from the start of the operation noise reduction control until the intake valve 62 is closed.

  (5) Even if the second current I2 is corrected with the correction value Icr suitable for the use environment, if the valve closing operation is insufficient due to deterioration of the drive circuit 67 or the like, the second current I2 is equivalent to the added value Iad. Is added. Thereby, the suction valve 62 can be closed reliably.

(Fourth embodiment)
Next, a difference between the ECU 50 according to the fourth embodiment and the ECU 50 according to the third embodiment will be described. The ECU 50 according to the present embodiment includes an update unit and a function of the current control unit is partially different.

  When it is determined that the closing operation of the suction valve 62 is insufficient during the operation noise reduction control by the reduction unit, the current control unit adds a predetermined addition value Iad to the read second current I2a. to add. Specifically, the addition value Iad is added to the assist amount Iof, and the assist amount Iof is added to the read second current I2a.

  In addition, the current control unit determines a predetermined subtraction value Isub from the read second current I2a when it is determined that the closing operation of the intake valve 62 is not insufficient during the operation noise reduction control by the reduction unit. Subtract (positive value). Specifically, the subtraction value Isub is subtracted from the assist amount Iof, and the assist amount Iof is added to the read second current I2a. The magnitude of the subtraction value Isub is set to a value smaller than the magnitude of the addition value Iad so that the second current I2 is finely adjusted when the closing operation of the intake valve 62 is not insufficient. By doing so, when there is a margin in the magnitude of the second current I2, the magnitude of the second current I2 is reduced within a range in which the suction valve 62 can be closed, and the operation is performed. Sound is suitably reduced.

  The update unit learns and updates the correction value of the correction map. FIG. 11 shows an example of the correction map. In this correction map, correction values are associated with each predetermined range of the fuel temperature. However, the correction map may be a correction map shown in FIG. 8 or FIG.

  The update unit updates the correction value of the correction map based on the addition value Iad when it is determined that the valve closing operation of the intake valve 62 is insufficient. Specifically, a value obtained by multiplying the assist amount Iof obtained by adding the addition value Iad by a predetermined reflection coefficient k is added to the correction value Icr of the correction map, and the added value is set as a new correction value Icr.

  Further, the update unit subtracts the subtraction value Isub from the second current I2a, and determines that the closing operation of the intake valve 62 is not insufficient a predetermined number of times, based on the subtraction value Isub, the correction map. The correction value Icr is updated. Specifically, a value obtained by multiplying the assist amount Iof obtained by subtracting the subtraction value Isub by a predetermined reflection coefficient k is added to the correction value Icr of the correction map, and the added value is set as a new correction value Icr. As a result, the correction value Icr is updated to a value that can suitably reduce the operating sound. In the present embodiment, when the closing operation of the intake valve 62 is not insufficient, updating the correction value Icr by reflecting the subtraction value Isub is referred to as learning of the correction value Icr.

  Next, the processing procedure of the operation sound reduction control according to this embodiment will be described with reference to the flowcharts of FIGS. This processing procedure is repeatedly executed by the ECU 50 at predetermined intervals.

  First, the reduction control counters Cnv, Cin, Ccl and the assist amount Iof are set to zero. Further, the learning history Fcl and the storage request Fca are set to off (0) (S60).

  Subsequently, in S61 to S64, the same processing as S42 to S44 is performed. In this embodiment, the fuel temperature T is acquired as a use environment in S62. Subsequently, the acquired fuel temperature T is set as an initial value Tin (S65). Subsequently, in S66 to S71, processing similar to S45 to S50 is performed.

  If the difference is equal to or greater than the predetermined value (S71: NO), it is determined that the valve closing operation of the intake valve 62 is insufficient, and the addition value Iad is added to the assist amount Iof (S72).

  Subsequently, it is determined whether or not the learning history Fcl is off (S73). If the learning history Fcl is off (S73: YES), the storage request Fca is turned on (1) (S74). The storage request Fca represents a request to overwrite the correction value Icr of the correction map.

  On the other hand, when the learning history Fcl is on (S73: NO), the learning history Fcl is turned off. This learning history Fcl indicates whether or not the correction value Icr calculated in S66 has been learned. When the valve closing operation of the intake valve 62 is insufficient, the second current I2 needs to be increased immediately. Therefore, the correction value Icr of the correction map is updated in the subsequent processing. Therefore, in this case, since the correction value Icr calculated in S66 is not learned, the learning history Fcl is turned off.

