JPH02218862A - Fuel feed device for two-cycle engine - Google Patents

Abstract

PURPOSE:To enable the efficient oil induction into a crank case in a one having an electron fuel injection equipment provided on an intake pipe having an engine oil feed port by installing the injection equipment in such a manner as to inject a fuel toward the engine oil feed port. CONSTITUTION:A V-type two-cycle engine E loaded in a motorcycle has each front and rear bank 1F, 1R, and a throttle valve 58, and main and sub injectors 51, 52 situated on the lower stream side of this valve are disposed in an intake pipe connected to a crank case every bank 1F, 1R. Each intake pipe has an oil feed port 77 to which a lubricating oil in an oil tank 75 is fed by the drive of an oil pump 76. In this case, the sub injector 52 is installed in such a manner as to inject a fuel toward the oil feed port 77, and the main injector 51 is installed in such a manner as to inject the fuel toward a lead valve 66.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel supply system for a two-stroke engine, and in particular to a fuel supply system for a two-stroke engine using an electronic fuel injection device. .

(Prior art) An electronic fuel injection device (F L11) is installed in a two-stroke engine.
31 Injection), a method has been proposed in which the fuel injection amount is determined based on the engine rotational speed Ne and the throttle opening θth. This method is described in, for example, Japanese Patent Laid-Open No. 59-49337.

Furthermore, some two-stroke engines are configured to discharge engine oil onto the inner wall of an intake pipe and introduce the engine oil into the crankcase via a reed valve.

(Problem to be Solved by the Invention) As described above, in a two-stroke engine configured to discharge engine oil onto the inner wall of the intake pipe and introduce it into the crankcase, the engine oil is discharged into the crankcase. The oil is introduced by gravity or by the air flow of intake air passing through the intake pipe, so oil supply is not very efficient. This tendency is particularly strong when the engine speed is low because the amount of intake air is small.

As a result, a larger amount of engine oil than necessary has to be discharged into the intake pipe, resulting in increased engine oil consumption or an increased amount of engine oil remaining at the bottom of the crankcase when the engine is stopped. When the engine is started, the oil mixture ratio in the combustion chamber becomes too rich, and the oil component of the air-fuel mixture is not combusted, leading to concerns that white smoke may be discharged from the exhaust pipe or engine oil may be directly scattered.

The present invention has been made to solve the above-mentioned problems, and its purpose is to provide a fuel supply system for a two-stroke engine that can efficiently introduce engine oil into the crankcase. It is about providing.

(Means and Effects for Solving the Problems) In order to solve the above-mentioned problems, the present invention has an injector attached so as to inject fuel toward an engine oil supply port opened on the inner wall of the intake pipe. The points are distinctive. This results in
Engine oil discharged into the intake pipe is introduced into the crankcase so as to be washed away by the injected fuel.

In addition, multiple injectors are installed in the intake pipe connected to the - cylinder, at least one of which is installed so as to inject fuel toward the engine oil supply port opened in the intake pipe, and the other injector is connected to the reed valve. It is also unique in that it is installed in such a way that it injects fuel towards the target. As a result, when fuel is injected toward the engine oil supply port under conditions such as low engine speed or low throttle opening where oil supply is not efficient, the engine oil is washed away and flows into the crankcase. In high engine rotation conditions or high throttle opening conditions, etc., when oil is introduced and oil is supplied efficiently,
By injecting fuel toward the reed valve, efficient fuel supply can be achieved.

(Example) Hereinafter, the present invention will be described in detail as applied to a V-type engine with reference to the drawings.

Fig. 2 is a block diagram showing the configuration of an embodiment of the present invention, Fig. 3 is a sectional view taken along line IX-IX in Fig. 2, and Fig. 4 is a sectional view taken along line XX in Fig. 3. It is.

In each figure, a V-type two-stroke engine E installed in a motorcycle has two cylinders, namely, the front cylinder (front bank, hereinafter referred to as F bank) IF and the rear cylinder (rear bank, hereinafter referred to as R bank) IR. We are prepared. Note that, in FIG. 2, a part of the F bank IF and the intake pipe, exhaust pipe, etc. that should be connected to the F bank IF are omitted. Further, the ignition timings of the F bank IF and R bank IR of this V-type two-stroke engine E are set, for example, after the TDC pulse output and after the crankshaft has rotated 90 degrees from the pulse output.

Exhaust boats 3A and 3B are opened on the inner surface of the cylinder 1 and are opened and closed by pistons 2A and 2B that are slidably disposed inside the cylinder 1.
Control valves 4A and 4B are disposed above the exhaust port to control the timing of opening and closing of valve 3B. Further, the exhaust pipe 5 connected to the exhaust port 3A has a first pipe portion 5a whose downstream end is enlarged in diameter;
It consists of a truncated conical second pipe part 5b whose large diameter end is connected to the downstream end of the first pipe part 5a, and an expansion chamber 6 is provided in the downstream end of the first pipe part 5a and in the second pipe part 5b. provided.

A communication pipe 23 is fitted and fixed to the small diameter end, that is, the downstream end, of the second pipe portion 5b of the exhaust pipe 5, and the outer end of the communication pipe 23 is connected to the muffler 8. A truncated conical reflection tube 24 is disposed within the second pipe portion 5b as a control actuation means that reflects positive pressure waves generated by exhaust toward the exhaust port 3A. This reflection tube 24 is arranged in the second tube section 5b with its large diameter end facing the first tube section 5a, and a collar 25 (FIG. 4) fitted on the small diameter end of the reflection tube 24 is disposed in the second tube section 5b. Communication pipe 23
is slidably fitted around the outer periphery of the

A servo motor 26 as a drive source whose operation is controlled by an electronic control device 20 is connected to a transmission mechanism 27 in the reflection tube 24 .
connected via. That is, in the second pipe portion 5b,
A drive shaft 29 is rotatably supported by a bearing portion 28 provided on the upper outer surface of the large diameter end, and the drive shaft 29 and a driven shaft 30 installed on the large diameter end of the reflection tube 24 are connected to a connecting rod. 3
1, and a transmission mechanism 27 is connected to the drive shaft 29.

In addition, in order to allow the connecting rod 31 to swing, the second pipe portion 5b
A long hole 32 and a notch 33 extending in the generatrix direction are provided at the upper part of the large diameter end of the reflecting tube 24. According to this configuration, the connecting rod 31 swings as the drive shaft 29 is driven, thereby causing the reflection tube 24 to slide along the communication tube 23.

