WO2014061233A1 - 燃料供給装置 - Google Patents
燃料供給装置 Download PDFInfo
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- WO2014061233A1 WO2014061233A1 PCT/JP2013/006004 JP2013006004W WO2014061233A1 WO 2014061233 A1 WO2014061233 A1 WO 2014061233A1 JP 2013006004 W JP2013006004 W JP 2013006004W WO 2014061233 A1 WO2014061233 A1 WO 2014061233A1
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- motor
- fuel
- voltage
- current
- change point
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3082—Control of electrical fuel pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
- F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
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- 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
- F02M37/0047—Layout or arrangement of systems for feeding fuel
- F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
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- 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
- F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
- F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank
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- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
Definitions
- the present disclosure relates to a fuel supply device that supplies fuel in a fuel tank to an engine.
- a fuel supply device that supplies fuel pumped up from a fuel tank by a fuel pump to an engine through a fuel passage is known.
- the fuel supply device obtains a voltage corresponding to the fuel pressure required by the engine based on information stored in the electronic control unit (ECU), and supplies the voltage to a motor that drives the fuel pump.
- ECU electronice control unit
- the fuel supply device described in Patent Document 1 includes a fuel pressure sensor that detects the pressure of fuel accumulated in the fuel rail.
- the ECU performs feedback control of the voltage supplied to the motor of the fuel pump so that the fuel pressure detected by the fuel pressure sensor is equal to the fuel pressure required by the engine.
- the fuel supply device described in Patent Document 1 includes a fuel pressure sensor, which increases the number of components and increases the manufacturing cost of the fuel supply device.
- the fuel pressure sensor is eliminated from the fuel supply device described in Patent Document 1, the voltage supplied to the motor cannot be feedback controlled. Therefore, when the relationship between the fuel pressure required by the engine and the voltage supplied to the motor changes due to secular change, the fuel pressure accumulated in the fuel rail and the fuel pressure required by the engine may be different.
- This disclosure is intended to provide a fuel supply device that can control the flow rate of a fuel pump according to secular change without providing a fuel pressure sensor.
- a motor supply voltage stored in a storage unit based on a change point at which a voltage, current, or motor rotation speed characteristic supplied to a motor of a fuel pump changes. Correct current or motor speed.
- the fuel supply device changes the load of the motor of the fuel pump, so that any two of the voltage, current, and motor rotation speed supplied to the fuel pump motor are related. A changing point of change appears.
- the calculation unit calculates the voltage, current, or motor rotation speed stored in the storage unit when the engine requests fuel pressure (valve opening pressure), and the voltage, current, or motor rotation detected by the detection unit when the valve is opened. The difference from the number is calculated. Then, the correction unit corrects the voltage, current, or motor rotational speed stored in the storage unit based on the difference calculated by the calculation unit.
- the fuel supply device does not include a fuel pressure sensor, and can respond to secular change and perform accurate motor control corresponding to the fuel pressure and fuel flow rate required by the engine. Accordingly, it is possible to reduce the manufacturing cost by eliminating the fuel pressure sensor and to control the flow rate of the fuel pump corresponding to the secular change.
- valves are not limited, and there may be one or more valves.
- FIG. 1st Embodiment of this invention It is a block diagram of the fuel supply apparatus by 1st Embodiment of this invention. It is a partial block diagram of the fuel supply apparatus by 1st Embodiment of this invention. It is a map which shows the relationship between the fuel pressure P memorize
- the fuel supply apparatus by 3rd Embodiment of this invention, it is a map which shows the relationship between the fuel pressure P memorize
- the fuel supply apparatus by 4th Embodiment of this invention it is a map which shows the relationship between the fuel pressure P memorize
- FIGS. A first embodiment of the present disclosure is shown in FIGS.
- the fuel supply device 1 pumps fuel in a fuel tank 2 by a fuel pump 3 and supplies the fuel to an engine 5 through a fuel passage 4.
- the fuel pump 3 is provided inside a bottomed cylindrical sub tank 6 provided inside the fuel tank 2.
- the fuel pump 3 pumps the fuel in the sub tank 6 through the suction filter 9 by the impeller 8 that rotates together with the motor 7.
- the fuel discharged from the fuel pump 3 is accumulated in the fuel rail 10 of the engine 5 through the fuel passage 4.
- the fuel passage 4 is provided with a high pressure filter 11, a check valve 12, a regulator valve 13 as a first valve, a relief valve 14 as a second valve, and the like.
- the high pressure filter 11 collects fine foreign matters contained in the fuel discharged from the fuel pump 3.
- the check valve 12 prevents the fuel in the fuel passage 4 from flowing backward from the fuel rail side to the fuel pump side.
- the fuel stored in the fuel rail 10 is injected and supplied from the injector 15 to the cylinder of the engine 5.
- the regulator valve 13 is provided between the high pressure filter 11 and the check valve 12.
- the regulator valve 13 is opened when the pressure of the fuel flowing through the fuel passage 4 reaches, for example, a valve opening pressure of P1 (kPa) set in the regulator valve 13, and the fuel in the fuel passage 4 is transferred from the jet pump 16 to the sub tank 6.
- the jet pump 16 is provided at the opening of the sub tank 6 and injects and supplies the fuel discharged from the regulator valve 13 into the sub tank 6.
- the jet pump 16 corresponds to an “orifice”.
- the fuel in the fuel tank 2 flows into the sub tank 6 due to the negative pressure of the fuel injected from the jet pump 16.
- the jet pump 16 starts regulating the injection flow rate.
- the fuel pressure at that time is, for example, P2 (kPa).
- the jet pump 16 may be used to transfer fuel from one fuel chamber to the other fuel chamber.
- the relief valve 14 is provided between the check valve 12 and the fuel rail 10.
