EP1975397B1 - Kraftstoffeinspritzsteuervorrichtung, Motor und Grätschsitz-Fahrzeug - Google Patents

Kraftstoffeinspritzsteuervorrichtung, Motor und Grätschsitz-Fahrzeug Download PDF

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Publication number
EP1975397B1
EP1975397B1 EP20080250576 EP08250576A EP1975397B1 EP 1975397 B1 EP1975397 B1 EP 1975397B1 EP 20080250576 EP20080250576 EP 20080250576 EP 08250576 A EP08250576 A EP 08250576A EP 1975397 B1 EP1975397 B1 EP 1975397B1
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EP
European Patent Office
Prior art keywords
cylinder
engine
injector
fuel
injection
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.)
Not-in-force
Application number
EP20080250576
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English (en)
French (fr)
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EP1975397A1 (de
Inventor
Yuki Iwashiro
Kazuo Miyazawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to EP09004419A priority Critical patent/EP2093404A3/de
Publication of EP1975397A1 publication Critical patent/EP1975397A1/de
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Publication of EP1975397B1 publication Critical patent/EP1975397B1/de
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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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder

Definitions

  • the present invention relates to a fuel injection control device for an engine for a straddle type vehicle including an in-cylinder injector for directly injecting fuel into a cylinder and an in-pipe injector for injecting fuel into an intake pipe, and relates to an engine and a straddle type vehicle including the fuel injection control device.
  • An engine including an in-cylinder injector for directly injecting fuel into a cylinder has been suggested for an engine for a four-wheeled automobile (see, for example, JP-A-Hei 11-351041 and JP-A-2000-8916 ).
  • an engine output, fuel efficiency, and so forth can be improved comparing with an engine including an in-pipe injector.
  • a period from a fuel injection to an ignition is shorter in the in-cylinder injection that fuel is directly injected into the cylinder by the in-cylinder injector comparing with the case that fuel is injected into the intake pipe by the in-pipe injector. Further, since, in a motorcycle, an engine speed in a normal use is higher comparing with a four-wheeled automobile, the period tends to be further shorter. Therefore, in the case that the engine including the in-cylinder injector is applied to a motorcycle, a time required for carburetion and mixing of fuel cannot be sufficiently obtained since a fuel injection period is long in a high load range of the engine. As a result, smoke is generated.
  • the inventors further had a research on the technique for reducing the smoke mentioned above.
  • the inventors attempted to reduce smoke by leaning air-fuel mixture (reducing a fuel ratio in an air-fuel mixture).
  • the engine needs to operate at a dense air-fuel ratio (richer) than the theoretical air-fuel ratio to assure an engine output and prevent a seizure in the engine. Therefore, the inventors could not adopt the method that an air-fuel mixture is weakened.
  • Us 2006/0144365 discloses a dual injection type internal combustion engine having an in-cylinder injector and an intake manifold injector. Alternative arrangements are shown in US 2006/0207240 , US 2006/0005812 , WO 2006/079172 and US 7, 159, 568 .
  • the present invention seeks to achieve improvements in an engine output, fuel efficiency, and throttle response, and to reduce smoke.
  • An aspect of the present invention provides a fuel injection control device for an engine for a straddle type vehicle, which engine includes a cylinder, an intake pipe communicatively connected to the cylinder, an in-cylinder injector for injecting fuel into the cylinder, an in-pipe injector for injecting fuel into the intake pipe.
  • the fuel injection control device is operable to cause fuel injection by both the in-cylinder injector and the in-pipe injector together when an engine load is in a preset prescribed high load range.
  • the fuel injection control device is further operable to cause fuel injection by both the in-cylinder injector and the in-pipe injector in the case that a throttle opening, which is an opening of a throttle valve disposed in the intake pipe, exceeds a prescribed threshold value.
  • fuel injection can be made by the in-pipe injector together with and in addition to the in-cylinder injector in a high load range of the engine.
  • Fuel injected by the in-pipe injector is combusted having a sufficient time for carburetion and mixing comparing with the fuel injected by the in-cylinder injector, and thus smoke is less likely to be generated. Therefore, both the in-cylinder injector and the in-pipe injector are used together, and thereby improvements in an engine output, fuel efficiency, and throttle response by the in-cylinder injection, and also a reduction of smoke can be realized.
  • An embodiment of the present invention can enable improvements in an engine output, fuel efficiency, and throttle response to be achieved, and a reduction of smoke can be realized at the same time.
  • FIG. 1 illustrates an embodiment of a vehicle in the form of a motorcycle 10.
  • the motorcycle 10 includes a vehicle body frame 11 constructing a skeletal structure, and a seat 16, on which a rider (driver) sits. A rider to sit on the seat 16 rides on the vehicle straddling the vehicle body frame 11.
  • a form of the vehicle is not limited to the vehicle shown in FIG. 1 (a so-called motorcycle type), but can be a so-called moped type vehicle.
