TWI343968B - Fuel pump control apparatus and fuel pump control method - Google Patents

Description

1343968 IX. Description of the Invention: [Technical Field] The present invention relates to a device and method for controlling a fuel pump that supplies fuel to a fuel injection type fuel supply device. In particular, the present invention relates to a device and method for controlling a volumetric type of fuel mill for a volumetric type of plunger. Further, the present invention is directed to a fuel supply device that supplies fuel to a (four) injection type, and includes an engine system of such a fuel supply device and a vehicle that is equipped with such an engine system. 〃

[Prior Art] For example, an engine that is equipped with a small displacement (below gamma), such as a two-wheeled vehicle, supplies fuel to the fuel pump system, and uses a solenoid pump or the like as a drive. The volumetric type of chestnut is a pump that supplies pressure to a liquid type by expanding and reducing the internal volume of the chestnut chamber, sucking a liquid during the expansion of the internal volume, and delivering the liquid during the process of reducing the volume. The plug pump forms a structure in which the plunger is linearly slid by the solenoid, and the space (laboratory) of the liquid is temporarily enlarged/reduced, and the plunger is driven by a specific driving cycle in the solenoid. The air ratio applies the power supply voltage of the battery to drive the control. The previous fuel pump control system fixed the drive cycle and duty ratio to a certain value to drive the fuel pump including the displacement type plunger pump. However, this control reduces the power supply voltage. When there is a problem that the discharge flow rate is lowered, and the power consumption of the fuel is increased when the power supply voltage is excessive, the problem of the power consumption is increased. Therefore, the value of the monitoring power supply voltage is proposed in Japanese Laid-Open Patent Publication No. 2003-120452. To control the energization time to the solenoid a W761, d0c 1343968, however, the prior fuel pump control device including the prior art of the above publication is independent of the load state (operation region) of the engine and the acceleration/deceleration state (operation state). The power-on time is controlled. Therefore, the drive control of the fuel pump of the prior art is insufficient in reducing the power consumption of the vehicle and the ship, and improving the engine running performance. In particular, since the battery of the light-duty vehicle mounted on a two-wheeled vehicle or the like is usually small, Therefore, reducing power consumption is an important issue. In addition, when the power consumption can be reduced, the fuel consumption of the engine that is charging the battery can be reduced, so that the travel distance can be extended by the limited fuel in the fuel tank. A fuel pump control device and a fuel pump control method capable of consuming (four) fuel pump power consumption are provided. Further, another object of the present invention is to provide an engine system capable of suppressing a fuel pump power consumption structure, and a vehicle having such an engine system.

The present invention relates to a fuel pump control device in a fuel supply device, the fuel supply device comprising: a displacement type fuel pump; and a fuel pressure regulating unit mounted on the fuel injection device from the fuel pump to the fuel injection engine The fuel path controls 'and adjusts the pressure of the fuel to a specific pressure. The fuel fruit=device includes: a drive for generating a fuel, which generates a drive pulse for the fuel and a pump; and a control mechanism for fuel injection of the fuel injection device that operates in synchronization with the engine The amount of the drive period of the drive pulse period is controlled in such a manner that the aforementioned fuel pump is driven asynchronously with the front = fuel injection device. m The present invention is directed to adjusting the pressure of the fuel in the fuel path to a specific pressure in the fuel pressure regulating unit. Therefore, the operation of the fuel injection device does not need to correspond to the operation of the fuel pump. That is, although the fuel injection device needs to synchronize with the engine dragon to perform the engine mouth injection operation, the fuel pressure can be maintained by the action of the fuel pressure regulating unit even if the fuel pump operates asynchronously with the engine stroke. Accordingly, the present invention is based on the fuel injection amount of the fuel injection device t to control the driving in a manner that the fuel injection device makes the fuel pump from time to time.

cycle. Thereby, since the fuel pump can be driven at a minimum frequency (maximum cycle), power consumption can be suppressed. Further, it is preferable that the fuel pressure regulating means is provided with a fuel pressure regulating chamber which can maintain a fuel injection amount corresponding to the fuel injection amount of the fuel injection means, and the fuel pressure regulating chamber is preferably supplied with fuel from the fuel pump. The fuel pressure regulating unit may be integrated with the fuel pump or may be attached to the fuel path at a position away from the fuel. The fuel pump can also be a positive displacement piston pump.

The fuel pump control device may further include a parameter acquisition mechanism that takes parameters related to the fuel injection amount of the fuel injection device (especially in the unit 1: fuel injection). In this case, the control means preferably sets the drive cycle / body in accordance with parameters obtained by the parameter acquisition means. The parameter acquisition means should include the acquisition structure, which is about the operation area indicating the engine load state, that is, the material injection! It is set according to the load state of the engine. Therefore, the 99761.doc 1343968 drive cycle can be appropriately set by using the parameters of the operation area of the load state of the watch engine. Examples of the parameters of the operation region include the intake pipe pressure, the fuel injection time (injection time per injection), and the fuel injection amount (each injection amount). Even

Further, the parameter obtaining means preferably includes means for obtaining a parameter relating to an operation state of the acceleration/deceleration state of the table. That is, since the fuel injection amount is set in accordance with the acceleration/deceleration state of the engine, the drive cycle can be determined by using the parameter regarding the operation state of the engine acceleration/deceleration state. Examples of parameters of the operating state, degree, throttle _ degree, inhalation (four) force, and amount of money. The special number changes are closely related to the operational status. The parameters obtained by the parameter acquisition mechanism of the month should include the rotational speed of the bow and the fuel injection time of the fuel injection device (each: the fuel injection amount of the fuel injection device (each time the fuel injection flow) At least two of the opening degree, the suction pipe pressure, and the suction amount. By using these parameters, the drive cycle can be appropriately set.

In particular, it is obtained by the parameter obtaining means: Material:: "The fuel set by the TM" is turned "on", since the fuel injection amount and the engine rotation are set from the primary one. , . . . , (4) Shooting, therefore, the fuel pump control device can be further configured according to this, and the variable ...w includes the threshold value of the threshold setting machine "t:: number acquisition mechanism The parameter is based on the comparison result of the parameter obtained by the parameter obtaining means =::=, and the parameter is compared with the threshold value which is variably set by the above-mentioned 99761.doc 1343968 limit setting means. Further, the control means preferably includes an operation mode determining means for determining which of the plurality of mode regions t classified according to the parameter is in an operation mode of the engine, and a cycle setting means for determining the operation mode determining means As a result, the drive period is set. With this configuration, a relatively simple control can be set to set the appropriate drive period.

More specifically, when the parameter obtained by the parameter acquisition means includes the engine rotation speed N, the operation mode determination means may be the operation mode of the engine by setting the threshold value Ns to the engine rotation speed N. Classified into: N<Ns established first engine rotation speed region, and NgNs

The second engine rotation speed region is established and the operation mode of the engine is judged to be a region in which the engine rotation speed region or the second engine rotation speed region is described. In this case, T handles the drive cycle according to the engine rotation speed with a simple process. Specifically, when the operating mode of the engine belongs to the first-engine rotating speed region, it is only necessary to set a longer driving period and reduce the amount of office supply. When the operating mode of the engine belongs to the second engine rotating speed region, only Set a shorter drive cycle and increase the fuel supply. In addition, the parameter obtained by the parameter obtaining means Μ between the burning (four) materials of the fuel-emissioning device, and the front (four)-turn mode determining means may be a threshold set by the fuel injection time t, (d) = conversion type is classified into .t <ts established - fuel injection time zone; 'and the established second fuel injection time zone, and the operating right of the engine is part of the aforementioned first fuel injection time zone or The aforementioned second fuel 99761.doc -11 - 1343968 injection time zone. Thereby, it is possible to easily handle the driving cycle in which the fuel injection time is appropriately switched. Specifically, when the operating mode of the engine is in the first fuel injection time zone, only a long driving cycle needs to be set, and in the case where the operating mode of the engine belongs to the second fuel injection time zone, only a short driving cycle needs to be set. Just fine. The parameters obtained by the parameter acquisition means include: the engine rotation speed N and the fuel injection time t of the fuel injection device,

The transition mode judging mechanism sets the threshold by the engine rotation speed N

