WO2016080499A1 - 燃料噴射システムの制御装置 - Google Patents
燃料噴射システムの制御装置 Download PDFInfo
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- WO2016080499A1 WO2016080499A1 PCT/JP2015/082590 JP2015082590W WO2016080499A1 WO 2016080499 A1 WO2016080499 A1 WO 2016080499A1 JP 2015082590 W JP2015082590 W JP 2015082590W WO 2016080499 A1 WO2016080499 A1 WO 2016080499A1
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- fuel
- circuit
- fuel injection
- fuel pump
- injection system
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
- F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
- F04B1/0404—Details or component parts
- F04B1/0452—Distribution members, e.g. valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
- F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
- F04B1/053—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement with actuating or actuated elements at the inner ends of the cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
- F04B49/06—Control using electricity
- F04B49/065—Control using electricity and making use of computers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
- F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B7/00—Piston machines or pumps characterised by having positively-driven valving
- F04B7/0076—Piston machines or pumps characterised by having positively-driven valving the members being actuated by electro-magnetic means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B9/00—Piston machines or pumps characterised by the driving or driven means to or from their working members
- F04B9/02—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical
- F04B9/04—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical the means being cams, eccentrics or pin-and-slot mechanisms
- F04B9/042—Piston machines or pumps characterised by the driving or driven means to or from their working members the means being mechanical the means being cams, eccentrics or pin-and-slot mechanisms the means being cams
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/32—Means for protecting converters other than automatic disconnection
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
- H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
- H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
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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
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
- F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor
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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
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
- F02D2041/201—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost inductance
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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
- F02D2041/2086—Output circuits, e.g. for controlling currents in command coils with means for detecting circuit failures
- F02D2041/2089—Output circuits, e.g. for controlling currents in command coils with means for detecting circuit failures detecting open circuits
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
- F02D2041/226—Fail safe control for fuel injection pump
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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
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B2201/00—Pump parameters
- F04B2201/12—Parameters of driving or driven means
- F04B2201/1208—Angular position of the shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
- F04C2210/00—Fluid
- F04C2210/20—Fluid liquid, i.e. incompressible
- F04C2210/203—Fuel
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
Definitions
- the present invention relates to a control device for a fuel injection system. More specifically, the present invention relates to a control device for a fuel injection system including a fuel pump that compresses fuel of an internal combustion engine and an injector that injects compressed fuel.
- the high-pressure fuel pump of the internal combustion engine pressurizes the fuel supplied from the fuel tank, and supplies this high-pressure fuel to the injector provided in the internal combustion engine.
- the high-pressure fuel pump includes a pump shaft that rotates in synchronization with the rotation of the internal combustion engine, and a plunger that reciprocates in a cylinder according to the profile of the pump shaft, and the fuel introduced into the pressurizing chamber by the plunger is supplied to the high-pressure fuel pump.
- High pressure fuel is produced by compression.
- An electromagnetic valve is provided in the low-pressure fuel flow path from the fuel introduction part to the pressurizing chamber. The flow rate of the fuel introduced into the pressurizing chamber is controlled by opening and closing the electromagnetic valve based on a drive signal that is turned on or off in synchronization with the reciprocating motion of the plunger (that is, rotation of the internal combustion engine).
- Patent Document 1 discloses a fuel pump including a charging circuit that regenerates a surge current generated when stopping energization of a solenoid valve of a fuel pump to a boost capacitor of a boost circuit serving as a power source for driving an injector. A controller is shown. As a result, surge energy can be efficiently used for driving the injector while rapidly decreasing the energization current of the solenoid valve.
- surplus power consumption circuits are limited in power that can be consumed within a limited time. For this reason, for example, when the fuel pump is continuously driven while the injector is not driven and the voltage of the booster circuit is kept high, a large current continues to flow through the surplus power consumption circuit, which may cause a failure. .
- the present invention regenerates a current generated when stopping energization of a solenoid valve of a fuel pump to a drive circuit of an injector, and a surplus power consumption circuit provided to protect the drive circuit of the injector It aims at providing the control apparatus of the fuel-injection system which protects.
- a control device e.g., an ECU 6 described later of a fuel injection system (e.g., a fuel injection system S described later) is a compression command generation device (e.g., a fuel pump 5 (described later)) that instructs compression.
- a compression command generation device e.g., a fuel pump 5 (described later)
- a fuel pump drive circuit for example, a fuel pump drive described later
- an electromagnetic valve for example, a solenoid 553 described later
- an injector driving circuit for example, a booster circuit 62 to be described later
- an electric storage element for example, a capacitor 625 to be described later
- a charging circuit for example, a charging circuit 64 described later
- a surplus power consuming circuit that consumes surplus power of the electric element (for example, a surplus power consuming circuit 65 described later)
- the compression command generation device is configured to provide the fuel during a period when fuel injection from the injector is stopped.
- the pump drive count is counted, and the energization control is commanded to stop when the drive count (N_drv) exceeds a predetermined count.
