JP2021116693A - Pump control device and pump control method - Google Patents

Abstract

To suppress a pressure drop on the discharge side of a pump when ignition is turned off.SOLUTION: A pump control device 100 includes a rotor 13 to be rotated integrally with a driving shaft 12 in a first direction by power from an engine 1, a cam ring 15 provided so as to be rotated by power from a motor 20, a cylinder 18 to be rotated integrally with the cam ring 15 and first and second side plates 16, 17, and a controller 30 for controlling the rotation of the motor 20. When ignition is turned off, the controller 30 controls the motor 20 to rotate the cam ring 15 at a rotating speed or higher of a predetermined value V1 in a second direction opposite to the first direction until the rotation of the engine 1 is completely stopped.SELECTED DRAWING: Figure 5

Description

The present invention relates to a pump control device and a pump control method.

Patent Document 1 discloses an invention of a hydraulic control device including a mechanical oil pump driven by an engine and an electric oil pump driven by receiving electric power from a battery.

The flood control device described in Patent Document 1 is configured to drive an electric oil pump when the engine is stopped in the idle stop and coast stop states.

Japanese Unexamined Patent Publication No. 2012-57759

When the engine stops, the engine may rotate in the reverse direction due to pumping resistance or the like. When the engine rotates in the reverse direction, the mechanical oil pump driven by the engine also rotates in the reverse direction and sucks oil from the discharge side, which may reduce the pressure in the discharge flow path connected to the discharge port.

In the flood control device described in Patent Document 1, even if the engine is stopped at the time of idle stop and coast stop, the electric oil pump is driven, so that the pressure drop on the discharge side can be prevented.

However, when the ignition is turned off, the electric oil pump may not be driven and the pressure on the discharge side may decrease. When the pressure drops in this way, it takes time for the pressure in the discharge flow path to rise to a predetermined pressure when the ignition is turned on again, and the response of the flood control device may be delayed.

The present invention has been made in view of such a problem, and an object of the present invention is to suppress a pressure drop on the discharge side of the pump when the ignition is turned off.

A pump control device according to an aspect of the present invention includes a pump unit that pressurizes and discharges a fluid, a motor that drives the pump unit, and a control unit that controls the rotation of the motor. The pump unit accommodates a shaft through which power from the internal combustion engine is transmitted, a first rotating body that rotates integrally with the shaft in the first direction by the power from the internal combustion engine, and a first rotating body. A second rotating body that is rotatably provided by power from a motor while defining a pump chamber inside, and a pair of side plates arranged on both sides of the second rotating body in the direction of the rotation axis of the shaft. A suction port provided on one side of the side plate for sucking oil, a discharge port provided on the other side of the side plate for discharging oil, and a second rotating body and a pair of side plates are fixed inside to form a second rotating body. A cylinder that rotates integrally with the pair of side plates, and a housing that houses the cylinder are provided. When the ignition is turned off, the control unit rotates the second rotating body in the second direction opposite to the first direction at a rotation speed equal to or higher than a predetermined value until the rotation of the internal combustion engine is completely stopped. Control the motor.

According to another aspect of the present invention, a pump control method corresponding to the pump control device is provided.

According to these aspects, when the ignition is turned off, the second rotating body is rotated in the direction opposite to the rotation direction of the first rotating body at a rotation speed of a predetermined value or more until the rotation of the internal combustion engine is completely stopped. Control the motor to make it. As a result, oil can be discharged from the discharge port until the rotation of the internal combustion engine is completely stopped, so that a pressure drop on the discharge side of the pump can be suppressed.

FIG. 1 is a schematic configuration diagram of a pump system to which the twin drive pump of the present embodiment is applied. FIG. 2 is a diagram showing a twin drive pump of the present embodiment in an axial cross section. FIG. 3 is a partial cross-sectional view of the vicinity of the pump chamber in a direction orthogonal to the axial direction of the twin drive pump of the present embodiment. FIG. 4 is a diagram illustrating an operation mode of the twin drive pump of the present embodiment. FIG. 5 is an example of a flowchart of motor control performed in this embodiment. FIG. 6 is an example of a time chart of motor control performed in this embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram of a pump control device 100 according to the present embodiment. FIG. 2 is a diagram showing a twin drive pump 10 of the pump control device 100 according to the present embodiment in an axial cross section.