As shown in FIG. 4, when the reflection tube 24 moves to the rearmost position and the frontmost position, the annular elastic members 24a and 24b for regulating the position of the reflection tube 24 are attached to the exhaust pipe. It is located within 5.

A potentiometer 34 is attached to the servo motor 26, and this potentiometer 34 detects the position of the reflection tube 24, that is, the amount of rotation of the drive shaft 29, and this detected amount θt is electronically transmitted via the A/D converter 60. It is input to the control device 20.

In addition, an exhaust pipe (not shown) connected to the exhaust port 3B
The reflection tube disposed inside may be driven by the servo motor 26 or another servo motor.

Control valves 4A and 4 provided in the exhaust boats 3A and 3B
B is a drive shaft 12A rotatably disposed on the cylinder 1;
, 12B. The drive shaft 12A is connected to a servo motor 14 as a drive source via a transmission mechanism 13 consisting of a booster, a transmission belt, and the like. Further, the servo motor 141; is a potentiometer 1 for detecting the operating amount of the servo motor 14, that is, the opening degree of the control valve 4A.
5 is attached, and this detected amount θ' is also input to the electronic control device 20 via the A/D converter 60.

Note that the drive shaft 12B may be driven by the servo motor 14 or another servo motor.

1 in the intake pipe connected to the R bank IR on the air flow downstream side of the throttle valve 58 of the two-cycle engine E. Main injector 51 and sub-injector 5
2 is placed. In this example, the fuel injection amount per unit energization time of the main injector 51 is set to be larger than that of the sub-injector 52.

On the air flow downstream side of the throttle valve 58, the F bank I
Two types of injectors similar to the injectors 51 and 52 are also arranged in the intake pipe connected to F.

The main injector 51 has a valve body 6 of a reed valve.
6, and the sub-injector 52 is arranged to inject fuel toward an engine oil (hereinafter simply referred to as oil) supply lower 7 opened downstream of the throttle valve 58. There is.

FIG. 1 shows an enlarged view of the main and sub-injector 51, 52 attachment portions in the intake pipe connected to the R bank IR.

In FIG. 1, symbols 51A and 52A are fuel injection ports;
51B and 52B indicate fuel injection ranges.

The main and sub-injectors 51, 52 are connected to a fuel tank 56 via a fuel pump 54,
Those fuel injection times (energization times) are determined by the electronic control unit 2.
Controlled by 0. Furthermore, lubricating oil is supplied to the oil supply lower 7 from an oil tank 75 by driving an oil pump 76 .

As a result of arranging each injector in this way, for example, when it is necessary to supply a large amount of fuel in a high engine speed region, if fuel is injected using the main injector 51, the fuel can be efficiently delivered through the reed valve. Can be fed into the crankcase.

Furthermore, when a large amount of fuel is not required in a low engine speed region, if fuel is injected using the sub-injector 52, the oil discharged from the oil supply lower 7 is washed away by the injected fuel. In this way, it can be efficiently supplied into the crankcase via the reed valve.

The throttle valve 58 has an opening degree θt of the throttle valve.
A potentiometer 59 for detecting h is attached,
This detected amount θth is also input to the electronic control device 20 via the A/D converter 60.

A plurality of pawls 62 are formed on the crankshaft 61 of the two-stroke engine. This claw 62 is the first balsa P
C1 and the second balsa PC2. Said first
The output signals of the second pulsers PCI and PO2 are input to the electronic control device 20.

Further, output signals (front wheel rotation speed F and rear wheel rotation speed R) of the front wheel rotation speed detection sensor Se and the rear wheel rotation speed detection sensor Sc of the motorcycle are input to the electronic control device 20.

Additionally, a finger pressure sensor 72 detects combustion chamber pressure (hereinafter referred to as finger pressure) Pl, a coolant temperature sensor 73 detects engine coolant temperature Tv, an intake pipe negative pressure sensor 74 detects intake pipe negative pressure pb, and atmospheric pressure Pa. An atmospheric pressure sensor 78 to detect and an atmospheric temperature sensor 80 to detect atmospheric temperature Ta are also connected to the electronic control device 20 via the A/D converter 60. A finger pressure sensor and an intake pipe negative pressure sensor are also provided on the F bank IF side.

In addition, although the acupressure sensor 72 is provided near the spark plug 71 in FIG. 2, it may be provided near the exhaust port.

The electronic control device 20 is a CPU ROM.

It is equipped with a microcomputer consisting of RAM, an input/output interface, a bus connecting them, etc., and as described later, it controls the energization timing and duration of the main and sub-injectors, as well as the ignition and control of the spark plugs. The opening degree of the valves 4A and 4B and the position of the reflection tube are controlled.

Note that numerals 57, 65, 66 and 79 are an air cleaner, a reed valve housing, a valve body of the reed valve, and a battery, respectively.

Further, the arrow mark indicates the rotational direction of the crankshaft, and the arrows a and C indicate the inflow direction of the air-fuel mixture.

Next, the operation of one embodiment of the present invention will be explained.

The operations of this embodiment are basically divided into a main routine and operations executed by Ne pulse interrupts, which will be described later.

Here, the Ne pulse and cylinder pulse (or TDC pulse, hereinafter C pulse) necessary for explaining the operation of one embodiment of the present invention will be explained.
The YL pulse) will be briefly explained.

FIG. 6 is a diagram for explaining the Ne pulse and the CYL pulse, and FIG. Figure (b) shows the crankshaft 61 in the same figure (
a) First and second balsa P when rotated in the direction of the arrow
It is a timing chart of pulses output from CI and PO2, as well as Ne pulse and CYL pulse.

As is clear from FIG. 6, the Ne pulse and the CYL pulse are the OR signal and AND signal of the pulses output from the first and second balsas PCI and PO2.

Here, as shown in detail in Fig. 7, the first and second
The pulses output from pulsers PCI and PO2 include:
Since there is a slight time lag, the No pulse, which is an OR signal, is output faster than the CYL pulse, which is an AND signal. Note that when the No pulse and the CYL pulse are output at the same time, processing using the Ne pulse is performed with priority.

In addition, the stage counter (see Figure 19) is incremented each time a Ne pulse is output, and this count value is incremented each time a CYL pulse is output or
It is reset to 0 every time a predetermined number of Ne pulses are output after the L pulse is output. That is, in this example, the number of stages (stage number) is θ to 6.

FIG. 8 is a flowchart showing a main routine executed by the electronic control unit 20 among the operations of one embodiment of the present invention.

First, in step S1, the engine stall flag (Xenst
), cranking flag (X crng), Ne flag (Neflag) and rear bank flag (Xrba
nk) are respectively set to "11".

