JP4414362B2 - Air-cooled engine warm-up control device - Google Patents

Description

  The present invention includes a crankcase that rotatably supports a crankshaft, a cylinder bore that slidably fits a piston coupled to the crankshaft, and a combustion chamber that faces the top of the piston. The present invention relates to a warm-up control device for an air-cooled engine for controlling a warm-up state of an air-cooled engine having a cylinder portion coupled to a crankcase.

In an air-cooled engine equipped with a fuel injection valve, the engine temperature is detected by a single temperature sensor attached to the cylinder block, and the fuel injection amount from the fuel injection valve is controlled based on the detected temperature. For example, it is already known from Patent Document 1.
JP 2000-213326 A

  By the way, when controlling the warm-up state of an air-cooled engine based on the engine temperature, there is a large difference between the temperature of the cylinder part and the temperature of the crankcase. It is desirable to control the fuel injection amount based on the temperature of the cylinder portion of the engine. To control the idle air amount, it is necessary to consider the rotational resistance due to engine oil such as the crankshaft. It is desirable to detect the temperature of the crankcase in order to detect a change in resistance during engine operation due to the change. However, if the fuel injection amount is controlled by the engine temperature detected by a single temperature sensor, it is difficult to precisely control both the fuel supply amount and the idle air amount in the warm-up state. As described above, in the case where the temperature sensor is attached to the cylinder block, the fuel injection amount is set to be slightly larger in the warm-up state, so that a problem remains from the viewpoint of reducing fuel consumption.

  The present invention has been made in view of such circumstances, and it is an object of the present invention to provide a warm-up control device for an air-cooled engine capable of precisely controlling both the fuel supply amount and the idle air amount in a warm-up state. And

In order to achieve the above object, the invention according to claim 1 includes a crankcase for rotatably supporting a crankshaft, and a cylinder bore for slidably fitting a piston coupled to the crankshaft, and the piston. in warm-up control apparatus of the air-cooled engine for controlling the warm-up condition of the air-cooled engine and a cylinder portion which forms a combustion chamber for exposing the top is coupled to the crankcase of the axis of the cylinder bore A first temperature sensor for detecting the engine temperature for controlling the fuel supply amount is provided at the lower end of the exhaust port provided in the cylinder head at the lower part of the cylinder head of the cylinder portion that is inclined to be substantially horizontal. mounted around a second temperature sensor for detecting an engine temperature for the idle air quantity control, the crankcase Wherein the in is attached to the oil pan portion formed at the bottom.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the invention, the air-cooled engine includes a fuel injection valve whose injection amount is controlled based on a detection value of the first temperature sensor. It shall be the feature.

Furthermore, in the invention described in claim 3 , in addition to the configuration of the invention described in claim 1 or 2 , the first temperature sensor is attached to the cylinder head so as to be disposed in the vicinity of the combustion chamber on the exhaust port side. It is characterized by.

According to the first aspect of the present invention, the second temperature sensor detects the crankcase temperature by controlling the fuel supply amount based on the detection value of the first temperature sensor that detects the temperature of the cylinder portion near the combustion chamber. By controlling the idle air amount based on the detected value, it is possible to precisely control both the fuel supply amount and the idle air amount in the warm-up state, which can contribute to a reduction in fuel consumption. In particular, a first temperature sensor is provided around the external opening end of the exhaust port at the lower part of the cylinder head of the cylinder part in which the axis of the cylinder bore is inclined to be substantially horizontal, and an oil pan part formed at the lower part of the crankcase Since the second temperature sensors are respectively attached, the first and second temperature sensors detect the two locations where the temperature difference is greatest in the engine body, and both the combustion state of the engine and the friction state of the engine can be detected. It becomes possible to control the engine idle speed more accurately.

According to the second aspect of the present invention, by controlling the fuel injection amount from the fuel injection valve, it allows more precise control of the fuel supply amount, Ru can be further reduced fuel consumption.

