1308194 九、發明說明： .【發明所屬之技術領域】 本發明是關於一種具備藉由柱塞（plunger)的往復運動 來吸引、加壓而喷射燃料的燃料喷射模組的燃料喷射裝 置’尤其是關於在引擎的各種運轉狀態下，用來使燃料喷 射狀恕經$穩定化而防止不良狀況發生的技術。 【先前技術】 就依引擎的轉速及負荷來運算燃料供應量而進行燃 ，供應的電子控制式燃料噴射裝置而言，過去以來已經有 提案一種藉由從控制單元所提供的驅動訊號使電磁線圈 (solenoid coil)通電，並藉由因應於此而在電磁線圈所產生 的電磁力使柱塞動作，藉此對燃料進行加壓而予以喷射在 引擎内，然後在柱塞被彈簧推回時，吸引接下來的燃料而 構成的燃料噴射模組（例如，參照專利文獻”。 士而且’在此燃料噴射模組當巾，由於環境溫度為高溫 ¥、或是電磁驅動柱塞時所產生的電磁線圈之發执等，混 合有，泡㈣料（以下稱為蒸汽）會滞留在柱塞進行往復運 、.气内田此悉汽大量存在時，會使噴射燃料的混合 比率降低而引起引签 π 、 擎的不良狀況。因此，為了防止這種情 '毛生’設有蒸汽排出機構 错+機稱用以在燃科噴射前，先使滯 的瘵汽經由返回管朝向燃料槽回流。 —使用化種構成之燃料喷射模組的燃料喷射裳置， 及5周即器進行燃料的加壓及調壓，然後從噴射 叶的方式者，由於構成零件少，而且只有在 318350 5 1308194 電’因此具有平均消耗電力少的優點。因此， 尤其適5使用在發電機或電池能力低的小型二輪車。 再久處於如线運轉狀態、不噴射燃“燃料中斷 易=:::或是停止，且電源為0ν的狀態，在燃料内 合易生^的運轉狀態或高溫停止狀態時，有時合 下一個驅動訊號之間進行不至於造成;射燃 8圖是空载運轉狀態中的驅動訊號及燃 料射換組之動作的模式圖，從第8_)可以明白，其指 出糟由對於通電至電磁線圈的驅動訊號在一個驅動訊號盥 下一個驅動⑽之fa1進料錄造㈣射轉的脈衝通電 (以下稱為淨μ射或淨化喷料電_)， 如第8圖⑼所示，燃料时射穩定，尤其再啟動 性會如升。（例如參照專利文獻2)。 而且，過去也提案一種蓄電用電容器，用以在具備此 燃料嘴射模組的燃料噴射裝置當中，驅動柱塞而進行燃料 喷射之後，由返回彈簧推回柱塞而吸引燃料時，會將蓄積 在電磁線圈的電力暫時蓄積在設於電磁線圈之驅動電路 内。接下來，再度驅動電磁線圈時，使電容器的蓄電電力 放電’並且以該電力作為電磁線圈的驅動力，以提高電磁 線圈的應答性的技術（例如參照專利文獻3)。 [專利文獻1]曰本特開2〇〇1_221137號公報 [專利文獻2]曰本特開2〇〇3_227432號公報 [專利文獻3]日本特開2〇〇3_336537號公報 第9圖是依控制模式顯示出對應於電源電壓、吸氣管 6 318350 1308194 =之燃:::模組開始嗔射燃料的最低通電時間。如該 、+ 耦開始嘴射燃料的最低通電時間是依 各電源電壓、各吸氣管壓力而里， 之不$热道岛+ & 、 口此對於電磁線圈提供 於¥致贺射_的脈衝通電時間並未依各個不同電 :電Μ、錢μ力的控_々啟動前㈣模式時、 控制模式時、燃料中斷控制模式時）而切換。 行J= ㈣流閥使引擎減速的情況、以及在下坡 致引擎過度旋轉的情況下，不需要對於引擎進行 供應，因此控制單元會根據節流閥感測器及曲柄角感 測益的檢出輸出，轉移成停止對心 批jΉ羊供應燃科的燃料中斷 控，式’但是過去在轉移成此燃料中斷控制模式時，控 :早凡會判斷不需要使燃料喷射用的柱塞動作，並且完全 停止對於電磁線圈的通電。 然而，在轉移成此燃料中斷控制模式的狀態下 :需要對引擎供應燃料，環境溫度也會變成高溫，因此在 柱塞往復移動的汽缸内有可能會產生大量的 b技術是不管是否處於這種有產生蒸汽㈣況下，二制 早二都會使對於電磁線圈的通電完全停止，柱塞並不會受 到驅動，因此會形成無法去除蒸汽的狀態。 壯亦即’過去在如專利文獻2所記载，引擎從高溫停止 再啟動的情況下，雖然是僅以不至於噴射燃料之程度 的短時間對電磁線圈進行通電’使蒸汽有效排出，但是實 在燃料中斷控制模式當中，對於電磁線圈的通電是二 王如止的狀態，並沒有任何用來有效去除蒸汽的對策。 318350 7 1308194 因此，在燃料中斷模式解除之後，燃料喷射重新開始 -^ ’大量的蒸汽會混在供應燃料中，結果，有時比目標混 .合比小的燃料喷射狀態將會持續’使引擎狀況變成不好。 而^，例如在電源電壓高、吸氣管壓力變低的燃料中斷模 j時，有時會從燃料喷射模組滲出少量的燃料，該燃料在 汽紅内會燃燒或未燃燒，使引擎狀況變得不好，或是該燃 料在汽缸未燃而到達位於引擎之下游的消音器，並在累積 .至一定量以上時爆發（後燃）。 、、 再者i在燃料中斷控制模式#中，對於電磁線圈的通 ^元全停止’柱塞並不會受到驅動，故即使在如專利文 二所記載，在電磁線圈的驅動電路内設有#電用電容器 兄下’也不會對此#電用電容器進行蓄電，因此在_ =斷控·式解除之後，要再度驅動電磁線圈時，並益 圈蓄電用電容器的電力供應，故無法謀求電磁線 升。因此’㈣會形成相對於目標辦料少 的燃料喷射狀態，以致引擎狀況變得不好。 【發明内容】 (發明所欲解決之課題） 本發明是為了解決上述課題而 供一種可在引擎的各種運轉狀能 〃目的在於如 射^ > 下經常維持穩定的辦料喷 射狀悲，而可有效防止引擎旋 ”、十贺 射I置。 w之不良狀況發生的燃料喷 (用以解決課題之手段） 為了達成上述目的’本發明是 一種燃料喷射裝置 具 318350 8 1308194 備：藉由柱塞的往復運動來吸引、加壓而喷射燃料的燃料 模組；以及根據引擎的運轉狀態對於上述燃料噴射模 組提供柱塞驅動用之驅動訊號的控制單元，該燃料噴射^ f之特徵為··上述控制單元是根據引擎的運轉狀態來判= =合乎燃料中斷控制模式，在衫為符合燃料中斷控制 杈式的情況下，對於上述燃料噴射模組僅以不至於導致 射燃料的短時間提供驅動訊號。 、 :’本發_燃料噴㈣置具備··藉由柱塞的往復 動來吸W、加壓而噴射燃料的燃料噴射模組；以於 上迷燃料喷射模組提供驅動訊號的控制單元；上述單 的運轉狀態為’引擎啟動前之狀態的：動前 能的^ φ 4運轉狀態的空載控制模式或是燃料中斷狀 =:中斷控制模式，並且在上述各控制模式時，對於 述燃料喷射模組提供上述驅動訊號使其不至於導致嗔射 九、:料，並且依上述各控制模式來 、 、 時間。 、 換上返驅動訊號的通電 運動來吸引本的::料育射裝置具備··藉由柱塞的往復 單元，^制t 2㈣料的燃料嘴射模組；以及控制 動前控制模式的模式判定手段，且在啟 勖别控制杈式時，對於前述燐你又 噴射燃料之脈衝寬度的驅動訊，拉斗供不至於造成 為·依别述控制單元所檢出、 寺代 燃料喷射模組並不進行啟動所2閥開度狀態，對於前述 進仃啟動所需的燃料喷射，而是繼續不 318350 9 1308194 噴射燃料之脈衝的驅動’或是防止引擎剛啟動後 (發明之效果） 發明’不僅限於在引擎從高溫停止狀態再度啟 敕〜的情況、或是引擎之空載運轉狀態的情況，連在轉 ‘‘、，:料中斷控制模式的情況下，也會對電磁線圈進行通 门’因此雖然不會進行燃料噴射’但是柱塞會受到驅動。 此在柱塞文到驅動時，存在於汽虹内的蒸汽會有效排 回流的㈣流量也會增加’冷卻作用也會提高，因此 可抑制蒸汽的產生。 、本毛明的燃料喷射裝置又是依控制模式（啟動前控制 t式時、、空載控制模式時、燃料中斷控制模式時）來切換提 t、至電磁線圈之驅動訊號的脈衝通電時間，尤其在燃料中 斷控制模式％，比起空載控制模式時縮短了脈衝通電時 間’因此燃料會確實中斷，但是所產生的蒸汽可確實朝向 返回通路排出，亦可防止後燃（after-burn)。 而且，即使疋燃料中斷控制模式，柱塞也會受到驅 動’所以在Ϊ電用冑容器會蓄積電力，因此再度對電磁線 圈進行通電而驅動柱塞時，可獲得來自蓄電用電容器的能 量’而可提高電磁線圈的應答性。 口此了在引擎的各種運轉狀態下經常進行適當的燃 料噴射而可維持穩定的燃料喷射狀態，因此可有效防止引 擎之不良狀況的發生或是引擎剛啟動後的突加速。 【實施方式】 10 318350 1308194 (實施形態1) f # ^ / ^此員^形怨1當中，將本發明的燃料喷射裝 - 2 擎之狀態的概略構成圖。 出引：：圖田中’符號1是四行程型的引擎，2是用來檢 之吸入空氣之溫度的吸氣溫度感測器，3是節流 是用來:用出來上出即流閥3之開度的節流閥開度感測器’5 ,==:出即相3之下游測的吸人空氣之壓力的吸氣墨 .測是用來檢出引擎！之壁面溫度的引擎溫度感 的曲;來&出弓丨擎1之未圖示的曲柄軸之旋轉位置 是控制測器’ 8是燃料喷射模組，9是點火感應圈，10 而且，上述燃料噴射模組8是將燃料噴射至盥 =氣歧管15内。而且，控制單-。是根據各L '至7的檢出輸出來運算適當的燃料噴射時期、燃料噴 射量，然後將驅動訊號輸出至燃料噴射模組8，並且、 火机號輸出至點火感應圈9。 、·' 此外，符號11是燃料槽、12是燃料供應用的輸送管、 13,設在此輸送管12之中途的職器、14是使在燃料5喷 射挺組8所產生的蒸汽回流至燃料槽11用的返回管。、 而且，此實施形態1是由燃料喷射模組8、控制單元 1 〇、燃料槽11及各管12、14構成燃料噴射裝置。 第2圖是構成燃料喷射裝置的上述燃料噴射模組 剖面圖。 、、，”的 第2圖當中，符號81是柱塞、82是汽缸、83是電磁 318350 11 1308194 線^ 84疋燃料喷射止回（check)噴嘴、85是節流孔喷嘴、 .，《、’:料噴射口、87是燃料吸入止回喷嘴、88是返回止 回嗔鳴、89是返回通路。 ^藉由攸控制單元10提供的驅動訊號使電磁線圈83通 電。又’燃料吸入止回喷嘴87是與輸送管12連通，而返 回通路89暑你f __ *山Υα, , 吏/、一為側經由返回止回喷嘴88與汽缸82 •之侧壁的—部分連通，使另一端側與返回管14連通。 ， 針對第2圖所示之構成的燃料喷射模組8的動作’史 鲁照第^圖所示的時序圖加以說明。 的動作， 圈83猎隹由從控制單元1〇提供的驅動訊號’開始對電磁線 -磁力而订朝通笛電時，柱塞81會因為在電磁線圈83所產生的 —之側土的返回止回噴嘴88為止的期間， 内的洛汽會從構成蒸汽排出機構的返回止回喷嘴88及、反 回通路8 9，錄由j—j Λ Λ , 、，二由返回官14回流至燃料槽丨i。 磁線== ㈣單元10提供的驅一 由直側面封住返％ ’柱塞81會持續朝下方移動’然後 、^返回通路89,因此會停止蒸汽的排出，而且 π缸82内的燃料會受到加壓。 紅82在内此_上,、述,汽缸82内的蒸汽被排出至外部’接著汽 、‘"，、料受到加壓為止的期間T1是盔 而且，者牡耷〇 ^工 久…欢赁射期間。 