WO2016021245A1 - エンジンユニット及び鞍乗型車両 - Google Patents

エンジンユニット及び鞍乗型車両 Download PDF

Info

Publication number
WO2016021245A1
WO2016021245A1 PCT/JP2015/062369 JP2015062369W WO2016021245A1 WO 2016021245 A1 WO2016021245 A1 WO 2016021245A1 JP 2015062369 W JP2015062369 W JP 2015062369W WO 2016021245 A1 WO2016021245 A1 WO 2016021245A1
Authority
WO
WIPO (PCT)
Prior art keywords
strokes
valve
negative pressure
intake passage
engine unit
Prior art date
Application number
PCT/JP2015/062369
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
貴比古 原
祐一郎 渡邊
好典 大桑
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to BR112017002534A priority Critical patent/BR112017002534B8/pt
Priority to CN201910837408.7A priority patent/CN110529271B/zh
Priority to EP15830604.3A priority patent/EP3176419B1/de
Priority to EP19211277.9A priority patent/EP3633178B1/de
Priority to CN201580042693.3A priority patent/CN106662043B/zh
Priority to BR122020018307-1A priority patent/BR122020018307B1/pt
Priority to TW104125839A priority patent/TWI592570B/zh
Publication of WO2016021245A1 publication Critical patent/WO2016021245A1/ja

Links

Images

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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0872—Details of the fuel vapour pipes or conduits
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/004—Control of the valve or purge actuator, e.g. duty cycle, closed loop control of position
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/089—Layout of the fuel vapour installation
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10072—Intake runners
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/16—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines characterised by use in vehicles
    • F02M35/162—Motorcycles; All-terrain vehicles, e.g. quads, snowmobiles; Small vehicles, e.g. forklifts
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M2025/0845—Electromagnetic valves