Further, the count value of a kick counter, which will be described later with respect to step S22 in FIG. 9, is reset to zero.

In step S2, an initial routine is executed.

FIG. 9 is a flowchart showing details of the initial routine.

First, in step S21, the engine state, that is, various engine parameters (atmospheric temperature Ta, cooling water temperature T
V, atmospheric pressure Pa1, negative pressure Pb in the intake pipe (negative pressure Pbr and/or Pbf' in the intake pipe on the R bank side and/or F bank side), throttle opening θth, and battery voltage vb) are shown in FIG. The information is input from various means.

In step S22, 1 is added to the kick counter.

In step S23, the correction coefficient Kklck is read from the kick counter table.

FIG. 10 is a diagram showing details of the kick counter table. As shown in FIG. 10, the correction coefficient K kl
ck is 1 when the count value of the kick counter is 1.
0, but it is set to decrease as the count value increases.

In step S24, simultaneous fuel injection ff is performed to simultaneously inject fuel into F bank IF and R bank IR.
1T1 is calculated by a known method using the various engine parameters detected in step 821.

Note that the fuel injection amount TI calculated or retrieved in step S24 or steps S4 or S6 described later is the energization time to the solenoid of the main injector or sub-injector. Whether the main injector or the sub-injector is used to perform fuel injection is determined, for example, depending on the amount of fuel to be injected.

In step S25, the simultaneous injection amount T1 obtained in step S24 is corrected using the first equation.

Toutst-KklckXTl
-' (1) In step 826, an interrupt that is executed when the conditions of step S27, which will be described later, is satisfied is permitted. That is, as shown in step S27, when Xen5t changes from "0" to '12, the process is interrupted in step S22, but this interruption is performed only after the process in step 826 is completed. That is, after the ignition switch is turned on, the processes from steps S21 to S25 are always executed, and the interrupt shown in step S27 becomes possible only after the process in step S26 is completed. X enst is “0”
As will be described later with reference to FIG. 18, if the engine speed becomes less than the predetermined speed after the simultaneous injection, that is, after the kick operation,
This is a case where ignition fails.

When the interrupt in step S27 is performed, the count value of the kick counter is increased by 1 (step S22),
Kkick is searched (step 523), and simultaneous injection m
T1 is retrieved (step 524) and the simultaneous injection amount is corrected using the first equation.

As is clear from FIG. 10, when the count value of the kick counter increases, the value of Kkfck decreases, so the simultaneous injection amount decreases each time this interruption is performed.

In a motorcycle that starts using a kick starter device, when a kick operation is performed, a predetermined amount of fuel is injected, but if the kick does not cause ignition,
If the kick operation is performed again and the same amount of fuel is injected again, the air-fuel mixture will become overrich due to the influence of unburned gas in the combustion chamber, which may impair startability.

On the other hand, the correction coefficient Kkl as shown in FIG.
If the simultaneous injection amount is corrected using ck, the above-mentioned concerns will be resolved.

Now, after the process of step S26, the process returns to the main routine.

Returning to FIG. 8, in step S3, x crng
It is determined whether or not is "1". This Xcrng specifies whether or not the vehicle is in a cranking state, as will be described later regarding step 5121 in FIG. At the initial time, the step S
Since Xcrng is set to '1' in step S4, the process moves to step S4.

In step S4, from the cranking table,
Using the cooling water temperature Tv, the fuel injection amount T1 during cranking (up to about two revolutions of the crankshaft from completion of startup to warm-up) is searched. FIG. 11 shows the cranking table.

In step S5, T
I is stored in a predetermined register.

In step S8, the intake pipe internal negative pressure pb or the finger pressure P
1 is executed. This routine is shown in FIG.

In FIG. 12, first in step S81, R
Correction coefficient Kpbr based on negative pressure Pb in the intake pipe on the bank side (hereinafter referred to as Pbr) or finger pressure P1 on the R bank side
(hereinafter referred to as Pjr), a correction coefficient Kp1r is calculated. This calculation subroutine is shown in FIG.

In FIG. 13, first, in step 5811, the interval Me (reciprocal of the engine rotation speed Ne) at which Ne pulses defining a predetermined stage are output is set to Mekpbca
Whether it is less than or equal to lc, that is, the engine rotation speed Ne
It is determined whether or not the rotation speed is equal to or higher than a predetermined rotation speed (for example, 6000 rpm).

If Me exceeds Mekpbcalc (if the engine speed is low), the subroutine ends.

If Me is less than or equal to Mekpbcalc (if the engine speed is high), in step 5812, the negative pressure in the intake pipe (hereinafter referred to as target Pbr) during the ignition state of the R bank is set to the engine speed Ne and the throttle opening θth. Search from the target Pbr map using as a parameter. This target Pbr map contains N
Using e and θth as parameters, the target Pb
The value of r is set. This target Pbr map can be constructed through experiments using R banks.

In step 5813, the actual intake pipe internal negative pressure Pbr on the R bank side is read.

In step 5814, the difference (Δ) obtained by subtracting the target Pbr from the actual Pbr is determined to be a predetermined pressure (for example, 7.
5 [mmHg]).

If Δ exceeds the predetermined pressure, in step 5815, 1K pbb is determined from the K pbbottow table.
Otto is calculated. This K pbbottom table includes engine speed Ne and throttle opening θ.
Each ta K pbbotto with th as a parameter
The value of ti is set.

The K pbbottoi table is shown in FIG. 1st
In FIG. 4, if the engine rotation speed Ne is equal to or higher than a predetermined rotation speed, data indicated as "high Ne" is selected, and if it is less than the predetermined rotation speed, data indicated as "low Ne" is selected. Note that in this table, K pbbot
The tom data is set at 5 points each according to the throttle opening θth, and the K pbbotto
Calculation of a is based on engine speed Ne and throttle opening θ
This is done by reading th, but the actual throttle opening θt
h is set in the K pbbottoi table
If the value does not correspond to the pbbottom data, K pbbottoa is calculated by interpolation.

In step 5816, a correction coefficient K pbr is calculated. A method of calculating the correction coefficient Kpbr will be explained using FIG. 15. In Fig. 15, the horizontal axis is atmospheric pressure Pa
The pressure value obtained by subtracting the intake pipe internal negative pressure pb from the pressure value, and the vertical axis indicates the correction coefficient K pbr.

First, a point of 0 is set on the Kpbr axis for the pressure value obtained by subtracting the target Pbr from the atmospheric pressure Pa, and at the same time, the point K p calculated in step 5815 is set for the pressure value 0.
Set a point corresponding to the value of bbottoa+.