日士，二土再移動，使汽缸82内的壓力超過預定信 日:，文到加壓的燃料會通過燃料喷射止c 噴嘴85、烬靱哈u 3 84、郎流孔 實射口 86,喷射至進氣歧管b内（第3圖的 318350 12 1308194 期間丁2)。 • το，^1^㈣單元10提供的驅動訊號的輸出期間 ，電磁_83的通電停止時，柱塞 圖不的返回彈箬而朝上方 日U馬禾 R . tfn „ ”朝方移動，而回復到原來的位置（第3 =Γ3)。該時’從燃料槽11經由輸…= 的燃^通過燃料吸入止回喷嘴打被吸引至汽紅Γ内 行進8=:圖顯：出通常行進時、加速行進時、減速 料速與即相之開度的關係。第4圖當中， 由曲柄角感測器7檢出㈣擎轉速以及 器4檢出的節流閥3之開度大致-致的情況下，控 10會判斷此情況為通常行進時。又，由節 早凡 4檢出的節流間3之開度比對應於由曲柄角感二： 的現在引擎轉速的節流閥3之開度大的情況下’控制單元 1 〇會判斷為此情況加速行進時。 a在這種車輛的通常行進時及加速行進時，控制單元10 疋以如下方式決定提供至燃料嗔射模組8的驅動訊號的 出期間το。首先，決定噴射時間T2，其係在決定基本噴 射量的基本噴射時間，加上根據各感測器2、4至6之檢測 輸出的大氣溫度、吸氣溫度、引擎溫度、以及節流闊開度 所對應的補正，再加上上述無效噴射期間Τ1而作為輸出 期間T0(-T1+T2)。其中，在此情況下’由吸氣溫度感測器 2檢出的吸氣溫度、或由引擎溫度感測器6檢出的引擎1 的溫度低的情形甲，以及，在由節流閥開度感測器4檢出 的節流間3之開度大而處於加速狀態的情形中，從控制單 13 318350 1308194 元1 〇輸出的驅動訊號的輸出期間會變長。 ‘，^且:控制單元10是根據曲柄角感測器7的檢測輸 出舁引擎1之曲柄軸的旋轉同步並將驅動訊號輸出至燃 料貝射板組8。’亦即，此實施形態1當巾，引擎為四行程 型，因此會以曲柄轴每旋轉兩次輸出一次的比例，將設定 為上述輸出期間το的驅動訊號輸出。 从山另伙方面’如第4圖所示，在由節流閥開度感測器4 的閱3之開度比對應於由曲柄角感測器7檢出之 的節流闕3之開度小的情況下，控制單元1〇 ==況為減速行進時。另外，在由曲柄角感測器7 引擎轉速超過事先設定的危險值的情 :兄；，會 判斷為由^下坡的行進等以致引擎！過度旋轉。 ^結Γ制單元1G判斷為這種減速行進狀態或引擎之過度 況下’會轉移成燃料中斷控制模式。而且， 斷控制模式當中，控制單元10會根據曲柄角感 比騎嘖二則輸出’與引擎1之曲柄軸的旋轉同步，僅以 :驅動::期間τι稍短的期間，對於燃料〜提 及燃控制模式當*的控制單元 元10县舺媸冰』々、 如弟5圖所不’控制單 以曲拓舳- Θ角感測器7的檢測輪出(參照該圖⑷)， 轉兩次輸出一次的比例，以僅比無效喷射期 …進輸出驅動訊號(參照該圖⑻)。因此，雖 … 料喷射(參照該圖⑽，但是電磁線圈83會 318350 14 1308194 ===電’使柱塞δί僅以短期間動作（參照該圖 ‘(因此存在於汽紅82内的蒸汽會從構 ·=回::，通路89,經由返回管I』 生 柄，冷料用也會提高，也可抑制蒸汽的產 二=真？到驅動’因此可將電力蓄積在蓄電用電容 ，:::來自蓄電用電容器的能量，且可提高電磁線心 旋轉=輪==中斷控制模式當中是以曲柄轴每 的期間輸出驅動:::是:=效:射期™ 出驅動訊號。 才了田曲柄軸母碇轉一次就輸 是引ΐ二ί:擎1從高溫停止狀態再度啟動的情況、或 元Η)會僅;狀態的情況下，與過去相同，控制單 間(也就是比益效噴：二,塞81而噴射燃料之程度的短時 號，因此輸出驅動訊 引擎1的再啟動性等。 有效排出。因此，可提高 下經常維持：：：形態：由於可在引擎1的各種運轉狀態 嘴射，且可、燃料嘴射狀態’因此可進行適當的燃料 有效防止弓1擎1的不良狀況發生。 318350 15 1308194 此外，上述貫施形態丨是以對四行程型的引擎1進行 .燃料喷射的情況為例加以說明，但是本發明並不限定於 此，當然亦可適用在對2行程型的引擎進行燃料喷射的 況。 (實施形態2) 上述實施形態1係在燃料中斷控制模式當令，與引擎 之曲柄軸的方疋轉同步，而僅以比無效喷射期間τ ^稱短的 ，月間，於燃料喷射模組8提供驅動訊號者，但實施形態2 =疋引擎的運轉狀態為引擎啟動前之狀態的啟動前控制 =、空載運轉狀態的空載控制模式或燃料中斷狀態的燃 二斷控制模式，並且在上述各控制模式時，對上述辦料 =模組提供上述驅動訊號而不至於導致喷射燃料，同時 '边各控制模式來切換上述驅動訊號的通電時間者〇 制的i^r、’使用第6圖的流程圖’針對上述淨化喷射控 時間設^在㈣S101將淨化噴射通電 擎狀：來判斷進至步驟_。在步驟S102是由引 、, 斷疋否為啟動前控制模式。 淨化2為啟動剛控制模式時會前進至步驟S103,並且將 為非啟叙^電時間5又定為XTPRGSTA。在步驟S102判定 引擎狀式的情況下會前進至步驟si。4’並且由 :來判斷是否為空載控制模式。 化嘴身1=工載控制模式時會前進至步驟si〇5 ’並且將淨 貫射通電時間設定為χτρ 為非空載控制在步驟si〇4判定 戰控制拉式的情況下會前進至步驟Sl06，並且由引 318350 16 1308194 擎狀態來判斷是否為燃 . 判定為燃料中斷控財/制模式。 ._，並且將淨化下會前進至步驟 未判定為啟動前控制模式電贿c。在此， 模式任-個的情況下，淨化；：=模式、燃料中斷控制 _所設定的。。結束各個處== 且依淨化喷射通電時間來實施淨㈣ 此外，上述燃料中斷 U本私序。 咖膽C是比空_制_ 化喷射通電時間 XTPRCTOL短的值。、仏切化料通電時間 實施形態2是以上M太斗、姐上、 4式構成，因此可依各個控制模 ^ #〜I '模式時、空載控制模式時、燃料中斷控制模 =讀對於電磁線圈提供之不至於導致喷射燃： 電㈣（淨化嘴射通電時間），尤其，燃料中斷 杈式㈣脈衝通電時間比空載控制模式時的時間短，因此 ::會術斷，但是所產生的蒸汽可確實朝向返回通路 排出’且可防止引擎的不良狀況，而可防止後燃。 (實施形態3) 士第7圖是實施形態3之從燃料喷射模組的引擎停止 時，藉由引擎啟動裝置啟動引擎時之動作的模式圖，（A) 是電源的ON、OFF狀態、圖，⑻是曲柄角感測器7的輸出 訊號圖’（C)是節流閥開度的狀況圖，（D)是施加於燃料喷 射模組8之電磁線圈的驅動脈衝，（幻是電磁線圈的電流、， (F)是燃料喷射的狀況圖，（G)是點火訊號圖。 318350 17 1308194 士如第7圖（A)所示，當燃料喷射裝置的電源〇N(導通） 牯’如帛7圖⑼所示’會以預定間隔將無效喷射時間部分 _ :驅動訊號(脈衝)送到燃料噴射模組8，並且對電磁線圈如 7圖（E)所示進行通電而驅動柱塞81，並利用前述蒸汽 排出+機構’強制將燃料喷射模組8内的蒸汽排出至燃料喷 射杈組外，再將電力蓄積在未圖示的蓄電電容器。 彳之引擎知止狀態轉移成啟動狀態的情況下，雖然會進 ^擎啟動Μ的噴射控制，但是如第7圖⑻所示，在引 =歧動狀態時，如第7圖(c)所示，對於由節流間開 4檢出的節流闕開度訊號，控制單元1〇係檢出為 速，而如^開度以上的情況下，會判定有可能發生突加 二而如第7圖⑺所示不進行燃料喷射，而是如第 。”，、喷射％間部分之驅動訊號（脈衝）的淨化噴 丨^者’在有可能發生突加速的狀態當中，在點 it:第7圖⑼所示’不會對點火感應圈9進行通；及 止引擎啟動。 在殘留有燃料時也會禁 而且’如上所述’在不進行啟動所需的 疋持續藉由無效喷射時間部分之驅動訊號 、’ ’ 點火控制也進行點火中斷而禁止啟動的情況;，:射，且 示的顯示裝置提供啟動禁止狀態的資訊，並且顯示曰^音未匕圖 顯不裝置例如為燈的情況下，控制單元i。會二‘。 318350 18 1308194 的亮燈或閃爍指示。 【圖式簡單說明】 第1圖是實施形態1當中，在弓丨 料喑射駐要今此此l 丨擎女裝有本發明的燃 针赁射裝置之狀恕的概略構成圖。 第2圖是構成燃料噴射裴置的 面！^。 直町傺枓噴射模組的概略剖 ㈣第及弟则是用來說明從控制單元輸出的驅動 〜堂以及因應於此的燃料噴射模組之動作的時序圖。 擎轉^^通常行進時、加速行進時、減速行進時的引 、一郎"丨L閥之開度的關係說明圖。 圖是用來說明燃料中斷控制模式中的控制單元及 燃枓贺射模組之動作的時序圖。 ^ 6 施形態2之淨化喷射控制動作的流程圖。 ^圖是實施㈣3之燃料噴射模組的引擎啟動禁止 狀m訊號及動作以及點火控制的模式圖。 •圖疋過去在空載運轉狀態下的驅動訊號及燃料嘴 射权組之動作的模式圖。 贾 力下二制模式顯示出各電源電壓、各吸氣管壓 表。、果、、且之燃料開始噴射的最低通電時間的圖 【主要元件符號說明】 引擎 2吸氣溫度感測器1308194 IX. TECHNOLOGICAL FIELD OF THE INVENTION The present invention relates to a fuel injection device having a fuel injection module that injects and presses fuel by reciprocating motion of a plunger, particularly Regarding the technique for stabilizing the fuel injection shape in the various operating states of the engine to prevent the occurrence of a defective condition. [Prior Art] In the case of an electronically controlled fuel injection device that calculates a fuel supply amount based on the engine speed and load, it has been proposed in the past to provide a solenoid coil by a drive signal supplied from a control unit. (solenoid coil) is energized, and the plunger is actuated by the electromagnetic force generated by the electromagnetic coil in response thereto, thereby injecting the fuel into the engine and then pushing the plunger back