Definitions

  • the present invention relates to an engine unit and a saddle type vehicle.
  • a vehicle may be provided with a canister that contains an adsorbent that adsorbs the evaporated fuel generated in the fuel tank.
  • a technology that reduces the amount of evaporated fuel adsorbed by the adsorbent from the canister to the atmosphere by actively introducing air containing evaporated fuel from the canister into the combustion chamber is an automobile (four-wheeled vehicle). ) Is widely used in the engine units installed in In Patent Document 1, a tank having a large volume is provided in a passage for introducing evaporated fuel from a canister to an intake passage portion.
  • Patent Document 1 It is desired to apply the technique of Patent Document 1 to an engine unit used in a straddle-type vehicle such as a motorcycle.
  • a straddle-type vehicle such as a motorcycle.
  • An object of the present invention is to provide an engine unit and a straddle-type vehicle that can secure a sufficient amount of evaporated fuel introduced into a combustion chamber.
  • the engine unit of the present invention includes a combustion chamber, an intake passage portion for introducing air into the combustion chamber, and a throttle valve provided in the middle of the intake passage portion for each cylinder, and has a negative pressure with a small difference from the atmospheric pressure.
  • a negative pressure with a large difference between the atmospheric pressure and the atmospheric pressure is generated during 4 strokes, and a negative pressure with a small difference with the atmospheric pressure and a negative pressure with a large difference with the atmospheric pressure are repeated every 4 strokes.
  • a four-stroke engine unit that is a single-cylinder or multi-cylinder four-stroke engine unit in which a negative pressure fluctuation is generated in a downstream intake passage portion that is a portion downstream of the throttle valve in the intake passage portion, and is connected to a fuel tank,
  • the volume of the communication passage portion between the intake passage portion and the halfway position is provided to be smaller than half of the engine unit displacement, and the opening degree is changed.
  • a control device that operates the valve according to the negative pressure fluctuation in which generation of a negative pressure with a small difference between the valve that is possible and the atmospheric pressure and a negative pressure with a large difference between the atmospheric pressure is repeated every four strokes And.
  • the present inventors have investigated the reason why the amount of evaporated fuel introduced from the canister into the combustion chamber cannot be sufficiently secured when the technique of Patent Document 1 is applied as it is to an engine unit often used in a saddle-ride type vehicle.
  • the amount of evaporated fuel introduced from the canister into the combustion chamber changes according to the differential pressure between the negative pressure and the atmospheric pressure in the downstream intake passage portion to which the communication passage portion from the canister is connected. Therefore, when comparing the negative pressure generated in the downstream intake passage section between an engine unit often used in a saddle-ride type vehicle and an engine unit often used in an automobile, there are the following differences. I understood.
  • Patent Document 1 a tank having a large volume is provided in a passage for introducing evaporated fuel into the downstream intake passage portion.
  • evaporated fuel is introduced into the combustion chamber. As a result, it has been found that there is a case where a sufficient amount of fuel vapor cannot be secured.
  • the present invention presupposes that there is a negative pressure fluctuation, and dares to control the valve operation using the negative pressure fluctuation.
  • a valve is provided at a position where the volume of the communication passage portion between the downstream intake passage portion and the valve is smaller than half of the displacement, and a negative pressure with a small difference from the atmospheric pressure and a negative pressure with a large difference between the atmospheric pressure.
  • the valve is controlled so as to change the amount of the evaporated fuel according to the negative pressure fluctuation that is repeated every 4 strokes.
  • the valve since the operation of the valve can be controlled in accordance with the negative pressure fluctuation that repeats a large fluctuation every four strokes, the valve can be controlled so that the amount of evaporated fuel introduced into the combustion chamber becomes an appropriate amount. Further, since the volume of the communication passage between the intake passage and the valve is smaller than half of the exhaust amount, the timing at which the evaporated fuel is introduced into the combustion chamber is unlikely to be delayed even if the negative pressure in the downstream intake passage portion fluctuates greatly. Therefore, even in an engine in which the negative pressure fluctuates greatly every four strokes, it is possible to secure the amount of evaporated fuel introduced into the combustion chamber.
  • a sensor for detecting a negative pressure in the downstream intake passage portion is further provided, and the control device controls the operation of the valve in accordance with a detection result of the sensor.
  • the negative pressure fluctuation is directly detected and the operation of the valve is controlled according to the detection result. Therefore, the amount of fuel vapor introduced can be appropriately secured according to the negative pressure fluctuation.
  • control device increases the combustion chamber introduction air amount, which is the amount of air introduced from the downstream intake passage portion into the combustion chamber, from the communication passage portion to the downstream intake passage portion. It is preferable to control the valve so that the ratio of the amount of the introduced fuel to the amount of air introduced into the combustion chamber is increased.
  • the valve is controlled so that the proportion of the amount of evaporated fuel increases as the amount of air introduced into the combustion chamber increases. For this reason, the evaporated fuel can be introduced into the combustion chamber so that the influence on the combustion in the combustion chamber becomes relatively small. Therefore, even if evaporative fuel is positively introduced into the combustion chamber, the engine can be easily controlled.
  • the valve includes a closed state in which the communication passage portion is in a state in which air does not flow between the interior of the canister and the downstream intake passage portion, and the communication passage portion is disposed in the canister.
  • the control device selectively takes an open state in which air is allowed to flow between the downstream intake passage portions, and the control device performs an open switch for switching from the closed state to the open state, and an open state to the closed state.
  • the negative pressure in which the generation of the negative pressure having a small difference from the atmospheric pressure and the negative pressure having a large difference between the atmospheric pressure is repeated every four strokes. It is preferable to control the control device so as to be interlocked with the fluctuation.
  • the amount of evaporated fuel introduced is adjusted by using the negative pressure fluctuation. That is, the switching operation of the valve for introducing the evaporated fuel is repeated every 4 strokes during the 4 stroke period, generating a negative pressure having a small difference from the atmospheric pressure and a negative pressure having a large difference between the atmospheric pressures. This is performed in conjunction with the negative pressure fluctuation. Thereby, even if the fuel vapor from the canister is positively introduced into the combustion chamber, the amount of fuel vapor introduced can be appropriately adjusted so as to be linked to the negative pressure fluctuation.
  • the valve is provided at a position where the volume of the communication passage portion between the downstream intake passage portion and the valve is smaller than half of the displacement. Therefore, the pressure fluctuation in the downstream intake passage is quickly transmitted to the valve. As a result, the operation of the valve and the pressure fluctuation are easily linked smoothly, and the timing at which the evaporated fuel is introduced into the combustion chamber is less likely to be delayed. Therefore, it becomes possible to ensure the amount of evaporated fuel introduced into the combustion chamber more appropriately.
  • control device is linked to any number of strokes of 1, 2, and multiples of 4 when each of the four strokes constituting the four strokes is defined as one stroke.
  • the switching operation is performed so as to be interlocked with each 4 strokes.
  • the valve switching operation is performed for each multiple of 4
  • the operation is performed every four strokes or in conjunction with the four strokes with some four strokes in between. Therefore, according to the above configuration, in any case, a negative pressure with a small difference between the atmospheric pressure and a negative pressure with a large difference between the atmospheric pressures is generated every 4 strokes within the period of 4 strokes.
  • the purge amount can be adjusted to interlock with repeated negative pressure fluctuations.
  • control device causes the valve to synchronize at least one of the opening switching and the closing switching with a stroke of any number of 1, 2, and a multiple of 4. It is preferable to carry out.
  • the switching is performed so as to synchronize with the process. Therefore, switching control becomes easy.
  • the control device may control the valve so as to perform the closing switching after performing the opening switching for each of the number of strokes.
  • the control device may control the valve so as to perform the opening switching after performing the closing switching every one of the number of strokes.
  • the control device may control the valve so as to perform the opening switching and the closing switching once for each of the number of strokes.
  • the control device may control the valve so as to perform the opening switching and the closing switching once every stroke or every two strokes. Further, in the present invention, the control device may control the valve so that the opening switching and the closing switching are performed once within 4 strokes for every multiple of 4 strokes.
  • control device may control the valve so as to perform the opening switching and the closing switching once every four strokes. Further, in the present invention, the control device may control the valve so that the opening switching and the closing switching are performed a plurality of times for each multiple of 4. In the present invention, the control device performs one of the opening switching and the closing switching for each of the number of strokes without matching the timings in the number of strokes. The valve may be controlled so that the other is performed.
  • the valve can be in an open state in which the communication passage portion is in a state in which air is circulated between the inside of the canister and the intake passage, and the valve is opened in the open state.
  • the control device is capable of adjusting a negative pressure having a small difference between the atmospheric pressure and a negative pressure having a large difference between the atmospheric pressures every four strokes. It is preferable to control the opening degree in the open state according to the state of the negative pressure fluctuation.
  • the amount of evaporated fuel introduced is adjusted by using the negative pressure fluctuation. That is, the valve in the open state according to the state of the negative pressure fluctuation per four strokes in the negative pressure fluctuation in which the generation of the negative pressure having a small difference from the atmospheric pressure and the negative pressure having a large difference between the atmospheric pressures is repeated every four strokes. To control the opening degree. Thereby, even if the evaporated fuel from the canister is positively introduced into the combustion chamber, the amount of the evaporated fuel introduced can be appropriately adjusted according to the state of the negative pressure fluctuation per four strokes.
  • the valve is provided at a position where the volume of the communication passage between the downstream intake passage portion and the valve is smaller than half the displacement. Therefore, the pressure fluctuation in the intake passage is promptly transmitted to the valve. As a result, when the valve is controlled according to the state of the negative pressure fluctuation, the timing at which the evaporated fuel is introduced into the combustion chamber is unlikely to be delayed. Therefore, it becomes possible to ensure the amount of evaporated fuel introduced into the combustion chamber more appropriately.
  • the control device of the valve in the open state according to the state of the negative pressure fluctuation per four strokes every n cycles (n: natural number). It is preferable to control the opening.
  • the amount of fuel vapor introduced can be adjusted according to the state of negative pressure fluctuation per four strokes every n cycles, the engine can be easily controlled.
  • a sensor for detecting a negative pressure in the downstream intake passage portion is further provided, and the control device includes the n cycles as the state of the negative pressure fluctuation per four strokes every n cycles. You may control the opening degree of the said valve in the said open state according to the detection result of the said sensor in each of the contained 1 or several cycle.
  • the control device maintains a constant opening degree of the valve in the open state over a plurality of cycles, and then performs negative load per four strokes.
  • the opening degree of the valve in the open state may be changed according to the state of pressure fluctuation.
  • a straddle-type vehicle includes the engine unit according to the present invention, a vehicle body frame that supports the engine unit, a rider seat, a handle disposed in front of the rider seat, and the engine unit. And a fuel tank connected to the canister.
  • a negative pressure with a small difference between the atmospheric pressure and a negative pressure with a large difference between the atmospheric pressures has a magnitude relationship with each other by comparing the magnitude of the difference between the two negative pressures and the atmospheric pressure. Indicates that it exists.
  • FIG. 1 is a side view of a motorcycle according to a first embodiment of the present invention.
  • FIG. 2 is a schematic configuration diagram showing a configuration of an engine unit and its periphery in the motorcycle of FIG. 1.
  • a part of the engine includes a partial cross section and an internal configuration.
  • It is a schematic block diagram including the partial cross section of each part which shows the connection condition of the communicating path part from a canister to a downstream intake passage part, and the structure of the solenoid valve provided in the middle of the communicating path part.
  • FIG. 4 is a cross-sectional view partially including a front view of the internal configuration of the solenoid valve of FIG. 3.
  • FIG. 6 is a cross-sectional view partially including a front view of an internal configuration of a flow rate adjusting valve used in place of the solenoid valve of the first embodiment in the second embodiment of the present invention.
  • It is the chart which shows the open / closed state of the intake valve and the exhaust valve, and the pressure in the downstream intake passage section.
  • It is a graph which shows the conditions which control a flow regulating valve.
  • It is a graph which shows the change in the condition of the negative pressure fluctuation
  • It is a schematic block diagram which concerns on the modification at the time of applying this invention to a multicylinder type engine unit. It is a graph which shows the modification which concerns on the control method of a flow regulating valve.
  • a motorcycle 1 according to a first embodiment of the present invention will be described by taking the motorcycle 1 as an example.
  • the motorcycle 1 is provided with an engine unit 100 in which the engine unit according to the present invention is employed.
  • the front-rear direction refers to the front-rear direction of the vehicle as viewed from a rider R seated on a rider seat 11 (described later) of the motorcycle 1.