  Subsequently, the fuel temperature acquired in S62 is set as the initial value Tin, and the counter Cnv is set as the counter Cin (S76). The initial value Tin represents the fuel temperature when the correction value Icr of the correction map is updated, and the counter Cin represents the count value of the number of executions of reduction control when the correction value Icr of the correction map is updated.

  Subsequently, it is determined whether or not the storage request Fca is on (1 or not) (S85). If the storage request Fca is off (S85: NO), the process returns to S61. On the other hand, when the storage request Fca is on (S85: YES), a correction value Im is calculated by adding a value obtained by multiplying the assist amount Iof by the reflection coefficient to the correction value Icr calculated in S66 (S86).

  Subsequently, the correction value Im calculated in S86 is overwritten on the correction map as a new correction value Icr (S87). If it is determined in S71 that the valve closing operation of the intake valve 62 is insufficient, the correction value Icr is overwritten with a value reflecting the added value Iad.

  Subsequently, the storage request Fca is turned off (S88). Further, the fuel temperature acquired in S62 is set as the initial value Tin, and the counter Cnv is set as the counter Cin (S89).

  In the process of S71, if the difference is smaller than the predetermined value (S71: YES), it is determined that the closing operation of the intake valve 62 is not insufficient, and it is determined whether or not the learning condition is satisfied. (S77). Specifically, it is determined that the learning condition is satisfied when at least one of (a) Cnv−Cin ≧ predetermined value or (b) T−Tin ≦ predetermined value is satisfied. It is not preferable to frequently learn the correction value Icr when the energization of the solenoid 66 is not stable. Therefore, in the present embodiment, it is determined that the learning condition is satisfied when the energization of the solenoid 66 becomes stable after the correction value Icr is updated. The condition (a) is a condition for determining that the energization of the solenoid 66 is stable when the operation noise reduction control is performed a number of times equal to or greater than a predetermined value after the correction value Icr is updated. The condition (b) is a condition for determining that the energization of the solenoid 66 is stable when the change in the fuel temperature is within a predetermined value after the correction value Icr is updated.

  If the learning condition is not satisfied (S77: NO), the process proceeds to S85. On the other hand, when the learning condition is satisfied (S77: YES), it is determined whether or not the learning history Fcl is on (S78).

  When the learning history is off (S78: NO), a predetermined subtraction value Isub (positive value) is subtracted from the assist amount (S80). Thereby, since the correction value Icr is learned, the learning history Fcl is turned on (S81). The counter Cnv is set to Ccl (S82). The counter Ccl represents the count value of the number of executions of the reduction control when the correction value Icr is learned. Subsequently, the process proceeds to S85.

  In the process of S78, when the learning history Fcl is on (S78: YES), it is determined whether or not the value obtained by subtracting the counter Ccl from the counter Cnv is equal to or larger than a predetermined value (S79). That is, it is determined whether or not the number of executions of the reduction control after learning the correction value Icr is greater than or equal to a predetermined value by performing the process of S80. When the subtracted value is smaller than the predetermined value (S79: NO), after learning the correction value Icr, it is determined that the energization of the solenoid 66 is not yet stable, and the process proceeds to S85.

  On the other hand, if the subtracted value is equal to or smaller than the predetermined value (S79: YES), after learning the correction value Icr, it is determined that the energization of the solenoid 66 has become stable, and the learning history Fcl is turned off ( In step S83, the storage request Fca is turned on (S84). Then, it progresses to the examples of S85. Thereafter, in S87, the correction value Icr is overwritten with a value reflecting the subtraction value Isub.

  In S61, when the execution condition of the operation sound reduction control is not satisfied (S61: NO), each counter is set to 0, and the learning history Fcl and the storage request Fca are set to off (S90). . This process is complete | finished above.

  According to the fourth embodiment described above, the effects (1) to (5) described above and the following effects are achieved.

  (6) When it is determined that the valve closing operation of the intake valve 62 is insufficient, the correction value Icr of the correction map is immediately updated based on the addition value Iad, so that the valve closing operation is insufficient. Thus, the time from the start of the operation noise reduction control until the suction valve 62 is closed can be suppressed.