The pump control device 100 is mounted on a vehicle equipped with an engine 1 as an internal combustion engine.

As shown in FIG. 1, the pump control device 100 controls the twin drive pump 10 as a pump unit that pressurizes and discharges oil as a fluid, the motor 20 that drives the pump 10, and the rotation of the motor 20. It includes a controller 30 as a unit.

As shown in FIGS. 2 and 3, the twin drive pump 10 (hereinafter, simply referred to as “pump 10”) is connected to the output shaft 1a of the engine 1 and serves as a shaft through which the power from the engine 1 is transmitted. The rotor 13 as a first rotating body that rotates around the rotation axis of the drive shaft 12 integrally with the drive shaft 12 by the power from the drive shaft 12 and the engine 1 (see the arrow in FIG. 3), and the rotor 13 A cam ring 15 as a second rotating body, and a first side plate 16 and a second side plate 17 as a pair of side plates arranged on both sides of the cam ring 15 in the rotation axis direction of the drive shaft 12. A cam ring 15, a first side plate 16 and a second side plate 17 are fixed therein, and a cylinder 18 that rotates integrally with these and a housing 11 that accommodates the cylinder 18 and rotatably supports the cylinder 18 are provided. ..

As shown in FIG. 2, the housing 11 is a housing of the pump 10, and has a partition wall 11a, an inlet port 11b, and an outlet port 11c. The partition wall 11a divides the inside of the housing 11 into a first oil chamber H1 and a second oil chamber H2 in the axial direction of the drive shaft 12. The inlet port 11b opens into the first oil chamber H1 and communicates with the inside and outside of the housing 11. The outlet port 11c opens to the second oil chamber H2 and communicates with the inside and outside of the housing 11. The oil stored in the tank (not shown) flows into the inlet port 11b through the strainer 50, and the oil supplied to the flood control circuit 40 is discharged from the outlet port 11c (see FIG. 1). ..

The drive shaft 12 is provided coaxially with the rotation shaft of the rotor 13. One end of the drive shaft 12 is connected to the rotor 13, and the other end is rotatably provided on the housing 11 so as to project outside the housing 11. The power from the engine 1 is transmitted to the drive shaft 12 via a power transmission mechanism (not shown). The drive shaft 12 constitutes the first input shaft of the pump 10.

The rotor 13 is formed in a cylindrical shape and is driven by the drive shaft 12 to rotate around the rotation axis of the drive shaft 12. A plurality of slit grooves 13a are provided radially in the rotor 13, and vanes 14 are provided in each slit groove 13a. Each vane 14 is provided so as to be able to appear and disappear from the outer peripheral surface of the rotor 13.

The cam ring 15 houses the rotor 13 inside. The cam ring 15 is rotatably provided with respect to the rotor 13 coaxially with the rotation shaft of the drive shaft 12. The inner peripheral surface of the cam ring 15 is composed of a cam surface whose separation distance from the outer circumference of the rotor 13 changes in the circumferential direction around the rotation axis of the rotor 13. The tip of the vane 14 slides on the inner peripheral surface of the cam ring 15.

The first side plate 16 and the second side plate 17 are arranged on both sides of the cam ring 15 in the rotation axis direction of the rotor 13 so as to face the end faces of the rotor 13, respectively. The first side plate 16 is provided with two suction ports 16a and 16b, and the second side plate 17 is provided with two discharge ports 17a and 17b. The pump chamber P is partitioned by the first side plate 16, the second side plate 17, the inner peripheral surface of the cam ring 15, the outer peripheral surface of the rotor 13, and the adjacent vanes 14.