Ns and a threshold ts set for the fuel injection time t, the operating mode of the engine is classified into: N&lt; Ns and t&lt;ts first region, N&lt; ratio and 1 <<ts second region, NgNs and t&lt; The third region of the ts and the fourth region are used to determine that the operating mode of the engine belongs to the first region 'the second region, the second region, or the fourth region. Since the fuel injection amount per unit time is proportional to the product of the fuel injection time t and the engine rotation speed\, the drive cycle can be appropriately set by judging the region to which the operation mode belongs as described above. In the eighth body, the cycle setting means preferably belongs to the first zone, the second zone, the third zone or the fourth zone according to the operation mode of the engine, and sets the periods T1, T2, T3 and T4 satisfying the following condition A as Each drive cycle. Condition A. T1 g Τ3 and Τ1 2 Τ2 and Τ2 g Τ4 and Τ3 g Τ4 such that the fuel pump can be driven at a frequency that is necessary to the minimum according to the fuel injection amount per unit time. The driving cycle in the light load operation area should be longer than the high load operation area. When accelerating, regardless of the operation area, the 99761.doc -12-1343968 drive cycle should be set to high rotation and high negative. (as in the aforementioned period T4) is substantially the same. In the driving cycle in the operating state of the load, the operating mode determining means classifies the operating mode of the engine into a plurality of mode regions based on the threshold value set for the aforementioned parameter, and based on the parameter and the magnitude of the aforementioned threshold value, When it is determined which mode region the operation mode of the engine belongs to, the fuel pump control device further includes a threshold value = a fixed mechanism (4) to set the threshold value in such a manner that the parameter is increased or decreased. With this, Kez

Hunting is expected to stabilize the action by preventing frequent changes in the drive cycle. More specifically, if it is only necessary to increase the engine rotation speed 临, the threshold value corresponding to the engine rotation speed ... is set to a larger value, and the engine rotation speed Ν is reduced to a smaller value. . Similarly, it is only necessary to increase the fuel injection time t by a small value, and to set a value corresponding to the (four) injection time threshold value to a larger value, and to set a smaller value when the fuel injection time is less.

With such a configuration, it is possible to avoid a situation in which the driving cycle is frequently changed, such as a change in the engine rotation speed due to a period change of a single-cylinder engine or the like. In addition, it is possible to avoid the subtle displacement of the grip type accelerator (hand-operated accelerator) used in a straddle-type vehicle such as a two-wheeled vehicle, and the driving cycle frequently changes. Preferably, the control means includes a start control means for setting the drive cycle to a start cycle set by the manner in which the pressure of the fuel reaches the specific pressure within a specific time when the engine is started. With this configuration, at the start of the engine, since the pressure of the fuel can be quickly applied to a specific pressure, 99761.doc 1343968 can shorten the time before starting. The start-up period at this time should be set to be equal to or shorter than the aforementioned period Τ4. Preferably, the drive pulse generating means generates a drive pulse having a substantially constant energization period in a period (drive period) controlled by the control means. Thereby, in addition to the fact that the positive displacement fuel pump can be driven, the driving cycle can be varied. In addition, it is advisable to implement a correction based on the power of the power source (such as a car battery) during power-on. By this, the fuel pump is supplied with electric power regardless of the fluctuation of the power supply dust. The fuel supply device of the present invention comprises: a displacement type fuel pump; a fuel pressure regulation; which is installed on a fuel path from the fuel cold to a fuel injection device of the fuel injection engine, and adjusts the fuel pressure to a specific pressure and The aforementioned fuel pump control device is for controlling the fuel mill. With this configuration, since the fuel pump can be appropriately driven, it is possible to save power by the medium. The engine system of the present invention comprises: a fuel injection engine, and the aforementioned fuel supply means for supplying the lubricant to the engine. With this configuration, since the fuel pump can be appropriately driven, power consumption can be reduced. In addition, when the fuel supply to the fuel pump is carried out by the battery driven by the (four) fuel injection engine generator by the driven generator, the fuel consumption of the engine can be reduced by reducing the amount of power supplied from the battery. . The former == should further include: a trip judgment mechanism, which is to determine the process of the engine; and the fuel injection control mechanism, the judgment of the star judgment mechanism, and the fuel injection device according to the stroke injection operation The burning action. In addition to this, in addition to the control of the engine, the fuel nozzle can be controlled by 9976l.doc 1343968, and the fuel can be used to save electricity. The through-shoot control asynchronously causes the fuel pump to work on the vehicle of the present invention. The ^^ Λ 仃 wheel, which is driven by the driving force of the aforementioned engine, and is driven by the driving force; and ^ 1 ^ ef Α &gt; .Μ Jr, ^ The % engine system. With this configuration, the power consumption of the reduced/burning pump is reduced, and the energy consumption of the vehicle (more specifically, 3, the fuel consumption). The fuel pump control method of the present invention is a fuel cell control method according to the fuel supply device, wherein the fuel supply and fuel (four) unit 'has a fuel pump of the valley (four); the smashing material buckle (four)... from the fuel The fuel injection device of the pump-to-fuel injection type is specifically intended to adjust the pressure of the fuel to a special house force for six hours. The method includes the steps of: generating a driving pulse for driving the fuel pump, supplying the fuel pump to the fuel pump, and fuel injection amount of the fuel injection device operating in synchronization with a stroke of the engine, the fuel injection The device drives the aforementioned combustion (fourth) asynchronously to set the drive cycle. Thereby, since the fuel pump can be efficiently driven by the injection of "J", the fuel consumption of the fuel pump can be reduced. The above and other objects, features, and advantages of the invention will be apparent from the description of the embodiments described herein. [Embodiment] FIG. 1 is a schematic view for explaining the structure of a two-wheeled vehicle vehicle (including a two-wheeled motor vehicle and an attached bicycle) of a vehicle according to an embodiment of the present invention. The two-wheeled vehicle 1 is accompanied by a manual clutch when it is launched. The so-called lightweight locomotive (Scooter) type, and is a lighter straddle type fish, the soil is early. The two-wheeled vehicle 1 includes: a vehicle body frame 2; a power unit 3 that is slidably mounted up and down to the body frame 2 99761.doc 15 1343968; and a rear wheel 4 that obtains a driving force from the power unit 3 And the rotating traveling wheel; the front wheel 6, which is mounted on the front direction of the body frame 2 via the front bar 5; and the manipulator 7, which is rotated integrally with the front bar 5. A headlight 14 that illuminates the front of the two-wheeled vehicle 1 is disposed in front of the manipulator 7. The power unit 3 is rotatably coupled to the lower portion near the center of the body frame 2, and is elastically coupled to the rear portion of the body frame 2 via the reaction unit 8. A seat for driving is disposed on the upper portion near the center of the vehicle body frame 2, and a seat for the passenger is placed behind the seat. In the body frame 2, a footrest 丨丨 is provided at a position between the seat 9 and the manipulator 7. Further, a front brake unit 12 and a rear brake unit 13 are provided in the front and rear wheels 4, respectively. The power unit 3 is integrally formed with the engine 15 and the transmission case 16. On the crankshaft 17 of the engine 15, a starter generator 18 having a function of a starter motor and a generator is coupled via a belt 19. The transmission case 16 houses a drive pulley 22' that transmits the rotation of the crankshaft 17 via the gears 20, 21; the driven pulley 23' transmits the rotation of the drive pulley 22 via the belt 25 and is coupled with the rear wheel 4; The centrifugal clutch 24 is switched in a state in which the rotation of the gear 21 is transmitted to the drive pulley 22 and a state in which it is not transmitted. The centrifugal clutch 24 is coupled between the gear 21 and the drive pulley 22 when the rotational speed of the engine 15 reaches a specific transmission rotational speed, and transmits the driving force from the engine 15 side to the rotational speed response clutch of the drive pulley 22. Thereby, the rotational speed is reached by the rotational speed of the engine 15, and the driving force of the engine i5 is transmitted to the rear wheel 4, so that the two-wheeled vehicle 1 can be advanced. 99761.doc • 16-1343968 is associated with the driven pulley 23 and is provided with a magnet sensor 33 as a vehicle speed sensor for detecting the speed of the two-wheeled vehicle. The magnet sensor 33 outputs a pulse in synchronization with the rotation of the driven pulley 23. The output pulse is output as a vehicle speed signal. By detecting the interval (period) of the vehicle speed signal, the wheel rotation speed of the two-wheeled vehicle 1 can be detected, and the vehicle speed can be obtained based on the wheel rotation speed. Figure 2 is a diagrammatic plan view showing the construction associated with the manipulator 7. The manipulator 7 includes a manipulator shaft 26 extending left and right, a left grip portion 27 and a right grip portion 28 disposed at the left end and the right end of the manipulator shaft 26, and are held by the left and right hands respectively. a rear brake lever 29 is provided in association with the left grip portion 27; a front brake lever 30 is provided in association with the right grip portion 28; and a manipulator cover 3 1 ' covers the left and right grip portions 27, 28 The area. The right grip portion 28 and the accelerator operating portion (accelerator grip, hand operated row accelerator) are rotatably mounted around the manipulator shaft 26. By rotating the right grip portion 28 proximally from the driving observation, the throttle opening degree of the engine cymbal 5 can be increased to increase the engine output, and by rotating to the opposite side (front side), the throttle valve can be reduced. Opening, while reducing engine output. The operation of the right grip portion 28 is mechanically transmitted to the throttle valve 45 (see FIG. 3) to be described later via the accelerator wire 32. Of course, the accelerator operation amount sensing for detecting the operation amount of the right grip portion 28 may be employed in advance. And an electronically controlled throttle constructed by an electric motor switching throttle 45. The rear brake lever 29 is configured to operate the rear brake unit 13 to apply a braking force to the rear wheel', and to brake the operation portion by the rear driving operation. Similarly, the front mast 30 is used to brake the front brake unit 12 to cause the braking force to act on the front 9976l.doc • 17. 1343968 wheel' to brake the operating portion from the front of the driving operation. The brake levers 29, 30 can also be transmitted to the brake units 13, 12 by means of a line, or the brake units U, 12 can be actuated by an oil magic mechanism that operates according to the operation input of the vehicle (4) (10). The operation of the front brake switch 30 is detected by the front brake switch 30&amp; and the operation of the rear brake lever 29 is detected by the rear brake switch 29a.