Further, according to the third aspect of the present invention, the portion on the exhaust port side in the vicinity of the combustion chamber is the portion where the temperature rise is the fastest in the engine body, whereas the temperature rise in the oil pan portion is relatively slow. In addition, it is possible to easily increase the detection accuracy during the warm-up operation by using a place where the difference between the detection temperatures of the first and second temperature sensors is large.

  Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

FIGS. 7 shows a Kazumi施例of the present invention, FIG. 1 is a left side view of a scooter type motorcycle, Fig. 2 line 2-2 enlarged sectional view of FIG. 1, 3 2 4 is a partially cutaway side view as seen from the direction of arrow 4 in FIG. 2, FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. 2, and FIG. 6 is line 6-6 in FIG. FIG. 7 is a sectional view taken along the line 7-7 in FIG.

  First, in FIG. 1, a body frame 15 of a scooter type motorcycle includes a front fork 16 that pivotally supports a front wheel WF and a head pipe 18 that supports a steering handle 17 connected to the front fork 16 so as to be steerable. The down tube 19 extending rearwardly downward from the head pipe 18, a pair of left and right lower frame pipes 20... Which are fixed to the lower sides of the down tube 19 and extending rearward, and a rear end of the lower frame pipe 20. A pair of left and right rear frame pipes 21. The rear frame pipe 21 extends rearward from the rear end of the lower frame pipe 20 and the rear frame pipe 21 is substantially horizontal from the rear end of the rise frame part 21a. The rear frame pipe 21 is composed of an extended upper frame portion 21b and the rear portion of the rear frame pipes 21 They are connected to each other.

  A bracket 22 is provided at an integrally connected portion of both the lower frame pipes 20 and the rear frame pipes 21 in the body frame 15, and the front portion of the power unit P is vertically moved via the link mechanism 23 to the bracket 22. The rear wheel WR disposed on the right side of the rear portion of the power unit P is pivotally supported on the rear portion of the power unit P. A rear cushion unit 24 is provided between the rear part of the left rear frame pipe 21 and the rear part of the power unit P among the rear frame pipes 21.

  A fuel tank 25 supported by the lower frame pipes 20 is disposed between the lower frame pipes 20 in front of the power unit P, and two helmets can be accommodated above the power unit P, for example. A storage box 26 formed on the rear frame pipe 21 is supported by the rear frame pipe 21.

  The vehicle body frame 15 is covered with a vehicle body cover 27 made of synthetic resin. The vehicle body cover 27 is provided under the leg shield 28 for covering the front of the driver's feet and the leg shield 28 for placing the rider's feet. A tandem type that includes a step floor 29 that continuously covers the fuel tank 25 and a side cover 30 that continues to the step floor 29 and covers the rear portion of the vehicle body from both sides. The storage box 26 can be opened and closed on the side cover 30 from above. Is provided.

  2 to 5, the power unit P includes an engine E that is a four-cycle forced air-cooled single cylinder disposed in front of the rear wheel WR, and a continuously variable transmission provided between the engine E and the rear wheel WR. And M.

  The engine body 34 of the engine E is slidable with a crankcase 35 that rotatably supports a crankshaft 45 having a rotation axis parallel to the rotation axis of the rear wheel WR, and a piston 41 coupled to the crankshaft 45. Between the rear frame pipes 21 of the vehicle body frame 15 having a cylinder bore 40 to be fitted, and a cylinder portion 39 formed with a combustion chamber 42 facing the top of the piston 41 and coupled to the crankcase 35. The cylinder portion 39 is coupled to the crankcase 35 with the axis of the cylinder bore 40 slightly tilted forward until it becomes substantially horizontal.

  The cylinder portion 39 is coupled to the cylinder block 36 coupled to the crankcase 35, the cylinder head 37 coupled to the cylinder block 36 on the opposite side to the crankcase 35, and the cylinder head 37 on the opposite side to the cylinder block 36. And a head cover 38.

  The cylinder block 36 is provided with a cylinder bore 40 into which the piston 41 is slidably fitted. A combustion chamber 42 that faces the top of the piston 41 is formed between the cylinder block 36 and the cylinder head 37. The piston 41 is connected to a crankshaft 45 through a connecting rod 43 and a crankpin 44.