- the relief valve 14 is opened when the pressure of the fuel flowing through the fuel passage 4 reaches the opening pressure of, for example, P5 (kPa) set in the relief valve 14, and returns the fuel in the fuel passage 4 to the fuel tank 2. That is, the valve opening pressure of the relief valve 14 is set higher than the valve opening pressure of the check valve 12.
- the electronic control unit (ECU) 17 has a computer composed of a CPU, RAM, ROM and the like.
- the internal configuration of the ECU 17 is schematically shown as a storage unit 18, a detection unit 19, a calculation unit 20, and a correction unit 21.
- the storage unit 18 of the ECU 17 stores a map of the relationship between the fuel flow rate Q (L / h) and fuel pressure P (kPa) required by the engine 5 and the voltage V supplied to the motor 7. It is remembered.
- the controller 22 supplies the motor 7 with a voltage V corresponding to the fuel flow rate Q and the fuel pressure P required by the engine 5 based on the map stored in the storage unit 18.
- the current I corresponding to this voltage V is uniquely determined.
- a pulse current and a voltage supplied from the controller 22 to the motor 7 are schematically indicated by a symbol P.
- the current sensor 23 detects the current supplied from the controller 22 to the motor 7.
- the rotation speed sensor 24 detects the rotation speed of the motor 7. The current value detected by the current sensor 23 and the rotational speed detected by the rotational speed sensor 24 are transmitted to the ECU 17.
- the point at which the characteristics of the voltage V and the current I change when the regulator valve 13 is opened is referred to as a first change point C1.
- the point at which the characteristics of the voltage V and the current I change when the flow rate regulation of the jet pump 16 starts is referred to as a second change point C2.
- a point at which the characteristics of the voltage V and the current I change when the relief valve 14 is opened is referred to as a third change point C3.
- the fuel discharged from the fuel pump 3 may decrease with respect to the voltage applied to the motor 7 due to aging.
- the load of the motor 7 changes when the regulator valve 13 is opened, when the flow regulation of the jet pump 16 is started, and when the relief valve 14 is opened. Therefore, at predetermined voltages V26, V27, and V28 that are different from those before aging, the first change point C1 ′, the second change point C2 ′, and the third change point C3 ′ at which the characteristics of the voltage V and the current I change are changed. appear.
- the fuel supply device 1 controls the flow rate of the fuel pump 3 corresponding to the secular change using a changing point where the characteristics of the voltage V and the current I change.
- the fuel supply apparatus 1 executes “current value or rotation number learning” and “map correction processing”. This process is executed when the vehicle makes a trip, for example.
- step 1 the ECU 17 determines whether or not “learning the current value or rotation number” has already been performed. If this learning has already been performed, the process is terminated. When learning is not performed, the process proceeds to step 2.
- step 2 it is determined whether or not the fuel is cut, that is, the fuel supply to the engine 5 is interrupted.
- the fuel flow rate Q required by the engine 5 is 0, so the processing executes “current value or rotational speed learning” in step 4 and “map correction processing” in step 5. If the fuel is not cut, the process proceeds to step 3.
- step 3 it is determined whether or not the operation of the engine 5 is stopped.
- the process executes Step 4 and Step 5. If the engine 5 is not stopped, the process ends.
- the ECU 17 “continuously drives” the fuel pump 3. As shown in FIG. 9, the continuous drive means that the fuel pump 3 is driven by increasing the voltage supplied to the motor 7 continuously at a constant rate for a certain period of time.
- step 10 the detection unit 19 acquires the current I when the fuel pump 3 is “continuously driven” based on the output of the current sensor 23.
- step 11 the detection unit 19 calculates a temporal change rate of the current I, that is, a differential coefficient of the current I with respect to time t.
- the differential coefficient at this time is shown in FIG.
- the differential coefficient is larger than the threshold value S from time t0 to t1, and the differential coefficient is smaller than the threshold value S from time t1 to t2.
- step 12 it is determined whether or not the differential coefficient is smaller than the threshold value S.
- the time t1 when the differential coefficient first becomes smaller than the threshold value S from the start of “continuous driving” means that the first change point C1 ′ due to the opening of the regulator valve 13 appears.
- step 12 If it is determined in step 12 that the differential coefficient is smaller than the threshold value S, the process proceeds to step 13.
- step 13 the voltage V26 applied to the motor 7 at the time t1 and the current I based on the output of the current sensor 23 at that time are learned.
- the voltage V26 and the current I are supplied to the motor 7 by the controller 22 when the regulator valve 13 is opened.
- step 14 the detection unit 19 performs the same processing as in steps 10 and 11.
- step 15 it is determined whether or not the differential coefficient becomes larger than the threshold value S.
- Time t2 when the differential coefficient becomes greater than the threshold value S after time t1 means that the second change point C2 ′ due to the start of flow rate regulation of the jet pump 16 appears.
- step 15 If it is determined in step 15 that the differential coefficient is larger than the threshold value S, the process proceeds to step 16.
- step 16 the voltage V27 applied to the motor 7 at the time t2 and the current I based on the output of the current sensor 23 at that time are learned.
- the voltage V27 and the current I are supplied to the motor 7 by the controller 22 when the flow rate regulation of the jet pump 16 is started.
- step 17 the detection unit 19 performs the same processing as in steps 10 and 11.
- step 18 it is determined whether or not the differential coefficient is smaller than the threshold value S.
- Time t5 when the differential coefficient becomes smaller than the threshold value S after time t2 means that the third change point C3 ′ due to the opening of the relief valve 14 appears.
- step 18 If it is determined in step 18 that the differential coefficient is smaller than the threshold value S, the process proceeds to step 19.
- step 19 the voltage V28 applied to the motor 7 at the time t5 and the current I based on the output of the current sensor 23 at that time are learned.
- the voltage V28 and the current I are supplied to the motor 7 by the controller 22 when the relief valve is opened.
- step 21 the calculation unit 20 uses the voltage V1 and current I of the first change point C1 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning”, and the first change learned in step 13.
