JPH0242171A - Fuel feed control device for engine - Google Patents

Abstract

PURPOSE:To inform a driver that the remainder of fuel is small without stopping a fuel pump by feeding the nonzero fuel quantity different from the ordinary quantity to an engine when the remainder of fuel is decreased to the preset quantity or below. CONSTITUTION:When the remainder of fuel is sufficiently left in a fuel tank, a fuel remainder detecting sensor 1 is immersed in the fuel level and turned off. A fuel cut relay 10 and a thyristor 11 are turned on by the first ignition signal, a transistor 12 and the thyristor 11 are turned on by the second ignition signal, a fuel pump 3 is excited. On the other hand, when the remainder of fuel in the fuel tank is decreased, the sensor 1 is turned on. The current flowing in the transistor 12 flows to the ground side via a resistor 13 and the sensor 1, the thyristor 11 is kept off. The fuel pump 3 is excited only by the first ignition signal, the fuel feed quantity is decreased.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a fuel supply control device for an engine, and in particular, in a fuel supply control device for a motorcycle or the like, the remaining amount of fuel is detected and the remaining M is detected. This invention relates to an engine fuel supply control device that can tactually notify the driver of the motorcycle, etc.

(Prior Art) In general motorcycles, there are two fuel outlets with a height difference in the fuel tank and a fuel cock (hereinafter referred to as a reserve cock) that switches between the fuel outlets.
The vehicle is configured to run by sucking out fuel from a fuel outlet usually located at a high position.

In motorcycles and other vehicles with such a configuration, if it becomes impossible to remove fuel from the fuel outlet located at a high position, the fuel supply to the engine will be stopped, and the driver will be alerted to the fact that fuel is running low. can be recognized.

Furthermore, if the reserve cock is then switched to suck out fuel from the fuel outlet located at a lower position, it becomes possible to continue driving again.

By the way, since the reserve cock must be placed outside the fuel tank, its layout is difficult depending on the type of motorcycle, etc., and in order to arrange the reserve cock, various parts that make up the motorcycle etc. The structure and arrangement of the motorcycle are subject to restrictions, making it difficult to design the motorcycle or the like.

In order to eliminate such drawbacks, Japanese Patent Application Laid-Open No. 60-951
No. 80 discloses a sensor that detects the remaining amount of fuel in the fuel tank, and is configured to stop driving the fuel pump when the amount of fuel falls below a predetermined amount, and also to cancel the stoppage. describes a fuel supply control device configured to perform the recovery using a recovery switch provided near a handle.

If this fuel supply control device is applied, there is no need to arrange a reserve cock in the motorcycle or the like, so the design of the motorcycle or the like becomes easier.

(Problems to be Solved by the Invention) As described in the above publication, if the fuel supply control device is configured to stop driving the fuel pump when the fuel becomes less than a predetermined amount, the engine cylinder Since the intake gas is no longer able to enter the engine, the engine is no longer cooled by the intake gas, which may cause the engine to overheat while driving at high speeds or reduce the durability of the engine.

The present invention has been made to solve the above-mentioned problems, and its purpose is to allow the driver to replenish the fuel without stopping the fuel pump even when the remaining amount of fuel is less than a predetermined amount. It is an object of the present invention to provide a fuel supply control device that can notify that the remaining amount is low.

(Means and Effects for Solving the Problems) In order to solve the above-mentioned problems, the present invention aims to reduce the amount of fuel supplied to the engine to the normal amount when the remaining amount of fuel becomes less than a predetermined amount. The feature is that it is different from that.

In this way, when the amount of fuel remaining is low,
Instead of stopping the fuel supply to the engine,
Since the amount of fuel supplied is kept constant at the normal amount, it is possible to warn the driver that the amount of fuel remaining is low, and in this case, there is no possibility that the intake gas will not be supplied to the engine.

(Example) The present invention will be described in detail below with reference to the drawings.

FIG. 1 is a circuit diagram showing the configuration of a first embodiment of the present invention. This embodiment is applied to a motorcycle equipped with an engine such as a V-type engine that is driven by two types of ignition signals having different output timings.