On the manipulator cover 31, an instrument panel 35 is attached to the center, and a position closer to the right grip portion 28 than the instrument panel 35 is disposed: a switch 34 for forming an engine startable state, and an engine 15 Start switch % for startup. The instrument panel 35 is provided with a speedometer 37 and a fuel gauge "etc. Fig. 3 is a schematic diagram showing an engine system including the engine 15 and its control structure. The engine 15 is a fuel injection type bow engine, in which it inhales In the tube 41, the outside air is taken in through the air cleaner 42, and is supplied to the combustion chamber 44 in the cylinder. A throttle valve 45 for changing the amount of intake air is placed in the middle of the intake pipe 41. The opening of the throttle valve 45 is detected by the throttle position sensor 57. Further, the fuel injection device (fuel injection device Η6, and the suction pressure sensor 47 for detecting the intake pressure in the intake pipe) is disposed on the downstream side of the throttle valve 45 in the air intake direction. The fuel from the fuel supply device 5 disposed in the fuel tank 51 is supplied via the supply fruit 52. The operation of the fuel supply device 〇 and the fuel injection operation of the injector 46 are performed by the controller (ECU). The controller 60 further controls the operation of the ignition coil 53, which operates the spark squad 49 mounted on the cylinder head 48. This 99761.doc • 18 The outer controller 60 inputs the cam signal of the output signal of the sensor 54 of the cam position when the outer rotor 60 is moved from the cam (not shown) mounted on the engine 15 (not shown). The cam signal is used to determine the stroke of the engine 15. Further, the controller 60 inputs the movement of the timing rotor (not shown) mounted on the crankshaft of the engine 15 (not shown) to detect the crank position. The crank angle signal of the output signal of the crank angle sensor 55. The crank angle signal indicates the crank angle of the engine 15. Therefore, the controller 6 detects the engine 15 by detecting the interval (period) of the crank angle signals. Further, the controller 60 inputs an output signal (engine temperature signal) of the engine temperature sensor 56 mounted to the cylinder 43 and detecting the temperature of the engine i 5 . Further, the above-mentioned throttling is supplied to the controller 60. The output signal of the valve position sensor 57' controller 60 can detect the throttle opening according to this. Further, the controller 6 is also input with the suction pressure signal from the suction pressure sensor 47. The crankshaft 17 of the engine 15 is coupled to the starter generator 18 via a belt 19 (refer to FIG. 1). The starter generator 18 is connected to the power unit 58. Further, a battery 59 is connected to the power unit 58. At the time of the engine 15, the electric power of the battery 59 is supplied to the starter generator 18 via the power supply unit 58, and the starter generator 18 functions as a starter motor to rotate the crankshaft 17. After the engine 15 is started, the engine 15 is rotated to start the engine. The motor 18 is thereby activated to activate the generator 18 as a generator, and the generated electric power is charged to the battery 59 via the power supply unit 58. The voltage generated by the battery 59 is monitored by the controller 60. Figure 4 illustrates the aforementioned two wheels. A block diagram of a fuel supply system for controlling a fuel supply system in a vehicle 1 is provided in a fuel tank 51. The fuel supply device 5 provided in the fuel tank 51 is provided with a displacement type fuel pump including a displacement type plunger pump. The injector 46 attached to the intake pipe 41 of the engine is an electromagnetically driven valve type. In the present embodiment, the controller 60 functions as a fuel-fruit control device and operates in response to power supply from the battery 59. The controller 6A includes a control unit 61 including a CPU, and the control unit 61 is connected to a memory unit (r〇m) 62, drivers 63A to 63C, and A/D (analog/digital) converters 64A to 64E. The controller 60 is connected to each part of the engine to perform overall control of the fuel supply system. Specifically, the control unit 61 obtains the voltage of the battery 59 via the A/D converter 64, and acquires the suction pressure signal from the suction pressure sensing benefit 47 via the A/D converter 64B, and obtains the sense of crank angle. The crank angle signal of the detector 55 obtains the cam signal from the cam sensor 54 and obtains the inhalation temperature signal from the inhalation temperature sensor 66 via the A/D converter 64C via the A/D converter 64D. The engine temperature signal from the engine temperature sensor 56 is obtained to obtain the vehicle speed signal from the magnet sensor 33, and the braking operation signal from the brake switches 29a, 30a is obtained, and the throttle valve position is obtained via the A/D converter 64E. The throttle opening signal of the sensor 57. Further, the control unit 61 supplies signals from the main switch 34 and the start switch 36 to monitor the operation states. The control unit 61 detects the opening degree of the throttle valve 45 by performing a specific arithmetic processing on the output of the throttle position sensor 57 obtained via the a/d converter 64E (throttle opening degree) The control unit 61 detects the engine rotation speed by performing a specific arithmetic processing on the output of the crank angle sensing 99761.doc 1343968. Further, the control unit 61 absorbs the suction through the A/D converter 64B. The output of the air pressure sensor 47 performs a specific calculation to detect the pressure inside the intake pipe (suction pipe pressure). Further, the control unit 61 can calculate the intake air amount based on the throttle opening degree and the intake pipe pressure. (Intake air amount, of course, a configuration in which the intake air amount sensor is disposed in the intake pipe 41 and the intake air amount is obtained based on the output. Further, the control unit 61 is driven to the fuel supply device via the pump driver 63 A. The fuel pump of the fifth pump drives the solenoid valve of the injector 46 via the injector driver 63B, and drives the ignition coil 53 via the ignition driver 63C. Further, the control unit 61 performs the activation control of the starter generator 18. The control unit 61 performs the memory by performing the memory. In memory unit 62 The specific program basically operates as a plurality of function processing units including: a pump control unit 61A that controls the operation of the fuel pump of the fuel supply device 5; and a fuel injection control unit 61B. The fuel injection control unit that controls the fuel injection operation of the injector 46; the stroke determination unit 6ic serves as a stroke determination unit that determines the stroke of the engine 15; and an ignition control unit 61D that drives the ignition coil 53 to control the ignition timing. The stroke determining unit 6 determines the stroke of the engine b based on the cam signal from the cam sensor 54. The result of the determination is transmitted to the fuel injection control unit 6ib and the ignition control unit 61D. The fuel injection control unit 61B determines with the stroke The manner in which the stroke of the engine 15 is determined by the portion 6ic 'controls the action of the injector 46. More specifically, it is set according to the throttle opening degree, the intake pipe pressure, and the engine rotation speed, etc., 99761.doc 21 1343968 The fuel injection material and the fuel injection time (the injection time of one time) are synchronized with the stroke of the engine 15 to operate the injector 46. The ignition control unit 61 D controls the ignition operation of the spark plug 49 by operating the ignition coil 53 so as to be synchronized with the stroke of the engine 15 determined by the stroke determining unit 61c. The memory unit 62 executes a program other than the control unit 61. In addition, information for judging the operation mode of the engine 15 and a control map for controlling the fuel supply device 50 are also stored. The control unit 61 controls the respective units with reference to these. Fig. 5 is a cross section of the fuel supply device 50. The fuel supply device π integrally constitutes a volumetric fuel pump 70 and a fuel pressure regulator 90 as a fuel pressure regulating unit. The fuel pressure regulator 9 is disposed on the upstream side of the injector , to adjust the pressure of the fuel to a specific one. pressure. A suction filter 吸入 for sucking fuel is attached to the lower side of the body of the fuel supply device 5'. The fuel pump 70 is an electromagnetically driven displacement type plunger pump using a solenoid. The fuel pump 70 includes a cylinder 71, a plunger 72 inserted into the cylinder 7b, and a solenoid 74 including an electromagnetic coil wound around the outer circumference of the cylinder 71. The plunger "slidably slides back and forth linearly in the cylinder 71, and coil springs 76a, 76b are disposed between the end faces of the cylinders and the end faces of the cylinders. The cylinders 71 are in the present embodiment. In the cylinder 7i, a working chamber VI is formed below the plunger 72 by the linear sliding of the plunger 72 to expand/retract the inner volume. The bottom of the working chamber is connected to the bottom via the poppet valve 78. The suction port 77a 燃料 The fuel in the fuel tank 51 (refer to Fig. 4) is sucked from the suction port 77a through the suction filter 100. The studio vi communicates with the fuel passage 79 extending in the horizontal direction, and then 99761.doc -22- In 1343968, the fuel passage 79 communicates with the discharge port 79a. The fuel passage 79 is opened and closed by the check valve 80. That is, the working chamber is connected to the fuel pressure regulator 90 via the check valve 8A. The check valve 80 makes The fuel passes from the working chamber V1 to the fuel pressure regulator 90 in only one direction, preventing fuel from flowing back from the fuel pressure regulator 90. The fuel pressure regulator 90 is an inlet control type regulator that adjusts the fuel pressure upstream of the injector 46. The material pressure regulator 9 is provided in the regulator body 95: a fuel passage 9A communicating with the discharge port 79a, and a fuel pressure regulating chamber 92 extending in the vertical direction. Between the fuel passage 91 and the fuel pressure regulating chamber 92 An adjustment valve 93 is provided. The adjustment valve adjusts the pressure (fuel pressure) in the fuel pressure regulating chamber 92 to a specific pressure. Specifically, the adjustment valve 93 has a cover member 93a that is attached to the regulator body 95. The outer surface; the diaphragm 93b is held between the cover member 93a and the adjuster body 95; the pressure receiving member 93e is fixed to the fuel pressure regulating chamber 92 side of the diaphragm 93b; the spring support member 93d, The pressure receiving member 93c and the diaphragm 93b are interposed therebetween; the coil spring 93e is disposed between the spring holder member 93d and the cover member 93a; the valve body 93f; the coil spring 93g, which is the valve body 93f The fuel passage "inwardly biases the side of the fuel pressure regulating chamber 92; and the valve seat 93h that mounts the valve body" is provided with a spherical portion 94 that receives the force from the coil spring 93g, and Contact/separation with the valve seat 93h; and a needle portion 94a from which The portion % extends toward the pressure receiving member 93c. A recess for accommodating the needle portion 94a is formed in the center of the pressure receiving member 93c. The pressure receiving member 93c is formed with a diaphragm chamber 98 between the inner wall surface and the opposite inner wall of the fuel pressure regulating chamber. » W761.doc • 23· 1343968 In the regulator main body 95, an opening 95a is formed at a position facing the fuel passage 91, and a diaphragm 93b is disposed so as to close the opening 95a. The cover member 93a is formed with an outer portion. In the opening of the space, the air can enter and exit according to the deformation of the diaphragm 93b. The fuel surge chamber 92 has a sufficient volume in several fuel injections in the injector 46. Above the fuel pressure regulating chamber 92, a connecting portion 96' for connecting the supply pump 52 and an electrical connector 97 for connecting wiring for supplying power to the solenoid 74 are provided. Between the solenoid 74 and the electrical connector 97, the internal wiring 99 is connected. The fuel passage 91, the fuel pressure regulating chamber 92, the supply pump 52, and the like are formed with a fuel supply path for supplying fuel from the fuel pump 70 to the injector 46. The plunger 72 is located at a position where the biasing force of the coil spring 76a and the coil spring 76b is balanced without energizing the solenoid 74. When the solenoid is energized, the plunger 72 is raised by its electromagnetic force. At the same time, the volume in the working chamber η is increased, and when the internal pressure is lowered, the poppet valve 78 is opened and sucked from the suction port 77a. The fuel is supplied into the working chamber V1. When the energization of the solenoid 74 is cut off, the plunger 72 is moved downward by the biasing force of the coil springs 76a, 76b to compress the fuel in the working chamber V1. The fuel reaches a specific pressure. At this time, the check valve 80 is opened, and the compressed fuel is discharged from the discharge port 79a to the fuel pressure regulator 9A. At this time, the plunger 72 is lowered to a position where the biasing force of the coil spring 76a and the coil spring 76b is balanced. In the reciprocating motion of 72, the solenoid 74 is continuously repeated by performing pulse energization control, and a specific volume of fuel is sucked from the suction port 77a according to the stroke thereof, and is discharged from the discharge port 79a at a specific pressure. On the pressure regulator 90 side, the regulating valve 93 adjusts the fuel pressure in the fuel pressure regulating chamber 9976l.doc • 24· 1343968 92 to a specific pressure. Specifically, the liquid in the compartment % is the fuel pressure regulating chamber. The pressure in 92 is at a specific pressure In the above state, the coil spring 93e is compressed, and the pressure receiving member 93c is located at the position retracted to the side of the cover member 93a. At this time, the valve body 93f is attached to the valve seat 93h, and the t adjustment valve 93 is opened, thereby preventing The fuel pump 7 is supplied with fuel to the fuel pressure regulating chamber 92. Further, when the hydraulic pressure in the diaphragm chamber 98, that is, the pressure in the fuel pressure regulating chamber 92 is lower than a specific pressure, the pressure receiving member 93c is applied by the coil spring 93e. The force causes the diaphragm 93b to deform and enters and exits the valve body 93f. Thereby, the pressure receiving member 93c abuts against the needle portion 94a' and the spherical portion % is displaced to the fuel pump 70 side via the needle portion 94a. Thus, by the valve body 93f exiting from the valve seat 93h, the regulating valve 93 is opened, and the fuel flows from the fuel pump 7〇 into the fuel pressure regulating chamber%. Thus, the control valve 93 controls the self-fuel pump 70 to the fuel pressure regulating chamber. The fuel supply of 92 can maintain the internal pressure of the fuel pressure regulating chamber 92 at a specific range of pressure. Next, the drive control of the fuel pump 70 in the present embodiment will be described. First, Fig. 6(a) and Fig. 6(b) ) shows the drive pulse of the solenoid 74 supplied to the fuel pump 7 Waveform diagram of the voltage waveform example. As described above, the fuel pump 7 is driven by energizing the solenoid 74, which is driven by a pulse signal (drive pulse). The drive pulse includes: an applied voltage v&lt;) (e.g., 12v) To the solenoid 74, the energization period τ〇n during the energization of the solenoid 74; and the interruption period T〇ff during which the voltage is not applied to the solenoid officer 74, and the energization is interrupted. The period during which one pulse rises is the drive period Tc of the drive pulse T=(=Ton+Toff) 〇99761.doc -25· 1343968 Off=The energization period TGn of the solenoid 74, the model of each fuel pump 7g is set to a fixed rating (For example, 12 msec) When the energization time τ〇η is longer than the rated value, the plunger 72 cannot be appropriately driven when it is too short, and it is impossible to ensure that sufficient fuel is discharged. When &amp;&apos; controls the discharge amount per unit time of the fuel pump 7', it is necessary to fix the driving period of the driving cycle (4). However, in practice, since the rated value of Ton during the energization period is affected by the applied voltage, Ton receives correction based on the battery voltage during the energization period. That is, the controller 60 extends the set energization period Τοη when the battery voltage is low, and shortens the set energization period Ton when the battery voltage is high, based on the detection result of the battery voltage. That is, the duty ratio (the ratio of the energization period τ (10) to the driving period Tc) is corrected in accordance with the battery voltage. Fig. 6(a) illustrates a drive pulse waveform when the drive period Tc is long. In the case of this example, the number of driving of the fuel pump 70 per unit time is relatively reduced, and the amount of discharge per unit time is relatively reduced. And since the power-on time per unit time is reduced, the average power supplied to the solenoid 74 is reduced. In addition, FIG. 6(b) illustrates a drive pulse waveform when the drive period Tc is short. In the case of this example, the number of driving of the fuel pump 70 per unit time is relatively increased, so that the discharge amount per unit time is relatively increased. However, since the energization time per unit time increases, the average power supplied to the solenoid 74 is increased. In general, the fuel injection amount per time from the injector 46 is controlled so as to increase or decrease in accordance with the operating region corresponding to the load state of the engine 15 and the operating state corresponding to the acceleration/deceleration state of the engine 15. That is, the fuel nozzle emits 99761.doc -26- 1343968. The control unit 6 1 B (refer to FIG. 4) sets the fuel injection time for each time according to the operating region and the operating state of the engine 15 (corresponding to the fuel injection amount per time). And controlling the injector 46 in synchronism with the stroke of the engine 15 in a manner that only injects fuel between the fuel injection times. The previous fuel pump control device does not control the fuel pump's power consumption regardless of the operating region and operating state of the engine. Therefore, the fuel pump's power consumption cannot be sufficiently reduced. Therefore, the fuel cost is reduced to less than β, that is, since it is not suitable. Since the operation area and the operation state are controlled, the overall operational performance of the engine system cannot be fully utilized. In the present embodiment, by controlling the driving cycle Tc in accordance with the operating region and/or the operating state of the engine 15, it is possible to more appropriately control the fuel pump, thereby further reducing power consumption and fuel cost, and improving the operating performance of the engine system. Further, the operation area is determined by the control unit 61 (in particular, the pump control unit 61) based on the parameters of the load state of the engine 15 such as the intake pipe pressure, the throttle opening degree, and the fuel injection time. Further, the operating state is a parameter change related to acceleration and deceleration of the engine 15 in accordance with the engine rotation speed, the throttle opening degree, the intake pipe pressure, and the intake air amount, and the control unit 61 (particularly, the pump control unit 61 A) To decide. In the present embodiment, the parameter for monitoring the operation region is an example in which the fuel injection time of the injector 46 (the fuel injection time per time) is used, and the parameter for monitoring the operation state is an example using the engine rotation speed. The fuel injection time of the ejector 46 is obtained during the calculation of the operation of the ejector 46 by the fuel injection control unit 61B in the control unit 61, and is transmitted to the pump control unit "A. Further, as described above, the control unit 61 According to the output of the crank angle sensor 55, the rotation speed of the engine is obtained from 99761.doc -27· 1343968, and the obtaining unit 6lA is provided. * The engine speed is transmitted to the pump control unit 1 to indicate the operation mode classification of the engine 15. Conceptual diagram used. The coefficient of rotation of Figure 7, the rotational speed of the spurator uses the fuel injection time 丨 as a parameter to express the operation mode on the two-dimensional plane of the coordinate axis. The operation mode of P is classified into Figure 7. The four types of pattern regions 1 to IV are the values of the four boat movement periods Tc (= Tl T2 ΤΙ Τ / ΐ, ' ' ') corresponding to the respective pattern regions, respectively. The drive control of the fuel pump 70 is performed, and the drive periods Tc (, T2' T3, T4) corresponding to the mode areas W to IV are stored in the memory unit 62 in advance. The pump control unit 61A determines that the operation mode of the engine 15 belongs to Which area, from the memory department (four) Z corresponds to The value of the driving center of the determination result is used to set the driving period Tce of the pump: 7 pump, thereby supplying the driving pulse to the fuel pump 70 at the driving period Tc. Since the driving period Tc is set to the stroke of the engine 15 Therefore, the pump control unit 61 drives the fuel pump 70 asynchronously with the stroke of the engine 15. In Fig. 7, the vertical axis represents the engine rotation speed N, and the horizontal axis represents the injector batch, and the injection time t. In addition, the Ns system engine rotates. The threshold of the speed, the threshold value of the U-injector injection time t. That is, the operation mode is divided by the threshold Ns of the engine rotation speed, and the first engine rotation speed region ^ II of the Ns is divided, The second engine rotation speed region m, iv of N^Ns. The "sample" operation mode is divided into the t-lt;ts first-fuel injection time region by the threshold of the injector injection time ^ j, ιπ, and the second 99761.doc

