JPH0311409Y2 - - Google Patents
Info
- Publication number
- JPH0311409Y2 JPH0311409Y2 JP5871986U JP5871986U JPH0311409Y2 JP H0311409 Y2 JPH0311409 Y2 JP H0311409Y2 JP 5871986 U JP5871986 U JP 5871986U JP 5871986 U JP5871986 U JP 5871986U JP H0311409 Y2 JPH0311409 Y2 JP H0311409Y2
- Authority
- JP
- Japan
- Prior art keywords
- fuel pump
- fuel
- voltage
- driving
- drive voltage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000000446 fuel Substances 0.000 claims description 52
- 230000007423 decrease Effects 0.000 claims description 5
- 238000002485 combustion reaction Methods 0.000 claims description 3
- 238000002347 injection Methods 0.000 description 8
- 239000007924 injection Substances 0.000 description 8
- 230000007274 generation of a signal involved in cell-cell signaling Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 1
- 210000005069 ears Anatomy 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【考案の詳細な説明】
＜産業上の利用分野＞
本考案は自動車用内燃機関における燃料ポンプ
の制御装置に関する。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a control device for a fuel pump in an internal combustion engine for an automobile.
＜従来の技術＞
従来から、電子制御燃料噴射装置を備えた自動
車用内燃機関においては、燃料タンク内の燃料を
機関吸気系に設けられた燃料噴射弁に加圧供給す
るために電動式の燃料ポンプが使用されている
が、この燃料ポンプによる騒音を低減するため
に、必要時以外は燃料ポンプ（そのモータ）への
駆動電圧を低下させてその駆動量を抑えることに
より静粛化を図つた燃料ポンプの制御装置が種々
提案されている（実開昭61−37459号公報参照）。<Prior art> Conventionally, in automobile internal combustion engines equipped with electronically controlled fuel injection devices, electric fuel injection is used to pressurize and supply fuel in the fuel tank to fuel injection valves provided in the engine intake system. A fuel pump is used, but in order to reduce the noise caused by this fuel pump, the drive voltage to the fuel pump (its motor) is lowered except when necessary, and the amount of drive is suppressed to make the fuel pump quieter. Various pump control devices have been proposed (see Japanese Utility Model Application No. 61-37459).
すなわち、機関始動時に例えば25秒間、ホツト
リスタート不良（ベーパーロツク）対策として、
燃料ポンプに直列に接続したリレー接点を閉結し
て、駆動電圧として13.4V程度のバツテリ電圧を
印加することにより、燃料ポンプを全力駆動し、
その後は、リレー接点を開放すると共に、このリ
レー接点と並列に接続したトランジスタを適当な
デユーテイでオン・オフさせて、平均駆動電圧を
低下させ、燃料ポンプの余計な駆動を抑えて、そ
の作動音を低減させる。この場合の駆動電圧
FPVは燃料の必要供給量から、具体的には燃料
噴射弁の噴射パルス巾Ti（ms）と機関回転数Ｎ
（rpm）とから例えば次式によつて算出して制御
を行つていた。 In other words, as a countermeasure against hot restart failure (vapor lock), for example, for 25 seconds when the engine is started,
By closing the relay contacts connected in series to the fuel pump and applying a battery voltage of approximately 13.4V as the drive voltage, the fuel pump is driven at full power.
After that, the relay contact is opened, and the transistor connected in parallel with this relay contact is turned on and off at an appropriate duty to lower the average drive voltage, suppress unnecessary drive of the fuel pump, and reduce its operating noise. Reduce. Drive voltage in this case
FPV is determined from the required amount of fuel supply, specifically the injection pulse width Ti (ms) of the fuel injector and the engine speed N.
(rpm), for example, using the following formula for control.
FPV＝Ti・Ｎ／K1＋K2（K1，K2は定数）
＜考案が解決しようとする問題点＞
しかしながら、このような従来の燃料ポンプの
制御装置にあつては、機関始動時に燃料ポンプ駆
動電圧をアツプしてホツトリスタートの向上対策
を実施しているが、単純に機関始動から一定時間
（25秒）の間、大電圧（13.4V）を印加しており、
この一定時間の後、燃料ポンプ駆動電圧が急激に
低下して燃料ポンプの作動音が急激になくなるた
め、聴感上、前記一定時間の間の作動音が極めて
耳障りであるという問題点があつた。 FPV=Ti・N/K 1 +K 2 (K 1 , K 2 are constants) <Problem to be solved by the invention> However, in the case of such a conventional fuel pump control device, when the engine starts, the fuel Measures have been taken to improve hot restart by increasing the pump drive voltage, but a large voltage (13.4V) is simply applied for a certain period of time (25 seconds) after the engine starts.
