WO2012032859A1 - Véhicule à selle, unité de moteur et dispositif de commande - Google Patents

Véhicule à selle, unité de moteur et dispositif de commande Download PDF

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Publication number
WO2012032859A1
WO2012032859A1 PCT/JP2011/066331 JP2011066331W WO2012032859A1 WO 2012032859 A1 WO2012032859 A1 WO 2012032859A1 JP 2011066331 W JP2011066331 W JP 2011066331W WO 2012032859 A1 WO2012032859 A1 WO 2012032859A1
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Prior art keywords
temperature
injector
engine
fuel
tip
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Application number
PCT/JP2011/066331
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English (en)
Japanese (ja)
Inventor
森川　健志
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ヤマハ発動機株式会社
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Publication of WO2012032859A1 publication Critical patent/WO2012032859A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/043—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit upstream of an air throttle valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2202/00—Motorised scooters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F02D2200/0608—Estimation of fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting

Definitions

  • the present invention relates to a saddle-ride type vehicle, an engine unit, and a control device, and more particularly, to a saddle-ride type vehicle equipped with an air-cooled engine, an engine unit, and a control device.
  • the cylinder head In a saddle-ride type vehicle equipped with an air-cooled engine, the cylinder head generally tends to become hot after the engine is stopped. In the case of a natural air-cooled engine, when the engine stops, the saddle-ride type vehicle also stops. Therefore, traveling wind does not hit the cooling fins of the engine. Therefore, the temperature of the cylinder head is unlikely to decrease.
  • Some saddle-ride type vehicles are equipped with a forced air cooling device including a fan interlocked with an engine crankshaft. However, since the fan of the forced air cooling device is interlocked with the crankshaft, the operation is stopped when the engine is stopped. Accordingly, the temperature of the cylinder head becomes high.
  • An injector for supplying fuel to an engine is generally attached to an intake pipe near the cylinder head. Recently, in order to improve the responsiveness of fuel supply, an injector may be disposed on the cylinder head. As described above, if the temperature of the cylinder head is high after the engine is stopped, the temperature at the tip of the injector, that is, the temperature near the injection hole of the injector (hereinafter referred to as the tip vicinity temperature) also increases. When the temperature in the vicinity of the tip rises, a part of the fuel in the injector is vaporized, and bubbles (vapor) are generated in the fuel. When the engine is restarted, if the fuel contains bubbles, vapor lock is likely to occur and a desired amount of fuel cannot be supplied. Therefore, the fuel combustion efficiency is reduced. In particular, when the injector is disposed in the cylinder head, the temperature near the tip tends to increase, and vapor lock tends to occur.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2007-137374 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2008-265542 (Patent Document 2) disclose a technique for suppressing the occurrence of vapor lock when an automobile engine is restarted.
  • Patent Document 1 determines whether or not the temperature of fuel in the injector is equal to or lower than a reference temperature when the automobile engine is restarted.
  • the battery is driven to activate the electric water-cooled circulation device. Then, the water-cooled circulation device cools the fuel in the engine and the injector.
  • Patent Document 2 measures the temperature in the vicinity of the injector at predetermined intervals while the automobile engine is driven. If the measured temperature is equal to or higher than the reference temperature, the restart difficulty flag is set to 1. When the engine is stopped and then restarted, if the restart difficult flag is 1, the electric water cooling device cools the engine.
  • Patent Documents 1 and 2 are directed to an automobile engine and include an electric water cooling device that is driven separately from the engine. That is, the engines of these documents are water-cooled. If it is a large vehicle such as an automobile, it is easy to provide a water cooling device. However, if a saddle-ride type vehicle is provided with a water cooling device that is driven separately from the engine, the structure of the saddle-ride type vehicle becomes complicated and expensive.
  • An object of the present invention is to provide a saddle-ride type vehicle that can suppress vaporization of fuel in an injector when an air-cooled engine is stopped.
  • the saddle-ride type vehicle includes an intake pipe, an air-cooled engine, an injector, a temperature sensor, and a control device.
  • the air-cooled engine includes a cylinder head.
  • the cylinder head includes an intake port connected to the intake pipe.
  • the injector is attached to the intake pipe or the cylinder head and injects fuel toward the intake port.
  • the temperature sensor detects the temperature near the tip of the injector.
  • the control device controls the injector.
  • the control device includes a temperature acquisition unit, a comparison unit, and a first control unit.
  • the temperature acquisition means acquires the temperature near the tip of the injector from the temperature sensor when the engine is stopped.
  • the comparison means compares the acquired temperature with a reference temperature. When the acquired temperature exceeds the reference temperature, the first control means controls the injector and injects fuel.
  • the saddle riding type vehicle can suppress the fuel in the injector from being vaporized when the air-cooled engine is stopped.
  • FIG. 1 is a right side view of a saddle-ride type vehicle according to the present embodiment.
  • FIG. 2 is a right side view of the vicinity of the vehicle body cover in FIG.