Then, a straight line C passing through these two points is determined, and on this straight line C, K corresponding to the difference obtained by subtracting the actual Pbr from the atmospheric pressure Pa (point indicated by A in Fig. 15) is determined.
A point on the pbr axis (point indicated by B in FIG. 15) is calculated by linear interpolation. The value of this point B becomes the value of Kpbr to be calculated.

Since the target Pbr is the Pbr in the ignition state, it is lower than the Pbr value at the time of a misfire, and if the actually detected value of the intake pipe negative pressure Pbr is a value far from the target Pbr, a misfire will occur in the R bank. It is estimated that this has occurred (step 5814). Therefore, in this case, 1
The correction coefficient Kpbr is set smaller than the eighth
As will be described later in step S9 in the figure, the fuel injection amount TI is multiplied by the correction coefficient Kpbr to reduce the fuel injection amount.

Note that the determination in step 5814 is that, as shown in FIG. 15, the difference obtained by subtracting (atmospheric pressure Pa - actual intake pipe negative pressure P br) from (atmospheric pressure pa - target br) is If it is within the range indicated by the sign Δ, it is estimated that no misfire has occurred in the R bank, and the correction coefficient Kpb is
Do not calculate r (or change the correction coefficient K pbr to 1
).

After the process of step 8816 is completed, the process ends.

As is clear from the above explanation, the calculation of K pbr for correcting the fuel injection amount is performed when the engine rotation speed Ne is equal to or higher than a predetermined rotation speed (for example, 6000 [rpm]) (step 5811), and a misfire occurs. (step 5814).

Generally, when the exhaust system of a two-stroke engine is set to obtain a high intake ratio at a high engine speed Ne (for example, 6000 [rpm] or more), the throttle opening θth is small and a misfire occurs. In this case, the intake ratio becomes low. After this, the throttle opening θt
When h is increased, for example, if you try to control the fuel injection amount using only the throttle opening θth and/or the engine speed Ne, only the fuel injection amount will be increased even though the intake ratio is low, causing the mixture to overflow. Become rich,
It becomes impossible to smoothly transition from a misfire state to an ignition state.

On the other hand, if the misfire state of the engine is detected and the fuel injection amount is reduced when the engine recovers from the misfire state as in this embodiment, the fuel determined according to the throttle opening θth will be immediately injected. Even if the fuel-air mixture does not become overrich, the misfire state can smoothly transition to the ignition state.

Now, if it is determined in the step 5814 that the difference (Δ) obtained by subtracting the target Pbr from the actual Pbr does not exceed the predetermined pressure, then in the step 5817, the throttle opening θth is changed to a predetermined opening (for example, 50 %
) or more is determined. If the opening degree is not equal to or greater than the predetermined opening degree, the process ends.

If the opening degree is greater than or equal to the predetermined opening degree, the process proceeds to step 5818, and a correction coefficient Kplr is calculated. This step 8818
The subroutine is shown in FIG.

In FIG. 16, in step 5g1ai, R
It is determined whether the actual acupressure P1r of the bank is less than or equal to a predetermined pressure. If the predetermined pressure is exceeded, the process ends.

If the actual finger pressure Pir of the R bank is less than or equal to the predetermined pressure, it is determined that the R bank is in a misfire state, and in step 38182, the correction coefficient Kplr is read from the Kplr table according to Me. This Kplr
The table is shown in FIG.

In Figure 17, K
If the value of plr is set, but the value of Kplr corresponding to Me to be read is not set, Kplr is determined by interpolation calculation.

After the process of step 58182 is completed, the process ends.

Returning to FIG. 13, after the process of step 8818 is finished, the process ends.

Now, the correction coefficient K pir calculated in step 8818 is multiplied by the fuel injection amount TI to reduce the fuel injection amount, as will be described later with respect to step S9 in FIG.

The significance of reducing the fuel injection amount by the correction coefficient Kplr is as follows.

That is, when the correction coefficient Kplr is calculated, the difference between the actual intake pipe internal negative pressure Pbr and the target Pbr is within a predetermined pressure difference (step 5814 in FIG. 13), and the throttle opening θth is in a high opening state. (step 5817 in FIG. 13), and the actual acupressure Pir is below a predetermined value (step 38181 in FIG. 16).

If the difference between the actual intake pipe negative pressure Pbr and the target Pbr is within the predetermined pressure difference Δ, the calculation of the correction coefficient Kpbr (step 5816 in FIG. 13), that is, the correction using the correction coefficient Kpbr is not performed. However, when the throttle opening θth is in a high opening state, the 15th
Since the value of (atmospheric pressure pa target br) shown in the figure approaches the origin, even if a misfire occurs in the cylinder, this misfire may not be determined. That is, if from the origin in Fig. 15 (atmospheric pressure Pa - target P
If the pressure difference up to br) had become Δ,
Even if a misfire occurs, the amount of injected fuel is not corrected. In other words, when the throttle opening θth is in a high opening state, the target Pbr value is close to atmospheric pressure, so even if a misfire occurs, (atmospheric pressure Pa - target Pbr) The value falls within the range of Δ, and the fuel injection amount is not corrected.

Therefore, the target Pbr and the actual intake pipe negative pressure P
Even if the difference with br is within the predetermined pressure difference Δ, the throttle opening θth is in a high opening state and the actual finger pressure PIr
is below a predetermined value, it is determined that the cylinder in question is in a misfire state, a correction coefficient Kpir smaller than 1 is calculated, and the fuel injection amount is corrected using this Kplr.

As a result, similar to the correction using the correction coefficient Kpbr, the air-fuel mixture will not become overrich after a misfire, and the transition to the ignition state will be easily performed.

Note that instead of correcting using Kplr, the actual Pb
The difference (Δ) obtained by subtracting the target Pbr from r is less than or equal to the predetermined pressure (step 5814), and the throttle opening θt
If h is greater than or equal to the predetermined opening degree (step 5817), the predetermined pressure (for example, 7.5 [mmHg]) used for comparison in step 5814 is decreased, and the process of step 5814 is performed again. It's okay.

Returning to FIG. 12, in step S82, X rb
It is determined whether ank is "1" or not. At the initial time, as explained in step S1,
bank is set to "1". Therefore, the process moves to step S83.

In step 383, a correction coefficient Kpb is determined based on the intake pipe negative pressure Pb (hereinafter referred to as Pbf) on the F bank side.
A correction coefficient Kpir based on f or the finger pressure Pi on the F bank side (hereinafter referred to as Pif) is calculated in the same manner as in step S81.