  • a maximum speed, a displacement, a size and so forth of the vehicle are not limited either.
  • the vehicle is not limited to a motorcycle, but can be another straddle type vehicle such as a four-wheeled buggy.
  • the vehicle body frame 11 includes a steering head pipe 12, a mainframe 13 extending rearward obliquely downward from the steering head pipe 12, and right and left seat rails 14 extending rearward obliquely upward from midway parts of the main frame 13.
  • a front wheel 19 is supported by the steering head pipe 12 via a front fork 18.
  • a fuel tank 20 and the seat 16 are supported on the seat rails 14.
  • the seat 16 extends from the rear of the fuel tank 20 toward rear ends of the seat rails 14.
  • a pair of right and left rear arm brackets 24 is provided at rear ends of the mainframe 13.
  • the rear arm brackets 24 protrude downward from the rear ends of the mainframe 13.
  • a pivot shaft 38 is provided on the rear arm brackets 24.
  • a front end of a rear arm 25 is swingably supported by the pivot shaft 38.
  • a rear wheel 26 is supported at a rear end of the rear arm 25.
  • An engine unit 28 for driving the rear wheel 26 is supported by the vehicle body frame 11.
  • the mainframe 13 supports a crankcase 35 hanging down therefrom.
  • the engine unit 28 includes an engine 29 (see FIG. 3 ), which is a gasoline engine.
  • the engine is not limited to this case, the engine unit 28 can include an engine, in which a gasoline engine and a motor (e. g. , an electric motor) engine are combined.
  • the motorcycle 10 includes a front cowl 33 and right and left leg shields 34.
  • the leg shields 34 are cover members for covering the legs of a rider from the front side.
  • a brake pedal is provided in a lower part on the right side of the motorcycle 10.
  • the mentioned brake pedal is for braking the rear wheel 26.
  • the front wheel 19 is braked by operating a brake lever 103 (see FIG. 2 ) provided in a vicinity of a right grip 41R (see FIG. 2 ) of handlebars 41.
  • a clutch lever 104 is provided in a vicinity of a left grip 41L of the handlebars 41.
  • a clutch 54 (see FIG. 2 ) is connected or disconnected by operation of the clutch lever 104.
  • a gear change pedal 105 is provided in a lower part on the left side of the motorcycle 10. A gear change is made in a transmission 80 (see FIG. 2 ) by operation of the gear change pedal 105.
  • FIG. 2 is a structural drawing of a driveline of the motorcycle 10 shown in FIG. 1 .
  • the right grip 41R of the handlebars 41 constructs an accelerator grip.
  • the accelerator grip wears an accelerator input sensor 42.
  • the accelerator input sensor 42 detects an operation amount (accelerator operation amount) of the right grip 41R by a rider.
  • An indicator 45 for indicating a present gear position is provided on a center part of the handlebars 41. In this embodiment, a shift position can be increased or decreased between the neutral position and the sixth position, which is the highest gear position, by operating the gear change pedal 105 (see FIG. 1 ).
  • a throttle valve 46 is put on a throttle 47 constructing an intake passage.
  • a throttle driving actuator 49 is provided on a right end of a valve stem 48 of the throttle valves 46.
  • a throttle opening sensor 50 is provided on a left end of the valve stem 48.
  • An electric control throttle device 51 is constructed with the right grip 41R as the accelerator grip, the throttles 47, the throttle driving actuator 49, and the throttle opening sensor 50.
  • This embodiment is not limited to the motorcycle including the electric control throttle device 51, but the motorcycle 10 can include a wire type throttle, in which the throttle valve 46 is operated by a wire.
  • An engine speed sensor 53 for detecting an engine speed is provided on the right side of a right end of the crankshaft 52 of the engine 29 (see FIG. 3 ).
  • the crankshaft 52 is connected to a main shaft 55 via a wet type multiple plate clutch 54.
  • the clutch 54 includes a clutch housing 54a and a clutch boss 54b.
  • a plurality of friction plates 54c is mounted on the clutch housing 54a.
  • a plurality of clutch plates 54d is mounted on the clutch boss 54b.
  • Each of the clutch plates 54d is disposed between the adjoining friction plates 54c, 54c. Distances between the friction plates 54c and the clutch plates 54d change due to operation of the clutch lever 104, and thereby the clutch 54 is connected or disconnected.
  • Multi-position transmission gears 57 are put on the main shaft 55, and a main shaft revolution sensor 56 is provided thereon also. Each of the transmission gears 57 put on the main shaft 55 engages with a transmission gear 59 put on a drive shaft 58.
  • the drive shaft 58 is disposed in parallel to the main shaft 55. In FIG. 2 , for convenience of description, the transmission gears 57 and the transmission gears 59 are separately shown.
  • An action such that a gear change is made by selecting the transmission gear 57 and the transmission gear 59 is made by a shift cam 79.
  • a plurality (three in FIG. 2 ) of cam grooves 60 is formed on the shift cam 79.
  • a shift fork 61 is put on each of the cam grooves 60.
  • the shift forks 61 respectively engage with the prescribed transmission gears 57 and 59 of the main shaft 55 and the drive shaft 59.
  • the shift cam 79 rotates, and thereby the shift forks 61 move in the axis direction along the cam grooves 60.
  • the transmission 80 is constructed with those transmission gears 57 and 59, and the shift cam 79.
  • a vehicle speed sensor 69 is provided on the drive shaft 58. Further, a gear position sensor 70 for detecting a gear position (rotating amount of the shift cam) is provided on the shift cam 79.