In FIG. 1, a twin cut relay 10 controls the fuel pump 3 on/off using first and second ignition signals output at different timings. That is, when the first ignition signal is output, the cyrisk 11 is turned on for a predetermined period of time, the fuel pump 3 is energized, and the second ignition signal is turned on.
When the ignition signal is output, the transistor 12 and the SIRISK 11 are turned on for a predetermined period of time, and the fuel pump 3 is energized.

The remaining fuel amount detection sensor 1 is a thermistor placed relatively at the bottom of the fuel tank of the motorcycle or the like. The remaining fuel amount detection sensor 1 is installed so as to be exposed from the surface of the fuel when the amount of fuel in the fuel tank falls below a predetermined amount.

As a result, when the fuel in the fuel tank falls below a predetermined level, the temperature of the remaining fuel m detection sensor 1 rises and its resistance value decreases.

One end of the remaining fuel amount detection sensor 1 is connected to the emitter of the transistor 12 via a resistor 13, and the other end is grounded.

The recovery switch 2 is a permanent rA type switch for canceling the operation of the fuel supply control device, and is provided at or near the handle of the motorcycle or the like.

This recovery switch 2 is connected to both ends of a resistor 14 connected to the transistor 12.

In the first embodiment of the present invention having the above configuration, firstly, when there is sufficient fuel in the fuel tank, the remaining fuel amount detection sensor 1 is located below the oil level of the fuel and is therefore cooled. , its resistance value is in a high state. That is, the remaining fuel amount detection sensor 1 is off.

In this case, the output of the first ignition signal causes the thyristor to
1 is turned on, the fuel pump 3 is energized, and in response to the output of the second ignition signal, the transistor 12 and the thyristor 11 are turned on, and the fuel pump 3 is energized.

Next, when the amount of fuel consumption increases and the remaining fuel amount detection sensor 1 is exposed from the oil surface of the fuel, the remaining fuel amount detection sensor 1 is no longer cooled by the fuel, so its resistance value becomes low. . That is, the remaining fuel amount detection sensor 1 is turned on.

In this case, the thyristor 11 is turned on by the output of the first ignition signal, but is not turned on even if the second signal is output. That is, when the second ignition signal is output, although the transistor 12 is turned on, the current flowing through the transistor 12 flows to the ground side via the resistor 13 and the remaining fuel amount detection sensor 1, so that the current flows to the gate of the thyristor 11. , a current sufficient to turn on the thyristor 11 does not flow, and the thyristor 11 remains off.

Therefore, when there is sufficient fuel in the fuel tank, the fuel pump 3 is driven by both the first and second ignition signals, but when the fuel becomes low, it is driven only by the first ignition signal. Therefore, the amount of fuel m supplied from the fuel pump 3 to the carburetor or the fuel injection device, in other words, the amount of fuel supplied to the engine decreases.

When the fuel pump is no longer energized by the second ignition signal, turning on the recovery switch 2 short-circuits both ends of the resistor 14, so the second ignition signal causes the thyristor 1 to
1 is now turned on, and the operation of the fuel pump 3 returns to its normal state.

If a self-holding switch is used as the recovery switch 2, the recovery switch 2 will also be turned off by turning off the ignition switch of the motorcycle, etc., so the recovery switch 2 will be reset after fuel hli is supplied. It's unnecessary and convenient.

Note that the recovery switch 2 is a normally open switch, and has a resistor 14 connected to the emitter of the transistor 12.
Although it has been described that the recovery switch 2 is connected between both ends of the recovery switch 2, it is of course possible to use a normally closed switch as the recovery switch 2 and connect the switch in series with the fuel remaining ff1t&out sensor 1. be.

The twin cut relay 10 as shown in FIG.
Since it is commonly used in general motorcycles and the like, the present invention can be configured simply by providing the remaining fuel amount detection sensor 1 and the recovery switch 2, which is economical.

FIG. 2 is a circuit diagram showing the configuration of a second embodiment of the present invention. In FIG. 2, the same reference numerals as in FIG. 1 represent the same or equivalent parts.

This embodiment can also be applied to motorcycles equipped with a single-cylinder engine, and only one type of ignition signal is required.