by the spring. A fuel injection module that attracts the next fuel (for example, refer to the patent literature). And the electromagnetic generated by the fuel injection module when the temperature is high temperature or electromagnetically driven by the plunger. When the coil is issued, etc., the bubble (four) material (hereinafter referred to as steam) is retained in the plunger for reciprocating transport. When the gas is present in a large amount, the mixing ratio of the injected fuel is lowered to cause the index π. The bad situation of the engine. Therefore, in order to prevent this kind of situation, 'Maosheng' is equipped with a steam discharge mechanism wrong + machine name to make the stagnation of steam before the fuel injection The return pipe is recirculated toward the fuel tank. - The fuel injection device of the fuel injection module made of the seed crystal is used, and the fuel is pressurized and pressure-regulated for 5 weeks, and then the method of spraying the blade is small, due to the small number of components. And only in 318350 5 1308194 electric 'has the advantage of less average power consumption. Therefore, it is especially suitable for small two-wheeled vehicles with low generator or battery capacity. It is still in the line running state, no jet fueling. ::: or stop, and the power supply is 0ν. When the fuel is in the operating state or the high-temperature stop state, sometimes the next drive signal is not caused; the shot 8 is empty. A schematic diagram of the operation of the drive signal and the fuel injection group in the operating state can be understood from the eighth_), which indicates that the fa1 feed is driven by a drive signal (10) for a drive signal energized to the electromagnetic coil. Recording (4) Pulsed energization (hereinafter referred to as net μ shot or purifying spray charge _), as shown in Fig. 8 (9), the fuel is stable while the re-startability is as high. (For example, refer to Patent Document 2). Further, in the past, a capacitor for electric storage has been proposed, in which a fuel injection device including the fuel nozzle module drives a plunger to perform fuel injection, and when the return spring pushes back the plunger to attract fuel, the accumulation is accumulated. The electric power of the electromagnetic coil is temporarily accumulated in the drive circuit provided in the electromagnetic coil. When the electromagnetic coil is driven again, the storage electric power of the capacitor is discharged, and the electric power is used as the driving force of the electromagnetic coil to improve the responsiveness of the electromagnetic coil (see, for example, Patent Document 3). [Patent Document 1] Japanese Laid-Open Patent Publication No. Hei 2 No. Hei No. Hei. No. 2 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ The mode shows the minimum power-on time corresponding to the power supply voltage, the intake pipe 6 318350 1308194 = burning::: the module starts to ignite the fuel. For example, the minimum energization time of the +-coupling starting fuel is based on the respective power supply voltage and the pressure of each suction pipe, and not the heat island + & the mouth is provided for the electromagnetic coil. The pulse energization time is not switched according to the different powers: the control of the power supply, the control of the power, the time before the start (fourth mode), the control mode, and the fuel interruption control mode. Line J=(4) Flow valve decelerates the engine, and in the case of excessive engine rotation on the downhill slope, there is no need to supply the engine, so the control unit will detect the throttle sensor and the crank angle. The output is transferred to stop the fuel interruption control of the fuel supply to the heart, but in the past, when it was transferred to the fuel interruption control mode, the control: it is determined that the plunger for fuel injection does not need to be acted upon, and The energization of the solenoid is completely stopped. However, in the state of shifting to this fuel interruption control mode: it is necessary to supply fuel to the engine, and the ambient temperature also becomes high temperature, so there is a possibility that a large amount of b technology is generated in the cylinder in which the plunger reciprocates regardless of whether or not it is in this state. In the case of steam generation (4), the second system will completely stop the energization of the electromagnetic coil, and the plunger will not be driven, so that a state in which steam cannot be removed is formed. In the past, as described in Patent Document 2, when the engine is restarted from a high temperature, the electromagnetic coil is energized only for a short period of time to prevent the fuel from being injected, so that the steam is effectively discharged. In the fuel interruption control mode, the energization of the electromagnetic coil is in a state of two kings, and there is no countermeasure for effectively removing steam. 