JP3268245B2 - Solenoid valve drive circuit - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a solenoid valve driving circuit, and more particularly to a solenoid valve driving circuit used for a fuel injection device of an internal combustion engine.

[0002]

2. Description of the Related Art In general, in a fuel injection device for an internal combustion engine, a fuel injection amount is determined by controlling opening and closing of an electromagnetic valve by an electronic circuit. Specifically, the amount of fuel injection is determined by controlling the stroke of the needle with the voltage and current applied to the solenoid valve (solenoid coil).

However, when the voltage is applied, a delay in the rise of the current occurs due to the inductance of the solenoid coil, and a time lag occurs between the application of the voltage and the flow of a desired current value to the coil. This current rise delay causes a response delay of the solenoid valve, causing a shift in control timing and a deterioration in fuel injection amount control accuracy.

On the other hand, when a high-pressure fuel is injected by a solenoid valve type injector such as a fuel injection device of a direct injection gasoline engine vehicle, the needle is sucked against a high pressure when the valve is opened. It is necessary to apply a large current and generate a larger force.

Japanese Patent Publication No. 7-26701 discloses a technique for improving the above-described current rise delay and applying a large current to a solenoid coil when a valve is opened. It has been proposed to apply a high voltage at least at the time of valve suction from a power supply via a boosting power supply unit, thereby promptly starting a large current and improving the responsiveness of the solenoid valve. More specifically, the energy previously charged in the coil as a current value is converted into a high voltage and charged in a capacitor, and the energy is fed to apply a high voltage and a large current.

[0006]

However, in such a conventional technique, the fall characteristic of the current from the large current at the time of valve suction to the valve opening holding current is not good, and the linearity characteristic of the fuel injection valve is poor. Is determined by the fall characteristics of this current, so that the dynamic range (valve opening characteristics) of the fuel injection valve is limited.

In particular, when the engine is in a high-speed rotation region, the above-mentioned disadvantages become remarkable because it is necessary to shorten the operation interval between opening and closing the solenoid valve.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in consideration of the above-described problems, and has been made in consideration of the above-described problems. It is an object of the present invention to provide a solenoid valve drive circuit having improved characteristics and capable of saving energy.

[0009]

According to a first aspect of the present invention, there is provided an engine controller for outputting a control signal for a solenoid valve in a drive circuit for the solenoid valve.
A roll unit, first high voltage applying means for applying a first high voltage when energization of the solenoid valve is started, and the first high voltage applying means .
The high voltage applied by the high voltage applying means is the first voltage.
When the voltage drops to a second high voltage lower than the high voltage,
A second high voltage applying means for applying a high voltage , a constant current circuit for supplying a constant current for maintaining the solenoid valve in an open state, the electromagnetic valve, the first high voltage applying means, Yo
Between the second high voltage applying means and the steady current circuit.
From the engine control unit
First electrical switch that is opened and closed based on a control signal
And the engine is interposed between the solenoid valve and ground,
・ Open based on the control signal from the control unit.
A second electrical switch to be closed , and
At the end of the application of the second high voltage, the first and second electric
Open the switch for a predetermined time, more specifically, instantaneously (OF
F) to shut off the current supply circuit to the solenoid valve at all . As a result, the fuel injection can be performed reliably and stably, and at the end of the application, the application of the large current is instantaneously shut off, so that the fall time of the large current can be significantly reduced, and the dynamic range of the solenoid valve (valve opening) Characteristic) can be expanded, and control accuracy can be improved.

[0010]

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a block diagram illustrating the structure of a solenoid valve drive circuit according to the present invention, taking a fuel injection device of an internal combustion engine as an example, and FIG. 2 is a time chart showing the operation thereof.

In FIG. 1, reference numeral 10 denotes an electromagnetic valve (fuel injection valve) for controlling a fuel injection amount.
The intake air introduced from an air cleaner (not shown) disposed at the tip of the intake valve (not shown) passes through a surge tank (not shown) and an intake manifold (not shown) while the flow rate is adjusted by a throttle valve 14, and is then passed through an intake valve (not shown). (Not shown) into each cylinder combustion chamber (not shown). An electromagnetic valve (fuel injection valve) 10 is provided near the intake valve of each cylinder to inject fuel. The air-fuel mixture injected and integrated with the intake air is ignited by an ignition plug (not shown) in each cylinder and burns to drive a piston (not shown).