In step S84, Xrbank is set to O'' and the process returns to step S82.
At step 85, X rbank is set to "1" again, and the process ends thereafter.

Returning to FIG. 8, in step S9, the fuel injection iTI stored in step S5 is determined using the 2nd degree equation.
Alternatively, the fuel injection jilTI stored in step S7, which will be described later, is corrected to reduce the amount and stored in a predetermined register.

TouB-Kpfr XKpbr XTI
-(2) Toutf'-Kpir xKpbf
Tl - (3) where Toutr and Tout
f is the corrected fuel injection amount for the R bank and the F bank, respectively.

In addition, Kpir, Kpbr, Kplf and xpb
If the value of r is determined in step S81 or 5ll13 in FIG.
If they are not calculated, their values are assumed to be 1.

After the process in step S9 is completed, the process returns to step S3.

If it is determined in step S3 that Xcrng is 0'', it is determined that cranking has ended, and in step S6, the fuel injection ff1TI in the warm-up or normal state is Search is performed using a map using the degree θth as a parameter.

In step S7, the fuel injection amount TI retrieved in step S6 is stored in a predetermined register as in step S5. Then, the process is performed in step S8.
to move to.

In steps S4 and/or S6, the fuel injection amount TI may be individually searched from fuel injection amount tables or maps set for the R bank side and the F bank side, respectively.

Next, the simultaneous injection interrupt routine using the Ne pulse will be explained.

FIG. 18 is a flow chart showing the Ne pulse interrupt routine among the operations of one embodiment of the present invention, and FIG. 19 is a time chart showing an example of the operation of one embodiment of the present invention. In Fig. 19, the ECU (electronic control unit 2 in Fig. 2)
0) During the scheduled time after the power is turned on, that is, the ignition switch is turned on, the CPU of the microcomputer provided inside the ECU is initialized, and various processes are executed from the time indicated by the symbol ■.

First, let us consider the case where the Ne pulse is output for the first time after the initial routine shown in FIG. 9 is completed (the Ne pulse shown by ■ in FIG. 19 is output) and this Ne pulse interrupt routine is executed. explain.

In step 5ioi, it is determined whether the mode is starting mode I or not. When the ignition switch is turned on, it is set to starting mode I, and in this mode, X enst is set to 0 in step 5107, which will be described later.
'', and when a CYL pulse is input, it will be released and the starting mode H will be set. Also, the starting mode
Even in other modes, when Xen5t is set to 1°, the starting mode is set again.

Starting mode at initial time! Therefore, in step 5102, it is determined whether Nerlag is "1#". If Nef'lag is 1, Nef'lag is set to 0" in step 5112, and " After being set to 0'', if the engine speed Ne becomes below a predetermined speed, it will be set to 1'' again in step 5127, which will be described later. It can be said that this is a process for determining whether or not the Ne pulse is output for the first time after the engine stall determination.

In the initial state, Neflag is set to "1", so the process moves to step 5113 via step 5112.

In this step 8113, the Me counter starts counting. Count value of this Me counter (Mes)
is the reciprocal of the engine speed.

In step 5120, it is determined whether or not X crng is 1". In the initial state,
Since crng is set to "1", next in step 5121 it is determined whether the count value of the cranking counter is 14 or more. This cranking counter is calculated in step 5111 or
119 and is incremented in Xc
This is to set rng to "1" until the Ne pulse is output a predetermined number of times (14 times).In other words, the starting amount is increased only during the predetermined number of Ne pulses. This is set to 14 times in this embodiment.

In addition, this X crng indicates that when the X crng is "1", the vehicle is in a cranking state (after starting), and when it is "θ", it is not in a cranking state. be.

If the count value is 14 or more, step 51
At 22, X crng is set to “0”, and at 14
If it is less than X c , in step s124
rng is set to 1m.

Next, in step 5125, Xen5t is “1”.
”. Since xenst is initially set to “1”, the routine ends thereafter.

Next, the case where the Ne pulse shown by ■ in FIG. 19 is output will be explained.

First, in step 5101, it is determined that the engine is in starting mode I.

Since Neflag is set to "0#" in step 5112, the process moves from step 5102 to step 5103.

In step 5103, the count value Me of the Me counter whose measurement was started in step 5113 is
Monitor (take in) s.

In step 5104, it is determined whether Xen5t is "1". Since X enst has not been reset yet, next, in step 5105, it is determined whether the count value Mes is less than the predetermined value M ens, that is, if the engine rotation speed Ne is equal to or smaller than the predetermined rotation speed Nen5.
(for example, 200 rpm). Here, it is assumed that the engine rotational speed Ne has not yet exceeded the predetermined rotational speed Nens.

Next, the process proceeds to step 5120.5121.5.
The process moves to 5125 via 124.

Since x enst is still “1”, step 512
After 5, the process ends.

Next, the case where the Ne pulse shown by ■ in FIG. 19 is output will be explained.

The process moves to 5105 via steps 5101, 5102, 5103 and 5104.

At this point, the engine rotation speed Ne has reached the predetermined rotation speed N e
ns, that is, when the engine rotation speed No exceeds the predetermined rotation speed N ens due to the kicking action of the driver of the vehicle, step 510
At 6, simultaneous injection is performed to the gold cylinder. That is, the simultaneous injection ffi calculated in step S25 in FIG.
Simultaneous injection is performed at T outst (see Figure 19).

Then, in step 5107, x ei+st is “
O" (see FIG. 19), and step 510
At 8 and 5109, the starting and cranking counters are reset to zero.

The starting counter defines the crank angle (number of Ne pulses) after simultaneous injection in step 8106 until sequential injection (individual injection for each cylinder) is permitted for each cylinder.

In steps 5110 and 5111, a starting counter and a cranking counter are incremented, respectively. In this case, counting by the starting counter and cranking counter will start (first
(See Figure 9).

Then, the process is performed in steps 5120.5121.5
The process moves to 5125 via 124.

Since Xen5t is set to "0" in step 5107, the process moves to step 5126 next.

In step 8126, the engine rotational speed Ne is set to a predetermined rotational speed Neenst (for example, 200 [rpm
). This engine speed Ne
can use the value monitored in step 5103 or the value of the engine rotation speed Ne detected at a predetermined stage (not shown).