- the difference between the voltage V26 and the current I at the point C1 ′ is calculated. This difference is referred to as difference X.
- step 22 the voltage V2 and current I of the second change point C2 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning” and the voltage of the second change point C2 ′ learned in step 16 are obtained.
- the difference between V27 and current I is calculated. This difference is referred to as difference Y.
- Step 23 the voltage V5 and current I of the third change point C3 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning” and the voltage of the third change point C3 ′ learned in Step 19 are obtained.
- the difference between V28 and current I is calculated. This difference is referred to as difference Z.
- step 24 the correction unit 21 linearly corrects the characteristics of the voltage V and the current I as shown by the solid line D in FIG. 4 based on the differences X, Y, and Z. That is, the solid line D is obtained by connecting the first change point C1 ′, the second change point C2 ′, and the third change point C3 ′ with a straight line. For the voltage lower than the first change point C1 ′, the difference X is added to the voltage stored in the map. For voltages higher than the third change point C3 ′, the difference Z is added to the voltage stored in the map.
- step 25 based on the linear correction in step 24, the voltage V supplied to the motor 7 is rewritten with respect to the map stored in the storage unit 18, as shown in FIG. Since the voltage V and the current I at the first change point C1 ′ to the second change point C2 ′ and the second change point C2 ′ to the third change point C3 ′ are considered to be in a proportional relationship, for example, P3 (kPa) and The voltage V corresponding to P4 (kPa) can be rewritten based on the proportional coefficient.
- the voltage V29 when the fuel flow rate Q is Q1 L / h and the fuel pressure is P1 kPa is obtained by adding the difference X to the voltage V6 in FIG.
- the voltage V38 when the fuel flow rate Q is Q2 L / h and the fuel pressure is P5 kPa is obtained by adding the difference Z to the voltage V15 in FIG.
- the value of the voltage V corresponding to a flow rate other than the fuel flow rate Q required by the engine 5 is 0 (L / h) can be corrected by the following method.
- the fuel flow rate Q required by the engine 5 is at a constant value.
- the “current value or rotation number learning” and “map correction process” described above are performed, the voltage V corresponding to the fuel flow rate Q required by the engine 5 can be corrected.
- the fuel supply device 1 of the first embodiment has the following operational effects. (1) In the fuel supply device 1 of the first embodiment, when the flow rate required by the engine 5 is constant, the change points C1 ′ and C2 ′ of the relationship between the voltage V and the current I supplied to the motor 7 of the fuel pump 3 , C3 ′, the map of the fuel flow rate Q, the fuel pressure P, and the motor supply voltage V stored in the storage unit 18 is corrected based on the voltages V26, V27, and V28 detected from C3 ′.
- the fuel supply device 1 can perform accurate motor control corresponding to the fuel pressure P and the fuel flow rate Q required by the engine 5 without providing a fuel pressure sensor, corresponding to aging. Therefore, it is possible to reduce the manufacturing cost by eliminating the fuel pressure sensor and to control the flow rate of the fuel pump 3 corresponding to the secular change.
- the fuel supply device 1 of the first embodiment includes a regulator valve 13, a jet pump 16, and a relief valve 14.
- the map stored in the storage unit 18 can be linearly corrected based on the three change points C1 ′, C2 ′, and C3 ′. Therefore, the fuel supply device 1 can accurately control the flow rate of the fuel pump 3 in response to aging.
- the fuel supply device 1 of the first embodiment performs “continuous driving” in which the voltage V supplied to the motor 7 of the fuel pump 3 is continuously increased at a constant rate for a certain period of time, and is supplied to the motor 7 at that time.
- the differential coefficient of the current I with respect to time t is calculated.
- change points C1 ′, C2 ′, C3 ′ at which the characteristics of the voltage V and current I supplied to the motor 7 change are detected.
- the fuel supply device 1 can detect the voltage V26 at the valve opening time t1 of the regulator valve 13, the voltage V27 at the flow control start time t2 of the jet pump 16, and the voltage V28 at the valve opening time t5 of the relief valve 14. it can.
- the flow rate control of the fuel pump 3 corresponding to the secular change is performed based on the changing point at which the characteristics of the voltage V applied to the motor 7 and the rotational speed N of the motor detected by the rotational speed sensor 24 change. To do.
- a change point at which the characteristics of the voltage V and the motor rotation speed N change is obtained at predetermined voltages V1, V2, and V5.
- the point at which the characteristics of the voltage V and the motor rotation speed N change when the regulator valve 13 is opened is referred to as a first change point C1.
- the point at which the characteristics of the voltage V and the motor rotational speed N change when the flow rate regulation of the jet pump 16 starts is referred to as a second change point C2.
- the point at which the characteristics of the voltage V and the motor rotational speed N change when the relief valve 14 is opened is referred to as a third change point C3.
- the characteristics of the voltage V and the motor rotational speed N change at a predetermined voltage different from that before aging due to aging.
- a first change point C1 ′, a second change point C2 ′, and a third change point C3 ′ appear.
- the fuel supply device performs “current value or rotation number learning” and “map correction processing” when the fuel flow rate Q required by the engine 5 is 0 and constant.
- “current value or rotation speed learning” and “map correction processing” execution start processing are the same as those in FIG. 6 of the first embodiment, and thus description thereof is omitted.
- the fuel supply apparatus can also execute “current value or rotation number learning” and “map correction processing” when the fuel flow rate Q required by the engine 5 is constant other than 0.
- the ECU 17 in “learning current value or rotational speed”, the ECU 17 “continuously drives” the fuel pump 3.
- the detection unit 19 acquires the rotational speed N at that time from the output of the rotational speed sensor 24.
- step 31 the detector 19 calculates a temporal change speed of the rotational speed N, that is, a differential coefficient with respect to the time t of the rotational speed N.