- the compression command generation device has a predetermined upper limit number of times (N_drv) counted from the cranking start time (for example, described later). It is preferable to instruct execution of the energization control until the upper limit number of times) is exceeded, and to command stop of the energization control after the number of times of driving exceeds the upper limit number of times.
- the predetermined upper limit number of times is determined in order to protect the surplus power consumption circuit.
- the fuel injection system includes a hybrid vehicle (for example, a power generation source for rotating drive wheels (for example, drive wheels W described later) using an electric motor (for example, motor M described later) and the internal combustion engine (for example, drive wheels W described later). It is mounted on a hybrid vehicle V), which will be described later, and the cranking is preferably performed by the electric motor.
- a hybrid vehicle for example, a power generation source for rotating drive wheels (for example, drive wheels W described later) using an electric motor (for example, motor M described later) and the internal combustion engine (for example, drive wheels W described later). It is mounted on a hybrid vehicle V), which will be described later, and the cranking is preferably performed by the electric motor.
- the fuel injection system includes a delivery pipe (for example, a delivery pipe 3 to be described later) that stores high-pressure fuel compressed by the fuel pump, and the compression command generation device is used to decelerate the internal combustion engine.
- a delivery pipe for example, a delivery pipe 3 to be described later
- the compression command generation device is used to decelerate the internal combustion engine.
- the predetermined first consecutive number of times and the first pause period are determined in order to protect the surplus power consumption circuit.
- the control device includes a failure detection device (for example, a later-described CPU 63) that detects that the surplus power consumption circuit has failed, and the compression command generation device performs fuel injection from the injector. If the surplus power consumption circuit failure is detected within the period of stopping, the number of times of driving (N_drv) exceeds a predetermined second number of times (for example, the number of times of second continuous driving described later). The energization control is stopped until a predetermined second suspension period (for example, a period until a count value T_stp of a later-described stop time timer exceeds the stop time) elapses. It is preferable to repeatedly perform intermittent operation that continues to be commanded.
- a failure detection device for example, a later-described CPU 63
- the compression command generation device performs fuel injection from the injector. If the surplus power consumption circuit failure is detected within the period of stopping, the number of times of driving (N_drv) exceeds a predetermined second number of times (for example, the number
- the predetermined second consecutive number of times and the second pause period are determined in order to protect the injector drive circuit.
- the surge energy can be efficiently used for driving the injector while the energizing current of the solenoid valve is quickly lowered.
- a surplus power consuming circuit that consumes surplus power of the power storage element can be further provided to prevent over-boosting of the power storage element. Further, during the period when fuel injection is stopped, the electric power stored in the power storage element is not consumed for driving the injector, and the voltage is unlikely to decrease. For this reason, the frequency with which the surplus power consumption circuit operates so as to prevent the power storage element from being over-boosted increases.
- the energization control of the fuel pump is stopped when the number of times of driving exceeds a predetermined number.
- the surplus power consumption circuit frequently operates during the period when fuel injection is stopped, and it is possible to provide a period during which the surplus power consumption circuit is cooled before the excessive temperature rise.
- all the surge current generated by the energization control of the fuel pump is supplied to the power storage element, and the power storage element may be over-boosted.
- the power storage element is over-boosted by stopping the energization control of the fuel pump in response to the number of times the fuel pump is driven exceeding a predetermined number. A period during which the voltage is reduced can be provided before reaching the point.
- the energization control is executed until the number of driving times counted from the cranking start time exceeds a predetermined upper limit number, and after the upper limit number is exceeded. Command to stop energization control until fuel injection is permitted. Thereby, the surplus power consumption circuit operates frequently during cranking, and it is possible to provide a period for cooling the surplus power consumption circuit before the excessive temperature rise is reached.
- the number of times the fuel pump is driven during cranking is limited using the upper limit number determined in order to protect the surplus power consumption circuit.
- the number of times the fuel pump is driven during cranking can be limited by an appropriate number of times determined so that the surplus power consumption circuit is reliably protected.
- the rotation of the internal combustion engine during cranking is performed more than when the internal combustion engine is cranked using a cell starter.
- the number gets higher.
- the fuel pump uses the rotation of the crankshaft of the internal combustion engine to compress the fuel, when the rotational speed of the internal combustion engine increases, the number of times the fuel pump is driven increases rapidly, and the operating frequency of the surplus power consumption circuit also increases.
- the surplus power consumption circuit can be appropriately protected by limiting the number of times of driving of the fuel pump during cranking by the upper limit number of times.
- the energization control is performed until the number of drive times of the fuel pump exceeds the first continuous number of times. After performing, the intermittent operation which stops energization control is repeated until the 1st rest period passes. Thereby, the period for operating the surplus power consumption circuit and the period for cooling the surplus power consumption circuit can be provided alternately. Thereby, it is possible to prevent the excessive power consumption circuit from reaching an excessive temperature rise during the fuel cut.
- the fuel pressure in the delivery pipe can be increased as much as possible in preparation for the return from the fuel cut.