  • FIG. 3 is a partial cross-sectional view of the engine unit in FIG. 1 in plan view. 4 is a cross-sectional view of the vicinity of the cylinder head in FIG.
  • FIG. 5 is a side view of the engine unit in FIG. 1.
  • FIG. 6 is a schematic diagram showing the relationship between the control device and peripheral devices.
  • FIG. 7 is a functional block diagram illustrating a hardware configuration of the control device.
  • FIG. 8 is a graph showing the relationship between the elapsed time since the engine was stopped and the temperature near the tip of the injector.
  • FIG. 8 is a graph showing the relationship between the elapsed time since the engine was stopped and the temperature near the tip of the injector.
  • FIG. 9 is a flowchart showing details of the vapor lock suppression process executed by the control device shown in FIG.
  • FIG. 10 is a graph showing the relationship between the elapsed time since the engine was stopped and the temperature near the tip of the injector when the vapor lock suppression process was executed.
  • FIG. 11 is a flowchart showing details of the injection amount correction processing executed by the control device shown in FIG.
  • FIG. 12 is a diagram showing a data structure of a correction table used in the processing in FIG.
  • front, rear, left and right indicate directions in a state where the rider is in the vehicle.
  • the X1 direction in the figure indicates the longitudinal direction of the vehicle.
  • the Y1 direction in the figure indicates the width direction of the vehicle.
  • the Z1 direction in the figure indicates the vertical direction of the vehicle.
  • FIG. 1 is a right side view of a saddle-ride type vehicle 200 according to the present embodiment.
  • FIG. 1 shows a part of a saddle-ride type vehicle 200 cut away.
  • FIG. 1 shows a scooter as an example of a saddle-ride type vehicle 200.
  • saddle riding type vehicle 200 is not limited to a scooter.
  • the “saddle-ride type vehicle” includes a motorcycle, an all-terrain vehicle, a snowmobile, and the like.
  • the “motorcycle” includes the above-described scooter and moped.
  • the saddle riding type vehicle 200 includes a handle 10, a steering shaft 13, a head pipe 11, a frame 15, an engine unit 20, a seat 16, a front wheel 14, a rear wheel 27, and a fuel tank 510.
  • the handle 10 is attached to the upper end of the steering shaft 13.
  • the steering shaft 13 extends obliquely forward from the handle 10 downward.
  • the steering shaft 13 is inserted into the head pipe 11.
  • the handle 10 is connected to the front wheel 14 via the steering shaft 13.
  • a starter switch (not shown) is attached to the handle 10. The user operates the starter switch to start or stop the engine.
  • the frame 15 extends from the head pipe 11 toward the rear of the saddle riding type vehicle 200.
  • the frame 15 is a so-called underbone type frame.
  • the frame 15 includes a front portion, a middle portion, and a rear portion.
  • the front portion extends obliquely rearward from the head pipe 11 downward.
  • the middle part is connected to the lower end of the front part and extends in the front-rear direction of the vehicle body.
  • the rear portion is connected to the rear end of the middle portion and extends obliquely upward toward the rear.
  • a footrest plate 17 is disposed in the middle of the frame 15.
  • a seat 16 is disposed above the rear portion of the frame 15.
  • a fuel tank 510 is disposed below the rear portion of the seat 16.
  • the fuel tank 510 includes a fuel pump 550.
  • the fuel pump 550 supplies fuel to the injector 34 in the engine 21.
  • the engine unit 20 is disposed below the front portion of the seat 16.
  • the engine unit 20 is attached to the frame 15 via a pivot shaft 25.
  • the engine unit 20 includes an intake pipe 2, an air-cooled engine 21, an injector 34, a forced air-cooling device 50, and a control device 500.
  • the intake pipe 2 includes a main intake pipe 36 and a sub intake pipe 41.
  • the intake pipe 2 is disposed between the engine 21 and an air cleaner (not shown), and supplies intake air to the engine 21.
  • the injector 34 is supplied with fuel from the fuel pump 550 and injects fuel into the engine 21.
  • Control device 500 is, for example, an ECU (Engine Control Unit).
  • the control device 500 controls the engine 21 to drive or stop the engine 21. Further, after the engine 21 is stopped, the control device 500 controls the injector 34 to inject fuel and suppress the temperature of the engine 21 from rising.
  • FIG. 2 is a right side view of the vicinity of the body cover 18 in the saddle-ride type vehicle 200 in FIG.
  • the vehicle body cover 18 includes a front wall 202 and a pair of side walls 203.
  • the front wall 202 is disposed below the front end portion of the seat 16.
  • the pair of side walls 203 are coupled to the front wall 202 and are respectively disposed below the left and right side edges of the seat 16.
  • the side wall 203 covers the front part of the engine unit 20.
  • the rear wheel 27 is connected to the engine 21 via the power transmission unit 26.