In FIG. 2, 21 is a microcomputer;
As is well known, it is composed of a CPU, ROM, RAM, input/output interface, and a common bus that connects them.

The ignition signal is provided to the base of transistor 22. The collector of this transistor 22 is connected to the terminal PO of the microcomputer 21, and its emitter is grounded.

The other end of the remaining fuel amount detection sensor 1, to which a predetermined positive potential v1 is applied, is connected to the base of the transistor 23. The collector of this I transistor 23 is connected to the terminal P1 of the microcomputer 21, and its emitter is grounded.

The predetermined positive potential V1 is further applied to the terminals PO and P 1
, =lf2 and the collector of the transistor 24 whose base is connected to the terminal P2.

The emitter of this transistor 24 is connected to the input terminal 2OA of the twin cut relay 20.

The other end of the recovery switch 2, to which a predetermined positive potential v1 is applied, is connected to the base of the transistor 25. The collector of this transistor 25 is connected to the terminal P3 of the microcomputer 21, and its emitter is grounded.

The recovery switch 2 is an always-on switch in this example.

Now, when the ignition signal is not output, the transistor 22 is off, so the microcomputer 21
The potential applied to the terminal PO of is "H (high)",
Furthermore, when the ignition signal is output, the transistor 22
turns on, and the potential applied to the terminal PO becomes “L(
Low)”.

Furthermore, when the remaining fuel amount detection sensor 1 is off (its resistance value is greater than or equal to a predetermined value), the transistor 23 is off, so the potential applied to the terminal P1 of the microcomputer 21 is "H" (high). .

Further, when the remaining fuel amount detection sensor 1 is on, the transistor 23 is on, and the potential applied to the terminal P1 is "L".

Further, the terminal P3 of the microcomputer 21 is always "H", and when the recovery switch 2 is turned on, the transistor 25 is also turned on, and the potential of the terminal P3 becomes "L".

Now, the microcomputer 21 has terminal 7 of terminal PO.
When the level changes from "H" to "L", the potential of the terminal P2 is set from "Lo" to "H" in accordance with the change. P2
When becomes "H", the transistor 24 is turned on and the terminal 20A becomes "H".

As a result, the thyristor 11 is turned on and the fuel pump 3
is energized.

Furthermore, when the remaining fuel amount detection sensor 1 is turned on and Pl becomes #L'', the microcomputer 21 controls the terminal P
Change the frequency (number of times) of setting the potential of Pl from "Lo" to "H".For example, if the potential of Pl is "H"
In this case, if the microcomputer 21 is configured to set P2 to "H" each time PO becomes "Lo", when Pl becomes "L", PO becomes "L" twice. P2 is set to "H" once each time.

In other words, assuming that the engine speed is constant,
When Pl becomes "L", the amount of fuel discharged by the fuel pump 3 per unit time decreases.

Furthermore, when the recovery switch 2 is turned on and P3 becomes "L", the microcomputer 21 returns the output of P2 to the normal state.

The operation of this second embodiment of the present invention will be further explained with reference to FIG.

FIG. 3 is a flowchart showing the operation of the second embodiment of the present invention.

First, in step S1, it is determined whether Pl is "H".

When Pl is "H", that is, when there is sufficient fuel remaining, in step S2, the potential of P2 is changed to
It is changed at a normal rate for the PO potential change. That is, each time the potential of the terminal PO becomes "L" a predetermined number of times (for example, - times), the potential of the terminal P2 is set to "H". After that, the process returns to step S1.

When it is determined in step S1 that Pl is "Lo", it is determined in step S3 whether P3 is "H". If P3 is not "H", that is, the recovery switch 2 is If it is on, the process returns to step S2.

If P3 is “H”, the process proceeds to step S4.
to move to. In step S4, the potential of P2 is changed at a rate different from the normal rate described above with respect to step S2. In other words, the number of times (for example, twice) that the potential of the terminal PO differs from the predetermined number of times mentioned in step S2.
Each time the potential of the terminal P2 becomes "Lo", the potential of the terminal P2 is set to "H". After that, the process returns to step S1.

FIG. 4 is a functional block diagram of a second embodiment of the present invention. In FIG. 4, the same numbers as in FIG. 2 refer to the same or equivalent parts.