If the engine rotational speed Ne is equal to or higher than the predetermined rotational speed Neenst, the process ends; if the engine rotational speed Ne is less than the predetermined rotational speed N 68137, in steps 5127 and 5128,
Neflag and Xen5t are set to "1" again. In other words, immediately after simultaneous injection, N et
' lag and X enst in step 511, respectively.
2 and 5107, and it is determined that the engine stall state has been canceled. However, if the engine speed Ne is less than the predetermined engine speed Neenst, it is determined that the engine stall state is again. In FIG. 19, the engine rotation speed Ne is depicted as continuing to be equal to or higher than the predetermined rotation speed Neenst.

When the Ne pulse indicated by ■ in FIG. 19 is output, the process moves to 5104 via steps 5101, 5102 and 5103. X enst is step 5107
Since the flag is set to 0'', the process moves from step 5104 to step 5110, and thereafter proceeds in the same manner as described above.

Next, the case where the Ne pulse shown by ■ in FIG. 19 is output will be explained.

In this example, the CYL pulse is output immediately after the Ne pulse indicated by ■ is output. As mentioned above, when Xen5t is "0" and the CYL pulse is input, the mode becomes the starting mode (first
(See Figure 9). Further, the stage counter that sets the stage number sets the stage number every time the Ne pulse is output after the CYL pulse is output.

When starting mode H is entered, the process moves from step 5101 to step 5115 via 5114.

In step 5115, the starting counter is incremented, and then in step 5116, it is determined whether the count value of the starting counter is 7 or more. Since this count value is still 3 as is clear from FIG. 19, the process moves to step 5119,
A cranking counter is incremented.

Then step 5120.5121.5124.5
125 and 5126.

If it is determined in step 5126 that the engine rotation speed Ne is equal to or higher than the predetermined rotation speed Neenst, the process ends.

Next, the case where the Ne pulse shown by ■ in FIG. 19 is output will be explained.

In this example, the count value of the start counter continues to be incremented in steps 5110 and 5115 until immediately before the Ne pulse indicated by ■ is output.
The count value is set to six.

The process moves to step 5116 via steps 5101, 5114 and 5115.

Since the count value of the starting counter is set to 7 in the step 5115, the count value of the starting counter is set to 51 after step 5116.
17.

In step 5117, sequential injection in each cylinder is permitted. That is, the injection mode shifts from simultaneous injection to sequential injection for each cylinder. When the sequential injection is enabled, injection is controlled for each cylinder by the main injector or sub-injector provided for each cylinder according to another flowchart (not shown) (interrupt routine using Ne pulse). In this example, the sequential injection is performed at the third stage on the F bank side and at the fifth stage on the R bank side, that is, at an angle of 90 degrees.

Note that ignition is performed at an ignition timing that is read or calculated by other processing not shown. Furthermore, when the fuel injection amount is small, a sub-injector with a small fuel injection amount per unit energization time is selected, and when the fuel injection amount is large, a main injector with a large fuel injection amount per unit energization time is selected. .

Moreover, since Xcrng is "1" at this time, the sequential injection at this time is performed with the fuel injection amount corrected in step S9 to the TI retrieved in step S4 of FIG.

Next, in step 5118, the starting mode (2) is canceled. That is, the state is neither starting mode I nor starting mode ■.

After that, step 5119, S12θ, 5121.51
24 and 5125, the process moves to step 8126.

In step 5126, if it is determined that the engine rotational speed NB is equal to or higher than the predetermined rotational speed Neenst, the process ends.

Next, the case where the Ne pulse shown by ■ in FIG. 19 is output will be explained.

In this example, the cranking counter continues to be incremented in step 5119 until the Ne pulse indicated by ■ is output, and the count value is 1.
It is set to 3.

As mentioned above, in this case, the state is neither starting mode I nor starting mode ■, so the process proceeds to step 51.
01 and 5114, the process moves to step 5119, where the cranking counter is incremented.

Then, the process moves from step 5120 to step 5121.

In step 5121, it is determined whether the count value of the cranking counter is 14 or more, but this cranking counter is set to 14 by the process of step 5119 executed immediately before step 5121. (See FIG. 19), then step 512
Move to 2.

In step 5122, Xcrng is set to "0#". That is, it is determined that the cranking state has ended.

Thereafter, the process ends through steps 5125 and 5126.

In this case, by setting X erng to aO'', sequential injection is performed with the fuel injection amount corrected in step S9 to T1 retrieved in step S6 in FIG.

Now, in step 5122, Xcrng is “
Since it is set to 0', when the routine is executed from now on, the processing from step 5120 to step 812 is performed.
Move to 3.

In step 5123, it is determined whether Xen5t is "1". Since Xen5t is set to '0#' in step 5107 after simultaneous injection, after the process in step 5123, step 51
Move to 22.

By the way, as described above, in step 5105, it is determined that the engine rotation speed Ne exceeds the predetermined rotation speed Nens, and after simultaneous injection is performed, Xenst is set to "0" in step 5107. However, after that, step S1261. : If it is determined that the engine rotational speed Neb<N eenf3 is below, then in step 5127 Nel'lag
is set to "1" again. At the same time, in step 5128, X enst is again set to "1°."

Therefore, even after the simultaneous injection is performed, if the engine speed Ne decreases, the processing mode becomes the starting mode I again, and step S in FIG.
Interrupt processing indicated by 27 is performed.

Therefore, in the subsequent routine processing due to Ne no interrupt, the step 5101
The process moves from the process to the process of 5102, 5112, . . . and 5102, 5103, . . . , and simultaneous injection is performed again.

In this case, XCrng is set to "BI" in step 5124, but after the processing in step 5127, it is set to "BI".
It may be set to 1" (1°). Figure 20 is a graph showing how the engine speed changes when the engine is started using the kick starter device and ignition is not achieved. , as described above with respect to step 5105 in FIG.
If it exceeds ens, xenst is set to "0".

Even if the idling speed of the engine is about 1200 [rpm], as shown in Fig. 20, when starting the engine using the kick starter device, the engine speed Ne instantly reaches about 1800 [rpm]. reach Therefore, it is not possible to determine whether to start the engine simply by using the rotation speed around the idling speed as a threshold value, but by setting various flags and determining the engine status as described above, the kick starter device can be used. This makes it possible to determine whether to start the engine even if the engine has already been used.

FIG. 21 is a functional block diagram of an embodiment of the present invention.

In FIG. 21, the same reference numerals as in FIG. 2 represent the same or equivalent parts.

In FIG. 21, the engine rotation speed detection means 102 is
The engine rotation speed Ne is detected using the Ne pulse output by the Ne pulse generating means 101.

The engine rotation speed determination means 109 determines that Ne is a predetermined rotation speed N.
en5 (see step 5105) is exceeded,
Simultaneously with energizing the simultaneous injection means 108, the starting counter 1
10 and cranking counter 201, and after resetting the counter, counting is started.