As shown in FIG. 3, the suction ports 16a and 16b are provided so as to open in a region IN (suction region) where the pump chamber P expands in the circumferential direction around the rotation axis of the rotor 13. The discharge ports 17a and 17b are provided so as to open in the region OUT (discharge region) where the pump chamber P shrinks in the circumferential direction around the rotation axis of the rotor 13. As the rotor 13 rotates, oil is sucked into the pump chamber P from the suction ports 16a and 16b, and the oil is pressurized by reducing the volume of the pump chamber P and discharged from the discharge ports 17a and 17b.

As described above, in the present embodiment, two suction ports 16a and 16b and two discharge ports 17a and 17b are provided. As a result, in the pump 10, the pump chamber P repeats suction and discharge of oil twice while the vane 14 goes around the cam surface.

A back pressure chamber 13b to which the discharge pressure of the pump 10 is guided is partitioned on the base end side of the slit groove 13a. The vane 14 is pressed in the direction of exiting the slit groove 13a by the pressure of the back pressure chamber 13b, and the tip end portion abuts on the inner peripheral surface of the cam ring 15. As a result, it is possible to prevent oil from leaking between the inner peripheral surface of the cam ring 15 and the tip of the vane 14, and it is possible to improve the pump efficiency.

As shown in FIG. 2, the first side plate 16 and the second side plate 17 are provided on the sliding contact surface that is in sliding contact with the end surface of the rotor 13, and have back pressure grooves 16c and 17c to which discharge pressure is supplied. The back pressure grooves 16c and 17c are formed in an annular shape, respectively. The back pressure groove 16c and the back pressure groove 17c communicate with each other via the back pressure chamber 13b.

The back pressure groove 17c guides the oil (discharge pressure) discharged from the discharge ports 17a and 17b through the through hole 17d penetrating the second side plate 17. The oil guided to the back pressure groove 17c is supplied to the back pressure chamber 13b and is guided to the back pressure groove 16c through the back pressure chamber 13b. As a result, the oil discharged from the discharge ports 17a and 17b can be supplied to all the back pressure chambers 13b.

As shown in FIG. 2, the cylinder 18 is formed in a substantially bottomed cylindrical shape and is rotatably supported by the housing 11 in coaxial with the rotation axis of the rotor 13. The cylinder 18 has a holding portion 18a, a connecting portion 18b, a shaft portion 18c, and an outlet port 18d.

The holding portion 18a is formed in a tubular shape, and holds the cam ring 15, the first side plate 16, and the second side plate 17 inside the holding portion 18a. The cam ring 15, the first side plate 16 and the second side plate 17 are fixed in the holding portion 18a and rotate integrally with the cylinder 18. The cylinder 18 is opened by the holding portion 18a, and the first side plate 16 is provided so as to close the opening of the cylinder 18. The holding portion 18a is housed in the first oil chamber H1.

The connecting portion 18b connects the holding portion 18a and the shaft portion 18c. In the present embodiment, the connecting portion 18b is formed so as to gradually reduce the diameter from the holding portion 18a toward the shaft portion 18c. The oil discharged from the discharge ports 17a and 17b flows into the connection portion 18b. The connecting portion 18b is housed in the first oil chamber H1.

The shaft portion 18c is a hollow shaft-shaped portion whose diameter is smaller than that of the holding portion 18a, and oil flows into the shaft portion 18c from the connecting portion 18b. The shaft portion 18c is connected to the output shaft 20a of the motor 20 via a one-way clutch 19. As a result, when the power of the motor 20 is transmitted to the shaft portion 18c, the cam ring 15, the first side plate 16 and the second side plate 17 rotate with the cylinder 18. The shaft portion 18c constitutes the second input shaft of the pump 10.

The shaft portion 18c is provided so as to penetrate the partition wall 11a of the housing 11 and project out of the housing 11. The drive shaft 12 and the shaft portion 18c are provided so as to project toward opposite sides in the rotation axis direction of the rotor 13.

The shaft portion 18c is provided with a plurality of outlet ports 18d. The outlet port 18d communicates inside and outside the shaft portion 18c in the radial direction. The portion of the shaft portion 18c provided with the outlet port 18d is housed in the second oil chamber H2. Therefore, the oil in the shaft portion 18c flows out to the second oil chamber H2 via the outlet port 18d. Then, the oil that has flowed out to the second oil chamber H2 is supplied to the flood control circuit 40 via the outlet port 11c.