J.28· Two areas of fuel injection time zone II, IV. Therefore, the operation mode of the bow 1 is divided into four mode areas 1 to 1 V by straight lines N = Ns and t = ts. That is, the mode area I is an area of the running film type in which N&lt;Ns and t&lt;ts are satisfied. In the mode of operation in the mode area, the drive pulse is generated with the drive cycle Tc = T1. The pattern region π is a region of the running membrane type in which N&lt;Ns and t^ts are satisfied. When it belongs to the operation weight of the mode region π, the drive pulse is generated with the drive cycle = η. The mode region m is a region of the running film type in which the condition of NgNdt &lt;ts is established. When it is in the operation mode of the mode area (1), the drive cycle is used. = D3 generates a drive pulse. The area IV is the area where the NgNs and the conditions of tgts are established. When the mode area is in the operation mode, the drive pulse is generated with the drive period Tc = T4. The driving periods T1 to T4 are set in such a manner as to be 丨 丨 ^ ^ and 丨 丨 ^ ^ and " ^ ^ and Τ 3 g Τ 4 , that is, T1 ^ 丁 2 $ 丁 3 ^ 丁 4, or η 2 Τ 3 g Τ2 2 Τ4 mode setting. The setting of the drive cycle Τ1~Τ4 is as follows.