After this predetermined period of time, the fuel pump driving voltage drops rapidly and the operating sound of the fuel pump suddenly disappears, so that there is a problem in that the operating sound during the predetermined period of time is extremely harsh to the ears.
また、燃料ポンプとして、最近、タービン型燃
料ポンプ（非容積型の円周流ポンプ）が使用され
る傾向にあり、このタービン型燃料ポンプは高回
転のため、高周波の作動音を生じ、より耳障りで
あるので、何らかの対策が必要であつた。 In addition, there has recently been a trend toward the use of turbine-type fuel pumps (non-displacement circumferential flow pumps) as fuel pumps, and because these turbine-type fuel pumps rotate at high speeds, they produce high-frequency operating noise, making them more harsh to the ear. Therefore, some kind of countermeasure was necessary.
本考案は、このような従来の問題点に鑑み、聴
感上の耳障りな騒音を低減することを目的とす
る。 In view of these conventional problems, the present invention aims to reduce noise that is audible to the ear.
＜問題点を解決するための手段＞
このため、本考案は、第１図に示すように、機
関始動時に第１の所定時間所定の大電圧で燃料ポ
ンプを駆動する第１の駆動手段と、前記第１の所
定時間経過後、第２の所定時間の間、前記所定の
大電圧から時間経過に比例して減少させつつ設定
した電圧で燃料ポンプを駆動する第２の駆動手段
と、前記第２の所定時間経過後、燃料の必要供給
量から算出される電圧で燃料ポンプを駆動する第
３の駆動手段とを設けて、燃料ポンプの制御装置
を構成したものである。<Means for Solving the Problems> Therefore, as shown in FIG. 1, the present invention includes a first driving means for driving the fuel pump at a predetermined large voltage for a first predetermined time when the engine is started; a second driving means for driving the fuel pump at a set voltage that decreases from the predetermined large voltage in proportion to the elapse of time during a second predetermined time after the first predetermined time has elapsed; A third driving means for driving the fuel pump with a voltage calculated from the required amount of fuel to be supplied after the predetermined time period 2 has elapsed, constitutes a fuel pump control device.
＜作 用＞
上記の構成にあつては、燃料ポンプ駆動電圧を
機関始動時の大電圧から燃料の必要供給量に応じ
て電圧に移行させる間において、燃料ポンプ駆動
電圧を徐々に減少させるため、燃料ポンプの作動
音の急激な変化がなくなり、聴感上、極めて良好
となる。<Function> In the above configuration, the fuel pump drive voltage is gradually decreased while the fuel pump drive voltage is shifted from the high voltage at the time of starting the engine to the voltage according to the required supply amount of fuel. There are no sudden changes in the operating sound of the fuel pump, and the audibility is extremely good.
＜実施例＞ 以下に本考案の一実施例を説明する。<Example> An embodiment of the present invention will be described below.
第２図を参照し、燃料ポンプ１の駆動回路には
トランジスタ２が直列に接続されていて、このト
ランジスタ２を適当なデユーテイでオン・オフさ
せることにより、そのデユーテイに応じた平均駆
動電圧で燃料ポンプ１を作動させることができ
る。 Referring to FIG. 2, a transistor 2 is connected in series to the drive circuit of the fuel pump 1, and by turning on and off the transistor 2 at an appropriate duty, fuel is supplied at an average drive voltage corresponding to the duty. Pump 1 can be activated.
トランジスタ２はマイクロコンピユータ３から
の駆動電圧信号をＤ／Ａ変換器４を介しコンパレ
ータ５ａと三角波発生器５ｂとからなるデユーテ
イ信号発生回路５に入力して得たデユーテイ制御
出力で駆動制御するようにしてある。 The transistor 2 is driven and controlled by a duty control output obtained by inputting a drive voltage signal from a microcomputer 3 through a D/A converter 4 to a duty signal generation circuit 5 consisting of a comparator 5a and a triangular wave generator 5b. There is.
マイクロコンピユータ３には図示しないが制御
入力として、燃料噴射弁の燃料噴射量を制御する
ための吸入空気流量、機関回転数等の各種情報が
入力され、また壁温センサからの信号等も入力さ
れる。 Although not shown, various information such as intake air flow rate and engine speed for controlling the fuel injection amount of the fuel injection valve are input as control inputs to the microcomputer 3, and signals from a wall temperature sensor are also input. Ru.