  The crankcase 35 includes a pair of case portions 35a and 35b that include the axis C of the cylinder bore 40 and are coupled to each other in a plane perpendicular to the axis of the crankshaft 45. The crankshaft 45 includes both case members 35a. , 35b is rotatably supported.

  An intake port 47 that can communicate with the combustion chamber 42 is provided on the upper side surface of the cylinder head 37, and an exhaust port 48 that can communicate with the combustion chamber 42 is provided on the lower side surface of the cylinder head 37. An intake valve 49 and an exhaust valve 50 that open and close the intake port 47 and the exhaust port 48, respectively, are arranged in the cylinder head 37 so as to be arranged in a substantially V shape on a projection view orthogonal to the rotation axis of the crankshaft 45. Provided, and spring-biased in the direction of closing the intake port 47 and the exhaust port 48, respectively. A spark plug 51 facing the combustion chamber 42 is attached to the right side surface of the cylinder head 37 with the motorcycle facing forward in the traveling direction.

  A valve mechanism 52 that opens and closes the intake valve 49 and the exhaust valve 50 is accommodated between the cylinder head 37 and the head cover 38. The valve mechanism 52 has an axis parallel to the axis of the crankshaft 45. And a camshaft 55 rotatably supported by the cylinder head 37 and having intake and exhaust cams 53 and 54, an intake side supported by the cylinder head 37 with an axis parallel to the camshaft 55, and Exhaust-side rocker shafts 56 and 57, an intake-side rocker arm 58 swingably supported on the intake-side rocker shaft 56 so as to drive the intake valve 49 following the intake cam 53, and the exhaust cam The exhaust-side rocker arm 5 is swingably supported by the exhaust-side rocker shaft 57 so as to drive the exhaust valve 50 to open and close following the movement of the exhaust valve 50. Provided with a door.

  The rotational power of the crankshaft 45 is transmitted to the camshaft 55 through a timing transmission mechanism 61 provided with a cam chain 60 at a reduction ratio of ½. It is stored in a storage chamber 62 formed over the cylinder head 37 and the head cover 38 so as to be able to run.

  An outer rotor 66 of a generator 65 is fixed to one end portion of the crankshaft 45 outside the crankcase 35, and a stator 67 surrounded by the outer rotor 66 is fixed to the crankcase 35. A cooling fan 68 is fixed to the crankshaft 45 outside the generator 65. The cooling fan 68 is configured such that a plurality of blades 68b, 68b,... Are integrally provided on the outer peripheral portion of a base portion 68a fastened to the outer rotor 66 of the generator 65.

  Among the engine body 34, a part of the crankcase 35, the cylinder block 36, and the cylinder head 37 are covered with a shroud 70, and a cooling air passage 71 formed between the engine body 34 and the shroud 70 is connected to the cooling fan 68. Discharged forced air cooling air flows. In addition, a plurality of cooling fins 36a, 37a,... Protrude from the outer surfaces of the cylinder block 36 and the cylinder head 37 in order to enable efficient cooling by the cooling air flowing through the cooling air passage 71.

  The shroud 70 covers a part of the crankcase 35 and a pair of upper and lower upper and lower cover members 72 and 73 coupled to each other so as to cover the cylinder block 36 and the cylinder head 37 in cooperation. The upper cover member 72, the lower cover member 73, and the fan cover 74 are each formed of a synthetic resin.

  The fan cover 74 is fastened to the case member 35 a so as to cover the case member 35 a and the cooling fan 68 that are part of the crankcase 35, and is fastened to the upper and lower cover members 72 and 73.

  The fan cover 74 is provided with a suction cylinder 76 that forms a suction port 75 for sucking air from the outside toward the cooling fan 68 so as to correspond to the cooling fan 68 on the outside. The suction port 76 is provided with a louver 77.