  • the left-right direction is the vehicle left-right direction (vehicle width direction) when viewed from the rider R seated on the rider seat 11.
  • An arrow F direction and an arrow B direction in the drawing represent the front and the rear.
  • the arrow L direction and the arrow R direction in the figure represent the right side and the left side.
  • the motorcycle 1 includes a front wheel 2, a rear wheel 3, a vehicle body frame 4, and a rider seat 11.
  • a handle unit 9 is provided at a portion of the body frame 4 in front of the rider seat 11.
  • a grip 9R is provided at the right end of the handle unit 9, and a grip 9L is provided at the left end.
  • FIG. 1 shows only the grip 9L.
  • the grip 9R is disposed on the opposite side of the grip 9L in the left-right direction.
  • the grip 9R is an accelerator grip.
  • a brake lever is attached near the grip 9R.
  • a clutch lever 10 is attached near the grip 9L.
  • An upper end portion of the front fork 7 is fixed to the handle unit 9.
  • a lower end portion of the front fork 7 supports the front wheel 2.
  • the front end of the swing arm 12 is swingably supported at the bottom of the body frame 4.
  • the rear end portion of the swing arm 12 supports the rear wheel 3.
  • the part different from the swing center of the swing arm 12 and the body frame 4 are connected via a rear suspension that absorbs an impact in the vertical direction.
  • the vehicle body frame 4 supports a single-cylinder engine unit 100.
  • the body frame 4 may directly support the engine unit 100, or may indirectly support it through another member.
  • the engine unit 100 includes a four-stroke engine 130. The detailed configuration of the engine unit 100 will be described later.
  • the engine 130 is connected to an air cleaner 31 that cleans the outside air. The outside air cleaned by the air cleaner 31 is introduced into the engine 130.
  • a muffler 41 is connected to the engine 130.
  • a fuel tank 14 is disposed above the engine 130.
  • a transmission having a plurality of speed change gears is disposed behind the engine 130.
  • the driving force of the engine 130 is transmitted to the rear wheel 3 through the transmission and the chain 26.
  • a shift pedal 24 for switching the transmission gear is provided on the left side of the transmission.
  • Footrests 23 are provided on both sides of the body frame 4 and slightly in front of the rear wheel 3. The rider R puts both feet on the footrest 23 while riding.
  • a front cowl 15 is disposed above the front wheel 2 and in front of the grips 9R and 9L.
  • a meter unit 16 is disposed between the front cowl 15 and the grips 9R and 9L in the front-rear direction. On the display surface of the meter unit 16, vehicle speed, engine speed, vehicle state, travel distance, clock, measurement time, and the like are displayed.
  • the engine unit 100 includes an engine 130, an intake passage portion 110 and an exhaust passage portion 120 connected to the engine 130, a canister 161, and an ECU (Electronic Control Unit) 150.
  • the engine 130 is a four-stroke single-cylinder engine in which a crankshaft 134 (described later) rotates twice during one cycle including four strokes of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke.
  • the ECU 150 includes hardware such as a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), ASIC (Application Specific Integrated Circuit), and software such as program data stored in the ROM or RAM. And is built from.
  • the CPU executes various types of information processing based on software such as program data.
  • the ASIC controls each part of the engine 130 based on the result of such information processing.
  • ECU 150 controls each part of engine 130 so that the above four strokes are executed smoothly.
  • the engine 130 includes a cylinder 131, a piston 132 disposed in the cylinder 131, and a crankshaft 134 connected to the piston 132 via a connecting rod 133.
  • a combustion chamber 130 a defined by an outer surface 132 a of the piston 132 and an inner wall surface 131 a of the cylinder 131 is formed in the cylinder 131.
  • the combustion chamber 130a is a space formed above the piston 132 at the top dead center in the cylinder 131.
  • the combustion chamber 130 a communicates with both the intake passage 110 a formed in the intake passage portion 110 and the exhaust passage 120 a formed in the exhaust passage portion 120.
  • the space in the cylinder 131 and the intake passage 110a do not include overlapping regions. Further, the space in the cylinder 131 and the exhaust passage 120a also do not include overlapping regions.
  • An intake valve 141 is provided at a communication portion between the intake passage 110a and the combustion chamber 130a.
  • An exhaust valve 142 is provided at a communication portion between the exhaust passage 120a and the combustion chamber 130a.
  • the engine 130 is provided with a valve operating mechanism that links the intake valve 141 and the exhaust valve 142 with the crankshaft 134.
  • This valve operating mechanism has members such as a camshaft, a rocker arm, and a rocker shaft. These members transmit power generated by the rotation of the crankshaft 134 to the intake valve 141 and the exhaust valve 142.
  • the intake valve 141 and the exhaust valve 142 operate so as to repeatedly open and close the communication portion between the intake passage 110a and the exhaust passage 120a and the combustion chamber 130a at timings corresponding to four strokes constituting one cycle.
  • a tip of a spark plug 143 that ignites the air-fuel mixture in the combustion chamber 130a is disposed in the combustion chamber 130a.
  • the spark plug 143 is electrically connected to the ECU 150. ECU 150 controls the ignition operation by spark plug 143.
  • the intake passage 110 a communicates with the combustion chamber 130 a at one end of the intake passage portion 110.
  • the other end of the intake passage portion 110 is connected to the air cleaner 31.
  • the air cleaner 31 takes in outside air and cleans the outside air taken in.
  • the outside air cleaned by the air cleaner 31 is introduced into the intake passage portion 110.
  • the air introduced from the air cleaner 31 into the intake passage portion 110 passes through the throttle body 111 constituting a part of the intake passage portion 110 and travels toward the engine 130.
  • the throttle body 111 accommodates the throttle valve 112 in a displaceable manner.
  • the throttle valve 112 is supported by the throttle body 111 so that the opening degree of the intake passage 110a in the throttle body 111 changes according to its position.
  • the throttle body 111 is provided with an electric motor that displaces the throttle valve 112. This electric motor is electrically connected to the ECU 150.
  • the ECU 150 controls the amount of air flowing from the air cleaner 31 to the engine 130 through the intake passage portion 110 by controlling the amount of displacement by which the electric motor displaces the throttle valve 112.
  • an electric throttle valve that is driven by an electric motor is employed.
  • a mechanical throttle valve in which the valve operates via a transmission mechanism that transmits the operation of the accelerator grip to the valve may be employed.
  • the intake passage portion 110 is provided with a fuel injection device 144 that injects fuel into the intake passage 110a.
  • the fuel injection device 144 is connected to the fuel tank 14 via the fuel supply pipe 33. Fuel is supplied to the fuel injection device 144 from the fuel tank 14 through the fuel supply pipe 33.
  • the fuel injection device 144 is electrically connected to the ECU 150.
  • the ECU 150 controls the fuel injection operation to the intake passage 110a by the fuel injection device 144.
  • the exhaust passage 120 a communicates with the combustion chamber 130 a at one end of the exhaust passage portion 120.
  • the other end of the exhaust passage 120 is connected to the muffler 41.
  • Exhaust gas from the engine 130 is discharged to the muffler 41 through the exhaust passage portion 120.
  • the exhaust passage 120a is provided with a three-way catalyst that purifies the exhaust gas flowing from the engine 130 into the exhaust passage portion 120. The exhaust gas purified by the catalyst is discharged to the outside through the muffler 41.
  • the engine unit 100 is provided with various sensors.
  • the throttle body 111 is provided with an intake pressure sensor 151 that detects the magnitude of the air pressure in the intake passage 110 a downstream from the throttle valve 112.
  • the throttle body 111 is provided with a throttle opening sensor 152 that detects the opening of the throttle valve 112.
  • the crankshaft 134 is provided with a rotation speed sensor 153 that detects the rotation speed of the crankshaft 134.
  • the rotational speed sensor 153 also detects the position of the crankshaft 134.
  • the detection results by these sensors are transmitted to ECU 150 as signals indicating the detection results.
  • ECU 150 controls the operation of each part of engine unit 100 based on the detection results transmitted from these sensors.
  • the engine unit 100 includes a canister 161.
  • the canister 161 is provided to suppress the evaporation of the evaporated fuel from the fuel tank 14 to the atmosphere by collecting the evaporated fuel in the fuel tank 14.
  • the canister 161 contains an adsorbent such as activated carbon inside.
  • the canister 161 is connected to the fuel tank 14 via the vent pipe 162.
  • the evaporated fuel in the fuel tank 14 flows into the canister 161 through the vent pipe 162.
  • the evaporated fuel that has flowed into the canister 161 is adsorbed by the adsorbent in the canister 161.
  • the canister 161 is connected to the intake passage portion 110 via the communication passage portion 163.
  • the inside of the canister 161 communicates with a communication path 163 a formed in the communication path part 163 at one end of the communication path part 163.
  • the other end of the communication passage portion 163 is connected to a downstream intake passage portion 110d that is a portion of the intake passage portion 110 downstream of the throttle valve 112.
  • connection portion 113 having a communication passage 113a formed therein is formed at a portion where the communication passage portion 163 is connected, as shown in FIG.
  • the connecting portion 113 protrudes from the outer surface of the downstream intake passage portion 110d toward the outside of the passage.
  • a communication path portion 163 is fixed to the connection portion 113 via a connection fitting 164.
  • a screw portion is formed on the outer surface of the connection fitting 164 and the inner surface of the connection portion 113.
  • the connection fitting 164 and the connection portion 113 are fixed by meshing these screw portions.
  • a communication path 164 a is formed in the connection fitting 164.
  • the communication passage 163a in the communication passage portion 163 communicates with the intake passage 110a in the downstream intake passage portion 110d through the communication passages 113a and 164a.
  • the inside of the canister 161 is a portion formed in the downstream intake passage portion 110d in the intake passage 110a (a portion surrounded by a two-dot chain line 110x in FIG. 2; hereinafter) via the communication passages 163a, 164a and 113a. , “Downstream intake passage 110x”).
  • a connection portion and a connection fitting in which no screw portion is formed may be used instead of the connection portion 113 and the connection fitting 164.
  • connection fitting may be a union pipe, and the connection fitting may be inserted into a connection portion where no screw portion is formed. At this time, the connection fitting may be inserted into the connection portion so that the tip of the connection fitting protrudes into the downstream intake passage 110x, or the connection fitting is attached so that the tip of the connection fitting does not protrude into the downstream intake passage 110x. You may insert in a connection part.
  • the tip of the connection fitting may be arranged just at the position of the inner wall surface of the downstream intake passage 110x.
  • a solenoid valve 170 is provided in the middle of the communication path portion 163.
  • the solenoid valve 170 includes a case 171 fixed to the communication path 163, a core 172, a plunger 173, a coil 174, a valve body 175, and a spring 176 provided in the case 171.
  • a communication path 163 x bent in an ⁇ shape is further formed.
  • the communication path 163x constitutes a part of the communication path 163a.
  • the spring 176 has a downward elastic force in FIG. 4A so as to maintain the state in which the valve body 175 closes the opening 163y included in the communication path 163x in a state where no current flows through the coil 174.
  • valve body 175 is fixed to the tip of the plunger 173.
  • closed state the evaporated fuel flows between the canister 161 and the downstream intake passage portion 110d via the communication passage 163a. Can not.
  • the solenoid valve 170 takes the state shown in FIG. 4B (hereinafter referred to as “open state”).
  • the solenoid valve 170 When the solenoid valve 170 is in the open state, the valve body 175 opens the opening 163y. For this reason, the evaporated fuel can flow between the canister 161 and the downstream intake passage portion 110d through the communication passage 163a.
  • the state of the solenoid valve 170 is switched between an open state and a closed state by being controlled by the ECU 150.
  • switching of the solenoid valve 170 from the closed state to the open state under the control of the ECU 150 is referred to as “open switching”.
  • the switching of the solenoid valve 170 from the open state to the closed state under the control of the ECU 150 is referred to as “closed switching”.
  • the solenoid valve 170 When the solenoid valve 170 is opened, the inside of the canister 161 and the downstream intake passage 110x communicate with each other. On the other hand, pressure propagates from the combustion chamber 130a to the downstream intake passage 110x. For example, in the intake stroke, the pressure in the downstream intake passage 110x is mainly negative. At this time, if the solenoid valve 170 is in the open state, a negative pressure propagates from the downstream intake passage 110x to the canister 161 through the communication passage 163a. As a result, the evaporated fuel in the canister 161 flows into the downstream intake passage 110x via the communication passage 163a. The evaporated fuel that has flowed into the downstream intake passage 110x further flows into the combustion chamber 130a.
  • the evaporated fuel flowing into the combustion chamber 130a is burned in the combustion chamber 130a.
  • the vaporized fuel in the canister 161 is introduced into the combustion chamber 130a, whereby the vaporized fuel in the canister 161 is suppressed from being released into the atmosphere.
  • the inventor determines the volume of the fuel vapor passage (passage surrounded by the two-dot chain line in FIG. 3) from the opening 163y closed by the valve body 175 in the solenoid valve 170 to the downstream intake passage 110x.
  • the engine 130 is configured to be smaller than half the displacement.
  • the passage surrounded by the two-dot chain line in FIG. 3 includes a portion from the end connected to the connection fitting 164 to the opening 163y, the communication passage 113a, and the communication passage 164a in the communication passage 163a.
  • the displacement of the engine 130 corresponds to the difference between the volume of the space formed above the piston 132 and the volume of the combustion chamber 130a when it is at the bottom dead center in the space in the cylinder 131.
  • the line segment L1 in FIG. 5 indicates a period during which the intake valve 141 is open during the 4-stroke period.
  • a line segment L2 indicates a period during which the exhaust valve 142 is open during the four-stroke period.
  • Curves P1 and P2 indicate pressure changes in the downstream intake passage 110x, respectively.
  • the numerical values shown on the horizontal axis in FIG. 5 indicate the crank angle in degrees.
  • the crank angle of 0 ° in this embodiment corresponds to a timing near the middle of the period from when the intake valve 141 is opened until the exhaust valve 142 is closed.
  • the vertical axis in FIG. 5 indicates the pressure value with respect to the graph of the pressure change in the downstream intake passage 110x.
  • Curve P1 shows a change in pressure when the crankshaft 134 is rotating at a certain rotational speed.
  • a curve P2 indicates a change in pressure when the crankshaft 134 is rotating at a rotation speed higher than the rotation speed in the curve P1 while the opening degree of the throttle valve 112 is matched with the opening degree in the curve P1.