  • a rear shock absorber 28 is attached between the power transmission unit 26 and the frame 15. The engine 21 and the rear wheel 27 can swing up and down around the pivot shaft 25.
  • the saddle riding type vehicle 200 further includes an exhaust pipe 43 and a muffler 44.
  • the exhaust pipe 43 and the muffler 44 extend in the front-rear direction of the saddle riding type vehicle 200.
  • the exhaust pipe 43 is disposed below the engine 21.
  • the muffler 44 is disposed on the side of the rear wheel 27 and extends obliquely upward from the downstream end of the exhaust pipe 43 toward the rear.
  • the muffler 44 houses a catalyst device (not shown).
  • FIG. 3 is a partial cross-sectional view of the engine unit 20 in plan view.
  • engine 21 is an air-cooled single cylinder four-cycle engine.
  • the engine 21 includes a crankcase 24, a cylinder block 22, and a cylinder head 23.
  • a plurality of cooling fins 280 are formed in the cylinder block 22.
  • the crankcase 24 is disposed at the rear end of the engine 21.
  • the crankcase 24 houses the crankshaft 57.
  • the crankshaft 57 extends in the vehicle width direction (Y1 direction) and is rotatably attached to the crankcase 24 via bearings 281 and 282.
  • the right end portion 204 of the crankshaft is disposed outside the outer wall 246 of the crankcase 24.
  • a fan 56 is attached to the right end portion 204.
  • the fan 56 is disposed outside the engine 21 and rotates integrally with the crankshaft 57. That is, the fan 56 is interlocked with the crankshaft 57. Therefore, the fan 56 rotates while the engine 21 is driven.
  • the power transmission unit 26 is connected to the left end portion 260 of the crankshaft 57.
  • a ring gear 571 is further attached to the left end portion 260.
  • a crank angle sensor 502 is disposed in the vicinity of the ring gear 571. The crank angle sensor 502 outputs a pulse signal corresponding to the rotation of the ring gear 571.
  • the control device 500 specifies the crank angle and the position of the piston 208 by counting the number of pulses of the pulse signal.
  • the large end portion of the connecting rod 205 is rotatably attached to the center portion of the crankshaft 57.
  • the connecting rod 205 extends in the front-rear direction (X1 direction) of the saddle-ride type vehicle 200.
  • the cylinder block 22 is disposed at the front end of the crankcase 24.
  • the cylinder block 22 extends in the front-rear direction (X1 direction) of the saddle riding type vehicle 200. That is, the cylinder axis of the engine 21 extends in the X1 direction.
  • the cylinder block 22 is a cylindrical body, and a cylinder chamber E1 is disposed therein.
  • a piston 208 is accommodated in the cylinder chamber E1.
  • the piston 208 is attached to the small end portion of the connecting rod 205 via the piston pin 29.
  • the piston 208 reciprocates in the cylinder chamber E1 along the cylinder axis.
  • the cylinder head 23 is disposed at the front end of the cylinder block 22.
  • FIG. 4 is a cross-sectional view of the vicinity of the cylinder head 23. With reference to FIGS. 3 and 4, the cylinder head 23 forms a combustion chamber A ⁇ b> 1 together with the cylinder block 22.
  • the cylinder head 23 includes a camshaft 209 (FIG. 3), an intake valve 210 (FIG. 4), and an exhaust valve 31 (FIG. 3).
  • the camshaft 209 opens and closes the intake valve 210 and the exhaust valve 31.
  • the cylinder head 23 further includes an intake port 221 (FIG. 4) and an exhaust port (not shown).
  • An injector 34 is attached to the cylinder head 23.
  • the cylinder head 23 includes a boss 32.
  • the boss 32 is formed on the upper surface of the cylinder head 23.
  • the injector 34 is inserted into the boss 32 and fixed. Therefore, the injector 34 is disposed at the upper part of the cylinder head 23.
  • the injector 34 includes an injection nozzle 35 and an injector body 218.
  • the injection nozzle 35 is disposed at the tip of the injector 34.
  • the bottom of the boss 32 is connected to the intake port 221. Therefore, the injection nozzle 35 that is the tip of the injector 34 is disposed in the intake port 221.
  • the injection nozzle 35 is disposed in the vicinity of the opening 222 of the intake port 221. Therefore, when the intake valve 210 is opened, the fuel injected from the injection nozzle 35 tends to flow directly into the combustion chamber A1 through the opening 222. The easier the fuel enters the combustion chamber A1, the better the responsiveness of fuel supply, and the air-fuel mixture having a desired air-fuel ratio can be supplied to the combustion chamber A1 without delay.
  • a temperature sensor 504 is disposed in the vicinity of the injection nozzle 35. Therefore, the temperature sensor 504 is attached to the cylinder head 23.
  • the temperature sensor 504 detects the temperature near the injection nozzle 35, that is, the temperature near the tip of the injector 34.
  • the temperature in the vicinity of the tip of the injector 34 may be, for example, the temperature in the intake port 221.
