JP6997867B2 - Engine control unit - Google Patents

Description

The present invention relates to an engine control device capable of keeping the engine speed within an appropriate range even when the amount of air is increased for early activation of the catalyst by using a solenoid valve that can be switched only on and off.

In Patent Document 1, as engine control, an electromagnetic solenoid (solenoid) arranged in the middle of a bypass passage is performed after controlling the ignition timing to raise the temperature of the catalyst device arranged in the exhaust system by controlling the retard angle. It is disclosed that the increase in engine speed is suppressed by operating the valve) to adjust the intake air amount. Here, the electromagnetic solenoid in Patent Document 1 continuously changes the opening degree (opening area) of the bypass passage in order to adjust the intake air amount, and opens the valve against the urging force of the spring when energized. It is a linear solenoid that moves to, and it is possible to adjust the intake air amount by continuously controlling the opening change.

Japanese Patent Application Laid-Open No. 2009-041425

However, the engine control of Patent Document 1 is premised on the use of a linear solenoid capable of continuous opening change control, and is in a fully open state or a fully closed state instead of the use from the viewpoint of cost and the like. It was not applicable when using a solenoid valve that was configured to be switchable to only one of them (switchable only to on / off).

That is, in order to activate the catalyst at an early stage in idle control after starting the engine, when the catalyst is activated by increasing the amount of air, the ignition timing is controlled by retarding the engine in response to the increase in the amount of air. It is desirable to suppress the increase in the number of revolutions. However, when the amount of air is increased in the fully open state by a solenoid valve that can be switched only on and off, fine adjustment such as continuous opening change control in Patent Document 1 cannot be performed, so the engine speed is the target. It is assumed that the engine speed will increase more than the idle speed.

In view of the above problems of the prior art, the present invention uses a solenoid valve that can be switched only on and off to keep the engine speed within an appropriate range even when the amount of air is increased for early activation of the catalyst. It is an object of the present invention to provide an engine control device capable of the above.

In order to achieve the above object, the present invention is an engine control device, and the auxiliary intake air is connected to the intake passage (22) by bypassing the throttle valve (23) provided in the middle of the intake passage (22). The passage (24), the auxiliary air valve (25) interposed in the auxiliary intake passage (24) so that the fully open state and the fully closed state can be switched, and the auxiliary air valve (25) in the fully open state when energized. Ignition control that controls the open / close control unit (30) that controls the on / off of the auxiliary air valve (25) between the fully closed state and the fully open state, and the ignition device (41) of the engine (E). As an ignition timing map in which a parameter including at least the throttle opening and the engine rotation speed and the ignition timing corresponding to the parameter are associated with each other in the engine control device (300) of the saddle-mounted vehicle including the unit (80). A first map (81) when the auxiliary air valve (25) is in the fully open state and a second map (82) when the auxiliary air valve (25) is in the fully closed state are provided in advance. The first map (81) is configured to retard the ignition timing more than the second map (82), and the ignition control unit (80) is based on the first map and the second map. The first feature is to control the ignition device (41).

Further, in the present invention, the ignition control unit (80) is the crank of the engine (E) after the auxiliary air valve (25) is switched from the fully open state to the fully closed state by the open / close control unit (30). The ignition device (41) is controlled based on the first map (81) until the shaft rotates by a predetermined angle (S34), and after rotating by the predetermined angle, the second map (82) is used. The second feature is to control the ignition device (41) based on (S35).

Further, in the present invention, the ignition control unit (80) is the first for a certain period after the auxiliary air valve (25) is switched from the fully open state to the fully closed state by the open / close control unit (30). The ignition device (41) is controlled based on the map (81) (S34), and after a certain period of time, the ignition device (41) is controlled based on the second map (82) (S35). This is the third feature.

Further, in the present invention, the catalyst device (33) is arranged in the middle of the exhaust passage (26) of the engine (E), and after the engine (E) is started, the open / close control unit (30) is said. The auxiliary air valve (25) is fully opened, and the ignition control unit (80) controls the ignition device (41) based on the first map (81) to control the catalyst device (33). The fourth feature is that the catalyst is configured to raise the temperature.

Further, in the present invention, the open / close control unit (30) further determines that the temperature of the engine (E) becomes higher than a certain level after the front / back determination of the two rotations of the crank shaft of the engine (E) is confirmed. As a condition, the auxiliary air valve (25) is controlled to close (S17) as a fifth feature.

Further, in the present invention, the open / close control unit (30) further sets the total retard angle amount from the base ignition timing after the front and back determination of the two rotations of the crank shaft of the engine (E) is confirmed. The sixth feature is that the auxiliary air valve (25) is controlled to close (S15) on condition that the temperature reaches the above.

Further, in the present invention, the open / close control unit (30) forcibly closes and controls the auxiliary air valve (25) when the engine temperature is above a certain level and the engine speed is above a certain level. This is the seventh feature.

Further, in the present invention, the open / close control unit (30) further controls the auxiliary air valve (25) to be closed except for the valve opening period of the intake valve (15) of the engine (E) (S11, S20, S15, S17) is the eighth feature.

Further, in the present invention, the opening / closing control unit (30) further controls the closing of the auxiliary air valve (25) immediately after the closing timing of the intake valve (15) of the engine (E) (S11, S20). , S15, S17) is the ninth feature.

Further, in the present invention, the opening / closing control unit (30) further obtains a timer determination, an engine rotation speed determination, and a warm-up completion determination, and the valve closing timing of the intake valve (15) of the engine (E). The tenth feature is to control the valve closing of the auxiliary air valve (25) immediately after the operation.

Of the present invention
An auxiliary intake passage (24) connected to the intake passage (22) by bypassing the throttle valve (23) provided in the middle of the intake passage (22).
An auxiliary air valve (25) interposed in the auxiliary intake passage (24) so as to be able to switch between a fully open state and a fully closed state,
An open / close control unit (30) that controls the auxiliary air valve (25) on / off between the fully closed state and the fully open state by setting the auxiliary air valve (25) to the fully open state when energized.
In the engine control device (300) of a saddle-type vehicle including an ignition control unit (80) that controls the ignition device (41) of the engine (E).
The first map (81) when the auxiliary air valve (25) is in the fully open state as an ignition timing map in which at least the parameters including the throttle opening and the engine speed and the ignition timing corresponding to the parameters are associated with each other. A second map (82) when the auxiliary air valve (25) is fully closed is provided in advance, and the first map (81) has an ignition timing later than that of the second map (82). It is configured to be horned and
According to the first feature that the ignition control unit (80) controls the ignition device (41) based on the first map and the second map, it is delayed when the auxiliary air valve is fully open. By performing ignition control based on the first map that controls the angle and based on the second map when the auxiliary air valve is fully closed, the auxiliary air valve in the fully open state secures a sufficient amount of air. , It is possible to keep the engine speed within an appropriate range.