A solenoid valve (fuel injection valve) 10 has a needle (valve) 16 urged in a valve closing direction by a spring (not shown).
And a solenoid coil 18 in which the needle 16 is disposed in close proximity. The solenoid coil 18 is connected to a solenoid valve drive circuit and a control unit ECU (engine control unit) not shown, as will be described later.
Based on the output signal (fuel injection signal) from the motor, the needle 16 is excited / re-excited to suck (retreat) the needle 16 to inject fuel.

The solenoid valve driving circuit includes a vehicle battery power supply 20.
, And a capacitor C1 for charging the high voltage, a second boost power supply 24 for similarly generating a high voltage, and a solenoid coil 18. And a capacitor C2 for charging energy for applying a high voltage to the power supply.

[0015] Capacitor C2 is one terminal grounded is connected to the capacitor C1 via the switch SW1 and the other and contact connection point, the second step-up power supply unit 24 via the diode D1 and the resistor R1, also Each is connected to the solenoid coil 18 via SW2. SW3 is interposed between the solenoid coil 18 and the ground.

Here, SW1 is a solenoid valve 1 in more detail.
This is an electrical switch for transferring the first high voltage / charge charged in the capacitor C1 to the capacitor C2 at a timing not applied to 0. SW2 is an electric switch (high side switch) for applying the energy charged in the capacitor C2 to the solenoid coil 18 when the electromagnetic valve is attracted.
SW3 is an electrical switch (low-side switch) for discharging the applied and valve current.

These electric switches SW1, SW2, S
W3 is controlled to open and close by a timing circuit section 26 based on a control signal (Ti signal) from an ECU (engine control unit) not shown.

On the other hand, the solenoid coil 18 is also connected to a vehicle battery power supply 20 via a diode D2 and a constant current detection circuit 28. The constant current detection circuit 28 includes a resistor R
2. a current detector 30 for detecting a current flowing through the resistor R2;
And an electrical switch SW4.

More specifically, the resistance R
2 is detected, and based on the result, the SW 4 is duty-driven by the timing circuit section 26 so that a constant current flows through the solenoid coil 18.

Next, the operation of the solenoid valve driving circuit shown in FIG.
This will be described with reference to a time chart.

First, before the Ti signal is supplied from the ECU (period A shown in FIG. 2), SW1 is always closed (ON) by the timing circuit section 26.

During this period A, the capacitor C2
When W1 is turned on, the high voltage charged in the capacitor C1 by the first step-up power supply unit 22 is applied to the capacitor C2 and charged.

Specifically, the capacitor C1 is connected to the first boosting power supply unit 22 by using a known switching method.
ON-OFF control (switching) of a current (not shown) flowing from a vehicle-mounted battery power supply 20 to a coil (not shown) in the first step-up power supply unit 22 by using a pulse for a transistor (not shown)
And, it applied to the capacitor C 2 repeated high voltage generated in the coil when the switch OFF, the charging high voltage.

The capacitor C 2 in this embodiment 15
A voltage of 0 [V] (the first predetermined voltage described above) can be charged, and a sufficient capacity for performing an initial valve suction operation is provided.

The second step-up power supply unit 24 also includes a coil (not shown), and similarly supplies a high voltage exceeding the vehicle-mounted battery power supply voltage, specifically, a voltage of 70 [V] (the second predetermined voltage described above). appear.

The period A is set to an appropriate period sufficient to charge the capacitor C2 charging voltage to the first boosted power supply unit voltage (150 [V]).

Next, after the elapse of the period A (time B in FIG. 2), SW1 is turned off, SW2 and SW3 are turned on, and the high voltage (first predetermined voltage) stored in the capacitor C2 is applied to the solenoid coil 18 Is applied. Since the capacitor C2 is charged with the high voltage (the first predetermined voltage) as described above, the injector current (the solenoid coil 18) is charged.
) Is realized quickly.

On the other hand, the voltage charged in the capacitor C2 decreases with the discharge to the solenoid coil 18 and drops to the output voltage (70 [V]) of the second step-up power supply 24 (at time C in FIG. 2). ), As shown in FIG.
A voltage is applied to the solenoid coil 18 by the second step-up power supply unit 24. Therefore, a large current is continued to
And the diode D1 can be supplied to the solenoid coil 18.

The second boosted power supply voltage (second predetermined voltage) is set in advance so as to generate a minimum voltage necessary to maintain the large current that has been raised by the first boosted power supply section 22. I do.

As described above, a large current can be applied to the solenoid coil by setting an arbitrary period (time t1 in this embodiment) until the valve is completely sucked.
The time t1 from when the valve is completely closed to when it is completely opened.
Is referred to as an “initial valve suction operation period”, and the valve suction during this period is referred to as an “initial valve suction operation”.