  • intake pipe 2 includes a main intake pipe 36 and a sub intake pipe 41.
  • the main intake pipe 36 is disposed between an air cleaner (not shown) disposed at the rear portion of the saddle-ride type vehicle 200 and the intake port 221.
  • the main intake pipe 36 includes an intake hose 37, a throttle body 38, and a connection pipe 39.
  • the intake hose 37 is disposed between the throttle body 38 and the air cleaner.
  • the connecting pipe 39 is curved and is disposed between the throttle body 38 and the intake port 221.
  • the throttle body 38 is disposed above the cylinder block 22.
  • the throttle body 38 is a cylindrical body that extends in the vehicle front-rear direction (X1 direction in the figure), and houses the two valves 40A and 40B.
  • the valves 40A and 40B switch the intake passage to either the main intake pipe 36 or the sub intake pipe 41.
  • the valve 40A is disposed downstream of the valve 40B.
  • the auxiliary intake pipe 41 is disposed between the throttle body 38 and the cylinder head 23. Specifically, the upstream end of the auxiliary intake pipe 41 is connected to a portion of the throttle body 38 between the valve 40A and the valve 40B. The downstream end of the auxiliary intake pipe 41 is connected to a boss 241 formed on the upper surface of the cylinder head 23. The boss 241 is connected to the vicinity of the intake port 221 where the injection nozzle 35 is disposed. Therefore, the downstream end of the auxiliary intake pipe 41 is disposed in the vicinity of the injection nozzle 35.
  • the valves 40A and 40B open and close according to the load (throttle operation amount). Specifically, from the no-load (idle) region to a predetermined partial load region, the valve 40A is closed and the valve 40B is opened at an opening corresponding to the throttle operation amount.
  • the intake air passes through the auxiliary intake pipe 41 and flows into the vicinity of the injection nozzle 35 of the injector 34 in the intake port 221. Therefore, the intake air collides with the fuel injected from the injector 34 and promotes atomization of the fuel.
  • the fuel combustion efficiency is increased, and the unburned fuel can be reduced.
  • valve 40A and the valve 40A are also opened at an opening corresponding to the throttle operation amount.
  • the intake air flows into the intake port 221 not only from the auxiliary intake pipe 41 but also from the main intake pipe 36.
  • Valves 40A and 40B operate, for example, as follows.
  • the valve 40B is interlocked with the throttle operation amount of the handle 10.
  • the opening degree of the valve 40B corresponding to the throttle operation amount is 0 to 10%
  • the opening degree of the valve 40A is 0%. That is, the valve 40A is closed.
  • the opening degree of the valve 40B corresponding to the throttle operation amount is 10 to 100%
  • the opening degree of the valve 40A is 0 to 100% in proportion to the opening degree of the valve 40B.
  • the valve 40A and the valve 40B may be controlled by the control device 500, or mechanically interlocked with the throttle of the handle 10 and may be opened and closed according to the throttle operation amount.
  • FIG. 5 is a right side view of the engine unit 20. In FIG. 5, a part of the engine unit 20 is shown broken away.
  • the forced air cooling device 50 includes a fan 56 and a shroud 54.
  • the fan 56 is attached to the right end portion 204 of the crankshaft 57 and interlocked with the crankshaft 57 as described above.
  • the shroud 54 is disposed on the side surface of the engine 21.
  • the shroud 54 covers the fan 56, the crankcase 24, the cylinder block 22, and the rear part of the cylinder head 23.
  • the shroud 54 includes a cylindrical portion 51 and a side plate portion 52.
  • the cylindrical portion 51 covers the entire cylinder block 22 and the rear end portion of the cylinder head 23.
  • the side plate portion 52 covers the right side surface of the crankcase 24 and faces the fan 56.
  • An intake hole 58 is formed in the side plate portion 52.
  • a gap is formed between the shroud 54 and the engine 21.
  • the shroud 54 guides the air flow generated by the fan 56 to the cylinder head 23. Specifically, when the engine 21 is driven, the fan 56 also rotates in conjunction with the rotation of the crankshaft 57. At this time, an air flow is generated by the fan 56, and the air flows into the gap between the shroud 54 and the engine 21 from the intake hole 58. The air that flows in is guided to the cylinder head 23 by the shroud 54. As shown by the arrow R ⁇ b> 2 in FIGS. 3 and 5, the air passes through the shroud 54 toward the boss 32 of the cylinder head 23. Therefore, the vicinity of the tip (injection nozzle 35) of the injector 34 disposed in the boss 32 is forcibly air-cooled. Therefore, the fuel in the injector 34 is not easily vaporized while the engine 21 is driven.
  • FIG. 6 is a schematic diagram showing the relationship between the control device 500 and peripheral devices.
  • control device 500 receives an engine start instruction and a stop instruction from starter switch 501.
  • the control device 500 further receives a signal from the crank angle sensor 502 and specifies the crank angle and the position of the piston 208.