  • FIG. 3 is a view schematically showing a peripheral construction of a cylinder 81 in the engine 29 and constructions of a fuel system and a control system of the engine 29.
  • a piston 82 is reciprocally movably housed in the cylinder 81 of the engine 29.
  • a combustion chamber 83 is formed with an upper surface of the piston 82 and an inner wall surface of the cylinder 81.
  • An intake pipe 85 and an exhaust pipe 86 are connected to the cylinder 81.
  • the intake pipe 85 is communicatively connected to the combustion chamber 83 via an intake port 87.
  • An intake valve 88 for modifying a communicative connection state between the intake pipe 85 and the combustion chamber 83 by opening or closing is disposed in the intake port 87.
  • An in-pipe injector 89 for supplying fuel into the intake pipe 85 is provided in the intake pipe 85.
  • the in-pipe injector 89 can also supply fuel into the intake port 87.
  • an in-cylinder injector 189 for supplying fuel into the cylinder 81 is provided in the cylinder 81. In this embodiment, both two kinds of the injectors, which are the in-pipe injector 89 and the in-cylinder injector 189, are used together.
  • An intake pipe pressure sensor 90 for detecting a pressure in the intake pipe 85 is provided at a downstream part (a part close to the cylinder 81) of the throttle valve 46 (see FIG. 2 also) in the intake pipe 85.
  • the intake pipe pressure sensor 90 can also be provided in the intake port 87 for detecting a pressure in the intake port 87.
  • the exhaust pipe 86 is communicatively connected to the combustion chamber 83 via an exhaust port 97.
  • An exhaust valve 98 for modifying a communicative connection state between the exhaust pipe 86 and the combustion chamber 83 by opening or closing is disposed in the exhaust port 97.
  • An ignition plug 99 for igniting a fuel-air mixture formed with fuel and air is disposed in an upper part of the combustion chamber 83.
  • the engine 29 includes a fuel system 120 for supplying fuel to the in-pipe injector 89 and the in-cylinder injector 189.
  • the fuel system 120 includes a fuel tank 121, a low-pressure pump 122, a high-pressure pump 123, a high-pressure fuel pipeline 124, and a low-pressure fuel pipeline 125.
  • the low-pressure pump 122 is connected to the fuel tank 121.
  • the low-pressure pump 122 draws fuel in the fuel tank 121, and force-feeds the drawn fuel to the in-pipe injector 89 via the low-pressure fuel pipeline 125.
  • the high-pressure pump123 is connected to the low-pressure pump 122 mentioned above.
  • the high-pressure pump 123 further pressurizes the fuel force-fed by the low-pressure pump122.
  • the high-pressure fuel pressurized by the high-pressure pump 123 is supplied to the in-cylinder injector 189 via the high-pressure fuel pipeline 124.
  • Fuel injection by the in-pipe injector 89 and the in-cylinder injector 189 is controlled by an ECU (Engine Control Unit) 100 individually connected to the in-pipe injector 89 and the in-cylinder injector 189.
  • the ECU 100 is connected to the ignition plug 99, and controls ignition by the ignition plug 99. Further, the ECU 100 is connected to the throttle driving actuator 49 (see FIG. 2 , also) and controls operation of the throttle driving actuator 49.
  • the intake pipe pressure sensor 90 mentioned above is connected to the ECU 100 as an input system.
  • a sensor group 130 is connected to the ECU 100 as another input system.
  • the sensor group 130 is constructed with the accelerator input sensor 42, the throttle opening sensor 50, the engine speed sensor 53, the main shaft revolution sensor 56, the vehicle speed sensor 69, the gear position sensor 70 (see FIG. 2 also), a water temperature sensor 71, an atmospheric pressure sensor 72, and an intake air temperature sensor 73.
  • the water temperature sensor 71 detects a water temperature of coolant of the engine 29.
  • the atmospheric pressure sensor 72 detects an atmospheric pressure.
  • the intake air temperature sensor 73 detects a temperature of air flowing into the intake pipe 85. A detection result of each of those sensors 42, 50, 53, 56, 69, 70, 71, 72, and 73 is input to the ECU 100.
  • the ECU includes a CPU 101, a RAM 102, a RAM 106, input and output busses, which are not shown, and so forth.
  • the CPU 101 deploys required program and data among programs and data stored in the ROM 106 in the RAM 102 and operates each kind of process.
  • An engine control program is stored in the ROM 106.
  • the engine control program is a program for controlling operation of each device such as the throttle driving actuator 49, the in-pipe injector 89, the in-cylinder injector 189, and the ignition plug 99 (see FIG. 3 ), and is a program for controlling operation of the whole engine 29.
  • This process is generally a process that a fuel injection amount of each of the in-pipe injector 89 and the in-cylinder injector 189 is computed, and thereafter fuel injection periods (injection pulse widths) of the in-pipe injector 89 and the in-cylinder injector 189 are computed based on each computed fuel injection amount.
  • the fuel injection control process is a process made synchronized with a prescribed computation cycle of a fuel injection amount.
  • the above characteristics of the in-cylinder injection and the in-pipe injection are utilized in this embodiment. While only the in-cylinder injection is made in a low load range, in which smoke is less likely to be generated, both the in-cylinder injection and the in-pipe injection are used together in a high load range, in which smoke tends to be generated.