Of the present invention
In the ignition control unit (80), the crank shaft of the engine (E) rotates by a predetermined angle after the auxiliary air valve (25) is switched from the fully open state to the fully closed state by the open / close control unit (30). The ignition device (41) is controlled based on the first map (81) (S34), and after rotating by the predetermined angle, the ignition device (82) is used based on the second map (82). According to the second feature of controlling 41) (S35), when the auxiliary intake passage is controlled by the auxiliary air valve that can be switched only on and off, a certain period immediately after the auxiliary air valve is switched to the fully closed state. By continuing the ignition control based on the first map, it is possible to keep the engine speed within an appropriate range even when the amount of air immediately after the switching is large.

Of the present invention
The ignition control unit (80) is based on the first map (81) for a certain period after the auxiliary air valve (25) is switched from the fully open state to the fully closed state by the open / close control unit (30). The third feature is that the ignition device (41) is controlled (S34), and after a certain period of time, the ignition device (41) is controlled based on the second map (82) (S35). For example, by continuing ignition control based on the first map for a certain period immediately after the auxiliary air valve is switched to the fully closed state, the engine speed can be appropriately adjusted even when the amount of air immediately after the switch is large. It is possible to keep it within the range.

Of the present invention
A catalyst device (33) is arranged in the middle of the exhaust passage (26) of the engine (E).
After the engine (E) is started, the open / close control unit (30) sets the auxiliary air valve (25) to the fully open state, and the ignition control unit (80) sets the ignition control unit (80) based on the first map (81). According to the fourth feature that the catalyst of the catalyst device (33) is configured to raise the temperature by controlling the ignition device (41), the auxiliary air valve in the fully open state after the engine is started is used. It is possible to secure a sufficient amount of air, raise the temperature of the catalyst at an early stage, and keep the engine speed within an appropriate range.

Of the present invention
The open / close control unit (30) further controls the auxiliary air valve on condition that the temperature of the engine (E) becomes constant or higher after the front / back determination of the two rotations of the crank shaft of the engine (E) is confirmed. According to the fifth feature of controlling the valve closing of (25) (S17), when the engine temperature is low, that is, when the friction is large, the valve open state of the solenoid is maintained and the engine temperature becomes higher than the predetermined temperature. Then it becomes possible to close the valve.

Of the present invention
The open / close control unit (30) further requires that the total retard angle amount from the base ignition timing reaches the set total retard angle amount after the front and back determination of the two rotations of the crank shaft of the engine (E) is confirmed. According to the sixth feature of controlling the valve closing of the auxiliary air valve (25) (S15), it is assumed that the warm-up is completed even if the temperature does not reach a certain value, and the valve closing control is performed. It becomes possible.

Of the present invention
The seventh feature of the open / close control unit (30) is that the auxiliary air valve (25) is forcibly closed and controlled when the engine temperature is above a certain level and the engine speed is above a certain level. According to the report, when the stroller is suddenly opened, it is possible to suppress a sudden increase in the engine speed.

Of the present invention
The opening / closing control unit (30) further controls the auxiliary air valve (25) to be closed (S11, S20, S15, S17) except for the valve opening period of the intake valve (15) of the engine (E). According to the eighth feature, by controlling the auxiliary air valve to be closed at a time other than the valve opening period of the intake valve, it is possible to perform the valve closing control at a timing that does not affect the fuel injection control.

Of the present invention
The opening / closing control unit (30) further controls the closing of the auxiliary air valve (25) immediately after the closing timing of the intake valve (15) of the engine (E) (S11, S20, S15, S17). According to the ninth feature, by controlling the auxiliary air valve to close immediately after the closing timing of the intake valve, it is possible to perform the valve closing control at a timing that does not affect the fuel injection control. ..

Of the present invention
The opening / closing control unit (30) further receives the auxiliary air immediately after the valve closing timing of the intake valve (15) of the engine (E) when the timer determination, the engine speed determination, and the warm-up completion determination are obtained. According to the tenth feature of controlling the valve (25) to close, the auxiliary air valve is set immediately after the intake valve closing timing after obtaining the timer judgment, the engine speed judgment and the warm-up completion judgment. By controlling the valve closing, it is possible to control the valve closing at a timing that does not affect the fuel injection control.

It is a side view of the scooter type motorcycle to which the engine control device which concerns on one Embodiment of this invention is applied. It is a figure which shows the structure of the engine controlled by the ECU as the engine control device which concerns on one Embodiment. It is a block diagram of the ECU as an engine control device which concerns on one Embodiment. The valve closing timing is schematically shown in the timing chart showing the relationship between the rotation angle of the crank shaft and the 720 degree motor stage or the like. It is a flowchart which shows the operation of the ignition control by using the 1st map and the 2nd map properly by the ignition control unit which concerns on one Embodiment. It is a functional block diagram of the valve closing control and the ignition control as the fast idle control by the opening / closing control unit and the ignition control unit which concerns on one Embodiment. It is a flowchart which shows a part of the control procedure of the ignition timing control and the opening / closing control of an auxiliary air valve. It is a flowchart which shows the rest of the control procedure of the ignition timing control and the opening / closing control of an auxiliary air valve. It is a timing chart when the ignition timing is controlled to the retard side at the time of the first idle control.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of a scooter type motorcycle 1 to which an engine control device according to an embodiment of the present invention is applied. The front portion of the vehicle body and the rear portion of the vehicle body are connected via a low floor portion 104. The vehicle body frame is generally composed of a down tube 106 and a main pipe 107. A seat 108 is arranged above the main pipe 107.

The handle 111 is pivotally supported by the head pipe 105 and extended upward, and a front fork 112 that rotatably supports the front wheel WF is attached to the lower side of the handle 111. A handle cover 113 that also serves as an instrument panel is attached to the upper part of the handle 111. Further, in front of the head pipe 105, an ECU 300 as an engine control device is arranged.

At the rear end of the down tube 106, a bracket 115 is projected from the rising portion of the main pipe 107. The hanger bracket 118 of the swing unit 102 is swingably supported on the bracket 115 via the link member 116.

A 4-cycle single-cylinder engine E is arranged at the front of the swing unit 102. A continuously variable transmission 110 is arranged behind the engine E, and a rear wheel WR is pivotally supported on the output shaft of the reduction mechanism 109. A rear shock unit 103 is interposed between the upper end of the speed reduction mechanism 109 and the bent portion of the main pipe 107. Above the swing unit 102, a throttle body 120 and an air cleaner 21 of a fuel injection device connected to an intake pipe 22 (intake passage 22 in FIG. 2) extending from the engine E are arranged.

FIG. 2 is a diagram showing the configuration of the engine E controlled by the ECU 300 as the engine control device according to the embodiment, focusing mainly on the configurations as the intake device, the exhaust device, the ignition device, and the fuel injection device. ..