  • the control device 500 further controls the spark plug 505, the injector 34, and the fuel pump 550.
  • the control device 500 outputs a fuel pump drive signal to drive the fuel pump 550 when the engine 21 is driven. At this time, the fuel pump 550 supplies the fuel in the fuel tank 510 to the injector 34.
  • Control device 500 further outputs a fuel injection signal to injector 34 based on the position of piston 208 detected by crank angle sensor 502. Upon receiving the fuel injection signal, the injector 34 injects a predetermined amount of fuel at a predetermined timing. The control device 500 outputs an ignition signal to the spark plug 505 at the timing when the piston 208 moves to the top dead center. The spark plug 505 that has received the ignition signal ignites. Therefore, the air-fuel mixture in the combustion chamber A1 is combusted, and the piston 208 is pushed down from the top dead center toward the bottom dead center.
  • control device 500 receives the detection signal from the temperature sensor 504, and acquires the temperature in the intake port 221, more specifically, the temperature in the vicinity of the tip of the injector 34 (hereinafter simply referred to as the temperature in the vicinity of the tip).
  • the control device 500 executes a vapor lock suppression process based on the temperature detected by the temperature sensor 504 after the engine 21 is stopped.
  • the vapor lock suppression process the fuel in the injector 34 can be suppressed from being vaporized, and the occurrence of vapor lock is suppressed.
  • FIG. 7 is a functional block diagram showing the hardware configuration of the control device 500.
  • control device 500 includes a central processing unit (CPU) 420, a volatile memory 421, a nonvolatile memory 422, and a communication unit 423.
  • the volatile memory 421 is, for example, a RAM (Random Access Memory).
  • the volatile memory 421 is simply referred to as “memory 421”.
  • the nonvolatile memory 422 is, for example, a flash memory.
  • the nonvolatile memory 422 stores a control program.
  • the communication unit 423 receives signals from the starter switch 501, the crank angle sensor 502, and the temperature sensor 504.
  • the communication unit 423 further outputs a control signal (fuel pump drive signal) for the fuel pump 550, a control signal for the spark plug (ignition signal), and a control signal for the injector 34 (fuel injection signal).
  • a control signal fuel pump drive signal
  • a control signal for the spark plug ignition signal
  • a control signal for the injector 34 fuel injection signal
  • the control device 500 adjusts the temperature of the cylinder head 23 so that the temperature near the tip does not exceed the reference temperature after the engine 21 stops operating. Thereby, after the engine 21 stops, it suppresses that the fuel in the injector 34 vaporizes, and suppresses generation
  • vapor lock suppression processing is referred to as vapor lock suppression processing.
  • the control device 500 further corrects the injection amount of fuel injected from the injector 34 when the engine 21 is started again. Such a process is called an injection amount correction process.
  • the vapor lock suppression process and the injection amount correction process will be described.
  • the injector 34 is disposed in the cylinder head 23. If the engine 21 is not cooled while the engine 21 is being driven, the cylinder head 23 becomes hot. Therefore, the tip vicinity temperature also becomes high. Further, when the temperature in the vicinity of the tip becomes high, a part of the fuel in the injector 34 is vaporized and bubbles are easily generated in the fuel. Vapor lock is likely to occur due to bubbles generated in the fuel. Vapor lock inhibits desired fuel injection and inhibits engine start.
  • the fan 56 of the forced air cooling device 50 rotates as described above. Therefore, air flows into the shroud 54 and the cylinder head 23 is forcibly cooled by air. Therefore, while the engine 21 is being driven, the temperature rise of the cylinder head 23 is suppressed and the fuel is not easily vaporized.
  • the fan 56 also stops. This is because the fan 56 is interlocked with the crankshaft 57. Therefore, when the engine 21 is stopped, the cylinder head 23 cannot be cooled by the fan 56. Further, when the engine 21 stops, the fuel pump 550 also stops. For this reason, the fuel pressure in the injector 34 is reduced, and vapor lock is likely to occur.
  • the shroud 54 is attached to the side surface of the engine 21, the heat generated in the engine 21 is trapped in the gap between the engine 21 and the shroud 54. As a result, the temperature of the cylinder head 23 rises.
  • FIG. 8 is a graph showing a change in temperature change of the injector 34 after the engine 21 is stopped.
  • FIG. 8 was obtained by the following method. A saddle-ride type vehicle (scooter in this example) having the above-described configuration was manufactured. The manufactured saddle-ride type vehicle was placed in a temperature atmosphere of 30 ° C., and the engine was driven for 30 minutes. Thereafter, the engine was stopped, and the transition of the temperature near the tip of the injector (temperature near the tip) was measured with a temperature sensor. Based on the measured temperature transition, the graph of FIG. 8 was created.
  • the temperature near the tip increased with time after the engine was stopped. And about 10 minutes after stopping the engine, the temperature near the tip exceeded 120 ° C. Thereafter, the temperature near the injector tip gradually decreased with time.