The one-way clutch 19 is provided between the shaft portion 18c and the output shaft 20a of the motor 20. The one-way clutch 19 is engaged when the rotation speed of the output shaft 20a is higher than the rotation speed of the shaft portion 18c in the reverse direction of the rotor 13 and therefore the drive direction of the motor 20, and the rotation speed of the output shaft 20a is the shaft portion 18c. It is released when it is lower than the rotation speed of.

Therefore, when the motor 20 is operated, the one-way clutch 19 is engaged, and the power from the motor 20 is transmitted to the shaft portion 18c. As a result, the cam ring 15, the first side plate 16 and the second side plate 17 are driven by the power of the motor 20 and rotate in the reverse direction of the rotor 13.

The motor 20 is composed of, for example, a brushless motor. The motor 20 is driven by using a battery mounted on the vehicle as a power source. The motor 20 includes a resolver (not shown) as a position detector that detects the rotation position (rotation angle) of the rotor of the motor 20. The controller 30 controls the motor 20 based on the rotational position of the motor 20 detected by the resolver (not shown).

The controller 30 is composed of a microcomputer including a central arithmetic unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). The controller 30 can also be composed of a plurality of microcomputers.

Next, the operation mode of the pump 10 will be described with reference to FIG.

The controller 30 switches the operation mode of the pump 10 according to the operating condition of the vehicle while referring to the map shown in FIG. As shown in FIG. 4, the pump control device 100 of the present embodiment has, as operation modes, a MOP mode in which only the rotor 13 is rotated by the engine 1, an EOP mode in which only the cam ring 15 is rotated by the motor 20, and the engine 1. It has a TDP mode in which the rotor 13 and the cam ring 15 are relatively rotated by the motor 20.

The MOP mode is selected when the rotation speed Ve of the engine 1 is high. Specifically, the flow rate required by the hydraulic equipment mounted on the vehicle (hereinafter referred to as "required flow rate") is discharged only by the rotation of the rotor 13 (only the rotation by the power of the engine 1). Selected when the flow rate can cover it. The rotation speed Vr of the rotor 13, that is, the discharge flow rate of the pump 10, is proportional to the rotation speed Ve of the engine 1. Therefore, when the rotation speed Ve of the engine 1 is high, the required flow rate can be covered by the discharge flow rate based only on the power of the engine 1, so that the motor 20 is maintained in the stopped state.

The EOP mode is selected when the engine 1 is stopped. When the idling stop, the coast stop, the sailing stop, or the like is executed, the rotation of the rotor 13 is also stopped because the engine 1 is stopped. Therefore, when the engine 1 is stopped, the controller 30 drives the motor 20 to rotate the cam ring 15 in order to cover the required flow rate. As a result, the rotor 13 is substantially rotated, so that the required flow rate can be covered by the pump 10.

The TDP mode is selected when the required flow rate cannot be covered by the discharge flow rate based only on the power of the engine 1, specifically, when the rotation speed Ve of the engine 1 is low. As described above, when only the engine 1 is driven, the discharge flow rate of the pump 10 is proportional to the rotation speed Ve of the engine 1. Therefore, when the rotation speed Ve of the engine 1 is low, the discharge flow rate based only on the power of the engine 1 cannot be covered. Therefore, the controller 30 drives the motor 20 and drives the cam ring 15 in the rotation direction of the rotor 13. Rotate in the opposite direction (second direction) to the first direction). As a result, the rotational speed Vc of the rotor 13 can be substantially increased, so that the required flow rate, which is insufficient only by the discharge flow rate based only on the power of the engine 1, can be covered.

By the way, when the engine 1 is stopped, the engine 1 may rotate in the reverse direction due to the pumping resistance. When the engine 1 rotates in the reverse direction in this way, the rotor 13 driven by the engine 1 rotates in the reverse direction, and oil may be sucked from the discharge ports 17a and 17b, so that the pressure on the discharge side may decrease.