In FIG. 2, as described with reference to FIG. 1, the engine E is mounted on a vehicle, for example, a motorcycle 1, and slides on the cylinder block 11 between the cylinder block 11 and the cylinder head 12 of the engine body 10. A combustion chamber 14 is formed that faces the top of the possibly fitted piston 13. The cylinder head 12 is provided with an intake port 17 which is switched between communication and disconnection to the combustion chamber 14 by an intake valve 15 arranged to be openable and closable in the cylinder head 12, and an air cleaner 21 is provided at the upstream end. An intake device 19 having an air cleaner 21 and an intake passage 22 connecting the intake port 17 is connected to the cylinder head 12. Further, a throttle valve 23 is interposed in the middle of the intake passage 22 so as to be openable and closable, an auxiliary intake passage 24 bypassing the throttle valve 23 is connected to the intake passage 22, and auxiliary air is provided in the auxiliary intake passage 24. A valve 25 is provided. Thus, the auxiliary air valve 25 is a normally closed (normally closed) valve, that is, a solenoid valve that is closed in a non-energized state and opens by energization. Further, the cylinder head 12 is provided with an exhaust port 18 for switching communication / shutoff to the combustion chamber 14 by an exhaust valve 16 arranged so as to be openable / closable to the cylinder head 12, and an exhaust passage leading to the exhaust port 18. The exhaust device 20 having 26 is connected to the cylinder head 12. A catalyst device 33 is connected to the downstream side of the exhaust passage 26, and is configured to purify the exhaust gas generated by combustion and discharge it to the outside.

A fuel injection valve 27 that injects fuel toward the intake port 17 is attached to the downstream end of the intake device 19, and a spark plug 28 that faces the tip of the combustion chamber 14 is attached to the cylinder head 12. An ignition coil / igniter 29 for applying a high voltage at the ignition timing is connected to the spark plug 28. The spark plug 28 and the ignition coil / igniter 29 constitute an ignition device 41 (FIG. 3) of the engine E as an object controlled by the ECU 300.

The fuel injection timing and fuel injection amount of the fuel injection valve 27 and the ignition timing by the ignition coil / igniter 29 are controlled by the ECU 300, and the EUC 300 has a crank shaft 51 connected to the piston 13. The detection value of the rotation speed detection unit 31 that detects the rotation speed, that is, the engine rotation speed NE, the detection value of the temperature detection unit 32 that detects the temperature of the engine oil, for example, the index representing the engine temperature, and the throttle operation or the accelerator depression state. The detection value of the throttle detection unit 38 that detects the rotation amount of the throttle valve 23 for detection is input. The temperature detection unit 32 may detect the cooling water temperature TW of the cooling jacket 34 provided in the cylinder block 11.

FIG. 3 is a block diagram of the ECU 300 as an engine control device according to an embodiment. The same reference numerals as above indicate the same or equivalent parts. The ECU 300 is generally composed of a processor such as a CPU and a memory (a primary memory as a main storage device that provides a work area to the processor and a secondary memory as an auxiliary storage device), a bus connecting these, and the like. It can be configured by a computer.

In FIG. 3, the ECU 300 can be configured to include a processor, a memory, and the like as hardware, and is realized by the processor reading and executing a predetermined program stored in the memory, and is responsible for determination processing and control processing. As a configuration, a stage determination unit 83, an engine start control unit 84, an ignition control unit 80, and an open / close control unit 30 are provided. Further, the ECU 300 stores the first map 81 and the second map 82 in advance as a configuration in which the predetermined data is stored in the memory in advance.

Further, in FIG. 3, the motor angle sensor 39, the rotation speed detection unit 31, the temperature detection unit 32, and the throttle detection unit 38 are connected to the ECU 300 as a configuration for the ECU 300 to receive signals and the like from the respective sensors and the like. Has been done. The ECU 300 is also connected to an ignition device 41, a fuel injection valve 27, and an auxiliary air valve 25 as a configuration for controlling each device or the like by the ECU 300. Further, a starter switch 40 is connected to the ECU 300 as a configuration for receiving a signal of operation by the occupant from the switch. Hereinafter, details of each part of the ECU 300 configured as shown in FIG. 3 (particularly, the stage determination unit 83, the engine start control unit 84, the ignition control unit 80, and the open / close control unit 30 as each part responsible for the determination process and the control process) will be described. do.

The stage determination unit 83 performs two rotations of the crank shaft 51 in 72 stages (stages # 0 to 71) based on the output signals of the motor angle sensor 39 and the rotation speed detection unit 31 (these correspond to the crank position detection means). It is divided into 720 degree motor stages) and the current stage is determined. The stage is determined by the crank shaft 51 after the engine is started until the stroke determination (front and back determination of two rotations of the crank shaft) is completed based on the output value of the PB sensor (suction negative pressure sensor). One rotation is performed by a 360-degree motor stage in which 36 stages of stages # 0 to 35 are divided. The rotation speed detection unit 31 composed of the ignition pulser (ignition coil / igniter 29) is provided integrally with the motor angle sensor 39 of the ACG starter motor 70, and determines the rotation angle of the ACG starter motor 70 attached to the crank shaft 51. It is being detected.

When the engine start control unit 84 receives the operation of the starter switch 40 by the occupant, the engine start control unit 84 controls the start of the engine E. The ECU 300 (engine control device) according to the present embodiment operates the starter switch 40 from the state where the engine E is stopped by performing the swingback control when the engine start control unit 84 performs the engine start to operate the engine E. When starting, the crank shaft 51 is once reversed to a predetermined position, in other words, by swinging back to a predetermined position and then starting normal rotation, the run-up period to the compression top dead center is lengthened. It is possible to execute "swingback control at engine start" that increases the rotational speed of the crank shaft 51 when first overcoming the compression top dead center. According to the swingback control at the time of starting the engine, it is possible to improve the startability when the engine is started by the starter switch 40. The engine start control unit 84 can perform engine start control by duty-driving an ACG starter motor (not shown) configured in conjunction with the crank shaft 51 of the engine E.

The open / close control unit 30 first energizes the auxiliary air valve 25 in a process other than the intake stroke of the engine E (that is, a combustion stroke, an exhaust stroke, or a compression stroke) when the engine is started under the control of the engine start control unit 84. By doing so, valve opening control is performed so as to switch from the closed state to the open state. By this control, even when the body size of the solenoid constituting the auxiliary air valve 25 is small, it is possible to appropriately open the auxiliary air valve 25 while avoiding the influence of the negative pressure in the intake stroke.