When the count value of the starting counter 110 is 6 or less, the simultaneous injection means 108 performs a multiplication means 107 to be described later.
The driving means 250 is energized using the data output from the main injector 51 or sub-injector 52 on the R bank IR side, and the main injector 51F or sub-injector 52F on the F bank IF side.

The count value of the kick counter 104 is set to 1 after the ignition switch is turned on, and the count value of the kick counter 104 is set to 1 after the ignition switch is turned on.
After the simultaneous injection is performed in step 08, the engine speed determining means 103 determines that Ne is the predetermined speed N eenst
(See step 5126) When it is determined that the value is less than the value, the value is incremented. Also, at this time, the count values of the starting counter 110 and the cranking counter 201 are reset, and then counting is started again.

Kick counter 1 from kick counter table 105
The correction coefficient K kick corresponding to the count value of 04 is read out. Further, from the simultaneous injection amount table 106, the simultaneous fuel injection amount T1 is read out according to various engine parameters.

The multiplier 107 multiplies the simultaneous fuel injection, 1lT1, and the correction coefficient K kick to obtain the fuel injection amount T outs.
Calculate t.

The starting counter 110 and cranking counter 20
1 is counted by the Ne pulse output from the Ne pulse generating means 101. When the count value of the starting counter 110 is 6 or less, the simultaneous injection means 108 is energized as described above, and when it is 7 or more, the sequential injection means 206 is energized. The sequential injection means 206 controls the drive means 250 using data output from the multiplication means 205, which will be described later.

When the count value of the cranking counter 201 is 13 or less, the cranking injection amount map 202 is selected, and when it is 14 or more, the warm-up/normal injection amount map 203 is selected.

A ranking table as shown in FIG. 11 is stored in the cranking injection amount map 202, and the fuel injection flTI during cranking corresponding to the cooling water temperature Tw output from the cooling water temperature sensor 73 is read out. It will be done. In addition, the warm-up/normal injection amount map 203
are engine speed Ne and throttle opening θth,
Alternatively, a fuel injection amount map corresponding to these and the cooling water temperature Tw is stored, and Ne, throttle opening detection means 260
According to the throttle opening degree θth and Tw outputted from the potentiometer 59 (corresponding to the potentiometer 59 in FIG. 2), the fuel injection amount TI at the time of warm-up or after the end of warm-up is read out.

The Kpb/Kp1 calculating means 204 has a configuration as shown in FIG. Pipe negative pressure sensor 7
Shiatsu pressure Pir and intake pipe negative pressure Pbr output from 4,
Also, the finger pressure P1f output from the finger pressure sensor 72F and the intake pipe negative pressure sensor 74F provided on the F bank IF side.
and the intake pipe internal negative pressure Pb', the correction coefficient Kpbr or Kplr, and Kpb['alsoi;tKpif' are calculated and output to the multiplication means 205.

Multiplying means 205 performs the calculations shown in the second and third equations.

FIG. 5 is a functional block diagram showing the configuration of the K pb/K pi calculation means 204.

In FIG. 5, the engine rotation speed determining means 301 determines that the engine rotation speed Ne is a predetermined rotation speed (step 5 in FIG. 13).
If the value is greater than or equal to the reciprocal of M ekpbcalc shown in 811, the target Pbr map 302 is searched according to Ne and θth, and the target Pbr is read out.

The differential pressure determining means 303 determines the K pbbottom table 304 when the difference obtained by subtracting the target Pbr from the actual intake pipe negative pressure Pbr on the R bank side exceeds a predetermined pressure.
(see FIG. 14), and from the K pbbottom table 304, K pbb is energized according to Ne and θth.
Read ottom.

The Kpbr calculation means 305 calculates the read K pbbo
A correction coefficient Kpbr on the R bank side is calculated using ttol, target Pbr, atmospheric pressure Pa, and actual intake pipe internal negative pressure Pbr. This calculation is performed using the method shown in step 5816 in FIG.

The differential pressure determining means 303 determines the actual intake pipe internal negative pressure P.
If it is determined that the difference obtained by subtracting the target Pbr from br does not exceed the predetermined pressure, the throttle opening degree determining means 306 is energized. This throttle opening determination means 30
6, if the throttle opening θth is equal to or greater than a predetermined opening (see step 5817 in FIG. 13), the acupressure determining means 30
7 is energized.

The acupressure determining means 307 determines the actual acupressure P on the R bank side.
lr is less than the predetermined pressure (see step 5ll1181 in FIG. 16), the Kpir table 308 (first
7), the correction coefficient K on the R bank side is determined according to Ne.
Read the pir.

Said map and means 302, 303, 306 and 307
is a misfire detection means 310 that detects the misfire state of the R bank.
It consists of

Note that when the engine rotation speed determining means 301 determines that the engine rotation speed Ne is equal to or higher than the predetermined rotation speed,
The reason for searching the target Pbr map 302, that is, the reason for misfire determination, is as follows.

In other words, in motorcycles equipped with two-stroke engines, the muffler and other settings are generally made so that the intake ratio increases and high output is obtained at high engine speeds. When a misfire occurs, the intake ratio decreases significantly compared to when ignition occurs. Therefore, at high engine speeds, if the throttle opening is increased after a misfire occurs at a low throttle opening, the air-fuel mixture tends to become overrich.

On the other hand, at low engine speeds, the intake ratio when misfire occurs is not much different from the intake ratio when ignition is occurring.

Therefore, only when the engine speed is high, the target Pbr map 302 is searched and misfire determination is performed using the finger pressure sensor. Then, when a misfire is determined, the amount of fuel is reduced.

Of course, the determining means 301 may be omitted and misfire determination may be performed at any engine speed Ne. In addition, if the muffler etc. are set so that the intake ratio becomes large and high output is obtained at low engine speeds, misfire detection is performed when the engine speed Ne is below a predetermined speed. You can do it as well.

A portion indicated by the reference numeral 309 corresponds to each of the means 301 to 30.
It consists of the same components as 8, and the input Ne, θth
-P a Actual intake pipe negative pressure Pb on the SF bank side
and the actual acupressure PiF on the F bank side, the correction coefficients Kpbr and Kpif' on the F bank side are set. The configuration of this 309 can be easily understood from the above explanation, so
The explanation will be omitted.

Note that each means included in 309 is the same as the means 301 to 3 above.
08, or the means 301~
The various tables, tables, or various threshold values in 308 may be changed or modified. In other words, to calculate the correction coefficients Kpbr and Kpif on the F bank side, the same tables, maps, or thresholds as those used to calculate the correction coefficients Kpbr and Kpir on the R bank side are used. Thresholds may be used, or different tables, maps or thresholds may be used.

