WO2005083257A1 - 燃料ポンプ制御装置および燃料ポンプ制御方法 - Google Patents
燃料ポンプ制御装置および燃料ポンプ制御方法 Download PDFInfo
- Publication number
- WO2005083257A1 WO2005083257A1 PCT/JP2005/002830 JP2005002830W WO2005083257A1 WO 2005083257 A1 WO2005083257 A1 WO 2005083257A1 JP 2005002830 W JP2005002830 W JP 2005002830W WO 2005083257 A1 WO2005083257 A1 WO 2005083257A1
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- WIPO (PCT)
- Prior art keywords
- fuel
- engine
- fuel injection
- fuel pump
- parameter
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/08—Feeding by means of driven pumps electrically driven
Definitions
- the present invention relates to a fuel pump control device and a fuel pump control method.
- the present invention relates to an apparatus and a method for controlling a fuel pump provided in a fuel supply system for supplying fuel to a fuel injection engine.
- the present invention relates to an apparatus and a method for controlling a positive displacement fuel pump such as a positive displacement plunger pump.
- the present invention relates to a fuel co-supply device for supplying fuel to a fuel injection engine, an engine system including such a fuel supply device, and a vehicle including such an engine system.
- a positive displacement plunger pump using a solenoid or the like as a drive source is used as a fuel pump for supplying fuel to the engine.
- a positive displacement pump is a pump that applies pressure to the liquid by increasing or decreasing the internal volume of the pump chamber, and sucks the liquid while the internal volume increases! / The liquid is sent out in the process of shrinking and shrinking.
- a positive displacement plunger pump is constructed so that the space (working chamber) for temporarily storing liquid is enlarged / reduced by sliding the plunger directly by a solenoid.
- Such a plunger pump is subjected to horsepower control by applying a power ⁇ to the solenoid at a predetermined driving cycle and a duty ratio.
- An object of the present invention is to provide a fuel pump control device and a fuel pump control method capable of suppressing power consumption of a fuel pump.
- Another object of the present invention is to provide an engine system having a configuration capable of suppressing power consumption of a fuel pump, and a vehicle provided with such an engine system.
- the present invention includes a positive displacement fuel pump and a fuel pressure adjusting unit which is interposed in a fuel path from the fuel pump to a fuel injection device of a fuel injection engine and adjusts a fuel pressure to a predetermined pressure.
- the present invention relates to a control device for the fuel pump in a fuel supply device.
- the fuel pump control device includes: a drive pulse generation unit configured to generate a drive pulse for driving the fuel pump; and a fuel injection amount that is operated by the fuel injection device operating in synchronization with a stroke of the engine.
- the present invention focuses on the point that the operation of the fuel injection device and the operation of the fuel pump do not necessarily correspond to each other because the fuel pressure in the fuel path is adjusted to a predetermined pressure in the fuel pressure regulating unit. It was done. In other words, the fuel injection device must perform the engine injection operation in synchronization with the engine stroke.1 Even if the fuel pump operates asynchronously with the engine stroke, the fuel pressure control unit operates to reduce the fuel pressure. Can be maintained. Therefore, in the present invention, the drive cycle is controlled so that the fuel pump is driven asynchronously with the fuel injection device in accordance with the fuel injection amount of the fuel injection device. As a result, power consumption can be reduced because the fuel pump can be driven with the minimum necessary frequency (maximum cycle).
- the fuel pressure regulating unit preferably has a fuel pressure regulating chamber capable of holding a fuel corresponding to a plurality of fuel injection amounts by the self-fuel injector.
- the chamber is supplied with fuel from the fuel pump.
- the fuel pressure regulating unit may be integrated with the self-identified fuel pump, or may be interposed in the fuel path at a position remote from the fuel pump.
- the fuel pump may be a positive displacement plunger pump.
- the fuel pump control device may further include parameter acquisition means for acquiring a parameter relating to a fuel injection amount (particularly, a fuel injection amount per unit time) by the fuel injection device.
- the control means sets the drive cycle in accordance with the parameter acquired by the parameter acquisition unit.
- the parameter acquisition unit includes a unit that acquires a parameter related to a word region indicating a load state of the engine. That is, since the fuel injection amount is determined according to the load condition of the engine, it is possible to appropriately determine the horse running cycle by using a parameter related to the region B indicating the load condition of the engine. »Examples of parameters related to the 3 ⁇ 4B range include intake pipe pressure, fuel injection time (injection time per injection), fuel injection amount (fuel injection amount per injection), and the like.
- the parameter obtaining means includes means for obtaining a parameter relating to a lighting state indicating a caro deceleration state of the engine.
- the drive cycle is appropriately determined by using the parameters related to the state of the engine that indicates the caro deceleration state.
- parameters related to the operating state include engine speed, throttle opening, intake pipe pressure, intake air amount, and the like.
- the parameters obtained by the parameter obtaining means are: engine rotation st degree, fuel injection time of the fuel injection device (injection time per injection), fuel injection amount of the fuel injection device (fuel injection amount per injection) It is preferable to include at least one of a throttle opening, an intake pipe pressure, and an intake air amount. By using these parameters, the driving cycle can be appropriately determined.
- the parameters acquired by the parameter step include at least an engine speed and a fuel injection time or a fuel injection amount of the fuel injection device. That is, since the fuel injection amount per unit time is obtained from the fuel injection amount for one time and the degree of engine rotation teii, the drive cycle can be appropriately determined based on this.
- the fuel pump control device may further include threshold setting means for variably setting a threshold for a parameter obtained by the parameter obtaining means.
- the control unit includes a cycle setting unit that sets the drive cycle based on a comparison result between the parameter acquired by the parameter acquisition unit and a threshold variably set by the threshold setting unit. It is preferred to include.
- control means determines which one of the plurality of mode areas classified based on the parameter the operation mode of the engine belongs to, s $ mode determination means, and 11 mode determination means. It is preferable to include a cycle setting means for setting a drive cycle according to the result of the determination. With this configuration, an appropriate drive cycle can be set with relatively simple control.
- the meaning mode discrimination means includes a threshold value N s set for the engine time si degree N.
- the engine mode is classified into a first engine speed region where N ⁇ Ns is satisfied and a second engine speed region where NNs is satisfied.
- the determination may be made to determine whether the region belongs to the region or the second engine rotation! Si degree region.
- switching of the driving cycle according to the engine rotation i degree can be appropriately performed by simple processing.
- the operation mode of the engine is in the first engine speed range. If so, set a relatively long drive cycle to reduce the amount of fuel supply, and if the hybrid mode of the engine belongs to the second engine rotation speed range, set a relatively short sleep cycle. It is sufficient to increase the fuel supply amount.
- the 1 $ cloud mode determination unit uses a threshold ts defined for the fuel injection time t,
- the cloud mode of the engine is classified into a first fuel injection time region in which t ⁇ ts is satisfied and a second A fuel injection time region in which tts force S is satisfied.
- the determination may be made as to which of the second fuel injection time regions it belongs to.