In the valve opening control by the open / close control unit 30 linked to the control of the engine start control unit 84, the crank position (stage determination unit) detected by the motor angle sensor 39 and / or the rotation speed detection unit 31 or the like (crank position detection means). Based on the determination result in 83), the valve opening control can be performed when the engine E is in a predetermined crank position (excluding the intake stroke) in the predetermined stroke. Specifically, the detected crank position is either in the reverse rotation drive by swingback or in any of the processes other than the intake stroke in the forward rotation drive after the reverse rotation drive is completed. At the time when it is determined that the position is the predetermined position, the opening / closing control unit 30 may control the opening of the auxiliary air valve 25. For example, in the swingback, the position where the reverse rotation drive is changed to the forward rotation drive is a position based on the detection of a predetermined position after the compression top dead center (for example, a position 30 degrees after the compression top dead center), and is in the combustion stroke. Since it is the corresponding position, the valve opening control may be performed when the forward rotation drive is started.

After the valve opening control, the open / close control unit 30 further performs valve closing control for closing the auxiliary air valve 25 by stopping the energization of the auxiliary air valve 25 by obtaining a warm-up determination of the engine E or the like. .. Here, the valve closing control by the opening / closing control unit 30 is performed in conjunction with the ignition control of the ignition device 41 by the ignition control unit 80, so that the amount of air due to the auxiliary air valve 25 being opened before the valve closing. The increase enables early activation of the catalyst of the catalyst device 33 at the time of starting the engine, and also makes it possible to keep the rotation speed of the engine E in an appropriate range without making it excessive.

As schematically shown in FIG. 4, the timing of the valve closing control in the open / close control unit 30 is also the same as the timing of the valve opening control, based on the determination result in the stage determination unit 83, and is a process other than the intake stroke of the engine E. Can be determined as.

FIG. 4 constitutes the schematic diagram by a timing chart showing the relationship between the rotation angle of the crank shaft 51 and the 720 degree motor stage and the like. In this figure, from the top (excluding the top stage), the four strokes (compression, combustion, exhaust, intake) of the 4-cycle engine, the crankshaft rotation angle, the crank pulse, and the output signal of the motor angle sensor 39 (W phase, U phase). , V phase), an injection (FI) stage that is a reference for the drive timing of the fuel injection device, an ignition stage (IG) stage that is a reference for the drive timing of the ignition device, and a 720 degree motor stage, respectively. Further, in correspondence with these, the swingback stroke at the time of starting the engine is shown in the lowermost stage. The uppermost stage indicates that the starting solenoid (auxiliary air valve 25) is opened according to the valve opening control at the time of engine start, and that the starting solenoid (auxiliary air valve 25) is closed by the subsequent valve closing control. Shows. The actual time when the starting solenoid (auxiliary air valve 25) at the top of the figure is closed (the time when the FI stage is "23") is after the reversal of the swingback stroke at the bottom of the figure. It may be after the time when the FI stage immediately after the normal rotation becomes "23". That is, the figure schematically shows the swingback stroke and the control that the starting solenoid is "closed" after that in relation to the motor stage and the like, and shows that these times are the same. It's not a thing. In other words, after the swingback stroke shown at the bottom of the figure is reversed and the normal rotation is started, the start solenoid shown at the top of the figure is turned on after several cycles have passed and the conditions such as temperature are satisfied. The close control is executed.

In addition, in FIG. 4, in the 720 degree motor stage, one stage is set to 10 degrees, and the period for two rotations of the crank shaft (720 degrees) is assigned to a total of 72 stages of # 0 to 71. Further, the motor angle sensor 39 is configured such that the W phase, the U phase, and the V phase each output a pulse signal having a width of 30 degrees at intervals of 30 degrees, and each phase is arranged so as to be offset by 10 degrees. Therefore, the rotation angle of the crank shaft 51 can be detected every 10 degrees, and the reference position thereof is determined by the crank pulse signal. The pulsar rotor attached to the crank shaft 51 to detect the crank pulse signal has four short retractors having a detection width of 22.5 degrees in the circumferential direction and one having a detection width of 82.5 degrees in the circumferential direction. The long retractors of the above are arranged at intervals of 37.5 degrees. The output of the W phase, which is configured to output a signal at the center position of the long retractor, serves as a reference for deriving the crank rotation angle.

In the stage determination unit 83 described above, the 360-degree motor stage is determined by the crank pulse signal and the rotor sensor signal, and in the intake stroke on the front side, the PB value (output value of the PB sensor) becomes smaller due to the intake negative pressure, and after 360-degree rotation. In the combustion stroke on the back side of the above, intake is not performed and the front and back determination is performed based on the fact that the PB value becomes high, whereby the front and back determination of the two rotations of the crank shaft is confirmed, and the 720 degree motor stage is determined. For example, the position 30 degrees before the compression top dead center can be detected by the 720 degree motor stage being # 69. Ignition is performed between 9 and 11 in the IG stage, and fuel injection is performed between FI stages 12 and 17.

Here, the explanation returns to the explanation of the valve closing control in the opening / closing control unit 30. As described above, in the valve closing control in the opening / closing control unit 30, the catalyst of the catalyst device 33 is activated early by increasing the amount of air at the time of opening the valve before closing, and the engine speed at the time of opening the valve and at the time of closing the valve thereafter. It is possible to prevent the number from rising sharply and to achieve both. Specifically, this is the first map 81 as an ignition timing map to be referred to when the ignition control of the ignition device 41 in the ignition control unit 80 interlocked with the valve closing control is to be referred to at the time of valve opening, and at the time of subsequent valve closing. This is possible by implementing the second map 82 as an ignition timing map to be referred to and the two ignition timing maps.

Both the first map 81 and the second map 82 are ignition timing maps in which a parameter including at least the throttle opening and / or the engine speed as a parameter related to the engine state and the like and an ignition timing corresponding to the parameter are associated with each other. It is prepared in advance. The first map 81 at the time of valve opening may be prepared so as to be retarded more than the second map 82 at the time of valve closing.

FIG. 5 is a flowchart showing the operation of ignition control by the ignition control unit 80 according to the embodiment by properly using the first map 81 and the second map 82. The flowchart is repeatedly executed at each time, so that the ignition control in step S36 is repeatedly executed at each time. Hereinafter, each step in FIG. 5 will be described.

When the flow of FIG. 5 is started, first in step S31, it is determined whether or not the solenoid valve (auxiliary air valve 25) is in the fully open state, and if it is affirmative (in the fully open state), the process proceeds to step S32 and is negative. If it is (fully closed), the process proceeds to step S33. As already explained, controlling the solenoid valve (auxiliary air valve 25) to be in either the fully open state (when energized) or the fully closed state (when not energized) is linked with the ignition control unit 80. It is an open / close control unit 30 that controls. The flow of FIG. 5 shows only the control of the ignition control unit 80 on the premise that the control by the open / close control unit 30 is performed in parallel with the control by the ignition control unit 80.

In step S32 (when step S31 is affirmative), the parameters of the current time (throttle opening and / or engine speed, etc.) with respect to the first map 81 as the ignition timing map according to the fully open state. The same applies to S35), and after acquiring the ignition timing information corresponding to the parameter at the current time, the process proceeds to step S36.