  With particular attention to FIG. 2, a transmission case 80 extending to the left side of the rear wheel WR is connected to the crankcase 35 in a state of facing the front in the traveling direction of the motorcycle. The transmission case 80 includes a case main body 81 integrally connected to the case member 35b of the crankcase 35 and extending rearward, and a first transmission chamber 84 formed between the case main body 81 and the case main body 81. The left cover 82 is fastened to the main body 81 from the left side, and the right cover 83 is fastened to the right rear portion of the case main body 81 by forming a second transmission chamber 85 between the case main body 81.

  A support arm portion 86 projects from a front portion of the case main body 81 in the transmission case 80 so as to be disposed on the side of the cylinder block 36 in the engine E, and the support arm portion 86 is provided on the body frame 15. The bracket 22 is swingably supported via a link mechanism 23.

  The axle 87 of the rear wheel WR is rotatably supported by the rear portion of the case main body 81 and the right cover 83 in the transmission case 80. As shown in FIG. 1, a rear cushion unit 24 is provided between the rear portion of the case main body 81 and the upper frame portion 21 a of the left rear frame pipe 21 in the vehicle body frame 15.

  The continuously variable transmission M is a V-belt type housed in the first transmission chamber 84, and a reduction gear train 88 is provided between the continuously variable transmission M and the axle 87.

  The continuously variable transmission M includes a drive pulley 89 connected to the other end of the crankshaft 45 outside the crankcase 35, a rear portion of the case main body 81, and a right cover 83 having an axis parallel to the crankshaft 45. And a driven pulley 92 that is mounted on a driven shaft 90 rotatably supported by a centrifugal clutch 91, and a drive pulley 89 and an endless V-belt 93 that is wound around the driven pulley 92. is there.

  Thus, the drive pulley 89 includes a ramp plate 94 fixed to the crankshaft 45 and a plurality of weight rollers 95 housed in a floating state between the drive pulleys 89 according to an increase in the rotational speed of the crankshaft 45. It operates to increase the contact radius to the V-belt 93 as it moves radially outward 45.

  On the other hand, the driven pulley 92 operates so that the contact radius of the V-belt 93 becomes smaller as the contact radius of the V-belt 93 to the drive pulley 89 becomes larger, whereby the driven pulley 92 is connected between the crankshaft 45 and the driven shaft 90. A continuously variable transmission according to the rotation of the crankshaft 45 is performed.

  The reduction gear train 88 is provided between the driven shaft 90 and the axle 87 and is housed in the second transmission chamber 85. The rotational power of the driven shaft 90 in the continuously variable transmission M is reduced by the reduction gear train 88. To the axle 87 of the rear wheel WR.

  A kick shaft 97 is rotatably supported on the left cover 82 of the transmission case 80, and a kick pedal 98 (see FIG. 1) is provided on the outer end of the kick shaft 97. Further, on the inner surface side of the left cover 82, a kick-type starting device 99 is provided between the kick shaft 97 and the crankshaft 45 so that the power of the kick shaft 97 according to the depression operation of the kick pedal 98 can be transmitted to the crankshaft 45. Provided.

  Referring to FIG. 3, an intake pipe 100 communicating with the intake port 47 is fastened to the upper side surface of the cylinder head 37, and the intake pipe 100 is bent in an arc shape toward the rear side of the motorcycle. Formed. The upstream end of the intake pipe 100 is connected to the downstream end of the throttle body 101 disposed behind the intake pipe 100 via a connecting tube 102. The upstream end of the throttle body 101 is shown in FIG. In this way, it is connected to the air cleaner 103 disposed above the power unit P on the left side of the rear wheel WR. Further, a fuel injection valve 104 for injecting fuel toward the intake port 47 is attached to the intake pipe 100.

  An exhaust pipe 105 leading to the exhaust port 48 is connected to the lower side surface of the cylinder head 37, and the downstream end of the exhaust pipe 105 is connected to an exhaust muffler 106 disposed on the right side of the rear wheel WR.