- the switching of the driving cycle according to the fuel injection time can be appropriately performed by a simple process. Specifically, a relatively long drive cycle is set when the operation mode of the engine belongs to the first fuel injection time range, and a relatively short drive cycle is set when the operation mode of the engine belongs to the second fuel injection time range. Just set the drive cycle.
- the operation mode determination means determines the engine rotation degree N.
- the engine is operated in the first region where N ⁇ N s and t ⁇ ts, and N ⁇ N s It is classified into a certain second region, a third region where NN s power t ⁇ ts, and a fourth region where NN s power tts, and the operation mode of the engine is the first region, the second region, and the second region.
- the determination may be made as to which of the third area and the fourth area belongs. Since the fuel injection amount per unit time is proportional to the product of one fuel injection time t and the engine rotation S degree N, the drive cycle is appropriately determined by determining the region to which the meaning mode belongs as described above. Can be determined.
- the cycle setting means determines a cycle that satisfies the following condition A according to whether the operation mode of the engine belongs to the first region, the second region, the third region, and the fourth region. It is preferable that Tl, ⁇ 2, ⁇ ⁇ ⁇ 3, and ⁇ 4 are each set as the drive cycle.
- the sleep cycle in the ⁇ region of the spectacle is longer than the drive period in the region of high load. It is preferable to set substantially the same as the drive cycle (for example, the cycle ⁇ 4).
- the operation mode of the engine is classified into a plurality of mode regions based on a threshold value determined for the parameter, and the engine mode is determined based on the magnitude relationship between the parameter and the threshold value.
- the fuel pump control device includes a threshold setting unit that sets the threshold so as to have a hysteresis with respect to the increase or decrease of the parameter.
- it further includes.
- the threshold value N s corresponding to the engine speed! 3 ⁇ 4g degrees ⁇ is set to a relatively large value when the engine speed N increases, and to a relatively small value when the engine speed N decreases. You only have to decide.
- the threshold value t S corresponding to the fuel injection time t defined in a relatively large value when the increase in the fuel injection time t, at the time of decrease of the fuel injection time yo be determined relatively small value les.
- control means include a start control means for setting a self-drive cycle to a start cycle determined so that the fuel pressure reaches the predetermined pressure within a predetermined time when the engine is started.
- start control means for setting a self-drive cycle to a start cycle determined so that the fuel pressure reaches the predetermined pressure within a predetermined time when the engine is started.
- the starting cycle is preferably set to be equal to or shorter than the above-described cycle ⁇ 4, for example.
- the drive It is preferable that the loose generation means generates a driving pulse having a substantially constant energization period at a cycle (drive cycle) controlled by the control means. As a result, while the positive displacement fuel pump is reliably driven, the drive cycle can be varied.
- a correction according to the voltage of the power source is performed during the power-on period.
- the power source for example, a vehicle-mounted battery
- a fuel supply device is provided with a positive displacement fuel pump and a fuel control device that is interposed in a fuel path from the fuel pump to a fuel injection device of a fuel injection type engine and adjusts a fuel pressure to a predetermined pressure. It includes a pressure unit and the above-described fuel pump control device for controlling the fuel pump. With this configuration, the fuel pump can be appropriately driven, and power can be saved.
- the engine system of the present invention includes a fuel injection engine and the above-described fuel supply device for supplying fuel to the engine. With this configuration, power consumption can be reduced by appropriately driving the fuel pump.
- the amount of power supply from the battery can be reduced, and the fuel consumption of the engine can be reduced. Can be reduced.
- the engine system further includes a stroke determination unit that determines a stroke of the engine, and a fuel injection control unit that controls a fuel injection operation of the fuel injection device based on a result of the stroke determination performed by the stroke determination unit. Is preferred. As a result, while performing the fuel injection control in synchronization with the engine stroke, the fuel pump can be turned off asynchronously with the fuel injection control to save power.
- a vehicle according to the present invention includes: a traveling ⁇ 3 ⁇ 4 that is rotationally driven by obtaining a driving force from the engine; and the engine system described above. With this configuration, the power consumption of the fuel pump can be reduced, and the energy consumption of the vehicle (more specifically, the fuel consumption) can be reduced.
- a fuel pump control method includes a positive displacement fuel pump, and a fuel path interposed between the fuel pump and a fuel injection device of a fuel injection engine, and controls a fuel pressure.
- This is a method for controlling a lift self-fuel pump in a fuel supply system including a fuel pressure adjusting unit for adjusting the pressure to a predetermined pressure.
- the method includes the steps of generating a drive pulse for driving a tiff fuel pump and supplying the drive pulse to the fuel pump; and a method for controlling a fuel injection amount by the fuel injection device operating in synchronization with a stroke of the engine. Setting the drive cycle so as to drive the fuel pump asynchronously with the fuel injection device. As a result, the fuel pump can be efficiently driven according to the fuel injection amount, so that the power consumption of the fuel pump can be reduced.
- FIG. 1 is an illustrative view for explaining a configuration of a two-wheeled vehicle according to an embodiment of the present invention.
- FIG. 2 is an illustrative plan view for describing a configuration related to a handle of the two-wheeled vehicle.
- FIG. 3 is an illustrative view for explaining a configuration for controlling an engine of the two-wheeled vehicle.
- FIG. 4 is a block diagram for explaining a configuration for controlling a fuel supply system in the two-wheeled vehicle.
- FIG. 5 is a cross-sectional view of the fuel supply device.
- FIGS. 6 (a) and 6 (b) are waveform diagrams showing examples of drive pulses (voltage waveforms) supplied to a fuel pump provided in the fuel W co-supply device.
- FIG. 7 is a conceptual diagram for explaining the classification of the operation modes of the engine.
- FIG. 8 is a diagram showing hysteresis of the threshold value of the engine speed.
- FIG. 9 is a diagram showing the hysteresis of the threshold value of the fuel injection time.
- FIG. 10 is a flowchart for explaining an example of control of the fuel pump when the engine is started and when the engine is stopped.
- FIG. 11 is a flowchart for explaining a process for determining the operation mode of the engine. 30
- FIG. 12 is a flowchart outlining the contents of the idle stop control.
- FIG. 1 is an illustrative view for describing a configuration of a motorcycle 1 (including a motorcycle and a motor-equipped bicycle) which is a vehicle according to an embodiment of the present invention.
- the two-wheeled vehicle 1 is a so-called starter type vehicle that does not involve a manual clutch operation when starting, and is a relatively lightweight straddle-type vehicle.
- the two-wheeled vehicle 1 includes a body frame 2, a power unit 3 attached to the body frame 2 so as to be able to swing up and down, and running wheels that rotate by obtaining a driving force from the power unit 3.
- the vehicle includes a rear wheel 4, a front wheel 6 as a steering wheel attached to a front portion of the vehicle body frame 2 via a front fork 5, and a handle 7 that rotates integrally with the front fork 5.
- a headlight 14 for illuminating the front of the two-wheeled vehicle 1 is disposed in front of the handle 7.