When step S33 is reached, it means that step S31 is negative, so that the solenoid valve (auxiliary air valve 25) corresponds to the fully closed state. In step S33, it is determined whether or not the current time corresponds to the transition period, and if affirmative (the current time is within the transition period), the process proceeds to step S34 and negative (the current time is outside the transition period). ), Proceed to step S35.

Here, the transition period determined as described above in step S33 is the time t0 when the negative determination is first obtained in step S31, that is, the solenoid valve (auxiliary air valve 25) is switched from the fully open state to the fully closed state. It is a fixed period starting from the time t0 or a period during which certain conditions are satisfied. When the transition period is set to a fixed period, the determination of step S33 (if it has passed, it is out of the fixed period) is determined by timer counting from the past time t0 at which the current time t has been switched and whether or not the fixed period has elapsed. A negative judgment may be made as a thing, and an affirmative judgment may be made as if it is within a certain period if it has not passed. When the transition period is a fixed condition, for example, it is determined whether the angle at which the crank shaft 51 is further rotated after time t0 is within a predetermined angle (for example, 360 degrees) (for example, if the rotation angle is less than 360 degrees, a positive determination is made. If the rotation angle is 360 degrees or more, a negative judgment may be made).

In step S34 (when step S33 is affirmative, the state is fully closed and the current time is within the transition period), the parameter of the current time is relative to the first map 81 as the ignition timing map according to the fully open state. The search is performed by, and the ignition timing information corresponding to the parameter of the current time is acquired, and then the process proceeds to step S36.

In step S35 (when step S33 is negative, the state is fully closed and the current time is outside the transition period), the current time is set with respect to the second map 82 as the ignition timing map according to the fully closed state. After performing a search by the parameter and acquiring the ignition timing information corresponding to the parameter of the current time, the process proceeds to step S36.

In step S36, the ignition control of the ignition device 41 is performed according to the ignition timing of the search result corresponding to the current time (search result in any of steps S32, S34, and S35 according to the case), and the flow of FIG. 5 ends. do. As described above, when step S36 is completed with respect to the current time, the process returns to step S31 again, so that the flow of FIG. 5 is continued for the next time (new next current time).

In the above flow of FIG. 5, in particular, the second map for the fully closed state is obtained by passing through step S34 for a certain period after the solenoid valve (auxiliary air valve 25) is switched from the fully open state to the fully closed state. The following effects can be achieved by continuously performing the ignition control of the ignition device 41 by the ignition timing according to the first map 81 for the fully open state instead of the 82. That is, even when the amount of air immediately after closing the solenoid valve (auxiliary air valve 25) is large, it is possible to suppress a large increase in the engine speed. Similarly, regarding the fuel injection map referred to for controlling the fuel injection valve 27, the first fuel injection map is used while the auxiliary air valve 25 is controlled with reference to the first map 81. A second fuel injection map may be used while the control of 25 is made with reference to the second map 82.

The following is also possible as a modification of the flow of FIG. 5, and it is possible to prevent the ignition timing from being unmatched during the transition period. That is, in step S34, both the first map 81 and the second map 82 are searched, and the ignition timing (first timing in the first map 81 and second timing in the second map 82) corresponding to the parameter of the current time is obtained. Try to get information. Further, when the step S34 is reached to the step S36, the ignition control may be performed at a timing intermediate between the acquired first timing and the second timing. The intermediate timing may be an intermediate timing according to the elapsed state of a certain period determined in step S33. For example, at the beginning of a certain period (a time close to immediately after the fully closed state), the timing is closer to the first timing, and at the end of a certain period (a time near when step S33 is not a positive judgment but a negative judgment), the second timing. The timing may be closer to the timing.

As described above, an embodiment of ignition control by the ignition control unit 80 at the time of valve closing control by the open / close control unit 30 (during control before and after switching from fully open to fully closed) has been described with reference to FIG. Hereinafter, the valve closing control and the ignition control interlocking with each other will be described with reference to FIGS. 6 to 9. These valve closing control and ignition control are performed after the front and back determination of the two rotations of the crank shaft of the engine is confirmed. FIG. 6 is a functional block diagram of the valve closing control and the ignition control as the first idle control by the opening / closing control unit 30 and the ignition control unit 80 according to the embodiment.

At the end of the fast idle control, the temperature rise of the catalyst in the catalyst device 33 (FIG. 2) is also completed.

In FIG. 6, the open / close control unit 30 and the ignition control unit 80 are the auxiliary air valve control unit 305 that controls on / off of the auxiliary air valve 25 between the fully open state and the fully closed state, and the engine E in the first idle state. The ignition timing control unit 306 that controls the ignition timing so that the engine rotation speed NE detected by the rotation speed detection unit 31 becomes the first idle target rotation speed NE0, and the retard angle control by the ignition timing control unit 306. The running state of the motorcycle 1 is determined based on the detection of the retard angle detection unit 307 that determines whether the total retard angle amount from the base ignition timing has reached the set total retard angle amount and the throttle detection unit 38. The traveling state determination unit 309 is provided. (Here, the open / close control unit 30 includes an auxiliary air valve control unit 305 and a traveling state determination unit 309, and the ignition control unit 80 includes an ignition timing control unit 306 and a retard angle amount detection unit 307.)

The ignition timing control unit 306 controls the ignition timing at least from the base ignition timing to the retard side so that the engine rotation speed NE detected by the rotation speed detection unit 31 becomes the first idle target rotation speed NE0. In this embodiment, when the engine speed NE is lower than the first idle target speed NE0, the ignition timing control unit 306 controls the ignition timing to increase the engine speed NE. This is possible, and the ignition timing control unit 306 controls the ignition timing at a retard angle when the engine speed NE is higher than the first idle target speed NE0. Further, the retard angle detection unit 307 outputs an end signal for terminating the fast idle control when it is determined that the total retard angle amount from the base ignition timing has reached the set total retard angle amount, for example, 6 degrees. Further, the traveling state determination unit 309 can determine whether the motorcycle 1 is in an accelerated or steady traveling state, or is in a decelerating or stopped state, based on the detection value of the throttle detecting unit 38.

In the fast idle state from the start of the engine E to the completion of warm-up, the auxiliary air valve control unit 305, the ignition timing control unit 306, the retard angle amount detection unit 307, and the traveling state determination unit 309 are shown in FIGS. 7 and 8. According to the procedure shown, the ignition timing is controlled and the opening and closing of the auxiliary air valve 25 is controlled.

In this procedure, as an example of the first map 81 when the solenoid valve (auxiliary air valve 25) is fully open, as shown in steps S3, S6, S10, and S9 described later, at least according to the engine speed. This is an example in which the ignition timing with the retard angle amount is set in the first map 81. Further, the procedure shows an example in which the open / close control unit 30 switches the solenoid valve (auxiliary air valve 25) from the fully open state to the fully closed state based on the total retard angle amount.