318350 7 1308194 Therefore, after the fuel interruption mode is released, the fuel injection restarts - ^ 'A large amount of steam is mixed in the supply fuel, and as a result, sometimes the fuel injection state is smaller than the target mixture. It became bad. ^, for example, when the fuel supply voltage is high and the intake pipe pressure is low, the fuel injection module may ooze a small amount of fuel, which may burn or not burn in the steam red, so that the engine condition It becomes bad, or the fuel is unburned in the cylinder and reaches the silencer located downstream of the engine, and is exploded when it accumulates to a certain amount or more (afterburning). Furthermore, in the fuel interruption control mode #, the solenoid is not driven by the solenoid valve. Therefore, even if it is described in Patent Document 2, it is provided in the drive circuit of the electromagnetic coil. #电用电容器下下' will not store electricity for this #electric capacitor. Therefore, after the _=disconnection control type is released, when the electromagnetic coil is driven again, the power supply of the storage capacitor is beneficial, so it is impossible to seek The electromagnetic wire rises. Therefore, (4) will form a state of fuel injection that is less than the target material, so that the engine condition becomes poor. DISCLOSURE OF THE INVENTION PROBLEM TO BE SOLVED BY THE INVENTION The present invention has been made to solve the above-mentioned problems, and it is possible to provide a variety of operation modes of an engine, and it is possible to maintain a stable and stable spray pattern in a variety of operating conditions. It can effectively prevent the engine from rotating, and the ten-light shot I. The fuel spray that occurs in the bad condition (the means to solve the problem) In order to achieve the above object, the present invention is a fuel injection device with a 318350 8 1308194 device: a fuel module for reciprocating movement of the plug to attract and pressurize fuel; and a control unit for providing a driving signal for driving the plunger to the fuel injection module according to an operating state of the engine, wherein the fuel injection is characterized by The control unit is judged according to the operating state of the engine = = in accordance with the fuel interruption control mode, and in the case where the shirt is in accordance with the fuel interruption control mode, the fuel injection module is provided only for a short period of time that does not cause the fuel injection. Drive signal. , : 'This hair _ fuel spray (four) is equipped with a fuel spray that sucks W and pressurizes fuel by reciprocating movement of the plunger a control unit for providing a driving signal to the fuel injection module; the single operating state is 'the state before the engine is started: the no-load control mode of the φ 4 operating state before the movement or the fuel interruption Shape =: interrupt control mode, and in each of the above control modes, the above-mentioned driving signal is provided for the fuel injection module so as not to cause the smashing, the material, and according to the above control modes, time, and change. The energization movement of the return drive signal attracts the present:: the material priming device has a fuel nozzle module for the t 2 (four) material by means of a reciprocating unit of the plunger; and a mode determining means for controlling the pre-motion control mode And when you start the control mode, for the above-mentioned driving signal of the pulse width of the fuel, the bucket will not be caused by the control unit, the temple fuel injection module is not Performing the valve opening state of the starter 2, for the fuel injection required for the start of the above-mentioned intake, but continuing the drive of the pulse of the injected fuel not 318350 9 1308194 or preventing the engine from starting