ここにおいて、マイクロコンピユータ３には第
１〜第３の駆動手段としての機能が第３図のフロ
ーチヤートに示すようにソフトウエア的に備えら
れている。 Here, the microcomputer 3 is equipped with functions as first to third driving means in the form of software, as shown in the flowchart of FIG.
第３図のフローチヤートに従つて説明すると、
機関始動時にはステツプ１（図にはＳ１と記して
ある。以下同様）において、第１の所定時間（例
えば５秒間）、駆動電圧FPVを所定の大電圧（例
えば13.4V）にセツトして、駆動電圧信号を出力
する。この駆動電圧信号はＤ／Ａ変換器４を介し
てデユーテイ信号発生回路５に送り、このデユー
テイ信号発生回路５からのデユーテイ制御出力で
トランジスタ２をオン・オフさせ、そのデユーテ
イに応じた平均駆動電圧で燃料ポンプ１を駆動す
る。但し、このときはデユーテイ100％として、
トランジスタ２をオン状態に保持して、バツテリ
電圧である13.4Vで燃料ポンプ１を駆動する。こ
のステツプ１の部分が第１の駆動手段に相当す
る。 Explaining according to the flowchart in Figure 3,
When starting the engine, in step 1 (indicated as S1 in the figure, the same applies hereinafter), the drive voltage FPV is set to a predetermined high voltage (for example, 13.4V) for a first predetermined period of time (for example, 5 seconds), and the drive is started. Outputs a voltage signal. This drive voltage signal is sent to the duty signal generation circuit 5 via the D/A converter 4, and the duty control output from the duty signal generation circuit 5 turns on and off the transistor 2, and the average drive voltage according to the duty is to drive the fuel pump 1. However, in this case, the duty is 100%,
The transistor 2 is held in the on state and the fuel pump 1 is driven with the battery voltage of 13.4V. This step 1 corresponds to the first driving means.
次はステツプ２へ進み、第２の所定時間（例え
ば20秒間）、駆動電圧FPVを13.4Vから徐々に減
少させつつ駆動電圧信号を出力し、最終的には
8V程度まで減少させて、燃料ポンプ１を駆動す
る。すなわち、第４図に示すような時間経過に比
例して減少する駆動電圧特性に従つて、経過時間
に対応した駆動電圧信号を出力することにより、
燃料ポンプ１を駆動する。このときも、駆動電圧
信号はＤ／Ａ変換器４を介してデユーテイ信号発
生回路５に送られ、このデユーテイ信号発生回路
５からのデユーテイ制御出力でトランジスタ２が
オン・オフされ、そのデユーテイに応じた平均駆
動電圧で燃料ポンプ１が駆動されるが、ここにお
いて、デユーテイが次第に減少することにより、
燃料ポンプ駆動電圧が徐々に減少する。このステ
ツプ２の部分が第２の駆動手段に相当する。 Next, proceed to step 2, where the drive voltage signal is output while gradually decreasing the drive voltage FPV from 13.4V for a second predetermined period of time (for example, 20 seconds), and finally
Reduce the voltage to about 8V and drive the fuel pump 1. That is, by outputting a drive voltage signal corresponding to the elapsed time according to the drive voltage characteristic that decreases in proportion to the elapse of time as shown in FIG.
Drive the fuel pump 1. At this time as well, the drive voltage signal is sent to the duty signal generation circuit 5 via the D/A converter 4, and the duty control output from the duty signal generation circuit 5 turns on and off the transistor 2, depending on the duty. The fuel pump 1 is driven with the average driving voltage, but here, as the duty gradually decreases,
Fuel pump drive voltage gradually decreases. This step 2 corresponds to the second driving means.
その後は、ステツプ３〜６のループを繰返す。
すなわち、ステツプ３で壁温を測定し、次のステ
ツプ４でその壁温が所定の範囲（10゜〜80゜）にあ
るか否かを判定し、所定の範囲内であれば、ステ
ツプ５に進んで、燃料噴射弁の噴射パルス巾Ti
（ms）と機関回転数Ｎ（rpm）とから、次式によ
つて駆動電圧FPVを算出し、対応する駆動電圧
信号を出力して、燃料ポンプ１を駆動する。 After that, the loop of steps 3 to 6 is repeated.
That is, in step 3, the wall temperature is measured, and in the next step 4, it is determined whether the wall temperature is within a predetermined range (10° to 80°), and if it is within the predetermined range, the process proceeds to step 5. Proceed to the fuel injection valve injection pulse width Ti
(ms) and the engine rotation speed N (rpm), the drive voltage FPV is calculated by the following equation, and the corresponding drive voltage signal is output to drive the fuel pump 1.