- the power unit 3 is swingably connected to a lower portion near the center of the body frame 2 and is elastically connected to a rear portion of the body frame 2 via a rear cushion unit 8.
- a seat 9 for 1 $ passenger is arranged at an upper portion near the center of the body frame 2, and a passenger 10 for a passenger is further arranged behind the seat 9.
- a footrest 11 is provided between the seat 9 and the handle 7.
- the front wheel 6 and the rear wheel 4 are respectively provided with a front brake unit 12 and a rear brake unit 13.
- the power cut 3 is formed by integrally forming the engine 15 and the transmission case 16.
- the cell dynamo 1 with the function is connected via a belt 19.
- the drive case 16 receives a drive pulley 22 through which the rotation of the crankshaft 17 is transmitted via gears 20 and 21, and a drive pulley 22 through which the rotation of the drive pulley 22 is transmitted via a benoret 25.
- a driven pulley 23 connected to the rear wheel 4 and a centrifugal clutch 24 that switches between a state where the rotation of the gear 21 is transmitted to the drive pulley 22 and a state where the rotation is not transmitted are housed.
- the centrifugal clutch 24 connects between the gear 21 and the drive pulley 22 when the rotation speed of the engine 15 reaches a predetermined transmission rotation speed, and drives the engine 15 from the engine 15 side. This is a rotational response clutch transmitted to the burry 22.
- a two-wheeled vehicle In connection with the driven pulley 23, a two-wheeled vehicle: a magnet sensor 33 as a vehicle speed sensor for detecting the vehicle speed of L is provided.
- the magnet sensor 33 outputs a pulse in synchronization with the rotation of the driven pulley 23. This output pulse is output as a vehicle speed signal.
- the interval (cycle) of the vehicle speed signal it is possible to detect the wheel rotation of the two-wheeled vehicle 1 ⁇ 3 ⁇ 4 °, and the vehicle speed can be obtained based on the wheel rotation ⁇ °.
- FIG. 2 is an illustrative plan view for describing a configuration related to the handle 7.
- the handle 7 is disposed at a left end and a right end of the handle shaft 26 extending left and right, and a left lip portion 27 and a right lip portion 28 which the user holds with the left and right hands, respectively.
- a rear brake lever 29 provided in connection with the left drip portion 27, a front brake lever 30 provided in connection with the right grip portion 28, and left and right grip portions 27, 28.
- a handle cover 31 that covers the area between them.
- the right grip portion 28 also serves as an axel operation portion (axel grip; a hand-operated type axle), and is attached rotatably around the handle shaft 26.
- axel grip a hand-operated type axle
- the throttle opening can be reduced and the engine output can be reduced.
- Such operation of the right grip portion 28 is mechanically transmitted to a throttle 45 (see FIG. 3) to be described later via the accelerator wire 32.
- an electronic control type throttle having a configuration in which a throttle operation amount sensor for detecting the operation amount of the right grip portion 28 is provided and the throttle 45 is opened and closed by an electric motor may be employed. .
- the rear brake lever 29 activates the rear brake unit 13 to control the rear wheels.
- This is a rear wheel braking operation unit operated by a person who works for power.
- the front brake lever 30 is a front wheel braking operation unit operated by the rider to operate the front brake unit 12 to apply braking force to the front wheels.
- the operations of 29 and 30 may be transmitted to the brake units 13 and 12 by wires, or the brake mechanism may be operated by a hydraulic mechanism that operates according to the operation input of the brake levers 29 and 30.
- the units 13 and 12 may be allowed to run.
- the operation of the front brake lever 30 is detected by the front brake switch 30a, and the operation of the rear brake lever 29 is detected by the rear brake switch 29a.
- An instrument panel 35 is built in the center of the handle cover 31.
- a main switch 34 for starting the engine 15 and a start switch 36 for starting the engine 15 are arranged at a position on the right drip section 28 side of the position 3 5. ing.
- the instrument panel 35 incorporates a speedometer 37 and a fuel meter 38.
- FIG. 3 is an illustrative view for describing an engine system including an engine 15 and a configuration for controlling the engine.
- Engine 1 5 is an engine of fuel injection type, in its intake pipe 4 1, outside air is sucked through the air cleaner 4 2, are supplied to the combustion chamber 4 4 of the cylinder 4 3 .
- a throttle 45 for changing the amount of intake air is arranged in the middle of the intake pipe 41.
- the opening of the throttle 45 is detected by a throttle position sensor 57.
- an injector (fuel injection device) 46 for injecting fuel and an intake pressure sensor 47 for detecting the intake pressure in the intake pipe 41 are arranged downstream of the throttle 45 in the air intake direction. Have been.
- Fuel from a fuel supply device 50 arranged in a fuel tank 51 is supplied to the injector 46 via a supply pipe 52.
- the operation of the fuel supply device 50 and the fuel injection operation of the injector 46 are controlled by a controller (ECU: electronic control unit) 60.
- the controller 60 also has an ignition mounted on the cylinder head 48 Controls the operation of the ignition coil 53 to make the plug (spark plug) 49 fire.
- the controller 60 receives a cam signal, which is an output signal of a cam sensor 54 that detects a cam position from the movement of a timing rotor (not shown) attached to a cam shaft (not shown) of the engine 15. Is done. Using this cam signal, the stroke of the engine 15 is determined.
- the controller 60 receives an output signal of a crank angle sensor 55 for detecting a crank position from a movement of a timing rotor (not shown) attached to a crank shaft (not shown) of the engine 15.
- a crank angle signal is input. This crank angle signal indicates the crank angle of the engine 15. Therefore, the controller 60 detects the crank angle S of the engine 15 by detecting the interval (cycle) of the crank angle signal.
- an output signal (engine temperature signal) of an engine temperature sensor 56 that is attached to the cylinder 43 and detects the temperature of the engine 15 is input to the controller 60.
- the controller 60 is supplied with the output signal of the throttle position sensor 57 described above, and based on this, the controller 60 can detect the throttle opening. Further, the controller 60 is also supplied with an intake pressure signal from an intake pressure sensor 47.
- the senole dynamo 18 is coupled to the crankshaft 17 of the engine 15 via the belt 19 (see FIG. 1).
- the cell dynamo 18 is connected to a power supply unit 58, and further, a battery 59 is connected to the unit original unit 58.
- the electric power of the battery 59 is supplied to the cell dynamo 18 via the power supply unit 58, and this sensor 18 functions as a starter motor to rotate the crankshaft 17.
- engine 15 causes cell dynamo 18 to rotate.
- the cell dynamo 18 functions as a generator, and the generated electric power is charged to the battery 59 via the grape unit 58.
- the raw voltage of the battery 59 is to be monitored by the controller 60.
- FIG. 4 illustrates a configuration for controlling a fuel supply system in the two-wheeled vehicle 1. It is a block diagram for performing.
- the fuel supply device 50 provided in the fuel tank 51 is provided with a displacement pump composed of a displacement type plunger pump!