  (7) When it is determined that the closing operation of the intake valve 62 is not insufficient, the correction value Icr of the correction map is learned and updated based on the subtraction value Isub. As a result, when the closing operation of the suction valve 62 is not insufficient, the magnitude of the second current I2 is reduced within a range in which the suction valve 62 can be closed, and the operation sound is suitably Reduced.

  (8) By making the added value Iad larger than the subtracted value Isub, the second current I2 can be finely adjusted, and when the closing operation of the intake valve 62 becomes insufficient, the shortage state starts. You can escape quickly.

(Fifth embodiment)
Next, a difference between the ECU 50 according to the fifth embodiment and the ECU 50 according to the fourth embodiment will be described. In 5th Embodiment, the determination method of a determination part differs from 4th Embodiment. The determination unit according to the fifth embodiment performs inhalation when the F / B integral term after the operation sound reduction control is greater than the F / B integral term immediately before the operation noise reduction control is greater than a predetermined value. It is determined that the valve closing operation of the valve 62 is insufficient. That is, in the fifth embodiment, the second embodiment is applied to the fourth embodiment, and the determination unit in the fourth embodiment is used as the determination unit in the second embodiment.

  Next, the processing procedure of the operation sound reduction control according to the present embodiment will be described with reference to the flowcharts of FIGS. Since this processing procedure is a combination of the flowcharts of FIGS. 12 and 13 and the flowchart of FIG. 7, it will be briefly described. This processing procedure is repeatedly executed by the ECU 50 at predetermined intervals.

  First, in S110 and S120, processing similar to S60 and S61 is performed. Subsequently, in S130, processing similar to that in S22 is performed. Subsequently, in S140 and S150, processing similar to S63 and S64 is performed. Subsequently, in S160, the same processing as S25 is performed.

  Subsequently, in S170 to S200, the same processing as S66 to S69 is performed. Subsequently, in S210 and S220, processing similar to S28 and S29 is performed. Subsequently, in S230 to S410, the same processing as S72 to S90 is performed.

  According to 5th Embodiment described above, there exists an effect similar to 4th Embodiment.

(Other embodiments)
The fuel supply system to which the high-pressure fuel pump according to each embodiment is applied may be a system targeting a direct injection gasoline engine. In the fuel supply system of the direct injection gasoline engine, the delivery pipe is a pressure accumulating container corresponding to the common rail.

  DESCRIPTION OF SYMBOLS 30 ... High pressure fuel pump, 30B ... Pressurization chamber, 30C ... Solenoid valve, 30F ... Suction passage, 40 ... Engine, 50 ... ECU, 61 ... Armature, 62 ... Suction valve, 63 ... First spring, 64 ... Stopper, 65 ... second spring, 66 ... solenoid, 67 ... drive circuit.

Claims (10)