FIG. 3 is a data diagram showing a change in injector current when a voltage / current is applied to the solenoid valve 10 in a conventional solenoid valve drive circuit having no second booster power supply section 24.

As shown in the figure, since a high voltage is applied, a rapid rise of current is realized.
In particular, the period during which the application of the current value near the peak can be maintained is short.

This can be improved to some extent by increasing the capacity of the capacitor as the applied energy charging section. However, in any case, the period during which a large current is applied depends on the capacity of the capacitor. This is disadvantageous in terms of control accuracy because the capacitance of the capacitor greatly changes.

FIG. 4 shows the change in injector current when the initial valve suction operation period is arbitrarily set by the second step-up power supply unit 24 in the illustrated solenoid valve driving circuit. FIG.

As shown in the figure, in the illustrated solenoid valve driving circuit, the injector current rises quickly and, as is apparent from comparison with FIG. 3, a large current is applied stably for an arbitrary time. I can take it.

As described above, in this device, the first boost power supply section 22 realizes a rapid rise of a large current, and the provision of the second boost power supply section 24 allows the large current applied to the solenoid to be arbitrarily set. Could be maintained for a period.

Accordingly, more reliable valve suction can be realized by eliminating the conventional incomplete valve suction caused by energy shortage, and control accuracy can be improved.

Returning to the description of the time chart of FIG. 2, at time D, SW2 and SW3 are simultaneously turned on for a predetermined time,
More specifically, by turning off instantaneously, the above-described initial valve suction operation ends. SW2 is turned off before SW3
You may.

While the switches SW2 and SW3 are kept OFF (period t2 in FIG. 2), the power supply from the high side is cut off and the switch SW3 on the power receiving side (ground side) is also turned off. Fall to. Therefore, the current fall time from the large current at the time of valve suction to the valve opening holding current (vehicle battery power supply current) can be greatly improved.

FIG. 5 is a data diagram showing a change in injector current according to the prior art without performing the above-described current interruption. The solenoid valve drive circuit used in the test did not include the second booster power supply unit 24.

As shown in the figure, in the solenoid valve driving circuit according to the prior art, the current peak value falls from the valve opening holding current value in a gentle curve, and it takes a long time.

This current fall time is uniquely determined by the capacitance and voltage of the capacitor and the inductance of the solenoid coil. In other words, the dynamic range of the solenoid valve is determined by the characteristics of the capacitor and the solenoid coil. In particular, when a large current is applied, the fall delay of the current tends to be larger.

On the other hand, the fact that the valve suction energy is sufficiently supplied and the valve is completely sucked, and then the current is further applied is nothing but wasteful energy.

Therefore, in the solenoid valve driving circuit according to the present invention, as described above, the solenoid coil 18 and the voltage source (capacitor C) for supplying current to the solenoid coil 18 are used.
2. The current supply circuits (SW2, SW3) with the first and second step-up power supply units 22, 24 and the on-vehicle battery power supply 20) are completely shut off at the end of the initial application operation (time D), and the solenoid applied current is quickly reduced. I tried to fall.

FIG. 6 is a data diagram similar to FIG. 5, showing a change in injector current when the current is cut off at the end of the initial application operation in the solenoid valve driving circuit according to the present invention.

As is apparent from a comparison of FIG. 6 with FIG.
By the current interruption, it can be confirmed that the injector current instantaneously falls to the valve opening holding current value.

More specifically, the current fall characteristics are improved by opening the switches SW2 and SW3, and the result is as follows: before the improvement: 130 μsec> after the improvement: 10 μsec. Could be shortened by 120 μsec.

Further, by this current interruption, it is possible to arbitrarily interrupt the application of an extra current exceeding the required valve attraction energy to the solenoid coil 18, and it is possible to save energy of the vehicle battery power supply 20.

Returning to the time chart of FIG. 2, next, at time E, SW3 and SW4 are turned on, and the valve opening holding operation is performed for an arbitrary period. During this period, voltage and current are applied to the solenoid coil 18 from the vehicle battery power supply via the diode D2 and the resistor R2. The current detection unit 30 detects the value of the current flowing through the resistor R2, and based on the detection result, the ECU determines that a constant current (valve-opening holding current) flows through the solenoid coil.
ON-OFF control of SW4 (period F in FIG. 2).

Next, at time G (at the end of the Ti signal), SW3 and SW4 are turned off to stop the application of the valve-open holding current, the solenoid valve is closed, SW1 is turned on, and the high voltage is again applied to the capacitor C2. To prepare for the next valve opening operation.