  • the ECU 100 When the fuel injection control process shown in FIG. 5 is started, the ECU 100 first executes a required injection amount computation process in step S100. In this process, the ECU 100 computes a whole amount of fuel injected into the cylinder 81 (required injection amount). The required injection amount computation process will be described in detail with reference to a figure ( FIG. 6 ) in the following.
  • step S300 an assignment computation process is executed in step S300.
  • the ECU 100 splits a required injection amount computed in the process of step S100 into a fuel injection amount of the in-pipe injector 89 (in-pipe injection amount) and a fuel injection amount of the in-cylinder injector 189 (in-cylinder injection amount). Thereafter, the ECU 100 calculates a fuel injection period (injection pulse width) for each of the injectors 89 and 189 from assigned in-pipe injection amount and in-cylinder injection amount.
  • FIG. 6 is a flowchart showing the flow of the required injection amount computation process accessed and executed in step S100 of the fuel injection control process shown in FIG. 5 .
  • an engine speed, an intake pipe pressure, a throttle opening, an atmospheric pressure, an intake air temperature, and a water temperature are input in steps S110 through S160, respectively.
  • the ECU 100 inputs each of output results of the engine speed sensor 53 (see FIG. 4 ), the intake pressure sensor 90 (see FIG. 3 ), the throttle opening sensor 50, the atmospheric pressure sensor 72, the intake air temperature sensor 73, and the water temperature sensor 71 (see FIG. 4 ).
  • the first air amount map is a map used in obtaining an inflow air amount into the intake pipe 85 from an engine speed and an intake pipe pressure.
  • a map providing a relationship between engine speed, intake pipe pressure and inflow air amount is generally called a speed density type map.
  • step S170 the ECU 100 searches the first air amount map, and obtains an inflow air amount corresponding to the engine speed input in the process of step S110 and the intake pipe pressure input in the process of step S120.
  • a second air amount map is searched in step S180.
  • the second air amount map is a map used in obtaining an inflow air amount into the intake pipe 85 from an engine speed and a throttle opening.
  • Such a map providing a relationship between engine speed, throttle opening and inflow air amount is generally called a throttle speed type map.
  • step S180 the ECU 100 searches the second air amount map, and obtains an inflow air amount corresponding to the engine speed input in the process of step S110 and the throttle opening input in the process of step S130.
  • the inflow air amounts obtained in steps S170 and S180 are provisional values. Those two provisional values are weighted in a process in step S190 described below. An inflow air amount obtained by the weighting is used in a calculation for a required fuel amount.
  • a provisional value of inflow air amount obtained in each of steps S170 and S180 is weighted in step S190, and thereby a final value of inflow air amount is calculated.
  • the weighting corresponds to a throttle opening. Specifically, as a throttle opening becomes larger, a proportion of a provisional value obtained in the process of step S170 is made smaller, and a proportion of a provisional value obtained in the process of step S180 is made larger. Conversely, as a throttle opening becomes smaller, a proportion of a provisional value obtained in the process of step S170 is made larger, and a proportion of a provisional value obtained in the process of step S180 is made smaller.
  • step S190 After the process of step S190 is executed, a correction corresponding to an atmospheric pressure is made in step S200 in FIG. 9 .
  • the ECU 100 makes a prescribed correction process corresponding to the atmospheric pressure value input in the process of step S140 to an inflow air amount calculated in the process of step S190 (a final value).
  • step S210 After the process of step S200 is executed, a correction corresponding to an intake air temperature is made in step S210.
  • the ECU 100 makes a prescribed correction corresponding to the intake air temperature input in the process of step S150 to the inflow air amount after the correction for the atmospheric pressure is made in the process of step S200.
  • an air-fuel ratio map is searched in step S220.
  • the air-fuel map is a map used in obtaining a target air-fuel ratio from an engine speed and a throttle opening.
  • the ECU 100 searches the air-fuel ratio map, and obtains a target air-fuel ratio corresponding to the engine speed input in the process of step S110 and the throttle opening input in the process of step S130.
  • step S230 a required injection amount is calculated in step S230.
  • the ECU 100 calculates a required injection amount based on the target air-fuel ratio obtained in the process of step S220 and the inflow air amount calculated in the process of step S210 (an inflow air amount after correction processes).
  • the required injection amount computation process is finished.
  • FIG. 7 is a flowchart showing the flow of the assignment computation process accessed and executed in step S300 of the fuel injection control process shown in FIG. 5 .
  • an assignment map is searched in step S310.
  • This assignment map is a map used in obtaining each of a proportion of the in-cylinder injection amount (in-cylinder injection proportion) and a proportion of the in-pipe injection amount (in-pipe injection proportion) to the required injection amount computed in the process of step S100 from an engine speed and a throttle opening.