A control device (50) for controlling a solenoid valve for adjusting a discharge amount of a high-pressure fuel pump (30) for discharging high-pressure fuel,
The solenoid valve (30C)
A suction valve (62) for shutting off and communicating the fuel suction passage (30F) and the pressurizing chamber (30B) of the high-pressure fuel pump from the inside of the pressurizing chamber;
An armature (61) formed of a member different from the suction valve;
A first spring (63) for biasing the armature in a direction to open the suction valve;
A solenoid (66) and a drive circuit (67) for supplying a drive current to the solenoid, and according to the drive current, an electromagnetic force acting on the armature in a direction opposite to the biasing force of the first spring. An electromagnetic solenoid device to generate,
A stopper (64) that contacts the armature that is moved in the direction opposite to the biasing force of the first spring and restricts the movement of the armature;
A second spring (65) for biasing the suction valve in a direction to close the suction valve with a biasing force smaller than the biasing force of the first spring;
Including
A reduction unit that performs operation noise reduction control for reducing the operation noise of the solenoid valve in an idle state of the internal combustion engine (40);
The reduction unit is
A first current section that controls the drive current to a first current that can move the armature in the direction of the stopper when the suction valve is fully open;
A second current section for controlling the drive current to a second current smaller than the first current after the supply of the first current;
A third current unit that controls the drive current to a third current smaller than the second current after a predetermined time has elapsed after the supply of the second current;
A determination unit for determining whether or not the valve closing operation of the intake valve is insufficient;
A current control unit that raises only the two currents of the first current, the second current, and the third current when the determination unit determines that the valve closing operation is insufficient. Control device for high pressure fuel pump solenoid valve. The high-pressure fuel pump is applied to a fuel supply system including an accumulator container (20) for accumulating and holding the fuel and a fuel pressure sensor (21) for detecting an actual fuel pressure in the accumulator container,
The determination unit determines that the valve closing operation is unstable when the actual fuel pressure in the pressure accumulating vessel detected by the fuel pressure sensor is lower than a target fuel pressure in the pressure accumulating vessel by a predetermined value or more. The control device for the solenoid valve of the high pressure fuel pump according to claim 1. The high-pressure fuel pump is applied to a fuel supply system including a pressure accumulation container that accumulates and holds the fuel, and a fuel pressure sensor that detects an actual fuel pressure in the pressure accumulation container,
A feedback unit that feedback-controls the actual fuel pressure in the pressure accumulating vessel detected by the fuel pressure sensor to a target fuel pressure in the pressure accumulating vessel;
The determination unit, when the integral term of the feedback control after the operation noise reduction control by the reduction unit is a predetermined value or more than the integral term before the operation noise reduction control by the reduction unit, The control device for an electromagnetic valve of a high-pressure fuel pump according to claim 1, wherein it is determined that the valve closing operation is insufficient. A correction map in which the use environment of the high-pressure fuel pump is associated with the correction value of the second current;
A correction unit that calculates the correction value from the correction map and corrects the second current by adding the calculated correction value to the second current when the operation noise reduction control is performed by the reduction unit. The control apparatus of the solenoid valve of the high pressure fuel pump of any one of Claims 1-3 provided with these.   The current control unit adds a predetermined added value to the second current when the determination unit determines that the valve closing operation is insufficient during the operation sound reduction control by the reduction unit. The control device for the solenoid valve of the high-pressure fuel pump according to claim 4, wherein the addition is performed.   The high pressure fuel pump according to claim 5, further comprising an update unit that updates the correction value of the correction map based on the addition value when the determination unit determines that the valve closing operation is insufficient. Solenoid valve control device. The current control unit obtains a predetermined subtraction value from the second current when the determination unit determines that the valve closing operation is not insufficient during the operation sound reduction control by the reduction unit. Subtract,
The said update part updates the said correction value of the said correction map based on the said subtraction value, when it determines with the said valve closing operation | movement not being insufficient by the said determination part predetermined times. High pressure fuel pump solenoid valve control device.   The control device for an electromagnetic valve of a high-pressure fuel pump according to claim 7, wherein the addition value is a value larger than the subtraction value.   The solenoid valve of the high-pressure fuel pump according to any one of claims 4 to 8, wherein the use environment is at least one of a power supply voltage of the drive circuit, an energization current of the solenoid, and a temperature of the fuel. Control device. A control method for controlling a solenoid valve that adjusts the discharge amount of a high-pressure fuel pump that discharges high-pressure fuel,
The solenoid valve is
A suction valve that shuts off and communicates the fuel suction passage and the pressurization chamber of the high-pressure fuel pump from the inside of the pressurization chamber;
An armature formed of a member different from the suction valve;
A first spring that biases the armature in a direction to open the suction valve;
An electromagnetic solenoid device that includes a solenoid and a drive circuit that supplies a drive current to the solenoid, and generates an electromagnetic force that acts on the armature in a direction opposite to the biasing force of the first spring according to the drive current; ,
A stopper that abuts against the armature that is moved in a direction opposite to the biasing force of the first spring and restricts the movement of the armature;
A second spring for biasing the suction valve in a direction to close the suction valve with a biasing force smaller than a biasing force of the first spring;
Including
Controlling the drive current to a first current capable of moving the armature in the direction of the stopper when the suction valve is fully open;
Controlling the drive current to a second current smaller than the first current after supplying the first current;
A third current unit that controls the drive current to a third current smaller than the second current after a predetermined time has elapsed after the supply of the second current;
Determining whether the closing operation of the suction valve is insufficient;
A step of increasing only the two currents of the one current, the second current and the third current when it is determined that the valve closing operation is insufficient. Control method.

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