  • the temperature near the tip once increases with the passage of time and then gradually decreases.
  • the temperature in the vicinity of the tip exceeds 120 ° C., vapor lock is likely to occur. Therefore, it is preferable to maintain the tip vicinity temperature below a temperature at which vapor lock is likely to occur.
  • the control device 500 executes a vapor lock suppression process.
  • the control device 500 monitors the tip vicinity temperature after stopping the engine 21. When the tip vicinity temperature exceeds the reference temperature, the control device 500 controls the fuel injection device 520 to inject fuel from the injection nozzle 35. The injected fuel is vaporized in the intake port 221 and takes away ambient heat. Therefore, the tip vicinity temperature is lowered.
  • the reference temperature is set to a temperature lower than the temperature at which vapor lock is likely to occur.
  • the reference temperature may be an empirically determined value or may vary depending on the type of fuel.
  • the reference temperature is, for example, about 110 ° C. to 115 ° C. However, the reference temperature is not limited to this range.
  • FIG. 9 is a flowchart showing details of the vapor lock suppression process.
  • CPU 420 in control device 500 monitors whether an engine stop operation has been performed (S1).
  • the CPU 420 determines that the engine stop operation has been performed (YES in S1).
  • the CPU 420 stops the control of the spark plug 505 and temporarily stops the control of the injector 34 (S2).
  • the piston 208 is stopped.
  • the CPU 420 further monitors the crank angle based on the pulse signal output from the crank angle sensor 502 (S3). When the operation of the piston 208 stops, the operation of the crankshaft 57 also stops. The CPU 420 determines whether or not the operation of the crankshaft 57 has stopped by detecting the crank angle.
  • the CPU 420 compares the temperature near the tip of the injector 34 with the reference temperature, and controls the fuel pump 550 and the injector 34 as necessary to inject fuel (S100). : Temperature comparison process).
  • the CPU 420 further resets the injection flag to “0”.
  • the injection flag is a flag indicating whether or not fuel is injected in the vapor lock suppression process. When the injection flag is “0”, it indicates that the fuel is not injected. When the injection flag is “1”, it indicates that fuel has been injected.
  • the counter n and the injection flag are stored in the memory 421.
  • the CPU 420 determines whether or not the tip vicinity temperature T0 exceeds the reference temperature (S5).
  • the tip vicinity temperature T0 exceeds the reference temperature (YES in S5)
  • the fuel in the injector 34 is highly likely to vaporize. Therefore, the CPU 420 controls the injector 34 to inject fuel (S9).
  • the fuel injection amount may be set in advance, or may be determined according to the difference value between the obtained tip vicinity temperature Tn and the reference temperature. Since the temperature of the injected fuel is lower than the tip vicinity temperature Tn, the tip vicinity temperature Tn is further lowered by the latent heat of vaporization when the fuel is vaporized in the intake port 221.
  • the CPU 420 After the fuel is injected, the CPU 420 stores the fuel injection amount in the memory 421 (S10). The CPU 420 further updates the fuel injection flag to “1”. This is because fuel was injected. In step S ⁇ b> 10, the CPU 420 stores the cumulative value of the fuel injection amount in the memory 421. Therefore, when fuel injection is performed a plurality of times, the CPU 420 stores the cumulative value of these injection amounts in the memory 421 in step S10.
  • step S9 When the engine restarts, the fuel injected in step S9 is also burned. Therefore, the CPU 420 corrects the fuel injection amount at the time of restarting the engine in the injection amount correction process in consideration of the fuel injection amount stored in step S10.
  • step S5 when the tip vicinity temperature T0 is lower than the reference temperature (NO in S5), the CPU 420 determines whether the tip vicinity temperature increases or decreases with the passage of time. Judgment is made (S6 to S8). The CPU 420 determines whether to continue or end the vapor lock suppression process by determining a change in temperature near the tip (increase or decrease as time elapses).
  • the CPU 420 determines whether or not the tip vicinity temperature Tn ⁇ 1 acquired immediately before the latest tip vicinity temperature Tn among the plurality of acquired tip vicinity temperatures is stored in the memory 421 (S6). ).
  • the latest tip vicinity temperature is T 0, and the tip tip temperature before that is not stored in the memory 421. Therefore, CPU 420 determines that tip vicinity temperature Tn-1 is not stored in memory 421 (NO in S6).
  • the CPU 420 determines whether or not the tip vicinity temperature tends to increase or decrease based on the obtained difference value ⁇ T (S8).
  • the difference value ⁇ T is positive (plus)
  • the CPU 420 determines that the tip vicinity temperature increases with the passage of time (NO in S8).
  • the tip vicinity temperature Tn increases with the passage of time, and may exceed the reference temperature. Therefore, the CPU 420 proceeds to step S11 in order to continue monitoring the tip vicinity temperature, and executes the next temperature comparison process (S100). In short, the CPU 420 continues the vapor lock suppression process.