immediately after the engine is started The effect of the invention is not limited to the case where the engine is restarted from the high temperature stop state, or the engine is in the no-load operation state, even in the case of the turn-by-turn control mode, The solenoid coil passes through the door 'so the fuel injection will not be carried out' but the plunger will be driven. When the plunger is driven, the steam existing in the steam rainbow will effectively drain back. (4) The flow rate will also increase 'cooling effect It is also possible to suppress the generation of steam. The fuel injection device of the present invention is switched in accordance with the control mode (when the t-type is controlled before starting, when in the no-load control mode, or in the fuel-off control mode). The pulse energization time to the drive signal of the electromagnetic coil, especially in the fuel interruption control mode %, shortens the pulse energization time compared to the no-load control mode' so that the fuel is actually interrupted, but the generated steam can be surely discharged toward the return path. It can also prevent after-burn. Further, even in the fuel interruption control mode, the plunger is driven. Therefore, electric power is stored in the neon battery. Therefore, when the electromagnetic coil is energized again to drive the plunger, energy from the storage capacitor can be obtained. The responsiveness of the electromagnetic coil can be improved. In this way, proper fuel injection is often performed in various operating states of the engine to maintain a stable fuel injection state, thereby effectively preventing the occurrence of an undesirable situation of the engine or sudden acceleration after the engine is started. [Embodiment] 10 318350 1308194 (Embodiment 1) f # ^ / ^ This is a schematic diagram of the state of the fuel injection device of the present invention. Quote: In the field, 'symbol 1 is a four-stroke engine, 2 is an inhalation temperature sensor for checking the temperature of the intake air, and 3 is a throttling is used to: use the flow-out valve 3 The opening degree of the throttle opening sensor '5, ==: the inhalation ink of the pressure of the suction air measured downstream of the phase 3. The measurement is used to detect the engine! The engine temperature sense of the wall temperature; the rotational position of the crankshaft (not shown) of the bowing engine 1 is the control detector '8 is the fuel injection module, 9 is the ignition induction coil, 10 and, above The fuel injection module 8 injects fuel into the 盥=gas manifold 15 . Moreover, the control single-. The appropriate fuel injection timing and fuel injection amount are calculated based on the detected outputs of L' to 7, and then the drive signal is output to the fuel injection module 8, and the fire engine number is output to the ignition induction coil 9. Further, the reference numeral 11 is a fuel tank, 12 is a fuel supply pipe, 13 is provided in the middle of the transfer pipe 12, and 14 is for returning steam generated by the fuel injection group 8 to A return pipe for the fuel tank 11. Further, in the first embodiment, the fuel injection module 8, the control unit 1A, the fuel tank 11, and the tubes 12 and 14 constitute a fuel injection device. Fig. 2 is a cross-sectional view showing the fuel injection module constituting the fuel injection device. In the second diagram of ",,", reference numeral 81 is a plunger, 82 is a cylinder, 83 is an electromagnetic 318350 11 1308194 line ^ 84 疋 fuel injection check nozzle, 85 is an orifice nozzle, . ': material injection port, 87 is a fuel suction check nozzle, 88 is a return check hum, and 89 is a return path. ^ The electromagnetic coil 83 is energized by the drive signal supplied from the 攸 control unit 10. Further 'fuel intake check The nozzle 87 is in communication with the delivery pipe 12, and the return passage 89 communicates with the side of the side wall of the cylinder 82 via the return check nozzle 88 to the other end side. It is connected to the return pipe 14. The operation of the fuel injection module 8 of the configuration shown in Fig. 2 is described in the timing chart shown in Fig. 2. The operation of the circle 83 is provided by the control unit 1 When the driving signal 'starts on the magnet wire-magnetic force and is set to the whistle, the plunger 81 will stop from the nozzle 88 due to the return of the side soil generated by the