In FIG. 4, pulse generating means 31 generates pulses in response to an input ignition signal. This pulse generating means 31 outputs a pulse, for example, once every time an ignition signal is input. This pulse generating means 31 is connected to a common contact of a changeover switch 32.

A contact point 32A of the changeover switch 32 is connected to a twin cut relay 20, and the twin cut relay 20 is connected to the fuel pump 3.

A contact 32B of the changeover switch 32 is connected to a counter 33. The output terminal Q of this counter 33 is connected to the reset terminal R1 of the counter 33 and the input terminal of the twin cut relay 20.

Both ends of the double-eleven switch 2 are connected to the contact 32A and the twin cut relay 20.

A fuel amount H)2 output sensor 1 is connected to a control terminal of the changeover switch 32. This changeover switch 32 is
When the resistance value of the remaining fuel amount detection sensor 1 is large, the pulse generating means 31 is connected to the twin cut relay 20, and conversely, when the resistance value of the remaining fuel amount detection sensor 1 is small,
A pulse generating means 31 is connected to a counter 33.

In the second embodiment of the present invention having the following configuration,
When there is a large amount of fuel remaining, the pulse generated by the pulse generating means 31 using the ignition signal is directly supplied to the twin cut relay 20 via the changeover switch 32, thereby energizing the fuel pump 3. be done.

When the remaining fuel m becomes less than the predetermined m, the fuel amount m
The resistance value of the F& output sensor 1 becomes small, and the pulse output from the pulse generating means 31 is input to the counter 33.

This counter 33 outputs a signal Q to the twin cut relay 20 after counting a predetermined number of pulses.

At this time, the signal Q is the reset terminal R of the counter 33.
is input and the count value is reset. Therefore, every time the pulse generating means 31 outputs a predetermined number of pulses, the signal Q is output to the twin cut relay 20, and the fuel pump 3 is energized.

As described above, in the second embodiment of the present invention, when the remaining fuel m becomes less than the predetermined value, the fuel is supplied from the fuel pump 3 to the carburetor or the fuel injection device, as in the first embodiment described above. The amount of fuel i1 m will decrease. However, in this example, since the count value of the counter 33 can be set arbitrarily, it is possible to finely set the degree of decrease in the amount of fuel.

Although the pulse generating means 31 is provided in FIG. 4, the ignition signal is transmitted to the twin cut relay 20 or the counter 33 without providing the pulse generating means 31.
Of course, it is also possible to input the information directly.

FIG. 5 is a circuit diagram showing the configuration of a third embodiment of the present invention. In Fig. 5, the same symbols as in Fig. 1.2 are the same as those in Fig. 1.2.
Or the equivalent part is covered.

In FIG. 5, 54 is a microcomputer;
As is well known, it consists of a CPU, ROM, RAM, human output interface, and a communication bus that connects them.

Fuel amount detection sensor 1, battery 41, intake pipe negative pressure (Pb) sensor 42, atmospheric temperature, degree (Ta) sensor 43, cooling water temperature (Tw) sensor 44, throttle opening (θt11) sensor 45, and rotation The number (Ne) sensor 46 is connected to the microcomputer 54 via an interface 51 and an A/D converter 52.

The injector 55 and a visual warning device 56 that indicates when the fuel level is low are connected to the microcomputer 54 via an interface 53. This visual warning device 56 includes a light emitting diode,
It consists of 7 hit balls, etc.

The injector 55 is controlled to be on/off, and the fuel injection claw is determined by the on/off time ratio (duty ratio).

Further, the recovery switch 2 is also connected to the microcomputer 54.
It is connected to the.

The microcomputer 54 calculates the duty ratio of the current supplied to the injector 55 using various data input from the battery 41 and each sensor 42 to 46.

Furthermore, when the remaining fuel level detection sensor l is turned on, that is, when the fuel level is low, the microcomputer 54 receives various data manually inputted from the battery 41 and each sensor 42 to 46. At least - data is changed to a preset value (the upper limit value or lower limit value of data, or a predetermined value), and the changed value or all the data manually input from the battery 41 and each sensor 42 to 46 are changed. If not changed, the battery 41 and sensor 4 output an unchanged signal.
Using any of the output signals 2 to 46 and the changed data, the duty ratio of the current supplied to the injector 55 is calculated, and the visual warning device 56 is activated.