- the fuel pump is intermittently operated by using the first continuous number of times and the first pause period which are determined to protect the surplus power consumption circuit.
- the intermittent operation of the fuel pump during fuel cut can be performed in an appropriate manner determined so that the surplus power consumption circuit is reliably protected.
- the fuel pump when a failure of the surplus power consumption circuit is detected, the fuel pump is intermittently used by using the second consecutive number and the second idle period determined to protect the injector drive circuit. Do the driving. Thereby, the intermittent operation of the fuel pump during fuel cut can be performed in an appropriate manner determined so that the injector drive circuit is reliably protected.
- 10 is a time chart when the process of FIG. 9 is repeatedly executed. It is a flowchart which shows the procedure which updates the prohibition flag during fuel cut. 12 is a time chart when the process of FIG. 11 is repeatedly executed. It is a flowchart which shows the procedure which updates the prohibition flag when a surplus power consumption circuit fails. 14 is a time chart when the process of FIG. 13 is repeatedly executed.
- FIG. 1 is a diagram illustrating a configuration of a vehicle V equipped with a fuel injection system S according to the present embodiment.
- the vehicle V includes an engine 1, a motor M, a fuel injection system S that supplies fuel to the engine 1, a high-voltage battery B that supplies power to the motor M, and a transmission TM that changes the output of the motor M and the engine 1. And a clutch CL for connecting / disconnecting the crankshaft of the engine 1 and the output shaft of the motor M, and an electronic control unit (hereinafter referred to as “ECU”) 6 for controlling them.
- the vehicle V is a so-called hybrid vehicle in which the motor M and the engine 1 are used as a power generation source for rotating the drive wheels W.
- the ECU 6 controls to perform the EV traveling in which the clutch CL is disengaged and the engine 1 is deactivated and only the motor M is used as the power generation source according to various driving conditions. During this time, the clutch CL is connected, the engine M is cranked using the motor M, and HEV traveling is performed so that the engine 1 and the motor M are used as power generation sources.
- FIG. 2 is a diagram showing the configuration of the fuel injection system S and the ECU 6 as its control device.
- the fuel injection system S includes a fuel tank 2, a high-pressure fuel pump 5, a delivery pipe 3, and an injector 4.
- the fuel tank 2 stores fuel supplied from the outside.
- the fuel tank 2 is provided with a fuel pump unit 21 that pumps fuel to the high-pressure fuel pump 5.
- the high-pressure fuel pump 5 further compresses the fuel pumped from the fuel pump unit 21 using the power generated in the engine 1 and supplies the compressed fuel to the delivery pipe 3. A specific configuration of the high-pressure fuel pump 5 will be described later with reference to FIG.
- Delivery pipe 3 stores high-pressure fuel discharged from high-pressure fuel pump 5.
- the injector 4 is provided for each of a plurality of cylinders of the engine 1. These injectors 4 are connected to the delivery pipe 3 via the fuel supply pipe 41.
- the ECU 6 directly injects the high-pressure fuel in the delivery pipe 3 into each cylinder of the engine 1 by opening and closing the injector 4 at an appropriate timing according to the operating state of the engine 1.
- the ECU 6 is an electronic control unit that controls various devices provided in the engine 1 and the fuel supply system S, and includes a CPU and a drive circuit that drives the various devices based on calculations in the CPU.
- a plurality of sensors 91 and 92 are connected to the ECU 6 in order to grasp the states of the engine 1 and the fuel supply system S.
- the crank angle sensor 91 transmits a pulse signal to the ECU 6 for each predetermined crank angle according to the rotation of a crankshaft (not shown) of the engine 1.
- the position and the rotational speed of the crankshaft are grasped based on the pulse signal from the crank angle sensor 91.
- the fuel pressure sensor 92 detects the fuel pressure in the delivery pipe 3 and transmits a signal substantially proportional to the detected value to the ECU 6.
- the ECU 6 controls the amount of fuel discharged from the high-pressure fuel pump 5 to the delivery pipe 3 (hereinafter referred to as “fuel discharge amount”) based on the detection signal from the fuel pressure sensor 92.
- FIG. 3 is a diagram showing the configuration of the high-pressure fuel pump 5.
- the high-pressure fuel pump 5 includes a housing 51 in which a fuel introduction part 51 a and a discharge part 51 b are formed, a pump shaft 52, and a cylinder 53 that is formed inside the housing 51 and extends in the radial direction of the rotation shaft of the pump shaft 52.
- the plunger 54 is housed in the cylinder 53 so as to be reciprocally movable, and the flow rate control valve 55 controls the flow rate of the fuel flowing into the pressurizing chamber 51 c formed in the cylinder 53.
- the pump shaft 52 is connected to the crankshaft of the engine 1 and rotates in synchronization with the crankshaft.
- the plunger 54 reciprocates in the cylinder 53 in accordance with the shape of the cam portion 52a formed on the pump shaft 52. For example, the plunger 54 reciprocates once every 240 degrees of crank angle.