  • the pressure in the downstream intake passage 110x starts to decrease from the vicinity of the atmospheric pressure after a while after the intake valve 141 starts to open.
  • the pressure starts to increase after the pressure becomes minimum at a crank angle of about 180 °.
  • the intake valve 141 is closed, the pressure returns to near atmospheric pressure again at a crank angle of about 360 °.
  • the pressure gradually becomes substantially constant while increasing and decreasing slightly near atmospheric pressure.
  • the pressure after the pressure becomes minimum near the crank angle of 200 °, the pressure slowly returns to the atmospheric pressure as compared with the curve P1. Further, in the curve P2, the minimum value of the pressure is smaller than that in the curve P1.
  • the negative pressure fluctuation in which the negative pressure having a large difference from the atmospheric pressure and the negative pressure having a small difference from the atmospheric pressure are repeated every four strokes is an engine unit often used in a four-stroke type straddle-type vehicle.
  • the present inventor has a control method for interlocking the switching operation of the solenoid valve 170 with such a negative pressure fluctuation generated in an engine unit often used in a 4-stroke straddle-type vehicle. It was adopted. Note that “in conjunction with negative pressure fluctuation” refers to control in accordance with the timing at which negative pressure fluctuation occurs.
  • Charts C1 to C3 relate to different control methods. Any of the control methods according to charts C1 to C3 may be adopted as a control method by ECU 150. Further, a control method in which any two or more of the control methods according to charts C1 to C3 are combined may be employed.
  • a line along a position indicated as “open” in FIG. 5 indicates when the solenoid valve 170 is in an open state
  • an open switching in which the solenoid valve 170 switches from the closed state to the open state and a close switching in which the solenoid valve 170 switches from the open state to the closed state are performed once every four strokes. Done one by one.
  • the evaporated fuel flows from the communication passage 163a into the downstream intake passage 110x during the period in which the solenoid valve 170 is in the open state in each four strokes.
  • the length of the period in which the solenoid valve 170 is in the open state can be adjusted by changing at least one of the opening switching timing and the closing switching timing.
  • the length of the period during which the solenoid valve 170 is in the open state is adjusted by fixing the timing of the open switching between 4 strokes and changing the timing of the close switching.
  • T1 which is the timing of opening switching is a timing corresponding to 660 ° for each four strokes as shown in FIG. 5 when each timing in the four strokes is represented by a crank angle of 0 to 720 °. This timing is the same for all four strokes.
  • the open switching of the chart C1 is set to a timing immediately before the opening timing of the intake valve 141 shown at the left end of the line segment L1 in FIG.
  • the opening switching timing in the chart C2 is 90 ° for any four strokes.
  • the open switching of the chart C2 is set at a timing halfway until the pressure in the downstream intake passage 110x starts to decrease and takes a minimum value.
  • the timing of opening switching in the chart C3 is 270 ° for any four strokes.
  • the open switching of the chart C3 is set to a timing halfway from when the pressure of the downstream intake passage 110x takes the minimum value to return to the atmospheric pressure.
  • Charts C1 to C3 in FIG. 5 show a case where the period during which the solenoid valve 170 is in the open state in each four strokes is half of the period corresponding to the four strokes. That is, assuming that the period corresponding to 4 strokes is 100%, in the charts C1 to C3 in FIG. 5, the period during which the solenoid valve 170 is in the open state is 50%.
  • the period during which the solenoid valve 170 is in the open state is expressed in%, it is assumed that the period corresponding to 4 strokes is 100%.
  • the length of the period in which the solenoid valve 170 is in the open state is adjusted by changing the closing switching timing. For example, in the chart C1, when the closing switching timing is changed from T2 (300 °) to T3 (120 °), the period during which the solenoid valve 170 is in the open state is changed from 50% to 25%. In the chart C1, open switching is performed after closing switching is performed within four strokes. On the contrary, in the chart C2 or C3, the open switching is performed within 4 strokes and then the close switching is performed. As described above, the order of the opening switching operation and the closing switching operation within the four strokes may be any.
  • crank angle The timing of opening switching and closing switching (crank angle) as described above is controlled based on the position of the crankshaft 134 detected by the rotational speed sensor 153.
  • an amount of evaporated fuel corresponding to the relationship between the period in which the solenoid valve 170 is in the open state and the period in which the pressure in the downstream intake passage 110x is negative is continuously generated. It flows into the downstream intake passage 110x from the passage 163a.
  • Negative pressure is generated with a relatively large difference.
  • an amount of evaporated fuel corresponding to the magnitude of the negative pressure at each timing flows from the communication passage 163a into the downstream intake passage 110x.
  • the closing switching timing can be changed.
  • a change occurs in the relationship between the period in which the solenoid valve 170 is in the open state and the period in which the pressure in the downstream intake passage 110x is negative.
  • the closing switching timing is changed from T2 to T3 (see the broken line near the chart C1).
  • the period during which the solenoid valve 170 is open is changed from 50% to 25%.
  • the region corresponding to the period in which the solenoid valve 170 is in the open state changes from the region surrounded by the two-dot chain line A1 to the region surrounded by the two-dot chain line A2.
  • the evaporated fuel flowing from the communication passage 163a into the downstream intake passage 110x is reduced.
  • the ECU 150 fixes the timing for switching the opening in each four strokes and varies the timing for switching the closing.
  • opening switching is performed in synchronization with 4 strokes (4 strokes).
  • Synchronized with 4 strokes means that the timings within the 4 strokes are matched between the 4 strokes.
  • the closing switching timing within each four strokes the period during which the solenoid valve 170 is open with respect to the negative pressure fluctuation in each four strokes is changed.
  • the period during which the solenoid valve 170 is in the open state may be changed by synchronizing the closing switching with 4 strokes and changing the opening switching timing.
  • the amount of evaporated fuel flowing from the communication passage 163a to the downstream intake passage 110x can be adjusted. According to this control method, the amount of evaporated fuel flowing from the communication passage 163a into the downstream intake passage 110x unexpectedly fluctuates every four strokes unless the negative pressure fluctuation situation every four strokes changes significantly. Is unlikely to occur.
  • the range corresponding to the period during which the solenoid valve 170 is in the open state in the curve P1 is the two-dot chain line A1 in FIG. It is a range surrounded by A1 ′.
  • the state of the negative pressure in these ranges does not change.
  • the negative pressure fluctuation situation of the downstream intake passage 110x also changes.
  • the rotational speed of the engine 130 changes
  • the situation of the negative pressure fluctuation in the downstream intake passage 110x changes from the situation shown by the curve P1 to the situation shown by the curve P2. Therefore, for example, in the control according to the chart C1, even when the period during which the solenoid valve 170 is open is fixed, the engine 130 is at a rotational speed corresponding to the curve P1, and the rotational speed corresponding to the curve P2.
  • the amount of evaporated fuel flowing from the communication passage 163a into the downstream intake passage 110x varies.
  • the amount of air flowing into the combustion chamber 130a also changes due to the change in the rotational speed of the engine 130.
  • the rotational speed changes and the inflow amounts of the evaporated fuel and the air fluctuate the relative influence of the evaporated fuel on the air-fuel ratio in the air-fuel mixture in the combustion chamber 130a varies. Therefore, by introducing the evaporated fuel into the combustion chamber 130a, the air-fuel mixture in the combustion chamber 130a may not be stably burned at a desired air-fuel ratio.
  • the ECU 150 of the present embodiment is configured to control the amount of evaporated fuel introduced into the combustion chamber 130a as follows.
  • the ECU 150 determines the length of the period during which the solenoid valve 170 is open based on the detected value of the rotational speed of the engine 130 and the detected value of the pressure in the downstream intake passage 110x or the detected value of the opening of the throttle valve 112. Control. These detection values are acquired from the detection results of the sensors 151 to 153. Which one of the detected value of the pressure in the downstream intake passage 110x and the detected value of the opening degree of the throttle valve 112 is used is selected based on the operating state.
  • the detected value of the pressure in the downstream intake passage 110x may be used when the rotational speed of the engine 130 is low, and the detected value of the opening degree of the throttle valve 112 may be used when the rotational speed of the engine 130 is high.
  • the detection value used for the control may be an average value of values detected during a certain setting period, or may be a detection value that is detected periodically.
  • the frequency of detection may be every four strokes, or every plural four strokes.
  • the control by the ECU 150 is adjusted so that the ratio of the inflow amount of evaporated fuel per four strokes to the engine intake air amount (corresponding to the combustion chamber introduction air amount in the present invention) draws a curve as shown in FIG. Has been.
  • the horizontal axis of FIG. 6A is the engine intake air amount. This amount is the amount of air flowing into the combustion chamber 130a per four strokes and can be derived from the rotational speed of the engine 130 and the opening of the throttle valve 112 or the pressure of the downstream intake passage 110x.
  • the vertical axis in FIG. 6A is the ratio of the inflow amount of evaporated fuel to the engine intake air amount.
  • this ratio is referred to as “evaporated fuel ratio”.
  • the evaporative fuel ratio is a value representing the ratio of the amount of evaporative fuel flowing into the downstream intake passage 110x from the communication passage 163a per four strokes to the engine intake air amount as a percentage.
  • control is performed so that the evaporated fuel ratio simply increases as the engine intake air amount increases.
  • the influence of the evaporated fuel introduced into the combustion chamber 130a on the combustion of the fuel decreases. Therefore, by introducing more evaporated fuel into the combustion chamber 130a as the engine intake air amount is larger, more evaporated fuel can be caused to flow into the combustion chamber 130a while suppressing the influence on the combustion of the fuel.
  • control is performed so that the fuel vapor ratio becomes a constant value R.
  • the evaporated fuel ratio decreases as the engine intake air amount increases. This is because if the engine intake air amount exceeds a certain level, the evaporated fuel ratio decreases as the engine intake air amount increases even if the length of the open state period of the solenoid valve 170 is 100%.
  • the evaporative fuel ratio is reduced because the difference between the negative pressure and the atmospheric pressure in the downstream intake passage 110x becomes smaller when the engine intake air amount increases at the same rotational speed. This is because it becomes difficult to flow into 110x, and as a result, the increase in the inflow amount of evaporated fuel becomes smaller than the increase in the engine intake air amount.
  • the ECU 150 sets the length of the open state period of the solenoid valve 170 to the relationship shown in FIG. 6B with respect to the pressure in the downstream intake passage 110x (for example, corresponding to the detected value by the intake pressure sensor 151).
  • the solenoid valve 170 is controlled. As shown in FIG. 6B, the period during which the solenoid valve 170 is open is adjusted so that the pressure in the downstream intake passage 110x becomes longer as the pressure approaches the atmospheric pressure. As the pressure in the downstream intake passage 110x approaches atmospheric pressure, the solenoid valve 170 is kept open for a longer period of time, so that a desired inflow amount of evaporated fuel is secured.
  • the ECU 150 of the present embodiment is configured to control the length of the period during which the solenoid valve 170 is opened without calculating both the engine intake air amount and the evaporated fuel ratio, as described below.
  • the storage device in the ECU 150 stores the length of the period during which the solenoid valve 170 is open, the rotational speed of the engine 130, and the pressure in the downstream intake passage 110x while being associated with each other. Further, the storage device in the ECU 150 stores the length of the period during which the solenoid valve 170 is opened, the rotational speed of the engine 130 and the opening of the throttle valve 112 in association with each other.
  • the association between these values is such that when the ECU 150 controls the solenoid valve 170 in accordance with the stored contents of the storage device and the detected value, the control follows the conditions shown in FIGS. 6 (a) and 6 (b). Have been adjusted in advance. Then, ECU 150 determines the length of the period during which solenoid valve 170 is opened based on the detected value of the rotational speed of engine 130 and the detected value of the pressure in downstream intake passage 110x or the detected value of the opening of throttle valve 112. Is obtained from the storage device. The ECU 150 controls switching of the solenoid valve 170 so that the length of the period in which the solenoid valve 170 is in the open state becomes the length of the period acquired from the storage device in each four strokes. In the present embodiment, as described above, according to the charts C1 to C3, the timing of the open switching in each four strokes is fixed, and the timing of the closing switching is adjusted.
  • FIG. 7 shows a change in the inflow amount of the evaporated fuel with respect to a period in which the solenoid valve 170 is open when the solenoid valve 170 is controlled according to the charts C1 to C3.
  • a curve Q1 indicates the inflow amount of the evaporated fuel by the control according to charts C1 to C3 when the opening degree of the throttle valve 112 is relatively small or the rotational speed of the engine 130 is relatively large.
  • the opening degree of the throttle valve 112 is relatively small or the rotational speed is relatively large, for example, as shown by a curve P2 in FIG. 5, the downstream intake passage 110x over the entire four stroke period.
  • the pressure is kept relatively negative. Accordingly, in the control according to any of charts C1 to C3, as shown by curve Q1, the inflow amount of the evaporated fuel increases approximately linearly as the period during which solenoid valve 170 is open increases.
  • a curve Q2 indicates the inflow amount of the evaporated fuel by the control according to the chart C1 when the opening degree of the throttle valve 112 is relatively large or the rotational speed is relatively small.
  • Curve Q2 is not as linear as curve Q1, but shows that the inflow of evaporated fuel increases almost stably over the entire range of 0 to 100%. Further, the curve Q2 has a small difference in inflow from the curve Q1.
  • Curves Q3 and Q4 indicate the inflow amount of the evaporated fuel by the control according to charts C2 and C3 when the opening degree of the throttle valve 112 is relatively large or the rotational speed is relatively small. As shown in these curves, according to the control according to the chart C2 or C3, the inflow amount of the evaporated fuel is small in almost the range of 0 to 100% compared to the case of the curves Q1 and Q2, and the increase in the inflow amount is increased. The way is not stable.