When the idle stop control and the coast stop control are executed, oil is discharged from the pump 10 by driving the motor 20 even if the engine 1 is stopped, so that it is possible to prevent a pressure drop on the discharge side.

However, when the ignition is turned off, the motor 20 is not driven, so that the pressure on the discharge side may decrease. Therefore, in the present embodiment, when the ignition is turned off, the pressure drop on the discharge port side is suppressed by driving the motor 20, in other words, the suction of oil from the discharge ports 17a and 17b is suppressed. Hereinafter, the control of the motor 20 (hereinafter, referred to as “motor control”) at the time of ignition OFF of the present embodiment will be specifically described with reference to FIGS. 5 and 6.

FIG. 5 is a diagram showing a flowchart relating to the motor control of the present embodiment. The motor control of this embodiment is executed based on a program stored in advance in the controller 30.

In step S1, it is determined whether or not the ignition is OFF. Specifically, the controller 30 determines whether or not the ignition switch has been turned off. If the ignition switch is turned off, the process proceeds to step S2, and if the ignition switch is turned on, the process proceeds to END.

In step S2, the motor 20 is started. Specifically, the controller 30 rotates the motor 20 so that the cam ring 15 rotates in the second direction opposite to the rotation direction (first direction) of the rotor 13. At this time, the controller 30 accelerates the rotation speed Vc of the cam ring 15 to a predetermined rotation speed (predetermined value V1), and controls the motor 20 so that the rotation speed Vc is maintained at the predetermined value V1.

The predetermined value V1 is set to a value larger than the maximum value Vrmax of the rotation speed of the rotor 13 in the second direction when the engine 1 rotates in the reverse direction. By rotating the cam ring 15 with such a value, the rotor 13 is substantially rotated in the first direction due to the difference in rotation speed between the rotation speed Vc of the cam ring 15 and the rotation speed Vr of the rotor 13. Therefore, by setting the rotation speed Vc of the cam ring 15 to a predetermined value V1, oil can be discharged from the discharge ports 17a and 17b even if the engine 1 (rotor 13) is rotating in the reverse direction.

In step S3, it is determined whether or not the engine 1 has completely stopped. Specifically, the controller 30 determines whether or not the engine 1 has completely stopped based on a signal from the crank angle sensor 60 as a rotation angle sensor that detects the rotation angle of the crankshaft of the engine 1. If the engine 1 is completely stopped, the process proceeds to step S4, and if the engine 1 is not completely stopped, the determination in step S3 is repeated until the engine 1 is completely stopped.

In step S4, the rotation of the motor 20 is stopped. Specifically, the controller 30 decelerates and stops the motor 20.

As described above, in the present embodiment, when the ignition is turned off, the rotation speed Vc of the cam ring 15 is rotated by a predetermined value V1, and the rotor 13 is substantially rotated in the first direction. As a result, oil can be discharged from the discharge ports 17a and 17b even if the engine 1 (rotor 13) is rotating in the reverse direction.

Next, the motor control of the present embodiment will be described more specifically with reference to FIG. FIG. 6 is a diagram showing an example of a motor control time chart.

When the driver turns off the ignition switch at time t1, the rotation speed Ve of the engine 1 gradually decreases. Along with this, the rotation speed Vr of the rotor 13 also gradually decreases. Further, the controller 30 starts the motor 20 when it detects that the ignition switch has been turned off. At this time, the controller 30 accelerates the motor 20 in the second direction at a constant acceleration.

At time t2, when the rotation speed Vc of the cam ring 15 is accelerated to a predetermined value V1, the controller 30 controls the motor 20 so as to maintain the rotation speed Vc of the cam ring 15 at the predetermined value V1.

Further, even if the rotation speed Ve of the engine 1 becomes 0, the engine 1 rotates in the reverse direction due to the pumping resistance or the like as described above. As shown in FIG. 6, the rotation speed Ve of the engine 1 then swings with 0 in between (while repeating forward rotation and reverse rotation), and then completely stops (converges to 0) (time t3).