- the injector 46 attached to the intake pipe 41 of the engine 15 is of an electromagnetically driven valve type.
- the controller 60 functions as a fuel pump control device, and operates by receiving power supply from the battery 59.
- the controller 60 includes a control unit 61 including a CPU.
- the control unit 61 has a storage unit (ROM) 62, drivers 63A to 63C ⁇ , and an A / D (analog / digital conversion) converter. «64 A to 64 E etc. are connected.
- the controller 60 is connected to each part of the engine and controls the entire fuel system.
- the controller 61 receives the voltage of the battery 59 via the / 0 converter ⁇ 64, and receives the intake pressure signal from the intake pressure sensor 47 as an A / D converter 64.
- B the crank angle signal from the crank angle sensor 55 is taken in
- the force signal from the force sensor 54 is taken in
- the intake signal from the intake sensor 66 is transformed into an AZD signal.
- the engine temperature signal from the engine sensor 56 is taken in through the AZD converter 64D
- the vehicle speed signal from the magnet sensor 33 is taken in
- the brake switches 29a and 30a are taken in.
- the rake operation signal is taken in, and the throttle opening signal from the throttle position sensor 57 is taken in through the AZD converter 64E.
- the control unit 61 receives signals from the main switch 34 and the starter switch 36, and monitors the operation state of these.
- the control unit 61 performs a predetermined calculation process on the output of the throttle position sensor 57 captured through the A / D converter 64 E to determine the opening of the throttle 45 (throttle opening). To detect. Further, the control unit 61 detects the engine rotation St degree by performing predetermined arithmetic processing on the output of the crank angle sensor 55. Further, the control unit 61 performs a predetermined operation on the output of the intake pressure sensor 47 taken in through the AZD transformer 64 B to thereby determine the pressure in the intake pipe 41 (intake pipe pressure). To detect. The control unit 61 also controls the throttle opening and intake pipe pressure. Based on this, the intake air amount (intake air amount) can be calculated. Of course, it is also possible to arrange an intake air amount sensor in the intake pipe 41 and obtain the intake air amount based on the output.
- control unit 61 drives a fuel pump provided in the fuel supply unit 50 via a pump driver 63 A, and the solenoid valve of the injector 46 via an injector driver 63 B. Drive and drive the ignition coil 5 3 through the ignition dryno 6 3 C. Further, the control unit 61 executes start control of the cell dynamo 18.
- the control unit 61 substantially operates as a plurality of function processing units by executing a predetermined program stored in the storage unit 62.
- the multiple function processing units the fuel injection system of the fuel injection control means for controlling the pump control unit 6 1 A for controlling the operation of the fuel pump fuel supply device 5 0, the fuel injection operation by the indicator Ekuta 4 6 Controller 61B, a stroke discriminator 61C as stroke discriminating means for discriminating the stroke of the engine 15 and an ignition controller 61D that drives the induction coil 53 to control the ignition timing. S included.
- the stroke determination section 61C determines the stroke of the engine 15 based on the cam signal from the cam sensor 54. This determination result is passed to the fuel injection control unit 61B and the ignition control unit 61D.
- the fuel injection control unit 61B controls the operation of the injector 46 so as to synchronize with the stroke of the engine 15 determined by the determination unit 61C. More specifically, the fuel injection timing and fuel injection time (single injection time) are determined according to the throttle opening, intake pipe pressure, engine speed, etc., and synchronized with the engine 15 stroke. Then, the injector 46 is operated.
- the ignition control unit 61D operates the induction coil 53 so as to synchronize with the stroke of the engine 15 determined by the stroke determination unit 61C, so that the ignition operation of the ignition plug 49 is performed. Control.
- the storage unit 62 has, in addition to the program to be executed by the control unit 61, information for determining the key mode of the engine 15, and a control map for controlling the fuel; 1SH co-supply device 50. Etc. are stored.
- the control unit 61 controls each unit with reference to these. 05 002830
- FIG. 5 is a sectional view of the fuel supply device 50.
- the fuel supply device 50 is configured such that a positive displacement fuel pump 70 and a fuel pressure regulator 90 as a fuel pressure adjusting unit are integrally formed.
- the fuel pressure regulator 90 adjusts the fuel pressure to a predetermined pressure on the upstream side of the injector 46.
- the fuel pump 70 is an electromagnetically driven positive displacement plunger pump using a solenoid.
- the fuel pump 70 includes a cylinder 71, a plunger 72 inserted into the cylinder 71, and a solenoid 74 composed of an electromagnetic coil wound around the outer periphery of the cylinder 71. .
- the plunger 72 can slide back and forth linearly in the cylinder 71. At both ends thereof, between the end faces of the cylinder 61 and the wall at both ends, there are coil springs 76a and 76, respectively. b is located.
- the cylinders 71 are arranged along the vertical direction. Within the cylinder 71, below the plunger 72, there is defined a ⁇ chamber V 1 whose inner volume increases or decreases by linear sliding of the plunger 72. The bottom of the working chamber V1 is connected to a suction port 77a via a poppet valve 78. The fuel in the fuel tank 51 (see FIG. 4) is sucked from the suction port 77 a through the suction fin hopper 100.
- the fuel chamber VI communicates with a fuel passage 79 extending horizontally, and the fuel passage 79 communicates with a discharge port 79a.
- the fuel passage 79 is opened and closed by a check valve 80. That is, the working chamber VI is connected to the fuel pressure regulator 90 via the check valve 80.
- the check valve 80 allows fuel to pass only in one direction from the working chamber V1 to the fuel pressure regulator 90, and prevents reverse flow of fuel 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 fuel pressure regulator 90 includes a fuel passage 91 communicating with the discharge port 79 a, and a fuel pressure regulating chamber 92 extending in the vertical direction in a regulator body 95.
- a regulating valve 93 is provided between the fuel passage 91 and the fuel pressure regulating chamber 92.
- the adjusting valve 93 adjusts the pressure in the fuel pressure regulating chamber 92 to a predetermined pressure.
- the regulating valve 93 is provided with a cover member 93 a attached to the outer surface of the regulator body 95, and a holding member held between the cover member 93 a and the regulator body 95.
- the valve element 93 f receives the urging force from the coil spring 93 g and comes into contact with and separates from the valve seat 93 h by Z. It has a needle portion 94a extending toward it. A concave portion for receiving the needle portion 94a is formed in the center of the pressure receiving member 93c.
- the pressure receiving member 93c forms a diaphragm chamber 98 between itself and the inner wall surface of the fuel pressure regulating chamber 92 facing the pressure receiving member 93c.
- An opening 95a force S is formed in the regulator body 95 at a position facing the fuel passage 91, and a diaphragm 93b is arranged so as to close the opening 95a.
- An opening communicating with the external space is formed in the cover member 93a so that air can enter and exit according to the deformation of the diaphragm 93.
- the fuel pressure regulating chamber 92 has a sufficient volume for a plurality of fuel injections in the injector 46.