  • the difference in the curve indicating the inflow amount of the evaporated fuel occurs.
  • the curves P1 and P2 in FIG. Because it is different.
  • the opening switching timing is set after the pressure in the downstream intake passage 110x starts to change greatly in the negative pressure direction.
  • the difference in pressure change due to the difference in rotational speed mainly appears in a period after the timing at which the pressure in the downstream intake passage 110x takes the minimum value. Therefore, in the control according to the charts C2 and C3, a difference in the inflow amount of the evaporated fuel tends to occur due to the difference in the rotation speed.
  • the opening switching timing of the chart C1 is set to a timing immediately before the intake valve 141 is opened. That is, the timing of the open switching of the chart C1 is set to a timing immediately before the pressure in the downstream intake passage 110x starts to change greatly in the negative pressure direction for both the curves P1 and P2. For this reason, according to the control according to the chart C1, a difference in the inflow amount of the evaporated fuel due to the difference in the rotation speed hardly occurs.
  • the chart C1 in which the opening switching timing is set immediately before the intake valve 141 is opened is suitable for controlling the inflow amount of the evaporated fuel. Further, according to the chart C1, the following points are also effective.
  • the intake valve 141 is switched from the closed state to the open state, the pressure in the downstream intake passage 110x starts to decrease. Therefore, by opening the solenoid valve 170 in advance before the period when the intake valve 141 is closed, the evaporated fuel from the canister 161 is quickly supplied as the pressure in the downstream intake passage 110x starts to decrease. 110a.
  • the opening switching timing and the intake valve 141 opening timing may be slightly different. For example, as long as the timing of opening switching is any timing within the latter half of the period during which the intake valve 141 is closed, the timing before opening switching in the chart C1 may be used.
  • the engine intake air amount is calculated based on the detected value of the rotational speed of the engine 130 and the detected value of the pressure in the downstream intake passage 110x or the detected value of the opening of the throttle valve 112, and then the calculated value.
  • the solenoid valve 170 may be controlled.
  • the ECU 150 may be configured as follows. The storage device of the ECU 150 stores data indicating the graph of FIG. 6A and the graph of FIG. Then, the ECU 150 calculates the engine intake air amount using each detected value, and acquires the evaporated fuel ratio corresponding to the calculated value based on the graph of FIG.
  • the ECU 150 obtains the length of the open state period of the solenoid valve 170 according to the pressure in the downstream intake passage 110x derived from each detected value based on the graph of FIG. 6B. Further, ECU 150 switches solenoid valve 170 based on the acquired length of the period.
  • the graph of FIG. 6A and the graph of FIG. 6B are ideal examples showing the control contents of the ECU 150. It is preferable that the control is performed so as to satisfy these graphs as much as possible, and the control may not be performed so that the control result exactly satisfies the graph.
  • the amount of evaporated fuel introduced into the combustion chamber 130a can be sufficiently ensured, unlike the case where the configuration in the automobile is directly adopted in the saddle riding type vehicle.
  • the reason is as follows.
  • the inventor has compared the negative pressure generated in the intake passage between an engine unit frequently used in a saddle-ride type vehicle and an engine unit often used in an automobile. As a result, the following differences were found between these vehicles.
  • a negative pressure fluctuation may not easily occur in the downstream intake passage portion by providing a surge tank downstream of the throttle valve. Even when the independent throttle is employed, negative pressure fluctuations are suppressed for each cylinder by, for example, communicating the downstream intake passage portions with communication pipes. In this case, negative pressure is stably generated in the downstream intake passage portion. Therefore, if a communication passage that communicates the canister and the downstream intake passage portion is provided, negative pressure is also stably generated in the communication passage. For this reason, the inflow amount of the evaporated fuel flowing into the intake passage via the communication passage is likely to be stabilized.
  • this embodiment presupposes the existence of the negative pressure fluctuation as described above, and dares to adjust the introduction amount of the evaporated fuel by using the negative pressure fluctuation. That is, the solenoid valve is operated so that a negative pressure having a small difference from the atmospheric pressure and a negative pressure having a large difference between the atmospheric pressures are generated in a four-stroke period in response to negative pressure fluctuations repeated every four strokes. 170 was controlled. Specifically, the switching operation of the solenoid valve 170 is negative every four strokes in which a negative pressure having a small difference from the atmospheric pressure and a negative pressure having a large difference between the atmospheric pressure are generated within a period of four strokes. It was supposed to be performed in conjunction with pressure fluctuations.
  • the control of interlocking the solenoid valve 170 with the negative pressure fluctuation that fluctuates greatly within the four strokes as described above requires high followability between the valve operation and the pressure fluctuation in the communication path 163a. If the volume of the communication passage from the solenoid valve 170 to the intake passage 110a is relatively large, the pressure of the communication passage 163a is unlikely to immediately respond to the fluctuation of the negative pressure in the downstream intake passage 110x. Therefore, the pressure fluctuation does not catch up with the operation of the solenoid valve 170, and the timing at which the evaporated fuel is introduced into the combustion chamber 130a may be delayed.
  • the solenoid valve 170 (valve element 175) is connected to the evaporated fuel passage from the opening 163y to the downstream intake passage 110x (FIG. 3).
  • the volume of the passage surrounded by the two-dot chain line is smaller than half the displacement of the engine 130.
  • the timing for performing the closing switching of the solenoid valve 170 is adjusted while synchronizing the timing for performing the opening switching of the solenoid valve 170 with four strokes. It was. As a result, the length of the period during which the solenoid valve 170 is in the open state within 4 strokes can be adjusted. In this way, by controlling the solenoid valve 170 in conjunction with the negative pressure fluctuation every four strokes, the amount of evaporated fuel introduced into the downstream intake passage 110x from the communication passage 163a per each four strokes is desired. It became easier to adjust the amount.
  • the timing of opening switching within four strokes may be advanced as the rotational speed of the engine 130 increases without synchronizing the timing of opening switching with the four strokes. That is, the crank angle indicating the opening switching timing may be reduced as the rotational speed increases.
  • the timing at which the evaporated fuel actually starts to flow from the communication passage 163a to the downstream intake passage 110x is slightly different from the open switching.
  • the absolute length of the period corresponding to 4 strokes decreases. Therefore, the difference in timing from the opening switching to the start of the inflow of the evaporated fuel becomes relatively large with respect to the 4-stroke period as the rotational speed increases. Therefore, by increasing the opening switching timing as the timing within 4 strokes as the rotational speed increases, the influence of the timing deviation can be relatively reduced.
  • the timing of opening switching and closing switching is controlled based on the position (crank angle) of the crankshaft 134 detected by the rotational speed sensor 153.
  • the open switch and the close switch are performed at a timing that is directly linked to the detected negative pressure fluctuation according to the negative pressure fluctuation every four strokes generated in the downstream intake passage 110x. May be executed.
  • a curve P3 shows the negative pressure fluctuation in the downstream intake passage 110x when the engine 130 is held at a certain rotational speed. Also in the curve P3, as in the curves P1 and P2, negative pressure fluctuations appear where the negative pressure having a large difference from the atmospheric pressure and the negative pressure having a small difference from the atmospheric pressure are repeated every four strokes.
  • charts C1 to C3 relate to the control for switching the solenoid valve 170 to open and close once every four strokes.
  • charts C4 to C6 in FIG. 8 relate to control in which opening switching and closing switching are each performed twice or more during four strokes.
  • Chart C4 shows a case in which opening switching and closing switching are performed once for each stroke.
  • charts C5 and C6 show a case where opening switching and closing switching are performed once every two strokes.
  • the solenoid valve 170 may be controlled so as to interlock with one stroke or two steps. Note that controlling every stroke or every two steps is equivalent to finely controlling every stroke or every two steps within each four strokes in the control linked to the four strokes. For this reason, the control according to charts C4 to C6 is also included in the control linked to the negative pressure fluctuation every four strokes.
  • the open switching may be synchronized with one stroke. In other words, the opening switching timing within one stroke may be matched between the strokes.
  • the open switching may be synchronized with two strokes. In other words, the opening switching timing within the two strokes may be matched between the two strokes.
  • the timing of the opening switching is synchronized with the first stroke or the second stroke
  • the length of the period in which the solenoid valve 170 is in the open state is changed by changing the timing of the closing switching.
  • the length of the period during which the solenoid valve 170 is in the open state may be changed by changing the opening switching timing while synchronizing the closing switching timing with the first stroke or the second stroke.
  • the period from the open switching to the closed switching may straddle the boundary between the two strokes.
  • the chart C7 shown in FIG. 9 shows not the control linked to one 4-stroke, but the control linked to two 4-strokes, that is, 8 strokes. Further, charts C8 and C9 show control linked to three four strokes, that is, 12 strokes. In this way, control may be performed so as to interlock with a multiple of 4.
  • the evaporated fuel is introduced into the downstream intake passage 110x in a certain four strokes, and the evaporated fuel is not introduced into the downstream intake passage 110x in another four strokes.
  • the solenoid valve 170 is controlled so as to be interlocked with the negative pressure fluctuation in each four strokes.
  • Chart C10 shows an example of control that is linked to four strokes but is not synchronized with four strokes. As shown in chart C10, neither the opening switching timing nor the closing switching timing is synchronized with the four strokes. Thus, “interlocking” in the present invention includes a case where synchronization is performed and a case where synchronization is not performed. For example, suppose that the amount of evaporated fuel introduced into the downstream intake passage 110x within 4 strokes is desired to be maintained at a desired value. At this time, the period during which the solenoid valve 170 is in the open state is not necessarily set to the same period for four strokes.
  • a second embodiment according to another embodiment of the present invention will be described.
  • the second embodiment has a common configuration with the first embodiment.
  • a configuration that is different from the first embodiment will be mainly described.
  • the same reference numerals are given to configurations common to the first embodiment, and the description thereof is omitted as appropriate.
  • an ECU 250 is provided instead of the ECU 150 of the first embodiment.
  • the ECU 250 controls each part of the motorcycle according to the second embodiment.
  • the control other than the control related to the configuration different from that of the first embodiment is the same as that of the ECU 150.
  • a flow rate adjusting valve 270 is provided instead of the solenoid valve 170 of the first embodiment.
  • the flow rate adjusting valve 270 includes a case 271 fixed to the communication path 163, a stepping motor 272 provided in the case 271, a rotor shaft 273, a valve body 275, and a spring 276. have.
  • a communication path 163 x that is bent in an ⁇ shape is further formed.
  • the communication path 163x constitutes a part of the communication path 163a.
  • the spring 276 applies an elastic force directed downward in FIG. 10A to the valve body 275.
  • the tip 275a of the valve body 275 has a truncated cone shape that tapers downward.
  • Stepping motor 272 rotates rotor shaft 273.
  • the rotation angle of the rotor shaft 273 by the stepping motor 272 can be controlled in multiple stages.
  • Rotation of the valve body 275 is restricted by a restricting portion 275c protruding outward from the main body abutting against the inner surface of the communication path 163y. Therefore, when the rotor shaft 273 rotates in one direction, the valve body 275 in which the screw portion 273a of the rotor shaft 273 is engaged with the screw hole 275b moves upward in FIG. 10A against the elastic force of the spring 276. As a result, when the valve body 275 rises to the limit, as shown in FIG.
  • the distal end portion 275a of the valve body 275 opens the opening 163y to the maximum extent.
  • the valve body 275 moves downward in FIG.
  • the distal end portion 275a completely seals the opening 163y again as shown in FIG.
  • the evaporated fuel cannot flow between the canister 161 and the downstream intake passage portion 110d.
  • the valve body 275 opens the opening 163y
  • the evaporated fuel can flow between the canister 161 and the downstream intake passage 110d through the opening 163y.
  • the amount by which the evaporated fuel can pass through the opening 163y depends on the opening degree at which the valve body 275 opens the opening 163y. In the state of FIG. 10B in which the valve body 275 opens the opening 163y to the maximum extent, the amount of evaporated fuel that can pass through the opening 163y is maximized.
  • the ECU 250 controls the opening degree at which the valve body 275 opens the opening 163y by controlling the angle at which the stepping motor 272 rotates the rotor shaft 273 in multiple stages.
  • the ECU 250 controls the opening degree of the opening 163y in the flow rate adjustment valve 270 (hereinafter referred to as “the opening degree of the flow rate adjustment valve 270”).
  • the amount of fuel vapor introduced from the canister 161 into the combustion chamber 130a depends on the opening of the flow rate adjustment valve 270 and the pressure in the downstream intake passage 110x. By controlling the opening degree of the flow rate adjustment valve 270 in a plurality of stages, the amount of fuel vapor introduced can be changed in a plurality of stages.
  • the volume of the evaporated fuel passage from the opening 163y closed by the valve body 275 in the flow rate adjustment valve 270 to the downstream intake passage 110x is configured to be smaller than half of the displacement of the engine 130. Has been.
  • the ECU 250 acquires specific timing within each of four strokes (one cycle), for example, the pressure in downstream intake passage 110x at T4 in FIG. 11, based on the detection results of sensors 151-153. T4 corresponds to a timing of about 210 ° in the crank angle. Then, the ECU 250 controls the flow rate adjustment valve 270 so that the opening degree of the flow rate adjustment valve 270 becomes an appropriate size according to the pressure of the downstream intake passage 110x based on at least the acquired pressure. In accordance with the detection result of the pressure in the downstream intake passage 110x, the ECU 250 maintains the opening degree of the flow rate adjustment valve 270 or changes the opening degree of the flow rate adjustment valve 270.