  • the ECU 100 searches the assignment map, and obtains an in-cylinder injection proportion corresponding to the engine speed input in the process of step S110 and the throttle opening input in the process of step S130. When an in-cylinder injection proportion is obtained, an in-pipe injection proportion is naturally determined.
  • FIG. 8 is a graph indicating characteristics of the assignment map.
  • the assignment map provides the relationship between throttle opening ⁇ (vertical axis), engine speed Ne (horizontal axis), and in-cylinder injection proportion.
  • an in-cylinder injection proportion is 100% independent of an engine speed Ne in the range that a throttle opening ⁇ is between 0 (fully closed) and (a). Therefore, in this case, the whole amount of a required injection amount is injected by the in-cylinder injector 189, but no fuel injection is made by the in-pipe injector 89.
  • an in-cylinder injection proportion becomes smaller as a throttle opening ⁇ becomes larger.
  • an in-cylinder injection proportion decreases in the range between 100% and 90% depending on an increase of a throttle opening ⁇ .
  • an in-cylinder injection proportion decreases between 90% and 80%, 80% and 70%, or 70% and 60%, respectively, depending on an increase of a throttle opening ⁇ .
  • a throttle opening ⁇ is large, a load on the engine 29 becomes large, resulting in a condition that smoke is apt to be generated if the in-cylinder injection is used alone. Therefore, in this embodiment, if a throttle opening ⁇ is in a high load range exceeding the prescribed value (a) both the in-cylinder injection and the in-pipe injection are used together.
  • a load on the engine 29 becomes larger generally in proportion to a throttle opening ⁇ .
  • a throttle opening ⁇ becomes larger, smoke is more apt to be generated due to the in-cylinder injection. Therefore, in this embodiment, as a throttle opening ⁇ becomes larger exceeding the prescribed value (a) , an in-cylinder injection proportion becomes smaller. In addition, as an in-cylinder injection proportion becomes smaller, an in-pipe injection proportion naturally becomes larger.
  • an in-cylinder injection proportion becomes larger if an engine speed Ne exceeds a prescribed value.
  • a throttle opening ⁇ is (o) between (c) and (d)
  • an engine speed Ne is equal to or less than a prescribed value (i)
  • an in-cylinder injection proportion is in the range between 80% and 70%.
  • an engine speed Ne exceeds the prescribed value (i)
  • an in-cylinder injection proportion is in the range between 90% and 80%.
  • an in-cylinder injection proportion is in the range between 70% and 60%.
  • an in-cylinder injection proportion is in the range between 80% and 70%. If an engine speed Ne exceeds (k), an in-cylinder injection proportion is in the range between 90% and 80%.
  • a minimum value of the in-cylinder injection proportion is 60%. That is, in this embodiment, an in-cylinder injection proportion does not become less than 60% in the entire operation range of the engine 29. If an in-cylinder injection proportion becomes less than 60%, improvements in an engine output, fuel efficiency, and throttle response may not be sufficiently realized. However, in this embodiment, since an in-cylinder injection proportion is equal to or more than 60% in the entire operation range of the engine 29, improvements in an engine output, fuel efficiency, and throttle response can be sufficiently realized.
  • each of fuel injection amounts by the in-cylinder injection and the in-pipe injection is calculated in step S320.
  • the ECU 100 calculates each of the injection amounts based on the in-cylinder injection proportion and the in-pipe injection proportion obtained in the process of step S310. For example, in the case that a required injection amount is V, a determination in the process of step S310 is that an in-cylinder injection proportion is 60%, and an in-pipe injection proportion is 40%, a fuel injection amount by the in-cylinder injection and a fuel injection amount by the in-pipe injection are 0.6V and 0.4V, respectively.
  • step S320 After the process of step S320 is executed, conversion into injection period is made in step S330.
  • the ECU 100 runs prescribed computations on each of fuel injection amounts by the in-cylinder injection and by the in-pipe injection, which is calculated in step S320, and thereby fuel injection periods (injection pulse widths) of the in-cylinder injector 189 and the in-pipe injector 89 are calculated.
  • step S340 each of corrections corresponding to a water temperature and an ineffective period is made in step S340.
  • the ECU 100 makes a prescribed correction process corresponding to the water temperature input in the process of step S160 on the injection period of each of the in-cylinder injector 189 and the in-pipe injector 89, which is calculated in step S330.
  • the ECU 100 makes a prescribed correction process in consideration of an ineffective period (a delay until fuel injection starts after an operation signal is provided to each of the injectors) on each injection period after a correction corresponding to the water temperature is made in the process of step S340.
  • the assignment computation process is finished.
  • a throttle opening ⁇ exceeds the prescribed value (a) and a load on the engine 29 is in the prescribed high load range
  • the in-pipe injection by the in-pipe injector 89 is used together in addition to the in-cylinder injection by the in-cylinder injector 189.
  • smoke is apt to be generated.