electromagnetic coil 83. The return check nozzle 88 and the reverse return passage 8 constituting the steam discharge mechanism Recorded by j—j Λ Λ , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , Then, the passage 89 is returned to the passage 89, so that the discharge of the steam is stopped, and the fuel in the π cylinder 82 is pressurized. The red 82 is inside, and the steam in the cylinder 82 is discharged to the outside. '", during the period when the material is pressurized, T1 is the helmet, and the oysters are for a long time... during the period of the fire. The Japanese and the second earth move again, so that the pressure in the cylinder 82 exceeds the predetermined letter: The pressurized fuel is injected into the intake manifold b through the fuel injection stop c nozzle 85, the hip hop u 3 84, and the Lang flow orifice 86 (during the 318350 12 1308194 period of Fig. 3) • το, ^1^ (4) During the output of the drive signal provided by the unit 10, when the energization of the electromagnetic _83 is stopped, the plunger diagram does not return to the magazine and moves upward toward the U-Wo R. tfn „ ” Return to the original position (3rd = Γ3). At this time, 'from the fuel tank 11 through the fuel injection ... = through the fuel intake check nozzle Attracting to the steam red rafts 8=: The map shows: the relationship between the normal travel time, the acceleration travel time, the speed of the deceleration material and the opening degree of the phase. In the fourth figure, the crank angle sensor 7 detects (four) When the rotation speed and the opening degree of the throttle valve 3 detected by the device 4 are substantially the same, the control 10 judges that the situation is the normal traveling time. Further, the opening ratio of the throttle 3 detected by the section 4 is 4 In the case where the opening degree of the throttle valve 3 corresponding to the current engine speed of the crank angle 2 is large, the control unit 1 判断 judges that the acceleration is progressing for this case. a When the vehicle is traveling normally and during acceleration, the control unit 10 determines the period το of the drive signal supplied to the fuel injection module 8 in the following manner. First, the injection time T2 is determined, which is the basic injection time for determining the basic injection amount, plus the atmospheric temperature, the intake air temperature, the engine temperature, and the throttle opening according to the detection outputs of the respective sensors 2, 4 to 6. The correction corresponding to the degree is added to the above-described invalid injection period Τ1 as the output period T0 (-T1+T2). Here, in this case, 'the intake air temperature detected by the intake air temperature sensor 2, or the temperature of the engine 1 detected by the engine temperature sensor 6 is low, and, by the throttle valve, In the case where the opening degree of the throttle 3 detected by the degree sensor 4 is large and is in an acceleration state, the output period of the driving signal output from the control sheet 13 318350 1308194 element 1 变 becomes long. ‘, ^ and: The control unit 10 synchronizes the rotation of the crankshaft of the engine 1 according to the detection of the crank angle sensor 7, and outputs the drive signal to the fuel ejection plate group 8. That is, in the first embodiment, the engine is a four-stroke type, and therefore the drive signal set to the output period το is output at a ratio in which the crank shaft is output twice per rotation. As seen from Fig. 4, the degree of opening of the reading by the throttle opening sensor 4 is higher than that of the throttle 3 detected by the crank angle sensor 7. In the case where the degree is small, the control unit 1 〇 == is the time when the deceleration travels. In addition, in the case where the engine speed of the crank angle sensor 7 exceeds the previously set dangerous value: brother; it is judged to be the engine by the downhill travel, etc.! Excessive rotation. The knotting unit 1G judges that the deceleration traveling state or the engine is excessively shifted to the fuel interruption control mode. Moreover, in the break control mode, the control unit 10 will synchronize with the rotation of the crankshaft of the engine 1 according to the crank angle sense, and only the drive:: period τι is slightly shorter, for the fuel ~ mentioned The combustion control mode when the * control unit 10 county 舺媸 々 々 如 如 如 如 