- the flow control valve 55 includes a rod-shaped valve body 551 that opens and closes the pressurizing chamber 51c, a spring 552 that biases the valve body 551 in the valve opening direction, and a valve body that resists the elastic force of the spring 552 when energized. And a solenoid 553 that drives the valve 551 in the valve closing direction by electromagnetic force.
- FIG. 3 shows a state where the solenoid 553 is in a non-excited state and the valve body 551 is seated by the elastic force of the spring 552 (valve open state). That is, the flow control valve 55 is a so-called normally open type that is fully opened in a non-excited state, but the present invention is not limited to this.
- the period from the state where the plunger is at the top dead center until the bottom dead center is reached and the top dead center is reached again is defined as one cycle of the fuel compression operation by the plunger.
- This one period is divided into an inhalation process in which the plunger moves from the top dead center to the bottom dead center, and a compression process in which the plunger moves from the bottom dead center to the top dead center.
- the flow rate control valve In the suction process, fuel is sucked into the pressurizing chamber 51c from the introduction part 51a by the negative pressure generated as the plunger moves. Therefore, when high pressure fuel is to be discharged by the fuel pump, the flow rate control valve is in the open state (to the solenoid) in at least a part of the suction process so that the fuel flows from the introducing portion 51a to the pressurizing chamber 51c. In a state in which the energization is stopped.
- the fuel in the pressurizing chamber 51c is compressed by the plunger.
- the flow control valve is in the open state, the fuel flows backward from the pressurizing chamber 51c to the introduction portion 51a, and the fuel discharged from the discharge portion 51b. The amount of decreases. Therefore, when high pressure fuel is to be discharged by the fuel pump, the flow control valve is used in at least a part of the compression process so that the fuel is compressed in the pressurizing chamber 51c and discharged from the discharge portion 51b.
- the valve is controlled to be closed (a state where the solenoid is energized). As shown in FIG.
- the compression process includes a metering process in which the flow rate control valve is in an open state and fuel in the pressurizing chamber 51c is flowing back to the introduction part 51a, and a flow rate control valve is in a closed state.
- the fuel is divided into a discharge step in which the fuel in the pressurizing chamber 51c is discharged from the discharge portion 51b.
- the shorter the metering process in other words, the sooner the flow control valve is closed, the smaller the amount of fuel that flows back from the pressurizing chamber 51c to the introduction part 51a in the compression process.
- the fuel discharge amount can be controlled by adjusting the closing timing of the flow control valve.
- the flow control valve in order to discharge high-pressure fuel by the fuel pump, the flow control valve must be opened and closed during one cycle of the fuel compression operation by the plunger.
- energization control of the flow rate control valve in synchronism with the periodic movement of the plunger so that high-pressure fuel is discharged by the fuel pump is simply referred to as driving the fuel pump.
- the cycle of the compression operation of the fuel pump is also referred to as a fuel pump discharge cycle.
- FIG. 5 is a diagram illustrating the configuration of the solenoid 553 of the flow control valve and the ECU 6.
- the ECU 6 performs calculation according to a predetermined program, a fuel pump drive circuit 61 that controls energization of the solenoid 553 of the fuel pump, a booster circuit 62 that is a power source of drive current supplied to an injector (not shown), and performs various command signals
- a charging circuit 64 that connects the fuel pump drive circuit 61 and the booster circuit 62, and a surplus power consumption circuit 65 that protects the booster circuit 62.
- the step-up circuit 62 includes a step-up coil 621, a switching element 622 for energizing / cutting off the current flowing through the step-up coil 621, a backflow prevention diode 623, capacitors 624 and 625, voltage monitoring resistors 626 and 627, and the CPU 63.
- a logic circuit 628 that turns on / off the switching element 622 according to the command signal is combined to boost the output voltage VB (for example, 13 V) of a battery (not shown) and output the boosted voltage VS.
- the output voltage VB of the battery is The voltage is boosted via the boost coil 621.
- the boosted voltage VS is applied to the capacitor 625, whereby the capacitor 625 is charged.
- the boosted voltage VS of the booster circuit 62 is used for driving an injector (not shown).
- the CPU 63 turns on / off the switching element 622 so that the boosted voltage VS is maintained at a predetermined injector driving voltage (for example, 40 V).
- the fuel pump drive circuit 61 turns off the Hi-side switching element 611 and the Lo-side switching element 612 provided on the upstream side and the downstream side of the energization path of the solenoid 553 from the battery to the ground, respectively.
- the switching diodes 611 and 612 are turned on / off based on a driving signal transmitted from the CPU 63 and a return diode 613 for flowing a surge current flowing back from the ground to the solenoid 553.
- a logic circuit 615 for controlling energization of the solenoid 553 based on a drive signal transmitted from the CPU 63.
- the Hi-side switching element 611 connects the battery and the solenoid 553 when the output signal from the logic circuit 615 is turned on, and shuts off the battery and the solenoid 553 when the output signal is turned off.