Now, the selection of the main and sub-injectors, that is, which injector is selected to perform fuel injection, is the main injector and sub-injector.
As mentioned above, the fuel injection amount can be determined depending only on the magnitude of the engine rotation speed Ne, which is a determining factor, but for example, the fuel injection amount can be determined depending on the engine rotation speed Ne and the throttle opening θth.
It can also be done depending on the

Figure 22 shows the engine speed Ne and the throttle opening θ.
FIG. 4 is a diagram showing how either a main injector or a sub-injector is selected depending on th.

As is clear from FIG. 22, the throttle opening θt
If h is relatively small, it is predicted that the vehicle equipped with the two-stroke engine will be in an idling state, a steady running state, or a decelerating state, and in this case, not much fuel injection is required, so the unit energization Fuel injection is performed by a sub-injector that injects a small amount of fuel per hour. Thereby, the oil discharged from the oil supply lower 7 is supplied into the crankcase so as to be washed away by the fuel. In other words, oil is efficiently supplied.

In addition, when the throttle opening degree θth is large, it is predicted that the vehicle is in an accelerating state, and in this case, a large amount of fuel injection is required. Fuel injection is performed by the main injector with a large amount of fuel. Since fuel is injected toward the reed valve, it is efficiently sucked into the crankcase. In this case, oil is efficiently supplied into the crankcase due to the fast airflow within the intake pipe.

Of course, engine speed Ne and throttle opening θt
Injectors may be selected using engine parameters other than h.

Furthermore, depending on the engine state, the main injector and the sub-injector may be energized simultaneously to perform fuel injection.

Now, although the explanation has been made assuming that two injectors, a main injector and a sub-injector, are provided in the intake pipe connected to the - cylinder, the present invention is not particularly limited to this. - only injectors may be provided. In this case, the injector is installed so that fuel injection is performed toward an oil supply port that opens into the intake pipe.

Furthermore, three or more injectors may be provided in the - intake pipe. In this case, it is sufficient that at least the negative injector is installed so as to inject fuel toward the oil supply port.

Furthermore, although the present invention has been described as being applied to a V-type engine, it goes without saying that it may also be applied to a single-cylinder engine, or an in-line or horizontally opposed engine.

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

(1) In the fuel supply system for a two-stroke engine according to claim 1, the oil discharged into the intake pipe is introduced into the crankcase so as to be washed away by the injected fuel. This makes it possible to efficiently introduce oil.

(2) In the fuel supply system for a two-stroke engine according to claim 2, depending on the engine condition, in other words, whether oil can be supplied efficiently or whether it is necessary to inject a large amount of fuel. By selecting an injector and injecting fuel according to the above, it becomes possible to efficiently introduce oil into the crankcase and supply fuel.

That is, when the amount of intake air passing through the intake pipe is small and the engine is in a state where oil cannot be efficiently introduced into the crankcase (for example, in a low engine rotation state and/or a low throttle opening state), Select an injector that is installed to inject fuel toward the engine oil supply port, and when the fuel is injected, the engine oil will be flushed out and introduced into the crankcase, ensuring an efficient supply of the oil. It will be done.

In addition, when the engine condition is such that a large amount of intake air passes through the intake pipe and it is possible to efficiently introduce oil into the crankcase (for example, a high engine speed condition and/or a high throttle opening condition), Select an injector that is installed to inject fuel toward the reed valve, and if fuel is injected, fuel will be efficiently supplied.

[Brief explanation of the drawing]

FIG. 1 is an enlarged view showing how the main injector and sub-injector are installed in the intake pipe connected to the R bank. FIG. 2 is a block diagram showing the configuration of an embodiment of the present invention. FIG. 3 is a sectional view taken along line IX-IX in FIG. 2. FIG. 4 is a sectional view taken along line XX in FIG. 3. FIG. 5 is a functional block diagram showing the configuration of the K pb/K I)f calculating means in FIG. 21. FIG. 6 is a diagram for explaining the Ne pulse and the CLY pulse. FIG. 7 is a diagram showing the relationship between the pulses output from the first pulser PCI and the second pulser PC2, and the Ne pulse and the CLY pulse. FIG. 8 is a flowchart showing the main routine of the operation of one embodiment of the present invention. FIG. 9 is a flowchart showing the initial routine. FIG. 10 is a diagram showing a kick counter table. FIG. 11 is a diagram showing a cranking table. FIG. 12 is a flowchart showing details of the process shown in step S8 of FIG. FIG. 13 is a flowchart showing details of the process shown in step S81 of FIG. 12. FIG. 14 is a diagram showing the Kpbbottom table. FIG. 15 is a diagram showing a method of calculating the correction coefficient K pbr. FIG. 16 is a flowchart showing details of the process shown in step 8818 in FIG. 13. FIG. 17 is a diagram showing the Kpir table. FIG. 18 is a flowchart showing the Ne pulse interrupt routine among the operations of one embodiment of the present invention. FIG. 19 is a time chart showing an example of the operation of an embodiment of the present invention. FIG. 20 is a graph showing how the engine speed changes when the kick starter device is used to start the engine and ignition does not occur. FIG. 21 is a functional block diagram of an embodiment of the present invention. Figure 22 shows the engine speed Ne and the throttle opening θ.
FIG. 4 is a diagram showing how either a main injector or a sub-injector is selected depending on th. 20...Electronic control device, 51. -51F...Main injector, 52.52F...Sub-injector,
5g...Throttle valve, 65...Reed pulp housing, 66...Valve body, 75...Oil tank, 7
6... Oil pump, 77... Oil supply Nitto diagram Throttle opening degree θtb Figure Figure Figure Figure E Figure -> Ne Small Figure

Claims (2)

[Claims] (1) A fuel supply device for a two-cycle engine, comprising an intake pipe having an engine oil supply port, and an electronic fuel injection device disposed in the intake pipe, the electronic fuel injection device including the engine oil A fuel supply device for a two-stroke engine, characterized in that it is installed so as to inject fuel toward a supply port. (2) An intake pipe having an engine oil supply port, and a plurality of electronic fuel injection devices disposed in the intake pipe.
A fuel supply device for a cycle engine, wherein at least one of the plurality of electronic fuel injection devices is installed to inject fuel toward the engine oil supply port, and the other electronic fuel injection device includes: A fuel supply device for a two-stroke engine, characterized in that it is installed to inject fuel toward a reed valve.