如 5 5 图 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 控制 ( ( ( ( ( ( ( ( ( ( ( ( The ratio of the output once is outputted to the drive signal only by the ineffective injection period (refer to the figure (8)). Therefore, although the material is sprayed (refer to the figure (10), the electromagnetic coil 83 will 318350 14 1308194 === electric' to cause the plunger δί to operate only for a short period of time (refer to the figure ' (so the steam present in the steam red 82 will From the configuration == back::, the passage 89, via the return pipe I", will increase the amount of cold material, and can also suppress the steam production = true to drive ', thus accumulating electric power in the storage capacitor: :: Energy from the capacitor for power storage, and can increase the electromagnetic core rotation = wheel == Interrupt control mode is driven by the output of the crankshaft every time: :: Yes: = Effect: Shooting period TM Drive signal. When the Tianqu handle shaft is turned once, the input is the second one: the situation that the engine 1 starts again from the high temperature stop state, or the yuan Η) will only be; in the case of the state, as in the past, the control room (that is, the benefit ratio) Spray: Second, the short-number of the degree of fuel injection 81, so the output of the drive engine 1 restartability, etc. Effective discharge. Therefore, can be improved under the usual maintenance::: form: due to the various types of engine 1 The operating state is shot, and the fuel nozzle can be fired. An appropriate fuel is effective to prevent the occurrence of a malfunction of the bow 1 318350 15 1308194 In addition, the above-described embodiment 丨 is described by taking a case of fuel injection to the engine of the four-stroke type, but the present invention is not limited thereto. However, it is of course also applicable to the case where the fuel is injected into the two-stroke type engine. (Embodiment 2) In the fuel interruption control mode, the first embodiment is synchronized with the crankshaft of the engine, and only In the month, the fuel injection module 8 is provided with a driving signal, which is shorter than the ineffective injection period τ ^, but the embodiment 2 = the operating state of the engine is the pre-starting control state before the engine is started =, the no-load operating state In the no-load control mode or the fuel-off state of the fuel-off control mode, and in the above-mentioned respective control modes, the above-mentioned driving signal is supplied to the above-mentioned material=module without causing fuel injection, and at the same time, the respective control modes are switched. The power-on time of the above-mentioned driving signal is controlled by i^r, 'using the flowchart of FIG. 6' for the above-mentioned purification injection control time setting (4) S101, the purification injection is performed. In the case of the engine, it is judged to proceed to step _. In step S102, it is controlled by the reference, and is not the pre-start control mode. When the purge 2 is the start-up control mode, it proceeds to step S103, and will be non-initialized. The time 5 is again determined as XTPRGSTA. If the engine type is determined in step S102, it proceeds to step si. 4' and is judged by: whether it is the no-load control mode. When the body 1 = the on-board control mode, the process proceeds to Step si〇5' and setting the net through energization time to χτρ for non-no-load control, in the case of determining the war control pull type in step si〇4, proceeding to step S106, and judging whether the state is 318350 16 1308194 It is determined to be a fuel interruption control system. ._, and will be purified to advance to the step. It is not determined to be the control mode before the start of the electric bribe c. Here, in the case of any mode, the purification; := mode, fuel interruption control _ is set. . End each place == and perform the net according to the purge injection energization time (4) In addition, the above fuel is interrupted by U. The coffee bean C is a shorter value than the air injection time XTPRCTOL. The method of implementing the energization time of the chopped material is the above M-Tai, Sister, and 4, so it can be used according to each control mode #~I' mode, no-load control mode, fuel interruption control mode = read The electromagnetic coil is provided so as not to cause the jet fuel: electric (four) (purifying nozzle