- the Lo-side switching element 612 connects the solenoid 553 and the ground when the output signal from the logic circuit 615 is turned on, and starts energizing the solenoid 553. In addition, when the output signal from the logic circuit 615 is turned off, the Lo-side switching element 612 cuts off the solenoid 553 and the ground and stops energizing the solenoid 553.
- the charging circuit 64 is configured by connecting the solenoid 553 of the fuel pump drive circuit 61 and the Lo-side switching element 612 and the capacitor 625 of the booster circuit 62 with a backflow prevention diode 641 and is generated when the energization of the solenoid 553 is stopped. To the capacitor 625.
- the surplus power consumption circuit 65 is a circuit having a function of preventing the boosting circuit 62 from over-boosting by consuming surplus power out of the power supplied from the charging circuit 64 to the capacitor 625. More specifically, the surplus power consumption circuit 65 operates when the boosted voltage VS of the booster circuit 62 exceeds a predetermined protection voltage VL set to protect the booster circuit 62, and consumes surplus power of the capacitor 625. To do.
- the surplus power consumption circuit 65 having such a function is configured by combining known electronic components such as a Zener diode and a resistance element.
- the CPU 63 defines the drive timing (that is, the opening timing and the closing timing of the flow control valve) to energize the solenoid 553 based on the output of the crank angle sensor and the output of the fuel pressure sensor.
- a drive signal is generated. A specific procedure for generating the drive signal will be described later with reference to FIG.
- FIG. 6 is a time chart showing an example of driving the high-pressure fuel pump.
- FIG. 6 shows, in order from the top, the cam lift amount corresponding to the plunger movement amount, the drive signal generated by the CPU, the drive current flowing through the solenoid, and the actual behavior of the valve body.
- FIG. 6 shows an example in which both the engine speed and the fuel discharge amount are kept constant.
- the cam lift fluctuation cycle (fuel pump discharge cycle) becomes shorter in proportion to the engine speed.
- the drive signal is switched between on and off in synchronization with the ejection cycle, the Hi side and Lo side switching elements are turned on accordingly, and a drive current is supplied to the solenoid as shown in FIG.
- the valve body is opened and closed. Further, the compressed fuel is discharged by opening and closing the valve body in synchronization with the discharge cycle in this way.
- FIG. 7 is a flowchart showing a specific procedure for driving the fuel pump. More specifically, FIG. 7 is a flowchart showing a procedure for generating a drive signal for driving the fuel pump in each discharge period of the fuel pump in the CPU. The process shown in FIG. 7 is executed by the CPU for each discharge cycle of the fuel pump in a period in which the fuel can be compressed by the fuel pump, that is, in a period in which the pump shaft of the fuel pump is rotating.
- the CPU executes a process of determining a failure of the surplus power consumption circuit, and proceeds to S2.
- it is determined whether or not the surplus power consuming circuit has failed (that is, whether or not the surplus power consuming circuit can exhibit the function of protecting the booster circuit from excessive boosting). If it is determined that there is a failure, the failure flag F_EXT_NG indicating that the surplus power consumption circuit is in a failed state is set to “1”.
- the CPU determines whether or not it is currently a period during which fuel injection from the injector is stopped.
- the period during which the pump shaft is rotating and the fuel injection from the injector is stopped specifically includes two periods, that is, during engine cranking and during fuel cut due to engine deceleration. Is mentioned.
- the CPU determines whether or not any one of a flag F_CRK indicating that the engine is being cranked and a flag F_FC indicating that the fuel is being cut due to engine deceleration is “1”. By doing so, it is determined whether or not the fuel injection is stopped. A detailed description of the process of updating these flags F_CRK and F_FC is omitted.
- the CPU resets the prohibition flag F_PUMP_NG to “0” (S3), and proceeds to S4.
- the prohibition flag F_PUMP_NG is a flag that clearly indicates that the driving of the fuel pump is currently prohibited. If the fuel is injected from the injector, the charge stored in the boost capacitor of the booster circuit is sequentially discharged to drive the injector. There is no need to stop driving. For this reason, while the fuel is being injected from the injector, the prohibition flag F_PUMP_NG is set to “0”.
- the CPU In S4, the CPU generates a drive signal for controlling energization of the solenoid in order to discharge high-pressure fuel from the fuel pump within the current discharge cycle. More specifically, a drive signal is generated based on a detected value of the fuel pressure in the delivery pipe, a target value of the fuel pressure determined by a process (not shown), and the process ends. Thereby, high-pressure fuel is discharged from the fuel pump.
- S6 it is determined whether or not the prohibition flag F_PUMP_NG is “1”, that is, whether or not the drive of the fuel pump is currently prohibited. If the determination in S6 is NO, a drive signal is generated as described above (S4). If the determination in S6 is YES, the drive signal in the current ejection cycle is turned off, and this process ends.
- FIG. 8 is a flowchart showing a specific procedure of processing for updating the prohibition flag F_PUMP_NG. This process is executed for each fuel pump discharge period as a subroutine of the process of FIG. 7 during a period in which fuel injection from the injector is stopped (during cranking or fuel cut).