In this embodiment, as described above, the control signal (Ti signal) for the solenoid valve is transmitted to the solenoid valve drive circuit.
An output engine control unit ECU,
A first application of a first high voltage at the start of energization of the solenoid valve;
High voltage applying means (first step-up power supply portion 22, capacitors
C2 ) and applied by the first high voltage applying means.
To a second high voltage lower than the first high voltage
A second high voltage for applying the second high voltage when the voltage drops;
Pressure applying means (second step-up power supply unit 24), a steady-state current circuit (constant current detection circuit 28) for supplying a constant current for maintaining the open state of the solenoid valve , the solenoid valve and the first High
Voltage applying means and second high voltage applying means and steady state
The engine control is inserted between the current circuits.
.The first being opened and closed based on a control signal from the unit
An electrical switch (SW1, SW2, SW4);
The engine control is inserted between the magnetic valve and ground.
That opens and closes based on control signals from the
2 electrical switches (SW3), and
At the end of the application of the second high voltage, the first and second electric
Open the switch for a predetermined time, more specifically, instantaneously (OF
F) to shut off the current supply circuit to the solenoid valve at all .

Since the present embodiment is configured as described above, by shutting off the power receiving side (SW2) of the applied voltage or both the power feeding side and the power receiving side (SW2, SW3), the voltage applied to the solenoid valve can be reduced. The current fall characteristic from the application of the large current to the valve opening holding current can be greatly reduced. Therefore, the dynamic range (valve opening characteristics) of the solenoid valve can be expanded, and control accuracy can be improved.

Further, the application of extra energy can be omitted, and the energy of the vehicle battery power supply can be saved.

In the above description, the second boosting power supply unit 24
Is provided, but is not always necessary.

Further, in the above description, the fuel injection device for an internal combustion engine has been described as an example, but the application of the solenoid valve drive circuit according to the present invention is not limited thereto.

[0056]

According to the present invention, the current fall characteristic from the application of a large current at the time of application of the solenoid valve to the valve opening holding current can be greatly reduced, and the dynamic range (valve opening characteristic) of the solenoid valve can be expanded. And control accuracy can be improved.

Further, the application of extra energy can be omitted, and the energy of the vehicle battery power supply can be saved.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a solenoid valve driving circuit according to the present invention.

FIG. 2 is a time chart illustrating the operation of the solenoid valve drive circuit according to the present invention.

FIG. 3 is a data diagram showing a change in injector current when a voltage and a current are applied to the solenoid valve in the solenoid valve driving circuit according to the related art.

FIG. 4 is a data diagram similar to FIG. 3, showing a change in injector current when the initial valve suction operation period is arbitrarily set using the solenoid valve driving circuit shown in FIG. 1;

FIG. 5 shows a change in injector current when current interruption is not performed in a solenoid valve driving circuit according to the related art.
It is a data diagram.

FIG. 6 is a data diagram similar to FIG. 5, showing a change in injector current when current interruption is performed at the end of initial application in the solenoid valve driving circuit according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Solenoid valve 12 Intake pipe 14 Throttle valve 16 Needle 18 Solenoid coil 20 In-vehicle battery power supply 22 First boosting power supply section 24 Second boosting power supply section 26 Timing circuit section 28 Constant current detection circuit 30 Current detection section SW1-4 Electrical Switch R1, R2 Resistance C1, C2 Capacitor D1, D2 Diode

Continuation of the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F02D 41/20 F02M 51/00 F02M 51/06 F16K 31/06

Claims (1)

(57) [Claims] 1. A driving circuit for an electromagnetic valve , comprising:
Engine control unit that outputs control signals
And applying a first high voltage at the start of energization of the solenoid valve.
A first high-voltage applying unit, and a first high-voltage applying unit.
Therefore, the applied high voltage is lower than the first high voltage.
Applying the second high voltage when the voltage drops to the high voltage of 2
A second high voltage application means for a constant current circuit supplies a constant current to maintain the open state of the electromagnetic valve, the electric
Magnetic valve, first high voltage applying means, and second high voltage mark
And a stationary current circuit,
Based on control signals from the gin control unit
A first electrical switch, which is opened and closed by
Engine control unit.
Second electricity that is opened and closed based on a control signal from the knit
An electromagnetic switch , wherein at the end of the application of the second high voltage, the first and second electric switches are opened for a predetermined time to completely cut off a current supply circuit to the electromagnetic valve. Drive circuit.