  6 and 7, a casing 107 of the exhaust muffler 106 surrounds the cylindrical inner cylinder 108 extending slightly rearward on the right side of the rear wheel WR, and the inner cylinder 108 coaxially over the entire axial length thereof. A cylindrical outer cylinder 109 having both ends joined to both ends of the inner cylinder 108, a cone member 110 coupled to the front end of the inner cylinder 108, and a cap 111 coupled to the rear end of the inner cylinder 108. The cone member 110 is formed so that the front end of the position offset downward from the axis of the inner cylinder 108 has the smallest diameter, and the diameter decreases toward the front, and the cap 111 has a spherical crown shape that expands toward the rear. It is formed.

  The inner cylinder 108 is formed by processing a punching plate having a large number of small holes 112, 112... Into a cylindrical shape, and a sound absorbing material 113 is filled between the inner cylinder 108 and the outer cylinder 109.

  First, second, third, and fourth partition plates 114, 115, 116, and 117 are fixed to the inner surface of the inner cylinder 108 in order from the front with a space therebetween. The casing 107 is partitioned into a plurality of chambers by 118. That is, a first chamber 118 is formed in the casing 107 between the cone member 110 and the first partition plate 114, and a second chamber 119 is formed in the inner cylinder 108 between the first and second partition plates 114 and 115. A third chamber 120 is formed in the inner cylinder 108 between the second and third partition plates 115 and 116, and a fourth chamber 122 is formed in the inner cylinder 108 between the third and fourth partition plates 116 and 117. The fifth chamber 122 is formed in the casing 107 between the fourth partition plate 117 and the cap 111.

  The exhaust gas guided by the exhaust pipe 105 is introduced into the exhaust muffler 107 through the introduction pipe 125. The introduction pipe 125 extends through the small diameter end of the cone member 110 and the first to fourth partition plates 114 to 117 in parallel with the inner cylinder 108, and the front end is joined to the downstream end of the exhaust pipe 105. A straight pipe part 125a, a curved pipe part 125b formed so as to bend in a substantially U-shape and disposed in the fifth chamber 122, and having one end connected to the rear end of the first straight pipe part 125a; One end is connected to the other end of the portion 125b and is provided integrally with a second straight pipe portion 125c extending in parallel with the first straight pipe portion 125a and penetrating through the fifth to first partition plates 117, 116, 115, 114. In the first chamber 118, one end of a bent pipe 126 bent in a substantially U shape is joined to the other end of the second straight pipe portion 125c.

  In the first chamber 118, the other end of the bent pipe 126 is joined to the catalyst storage case 127. The catalyst storage case 127 includes a case main portion 127a that is formed in a cylindrical shape that extends in parallel with the axis of the inner cylinder 108 and is open at both ends, and a taper portion 128b that is connected to one end of the case main portion 127a in the first chamber 118. It consists of. The main portion 127a of the case penetrates the first and second partition plates 114 and 115 so that most of the case main portion 127a is disposed in the second chamber 119 and is fixedly supported by the partition plates 114 and 115. The small diameter end of the cone portion 127 b is joined to the other end of the bent tube 126. In addition, the case main portion 127a is filled with the first catalyst 128 which is a three-way catalyst.

  That is, the exhaust gas guided by the exhaust pipe 105 is guided into the catalyst case 127 through the introduction pipe 125 and the bent pipe 126, and flows through the first catalyst 128 in the catalyst storage case 127 and is introduced into the third chamber 120. Will be.

  By the way, the second partition plate 115 that separates the second chamber 119 and the third chamber 120 is provided with a plurality of flow holes (not shown), and the exhaust gas guided to the third chamber 120 passes through the second partition plate 115. It flows to the second chamber 119 through the flow hole. Moreover, a first connecting pipe 129 having both ends opened to the first and second chambers 118 and 119 passes through the first partition plate 114 and is fixed to the first partition plate 114, and the exhaust gas flows from the second chamber 119 to the first chamber 119. It flows into the first chamber 118 through the communication pipe 129.

  A second connecting pipe 130 having both ends opened to the first chamber 118 and the fourth chamber 121 passes through the first, second, and third partition plates 114, 115, 116 and is supported by the partition plates 114-116. The exhaust gas in the first chamber 118 is guided to the fourth chamber 121 through the second connecting pipe 130. Further, the discharge pipe 131 extending rearwardly and penetrating the fourth partition plate 117 and the cap 111 opens one end to the fourth chamber 121 and opens the other end toward the lower rear part of the casing 107, It is fixed to the fourth partition plate 117 and the cap 111.