- a drive number counter, a stop number counter, and a stop time timer which will be described later, are defined (see S21 to S25 in FIG. 8), and the fuel injection is stopped by using the count values by these counters and timers.
- the prohibition flag F_PUMP_NG within the period to be updated is updated (see S28 to S32 in FIG. 8).
- the prohibition flag F_PUMP_NG is updated based on different algorithms for these three cases.
- the drive count counter is a counter that counts the number of times the fuel pump is driven within the period when fuel injection is stopped.
- the count value (integer of 0 or more) by this drive number counter is indicated by N_drv.
- the stop number counter is a counter that counts the number of times that the drive of the fuel pump is stopped and the pump shaft is idling within a period in which the fuel injection is stopped.
- the count value (integer greater than or equal to 0) by this stop number counter is indicated by N_stop.
- the stop time timer is a timer that counts the time that the drive of the fuel pump is stopped and the pump shaft is idle during the period in which the fuel injection is stopped.
- a count value (a real number greater than or equal to 0) by the stop time timer is indicated by T_stop.
- the CPU moves to S23 and determines whether or not the prohibition flag F_PUMP_NG is “0”.
- the prohibition flag F_PUMP_NG is “0”
- the CPU determines whether or not the surplus power consumption circuit is determined to be faulty, that is, whether or not the surplus power consumption circuit flag F_EXT_NG is “1”. If the determination in S28 is YES, the CPU moves to S30 and executes an action at the time of failure of the surplus power consumption circuit (see FIGS. 13 and 14 described later). If the determination in S28 is NO, the CPU moves to S29 and determines whether or not the flag F_CRK is “1”. If the determination in S29 is YES, that is, if fuel injection is stopped due to the current cranking, the CPU moves to S31 and executes the action during cranking (FIG. 9 described later). And 10). If the determination in S29 is NO, that is, if the fuel injection is stopped because the fuel is currently being cut, the CPU moves to S32 and executes an action during the fuel cut (described later). 11 and 12).
- FIG. 9 is a flowchart showing a procedure for updating the prohibition flag during cranking.
- the CPU determines whether or not the count value N_drv of the drive number counter is equal to or greater than a predetermined upper limit number. This upper limit is set to prevent the surplus power consumption circuit from excessively rising due to a surge current generated each time the fuel pump is driven, and is, for example, about 160 times. If the determination in S31 is YES, the CPU sets the prohibition flag F_PUMP_NG to “1” and ends this process. If the determination in S31 is NO, the CPU sets the prohibition flag F_PUMP_NG to “0” and ends this process.
- FIG. 10 is a time chart when the process of FIG. 9 is repeatedly executed. More specifically, FIG. 10 shows changes in the count value N_drv of the drive number counter, the prohibition flag F_PUMP_NG, and the drive signal when cranking is started at time t0 and then cranking is ended at time t2.
- FIG. 10 shows changes in the count value N_drv of the drive number counter, the prohibition flag F_PUMP_NG, and the drive signal when cranking is started at time t0 and then cranking is ended at time t2.
- FIG. 11 is a flowchart showing a procedure for updating the prohibition flag during fuel cut.
- S51 the fuel pressure in the delivery pipe is acquired, and it is determined whether or not the fuel pressure is equal to or lower than the target value. If the determination in S51 is NO, the CPU determines that it is not necessary to drive the fuel pump, moves to S52, and sets the prohibition flag F_PUMP_NG to “1”. If the determination in S51 is YES, the CPU moves to S53 and performs intermittent operation in which the fuel pump is alternately driven and stopped as described below.
- the CPU determines whether or not the count value N_drv of the drive number counter is equal to or greater than a predetermined first continuous drive number.
- the first continuous driving number is set to prevent the surplus power consumption circuit from being overheated due to a surge current generated each time the fuel pump is driven. Further, the first continuous driving number is set to a value smaller than the upper limit number in FIG. 9 and is, for example, about five times. If the determination in S53 is NO, the CPU proceeds to S54, and determines whether or not the count value N_stp of the stop count counter is equal to or greater than a predetermined number of pauses. The number of pauses is set in order to prevent the surplus power consumption circuit from overheating due to the surge current, and is about 5 times, for example.
- FIG. 12 is a time chart when the process of FIG. 11 is repeatedly executed. More specifically, FIG. 5 is a diagram illustrating changes in the count value N_drv of the drive count counter, the count value N_stp of the stop count counter, the prohibition flag F_PUMP_NG, and the drive signal when the fuel cut is started from time t0. .
- the count value N_drv of the drive number counter is the first continuous value.
- a drive signal is generated for each ejection cycle until time t1 when the number of times of driving is exceeded, and then intermittent operation for turning off the drive signal is repeated until time t2 when the count value N_stp of the stop number counter exceeds the number of times of pause.
- FIG. 13 is a flowchart showing a procedure for updating the prohibition flag when the surplus power consumption circuit fails.