energizing time), in particular, the fuel interruption type (four) pulse energizing time is shorter than the time in the no-load control mode, therefore:: will be broken, but generated The steam can be reliably discharged toward the return passage and can prevent the engine from being inferior and prevent post-combustion. (Embodiment 3) FIG. 7 is a schematic view showing an operation when the engine is started by the engine starting device when the engine of the fuel injection module is stopped in the third embodiment, and (A) is a state in which the power is turned on and off. (8) is the output signal diagram of the crank angle sensor 7 (C) is a state diagram of the throttle opening degree, and (D) is a driving pulse applied to the electromagnetic coil of the fuel injection module 8, (magic coil The current, (F) is the fuel injection condition map, and (G) is the ignition signal diagram. 318350 17 1308194 As shown in Figure 7(A), when the fuel injection device is powered 〇N (conducting) 牯'图7 (9) shows that the invalid injection time portion _: drive signal (pulse) is sent to the fuel injection module 8 at predetermined intervals, and the electromagnetic coil is energized as shown in Fig. 7 (E) to drive the plunger 81. By the steam discharge + mechanism', the steam in the fuel injection module 8 is forcibly discharged to the outside of the fuel injection stack, and the electric power is stored in a storage capacitor (not shown). In the case, although the engine will start the injection control, As shown in Fig. 7 (8), in the state of the index = turbulent state, as shown in Fig. 7 (c), the control unit 1 detects the throttle opening signal detected by the throttle opening 4 as Speed, and if it is above the opening degree, it is determined that there is a possibility that a sudden increase occurs, and as shown in Fig. 7 (7), fuel injection is not performed, but as shown in the figure. In the state where there is a possibility of sudden acceleration, at the point it: Fig. 7 (9), 'the ignition coil 9 is not turned on; and the engine is started. Can be banned and 'as described above' in the absence of start-up required to continue the activation of the drive signal by the invalid injection time portion, ''Ignition control is also prohibited to start the ignition;;: shooting, and display device Provides the information of the start prohibition state, and displays the control unit i. In the case of a lamp, for example, the control unit i. The second light. 318350 18 1308194 light or flashing indication. [Simple diagram] 1 is a reflection of the bow material in the first embodiment In the present case, there is a schematic diagram of the shape of the fuel injection device of the present invention. Fig. 2 is a view of the surface of the fuel injection device. Section (4) and the younger are used to explain the timing of the drive from the control unit and the operation of the fuel injection module. The engine is usually used for traveling, acceleration, and deceleration. Diagram of the relationship between the opening degree of the Ichiro "丨L valve. The figure is a timing chart for explaining the operation of the control unit and the fuel-emitting module in the fuel interruption control mode. ^ 6 Purification injection control of the form 2 Flowchart of the action. ^The figure is a mode diagram of the engine start prohibition m signal and action and ignition control of the fuel injection module of (4)3. • A schematic diagram of the operation of the drive signal and the fuel nozzle firing group in the past during no-load operation. Jia Li's second mode shows the power supply voltage and the suction pipe pressure gauge. Diagram of the minimum energization time for fuel injection, fruit, and fuel injection [Main component symbol description] Engine 2 Inspiratory temperature sensor
19 318350 1308194 4 節流閥開度感測器 5 吸氣壓力感測器 6 引擎溫度感測器 7 曲柄角感測器 8 燃料喷射模組 9 點火感應圈 10 控制單元 11 燃料槽 12 輸送管 13 過濾器 14 返回管 15 進氣歧管 81 柱塞 82 汽缸 83 電磁線圈 84 燃料喷射止回喷嘴 85 節流孔喷嘴 86 燃料噴射口 87 燃料吸入止回喷嘴 88 返回止回喷嘴 89 返回通路 20 31835019 318350 1308194 4 Throttle opening sensor 5 Suction pressure sensor 6 Engine temperature sensor 7 Crank angle sensor 8 Fuel injection module 9 Ignition induction ring 10 Control unit 11 Fuel tank 12 Duct 13 Filter 14 return pipe 15 intake manifold 81 plunger 82 cylinder 83 solenoid 84 fuel injection check nozzle 85 orifice nozzle 86 fuel injection port 87 fuel suction check nozzle 88 return check nozzle 89 return passage 20 318350