- a connection part 96 for connecting a supply pipe 52 and an electric connector 97 for connecting a cock spring for supplying power to a solenoid 74 are provided above the fuel pressure regulation chamber 92.
- the solenoid 74 and the electrical connector 97 are connected by an internal wiring 99.
- the fuel passage 91, the fuel pressure regulating chamber 92, the supply pipe 52, and the like form a fuel supply path for supplying fuel from the fuel pump 70 to the injector 46.
- the plunger 72 When the solenoid 74 is not energized, the plunger 72 is located at a position where the biasing forces of the coil springs 76a and 76b are balanced. When energization of the solenoid 74 starts, the plunger 72 rises due to the electromagnetic force. As a result, when the volume in the working chamber V1 increases and the pressure in the working chamber V1 decreases, the port valve 78 opens, and the port 7 8a opens into the ⁇ chamber VI from the suction port 7a. Fuel is inhaled.
- the plunger 72 When the power to the solenoid 74 is cut off, the plunger 72 is moved downward by the urging force of the coil springs 76a and 76b, and compresses the fuel in the chamber V1. When the fuel reaches a predetermined pressure i, the check valve 80 opens and the compressed fuel is discharged from the discharge port 79 a to the fuel pressure regulator 90. At this time, the plunger 72 descends to a position where the urging forces of the coil springs 76a and 76b are balanced.
- Such reciprocating motion of the plunger 72 is continuously repeated by performing pulse energization control on the solenoid 74, and a predetermined volume of fuel corresponding to the stroke is drawn from the suction port 77a.
- the liquid is discharged from the discharge port 79a at a predetermined pressure.
- the regulating valve 93 regulates the fuel pressure in the fuel pressure regulating chamber 92 to a predetermined pressure. Specifically, when the fluid pressure in the diaphragm chamber 98, that is, the pressure in the fuel pressure regulating chamber 92 is equal to or higher than a predetermined pressure, the coil spring 93 e is in a compressed state, and the pressure receiving member 93 c is at a position retracted toward the cover member 93a. At this time, the valve element 93 f is seated on the valve seat 93 h, the regulating valve 93 is closed, and the supply of the fuel from the fuel pump 70 to the fuel pressure regulating chamber 92 is
- the pressure receiving member 93c is attached by the coil spring 93e.
- the diaphragm 93 b is deformed and advances toward the valve element 93 f.
- the pressure receiving member 93c abuts on the needle portion 94a, and displaces the spherical portion 94 toward the fuel pump 70 through the needle portion 94a.
- the pressure inside the fuel pressure regulating chamber 92 becomes a pressure within a predetermined range. Will be retained.
- FIGS. 6 (a) and 6 (b) show the driving motor supplied to the solenoid 74 of the fuel pump 70.
- FIG. FIG. 7 is a waveform diagram illustrating an example of a voltage (voltage waveform).
- the fuel pump 70 is energized by energizing the solenoid 74, and a pulse signal (drive pulse) is used for the energization.
- the drive pulse is a voltage V to solenoid 74.
- a fixed rating for example, 12 ms
- the energizing time T on is longer than the rated value, aside from that, if it is too short, the plunger 72 cannot be driven properly and sufficient fuel discharge cannot be secured. Therefore, in order to control the discharge amount per unit time of the fuel pump 70, it is necessary to perform drive cycle control in which the power supply period T on is fixed and the drive cycle T c is changed.
- the direct voltage of the conduction period T on is affected by the applied voltage, and thus the conduction period T on is subjected to correction according to the battery voltage. That is, based on the battery voltage detection result, the controller 60 sets the energization period T on longer if the battery voltage is lower, and sets the energization period T on shorter if the battery voltage is higher. That is, the duty ratio (the ratio of the energization time T on to the drive cycle T c) is corrected according to the battery voltage.
- FIG. 6A illustrates a drive pulse waveform when the drive cycle Tc is long.
- the number of times the fuel pump 70 is driven per unit time is relatively small, and the discharge amount per unit time is relatively small. And since the energization time per unit time is reduced, the average power supplied to the solenoid 74 is reduced.
- FIG. 6 (b) shows an example of a drive pulse waveform with a drive period Tc that is short.
- the number of times the fuel pump 70 is driven per unit time becomes relatively large, and accordingly, the discharge amount per unit time becomes relatively large.
- the average power supplied to the solenoid 74 increases.
- the amount of fuel injected per one time from the injector 46 increases or decreases according to the load range of the engine 15 or the state corresponding to the deceleration state. Is controlled to That is, the fuel injection control unit 6 IB (see FIG. 4) performs one fuel injection time (corresponding to one fuel injection amount) in accordance with the spirit region and the meaning of the engine 15.
- the drive of the injector 46 is controlled in synchronization with the stroke of the engine 15 so that fuel is injected only during the fuel injection time.
- the drive control of the fuel pump is performed irrespective of the area of the engine and the state of the engine, so that the power consumption of the fuel pump is not sufficiently reduced, and as a result, the fuel efficiency is reduced. Is also insufficiently reduced. In other words, since the control suitable for the cloud region and the Ml cloud state is not performed, the performance of the entire engine system is not necessarily fully exploited.
- the fuel pump 70 is controlled more appropriately by controlling the drive cycle Tc in accordance with the separated S region and the Z or the meaning of the engine 15 to reduce power consumption. ⁇ Improved fuel economy and improved engine system operation and productivity.
- the operating rate range is based on parameters representing the load state of the engine 15, such as the intake pipe pressure, throttle opening, fuel injection time, etc., and is controlled by the control unit 61 (particularly, the pump control unit 61). Determined by A).
- the 1 $ cloud state is based on changes in parameters related to the acceleration and deceleration of the engine 15, such as the engine speed, throttle opening, intake pipe pressure, and intake air volume. 1 (especially the pump control unit 6 1 A).
- the fuel injection time of the injector 46 (fuel injection time per injection) is used as an example as a parameter for monitoring the 3 ⁇ 4S range, and the engine is used as a parameter for monitoring the state of interest.
- the degree of repetition is used as an example.
- the fuel injection time by the injector 46 is obtained in a calculation process for the fuel injection control unit 61 B in the control unit 61 to control the operation of the injector 46, and is passed to the pump control unit 61A. It is. Further, as described above, the control unit 61 obtains the engine rotational speed based on the output of the crank angle sensor 55, and this calculated The engine speed S3 ⁇ 4 is passed to the pump controller 61A.
- FIG. 7 is a conceptual diagram for explaining the classification of the operation modes of the engine 15.
- the 51 $ cloud mode is expressed on a two-dimensional plane using the rotation speed N of the engine 15 and the fuel injection time t of the injector 46 as parameters, and using these as coordinate axes. That is, the $$ mode of the engine 15 is classified into, for example, four mode regions I to IV shown in FIG.