- the surge current generated each time the fuel pump is driven is supplied to the booster circuit even if the boosted voltage VS exceeds the protection voltage VL. Therefore, the fuel pump is continuously driven. If it continues, there is a risk that the booster circuit will over-boost. Therefore, in the process of FIG. 13, intermittent operation is performed in which the fuel pump is alternately driven and stopped as described below.
- the CPU determines whether or not the count value N_drv of the drive number counter is equal to or greater than a predetermined second continuous drive number.
- the number of times of the second continuous drive is set to prevent the booster circuit from being over-boosted by a surge current, and is about 20 times, for example. If the determination in S62 is no, the CPU proceeds to S62 to determine whether or not the count value T_stp of the stop time timer is equal to or greater than a predetermined pause time. This pause time is set to prevent the booster circuit from over-boosting due to a surge current, and is about 12 seconds, for example.
- the CPU moves to S63 and reverses the prohibition flag F_PUMP_NG from the previous value. That is, when the previous value of the prohibition flag F_PUMP_NG is “0”, it is switched to “1”, and when the previous value is “1”, it is switched to “0”. If the determinations in S61 and S62 are NO, the CPU moves to S64 and maintains the prohibition flag F_PUMP_NG at the previous value. Accordingly, in the process of FIG. 13, when the fuel injection is stopped and the surplus power consumption circuit is out of order, driving and stopping of the fuel pump are alternately switched.
- the CPU determines that the count value N_drv of the drive number counter is within the period in which the fuel injection is stopped and the failure of the surplus power consumption circuit is detected.
- a drive signal is generated for each ejection cycle until time t1 when the second continuous drive count is exceeded, and then intermittent operation for turning off the drive signal is repeated until the count value T_stp of the stop time timer exceeds the pause time.
- the present invention is not limited to this.
- engine cranking is performed using a traveling motor in a traveling vehicle, so the engine speed during cranking is higher than when cranking using a smaller cell motor, Accordingly, the discharge cycle of the fuel pump is shortened.
- the present invention is particularly suitable for the fuel injection system mounted on the hybrid vehicle.
- the present invention may be applied to a fuel injection system mounted on a vehicle that is cranked by a small cell motor that is not a motor for traveling.
- the surplus power consumption circuit 65 is configured by a known electronic component such as a Zener diode or a resistance element has been described, but the present invention is not limited thereto.
- the surplus power consumption circuit may be configured as a battery regeneration circuit that returns surplus power to the capacitor to a battery (not shown), for example.
- V Vehicle (hybrid vehicle) M ... Motor (electric motor) 1.
- Engine internal combustion engine
- S Fuel injection system 3 ... Delivery pipe 4 ...
- Injector 5 High-pressure fuel pump (fuel pump) 55 ...
- Flow control valve solenoid valve
- ECU control device
- Fuel pump drive deviation circuit 62
- Booster circuit injector drive circuit