  • the timing for changing the opening of the flow rate adjustment valve 270 may be any timing within the four strokes, or at the boundary timing between the four strokes (timing corresponding to a crank angle of 0 ° (720 °)). There may be.
  • the ECU 250 may control the flow rate adjustment valve 270 based on the pressure in the downstream intake passage 110x at a plurality of timings within four strokes.
  • the pressure at each timing of T4, T5, and T6 in FIG. 11 may be acquired, an average value thereof may be calculated, and the flow rate adjustment valve 270 may be controlled based on the average value.
  • T5 corresponds to a timing of about 120 ° in the crank angle.
  • T6 corresponds to a timing of about 300 ° in the crank angle.
  • the timings T4 to T6 may be set at any value.
  • the pressure of two timings may be used and the pressure of four or more timings may be used.
  • the timing (crank angle) from T4 to T6 is acquired based on the position of the crankshaft 134 detected by the rotational speed sensor 153.
  • the negative pressure fluctuation situation in the downstream intake passage 110x also changes.
  • the situation of the negative pressure fluctuation in the downstream intake passage 110x changes from the situation shown by the curve P1 to the situation shown by the curve P2. Therefore, if the opening degree of the flow rate adjustment valve 270 is fixed, the communication path 163a is used when the engine 130 is at a rotational speed corresponding to the curve P1 and when the engine 130 is at a rotational speed corresponding to the curve P2.
  • the amount of evaporated fuel that flows into the downstream intake passage 110x from the engine varies. Furthermore, the amount of air flowing into the combustion chamber 130a also changes due to the change in the rotational speed of the engine 130.
  • the relative influence of the evaporated fuel on the air-fuel ratio in the air-fuel mixture in the combustion chamber 130a varies. Therefore, by introducing the evaporated fuel into the combustion chamber 130a, the air-fuel mixture in the combustion chamber 130a may not be stably burned at a desired air-fuel ratio.
  • the ECU 250 of the present embodiment is configured to control the amount of fuel vapor introduced into the combustion chamber 130a as follows.
  • ECU 250 controls the opening degree of flow rate adjustment valve 270 based on the detected value of the rotational speed of engine 130 and the detected value of the pressure in downstream intake passage 110x. These detection values are acquired from the detection results of the sensors 151 to 153.
  • the detection value of the pressure in the downstream intake passage 110x may be directly used as a detection result by the intake pressure sensor 151, or may be derived based on detection results of the throttle opening sensor 152 and the rotation speed sensor 153.
  • the detection result of the intake pressure sensor 151 is used or derived based on the detection results of the throttle opening sensor 152 and the rotation speed sensor 153 is selected according to the driving situation.
  • the detection result of the intake pressure sensor 151 may be used when the rotation speed of the engine 130 is low, and may be derived from the detection results of the throttle opening sensor 152 and the rotation speed sensor 153 when the rotation speed of the engine 130 is high.
  • the pressure value at the specific timing of the four strokes may be used as the detected value of the pressure in the downstream intake passage 110x, or the average value of the pressure values at a plurality of timings within the four strokes may be used. May be.
  • the control by the ECU 250 is adjusted so that the evaporated fuel ratio with respect to the engine intake air amount draws a curve as shown in FIG. Further, the ECU 250 controls the flow rate adjustment valve 270 so that the opening degree of the flow rate adjustment valve 270 becomes the relationship shown in FIG. 12B with respect to the pressure in the downstream intake passage 110x. As shown in FIG. 12B, the opening degree of the flow rate adjusting valve 270 is adjusted so that the detected value of the pressure in the downstream intake passage 110x approaches the full opening as the detected pressure value approaches the atmospheric pressure. The closer the detected value of the pressure in the downstream intake passage 110x approaches the atmospheric pressure, the larger the opening degree of the flow rate adjusting valve 270, thereby ensuring the desired inflow amount of the evaporated fuel.
  • the ECU 250 of the present embodiment is configured to control the opening degree of the flow rate adjustment valve 270 without calculating both the engine intake air amount and the evaporated fuel ratio as follows.
  • the storage device in the ECU 250 stores the rotational speed of the engine 130, the opening degree of the throttle valve 112, and the pressure in the downstream intake passage 110x in association with each other. Based on this stored content, ECU 250 derives the pressure in downstream intake passage 110x from the rotational speed of engine 130 and the opening of throttle valve 112. Alternatively, the ECU 250 directly acquires the pressure in the downstream intake passage 110x from the detection result of the intake pressure sensor 151.
  • the storage device in the ECU 250 stores the opening degree of the flow rate adjustment valve 270, the rotational speed of the engine 130, and the pressure of the downstream intake passage 110x while being associated with each other. These values are associated with each other when the ECU 250 controls the flow rate adjusting valve 270 in accordance with the stored contents of the storage device and the detected value, and the control follows the conditions shown in FIGS. 12 (a) and 12 (b). Have been adjusted in advance. Then, ECU 250 acquires the opening degree of flow rate adjustment valve 270 from the storage device based on the detected value of the rotational speed of engine 130 and the detected value of the pressure in downstream intake passage 110x. The ECU 250 controls the flow rate adjustment valve 270 so that the opening degree of the flow rate adjustment valve 270 becomes the opening degree acquired from the storage device.
  • the ECU 250 controls the flow rate adjustment valve 270 so that the opening degree of the flow rate adjustment valve 270 changes stepwise while the operating condition such as the rotation speed of the engine 130 changes smoothly. For example, when the opening degree of the throttle valve 112 is constant and the rotational speed increases, the state of the negative pressure fluctuation in the downstream intake passage 110x does not change greatly immediately, as shown by a curve P4 in FIG. Furthermore, it changes smoothly over a plurality of four strokes (a plurality of cycles). The ECU 250 does not immediately change the opening degree of the flow rate adjustment valve 270 even if the negative pressure fluctuation state of the downstream intake passage 110x slightly changes. As indicated by the broken line D1 in FIG.
  • the ECU 250 maintains the opening degree of the flow rate adjustment valve 270 at ⁇ 1 over a plurality of four strokes, and then the state of the negative pressure fluctuation in the downstream intake passage 110x reaches a certain range of change.
  • the opening degree of the flow rate adjustment valve 270 is changed to ⁇ 2 for the first time when it changes.
  • the opening degree of the flow rate adjustment valve 270 is maintained in a plurality of four strokes while being stepped in accordance with the change in the rotational speed and the state of the negative pressure fluctuation in the downstream intake passage 110x. Changed to
  • the above is an example in which the opening degree of the flow rate adjustment valve 270 is controlled without calculating both the engine intake air amount and the evaporated fuel ratio.
  • the flow rate adjustment valve 270 may be controlled based on the calculated value.
  • the ECU 250 may be configured as follows. The storage device of the ECU 250 stores data indicating the graph of FIG. 12A and the graph of FIG. Then, the ECU 250 calculates the engine intake air amount using each detected value, and acquires the evaporated fuel ratio corresponding to the calculated value based on the graph of FIG.
  • the ECU 250 acquires the opening degree of the flow rate adjustment valve 270 according to the pressure in the downstream intake passage 110x derived from each detected value based on the graph of FIG. Further, ECU 250 controls flow rate adjustment valve 270 based on the acquired opening degree.
  • the ECU 250 may be configured to control the flow rate adjustment valve 270 without deriving the pressure of the downstream intake passage 110x.
  • the storage device in the ECU 250 stores the rotational speed of the engine 130, the opening degree of the throttle valve 112, and the opening degree of the flow rate adjustment valve 270 in association with each other. Then, the ECU 250 directly acquires the opening degree of the flow rate adjustment valve 270 from the storage contents of the storage device without deriving the pressure of the downstream intake passage 110x based on the rotational speed of the engine 130 and the opening degree of the throttle valve 112. Then, the ECU 250 controls the flow rate adjustment valve 270 so that the opening degree of the flow rate adjustment valve 270 becomes the opening degree acquired from the storage device.
  • the storage device in the ECU 250 may not store information that associates the rotational speed of the engine 130, the opening of the throttle valve 112, and the pressure of the downstream intake passage 110x. That is, the storage device in the ECU 250 may store only information relating the rotational speed of the engine 130, the opening degree of the throttle valve 112, and the opening degree of the flow rate adjustment valve 270. Further, a means for directly detecting the pressure in the downstream intake passage 110x may not be provided. That is, the intake pressure sensor 151 may not be provided.
  • the graph of FIG. 12A and the graph of FIG. 12B are ideal examples showing the control contents of the ECU 250. It is preferable that the control is performed so as to satisfy these graphs as much as possible, and the control may not be performed so that the control result exactly satisfies the graph.
  • the negative pressure is dared.
  • the amount of fuel vapor introduced was adjusted using the fluctuation. That is, in this embodiment, the flow rate adjustment valve 270 that can change the inflow amount of the evaporated fuel in a plurality of stages by controlling the opening degree in a plurality of stages is provided. Then, the amount of evaporated fuel introduced is adjusted by opening the flow rate adjustment valve 270 at a certain opening.
  • the opening of the flow rate adjusting valve 270 has a negative pressure fluctuation per four strokes in a negative pressure fluctuation in which the generation of a negative pressure having a small difference from the atmospheric pressure and a negative pressure having a large difference between the atmospheric pressure is repeated every four strokes. It was decided to control according to the situation. Specifically, the opening degree of the flow rate adjustment valve 270 is controlled based on the specific timing in each four strokes or the pressure in the downstream intake passage 110x at a plurality of timings. As described above, since the control is performed according to the state of the negative pressure fluctuation per four strokes, the appropriate control following the change of the negative pressure fluctuation state in which the negative pressure largely varies every four strokes is performed.
  • the opening degree of the flow rate adjustment valve 270 when the state of the negative pressure fluctuation in the downstream intake passage 110 x changes with the fluctuation of the operating state such as the rotational speed of the engine 130, the opening degree of the flow rate adjustment valve 270. Will be changed in stages. That is, as the rotational speed of the engine 130 changes smoothly over a plurality of four strokes, the opening degree of the flow rate adjustment valve 270 is not immediately changed, but the state of negative pressure fluctuation in the downstream intake passage 110x. Is changed for the first time when changes to a certain range. Since the opening degree of the flow rate adjusting valve 270 is not frequently changed according to the state of the negative pressure fluctuation in the downstream intake passage 110x, the amount of fuel vapor introduced is stabilized.
  • the control is performed appropriately following the change of the negative pressure fluctuation state while stably introducing the evaporated fuel into the combustion chamber 130a.
  • the opening degree of the flow rate adjustment valve 270 may be changed immediately as the operating state such as the rotational speed of the engine 130 changes.
  • the opening degree of the flow rate adjustment valve 270 may be changed every four strokes.
  • the flow rate adjustment valve 270 (valve element 175) is disposed at a position where the volume of the evaporated fuel passage from the opening 163y to the intake passage 110a is smaller than half of the exhaust amount of the engine 130.
  • control according to the state of negative pressure fluctuation per four strokes is performed. Therefore, in controlling the opening degree of the flow rate adjustment valve 270, the timing at which the evaporated fuel is introduced into the combustion chamber 130a is hardly delayed. Therefore, appropriate control that follows the negative pressure fluctuation in which the negative pressure fluctuates greatly every four strokes is performed, so that the amount of evaporated fuel introduced into the combustion chamber can be secured.
  • the present invention is not limited to the above-described embodiments, and various modifications can be made as long as they are described in the claims. Moreover, the above-mentioned embodiment and the modifications described below can be implemented in combination with each other.
  • the term “preferable” is non-exclusive, and means “preferably, but not limited to”. Further, in the present specification, the term “... may” is non-exclusive, and means “... may be, but is not limited to”. .
  • the present invention is applied to the single-cylinder engine unit 100.
  • the present invention may be applied to the multi-cylinder engine unit 300 shown in FIG.
  • the engine unit 300 includes four engines 130, four intake passage portions 110 connected to the respective engines 130, a canister 161, an ECU 350, and a communication passage portion that introduces evaporated fuel from the canister 161 into the intake passage portion 110. 363.
  • the air cleaner 331 sends the purified air into the four intake passage portions 110.
  • a throttle valve 112 is individually provided in each intake passage portion 110. That is, the engine unit 300 is an independent throttle type engine unit.
  • each downstream intake passage portion 110d downstream of the throttle valve 112 in each downstream intake passage portion 110d downstream of the throttle valve 112, the difference between the negative pressure and the atmospheric pressure is small within the 4-stroke period and the atmospheric pressure is large. Negative pressure fluctuations occur in which negative pressure is generated every four strokes.
  • the communication passage portion 363 is branched into four to each downstream intake passage portion 110d, and a solenoid valve 170 is provided at each branch portion.
  • Each branch portion of the communication passage portion 363 is configured such that the volume of the evaporated fuel passage from the opening 163y in the solenoid valve 170 to the downstream intake passage 110x is smaller than half of the displacement of the engine 130.
  • the ECU 350 controls each of the four solenoid valves 170 so as to interlock with the negative pressure fluctuation in the downstream intake passage portion 110d corresponding to each solenoid valve 170.
  • the control method of each solenoid valve 170 is the same as the control method by the ECU 150 according to the first embodiment.
  • the timing at which the evaporated fuel is introduced into each combustion chamber 130a is less likely to be delayed. Therefore, even in the independent throttle type engine unit 300 in which the negative pressure fluctuates greatly every four strokes, it is possible to secure the amount of evaporated fuel introduced into the combustion chamber 130a.
  • the engine unit 300 has four cylinders, but the present invention may be applied to an engine unit having two cylinders, three cylinders, five cylinders or more.