- the differential coefficients at this time are shown in FIG. From time t0 to t1, the differential coefficient is smaller than the threshold value S1, and from time t1 to t2, the differential coefficient is larger than the threshold value S1.
- step 32 it is determined whether or not the differential coefficient is larger than the threshold value S1.
- the time t1 when the differential coefficient first becomes larger than the threshold value S1 from the start of “continuous driving” means that the first change point C1 ′ due to the opening of the regulator valve 13 appears.
- step 33 the voltage V applied to the motor 7 at the time t1 and the motor rotation speed N at that time are learned.
- step 34 the detection unit 19 performs the same processing as in steps 30 and 31.
- step 35 it is determined whether or not the differential coefficient is smaller than the threshold value S1.
- the time t2 when the differential coefficient becomes smaller than the threshold value S1 after the time t1 means the time when the second change point C2 ′ due to the flow rate regulation start of the jet pump 16 appears.
- step 36 the voltage V applied to the motor 7 at the time t2 and the motor rotation speed N at that time are learned.
- step 37 the detection unit 19 performs the same processing as in steps 30 and 31.
- step 38 it is determined whether or not the differential coefficient becomes larger than the threshold value S1.
- the time t5 when the differential coefficient becomes larger than the threshold value S1 after the time t2 means that the third change point C3 ′ due to the opening of the relief valve 14 appears.
- step 39 the voltage V applied to the motor 7 at the time t5 and the motor rotation speed N at that time are learned.
- step 41 the calculation unit 20 uses the voltage V1 and the rotation number N of the first change point C1 stored in the map of the storage unit 18 before the “current value or rotation number learning” starts, and the first learned in step 33.
- the difference between the voltage V and the rotation speed N at the change point C1 ′ is calculated. This difference is referred to as difference X1.
- step 42 the voltage V2 and the rotation speed N of the second change point C2 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning” and the second change point C2 ′ learned in step 36 are stored.
- the difference between the voltage V and the rotation speed N is calculated. This difference is referred to as difference Y1.
- step 43 the voltage V5 and rotation speed N of the third change point C3 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning” and the third change point C3 ′ learned in step 39 are stored.
- the difference between the voltage V and the rotation speed N is calculated. This difference is referred to as difference Z1.
- step 44 the correction unit 21 linearly corrects the characteristics of the voltage V and the rotational speed N based on the differences X1, Y1, and Z1.
- step 45 the voltage V supplied to the motor 7 is rewritten in the map stored in the storage unit 18 based on the linear correction in step 44.
- the fuel supply device of the second embodiment when the flow rate required by the engine 5 is constant, the change points C1 ′, C2 ′, C3 ′ of the relationship between the voltage V supplied to the motor 7 of the fuel pump 3 and the rotational speed N
- the map of the fuel flow rate Q, the fuel pressure P, and the motor supply voltage V stored in the storage unit 18 is corrected based on the voltage V detected from the above.
- the fuel supply device can eliminate the fuel pressure sensor and can control the flow rate of the fuel pump 3 corresponding to the secular change.
- the fuel flow rate Q (L / h) and fuel pressure P (kPa) required by the engine 5 and the current I supplied to the motor 7 are stored in the storage unit 18 of the ECU 17. Is stored as a map.
- the controller 22 supplies the motor 7 with a current I corresponding to the fuel flow rate Q and the fuel pressure P required by the engine 5 based on the map stored in the storage unit 18.
- the fuel supply device controls the flow rate of the fuel pump 3 corresponding to the secular change based on the changing point at which the characteristics of the current I supplied to the motor 7 and the rotational speed N of the motor detected by the rotational speed sensor 24 change. .
- a change point at which the characteristics of the current I and the motor rotation speed N change is obtained at predetermined currents I1, I2, and I5.
- the point at which the characteristics of the current I and the motor rotational speed N change when the regulator valve 13 is opened is referred to as a first change point C1.
- the point at which the characteristics of the current I and the motor rotation speed N change when the flow rate regulation of the jet pump 16 starts is referred to as a second change point C2.
- the point at which the characteristics of the current I and the motor rotational speed N change when the relief valve 14 is opened is referred to as a third change point C3.
- the characteristics of the current I and the motor rotational speed N change at a predetermined voltage different from that before aging due to aging.
- a first change point C1 ′, a second change point C2 ′, and a third change point C3 ′ appear.
- the ECU 17 “continuously drives” the fuel pump 3.
- the continuous drive in the third embodiment refers to driving the fuel pump 3 by continuously increasing the current supplied to the motor 7 at a constant rate for a certain period of time as shown in FIG.
- step 50 the detection unit 19 obtains the rotation speed N during continuous driving from the output of the rotation speed sensor 24.
- step 51 the detection unit 19 calculates a temporal change speed of the rotational speed N, that is, a differential coefficient with respect to the time t of the rotational speed N.
- the differential coefficients at this time are shown in FIG.
- step 52 it is determined whether or not the differential coefficient becomes larger than the threshold value S2.
- the time t1 when the differential coefficient first becomes larger than the threshold value S2 from the start of “continuous driving” means that the first change point C1 ′ due to the opening of the regulator valve 13 appears.
- step 53 the current I supplied to the motor 7 at the time t1 and the rotation speed N at that time are learned.
- step 54 the detection unit 19 performs the same processing as in steps 50 and 51.
- step 55 it is determined whether or not the differential coefficient is smaller than the threshold value S2.
- the time t2 when the differential coefficient becomes smaller than the threshold value S2 after the time t1 means that the second change point C2 ′ due to the start of the flow rate restriction of the jet pump 16 appears.
- step 56 the current I supplied to the motor 7 at the time t2 and the rotation speed N at that time are learned.
- step 57 the detection unit 19 performs the same processing as in steps 50 and 51.
- step 58 it is determined whether or not the differential coefficient becomes larger than the threshold value S2.