- the pump control unit 61 1 determines which region the operation mode of the engine 15 belongs to, reads the value of the drive cycle Tc corresponding to the determination result from the storage unit 62, and uses this to The drive cycle Tc of the pump 70 is determined. As a result, a driving pulse is supplied to the fuel pump 70 in this driving period Tc. Since the drive cycle Tc is determined independently of the stroke of the engine 15, the pump controller 61A drives the fuel pump 70 asynchronously with the stroke of the engine 15.
- the vertical axis represents the engine speed iS degrees N
- the horizontal axis represents the injection time t of the injector 46.
- N s is a threshold value of the engine rotation speed
- t s is a threshold value of the injector injection time t.
- the 1 $ cloud mode is divided into a first engine rotation region I, ⁇ ⁇ of N ⁇ N s and a second engine rotation Si region ⁇ , IV of N ⁇ N s according to the engine rotation threshold N s. Is divided into two areas.
- the operation mode is divided into two regions, a first fuel injection time region I, ⁇ of t ⁇ ts and a second fuel injection time region ⁇ , IV of t ⁇ ts, by the injector injection time threshold ts. It is divided into
- Region IV is the region of the mode in which the condition of N ⁇ N s and tts is satisfied. This mode area!
- the drive periods ⁇ 1 to ⁇ 4 are set such that ⁇ 1 ⁇ 3, T l ⁇ T 2, ⁇ 2 ⁇ 4, and ⁇ 3 ⁇ 4. That is, ⁇ 1 ⁇ 2 ⁇ 3 ⁇ 4, or ⁇ 1 ⁇ 3 ⁇ 2 ⁇ 4.
- the following is an example of the setting of the horse cycle ⁇ 1 to ⁇ 4.
- the drive cycle Tc is determined as described above, and the fuel injection amount per unit time from the The fuel pump 70 can be appropriately driven in a cycle according to the injection amount.
- the threshold value N s of the engine rotation speed N and the threshold value t s of the fuel injection time t are determined so as to have a predetermined hysteresis as shown in FIGS. 8 and 9, respectively. That is, the threshold value Ns is variably set so that the value differs when the engine speed increases and when the engine speed decreases. Similarly, the threshold value t s is variably set to a different value depending on whether the fuel injection time t force S per time is longer or shorter.
- the threshold value Nsu when the engine rotation speed N increases may be set to be about 100 rpm higher than the threshold value Nsd when the engine rotation speed decreases.
- the threshold value t su when the fuel injection time is long may be set to be 0.5 ms e c longer than the threshold value t s d when the fuel injection time is short.
- two types of threshold values N su and N sd for the engine speed St degree N are stored in the storage unit 62 in advance.
- the pump control unit 61A applies the threshold value N su when the engine speed N increases, and applies the threshold value N sd when the engine speed N decreases, so that the operation mode is the mode region I, ⁇ or ⁇ , IV. Is determined.
- the pump control unit 61A uses the threshold tsu when the fuel injection time t is increasing, and applies the threshold tsd when the fuel injection time t is decreasing, so that the mode is in the mode region I, ⁇ or ⁇ , Operates to determine which of the IVs it belongs to.
- low-speed light load 1 $ cloud mode (corresponding to mode area I), operation mode when force B speed or acceleration operation is detected (corresponding to mode area ⁇ ), and relatively rotation such as deceleration
- Appropriate control of the drive cycle Tc corresponding to ⁇ ⁇ mode (corresponding to mode region ⁇ ) with high load and 1 $ cloud mode (corresponding to mode region rv) with high rotation and high load Can be.
- the thresholds Ns and ts are given a hysteresis, it is possible to suppress excessive control in response to a minute operation of the inter-cycle variable pixel of the engine 15. As a result, control waste can be eliminated and the drive cycle Tc can be prevented from frequently changing, so that the engine 15 can be stably operated.
- FIG. 10 is a flowchart for explaining an example of control of the fuel pump 70 executed by the pump control unit 61A at the time of starting and stopping the engine.
- the pump control unit 61A turns on the power supply of the fuel pump 70 (step S2).
- the pump control unit 61A executes start control for quickly raising the fuel pressure.
- the pump control unit 61A sets the drive cycle Tc to the high-speed high-load operation mode (mode region IV) immediately after the fuel pump 70 starts until a predetermined time Tp (for example, 2 sec) elapses.
- Tp for example, 2 sec
- T4 is fixed to the force T 4 or a shorter starting cycle T i (for example, 30 ms ec)
- the fuel pressure in the fuel pressure regulating chamber 92 is set to a predetermined pressure (sufficient for fuel injection) Pressure) in a short time (steps S3, S4).
- the processing in steps S3 and S4 corresponds to the function of the pump control unit 61A as a start control unit.
- the predetermined time Tp is set to a time sufficient for the fuel pressure to reach a predetermined value by driving the fuel pump 70 even when the fuel pressure in the supply pipe 52 drops to, for example, near the outside pressure.
- the start cycle T i applied as the drive cycle T c is determined by controlling the fuel pressure in the fuel pressure regulating chamber 92 (see FIG. 5) during the predetermined time T p.
- the pressure is set to a value that can be reduced to a predetermined pressure sufficient for fuel injection.
- the start cycle Ti is stored in the storage unit 62 in advance, and the pump control unit 61A reads out the read cycle and uses it as the drive cycle Tc.
- the control unit 61 starts driving the cell dynamo 18 in response to the operation of the starter switch 36.
- the fuel pump 70 is driven immediately after the main switch 34 is turned on, before driving the cell dynamo 18.
- the fuel pressure can be increased to a predetermined pressure before the cell dynamo 18 is driven, so that good startability can be obtained.
- the mode automatically shifts to the normal operation mode. Specifically, the pump control unit 61A determines whether or not the engine 15 is rotating with reference to the presence or absence of the signal from the crank angle sensor 55 (steps S5 and S6). Specifically, when the crank pulse from the crank angle sensor 55 stops for a predetermined time Ta (for example, lse C , which may be equal to the predetermined time Tp) (YES in step S6), the engine 15 is stopped. The crank angle from the crank angle sensor 55 was determined to be inside. If the looseness is detected within the predetermined time Ta (YES in step S5), it is not determined that the engine is stopped.
- a predetermined time Ta for example, lse C , which may be equal to the predetermined time Tp
- the determination of the stop of the engine 15 is made based on the cycle of the crank panless from the crank angle sensor 55! You can do it using degrees. Specifically, when the engine rotation speed rises above the complete explosion determination rotation speed and then falls below a predetermined value, it may be determined that the rotation of the engine 15 has stopped. . If the engine is rotating (YES in step S5), the pump control unit 61A determines whether the voltage of the battery 59 has dropped (step S7). Specifically, for example, the pump control unit 61 A has a battery voltage of a normal voltage value V. (For example, 12 V) (in this embodiment, 11.5 V) In the following cases, it is determined that the Si of the battery 59 has decreased.
- V normal voltage value
- the drive cycle Tc in this case may be set to an appropriate value different from T4.