  • only one solenoid valve 170 may be provided at the position of the broken line B in FIG. 14A instead of the four solenoid valves 170.
  • the communication passage portion 363 has a plurality of branch portions from the entire volume of the portion downstream from the opening 163y in the solenoid valve 170 disposed at the position of the broken line B, that is, from the opening 163y.
  • the entire volume of the fuel vapor passage portion that branches off and reaches each downstream intake passage portion 110d is configured to be smaller than half the displacement of the engine 130.
  • the ECU 250 controls one solenoid valve 170 so as to open and close in conjunction with the negative pressure fluctuation in each of the four downstream intake passage portions 110d.
  • the stroke phase is shifted by 180 ° in terms of crank angle.
  • the period having the same length as the four strokes is divided into four, and for each section, the solenoid valve 170 is opened and closed so as to be linked to the negative pressure fluctuation in the downstream intake passage portion 110d corresponding to the section. Also good.
  • the solenoid valve 170 is controlled in conjunction with the first stroke, the second stroke, the fourth stroke, the eighth stroke, or the 12th stroke.
  • the solenoid valve 170 may be controlled in conjunction with a multiple of 4 that is 16 strokes or more.
  • the solenoid valve 170 is switched once, twice, or four times during four strokes.
  • the open switch and the close switch may be performed three times or five times or more during four strokes.
  • the ECU 150 controls the solenoid valve 170 so as to satisfy the conditions shown in FIGS. 6 (a) and 6 (b).
  • the solenoid valve 170 may be controlled so as to satisfy a condition different from the conditions shown in FIGS. 6 (a) and 6 (b).
  • the storage device in the ECU 150 stores the length of the period during which the solenoid valve 170 is in the open state, the rotational speed of the engine 130, and the pressure in the downstream intake passage 110x while being associated with each other.
  • the length of the period during which the solenoid valve 170 is opened, the rotational speed of the engine 130, and the opening of the throttle valve 112 are stored in association with each other. Then, when acquiring the length of the period during which the solenoid valve 170 is opened based on the stored contents in the storage device, the detected value of the pressure of the downstream intake passage 110x and the detected value of the opening of the throttle valve 112 Which one to use is selected based on the driving situation.
  • the storage device in ECU 150 may store only information that associates the length of the period during which solenoid valve 170 is open, the rotational speed of engine 130, and the opening of throttle valve 112. That is, information that associates the length of the period during which the solenoid valve 170 is in the open state with the rotation speed of the engine 130 and the pressure of the downstream intake passage 110x may not be stored.
  • means for directly detecting the pressure in the downstream intake passage 110x may not be provided. That is, the intake pressure sensor 151 may not be provided.
  • the second embodiment may be applied to the multi-cylinder engine unit 400 shown in FIG.
  • the engine unit 400 includes a configuration common to the engine unit 300 of FIG. Below, the structure different from the engine unit 300 is mainly demonstrated. In addition, the same reference numerals are given to configurations common to the engine unit 300, and description thereof will be omitted as appropriate.
  • the engine unit 400 introduces four engines 130, four intake passage portions 110 connected to the respective engines 130, a canister 161, and evaporated fuel from the canister 161 into the intake passage portion 110. It has the communicating path part 363 which does. That is, the engine unit 400 is also an independent throttle type engine unit.
  • a flow rate adjusting valve 270 is provided at a branching portion of the communication passage portion 363 to each intake passage portion 110.
  • Each branch portion of the communication passage portion 363 is configured such that the volume of the evaporated fuel passage from the opening 163y in the flow rate adjustment valve 270 to the downstream intake passage 110x is smaller than half of the exhaust amount of the engine 130.
  • ECU 450 controls each part of engine unit 400.
  • the ECU 450 controls each of the four flow rate adjusting valves 270 according to the state of the negative pressure fluctuation per four strokes in the downstream intake passage portion 110d corresponding to each flow rate adjusting valve 270.
  • the control method of each flow rate adjustment valve 270 is the same as the control method by the ECU 250 according to the second embodiment.
  • the state of the negative pressure fluctuation per four strokes is acquired based on an intake pressure sensor and a throttle opening sensor provided individually in the downstream intake passage portion 110d and a rotational speed sensor provided separately in the engine 130. As a result, the timing at which the evaporated fuel is introduced into each combustion chamber 130a is less likely to be delayed.
  • the engine unit 400 has four cylinders, but the present invention may be applied to an engine unit having two cylinders, three cylinders, five cylinders or more.
  • only one flow rate adjustment valve 270 may be provided at the position of the broken line B in FIG. 14 (b) instead of the four flow rate adjustment valves 270.
  • the communication path portion 363 is configured such that the communication path portion 363 has a plurality of branch portions from the entire volume of the downstream portion of the opening 163y in the flow rate adjustment valve 270 disposed at the position of the broken line B, that is, the opening 163y.
  • the volume of the entire passage section that branches to the downstream intake passage section 110d is smaller than half the displacement of the engine 130.
  • the ECU 450 controls the opening degree of one flow rate adjusting valve 270 according to the pressure detection result in each of the four downstream intake passage portions 110d.
  • the stroke phase is shifted by 180 ° in terms of crank angle.
  • the period having the same length as the four strokes may be divided into four, and the opening degree of the flow rate adjustment valve 270 may be changed for each division.
  • the flow rate adjustment valve 270 is controlled based on the pressure in the downstream intake passage 110x detected every four strokes.
  • the detection frequency and control method may be different from those in the above-described embodiment.
  • FIG. 15 shows a modification in which the pressure is detected every n cycles.
  • the pressure in the downstream intake passage 110x is not detected in a cycle from a certain cycle to the n-1th (n: a natural number of 2 or more), and a specific timing in the nth cycle or a plurality of times
  • the pressure in the downstream intake passage 110x at the timing is detected as a value indicating the state of negative pressure fluctuation per four strokes.
  • the opening degree of the flow rate adjustment valve 270 is controlled based on the detected pressure. Such control is repeated every n cycles.
  • the flow rate adjustment valve 270 is appropriately controlled based on the state of negative pressure fluctuation per four strokes every n cycles.
  • the pressure detected at a specific timing within 4 strokes in each of a plurality of cycles in the n cycles is calculated, and these calculated values represent the fluctuations in negative pressure per 4 strokes every n cycles. It may be used to obtain the situation.
  • the average value of the pressure detected at a specific timing within 4 strokes in each of a plurality of cycles in n cycles is a flow rate adjusting valve 270 as a value indicating the state of negative pressure fluctuation per 4 strokes every n cycles. It may be used for the control.
  • the ECU 150 controls the flow rate adjustment valve 270 so as to satisfy the conditions shown in FIGS. 12 (a) and 12 (b).
  • the flow rate adjustment valve 270 may be controlled so as to satisfy a condition different from the conditions shown in FIGS. 12 (a) and 12 (b).
  • valves having different structures for restricting the flow path may be used instead of the flow rate adjusting valve 270 used in the second embodiment.
  • valve for changing the amount of the evaporated fuel in the present invention a valve whose flow rate changes discretely may be used, or a valve whose flow rate changes continuously may be used.
  • control linked to negative pressure fluctuation repeated every four strokes means control to operate at a timing corresponding to negative pressure fluctuation repeated every four strokes. This control may be performed based on the acquired timing and the timing within the four strokes. Any method may be used to acquire the timing.
  • the solenoid valve 170 is switched open and closed at a specific crank angle based on the position (crank angle) of the crankshaft 134 detected by the rotational speed sensor 153.
  • control linked to negative pressure fluctuation repeated every four strokes includes control based on a detection result of negative pressure fluctuation repeated every four strokes.
  • control is control based on the detection result of the intake pressure sensor 151 or the like so as to directly interlock with the negative pressure fluctuation indicated by the detection result.
  • the open switch or the close switch may be performed when the negative pressure detection value takes a specific value.
  • an operation that is linked to one stroke is an operation of performing open switching for each stroke or an operation of performing closed switching for each stroke, as shown in chart C4.
  • An example of the operation linked to the two strokes is an operation of performing open switching every two strokes or an operation of performing closed switching every two strokes, as shown in the chart C5 or C6 of FIG.
  • An example of an operation that is linked to a process that is a multiple of 4 is an operation that performs open switching or an operation that performs closed switching every four strokes, as shown in charts C1 to C3 in FIG.
  • another example of the operation linked to the multiple of four strokes is an operation of performing an open switch or an operation of performing a close switch every 8 strokes or 12 strokes, as shown in charts C7 to C10 in FIG.
  • an operation in which opening or closing is performed every 16 or more multiples of 4 strokes, such as 16 strokes and 20 processes also corresponds to an operation linked to a multiple of 4 strokes.
  • control linked to negative pressure fluctuation repeated every 4 strokes does not matter whether the period from open switching to closed switching crosses the boundary between strokes or the boundary between 4 strokes.
  • the period from open switching to closed switching may straddle the boundary between strokes or the boundary between four strokes.
  • the period from the open switching to the closed switching may be within one stroke, or may be within four strokes. .
  • control linked to negative pressure fluctuation repeated every four strokes does not matter whether the timing of open switching or the timing of closing switching is synchronized with the stroke, and may be synchronized with the four strokes. It doesn't matter. For example, as shown in the chart C10, when the timing of switching to open or the timing of switching to close is not synchronized with 4 strokes, it is included in the “control linked to negative pressure fluctuation repeated every 4 strokes”. Note that “synchronized with the stroke” means that the relative timing in each stroke is matched between the strokes. Further, “synchronized with four strokes” means that the relative timings within the four strokes are matched between the four strokes.
  • controlling the opening degree of the valve according to the state of the negative pressure fluctuation per four strokes in the negative pressure fluctuation repeated every four strokes refers to the following control.
  • the state of the negative pressure fluctuation varies depending on the rotational speed of the engine 130, for example, as described in the above embodiment.
  • the situation of the negative pressure fluctuation corresponds to the shape of the curve showing the negative pressure fluctuation, as shown by the curve P1 and the curve P2 in FIG.
  • the curves P1 and P2 include a peak of negative pressure fluctuation every four strokes. As shown in FIG. 13, the peak of the negative pressure fluctuation every four strokes increases as the rotational speed of the engine 130 increases.
  • Controlling the opening of the valve according to the negative pressure fluctuation situation per four strokes in the negative pressure fluctuation repeated every four strokes means matching the change in the negative pressure fluctuation situation per four strokes. Changing the opening of the valve.
  • the rotational speed of the engine 130 increases, and in accordance with this, the state of the negative pressure fluctuation per four strokes (the shape of the mountain in the curve indicating the negative pressure fluctuation) changes. Control is performed so that the opening degree of the flow rate adjustment valve 270 increases.
  • the opening degree of the valve may be controlled based on the negative pressure value derived from the detection result of the sensor, or may be controlled based on the negative pressure value obtained directly from the sensor.
  • the opening degree of the flow rate adjustment valve 270 is controlled based on the pressure in the downstream intake passage 110x derived from the rotational speed of the engine 130 and the opening degree of the throttle valve 112.
  • the opening degree of the flow rate adjustment valve 270 may be controlled based on the pressure of the downstream intake passage 110x obtained directly from the detection result of the intake pressure sensor 151.
  • the control of the valve opening need not be based on the negative pressure value.
  • the pressure in the downstream intake passage 110x is not derived from the rotational speed of the engine 130 and the opening of the throttle valve 112, or is not directly acquired from the detection result of the intake pressure sensor 151, and the valve is controlled. Good.
  • the rotational speed of the engine 130 and the opening degree of the throttle valve 112 and the opening degree of the flow rate adjustment valve 270 are stored in the storage device in association with each other, and the rotational speed of the engine 130 and the opening degree of the throttle valve 112 are determined.
  • the valve may be controlled in accordance with the opening degree of the flow rate adjustment valve 270 acquired from the storage device based on the basis.
  • the opening degree in the open state is adjustable means that the opening degree of the valve when in the open state can be adjusted to two or more sizes. This corresponds to the fact that the opening of the valve can be adjusted to three or more sizes, including zero opening that does not allow air to flow between the inside of the canister and the intake passage in the communication passage.
  • the valve may be configured such that the opening degree changes discretely or may be configured such that the opening degree changes continuously.
  • the generation of a negative pressure having a small difference from the atmospheric pressure and a negative pressure having a large difference between the atmospheric pressure is repeated every four strokes means that each of the four negative pressures has a large negative pressure.
  • the magnitude of the difference from the atmospheric pressure is compared to show that there is a magnitude relationship. That is, two negative pressures that are relatively different from the atmospheric pressure are generated in each four strokes.
  • a valve whose opening degree can be changed includes a valve capable of switching between an open state and a closed state, and a valve capable of adjusting the opening degree in the open state. That is, both the valves 170 and 270 in the first and second embodiments described above are included.
  • the straddle-type vehicle according to the present invention is not limited to the motorcycle 1 described above.
  • a saddle riding type vehicle means any vehicle on which an occupant rides.
  • the saddle riding type vehicle may be another type of motorcycle such as an off-road type, a scooter type, a moped type.
  • the saddle riding type vehicle of the present invention includes a tricycle, a four wheel buggy (ATV: All Terrain Vehicle) and the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Magnetically Actuated Valves (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
PCT/JP2015/062369 2014-08-08 2015-04-23 エンジンユニット及び鞍乗型車両 WO2016021245A1 (ja)