- Time t5 when the differential coefficient becomes larger than the threshold value S2 after time t2 means that the third change point C3 ′ due to the opening of the relief valve 14 appears.
- step 59 the current I supplied to the motor 7 at the time t5 and the rotation speed N at that time are learned.
- step 61 the calculation unit 20 uses the current I and the rotation number N of the first change point C1 stored in the map of the storage unit 18 before the “current value or rotation number learning” starts, and the first learned in step 53.
- the difference between the current I and the rotation speed N at the change point C1 ′ is calculated. This difference is referred to as difference X2.
- step 62 the current I and rotation speed N of the second change point C2 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning” and the second change point C2 ′ learned in step 56 are obtained.
- the difference between the current I and the rotational speed N is calculated. This difference is referred to as difference Y2.
- step 63 the current I and the rotation speed N of the third change point C3 stored in the map of the storage unit 18 before the start of “current value or rotation speed learning” and the third change point C3 ′ learned in step 59 are obtained.
- the difference between the current I and the rotational speed N is calculated. This difference is referred to as difference Z2.
- step 64 the correction unit 21 linearly corrects the characteristics of the current I and the rotational speed N based on the differences X2, Y2, and Z2.
- step 65 the current I supplied to the motor 7 is rewritten with respect to the map stored in the storage unit 18 based on the linear correction in step 64.
- the fuel supply device of the third embodiment when the flow rate required by the engine 5 is constant, the change points C1 ′, C2 ′, C3 ′ of the relationship between the current I supplied to the motor 7 of the fuel pump 3 and the rotational speed N Is used to correct the map of the fuel flow rate Q, the fuel pressure P, and the motor supply current I stored in the storage unit 18.
- the fuel supply device can eliminate the fuel pressure sensor and can control the flow rate of the fuel pump 3 corresponding to the secular change.
- the storage unit 18 of the ECU 17 stores the relationship between the fuel flow rate Q (L / h) and the fuel pressure P (kPa) required by the engine 5 and the motor rotational speed N. Is stored as a map. Based on the map stored in the storage unit 18, the controller 22 monitors the signal output from the rotational speed sensor 24 so that the motor rotational speed N corresponding to the fuel flow rate Q and the fuel pressure P required by the engine 5 is obtained. The power supplied to the motor 7 is feedback controlled.
- the fuel supply device controls the flow rate of the fuel pump 3 corresponding to the secular change using the changing point where the characteristics of the motor rotation speed N and the current I supplied to the motor 7 change.
- the point at which the characteristics of the rotational speed N and the current I change when the regulator valve 13 is opened is referred to as a first change point C1.
- the point at which the characteristics of the rotational speed N and the current I change when the flow rate restriction of the jet pump 16 starts is referred to as a second change point C2.
- the point at which the characteristics of the rotational speed N and the current I change when the relief valve 14 is opened is referred to as a third change point C3.
- C2 ′ and the third change point C3 ′ appear.
- the motor rotational speed is controlled to increase continuously at a constant rate for a certain period of time. At that time, change points C1 ′, C2 ′, and C3 ′ at which the characteristics of the rotation speed N and the current I change appear at a predetermined rotation speed N.
- the “current value or rotation number learning” and “map correction process” of the fourth embodiment calculate the temporal change rate of the current I, that is, the differential coefficient with respect to the time of the current, as in the first embodiment described above. . Then, it is determined whether or not the differential coefficient is larger than the threshold value, and the motor rotation speed N and current I at each change point are learned.
- the fuel supply device of the fourth embodiment when the flow rate required by the engine 5 is constant, the change points C1 ′, C2 ′, where the characteristics of the current I and the rotational speed N supplied to the motor 7 of the fuel pump 3 change. Using the rotation speed N detected from C3 ′, the map of the fuel flow rate Q, fuel pressure P, and motor rotation speed N stored in the storage unit 18 is corrected.
- the fuel supply device can eliminate the fuel pressure sensor and can control the flow rate of the fuel pump 3 corresponding to the secular change.
- the regulator valve 13 and the relief valve are provided with sensors 30 and 31 that can electrically or magnetically detect that the valve bodies have been opened and closed.
- the output signal of the sensor 30 that detects opening and closing of the regulator valve 13 and the output signal of the sensor 31 that detects opening and closing of the relief valve 14 are input to the ECU 17. .
- the output signal of the sensor 30 informing the opening of the regulator valve 13 is referred to as a first valve opening signal.
- the output signal of the sensor 31 that informs the opening of the relief valve 14 is referred to as a second valve opening signal.
- the detection unit 19 of the ECU 17 can detect any of the following change points (a) to (e) based on the first valve opening signal and the second valve opening signal.
- (A) A change point at which the characteristics of the voltage V supplied to the motor 7 and the current I detected by the current sensor 23 change.
- (B) A change point at which the characteristics of the voltage V supplied to the motor 7 and the rotational speed N detected by the rotational speed sensor 24 change.
- (C) A change point at which the characteristics of the current I supplied to the motor 7 and the rotational speed N detected by the rotational speed sensor 24 change.
- D A change point at which the characteristics of the rotational speed N detected by the rotational speed sensor 24 and the current I supplied to the motor 7 change.
- (E) A change point at which the characteristics of the rotational speed N detected by the rotational speed sensor 24 and the voltage V supplied to the motor 7 change.
- This process is executed when the fuel flow rate Q required by the engine 5 is 0 or at a constant value.
- the ECU 17 continuously increases the voltage V supplied to the motor 7 at a constant rate for a certain period of time, and continuously drives the fuel pump 3.
- step 71 the detection unit 19 detects whether or not the first valve opening signal is input. When the first valve opening signal is input, the process proceeds to step 72.
- step 72 the voltage V applied to the motor 7 at the time t1 when the first valve opening signal is input and the current I based on the output of the current sensor 23 at that time are learned.