At time t3, when the controller 30 determines that the engine 1 has completely stopped based on the signal from the crank angle sensor 60, the controller 30 gradually decelerates and stops the motor 20.

As described above, in the motor control of the present embodiment, when the ignition is turned off, the cam ring 15 is rotated in the second direction at a predetermined value V1 to discharge oil from the discharge ports 17a and 17b. As a result, it is possible to suppress a pressure drop on the discharge ports 17a and 17b when the ignition is turned off. Therefore, when the ignition is turned on again, it is possible to suppress a delay in the response of the hydraulic equipment or the like.

Further, if the pressure on the discharge ports 17a and 17b decreases when the ignition is turned off, the pressure in the back pressure chamber 13b also decreases, and the tip of the vane 14 may be separated from the inner peripheral surface of the cam ring 15. When the pump 10 is restarted in this state, when the pump chamber P contracts in the discharge region OUT, the oil in the pump chamber P passes through the gap between the tip of the vane 14 and the inner peripheral surface of the cam ring 15 in the rotation direction. Leakage to the rear pump chamber P delays the rise in discharge pressure.

However, by executing the motor control of the present embodiment, the pressure drop on the discharge ports 17a and 17b side is suppressed, so that the pressure drop in the back pressure chamber 13b is also suppressed. As a result, it is possible to prevent the tip of the vane 14 and the inner peripheral surface of the cam ring 15 from being separated from each other. Therefore, when the ignition is turned on again, the delay in the increase in the discharge pressure can be suppressed, so that the response of the hydraulic equipment or the like can be prevented from being delayed.

In the above embodiment, it is determined from the crank angle sensor 60 that the engine 1 has completely stopped based on the signal, but instead of this, the engine 1 is completely stopped when a preset time elapses. It may be determined that the engine has stopped.

The configuration, operation, and effect of the embodiment of the present invention configured as described above will be collectively described.

The pump control device 100 includes a pump unit (pump 10) that pressurizes and discharges a fluid, a motor 20 that drives the pump unit (pump 10), and a control unit (controller 30) that controls the rotation of the motor 20. Be prepared. The pump unit (pump 10) has a shaft (drive shaft 12) through which power from the internal combustion engine (engine 1) is transmitted and a shaft (drive shaft 12) integrally with the shaft (drive shaft 12) by power from the internal combustion engine (engine 1). A first rotating body (rotor 13) that rotates around the rotating shaft of the drive shaft 12) and a first rotating body (rotor 13) are housed to define a pump chamber P inside, and the pump chamber P is rotated by power from the motor 20. A pair of side plates (first and second) arranged on both sides of a second rotating body (cam ring 15) that can be provided and a second rotating body (cam ring 15) in the rotation axis direction of the shaft (drive shaft 12). Side plates 16 and 17), suction ports 16a and 16b provided on the first side plate 16 for sucking oil, discharge ports 17a and 17b provided on the second side plate 17 for discharging oil, and a second rotating body. (Cam ring 15) and a pair of side plates (first and second side plates 16 and 17) are fixed inside, and a second rotating body (cam ring 15) and a pair of side plates (first and second side plates 16) are fixed to the inside. , 17) includes a cylinder 18 that rotates integrally with the cylinder 18 and a housing 11 that houses the cylinder 18 inside.

When the ignition is turned off, the controller 30 reverses the second rotating body (cam ring 15) to the first direction at a rotation speed of a predetermined value V1 or higher until the rotation of the internal combustion engine (engine 1) is completely stopped. The motor 20 is controlled so as to rotate in the second direction of.

When the ignition is turned off, the rotation speed Vc of the second rotating body (cam ring 15) is rotated at a predetermined value V1 or more, and the rotor 13 is substantially rotated in the first direction. As a result, oil can be discharged from the discharge ports 17a and 17b even if the first rotating body (rotor 13) is rotating in the reverse direction. Therefore, the suction of oil from the discharge ports 17a and 17b can be suppressed, and the pressure drop on the discharge port side can be suppressed (effect corresponding to the inventions according to claims 1 and 4).