  • the CPU 420 increases the tip vicinity temperature based on the tip vicinity temperature Tn and the tip vicinity temperature Tn ⁇ 1 obtained in the previous temperature comparison process. Monitor continuously whether trending or downtrend.
  • the CPU 420 determines that the tip vicinity temperature Tn is decreasing with the passage of time (YES in S8). In this case, the tip vicinity temperature Tn will decrease in the future, and therefore does not exceed the reference temperature. Therefore, the CPU 420 ends the vapor lock suppression process. At this time, the control device 500 stops operating. Thus, if the tip vicinity temperature is falling, since the control apparatus 500 stops operation
  • the CPU 420 stores the fuel flag and the cumulative fuel injection amount stored in the memory 421 in the non-volatile memory 422 after the determination in step S8 (YES in S8) and before ending the vapor lock suppression process. This is because the fuel flag and the cumulative injection amount of fuel are used for the injection amount correction process.
  • FIG. 10 is a graph showing the transition of the temperature near the tip after the engine 21 is stopped when the vapor lock process is performed.
  • FIG. 10 was obtained by the following method. A saddle-ride type vehicle manufactured to obtain the graph in FIG. 8 was used. The vapor lock suppression process was executed by the control device in the saddle-ride type vehicle. At this time, the reference temperature was 115 ° C.
  • the temperature near the tip exceeded the reference temperature 300 seconds after the engine stopped. Therefore, the fuel was injected by the control device. Regular gasoline was used as the fuel. In this example, the measurement of the temperature near the tip was continued even after the injection. Based on the measurement results, the graph of FIG. 10 was created.
  • the temperature near the tip after fuel injection decreased with the passage of time.
  • the maximum temperature near the tip decreased by about 8 ° C.
  • the control device 500 detects the tip vicinity temperature.
  • the injector 34 is controlled to inject fuel.
  • the temperature near the tip is lowered by the injected fuel. Therefore, it can suppress that the fuel in the injector 34 vaporizes. For this reason, even the air-cooled engine 21 can suppress the occurrence of vapor lock.
  • the control device 500 monitors the change in the temperature near the tip with time. Then, only when the temperature near the tip increases with the passage of time, the control device 500 continues to monitor the temperature near the tip. As a result, when the temperature near the tip exceeds the reference temperature, the control device 500 can quickly inject fuel and reduce the temperature near the tip. On the other hand, when the temperature in the vicinity of the tip is decreasing with time, the control device 500 stops its operation. As a result, excessive power consumption due to the vapor lock suppression process is suppressed.
  • the control device 500 corrects the fuel injection amount at the time of starting the engine according to the fuel injection amount. Therefore, the control apparatus 500 can suppress that the air fuel ratio at the time of engine starting becomes excessive.
  • details of the injection amount correction process will be described.
  • FIG. 11 is a flowchart showing details of the injection amount correction process at the time of starting the engine.
  • CPU 420 in control device 500 starts engine 21 when it receives an engine start signal output from starter switch 501 by a user operation (YES in S21).
  • the CPU 420 determines whether or not fuel has been injected in the vapor lock suppression process executed when the engine 21 is stopped (S22).
  • the CPU 420 reads the injection flag from the nonvolatile memory 422.
  • the injection flag is “0”
  • the CPU 420 determines that fuel is not injected in the vapor lock suppression process (NO in S22), and ends the injection amount correction process. In this case, fuel is injected with a normal injection amount, and the engine 21 is started.
  • the CPU 420 determines that the fuel is injected in the vapor lock suppression process (YES in S22). At this time, the CPU 420 reads the fuel injection amount from the nonvolatile memory 422 (S23). The read injection amount is a cumulative value of the fuel injected in the vapor lock process.
  • the CPU 420 determines an initial fuel injection amount at the time of engine start (hereinafter referred to as start injection amount) based on the read injection amount (S24). The CPU 420 determines the starting injection amount based on the elapsed time from the injection in step S9 in FIG. 9 and the injection amount. At this time, the CPU 420 uses the correction table shown in FIG. The correction table is stored in the non-volatile memory 422 and is loaded into the memory 421 during the injection amount correction process.
  • the correction table has a plurality of tables for each injection amount.
  • the injection amounts “1B”, “2B”, and “3B” indicate different injection amounts.
  • the correction table includes tables for the injection amounts “1B” to “kB” (k is a natural number not including 0).
  • the CPU 420 identifies a corresponding table from the correction table based on the injection amount read in step S23.
  • the CPU 420 further acquires the elapsed time.
  • the control device 500 has a timer (not shown).
  • the CPU 420 stores the latest injection time in the nonvolatile memory 422 in the vapor lock suppression process.
  • CPU 420 calculates the elapsed time based on the time indicated by the timer and the time stored in the HDD. Then, the CPU 420 reads a correction coefficient corresponding to the elapsed time from the specified table.
  • CPU 420 injects fuel based on the determined starting injection amount (S25).