- step 73 the detection unit 19 detects whether or not the second valve opening signal is input.
- the process proceeds to step 74.
- step 74 the voltage V applied to the motor 7 at the time t5 when the second valve opening signal is input and the current I based on the output of the current sensor 23 at that time are learned.
- the ECU 17 can omit processing such as calculation of a differential coefficient and comparison with a threshold value. Become. Therefore, the load on the ECU 17 can be reduced.
- the fuel supply device 1 is used when the engine 5 is started, or when the flow rate of fuel consumed by the engine 5 is constant at 0 or constant other than 0, or After a certain time has elapsed since the stop of 5, “current value or rotation number learning” and “map correction processing” are executed.
- step 81 the ECU 17 determines whether or not “learning the current value or rotation number” has already been performed. If this learning has already been performed, the process is terminated. When learning is not performed, the process proceeds to step 82.
- step 82 it is determined whether or not the engine is being started. “At the time of engine start” means that the ECU 17 boosts fuel from a state where the fuel pressure is zero. For example, for a vehicle that starts boosting fuel when the ignition key is turned on, the time when the ignition key is turned on corresponds to “when the engine is started”. For a vehicle that starts boosting fuel when the driver touches the vehicle door, the time when the driver touches the vehicle door corresponds to “when the engine starts”.
- step 4 When the vehicle is “when the engine is started”, the process executes “current value or rotation number learning” in step 4 and “map correction process” in step 5. If it is not “when the engine is started”, the process proceeds to step 83.
- step 83 it is determined whether or not the fuel cut flag is ON.
- the fuel flow rate Q requested by the engine 5 is 0 and constant, so the processing executes steps 4 and 5. If the fuel cut flag is OFF, the process proceeds to step 84.
- step 84 it is determined whether or not the fuel flow rate required by the engine is a non-zero constant "steady state". This “steady state” corresponds to, for example, when the vehicle is cruise-controlled. If the engine is in “steady state”, the process performs steps 4 and 5. If it is not “steady state”, the process proceeds to step 85.
- step 85 it is determined whether or not a fixed time has elapsed since the operation of the engine 5 was stopped. If the engine 5 has been stopped for a certain period of time, the process executes steps 4 and 5. If the engine 5 has not continued to stop, the process ends.
- the ECU 17 “continuously drives” the fuel pump 3.
- the continuous drive refers to driving the fuel pump 3 by continuously increasing the voltage (ECU instruction duty) supplied to the motor 7 at a constant rate for a certain period of time.
- the ECU 17 changes the relationship between the increase in voltage supplied to the motor 7 and time according to the conditions of the engine 5 when performing “continuous driving”, and the detection unit 19, the calculation unit 20, and the correction unit 21 perform processing. Adjust the time required to do.
- the voltage and time supplied to the motor 7 are set so that “learning of current value or number of revolutions” can be performed within the engine starting time set in the vehicle. Adjust the relationship.
- the ECU 17 increases the voltage supplied to the motor 7 in a short time when performing “continuous driving” when the fuel cut flag is ON or when the engine is in a steady state. In these cases, it is highly possible that the state changes depending on the driving situation, and therefore it is preferable to complete the “learning of current value or rotational speed” in a short time.
- the ECU 17 increases the voltage supplied to the motor 7 in a relatively long time when performing “continuous driving” when the engine 5 is stopped for a certain period of time. In this case, since it is unlikely that the state will change, it is possible to perform the “current value or rotational speed learning” process over a relatively long time.
- step 90 the detection unit 19 acquires the current I when the fuel pump 3 is “continuously driven” based on the output of the current sensor 23.
- the detection unit 19 sets a period during which the inrush current is generated as a mask period, and sets the current value during that period as the first change point.
- the second change point and the third change point are not used for detection.
- the voltage V and the current I are supplied from the controller 22 to the motor 7 after the time tx.
- an inrush current is generated for a certain period immediately after time tx. Therefore, the detection unit 19 can improve the accuracy of “learning the current value or rotation number” by not using the current value during this period for detecting the change point.
- step 91 the detection unit 19 calculates a differential coefficient twice by further differentiating the differential coefficient with respect to time of the current I.
- FIG. 25A shows the characteristics of the current value during continuous pump driving
- FIG. 25B shows the differential coefficient of the current value
- FIG. 25C shows the twice differential coefficient of the current value.
- the detection unit 19 calculates an average value of the second derivative and a constant fluctuation range (variation) centered on the average value.
- the average value and the fluctuation range may be those calculated when “current value or rotation number learning” was performed last time, or calculated when “current value or rotation number learning” was performed a plurality of times in the past. You may use what you did.
- the detection unit 19 does not use the current as a mask section for detecting a change point during the period when the inrush current is generated. . That is, the detection unit 19 uses the current value detected after the passage of the mask section for the calculation of the average value of the second derivative and the fluctuation range.
- the detection unit 19 determines whether or not the twice differential coefficient is smaller than a certain fluctuation range.
- the detection unit determines the first falling point at which the twice differential coefficient becomes smaller than a certain fluctuation range as the first change point due to the opening of the regulator valve 13.
- the first change point is indicated as Va.
- step 93 the detection unit 19 learns the voltage Va (ECU instruction Duty) at the first change point and stores it in the storage unit 18.
- step 94 the detection unit 19 performs the same processing as in steps 90 and 91.
- step 95 the detection unit 19 determines whether or not the differential coefficient has increased twice. After the determination of the first falling point, the detection unit 19 determines the rising point where the differential coefficient has increased twice as the second change point due to the start of flow rate regulation of the jet pump 16. In FIG. 25C, the second change point is shown as Vb.
- step 96 the detection unit 19 learns the voltage Vb (ECU instruction Duty) at the second change point and stores it in the storage unit 18.
- step 97 the detection unit 19 performs the same processing as in steps 90 and 91.