Tl=160 msec T2=80 msec T3=80 msec ^4=40 msec Since the fuel injection amount per unit time is proportional to the product of the primary fuel injection amount and the rotational speed of the bow engine, the drive is set as described above. cycle

Tc, the fuel pump 7 can be driven in accordance with the period of the fuel injection amount per unit time from the injector 46. 9976 丨.doc -29· 1343968 The threshold value Ns of the engine rotation speed N and the threshold value ts' of the fuel injection time t are respectively shown in FIG. 8 and FIG. 9 in a manner having a specific hysteresis. set up. That is, the threshold value Ns is variably set in such a manner that the engine rotation speed is increased and the value is decreased when the engine is rotated. Similarly, the threshold ts is variably set to a different value when the fuel injection time t becomes longer and becomes shorter each time. For example, when the engine rotation speed N is increased, the threshold value Nsu is lower than the threshold value Nsd when the engine rotation speed is lowered, and the threshold value Nsd can be increased by about 1 rpm to increase the threshold value tsu when the fuel injection time becomes longer. The limit tsd when the fuel injection time is shortened is set to be about 0.5 msec. Thus, the two thresholds Nsu and Nsd regarding the engine rotational speed N and the two thresholds tsu and tsd regarding the fuel injection time t are stored in advance in the memory unit 62. When the engine rotation speed N increases, the threshold value Nsu is applied, and when the engine rotation speed n decreases, the threshold value Nsd is applied to determine that the operation mode belongs to the mode region, π or In, IV ^ The pump control unit 61 operates by applying the threshold value tsu when the fuel injection time t is increasing, and applying the threshold value tsd when there is a tendency to decrease, and determining that the operation mode belongs to the mode region I, III or II, IV. According to the above, the operation mode (corresponding to the mode area II) at the time of acceleration and acceleration operation can be detected corresponding to the operation mode of the low-rotation light load (corresponding to the mode area I), respectively. The light load operation type (corresponding to the mode area ΠΙ), and the high rotation high load operation mode (corresponding to the 杈 type area IV), and the appropriate control drive period Τ (^ In addition, due to the threshold Ns, ts supply Late; band, so it can suppress the engine] during the period of 5, 99761.doc