The procedure will be described below. When it is confirmed in step S1 of FIG. 7 that the engine rotation speed is in the fast idle state, it is determined whether or not the engine rotation speed NE detected by the rotation speed detection unit 31 is less than the first set rotation speed NE1. Here, in the ignition timing control unit 306, the first set rotation speed NE1, the second set rotation speed NE2, the third set rotation speed NE3 which is the first threshold value, and the third set rotation speed NE3 which is larger than the third set rotation speed NE3. The fourth set rotation speed NE4, which is the threshold value of 2, is preset, and NE1 <NE2 <NE0 <NE3 <NE4.

When it is confirmed in step S2 that NE <NE1, after correcting the ignition timing with a large advance amount in step S3, whether or not the auxiliary air valve 25 is in the closed state in step S4, that is, It is confirmed whether or not the auxiliary air valve 25, which is a solenoid valve, is in the non-energized state and is closed, and if it is in the closed state, the process returns to step S1. When it is determined in step S1 that the state is not in the first idle state, the process bypasses steps S2 and S3 and proceeds from step S1 to step S4.

When it is determined in step S2 that NE1 ≤ NE, the process proceeds to step S5 to determine whether or not the engine rotation speed NE is less than the second set rotation speed NE2, and when it is confirmed that NE <NE2, the step is taken. After correcting the ignition timing with a small advance amount in S6, the process proceeds to step S4.

That is, when the engine speed NE is lower than the first idle target speed NE0 and is less than the second set rotation speed NE 2 , the ignition timing is controlled to increase the engine speed NE, but the engine speed NE is When the first set rotation speed is less than NE1, the advance correction is performed with a large advance amount, and when the engine rotation speed NE is the first set rotation speed NE1 or more and less than the second set rotation speed NE2, the advance amount is small. The advance angle will be corrected.

When it is determined in step S5 that NE2 ≤ NE, it is confirmed in step S7 whether the engine speed NE is equal to or higher than the third set rotation speed NE3, and the engine speed NE is equal to or higher than the third set rotation speed NE3. When it is determined that there is, it proceeds to step S8 and confirms whether or not the engine rotation speed NE is equal to or higher than the fourth set rotation speed NE4. Therefore, when it is confirmed in step S8 that NE3 ≦ NE <NE4, a small retard angle amount, for example, once the ignition timing is retarded, is corrected in step S9, and then the process proceeds to step S4. When it is confirmed in step S8 that NE4 ≦ NE, the ignition timing is corrected by a large retard angle amount, for example, twice in step S10, and then the process proceeds to step S4. Further, when it is confirmed in step S7 that NE <NE3, the process proceeds from step S7 to step S4.

That is, when the engine speed NE is higher than the first idle target speed NE0 and the third set speed NE3 or higher, the ignition timing is controlled by retarding in order to suppress the increase in the engine speed NE, but the engine speed NE When the third set rotation speed NE3 or more and less than the fourth set rotation speed NE4, the retard angle is corrected with a small retard angle amount, and when the engine rotation speed NE is the fourth set rotation speed NE4 or more, a large retard angle amount is used. The retard angle will be corrected.

When it is confirmed in step S4 that the auxiliary air valve 25 is open, the process proceeds to step S11 in FIG. 8, and in this step S11, it is confirmed whether or not the intake valve 15 is closed, and the intake valve 15 is closed. When is in the valve opening timing, the valve opening state of the auxiliary air valve 25 is maintained in step S12, and when the intake valve 15 is in the valve closing timing, it is determined in step S13 whether or not it is in the fast idle state.

In step S14 after confirming that the state is in the fast idle state in step S13, it is determined whether or not the total retard angle amount from the base ignition timing in the retard angle control has reached the set total retard angle amount (for example, 6 degrees). The retard angle detection unit 307 for determining determines whether or not the total retard angle amount from the base ignition timing has reached the set total retard angle amount and outputs an end signal for terminating the fast idle control. When the end signal is output, the auxiliary air valve 25 is fully closed in step S15 to end the fast idle control.

Further, in step S14, when it is determined that the end signal is not output from the retard angle amount detection unit 307, the process proceeds from step S14 to step S16, and whether the cooling water temperature TW detected by the temperature detection unit 32 exceeds the set temperature TW0. It is determined whether or not, and when TW> TW0, the process proceeds to step S17 to fully close the auxiliary air valve 25 and end the fast idle control. Therefore, the set temperature TW0 varies depending on the vehicle on which the engine E is mounted, and is, for example, 25 ° C.

That is, the auxiliary air valve control unit 305 closes the auxiliary air valve 25 in a fully closed state in response to the end signal output from the retard angle detection unit 307, and detects the temperature before the end signal is output from the retard angle detection unit 307. When the cooling water temperature TW detected by the unit 32 exceeds the set temperature TW0, the auxiliary air valve 25 is fully closed even before the end signal is output from the retard angle amount detection unit 307.

Moreover, since the timing at which the auxiliary air valve 25 is fully closed at the end of the fast idle control is set to the valve closing timing of the intake valve 15 by the determination in step S11, the auxiliary air valve 25 is fully closed from the fully open state. By changing to the state, the amount of intake air introduced into the combustion chamber 14 is prevented from suddenly changing during the opening of the intake valve 15. That is, in relation to this, according to the flow shown in FIGS. 7 and 8, the following first control is realized with respect to the valve closing control.

As the first control, as described above, the valve closing timing of the auxiliary air valve 25 can be set to a period other than the valve opening period (that is, the valve closing period) of the intake valve 15 by the determination in step S11. According to the first control, when the auxiliary air valve 25 is closed when the intake valve 15 is opened, that is, when the amount of intake air when air is taken into the combustion chamber 14 is detected, the air taken into the combustion chamber 14 is detected. It is possible to prevent the amount from changing and affecting the fuel injection control. That is, in the first control, the auxiliary air valve 25 is closed at a timing that does not affect the fuel injection control.

In the first control, the closing timing of the auxiliary air valve 25 is specifically set to the closing timing of the intake valve 15 by the judgment in step S11 as described above (at the timing immediately after the intake valve 15 is closed). Can be determined).

When it is determined in step S13 that the motorcycle is not in the first idle state, that is, when the traveling state determination unit 309 determines that the motorcycle has started traveling in the cold state where the warm-up has not been completed, the temperature detection unit 32 in step S18. It is determined whether or not the detected cooling water temperature TW exceeds the set temperature TW0, and when it is determined that TW> TW0, when it is confirmed in step S19 that the throttle valve 23 is closed, it is assisted in step S20. The air valve 25 is fully closed. That is, when the traveling state determination unit 309 determines that the motorcycle 1 is in the deceleration or stop state, the cooling water temperature TW detected by the temperature detection unit 32 before the end signal is output from the retard angle amount detection unit 307 is the set temperature TW0. When the temperature exceeds the limit, the auxiliary air valve 25 is fully closed.