In this case, when the recovery switch 2 is turned on, at least negative data among the various data input from the battery 41 and each sensor 42 to 46 is not changed, and the input data is left unchanged. is used to calculate the duty ratio of the current supplied to the injector 55.

FIG. 6 is a flowchart showing the operation of the third embodiment of the present invention.

First, in step Sll, the voltage value of the battery 41 and the signals output from each sensor 42 to 46 are read.

In step S12, the output signal of the remaining fuel amount detection sensor 1, that is, the resistance value of the remaining amount detection sensor 1 or a value corresponding to the resistance value is read.

In step S13, it is determined whether the resistance value of the remaining fuel 4 detection sensor l has become less than a predetermined value, that is, whether the remaining amount of fuel has become less than a predetermined amount.

If the remaining amount of fuel is not below the predetermined amount, step S1
At 4, it is determined whether visual warning device 56 is on. This visual warning device 56 is turned on in step S1g, which will be described later.

If the visual warning device 56 is on, step S1
After the visual warning device 56 is set off at 7,
The process moves to step S15. Further, if the visual warning device 56 is not on, the process moves directly to step 515.

In step S15, the duty ratio of the current supplied to the injector 55 is calculated by a known method using the voltage value of the battery 41 and the output signals of the sensors 42 to 46. When the process reaches step S15 via step S14, the voltage value of the battery 41 and the output signal of each sensor 42 to 46 are the values read in step Sll.

In step S16, the injector 55 is energized based on the calculated duty ratio. Thereafter, if the ignition switch of the motorcycle or the like is on, the process returns to step Sll, and if the ignition switch is off, the process ends.

If it is determined in step S13 that the remaining amount of fuel is less than a predetermined value, then in step 818 the visual warning device 56 is turned on.

In step S19, it is determined whether the recovery switch 2 is on. If the recovery switch 2 is on, the process moves to step S15, and if it is not on, the process moves to step S20.

In step S20, at least negative data among the data read in step Sll is changed to a preset value (ie, an upper limit value or a lower limit value of data, or a predetermined value). Thereafter, in step S15, if there is data that has been changed or data that has not been changed, the duty ratio is calculated using that data and the changed data.

As described above, in the third embodiment of the present invention, when the remaining amount of fuel is less than the predetermined amount, at least the negative data of the data necessary to calculate the duty ratio of the injector 55 is Since the data is set to data different from the data read in, the duty ratio is set differently from the normal duty ratio. That is, since the amount of fuel supplied to the engine of the motorcycle or the like is different from the normal amount of fuel, the rotation of the engine becomes different from that during normal driving.

In this case, the duty ratio is such that the fuel amount is normal fuel m
The amount of fuel may be changed not only to be less than the amount of fuel, but also to be more than the normal amount of fuel.

Therefore, it is possible to physically inform the driver of the motorcycle or the like that the amount of fuel remaining is low.

FIG. 7 is a functional block diagram of a third embodiment of the present invention. In FIG. 7, the same reference numerals as in FIG. 5 represent the same or equivalent parts.

In FIG. 7, the predetermined value storage means 61 includes a battery 4
A voltage value of 1 and at least negative data (fixed value) of the output signals of the sensors 42 to 46 are stored.

The switching means 62 normally switches between the battery 41 and the sensor 42.
46 is connected to the duty ratio calculation means 63,
When the ON signal of the remaining fuel amount detection sensor 1 is manually input to the control input section 62A, the predetermined value storage means 61 or the predetermined value storage means 6'1 stores the battery 41 and all of the sensors 42 to 46. When the signal is not stored, the battery 41, any one of the sensors 42 to 46, and the predetermined value storage means 61 output a signal that is not stored.
is connected to the duty ratio calculation means 63.

The duty ratio calculation means 63 uses the data inputted through the switching means 62 to calculate the duty ratio of the current supplied to the injector 55.