J • 30· 1343968 Change and excess control of the small operation of the accelerator. Thereby, the control waste can be saved, and the drive period Tc can be prevented from being frequently changed, so that the engine 15 can be stably operated. Fig. 10 is a flow chart for explaining an example of control of the fuel pump 70 executed by the pump control unit 61A at the time of engine start and engine stop. First, when the main switch "turns from the off state to the on state (step S1), the pump control unit 61 sets the power source of the fuel pump 70 to the on state (step S2). Then, the pump control unit 61A performs the rapid increase of the fuel pressure. The start control is used. That is, the pump control unit 61A fixes the drive period Tc in the operation mode with the high rotation and high load (corresponding to the mode area IV) after a certain time Tp (for example, 2 sec) elapses after the start of the fuel pump 70. The same value T4, or a shorter starting period Ti (e.g., 30 msec), causes the fuel pressure of the fuel pressure regulating chamber 92 to reach a specific pressure (sufficient pressure at the time of fuel injection) in a short time ( Steps S3, S4). The processes of steps S3, S4 correspond to the operation of the pump control unit 61A as the start control mechanism. The specific time Tp described above is reduced even if the fuel pressure in the supply pump 52 is reduced to near the external pressure. The fuel pump 70 can be set to a sufficient time for the fuel pressure to reach a characteristic value. In other words, the start period Ti for the start of the control (steps S3, 4) as the drive period Tc is set to be at a specific time. T The relationship between p can be used to pressurize the fuel pressure in the fuel pressure regulating chamber 92 (refer to Fig. 5) to a value specific to the specific pressure at the time of fuel injection. The start period Ti is previously stored in the memory unit 62, and the pump control unit 61A reads This period is used as the drive period Tc. The control unit 61 (refer to Fig. 4) responds to the operation of the start switch 36, and starts driving 99761.doc -31 · 1343968 to start the generator 18 ^ In addition, the fuel pump 7 is started at the specific drive. The motor "month J is driven after the main switch 34 is turned on. Thereby, since the fuel pressure can be raised to a specific pressure before the start of the generator 18, good startability can be obtained. After the lapse of the specific time Tp (step S4g YES in Fig. 1), the mode is automatically shifted to the normal operation mode. Specifically, the pump control unit 61A refers to the presence or absence of a signal from the crank angle sensor 55, and determines whether or not the engine 15 is rotating (steps S5, S6). Specifically, when the crank pulse from the crank angle sensor 55 is stopped by the specific time Ta (for example, 1 sec ' may be equal to the specific time Tp described above) (YES in step S6), the judgment engine 15 is stopped, When the crank pulse from the crank angle sensor 55 is detected in the specific time D &amp; (step 35 is yes), it is not determined that the engine is stopped. The stop determination of the engine 15 can also be performed using the engine rotation speed calculated based on the cycle of the crank pulse from the crank angle sensor 55. Specifically, when the engine rotation speed is increased to or above the completion of the explosion determination rotation speed, it is determined that the rotation of the engine 15 is stopped when it falls below a certain value. When the engine is rotating (YES in step S5), the pump control unit 61A determines whether or not the voltage of the battery 59 is lowered (step S7). Specifically, for example, the pump control unit 61A is at a battery voltage that is higher than the normal voltage value vG (e.g. When 12 V) is lower than the specific voltage value (11. 5 V in the present embodiment), it is determined that the voltage is lowered in the battery 59. In the case where the voltage is reduced in the battery 59, the controller 6 sets the drive period Tc to the aforementioned period T4 (e.g., 4 〇 msec) (step S8), and generates the drive with the shorter drive period Tc (= T4). Pulse (step sn^), suppresses the power consumption when the voltage of the bottle is reduced. 99. 1373968 The driving period Tc can also be set to a different value from T4. In addition, no voltage is generated in the battery 59. When the time is lowered (NO in step S7), the pump control unit 61A determines the operation mode of the engine 15 (step S9). That is, the present embodiment determines the operation mode of the engine!5 based on the engine rotation speed N and the fuel injection time t. The pump control unit 61A sets the drive period Tc to any one of the above-described periods T1, T2, T3, and T4 in accordance with the result of the determination (step S10, the pump control unit 61A starts _ Acting as a cycle setting means), a drive pulse is generated by the set drive period Tc (step S1 1, the pump control unit 161 acts as a drive pulse generation means). Thereby, the drive cycle according to the operating state and the operating region is performed. ,system It is necessary to drive the fuel pump 7 最小 at a minimum to suppress power consumption. The pump control unit 61A further determines whether or not the main switch 34 is turned off (step su), and when it is not turned off, repeats the process from step (4). (YES in step S12), the power of the fuel is turned off, and the process is terminated (step S13). That is, the power of the fuel is also interrupted by interrupting the main power of the vehicle. In addition, in step S6. When the crank pulse is not detected by the specific time Ta, the determination is made as to whether or not the self-idling stop state is returned to the engine stop state (step S15). That is, the present embodiment is described later. When the execution condition of the Wei 彳 ^ _ T is stopped, the rotation of the engine 15 is stopped, and the chrome Dusit a + ^ ' is specifically returned. When the cow is established, the idling of the engine 15 is restarted by the control unit 61. 9976I.doc • 33- 1343968 By the idling stop control, the return determination of the content to be returned from the idling stop state is performed (YES in step S15), and when the engine 15 is to be restarted, the processing from step S3 is performed, in order to quickly improve The material pressure is used to control the start of the fuel pump 70 (steps S3, S4). When the determination of the return from the idling stop state is not performed (step s 丨 5 is NO), the controller 60 stops supplying the fuel pump 7 驱动 to the drive. The pulse is transmitted (step s 16), and the process proceeds to step S12. Fig. 11 is a view showing an operation mode determination process executed by the pump control unit 61 A in order to determine which region the operation mode of the engine 15 belongs to (step S9 of Fig. 1). The pump control unit 61A functions as a flowchart for the operation mode determination means. The pump control unit 61A repeatedly performs the output signal of the reference crank angle sensor 55 for each specific control cycle, and detects the engine rotational speed N. The pump control unit 61A acquires the obtained engine rotation speed N (step S21). Further, the fuel injection control unit 61B performs processing for obtaining the fuel injection time for each of the specific control cycles. The pump control unit 61A acquires the fuel injection time t from the fuel injection control unit 6IB (step S22). The processing of steps S22, 23 by the pump control unit 1A corresponds to the pump control unit 61a functioning as a parameter acquisition means. Further, the pump control unit 61A determines whether or not the engine rotation speed n is increasing (step S23). This determination can be performed by comparing the engine rotation speed learned in the previous operation mode determination processing with the magnitude of the engine rotation speed obtained in the current operation mode determination processing. When the engine % speed N is increasing (YES in step S23), the pump control unit 61A applies the threshold Nsu as the threshold of the engine rotation speed n. 99761.doc -34· 1343968