FPV＝Ti・Ｎ／K1＋K2（K1，K2は定数）
このステツプ５の部分が第３の駆動手段に相当
する。 FPV=Ti.N/K 1 +K 2 (K 1 and K 2 are constants) This step 5 corresponds to the third driving means.
また、壁温が所定の範囲外であれば、ステツプ
６に進んで駆動電圧FPVを13.4Vにセツトして、
対応する駆動電圧信号を出力する。 If the wall temperature is outside the predetermined range, proceed to step 6 and set the drive voltage FPV to 13.4V.
Output the corresponding driving voltage signal.
以上により、機関始動時の燃料ポンプ駆動電圧
FPVは第４図に示すように変化し、急激な変化
がなくなるため、聴感上、極めて良好となる。 As a result of the above, the fuel pump drive voltage when starting the engine
The FPV changes as shown in Figure 4, and since there are no sudden changes, the audibility is extremely good.
尚、デユーテイ100％にしてバツテリ電圧を直
接印加する際は、デユーテイ制御でなく、従来と
同様、トランジスタ２と並列にリレー接点を設け
て、これをオンにするようにしてもよい。 Note that when applying the battery voltage directly with a duty of 100%, a relay contact may be provided in parallel with the transistor 2 and turned on, as in the conventional case, instead of using duty control.
＜考案の効果＞
以上説明したように本考案によれば、ホツトリ
スタート対策として万全であることは勿論、燃料
ポンプの作動音が耳につくことがなくなり、極め
て良好となる。<Effects of the invention> As explained above, according to the invention, not only is it a perfect countermeasure against hot restarts, but the operating noise of the fuel pump is no longer audible, making it extremely good.
第１図は本考案の構成を示すブロツク図、第２
図は本考案の一実施例を示すシステム図、第３図
は制御内容を示すフローチヤート、第４図は燃料
ポンプ駆動電圧の特性図である。
１……燃料ポンプ、２……トランジスタ、３…
…マイクロコンピユータ、４……Ｄ／Ａ変換器、
５……デユーテイ信号発生回路。
Figure 1 is a block diagram showing the configuration of the present invention;
FIG. 3 is a system diagram showing an embodiment of the present invention, FIG. 3 is a flowchart showing control details, and FIG. 4 is a characteristic diagram of fuel pump drive voltage. 1...Fuel pump, 2...Transistor, 3...
...Microcomputer, 4...D/A converter,
5...Duty signal generation circuit.
Claims (1)
制御する装置であつて、機関始動時に第１の所定
時間所定の大電圧で燃料ポンプを駆動する第１の
駆動手段と、前記第１の所定時間経過後、第２の
所定時間の間、前記所定の大電圧から時間経過に
比例して減少させつつ設定した電圧で燃料ポンプ
を駆動する第２の駆動手段と、前記第２の所定時
間経過後、燃料の必要供給量から算出される電圧
で燃料ポンプを駆動する第３の駆動手段とを備え
てなる燃料ポンプの制御装置。 A device for controlling the operation of an electric fuel pump in an internal combustion engine, the device comprising: a first driving means for driving the fuel pump at a predetermined large voltage for a first predetermined time when the engine is started; and the first predetermined time elapsed. a second driving means for driving the fuel pump at a set voltage that decreases from the predetermined large voltage in proportion to the passage of time during a second predetermined time; and after the second predetermined time elapses; A fuel pump control device comprising: third driving means for driving the fuel pump with a voltage calculated from the required supply amount of fuel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5871986U JPH0311409Y2 (en) | 1986-04-21 | 1986-04-21 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5871986U JPH0311409Y2 (en) | 1986-04-21 | 1986-04-21 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62171659U JPS62171659U (en) | 1987-10-30 |
| JPH0311409Y2 true JPH0311409Y2 (en) | 1991-03-19 |
Family
ID=30889539
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5871986U Expired JPH0311409Y2 (en) | 1986-04-21 | 1986-04-21 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0311409Y2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0727407Y2 (en) * | 1988-11-09 | 1995-06-21 | 本田技研工業株式会社 | Electromagnetic fuel pump drive for diesel engine |
| JP6708039B2 (en) * | 2016-07-22 | 2020-06-10 | トヨタ自動車株式会社 | Automobile |
-
1986
- 1986-04-21 JP JP5871986U patent/JPH0311409Y2/ja not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62171659U (en) | 1987-10-30 |
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