  • smoke is less likely to be generated with the in-pipe injection if a load on the engine 29 is in a high load range. Therefore, when both the in-cylinder injection and the in-pipe injection are used together, improvements in an engine output, fuel efficiency, and throttle response because of the in-cylinder injection can be achieved, and smoke can be reduced at the same time.
  • a throttle opening ⁇ is smaller than the prescribed value (a)
  • a load on the engine 29 is in a low load range, in which an engine load is lower than a high load range
  • only the in-cylinder injection is made, but the in-pipe injection is not made. That is, a whole amount of a required injection amount is injected by the in-cylinder injector 189.
  • a fuel injection period is short, and thus smoke is less likely to be generated if the in-cylinder injection is made. Therefore, as in this embodiment, when only the in-cylinder injection is made in a low load range, an engine output, fuel efficiency, and throttle response can be improved.
  • an in-cylinder injection proportion becomes smaller.
  • a throttle opening ⁇ becomes larger and a load on the engine 29 is larger, smoke is more apt to be generated due to the in-cylinder injection. Therefore, as in this embodiment, when an in-cylinder injection proportion becomes smaller as a throttle opening ⁇ becomes larger, smoke can be certainly reduced.
  • an in-cylinder injection proportion does not become less than 60%. Therefore, improvements in an engine output, fuel efficiency, and throttle response can be sufficiently achieved.
  • an in-cylinder injection proportion in the case that an engine speed Ne exceeds the prescribed value (i) or (j) is larger than an in-cylinder injection proportion in the case that an engine speed Ne is equal to or less than the prescribed value (i) or (j).
  • An in-cylinder injection proportion in the case that an engine speed Ne exceeds a prescribed value (k) is larger than an in-cylinder injection proportion in the case that an engine speed Ne is equal to or less than the prescribed value (k).
  • a magnitude of a load on the engine 29 is determined with a magnitude of a throttle opening ⁇ .
  • characteristic that a load on the engine 29 becomes larger as a throttle opening ⁇ becomes larger is utilized for the determination.
  • a magnitude of a load on the engine 29 can be determined with a pressure p in the intake pipe 85 (intake pipe pressure). That is, a load on the engine 29 becomes larger as an intake pipe pressure p becomes higher.
  • a load on the engine 29 is determined based on the intake pipe pressure p, and thereby an in-cylinder injection proportion and an in-pipe injection proportion are determined.
  • FIG. 9 is a graph indicating characteristics of an assignment map according to the second embodiment.
  • the assignment map is referred to in the process of step S310 in the flowchart shown in FIG. 7 .
  • elements of a construction of the motorcycle and processes except for the assignment map shown in FIG. 9 and a process of step S310 (see FIG. 7 ), in which the assignment map is used, are similar to the motorcycle 10 according to the first embodiment, descriptions thereof will not be made.
  • the assignment map of FIG. 9 is a map, which provides the relationship between intake pipe pressure p (vertical axis), engine speed (horizontal axis), and in-cylinder injection proportion.
  • the ECU 100 searches the assignment map, and obtains an in-cylinder injection proportion corresponding to the intake pipe pressure p input in the process of step S120 and the engine speed Ne input in the process of step S110.
  • an in-cylinder injection proportion is 100% independent of an engine speed Ne. Therefore, in this case, a whole amount of a required injection amount is injected by the in-cylinder injector 189, but a fuel injection by the in-pipe injector 89 is not made.
  • an in-cylinder injection proportion becomes smaller as an intake pipe pressure p becomes larger.
  • an in-cylinder injection proportion decreases in the range between 100% and 90% depending on an increase of an intake pipe pressure p.
  • an in-cylinder injection proportion decreases in the range between 90% and 80%, 80% and 70%, or 70% and 60%, respectively, depending on an increase of an intake pipe pressure p.
  • a load on the engine 29 becomes larger generally in proportion to an intake pipe pressure p.
  • smoke is more apt to be generated due to the in-cylinder injection. Therefore, in this embodiment, an in-cylinder injection proportion becomes smaller as an intake pipe pressure p becomes higher exceeding the prescribed value (a').
  • smoke can be certainly reduced.
  • An in-cylinder injection proportion does not become less than 60% in an example of a motorcycle according to the second embodiment. Therefore, similarly to the first embodiment, improvements in an engine output, fuel efficiency, and throttle response can be sufficiently achieved.
  • an in-cylinder injection proportion becomes large if an engine speed Ne is high. Therefore, similarly to the first embodiment, an effect of cooling the in-cylinder injector 189 can be enhanced. As a result, an excessive rise of a temperature of the in-cylinder injector 189 can be prevented.
  • a fuel injection control device that provides improvements in engine output, fuel efficiency and throttle response, while reducing smoke emissions. If a throttle opening exceeds a prescribed value (a) and an engine load is in a prescribed high load range, an in-pipe injection by an in-pipe injector is used together in addition to an in-cylinder injection by an in-cylinder injector. In a low load range, in which an engine load is smaller than in the high load range, only the in-cylinder injection by the in-cylinder injector is used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (9)