Ns (step S24) ^When the engine rotation speed n is not increasing (NO in step S23), the pump control unit 61A applies the threshold value Nsd as the threshold value Ns of the engine rotation speed N (step S25). Further, the pump control unit 61A determines whether or not the fuel injection time t is increasing (step S26). This determination can be performed by comparing the fuel injection time obtained in the previous operation mode determination processing with the magnitude of the fuel injection time obtained in the current operation mode determination processing. When the fuel injection time t is increasing (YES in step S26), the pump control unit 61a applies the threshold value tsu as the threshold value ts related to the fuel injection time t (step S27). Further, when the fuel injection time t is not increasing (NO in step S26), the accumulation control unit 61A applies the threshold value tsd as the threshold value ts associated with the fuel injection time t (step S28). As described above, the processing of steps S23 to S28 of the pump control unit 61A corresponds to the operation of the pump control unit 61A as a threshold setting unit. When the threshold value Ns, ts for determining the area of the running membrane type is set as described above, the pump control unit 61 A sets the engine rotational speed N and the fuel injection time t obtained in the current operation mode determination processing to the threshold value Ns, respectively. , ts performs size comparison ' to judge the mode area (steps S29 to S35). Specifically, when the engine rotation speed N has not reached the threshold value ns (NO in step S29), when the fuel injection time t has not reached the threshold value ts (step s3 〇 is no), it is determined that the operation mode belongs to the mode region 1 (step S32). In addition, when the engine rotation speed N does not reach the threshold value Ns (NO in step s29), and the fuel injection time t is equal to or greater than the threshold value ts (YES in step S3), it is determined that the operation mode belongs to the mode region 11 (step S3). 3). In addition, the engine rotation speed n is greater than the threshold value ^ (steps 9976l.doc • 35-1343968 S29 is YES), and the fuel injection time t does not reach the threshold value ts (NO in step S30) 'determine the operation mode belongs to the mode area ΠΙ (step S34). When the engine is rotated by the speed threshold Ns or more (YES in step S29) and the fuel injection time t is equal to or greater than the threshold value ts (YES in step S3), the determination operation mode belongs to the mode area IV (step S35). Fig. 12 is a flow chart for explaining the contents of the idle stop control executed by the control unit 61. The control unit 61 acquires the output of the engine temperature sensor 56 to detect the engine temperature (step S51), and obtains the outputs of the brake switches 29a and 30a to check the operation states of the front and rear brake units 12 and 13 (step S52). 'Detecting the voltage of the battery 59 (step S53), detecting the vehicle speed of the two-wheeled vehicle 1 from the output of the magnet sensor 33 (step S54), detecting the throttle opening according to the output signal of the throttle position sensor 57 ( Step S55), detecting the engine rotation speed according to the output signal of the crank angle sensor brother (step S56). The control unit 61 determines whether or not the idle stop for temporarily stopping the engine 15 is required, and whether the idle stop state is required to be restarted. Engine 15 (returns from idle stop state, 'releases idle stop). Specifically, the control unit 6 first determines whether or not it is in the idle stop state (step S57). » When it is not the idle stop state, it is determined whether or not the conditional expression of the idle stop (engine stop) is satisfied (step S58). This judgment is performed based on the information detected in (4) S51 to S56. For example, the following idling stop execution conditions (1) to (5) are all affirmative, and any condition is not satisfied. * Execution condition (1): The engine temperature is a specific value (such as 65. 〇 or more. Execution condition (2): The battery voltage is above a specific value (such as 12.0V). 9976 丨.doc • 36 · 1343968 Execution condition (3): Brake The switch is ON. Execution condition (4): The throttle valve is fully closed and is the idling rotation speed. • Execution condition (5): The vehicle speed is zero, so it takes more than a certain time (for example, 3 seconds). When all of the conditions (1) to (5) are satisfied (YES in step S58), the fuel injection and the ignition are stopped (step S59), and the engine 15 is idling stopped. That is, the fuel injection control unit 61B keeps the injector 46 in the stopped state ( The ignition control unit 61D stops the ignition of the ignition coil 53 and stops the ignition of the spark plug 49. When any of the above-described execution conditions is not satisfied (NO in step S58), the control of the present state is maintained. In the case of the idling stop (YES in step S57), it is determined whether or not the idling stop is canceled, and whether the return condition for restarting the engine 15 is established (step S60). The following return condition (restart condition) When one of (丨)~(4) is established, 'the engine 15 in the idle stop is restarted. Xin return condition (1): The throttle opening is a specific value (such as 22) or more. Return condition (2) : Start switch is on. Return condition (3): Engine temperature is lower than a specific value (such as 55. 〇) Return condition (4): Battery voltage is lower than a specific value (such as 丨 〖8ν) β These return conditions (1 When any one of the steps (4) is satisfied, it is judged that it is necessary to return from the air to the stop state (YES in step S60), the control unit 61 starts the start of the generator 1 8 (step S61), and starts the ignition control and the fuel injection control. (Step 862). When the return condition (〇~(4) is not satisfied (Step S6〇 is 〇N), 99761.doc -37-1343968 is maintained in the current state control state, and is returned from the idle stop state, The start control of the fuel pump 70 (steps S3, S4 in Fig. 10) is as described above (refer to step S15 of Fig. 1), whereby the engine 15 is stopped in a stop state for a certain period of time or longer, and the fuel pressure in the supply pump 52 is lowered. When the fuel can be added per unit time between specific periods Tp 7 The number of times of driving is shortened, and the time until the fuel pressure is sufficiently increased is shortened. This can improve the starting performance. In addition, various materials required for the above control are recorded in the memory unit 62 in advance. As described above, the present embodiment corresponds to monitoring. Various parameters (engine rotation speed, fuel injection time, etc.) of the operation region and the operation state are used to control the driving state of the fuel pump 70. Thereby, the power consumption of the fuel pump 7 can be effectively reduced, and the fuel cost can be improved. The venting gas is quieted, and the running performance of the engine 15 such as the starting performance can be improved. That is, the fuel pressure regulating chamber 92 has a sufficient volume at the time of several injections of the ejector 46, and a light load region where the amount of injection is relatively reduced, and a higher pressure load region than that of the injection, has a margin in the volume. Therefore, by not changing the energization period Ton, by relatively extending the drive period Tc, the number of times of driving the fuel pump 70 per unit time can be reduced to suppress power consumption. In addition, in the case of acceleration, etc., the asynchronous injection and the acceleration increment are performed, and even in the low rotation speed region, the fuel injection amount is increased, and in the case of the high rotation high load condition and the startup temple If, the energization time τ is not changed. η, and by relatively shortening the driving period Tc, it is possible to increase the number of times of fuel pump 7 〇 driving per unit time and supply sufficient fuel to the fuel pressure regulating chamber 92. 99761.do, 38. The above describes an embodiment of the present invention. Of course, the present invention may be embodied in another embodiment. For the driving pulse control of the fuel pump 7G, the engine rotation speed and the combustion (four) material are used. The two parameters 'but may be other parameters' or combined with these parameters, such as the value of throttle opening, suction pipe pressure, fuel injection amount and inspiratory volume can also be used as parameters. The parameters used to control the drive cycle can also use one parameter, and more than two parameters can be used. When several parameters are combined, the η-dimensional map (n g 2) can be used, and the operation mode can be classified into several regions to judge. Further, in the above-described embodiment, the engine rotation speed and the fuel injection time' are classified into two types of operation modes. However, it is also possible to set the threshold value of two or more pairs of parameters, and classify the operation mode with respect to the parameter. More than three mode areas. Further, the above-described embodiment shows an example in which the fuel pump 7 is applied to the fuel supply of the two-wheeled vehicle light 1, but the present invention is not limited thereto, and the present invention is applied to other vehicles such as a three-wheeled vehicle or a four-wheeled vehicle. It is also effective for the fuel supply of a light truck (cart), a lawn mower, a generator, etc., or a ship such as a yacht, or even a small exhaust engine such as a snowmobile. Of course, the scope of application of the present invention is The invention is not limited to the supply of fuel to an engine with a small displacement. The present invention can also be applied to supply fuel to a larger displacement engine. The embodiments of the present invention have been described in detail above, but are merely intended to illustrate specific examples of the technical contents of the present invention. The scope of the patent application is limited. </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> </ RTI> <RTIgt; BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a view for explaining the construction of a two-wheeled vehicle according to an embodiment of the present invention. Fig. 2 is a schematic plan view showing the structure associated with the manipulator of the aforementioned two-wheeled vehicle. Fig. 3 is a schematic view showing the construction of the engine control for the aforementioned two-wheeled vehicle. Fig. 4 is a block diagram showing the construction of the fuel supply system control in the aforementioned two-wheeled vehicle. Figure 5 is a cross-sectional view of the fuel supply device. Fig. 6 (a) and Fig. 6 (b) show waveforms 例 which are examples of driving pulses (voltage waveforms) supplied to the fuel supply device provided in the fuel supply device. Fig. 7 is a conceptual diagram for explaining the classification of the operation mode of the engine. Figure 8 is a graph showing the hysteresis of the threshold of the engine rotation speed. Figure 9 is a graph showing the hysteresis of the threshold of the fuel injection time. Fig. 10 is a flow chart showing a control example of the fuel pump when the engine is started and when the engine is stopped. Fig. 11 is a flow chart for explaining processing for determining the operation mode of the engine. Fig. 12 is a flow chart for schematically explaining the contents of the idle stop control. [Main component symbol description] 2 Two-wheel vehicle body frame 99761.doc •40- 1343968 3 Power unit 4 Rear wheel 5 Front bar 6 Front wheel 7 Manipulator 8 Reaction unit 9 Driving seat 10 Seat seat 11 Foot 12 Front brake unit 13 Rear brake unit 14 Headlight 15 Engine 16 Transmission case 17 Crankshaft 18 Start generator 19 Belt 20 Gear 21 Gear 22 Drive pulley 23 Follower pulley 24 Centrifugal clutch 25 Belt 26 Manipulator shaft 99761. Doc -41 - 1343968 27 Left grip 28 Right grip 29 Rear brake lever 29a Rear brake switch 30 Front brake lever 30a Front brake switch 31 Manipulator cover 32 Accelerator line 33 Magnet sensor 34 Main switch 35 Dashboard 36 Start switch 37 Speedometer 38 Fuel gauge 41 Suction tube 42 Air filter 43 Cylinder 44 Combustion chamber 45 Throttle valve 46 Injector 47 Suction pressure sensor 48 Cylinder head 49 Mars plug 50 Fuel supply unit 99761.doc .42. 1343968