Further, when TW ≤ TW 0 and when TW> TW 0 but the throttle valve 23 is open, that is, when the traveling state determination unit 309 determines that the motorcycle 1 is accelerating or in a steady traveling state, the retard angle amount is detected. Even if the cooling water temperature TW detected by the temperature detection unit 32 exceeds the set temperature TW0 before the end signal is output from the unit 307, the auxiliary air valve 25 is kept open in step S21.

According to the opening / closing control of the auxiliary air valve 25 by the auxiliary air valve control unit 305 and the ignition timing control by the ignition timing control unit 306, the auxiliary air valve 25 is maintained in a fully open state as shown in FIG. 9A. In addition, as shown in FIG. 9 (b), the engine speed NE shown in FIG. 9 (c) is the third in a state where the ignition device 41 is ignition controlled according to the first map 81 as the first idle map. At time t1 when the set rotation speed is NE3 or higher, the ignition timing retard control is started so as to retard from the base ignition timing as shown in FIG. 9D, and the engine rotation speed NE In a state where the third set rotation speed is NE3 or more and is less than the fourth set rotation speed NE4, the retard angle control is performed with a small retard angle amount (for example, 1 degree). Moreover, the retard angle control is performed so that the retard angle amount is integrated every time the predetermined time ΔT corresponding to the calculation cycle by the ECU 300 elapses, and the total retard angle amount increases with the passage of time. Will go.

Further, at the time t2 when the engine rotation speed NE detected by the rotation speed detection unit 31 becomes the fourth set rotation speed NE4 or more, the retard angle control with a large retard angle amount (for example, 2 degrees) of the ignition timing is started. It will be. Therefore, at the time t3 when the total retard angle amount from the base ignition timing reaches a predetermined set total retardation amount, the retard angle amount detection unit 307 outputs an end signal , and the first idle control is performed accordingly. At time t3, the auxiliary air valve 25 changes from the fully open state to the fully closed state, and the ignition device 41 is ignited according to the transition period (corresponding to the period via step S34 in FIG. 5 described above). Will receive.

In the transition period from the time t3 to the time t4, by continuously using the first map 81 as described in the flow of FIG. 5, a sharp increase in the engine speed is suppressed. The second map 82 is used after the time t4 when the transition period ends.

Next, the operation of this embodiment will be described. In the fast idle state with the auxiliary air valve 25 fully open, the total retard angle from the base ignition timing in the retard angle control by the ignition timing control unit 306 is set. When the amount is reached, the retard angle amount detection unit 307 outputs an end signal for terminating the fast idle control, and the auxiliary air valve control unit 305 sets the auxiliary air valve 25 in a fully closed state according to the output of the end signal. .. (This corresponds to the case where the engine reaches step S14 to step S15.) That is, the warm-up state of the engine E is determined according to the ignition retard angle amount regardless of the cooling water temperature TW, which is an index representing the engine temperature. Therefore, while controlling the engine speed NE to be the target first idle speed NE0 by performing ignition retard, the timing of warm-up end can be detected promptly and accurately even in an environment where the engine temperature does not rise easily. , It is possible to prevent the first idle control from becoming unnecessarily long.

Further, when the cooling water temperature TW detected by the temperature detection unit 32 exceeds the set temperature before the end signal is output from the retard angle amount detection unit 307, the auxiliary air valve control unit 305 ends from the retard angle amount detection unit 307. Since the auxiliary air valve 25 is fully closed even before the signal is output, it is possible to more accurately detect the timing of the end of warm-up and prevent the fast idle control from becoming unnecessarily long. (This corresponds to the case where step S16 leads to step S17.)

Further, the ignition timing control unit 306 has a second threshold value in which the engine rotation speed NE detected by the rotation speed detection unit 31 is equal to or higher than the third set rotation speed NE3, which is the first threshold value, and is larger than the first threshold value. When the fourth set rotation speed is less than NE4, the ignition timing is retarded with a small retard angle amount every predetermined time, and the engine rotation speed NE detected by the rotation speed detection unit 31 is the fourth set rotation speed NE4. Since the ignition timing is sometimes corrected with a large retard angle every predetermined time, the retard angle gradually increases in the process of increasing the engine speed NE by the fast idle control. Since the angle control is performed, it is possible to suppress a sudden change in the engine speed NE and stabilize the engine speed NE.

Further, when the traveling state determination unit 309 that determines the traveling state of the vehicle based on the detection of the throttle detecting unit 38 that detects the throttle operation or the accelerator depression state determines that the motorcycle is in an accelerated or steady driving state, it is delayed. Even if the engine temperature detected by the temperature detection unit 32 before the end signal output from the angle amount detection unit 307 exceeds the set temperature TW0, the auxiliary air valve 25 is maintained in the fully open state, so that the first idle control does not end. When the motorcycle starts running in this state and the motorcycle is accelerating or in a steady running state, it assists even if the engine temperature detected by the temperature detection unit 32 exceeds the set temperature TW0 as the warm-up state is reached. By keeping the air valve 25 in a fully open state, it is possible to suppress a change in the engine speed NE and suppress a decrease in drivability. (This corresponds to the case where the step S18 is reached to step S21.)

Further, when the traveling state determination unit 309 determines that the motorcycle is in the deceleration or stop state, the auxiliary air valve control unit 305 is detected by the temperature detection unit 32 before the end signal is output from the retard angle amount detection unit 307. When the engine temperature exceeds the set temperature TW0, the auxiliary air valve 25 is fully closed. Therefore, when the warm-up state is reached, the auxiliary air valve 25 is closed without affecting drivability. Idle control can be terminated. (This corresponds to the case where step S19 is reached to step S20.)

Further, the timer control may be set as the switching time for switching the auxiliary air valve 25 to fully closed, and the timer control time may be changed according to the engine temperature detected by the temperature detection unit 32. That is, when the flow is followed in the order of steps S18, S19, and S20, instead of immediately switching the auxiliary air valve 25 to fully closed in step S20, as another embodiment of the step S20, a variable based on the engine temperature is made. The auxiliary air valve 25 may be switched to fully closed after the warm-up completion determination is obtained by waiting for the timer control time. In this case, the following second control is realized with respect to the valve closing control. That is, the valve closing condition of the auxiliary air valve 25 satisfies three determinations of (1) timer determination, (2) engine speed (NE) determination (determination of being within a predetermined range), and (3) warm-up completion determination. Therefore, since the three judgments are obtained after obtaining the affirmative judgment in step S11, the auxiliary air valve 25 is closed immediately after the valve closing timing of the intake valve 15 when the three judgments are obtained. ..