  1. Eine Kraftstoffeinspritzsteuervorrichtung für einen Motor (29) für ein Sattel-Typ-Fahrzeug, wobei der Motor (29) folgende Merkmale aufweist:
    einen Zylinder (81),
    ein Ansaugrohr (85), das kommunikativ mit dem Zylinder (81) verbunden ist,
    eine In-Zylinder-Einspritzvorrichtung (189) zum Einspritzen von Kraftstoff in den Zylinder (81), und
    eine In-Rohr-Einspritzvorrichtung (89) zum Einspritzen von Kraftstoff in das Ansaugrohr (85),
    wobei die Kraftstoffeinspritzsteuervorrichtung konfiguriert ist zum
    Bewirken von Kraftstoffeinspritzung durch sowohl die In-Zylinder-Einspritzvorrichtung (189) als auch die In-Rohr-Einspritzvorrichtung (89), wenn eine Maschinenlast in einem voreingestellten vorgeschriebenen Hochlastbereich ist, und
    Bewirken, dass ein In-Zylinder-Einspritzung-Anteil, der ein Anteil einer Kraftstoffmenge, die durch die In-Zylinder-Einspritzvorrichtung (189) eingespritzt wird, zu einer erforderlichen Einspritzmenge in den Zylinder (81) ist, reduziert wird, wenn eine Drosselöffnung, die eine Öffnung eines in dem Ansaugrohr (85) angeordneten Drosselventils ist, oder ein Ansaugrohrdruck, der ein Druck in dem Ansaugrohr (85) ist, größer wird,
    dadurch gekennzeichnet, dass
    die Kraftstoffeinspritzsteuervorrichtung konfiguriert ist, um in dem Fall, dass eine Motorgeschwindigkeit einen vorgeschriebenen Wert überschreitet, zu bewirken, dass der In-Zylinder-Einspritzung-Anteil größer ist als der In-Zylinder-Einspritzung-Anteil in dem Fall, dass eine Motorgeschwindigkeit gleich oder geringer ist als der vorgeschriebene Wert.
  2. Die Kraftstoffeinspritzsteuervorrichtung gemäß Anspruch 1, die konfiguriert ist, um Kraftstoffeinspritzung durch die In-Zylinder-Einspritzvorrichtung (189) in einem Niedriglastbereich zu bewirken, in dem eine Last auf den Motor (29) niedriger ist als der Hochlastbereich.
  3. Die Kraftstoffeinspritzsteuervorrichtung gemäß Anspruch 1 oder Anspruch 2, die konfiguriert ist, um Kraftstoffeinspritzung sowohl durch die In-Zylinder-Einspritzvorrichtung (189) als auch die In-Rohr-Einspritzvorrichtung (89) zu bewirken in dem Fall, dass die Drosselöffnung oder der Ansaugrohrdruck einen vorgeschriebenen Schwellenwert überschreitet.
  4. Die Kraftstoffeinspritzsteuervorrichtung gemäß Anspruch 3, die konfiguriert ist, um Kraftstoffeinspritzung durch die In-Zylinder-Einspritzvorrichtung (189) in dem Fall zu bewirken, dass die Drosselöffnung oder der Ansaugrohrdruck gleich oder kleiner ist als der vorgeschriebene Schwellenwert.
  5. Die Kraftstoffeinspritzsteuervorrichtung gemäß einem der Ansprüche 1 bis 4, die konfiguriert ist, um zu bewirken, dass der In-Zylinder-Einspritzung-Anteil nicht geringer als 60 % wird.
  6. Ein Motor, der folgende Merkmale aufweist:
    die Kraftstoffeinspritzsteuervorrichtung gemäß einem der vorhergehenden Ansprüche,
    wobei der Motor (29) folgende Merkmale umfasst:
    den Zylinder (81),
    das Ansaugrohr (85), das kommunikativ mit dem Zylinder (81) verbunden ist,
    die In-Zylinder-Einspritzvorrichtung (189) zum Einspritzen von Kraftstoff in den Zylinder (81), und
    die In-Rohr-Einspritzvorrichtung (89) zum Einspritzen von Kraftstoff in das Ansaugrohr (85).
  7. Ein Sattel-Typ-Fahrzeug, das den Motor (29) gemäß Anspruch 6 umfasst.
  8. Das Sattel-Typ-Fahrzeug gemäß Anspruch 7, das ein Motorrad ist.
  9. Ein Verfahren zum Steuern von Kraftstoffeinspritzung für einen Motor (29) für ein Sattel-Typ-Fahrzeug, wobei der Motor (29) einen Zylinder (81), ein Ansaugrohr (85), das kommunikativ mit dem Zylinder (81) verbunden ist, eine In-Zylinder-Einspritzvorrichtung (189) zum Einspritzen von Kraftstoff in den Zylinder (81), und eine In-Rohr-Einspritzvorrichtung (89) zum Einspritzen von Kraftstoff in das Ansaugrohr (85) umfasst, wobei das Verfahren folgende Schritte aufweist:
    Bewirken von Kraftstoffeinspritzung durch sowohl die In-Zylinder-Einspritzvorrichtung (189) als auch die In-Rohr-Einspritzvorrichtung (89), wenn eine Motorlast in einem voreingestellten vorgeschriebenen Hochlastbereich ist, und
    Bewirken, dass ein In-Zylinder-Einspritzung-Anteil, der ein Anteil einer Kraftstoffmenge, die durch die In-Zylinder-Einspritzvorrichtung (189) eingespritzt wird, zu einer erforderlichen Einspritzmenge in dem Zylinder (81) ist, reduziert wird, wenn eine Drosselöffnung, die eine Öffnung eines in dem Ansaugrohr (85) angeordneten Drosselventils ist, oder ein Ansaugrohrdruck, der ein Druck in dem Ansaugrohr (85) ist, größer wird,
    gekennzeichnet durch
    Bewirken, dass in dem Fall, dass eine Motorgeschwindigkeit einen vorgeschriebenen Wert überschreitet, der In-Zylinder-Einspritzung-Anteil größer ist als der In-Zylinder-Einspritzung-Anteil in dem Fall, dass eine Motorgeschwindigkeit gleich oder geringer ist als der vorgeschriebene Wert.
EP20080250576 2007-02-20 2008-02-19 Kraftstoffeinspritzsteuervorrichtung, Motor und Grätschsitz-Fahrzeug Not-in-force EP1975397B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP09004419A EP2093404A3 (de) 2007-02-20 2008-02-19 Vorrichtung zur Mengenregelung, Motor und Grätschsitzfahrzeug