- the pump control unit 61A determines the operation mode of the engine 15 (step S9). That is, in this embodiment, it is determined whether the operation mode of the engine 15 belongs to any of the above-mentioned mode regions I, ⁇ , ⁇ ⁇ ⁇ , and IV based on the engine speed N and the fuel injection time t.
- the pump control unit 61A sets the drive cycle Tc to the above-described cycle.
- Step S10 function as the cycle setting means of the pump control unit 61A
- Step S 11 Function as a means for generating the drive of the pump control unit 61A and the signal.
- the pump control unit 61A further determines whether the main switch 34 has been turned off (step S12), and if not turned off, repeats the processing from step S5.
- step S12 the main switch 34 is turned off (YES in step S12)
- step S13 the process ends (step S13). That is, when the main grapes of the vehicle are shut off, the power supply of the fuel pump 70 is also shut off.
- step S6 the crank pulse is not detected for the predetermined time Ta, and therefore, when it is determined that the engine is in the stopped state, it is determined whether the return from the idle stop state is determined. It is determined (step S15). That is, in this embodiment, as described later, when the predetermined idle stop execution condition is satisfied, the rotation of the engine 15 is stopped, and the predetermined return condition is satisfied. This is performed by the idle stop control force control unit 61 for restarting the engine 15.
- step S15 it is determined that the engine should be returned from the idle stop state (YES in step S15). If the engine 15 is to be restarted, the process from step S3 is performed. In order to quickly raise the fuel pressure, start control of the fuel pump 70 (steps S3 and S4) is performed.
- step S15 If it is not determined that the vehicle should return from the idle stop state (NO in step S15), the controller 60 stops supplying the drive pulse to the fuel pump 70 (step S16), and proceeds to step S12. And transfer the process.
- FIG. 11 shows an operation mode determination process performed by the pump control unit 61A to determine which region the operation mode of the engine 15 belongs to (step S9 in FIG. 10.
- the pump control unit 61A 3 is a flow chart for explaining (3 ⁇ 4function as mode determination means).
- the pump controller 61A repeats the process for detecting the engine speed N with reference to the output signal of the crank angle sensor 55 at a predetermined control cycle.
- the pump control unit 61A acquires the obtained engine climbing angle ⁇ i degree N (step S21).
- the fuel injection control unit 61B performs a process of calculating a fuel injection time t per one time at a predetermined control cycle.
- the pump control unit 61A acquires the fuel injection time t from the fuel injection control unit 61B (step S22).
- the processing of steps S22 and S23 by the pump control unit 61A corresponds to the function of the pump control unit 61A as a parameter acquisition unit.
- the pump control unit 61A determines whether the engine speed! Si degree N is increasing (step S23). This determination is made, for example, by comparing the engine speed obtained in the previous operation mode discrimination process and the engine speed $ s obtained in the current operation mode discrimination process. You may.
- the pump control unit 61A applies the threshold value Nsu as the threshold value Ns of the engine rotation appropriateness N (step S24). On the other hand, if the engine speed N is not increasing (NO in step S23), the pump control unit 61A applies the threshold value N sd as the threshold value N s of the engine speed N (step S23). S 25). Further, the pump control section 61A determines whether the fuel injection time t is increasing (step S26). This determination may be made based on the magnitude comparison between the fuel injection time obtained in the previous 31 ⁇ -code determination process and the fuel injection time obtained in the current mode determination process.
- the pump control unit 61A applies the key-self threshold value tsu as the threshold value ts for the fuel injection time t (step S27). On the other hand, if the fuel injection time t is not increasing (NO in step S26), the pump control unit 61A applies the threshold value tsd as the value ts for the fuel injection time t (step S26). 28).
- steps S23 to S28 by the pump control unit 61A corresponds to a function of the pump control unit 61A as a threshold value determining unit.
- the pump control unit 61A sets the engine rotation speed N and the fuel injection time t acquired in the current one-way mode determination process as the thresholds.
- the mode area is determined by comparing the magnitudes with N s and ts (steps S29 to S35).
- the engine rotational speed N is less than the threshold value N s (NO in Step S 2 9), if the fuel injection time t is less than the threshold value ts (NO in step S 30), mode to mode region I It is determined that it belongs (step S32). If the engine rotation speed N is less than 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 S30), the cloud mode is considered to belong to the mode region ⁇ . It is determined (step S33).
- the cloud mode is determined to belong to the mode area ffl. (Step S34). If the engine rotation speed N is equal to or greater than the threshold value: Ns (YES in step S29) and the fuel injection time t is equal to or greater than the threshold value ts (YES in step S30), the S $ cloud mode is in the mode area. It is determined to belong to the IV (step S35).
- FIG. 12 is a flowchart for outlining the contents of the idle stop control executed by the control unit 61.
- the control unit 61 receives the output of the engine temperature sensor 56. To detect the operating temperature of the front and rear brake units 12 and 13 (step S52), and to detect the operating conditions of the front and rear brake units 12 and 13 (step S52). The voltage is detected (step S53), the vehicle speed of the two-wheeled vehicle 1 is detected from the output of the magnet sensor 33 (step S54), and the throttle opening is detected based on the output signal of the throttle position sensor 57 (step S54). In step S55, the engine rotation speed is detected based on the output signal of the crank angle sensor 55 (step S56). Based on these, the control unit 61 determines whether or not to perform the idle stop to temporarily stop the engine 15 and restarts the engine 15 in the idle stop state (return from the idle stop state; remove the idle stop angle). It is determined whether it is.
- control unit 61 first determines whether the vehicle is in the idle stop state (step S57). If it is not in the idle stop state, it is determined whether or not the condition for executing the idle stop (engine stop) is satisfied (step S58). This determination is performed based on the information detected in steps S51 to S56.For example, when all the following idle stop execution conditions (1) to (5) are satisfied, the determination is affirmed, and If at least one condition is not satisfied, the result is denied. Execution conditions (1) Engine fi3 ⁇ 4 is at or above a specified value (eg, 65 ° C).
- Execution conditions (2) The battery voltage is equal to or higher than a predetermined value (for example, 12. OV).
- Execution condition (3) The brake switch is turned on.
- Execution conditions (4) The throttle is fully closed and the engine is idling at high speed.
- Execution conditions (5) A predetermined time (for example, 3 seconds) has elapsed since the vehicle speed became zero.
- step S58 fuel injection and ignition are stopped (step S59), and engine 15 is idle-stopped. That is, the fuel injection control unit 61B holds the injector 46 in a stopped state tt (a state in which the fuel is not discharged), and the ignition control unit 61D stops the drive of the ignition coil 53 to ignite the ignition by the ignition plug 49. Stop.
- step S58 If any of the above-mentioned execution conditions is not satisfied (NO in step S58), the process returns with the current control state maintained.
- step S57 when the idle stop is being performed (YES in step S57), it is determined whether a return condition for releasing the idle stop and restarting the engine 15 is satisfied (step S60). . For example, when at least one of the following return conditions (removal conditions) (1) to (4) is satisfied, the engine 15 that has been idling is recombined.