  With particular attention to FIG. 4, an oxygen sensor 134 is attached to the exhaust pipe 105 disposed upstream of the first catalyst 28 and connected to the exhaust port 48, and the exhaust formed in the exhaust pipe 105. A second catalyst 136 that is a three-way catalyst is carried on the inner surface of the passage 135 on the upstream side of the oxygen sensor 134.

  The exhaust pipe 105 extends substantially linearly at an intermediate portion thereof, and a straight pipe portion 105a to which the oxygen sensor 134 is attached to the intermediate portion, and a side opposite to a circumferential attachment position of the oxygen sensor 134 to the straight pipe portion 105. A first bent pipe portion 105b that is bent in a convex shape and is connected to the upstream end of the straight pipe portion 105a, and a straight pipe portion that is bent in a convex shape on the opposite side of the circumferential direction mounting position of the oxygen sensor 134 to the straight pipe portion 105a. A second bent pipe portion 105c connected to the downstream end of 105a, and the second catalyst 136 extends from the position where the oxygen sensor 134 is attached to the straight pipe portion 105a to the upstream end of the exhaust pipe 105. It is carried on the inner surface of the exhaust passage 135 (in the range shown by the sketch in FIG. 4).

  Moreover, the straight pipe 105a is inclined with the downstream end as the lowest position, and an oxygen sensor 134 is attached to the upper part of the straight pipe portion 105a from above.

  With particular attention to FIG. 5, the intake pipe 100 connected to the intake port 47 of the cylinder head 37 in the engine main body 34 is provided with a fuel injection valve 104, and the cooling air is guided to the fuel injection valve 104 side. A blowing guide portion 137 is integrally formed with the upper cover 72 of the shroud 70. Moreover, the air blowing guide portion 137 is formed so as to cover the fuel injection valve 104 through the cooling air passage 71 in the shroud 70.

  In addition, cooling air after being blown from the cooling fan 68 to the cooling air passage 71 and flowing around a part of the crankcase 35, the cylinder block 36, and the cylinder head 37 is provided outside the lower cover 73 of the shroud 70. An air exhaust port 138 for discharging is provided, and this air exhaust port 138 is integrally formed so as to protrude downward from the lower left portion of the lower cover 73 and is opened in the rectangular duct portion 139 that opens toward the right side. The duct portion 139 is reinforced by a reinforcing wall 140 that bisects the air exhaust port 138.

  By the way, oil for lubrication is supplied to the valve operating mechanism 52 accommodated in the cylinder head 37 and the head cover 38, and the oil used for lubricating the valve operating mechanism 52 is the cylinder head 37 and the cylinder. The oil is returned to the crankcase 35 through an oil return passage 141 provided at the lower portion of the block 36 and stored in an oil pan portion 142 formed integrally with the lower portion of the crankcase 35.

  In the warm-up state of the engine E, the fuel supply amount and the idle air amount are controlled according to the engine temperature. The first temperature sensor S1 for detecting the engine temperature for controlling the fuel supply amount is provided in the engine body 34. A second temperature sensor S <b> 2 that is attached to the cylinder portion 39 and detects the engine temperature for idle air amount control is attached to the crankcase 35.

  Thus, the first temperature sensor S1 is disposed in the vicinity of the combustion chamber 42 in order to detect the temperature of the oil returning from the cylinder head 37 to the crankcase 35 through the cylinder block 36 through the oil return passage 141. Attached to the cylinder head 37, in particular, to be disposed in the vicinity of the combustion chamber 42 on the exhaust port 47 side, airtightly penetrates the lower portion of the lower cover 73 in the shroud 70, and surrounds the outer open end of the exhaust port 48. The cylinder portion 39 is attached to the lower portion of the cylinder head 37. The second temperature sensor S <b> 2 is attached to the oil pan portion 142 in order to detect the temperature of oil accumulated in the oil pan portion 142 formed at the lower portion of the crankcase 35.