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2007039260A JP2008202493A (ja) 2007-02-20 2007-02-20 燃料噴射制御装置、エンジンおよび鞍乗型車両

Related Child Applications (2)

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EP09004419A Division EP2093404A3 (de) 2007-02-20 2008-02-19 Vorrichtung zur Mengenregelung, Motor und Grätschsitzfahrzeug
EP09004419.9 Division-Into 2009-03-27

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EP1975397A1 EP1975397A1 (de) 2008-10-01
EP1975397B1 true EP1975397B1 (de) 2013-06-12

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EP09004419A Withdrawn EP2093404A3 (de) 2007-02-20 2008-02-19 Vorrichtung zur Mengenregelung, Motor und Grätschsitzfahrzeug
EP20080250576 Not-in-force EP1975397B1 (de) 2007-02-20 2008-02-19 Kraftstoffeinspritzsteuervorrichtung, Motor und Grätschsitz-Fahrzeug

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010261385A (ja) * 2009-05-08 2010-11-18 Suzuki Motor Corp 電子制御スロットルバルブ制御装置
JP5848213B2 (ja) * 2012-08-29 2016-01-27 本田技研工業株式会社 鞍乗型車両の燃料噴射制御装置
US9556784B2 (en) * 2013-03-14 2017-01-31 Ford Global Technologies, Llc Method and system for vacuum control
US10018140B2 (en) 2015-04-06 2018-07-10 Nissan Motor Co., Ltd. Control device and control method for internal combustion engine

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Publication number Priority date Publication date Assignee Title
JPH11351041A (ja) 1998-06-08 1999-12-21 Fuji Heavy Ind Ltd 燃料噴射式内燃機関
JP2000008916A (ja) 1998-06-19 2000-01-11 Unisia Jecs Corp 内燃機関の始動時の燃料噴射制御装置
JP4428160B2 (ja) 2004-07-08 2010-03-10 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP4492351B2 (ja) * 2005-01-04 2010-06-30 トヨタ自動車株式会社 デュアル噴射型内燃機関
WO2006079172A1 (en) 2005-01-27 2006-08-03 Orbital Engine Company (Australia) Pty Limited Fuel injection system for internal combustion engine
JP2006258027A (ja) 2005-03-18 2006-09-28 Toyota Motor Corp 内燃機関の制御装置
US7159568B1 (en) 2005-11-30 2007-01-09 Ford Global Technologies, Llc System and method for engine starting

Also Published As

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EP2093404A3 (de) 2012-06-13
JP2008202493A (ja) 2008-09-04
EP1975397A1 (de) 2008-10-01

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