- step 98 the detection unit 19 determines whether or not the twice differential coefficient is smaller than a certain fluctuation range.
- the detection unit 19 determines the second falling point at which the second derivative becomes smaller than a certain fluctuation range as the third change point due to the relief valve 14 being opened.
- the third change point is shown as Vc.
- step 99 the detection unit 19 learns the voltage Vc (ECU instruction Duty) at the third change point and stores it in the storage unit 18.
- the ECU 17 performs a “map correction process” as described in the first embodiment.
- the ECU 17 performs “current value or rotational speed learning” a plurality of times in the above-described steps 82 to 85, thereby detecting the voltages Va, Vb, and Vc at the first, second, and third change points.
- the “map correction process” may be performed after increasing the value.
- the sixth embodiment has the following operational effects. (1) In the sixth embodiment, the detection unit 19 does not use the current value supplied from the controller 22 to the motor 7 for “current value or rotation number learning” during the period when the inrush current is generated.
- the detection unit 19 can improve the accuracy of the “current value or rotation number learning”.
- the detection unit 19, the calculation unit 20, and the correction unit 21 are used when the engine 5 is started, or when the flow rate of fuel required by the engine 5 is 0 and constant or other than 0, or Processing is performed after a certain period of time has elapsed since the engine 5 was stopped.
- the controller 22 when the controller 22 continuously drives the pump, the controller 22 changes the relationship between the voltage and current supplied to the motor 7 and time according to the conditions of the engine 5, and calculates the detection unit 19. The time required for the unit 20 and the correction unit 21 to perform processing is adjusted.
- the detection unit 19 detects the first, second, and third change points using the second derivative.
- the detection accuracy can be further increased as compared with the detection of the first, second, and third change points using the first differential coefficient.
- the detection unit 19 determines the first and third change points when the differential coefficient exceeds the constant fluctuation range centered on the average value of the differential coefficient twice.
- the ECU 17 calculates the fluctuation range that is the determination criterion for the first and third change points by itself. Therefore, compared with determining the first and third change points based on the threshold value, it is possible to eliminate the process of storing the threshold value matched to the vehicle in the ECU 17, thereby simplifying the manufacturing process.
- the ECU determines the first and third change points when the twice differential coefficient exceeds a predetermined fluctuation range.
- the ECU stores a predetermined second threshold in advance in the storage unit, and determines the first and third change points when the second derivative exceeds the second threshold twice. You may do it.
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Abstract
Description
本開示の第1実施形態を図1~図10に示す。本実施形態による燃料供給装置1は、燃料タンク2内の燃料を燃料ポンプ3によって汲み上げ、燃料通路4を通じてエンジン5に供給するものである。
本発明の第2実施形態による燃料供給装置を図11~図14に基づいて説明する。以下、複数の実施形態において、上述した第1実施形態と同一の構成には同一の符号を付して説明を省略する。
本発明の第3実施形態による燃料供給装置を図15~図20に基づいて説明する。
本発明の第4実施形態による燃料供給装置を図21に基づいて説明する。
本発明の第5実施形態による燃料供給装置を図22及び図23に基づいて説明する。
本発明の第6実施形態による燃料供給装置を図24から図27に基づいて説明する。
上述した第6実施形態では、ECUは、2回微分係数が所定の変動域を超えときに第1、第3変化点を判定した。これに対し、他の実施形態では、ECUは、記憶部に所定の第2閾値を予め記憶させ、その第2閾値を2回微分係数が超えたときに第1、第3変化点を判定するようにしてもよい。
Claims (15)
- 燃料タンク(2)から汲み上げた燃料をエンジン(5)に供給する燃料供給装置(1)であって、
モータ(7)の回転により前記燃料タンクから燃料を汲み上げる燃料ポンプ(3)と、
前記燃料ポンプが汲み上げた燃料を前記エンジンに供給する燃料通路(4)に設けられ、前記燃料通路を流れる燃料が所定の圧力になると開弁し、前記燃料通路から燃料を排出するバルブ(13)と、
前記エンジンに要求される燃料圧力および流量と、前記モータに供給する電圧、電流またはモータ回転数との関係を記憶する記憶部(18)と、