Next, to explain the action of this real施例, the first temperature sensor S1 for detecting an engine temperature for the fuel supply amount control is attached to the cylinder portion 39 of the engine body 34, an engine temperature for the idle air quantity control Since the second temperature sensor S2 for detecting the temperature is attached to the crankcase 35, the fuel supply amount is controlled based on the detected value of the first temperature sensor S1 for detecting the temperature of the cylinder portion 39 near the combustion chamber 42, By controlling the idle air amount based on the detected value of the second temperature sensor S2 that detects the temperature of the case 35, both the fuel supply amount and the idle air amount in the warm-up state can be precisely controlled, and the fuel efficiency It can contribute to the reduction of.

  Moreover, by reflecting the detection value of the first temperature sensor S1 in the fuel injection amount control from the fuel injection valve 104, the fuel supply amount can be controlled more precisely, and the fuel consumption can be further reduced.

  A first temperature sensor S1 is attached to the cylinder head 37 of the cylinder portion 39 in which the axis C of the cylinder bore 40 is inclined to be substantially horizontal so that the first temperature sensor S1 is disposed in the vicinity of the combustion chamber 42. By attaching the second temperature sensor S2 to the oil pan portion 142 formed in the first and second temperature sensors S1 and S2, two locations where the temperature difference is greatest in the engine body 34 are detected. By detecting both the combustion state of the engine E and the friction state of the engine E, it becomes possible to control the idling speed of the engine E with higher accuracy.

  Moreover, the first temperature sensor S1 is attached to the cylinder head 37 so as to be disposed in the vicinity of the combustion chamber 42 on the exhaust port 48 side, and the portion on the exhaust port 48 side in the vicinity of the combustion chamber 42 is the engine. While the temperature rise of the oil pan section 142 is relatively slow while the temperature rise is the fastest in the main body 34, the difference between the detected temperatures of the first and second temperature sensors S1 and S2 is large. This makes it possible to easily increase the detection accuracy during warm-up operation.

  By the way, the exhaust pipe 105 connected to the exhaust port 48 of the cylinder head 37 is connected to an exhaust muffler 106 containing a first catalyst 128, and oxygen gas is connected to the exhaust pipe 105 upstream of the first catalyst 128. Although the sensor 134 is attached, the second catalyst 136 is supported on the inner surface upstream of the oxygen sensor 134 in the exhaust passage 135 formed in the exhaust pipe 105.

  Therefore, since the exhaust gas discharged from the exhaust port 48 into the exhaust pipe 105 is warmed by the second catalyst 136 carried on the inner surface of the exhaust passage 135 upstream of the oxygen sensor 134, the oxygen sensor 134 has no heater. Even if it is, the oxygen sensor 134 can be activated quickly after the engine E is started, and the exhaust gas purification performance can be enhanced by the second catalyst 136. Further, the oxygen sensor 134 is separated from the exhaust port 48. It is also possible to arrange the oxygen sensor 134 at a certain position, and the degree of freedom in arrangement of the oxygen sensor 134 is increased.

  Further, the exhaust pipe 105 extends substantially linearly at the intermediate portion thereof, and the straight pipe portion 105a to which the oxygen sensor 134 is attached to the intermediate portion, and the side opposite to the circumferential attachment position of the oxygen sensor 134 to the straight pipe portion 105a. A first bent pipe portion 105b that is bent in a convex shape and is connected to the upstream end of the straight pipe portion 105a, and a straight pipe portion that is bent in a convex shape on the opposite side of the circumferential direction mounting position of the oxygen sensor 134 to the straight pipe portion 105a. Since the second bent pipe portion 105c is connected to the downstream end of 105a, the first bent pipe portion 105b causes the exhaust gas to flow to the attachment position side of the oxygen sensor 134 in the intermediate pipe portion 105a of the exhaust pipe 105. Therefore, it is possible to set the entry length of the detection element of the oxygen sensor 134 into the exhaust passage 135 to be relatively short, and from the straight pipe part 105 by the second bent pipe part 105c. It is possible to so as to smoothly flow the exhaust gas on the downstream side, can contribute to improved output of the engine E the flow resistance of the inside exhaust pipe 105 is suppressed as small as possible.