- capacitor storage element
- CPU compression command generation device, failure detection device
- 64 Charging circuit 65 ... Surplus power consumption circuit
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Abstract
Description
図1は、本実施形態に係る燃料噴射システムSを搭載した車両Vの構成を示す図である。
高圧燃料ポンプ5は、燃料の導入部51a及び吐出部51bが形成されたハウジング51と、ポンプシャフト52と、ハウジング51内部に形成されポンプシャフト52の回転軸の半径方向に延出するシリンダ53と、このシリンダ53内部に往復動可能に収容されたプランジャ54と、シリンダ53内に形成された加圧室51cに流入する燃料の流量を制御する流量制御弁55と、を備える。この高圧燃料ポンプ5では、導入部51aから加圧室51cへ燃料を導入し、この加圧室51c内の燃料をプランジャ54で圧縮することにより、高圧燃料を吐出部51bから吐出する。
図4に示すように、本実施形態ではプランジャが上死点にある状態から下死点に達し再び上死点に達するまでを、プランジャによる燃料の圧縮動作の一周期と定義する。この一周期は、プランジャが上死点から下死点へ移動する区間である吸入工程と、プランジャが下死点から上死点へ移動する区間である圧縮工程と、分けられる。
ECU6は、燃料ポンプのソレノイド553の通電制御を行う燃料ポンプ駆動回路61と、図示しないインジェクタに供給される駆動電流の電源となる昇圧回路62と、所定のプログラムに従って演算を実行し、各種指令信号を生成するCPU63と、燃料ポンプ駆動回路61と昇圧回路62とを接続する充電回路64と、昇圧回路62を保護する余剰電力消費回路65と、を備える。
S31では、CPUは、駆動回数カウンタの計数値N_drvは、所定の上限回数以上であるか否かを判定する。この上限回数は、燃料ポンプを駆動するたびに発生するサージ電流によって余剰電力消費回路が過昇温するのを防止するために設定され、例えば160回程度である。S31の判定がYESである場合には、CPUは、禁止フラグF_PUMP_NGを“1”に設定し、この処理を終了する。またS31の判定がNOである場合には、CPUは、禁止フラグF_PUMP_NGを“0”に設定し、この処理を終了する。これにより、クランキング中における燃料ポンプの駆動は、駆動回数が上限回数を超えるまでは許可され、駆動回数が上限回数を超えた後は、クランキングが終了しインジェクタからの燃料噴射が許可されるまで(F_CRKが“0”になるまで)禁止される。
S51では、デリバリーパイプ内の燃料圧力を取得し、燃料圧力がその目標値以下であるか否かを判定する。S51の判定がNOである場合には、CPUは、燃料ポンプを駆動する必要はないと判断し、S52に移り、禁止フラグF_PUMP_NGを“1”に設定する。S51の判定がYESである場合には、CPUは、S53に移り、以下で説明するように燃料ポンプの駆動と休止を交互に行う間欠運転を実行する。
M…モータ(電動機)
1…エンジン(内燃機関)
S…燃料噴射システム
3…デリバリーパイプ
4…インジェクタ
5…高圧燃料ポンプ(燃料ポンプ)
55…流量制御弁(電磁弁)
6…ECU(制御装置)
61…燃料ポンプ駆動乖回路
62…昇圧回路(インジェクタ駆動回路)
625…コンデンサ(蓄電素子)
63…CPU(圧縮指令生成装置、故障検知装置)
64…充電回路
65…余剰電力消費回路
Claims (8)
- 燃料ポンプで圧縮した燃料を内燃機関のインジェクタから噴射する燃料噴射システムの制御装置であって、
前記燃料ポンプによる圧縮を指令する圧縮指令生成装置と、
前記圧縮指令生成装置からの指令に基づいて前記燃料ポンプの電磁弁の通電制御を行う燃料ポンプ駆動回路と、
前記インジェクタの駆動に用いられる電力を蓄える蓄電素子を備えたインジェクタ駆動回路と、
前記電磁弁の通電停止時に発生する電流を前記蓄電素子に導く充電回路と、
前記蓄電素子の余剰電力を消費する余剰電力消費回路と、を備え、
前記圧縮指令生成装置は、前記インジェクタからの燃料噴射が停止される期間は、前記燃料ポンプの駆動回数を計数し、当該駆動回数が所定回数を超えたことに応じて前記通電制御の停止を指令することを特徴とする燃料噴射システムの制御装置。 - 前記圧縮指令生成装置は、前記内燃機関のクランキング中である場合には、前記クランキングの開始時点から計数した前記駆動回数が所定の上限回数を超えるまでは前記通電制御の実行を指令し、前記駆動回数が前記上限回数を超えた後は前記通電制御の停止を指令することを特徴とする請求項1に記載の燃料噴射システムの制御装置。
- 前記所定の上限回数は、前記余剰電力消費回路を保護するために定められることを特徴とする請求項2に記載の燃料噴射システムの制御装置。
- 前記燃料噴射システムは、電動機と前記内燃機関とを駆動輪を回転させる動力発生源としたハイブリッド車両に搭載され、
前記クランキングは前記電動機によって行われることを特徴とする請求項2又は3に記載の燃料噴射システムの制御装置。 - 前記燃料噴射システムは、前記燃料ポンプで圧縮された高圧燃料を蓄えるデリバリーパイプを備え、
前記圧縮指令生成装置は、前記内燃機関の減速に伴う燃料カット中でありかつ前記デリバリーパイプ内の燃料圧力が所定値以下である場合には、前記駆動回数が所定の第1連続回数を超えるまで前記通電制御の実行を指令し続けた後、所定の第1休止期間が経過するまで前記通電制御の停止を指令し続ける間欠運転を繰り返し行うことを特徴とする請求項1から4の何れかに記載の燃料噴射システムの制御装置。 - 前記所定の第1連続回数及び第1休止期間は、前記余剰電力消費回路を保護するために定められることを特徴とする請求項5に記載の燃料噴射システムの制御装置。
- 前記制御装置は、前記余剰電力消費回路が故障したことを検知する故障検知装置を備え、
前記圧縮指令生成装置は、前記インジェクタからの燃料噴射が停止される期間内でありかつ前記余剰電力消費回路の故障が検知されている場合には、前記駆動回数が所定の第2連続回数を超えるまで前記通電制御の実行を指令し続けた後、所定の第2休止期間が経過するまで前記通電制御の停止を指令し続ける間欠運転を繰り返し行うことを特徴とする請求項1から6の何れかに記載の燃料噴射システムの制御装置。 - 前記所定の第2連続回数及び第2休止期間は、前記インジェクタ駆動回路を保護するために定められることを特徴とする請求項7に記載の燃料噴射システムの制御装置。
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DE102015208680A1 (de) * | 2015-05-11 | 2016-11-17 | Continental Automotive Gmbh | Verfahren zum Betrieb des Fluidfördersystems |
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JP6544322B2 (ja) * | 2016-09-05 | 2019-07-17 | 株式会社デンソー | 車両用灯具制御装置 |
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CN113357067B (zh) * | 2021-06-24 | 2022-07-12 | 中国第一汽车股份有限公司 | 一种电动燃油泵控制方法、装置、电子设备及存储介质 |
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