51 Fuel tank 52 Supply pump 53 Ignition coil 54 Cam sensor 55 Crank angle sensor 56 Engine temperature sensor 57 Throttle position sensor 58 Power unit 59 Battery 60 Controller 61 Control unit 61 A Pump control unit 61B Fuel injection control unit 61C Stroke determination unit 61D Ignition control unit 62 Memory unit 63A Driver 63B Ejector driver 63C Ignition driver 64A to 64E A/D converter 66 Suction temperature sensor 70 Fuel pump 71 Cylinder 72 Plunger 99761 .doc -43 - 1343968

74 solenoid 76a coil spring 76b coil spring 77a suction port 78 poppet valve 79 fuel passage 79a discharge port 80 check valve 90 fuel pressure regulator 91 fuel passage 92 fuel pressure chamber 93 diaphragm 93 adjustment valve 93a cover member 93b diaphragm 93c Compression member 93d Spring holder member 93e Coil spring 93f Valve body 93g Coil spring 93h Valve seat 94 Ball portion 95 Regulator body 95a Opening 99761.doc -44 - 1343968 96 Connection portion 97 Electrical connector 98 Diaphragm chamber 99 Internal wiring 100 Inhalation device ❿ Reference 99761.doc - 45

Claims (1)

1343968 No. 941〇6〇98 Patent Application Chinese Patent Application Range Replacement (1 (8) year I month) 彡曰10, patent application scope: 1 · "heavy fuel pump control device" is used for fuel supply device The fuel supply device is characterized in that: the fuel supply device includes a volumetric type of piston and a fuel 5, and the fuel is supplied to the fuel path of the fuel injection device from the fuel pump to the fuel injection engine. , which can maintain the fuel equivalent to the :::: several times of the fuel injection amount of the device, and adjust the fuel &amp; force to a specific pressure; • the fuel pump control device includes: a drive pulse generating mechanism, a 苴-actuated pulse; And a drive generation mechanism for driving the fourth material to drive the cycle of the second fuel nozzle of the fuel fruit in synchronization with the fuel injection/operation of the engine fuel injection device of the engine. That is, the driving cycle. Driving pulse 2. If the fuel-feeding control device of the requester shoots the eight-nine in accordance with the fuel, the control mechanism is pressed, and the mother-time of the fuel nozzle is set. The above-mentioned drive 3. The fuel-fruit control device acquisition mechanism of the claim I is at least obtained from the engine rotation; the X step includes: the fuel injection time of the parameter injection device and the parameter related to the fuel injection amount of the fuel injection. The control mechanism of the present invention includes: The operation mode of the engine belongs to the domain according to the foregoing: number::::, a plurality of mode zones of the series of broken tools 9976 J-1000/05 d) I and the cycle setting means set a drive cycle corresponding to the determination result of the operation mode determination means, and the operation mode determination means A sets the threshold value Ns set for the engine rotation speed N and the fuel injection time t Setting the threshold (4), classifying the operation mode of the engine into: N&lt;Nsh<ts first region, n third region, N and determining which of the first second region and the fourth region the operation mode of the engine belongs to <Ns and the second region of tgts, the fourth region of ^Ns and tgts, the first region, the second region, and the second region. (2) The fuel chest control device of the request item further includes a reference device. a parameter relating to the fuel injection amount of the fuel nozzle injection device; ^ The control mechanism sets the aforementioned drive cycle according to the parameter obtained by the front turn number acquisition mechanism. 5. The fuel pump control device of claim 4, Including the operation area in which the parameter is obtained, and the parameter is the engine load state. The fuel pump control device of claim 4 includes the mechanism for obtaining the parameter. Off == machine, state of operation. 加 Addition and subtraction Ί·If the fuel pump control device of claim 4, the parameters obtained by the ia mechanism include: bow 丨引11令妖取-¥ 疋转速度, the aforementioned information The fuel injection time of the 喑&amp; device, the aforementioned fuel 4 spray amount, the throttle opening degree, the suction pipe pressure, and the like: at least the medium spray and the summer. 8. The fuel pump control device according to claim 7, wherein the parameter obtained by the parameter obtaining means includes at least an engine rotational speed and a fuel injection time or a fuel injection amount of the fuel injection device. [9] The fuel control device of claim 4, further comprising a setting mechanism that variably sets a threshold value of a parameter obtained by obtaining the parameter; the control (four) structure includes a cycle setting mechanism, The system (4) sets the aforementioned driving cycle by comparing the parameter obtained by the plurality of acquisition means with the comparison result of the threshold value I 艮 variably set by the threshold setting. 10. The fuel pump control unit A of claim 4 (1) The clothing is controlled by the control mechanism package. 3. The operation mode judgment mechanism, the internal operation mode of the engine is classified according to the number of parameters. Which of the mode regions; and the cycle setting mechanism 'sets the drive cycle corresponding to the judgment result of the operation type judgment mechanism. 11. The fuel pump control of claim 1 , θ , and wherein the parameter taken by the parameter obtaining mechanism includes an engine rotation speed Ν, and the operation mode determining mechanism is caused by the engine rotation speed Ν And set the threshold Ns, the operation mode of the 蘩 ^ ^ is classified into: Ν &lt; Ns established brother-engine rotation speed region, the second engine rotation speed region established by the second Ns, and judge the engine operation The mode belongs to any one of the aforementioned first engine rotational speed region and the aforementioned first spear-engine rotational speed region. 99761-I000105.doc 1343968 12. The fuel_device according to claim ι, wherein the parameter obtained by the foregoing configuration comprises the fuel nozzle of the fuel threat (4): the operation mode judging mechanism is The fuel injection time t is set to the threshold value ts', and the operation mode of the engine is classified into: Μ established: the second fuel injection time zone, and the established second fuel injection zone' Which of the aforementioned second fuel injection time zones belongs to the aforementioned first-fuel_time zone. 13. The fuel pump control device of claim 3, wherein the cycle setting device belongs to one of the first region, the second region, the second region, and the fourth region according to an operation mode of the engine, and will satisfy For condition A: Periods T1, T2, T3 and T4 are respectively set to the drive period, condition A: TGT3 and T1gTuT2^T4j_T3gT4. 14. The fire control device according to claim ,), wherein the operation mode judging mechanism is based on a threshold value set for the foregoing parameter, and (4) the operation mode of the engine is classified into a plurality of mode regions, and according to the parameter and the threshold The size relationship of i, and which domain the operation mode of the engine is judged, and the step-by-step includes a threshold setting mechanism for variably setting the aforementioned threshold in such a manner that the increase or decrease of the parameter has hysteresis . 15. The W control device of the request item, wherein the control mechanism includes a start control mechanism, which is set when the engine is started, and the driving cycle is set to determine that the pressure of the fuel reaches the specific pressure U in a specific time. Start cycle. 16. The fuel pump control device according to claim 1, wherein the drive pulse generating means generates a drive pulse having a substantially constant energization period by a drive cycle controlled by the control means. 17. A fuel supply device, comprising: a fuel pump including a displacement type piston pump; and a fuel pressure regulating unit mounted on a fuel path of the fuel injection device from the fuel system to the fuel injection engine In the above, the fuel corresponding to the fuel injection amount of the fuel injection device can be maintained, and the fuel pressure can be adjusted to a specific pressure; and the device for controlling the fuel pump can be controlled. 1 8. An engine system, comprising: a fuel nozzle engine; and a fuel supply device for supplying fuel to the engine of claim 17. 19. The engine system of claim 18, further comprising: a trip determination mechanism that determines the travel of the engine; and a fuel injection control mechanism that controls the tenderness based on the judgment result of the subscription determination mechanism ~ '枓Injection device fuel injection action. 20. A vehicle characterized by comprising: a walking wheel that is driven by a white light; and ^^^^^^^# an engine system of claim 18. 2 1 · A fuel pump control method, the complex ^ ^ ', the temple is the fuel supply device in the fuel supply control method 1 Ϋ method, the fuel supply device has a volume containing 9976M00OI05.doc 1343968 The fuel of the plunger pump; and the fuel from the fuel system to the fuel spray, the women's path, can maintain the fuel equivalent to the former::::::::= fuel, and the fuel The pressure is adjusted to a specific pressure. The fuel pump control method includes the following steps: generating a driving pulse for driving the fuel pump, and pumping the pump; and ',, force to w. according to the stroke of the engine The fuel nozzle injection amount of the fuel nozzle that is operated in synchronization is configured to drive the fuel pump in a non-v manner with the fuel injection device to set the dynamic cycle of the drive pulse. Heart, drive 9976l-1000105.doc