前記記憶部に記憶された関係に基づく電圧および電流を前記モータに供給するコントローラ(22)と、
前記エンジンの要求する所定流量において、前記モータに供給された電流、電圧、またはモータ回転数の特性が変化する変化点により、バルブ開弁時に前記コントローラが前記モータに供給した電圧または電流、或いはバルブ開弁時のモータ回転数を検出する検出部(19)と、
バルブ開弁圧に対応して前記記憶部に記憶された電圧、電流またはモータ回転数と、前記検出部によって検出された前記バルブの開弁時の電圧、電流またはモータ回転数との差分を算出する算出部(20)と、
前記算出部の算出した差分に基づき、前記記憶部に記憶された電圧、電流またはモータ回転数を補正する補正部(21)と、を備えることを特徴とする燃料供給装置。 - 前記バルブから排出される燃料の流量を規制するオリフィス(16)を備え、
前記検出部は、前記変化点よりも高い電流、電圧またはモータ回転数において、前記モータに供給された電流、電圧、またはモータ回転数の特性が変化する第2変化点により、前記オリフィスが流量規制を開始した時に前記コントローラが前記モータに供給した電圧または電流、或いはバルブ開弁時のモータ回転数を検出し、
前記算出部は、前記オリフィスの流量規制に相当する燃料圧力に対応して前記記憶部に記憶された電圧、電流またはモータ回転数と、前記検出部によって検出された第2変化点におけるバルブ開弁時の電圧、電流またはモータ回転数との差分を算出し、
前記補正部は、前記算出部の算出した前記変化点における差分、及び前記第2変化点における差分に基づき、前記記憶部に記憶された電圧、電流またはモータ回転数を線形補正することを特徴とする請求項1に記載の燃料供給装置。 - 前記燃料通路に設けられ、前記バルブとは異なる燃料圧力になると開弁し、前記燃料通路から燃料を排出する第2バルブ(14)を備え、
前記検出部は、前記変化点又は前記第2変化点と異なる電流、電圧またはモータ回転数において、前記モータに供給された電流、電圧、またはモータ回転数の特性が変化する第3変化点により、前記第2バルブの開弁時に前記コントローラが前記モータに供給した電圧または電流、或いはバルブ開弁時のモータ回転数を検出し、
前記算出部は、前記第2バルブの開弁圧に対応して前記記憶部に記憶された電圧、電流またはモータ回転数と、前記検出部によって検出された前記第3変化点におけるバルブ開弁時の電圧、電流またはモータ回転数との差分を算出し、
前記補正部は、前記算出部の算出した前記変化点における差分、及び前記第3変化点における差分に基づき、記憶部に記憶された電圧、電流またはモータ回転数を線形補正することを特徴とする請求項1または2に記載の燃料供給装置。 - 前記検出部は、前記コントローラが前記モータに対し電源供給を開始した後、突入電流が発生している期間は、前記コントローラから前記モータに供給された電流を前記変化点の検出に使用しないことを特徴とする請求項1~3のいずれか一項に記載の燃料供給装置。
- 前記検出部、前記算出部及び前記補正部は、前記エンジンの始動時、又は前記エンジンが要求する燃料の流量が0で一定又は0以外で一定のとき、或いは前記エンジンが停止してから一定時間経過後に処理を行うことを特徴とする請求項1~4のいずれか一項に記載の燃料供給装置。
- 前記コントローラは、前記モータに供給する電圧および電流と時間との関係を前記エンジンの条件に応じて変更することにより、前記検出部、前記算出部及び前記補正部が処理を行うために必要な時間を調整することを特徴とする請求項5に記載の燃料供給装置。
- 前記検出部は、前記コントローラが前記モータに供給する電圧を一定時間一定の割合で変えた際、電流の時間に対する微分係数を算出し、その微分係数を用いて前記変化点を検出することを特徴とする請求項1~6のいずれか一項に記載の燃料供給装置。
- 前記検出部は、前記モータに供給する電圧を一定時間一定の割合で変えた際、モータ回転数の時間に対する微分係数を算出し、その微分係数を用いて前記変化点を検出することを特徴とする請求項1~6のいずれか一項に記載の燃料供給装置。
- 前記検出部は、前記モータに供給する電流を一定時間一定の割合で変えた際、モータ回転数の時間に対する微分係数を算出し、その微分係数を用いて前記変化点を検出することを特徴とする請求項1~6のいずれか一項に記載の燃料供給装置。
- 前記検出部は、前記モータの回転数を一定時間一定の割合で変えた際、電圧または電流の時間に対する微分係数を算出し、その微分係数を用いて前記変化点を検出することを特徴とする請求項1~6のいずれか一項に記載の燃料供給装置。
- 前記検出部は、前記コントローラが前記モータに供給する電圧、電流又はモータの回転数を一定時間一定の割合で変えた際、時間に対する電圧または電流又はモータの回転数の微分係数を更に微分した2回微分係数を算出し、その2回微分係数を用いて前記変化点を検出することを特徴とする請求項1~6のいずれか一項に記載の燃料供給装置。
- 前記検出部は、前記2回微分係数の平均値を中心とした一定の変動域を前記2回微分係数が超えたとき、前記変化点を検出することを特徴とする請求項11に記載の燃料供給装置。
- 前記検出部は、前記コントローラが前記モータに供給する電圧、電流又はモータの回転数を一定時間一定の割合で変えた際、時間に対する電圧または電流又はモータの回転数の微分係数を算出し、その微分係数が所定の閾値を超えたとき、前記変化点を検出することを特徴とする請求項1~10のいずれか一項に記載の燃料供給装置。
- 前記検出部は、前記2回微分係数が所定の第2閾値を超えたとき、前記変化点を検出することを特徴とする請求項11に記載の燃料供給装置。
- 前記バルブの開弁を検出することの可能なセンサ(30,31)を備え、
前記検出部は、前記センサから信号が出力されたとき、前記変化点を検出することを特徴とする請求項1~3のいずれか一項に記載の燃料供給装置。
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US14/434,838 US9732694B2 (en) | 2012-10-15 | 2013-10-09 | Fuel supply device |
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Cited By (4)
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WO2016066500A1 (de) * | 2014-10-31 | 2016-05-06 | Continental Automotive Gmbh | Vorrichtung und verfahren zum erfassen eines betriebsdrucks einer kraftstoffpumpe für ein kraftfahrzeug |
WO2016066503A1 (de) * | 2014-10-31 | 2016-05-06 | Continental Automotive Gmbh | Verfahren zur bereitstellung eines druckwerts für eine durchflussregelung, steuergerät und fluidfördersystem |
DE102014222339B4 (de) * | 2014-10-31 | 2020-07-09 | Vitesco Technologies GmbH | Vorrichtung und Verfahren zum Erfassen eines Betriebsdrucks einer Kraftstoffpumpe für ein Kraftfahrzeug |
WO2016071288A1 (de) * | 2014-11-03 | 2016-05-12 | Continental Automotive Gmbh | Verfahren zur überprüfung eines mit einem druck korrelierenden parameters in einem druckabhängigen fluidfördersystem, steuergerät und fluidfördersystem |
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Also Published As
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CN104781541A (zh) | 2015-07-15 |
US9732694B2 (en) | 2017-08-15 |
DE112013005000T5 (de) | 2015-07-02 |
US20150275812A1 (en) | 2015-10-01 |
CN104781541B (zh) | 2017-06-16 |
JP2014098383A (ja) | 2014-05-29 |
JP5831765B2 (ja) | 2015-12-09 |
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