  The straight pipe portion 105a is inclined with the downstream end as the lowest position, and the oxygen sensor 134 is attached to the upper portion of the straight pipe portion 105a from above, so that even if condensation occurs in the straight pipe portion 105a. It is possible to prevent the oxygen sensor 134 from being adversely affected by the condensation.

  Furthermore, the cylinder block 36 and the cylinder head 37 are covered with a shroud 70 that forms a cooling air passage 71 through which air for forced air cooling flows, between the cylinder block 36 and the cylinder head 37, and is provided on the crankshaft 45. The cooling fan 68 forcibly sends the cooling air to the cooling air passage 71, but the cooling air is guided to the fuel injection valve 104 attached to the intake pipe 100 connected to the intake port 47 of the cylinder head 37. A blowing guide portion 137 is formed on the upper cover 72 of the shroud 70.

  For this reason, since the cooling air in the cooling air passage 71 can be guided to the fuel injection valve 104 side by the air blowing guide portion 137 and the fuel injection valve 104 can be effectively cooled, fuel vaporization is prevented. Stable idle operation can be achieved.

  Further, since the air blowing guide portion 137 is formed so as to pass through the inside of the shroud 70 and cover the fuel injection valve 104, the cooling air can be efficiently guided to the fuel injection valve 104 side and the fuel injection valve 104 It is possible to prevent the operation sound from being leaked to the outside as much as possible.

In the reference example shown in FIG. 8 , a first temperature sensor S1 for detecting the engine temperature for controlling the fuel supply amount is attached to the head cover 38 in the cylinder portion 39 of the engine body 34, and the engine temperature for controlling the idle air amount is controlled. the second temperature sensor S2 for detecting the Ru attached to the oil pan 142 of the crankcase 35.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. It is.

1 is a left side view of a scooter type motorcycle according to an embodiment of the present invention . FIG. 2 is an enlarged sectional view taken along line 2-2 of FIG. FIG. 3 is a view taken in the direction of arrow 3 in FIG. 2. FIG. 3 is a partially cutaway side view seen from the direction of arrow 4 in FIG. 2. FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 6. It is a side view corresponding to FIG. 4 of a reference example.

35 ... Crank case 37 ... Cylinder head 39 ... Cylinder part 40 ... Cylinder bore 41 ... Piston 42 ... Combustion chamber 45 ... Crank shaft 48 ... Exhaust port 104 ... Fuel Injection valve 142... Oil pan section E... Engine S1... First temperature sensor S2.

Claims (3)

A crankcase (35) for rotatably supporting the crankshaft (45) and a cylinder bore (40) for slidably fitting a piston (41) connected to the crankshaft (45) and the piston ( 41) Air-cooling for controlling the warm-up state of an air-cooled engine (E) having a combustion chamber (42) facing the top of the cylinder 41 and a cylinder portion (39) coupled to the crankcase (35) In the engine warm-up control device,
A first temperature sensor (detecting an engine temperature for fuel supply control ) is provided below the cylinder head (37) of the cylinder part (39), in which the axis of the cylinder bore (40) is inclined until it is substantially horizontal. S1) is attached around the outer open end of the exhaust port (48) provided in the cylinder head (37) ,
An air-cooled engine, wherein a second temperature sensor (S2) for detecting an engine temperature for controlling an idle air amount is attached to an oil pan portion (142) formed at a lower portion of the crankcase (35). Warm-up control device. The air-cooled engine (E) according to claim 1, further comprising a fuel injection valve (104) whose injection amount is controlled based on a detected value of the first temperature sensor (S1). warm-up control equipment. A first temperature sensor (S1) is an exhaust port (48) a combustion chamber side according to claim 1 or 2 so as to be disposed in the vicinity, characterized in that attached to the cylinder head (37) (42) Air-cooled engine warm-up control device.

Images