- Return condition (3) The engine temperature has fallen below a predetermined value (for example, 55 ° C).
- a predetermined value for example, 11.8 V.
- the start control of the fuel pump 70 (steps S3 and S4 in FIG. 10) is executed when returning from the idle stop state (see step S15 in FIG. 10 and the like).
- the fuel pressure in the supply pipe 52 decreases, for example, when the engine 15 is stopped for a predetermined time or longer, the number of times the fuel pump 70 is driven per unit time is reduced for a predetermined period Tp.
- Tp the time until the fuel pressure rises sufficiently can be shortened. As a result, the starting performance can be improved.
- the drive state of 70 is controlled. As a result, the power consumption of the fuel pump 70 can be effectively reduced, thereby improving fuel efficiency and purifying exhaust gas. It is also possible to improve the performance of the engine 15, such as starting performance. 0
- the fuel pressure regulation chamber 92 has a sufficient volume for the injector 46 to perform multiple injections, and in a light load region where the injection amount is relatively small, as compared with a high pressure load region where the injection amount is large. There is room in capacity. Therefore, by increasing the driving cycle Tc relatively without changing the energization period T on, the number of times of driving the fuel pump 70 per unit time can be reduced, and power consumption can be suppressed. In addition, as in the case of acceleration, asynchronous injection, acceleration increase, etc.
- the present invention can be embodied in other forms.
- the driving of the fuel pump 70 is performed.
- One parameter may be used as a parameter for controlling the driving cycle, or two or more parameters may be used.
- the operation mode may be classified into a plurality of regions and determined using an n-dimensional map. (N ⁇ 2).
- two or more thresholds for the force parameters that classify the M $ mode into two mode regions are set for each of the engine speed and the fuel injection time, and the 1 $ mode is set to The parameters may be classified into three or more mode areas.
- the fuel pump 70 is applied to the fuel of the two-wheeled vehicle 1;
- General-purpose engines such as carts, lawnmowers, generators, etc., or ships with leisure ports, etc., and even small-displacement engines, such as snowmobiles;
- the scope of the present invention is not limited to the fuel supply to the engine with the power M and the displacement, but the engine with a relatively large displacement
- the present invention may be applied to fuel supply to vehicles.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
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- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Priority Applications (2)
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JP2006510423A JP4405508B2 (ja) | 2004-03-01 | 2005-02-16 | 燃料ポンプ制御装置および燃料ポンプ制御方法 |
CN200580000387XA CN1788153B (zh) | 2004-03-01 | 2005-02-16 | 燃料泵控制装置及燃料泵控制方法 |
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JP2004-055903 | 2004-03-01 | ||
JP2004055903 | 2004-03-01 |
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PCT/JP2005/002830 WO2005083257A1 (ja) | 2004-03-01 | 2005-02-16 | 燃料ポンプ制御装置および燃料ポンプ制御方法 |
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JP (1) | JP4405508B2 (ja) |
CN (1) | CN1788153B (ja) |
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2009153859A1 (ja) * | 2008-06-17 | 2009-12-23 | 三菱電機株式会社 | エンジン制御装置 |
JP2010223098A (ja) * | 2009-03-24 | 2010-10-07 | Hitachi Automotive Systems Ltd | 燃料ポンプの制御装置 |
US8779330B2 (en) | 2011-04-12 | 2014-07-15 | Mitsubishi Electric Corporation | Vehicle heater control apparatus |
EP3306061A4 (en) * | 2015-06-08 | 2019-01-16 | Mikuni Corporation | CONTROL DEVICE AND CONTROL METHOD FOR FUEL PUMP |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
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EP2133540A4 (en) * | 2007-03-05 | 2013-08-07 | Yanmar Co Ltd | FUEL INJECTION DEVICE FOR DIESEL ENGINE |
JP5285534B2 (ja) * | 2009-08-11 | 2013-09-11 | 本田技研工業株式会社 | スクータ型車両の燃料調圧装置 |
CN102797576A (zh) * | 2012-08-09 | 2012-11-28 | 中国南方航空工业(集团)有限公司 | 一种活塞发动机的起动注油控制方法及装置 |
JP6114065B2 (ja) * | 2013-02-28 | 2017-04-12 | Kyb株式会社 | 建設機械及びコントローラ |
DE102014222162B3 (de) * | 2014-10-30 | 2015-10-15 | Volkswagen Aktiengesellschaft | Verfahren und Vorrichtung zum Betreiben einer EC-Kraftstoffpumpe |
TWI593875B (zh) * | 2016-01-21 | 2017-08-01 | Rong-Bin Liao | Engine control |
JP6973010B2 (ja) * | 2017-12-13 | 2021-11-24 | トヨタ自動車株式会社 | 燃料ポンプの制御装置 |
JP6922713B2 (ja) * | 2017-12-13 | 2021-08-18 | トヨタ自動車株式会社 | 燃料ポンプの制御装置 |
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- 2005-02-16 CN CN200580000387XA patent/CN1788153B/zh not_active Expired - Fee Related
- 2005-02-16 WO PCT/JP2005/002830 patent/WO2005083257A1/ja active Application Filing
- 2005-03-01 TW TW094106098A patent/TWI343968B/zh not_active IP Right Cessation
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JPS61157732A (ja) * | 1984-12-29 | 1986-07-17 | Daihatsu Motor Co Ltd | エンジンの始動装置 |
JPH02146253A (ja) * | 1988-11-25 | 1990-06-05 | Yamaha Motor Co Ltd | 内燃機関の燃料噴射装置 |
JPH10318069A (ja) * | 1997-05-20 | 1998-12-02 | Honda Motor Co Ltd | 自動二輪車用燃料ポンプの駆動装置 |
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WO2009153859A1 (ja) * | 2008-06-17 | 2009-12-23 | 三菱電機株式会社 | エンジン制御装置 |
CN102046957A (zh) * | 2008-06-17 | 2011-05-04 | 三菱电机株式会社 | 发动机控制装置 |
CN102046957B (zh) * | 2008-06-17 | 2013-03-27 | 三菱电机株式会社 | 发动机控制装置 |
JP2010223098A (ja) * | 2009-03-24 | 2010-10-07 | Hitachi Automotive Systems Ltd | 燃料ポンプの制御装置 |
US8779330B2 (en) | 2011-04-12 | 2014-07-15 | Mitsubishi Electric Corporation | Vehicle heater control apparatus |
EP3306061A4 (en) * | 2015-06-08 | 2019-01-16 | Mikuni Corporation | CONTROL DEVICE AND CONTROL METHOD FOR FUEL PUMP |
Also Published As
Publication number | Publication date |
---|---|
JP4405508B2 (ja) | 2010-01-27 |
CN1788153A (zh) | 2006-06-14 |
TWI343968B (en) | 2011-06-21 |
JPWO2005083257A1 (ja) | 2008-01-17 |
TW200540333A (en) | 2005-12-16 |
CN1788153B (zh) | 2010-12-22 |
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