Similarly, even when the flow is followed in the order of steps S16 and S17, instead of immediately switching the auxiliary air valve 25 to fully closed in step S17, as another embodiment of the step S17, a variable based on the engine temperature is made. The auxiliary air valve 25 may be switched to fully closed after the warm-up completion determination is obtained by waiting for the timer control time. In this case as well, the above-mentioned second control regarding the valve closing control is realized.

In the above second control, as in the first control, the auxiliary air valve 25 may be switched to fully closed at a time other than the opening timing of the intake valve 15 after obtaining three determinations.

Although the examples of valve closing control and ignition control by the opening / closing control unit 30 and the ignition control unit 80 have been described above, other modifications are also possible. For example, in the above embodiment, the cooling water temperature TW is detected as an index representing the engine temperature, but the wall temperature of the cylinder block 11 or the cylinder head 12 in the engine body 10 may be detected, or the engine body may be detected. The temperature of the lubricating oil circulating in 10 may be detected.

Further, as an additional process and / or an alternative process to the valve closing control by the flow of FIGS. 7 and 8, the engine temperature is constant (particularly, as another embodiment of step S21 when following steps S18, S19, S21). When the temperature is (for example, 10 ° C.) or higher and the engine speed NE is constant (for example, 4500 rpm) or higher, the open / close control unit 30 may forcibly perform valve closing control. As a result, even when the throttle is suddenly opened, it is possible to suppress the engine speed from rising. Further, the first control and the second control have been described as being interlocked with the control based on the total retard angle amount by the flow of FIGS. 7 and 8, but the first control and the second control are respectively interlocked without the interlocking. It may be executed independently.

300 ... Engine control unit (ECU), 80 ... Ignition control unit, 81 ... First map, 82 ... Second map, 41 ... Ignition device, 30 ... Open / close control unit, 25 ... Auxiliary air valve

Claims (7)

An auxiliary intake passage (24) connected to the intake passage (22) by bypassing the throttle valve (23) provided in the middle of the intake passage (22).
An auxiliary air valve (25) interposed in the auxiliary intake passage (24) so as to be able to switch between a fully open state and a fully closed state,
An open / close control unit (30) that controls the auxiliary air valve (25) on / off between the fully closed state and the fully open state by setting the auxiliary air valve (25) to the fully open state when energized.
In the engine control device (300) of a saddle-type vehicle including an ignition control unit (80) that controls the ignition device (41) of the engine (E).
The first map (81) when the auxiliary air valve (25) is in the fully open state as an ignition timing map in which at least the parameters including the throttle opening and the engine speed and the ignition timing corresponding to the parameters are associated with each other. A second map (82) when the auxiliary air valve (25) is fully closed is provided in advance, and the first map (81) has an ignition timing later than that of the second map (82). It is configured to be horned and
The ignition control unit (80) controls the ignition device (41) based on the first map and the second map .
The opening / closing control unit (30) further controls the auxiliary air valve (25) to be closed (S11, S20, S15, S17) except for the valve opening period of the intake valve (15) of the engine (E). Characterized engine control device. An auxiliary intake passage (24) connected to the intake passage (22) by bypassing the throttle valve (23) provided in the middle of the intake passage (22).
An auxiliary air valve (25) interposed in the auxiliary intake passage (24) so as to be able to switch between a fully open state and a fully closed state,
An open / close control unit (30) that controls the auxiliary air valve (25) on / off between the fully closed state and the fully open state by setting the auxiliary air valve (25) to the fully open state when energized.
In the engine control device (300) of a saddle-type vehicle including an ignition control unit (80) that controls the ignition device (41) of the engine (E).
The first map (81) when the auxiliary air valve (25) is in the fully open state as an ignition timing map in which at least the parameters including the throttle opening and the engine speed and the ignition timing corresponding to the parameters are associated with each other. A second map (82) when the auxiliary air valve (25) is fully closed is provided in advance, and the first map (81) has an ignition timing later than that of the second map (82). It is configured to be horned and
The ignition control unit (80) controls the ignition device (41) based on the first map and the second map .
The opening / closing control unit (30) further controls the closing of the auxiliary air valve (25) immediately after the closing timing of the intake valve (15) of the engine (E) (S11, S20, S15, S17). An engine control device featuring. An auxiliary intake passage (24) connected to the intake passage (22) by bypassing the throttle valve (23) provided in the middle of the intake passage (22).
An auxiliary air valve (25) interposed in the auxiliary intake passage (24) so as to be able to switch between a fully open state and a fully closed state,
An open / close control unit (30) that controls the auxiliary air valve (25) on / off between the fully closed state and the fully open state by setting the auxiliary air valve (25) to the fully open state when energized.
In the engine control device (300) of a saddle-type vehicle including an ignition control unit (80) that controls the ignition device (41) of the engine (E).
The first map (81) when the auxiliary air valve (25) is in the fully open state as an ignition timing map in which at least the parameters including the throttle opening and the engine speed and the ignition timing corresponding to the parameters are associated with each other. A second map (82) when the auxiliary air valve (25) is fully closed is provided in advance, and the first map (81) has an ignition timing later than that of the second map (82). It is configured to be horned and
The ignition control unit (80) controls the ignition device (41) based on the first map and the second map .
The open / close control unit (30) further changes the time of timer control according to the engine temperature, and is based on the engine temperature by counting the passage of time when controlled with reference to the first map (81). The intake valve (15) of the engine (E) when the warm-up completion determination obtained by waiting for the variable timer control time and the engine rotation speed determination when the engine rotation speed is within a predetermined range are obtained. An engine control device for controlling the auxiliary air valve (25) to be closed immediately after the valve closing timing . In the ignition control unit (80), the crank shaft of the engine (E) rotates by a predetermined angle after the auxiliary air valve (25) is switched from the fully open state to the fully closed state by the open / close control unit (30). The ignition device (41) is controlled based on the first map (81) (S34), and after rotating by the predetermined angle, the ignition device (82) is used based on the second map (82). 41) The engine control device according to any one of claims 1 to 3, wherein the engine control device (S35) is controlled. The ignition control unit (80) is based on the first map (81) for a certain period after the auxiliary air valve (25) is switched from the fully open state to the fully closed state by the open / close control unit (30). 1. The ignition device (41) is controlled (S34), and after a certain period of time, the ignition device (41) is controlled based on the second map (82) (S35). The engine control device according to any one of 3 . A catalyst device (33) is arranged in the middle of the exhaust passage (26) of the engine (E).
After the engine (E) is started, the opening / closing control unit (30) sets the auxiliary air valve (25) to the fully open state, and the ignition control unit (80) makes the ignition control unit (80) based on the first map (81). The engine control device according to any one of claims 1 to 5 , wherein the catalyst of the catalyst device (33) is configured to raise the temperature by controlling the ignition device (41). The opening / closing control unit (30) is further characterized in that when the engine temperature is above a certain level and the engine speed is above a certain level, the auxiliary air valve (25) is forcibly closed and controlled. Item 6. The engine control device according to any one of Items 1 to 6.

Images