  • control device 500 determines the starting injection amount in consideration of the fuel injection amount in the vapor lock suppression process. Therefore, control device 500 prevents the air-fuel ratio at the time of engine start from becoming excessive.
  • the injector 34 is disposed on the cylinder head 23.
  • the injector 34 may be disposed in the main intake pipe 36.
  • the injector 34 may be disposed in the connection pipe 39.
  • the injector 34 injects fuel toward the intake port 221. Even in such a case, the temperature in the vicinity of the injector 34 may rise after the engine 21 is stopped. Therefore, if the control device 500 executes the vapor lock suppression process, the occurrence of vapor lock can be suppressed.
  • the injector 34 is disposed in the cylinder head 23 as in the above-described embodiment, the vapor lock suppression process is more effective.
  • the forced air cooling device 50 is arranged.
  • the forced air cooling device 50 may not be arranged, and the air-cooled engine 21 may be naturally air-cooled. Even in such a case, the temperature in the vicinity of the injector 34 may rise after the engine 21 is stopped. However, the temperature near the tip of the injector 34 after the engine 21 is stopped is more likely to increase when the forced air cooling device 50 is arranged. Therefore, when the forced air cooling device 50 is arranged, the vapor lock suppression process is more effective.
  • the CPU 420 uses the latest tip vicinity temperature Tn and the tip vicinity temperature Tn ⁇ 1 obtained one time before, and the tip vicinity temperature changes with time. It is judged whether it is rising. However, the CPU 420 may determine the fluctuation of the tip vicinity temperature using at least one of the latest tip vicinity temperature Tn and the previous tip vicinity temperatures T0 to Tn-1.
  • the CPU 420 determines the starting injection amount based on the injection amount of the fuel injected during the vapor lock suppression process and the elapsed time since the latest injection was performed. To do. However, the CPU 420 may determine the starting injection amount by using only one of the fuel injection amount and the elapsed time.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur un véhicule à selle construit de sorte que, lorsque le moteur refroidi par air s'arrête, le carburant contenu dans l'injecteur soit empêché de s'évaporer. Le moteur refroidi par air (21) d'un véhicule à selle comprend : une culasse (23) ayant un orifice d'admission d'air (221) relié à une tubulure d'admission d'air ; un injecteur (34) attaché à la tubulure d'admission d'air (36) ou à l'orifice d'admission d'air (221) et qui injecte le carburant ; un capteur de température (504) servant à détecter la température régnant dans le voisinage de la pointe de l'injecteur (34) ; et un dispositif de commande (500) servant à commander l'injecteur (34). Lorsque le moteur refroidi par air (21) s'arrête, le dispositif de commande (500) obtient du capteur de température (504) la température régnant dans le voisinage de la pointe de l'injecteur (34). Le dispositif de commande (500) compare alors la température obtenue à une température de référence. Lorsque la température obtenue est supérieure à la température de référence, le dispositif de commande (500) commande l'injecteur (34) pour injecter le carburant.
PCT/JP2011/066331 2010-09-07 2011-07-19 Véhicule à selle, unité de moteur et dispositif de commande WO2012032859A1 (fr)

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JP2013194679A (ja) * 2012-03-22 2013-09-30 Fuji Heavy Ind Ltd 燃料供給装置
WO2015186763A1 (fr) * 2014-06-03 2015-12-10 株式会社ミクニ Dispositif de commande de démarrage pour moteur
CN105201612A (zh) * 2014-06-10 2015-12-30 光阳工业股份有限公司 摩托车的引擎导风结构
JP6002347B1 (ja) * 2016-05-17 2016-10-05 善隆 中山 車両用エンジン制御装置
JP2019094824A (ja) * 2017-11-22 2019-06-20 ダイハツ工業株式会社 内燃機関の制御装置
JP2020020325A (ja) * 2018-08-03 2020-02-06 マツダ株式会社 車両の冷却装置

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JPH02112611A (ja) * 1988-10-19 1990-04-25 Mitsubishi Electric Corp エンジンの冷却装置
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Publication number Priority date Publication date Assignee Title
JP2013194679A (ja) * 2012-03-22 2013-09-30 Fuji Heavy Ind Ltd 燃料供給装置
WO2015186763A1 (fr) * 2014-06-03 2015-12-10 株式会社ミクニ Dispositif de commande de démarrage pour moteur
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CN105201612A (zh) * 2014-06-10 2015-12-30 光阳工业股份有限公司 摩托车的引擎导风结构
JP6002347B1 (ja) * 2016-05-17 2016-10-05 善隆 中山 車両用エンジン制御装置
JP2017206979A (ja) * 2016-05-17 2017-11-24 善隆 中山 車両用エンジン制御装置
JP2019094824A (ja) * 2017-11-22 2019-06-20 ダイハツ工業株式会社 内燃機関の制御装置
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JP7125669B2 (ja) 2018-08-03 2022-08-25 マツダ株式会社 車両の冷却装置

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