When the ignition is turned off, the controller 30 rotates the second rotating body (cam ring 15) in the second direction for a preset time.

In this configuration, it is not necessary to provide a sensor for detecting that the engine 1 has completely stopped, so that an increase in cost can be suppressed (effect corresponding to the invention according to claim 2).

The controller 30 of the internal combustion engine (engine 1) is based on the rotation angle detected by the rotation angle sensor (crank angle sensor 60) that detects the rotation angle of the output shaft 1a (crankshaft) of the internal combustion engine (engine 1). When it is detected that the rotation has stopped, the motor 20 is stopped.

Since the rotation angle sensor (crank angle sensor 60) detects that the engine 1 has completely stopped, the motor control can be executed more accurately (effect corresponding to the invention according to claim 3).

Although the embodiments of the present invention have been described above, the above embodiments are only a part of the application examples of the present invention, and the purpose of limiting the technical scope of the present invention to the specific configurations of the above embodiments. is not it. Further, the above-described embodiment and each modification can be appropriately combined.

100 Pump controller 1 Engine (internal combustion engine)
10 Twin drive pump 11 Housing 11b Inlet port 11c Outlet port 12 Drive shaft (shaft)
13 Rotor (1st rotating body)
14 vanes 15 cam ring (second rotating body)
16 1st side plate 16a Suction port 16b Suction port 17 2nd side plate 18 Cylinder 18d Outlet port 20 Motor 20a Output shaft 30 Controller (control unit)
60 Crank angle sensor (rotation angle sensor)

Claims (4)

A pump control device including a pump unit that pressurizes and discharges a fluid, a motor that drives the pump unit, and a control unit that controls the rotation of the motor.
The pump unit
A shaft that transmits power from an internal combustion engine,
A first rotating body that rotates in the first direction around the rotation axis of the shaft integrally with the shaft by power from the internal combustion engine.
A second rotating body that accommodates the first rotating body and defines a pump chamber inside, and is rotatably provided by power from the motor.
A pair of side plates arranged on both sides of the second rotating body in the rotation axis direction of the shaft, and
A suction port provided on one of the pair of side plates for sucking oil,
A discharge port provided on the other side of the pair of side plates to discharge oil,
A cylinder in which the second rotating body and the pair of side plates are fixed inside and rotate integrally with the second rotating body and the pair of side plates.
A housing for accommodating the cylinder inside is provided.
The control unit
When the ignition is turned off, the second rotating body is rotated in a second direction opposite to the first direction at a rotation speed of a predetermined value or higher until the rotation of the internal combustion engine is completely stopped. A pump control device characterized by controlling a motor. The pump control device according to claim 1, wherein the control unit is
A pump control device characterized in that when the ignition is turned off, the second rotating body is rotated in the second direction for a preset time. The pump control device according to claim 1.
The control unit
A pump control characterized by stopping the motor when it detects that the rotation of the internal combustion engine has stopped based on the rotation angle detected by the rotation angle sensor that detects the rotation angle of the output shaft of the internal combustion engine. Device. A shaft that transmits power from an internal combustion engine,
A first rotating body that rotates in the first direction around the rotation axis of the shaft integrally with the shaft by power from the internal combustion engine.
A second rotating body that accommodates the first rotating body and defines a pump chamber inside, and is rotatably provided by power from a motor.
A pair of side plates arranged on both sides of the second rotating body in the rotation axis direction of the shaft, and
A suction port provided on one of the pair of side plates for sucking oil,
A discharge port provided on the other side of the pair of side plates to discharge oil,
A cylinder in which the second rotating body and the pair of side plates are fixed inside and rotate integrally with the second rotating body and the pair of side plates.
A pump control method for controlling a pump including a housing for accommodating the cylinder inside.
When the ignition is turned off, the second rotating body is rotated in a second direction opposite to the first direction at a rotation speed of a predetermined value or higher until the rotation of the internal combustion engine is completely stopped. A pump control method characterized by controlling a motor.

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