This duty ratio is manually input to the drive circuit 64, and the injector 55 is energized.

When the remaining fuel amount detection sensor 1 is turned on, the drive circuit 6
5 is energized, and a warning is given by the visual warning device 5d.

When the on signal of the recovery switch 2 is manually input to the control unit 62B, the switching means 62 returns to the bright state regardless of whether the remaining fuel detection sensor 1 is turned on or not. do. That is, the predetermined value storage means 61 and data
The battery 41 and the sensors 42 to 46 are connected to the duty ratio calculating means 63.

Now, in the above description, the remaining fuel amount detection sensor 1 was explained as being a thermistor placed at the bottom of the fuel tank of a motorcycle or the like, but the present invention is not limited to this. , the fuel tank may be configured by a float placed in the fuel tank and a switch whose contacts are switched by the vertical movement of the float.

Further, in the third embodiment, the visual warning device 56 is energized when the remaining fuel level detection sensor 1 is turned on. However, the visual warning device 56 is not particularly provided. Also good.

Conversely, in the first and second embodiments, a visual warning device 56 may be provided, and the visual warning device 56 may be activated when the fuel is low.

Furthermore, although the second and third embodiments have been described as using a microcomputer and software that controls the microcomputer, only various electrical elements can be used without using the microcomputer and software. The present invention can be configured using so-called hardware. In this case, the fuel supply control device can be easily constructed by a person skilled in the art, so its explanation will be omitted.

(Effects of the Invention) As is clear from the above description, according to the present invention, the following effects are achieved.

In other words, when the remaining amount of fuel is low, instead of stopping the fuel supply to the engine, the fuel supply control device is configured to supply the fuel differently from the normal supply. When the amount of fuel remaining is low, the driver can be warned that there is little fuel left, and intake gas is supplied to the inside of the engine cylinder, resulting in good cooling of the engine.

Therefore, there is no risk that the engine will tend to overheat or that its durability will deteriorate.

[Brief explanation of the drawing]

FIG. 1 is a circuit diagram showing the configuration of a first embodiment of the present invention. FIG. 2 is a circuit diagram showing the configuration of a second embodiment of the present invention. FIG. 3 is a flowchart showing the operation of the second embodiment of the present invention. FIG. 4 is a functional block diagram of a second embodiment of the present invention. FIG. 5 is a circuit diagram showing the configuration of a third embodiment of the present invention. FIG. 6 is a flowchart showing the operation of the third embodiment of the present invention. FIG. 7 is a functional block diagram of a third embodiment of the present invention. 1...Remaining fuel m detection sensor, 2...Recovery switch,
3... Fuel pump, 10.20... Twin unit cut relay, 21.54... Microcomputer, 31
...Pulse generating means, 32...Selector switch, 33
... Counter, 41... Battery, 42... Intake pipe internal negative pressure sensor, 43... Atmospheric temperature sensor, 44...
・Cooling water temperature sensor, 45... Throttle opening sensor, 46... Rotation speed sensor, 55... Injector,
56... Visual warning device, 61... Predetermined value storage means,
62...Switching means, 63...Duty ratio calculation means Agent's patent attorney 1.゛ Michito Hiramoto Outside 16 Figures Figures Figures Figures

Claims (2)

[Claims] (1) An engine fuel supply control device that is driven by an engine ignition signal and is equipped with a supply means for supplying fuel to the engine, which detects when the remaining amount of fuel is below a predetermined amount. A fuel supply amount changing means for stopping a part of the operation of the supplying means and supplying a non-zero fuel amount to the engine in response to an output signal of the remaining fuel amount detection means. An engine fuel supply control device characterized by: (2) A fuel supply control device for an engine that supplies fuel from an injector, comprising a remaining fuel amount detection means for detecting that the remaining amount of fuel is below a predetermined amount, and an output signal of the remaining fuel amount detection means. In response to this, the value of an engine parameter that determines the amount of fuel supplied by the injector is decreased so that the amount of fuel supplied becomes a non-zero value,
Alternatively, a fuel supply control device for an engine, comprising a fuel supply amount changing means for changing the fuel supply amount to increase the amount to be larger than the normal supply amount.