Priority Applications (7)

Application Number Priority Date Filing Date Title
BR112017002534A BR112017002534B8 (pt) 2014-08-08 2015-04-23 Unidade do motor e veículo transportador
CN201910837408.7A CN110529271B (zh) 2014-08-08 2015-04-23 发动机单元和骑乘式车辆
EP15830604.3A EP3176419B1 (de) 2014-08-08 2015-04-23 Motoreinheit und sattelfahrzeug
EP19211277.9A EP3633178B1 (de) 2014-08-08 2015-04-23 Motoreinheit und sattelfahrzeug
CN201580042693.3A CN106662043B (zh) 2014-08-08 2015-04-23 发动机单元和骑乘式车辆
BR122020018307-1A BR122020018307B1 (pt) 2014-08-08 2015-05-23 Unidade do motor e veículo transportador
TW104125839A TWI592570B (zh) 2014-08-08 2015-08-07 Engine unit and straddle-type vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014163072 2014-08-08
JP2014-163072 2014-08-08

Publications (1)

Publication Number Publication Date
WO2016021245A1 true WO2016021245A1 (ja) 2016-02-11

Family

ID=55263528

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2015/062369 WO2016021245A1 (ja) 2014-08-08 2015-04-23 エンジンユニット及び鞍乗型車両

Country Status (5)

Country Link
EP (2) EP3633178B1 (de)
CN (2) CN106662043B (de)
BR (2) BR112017002534B8 (de)
TW (1) TWI592570B (de)
WO (1) WO2016021245A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10767600B2 (en) 2016-12-22 2020-09-08 Polaris Industries Inc. Evaporative emissions control for a vehicle
US11512670B2 (en) 2019-07-03 2022-11-29 Polaris Industries Inc. Evaporative emissions control for a vehicle

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019103544A1 (de) * 2019-02-13 2020-08-13 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Ansteuern eines Dosierventils, Tankentlüftungssystem und Kraftfahrzeug
CN111779724B (zh) * 2020-07-09 2021-06-08 燕山大学 一种航空电静液作动系统用液压集成阀块
DE102021126600A1 (de) 2021-10-14 2023-04-20 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Überprüfung eines Tanksystems eines Fahrzeugs mit Verbrennungskraftmaschine, insbesondere eines Motorrads, und Motorrad

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07317582A (ja) * 1994-03-30 1995-12-05 Mazda Motor Corp 蒸発燃料量推定装置および該装置を備えたエンジンの制御装置
JP2004506125A (ja) * 2000-08-04 2004-02-26 バイエリッシェ　モートーレン　ウエルケ　アクチエンゲゼルシャフト タンク排気系からの燃料蒸気排出制御方法
JP2007218267A (ja) * 2007-06-05 2007-08-30 Denso Corp 内燃機関の空燃比制御装置
JP2009162183A (ja) * 2008-01-09 2009-07-23 Aisan Ind Co Ltd 内燃機関の蒸発燃料処理装置
JP2010229905A (ja) * 2009-03-27 2010-10-14 Honda Motor Co Ltd 鞍乗り型車両におけるキャニスタ配置構造

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH065059B2 (ja) * 1984-12-22 1994-01-19 トヨタ自動車株式会社 燃料蒸発ガスのパ−ジ制御装置
JP4010655B2 (ja) * 1998-07-08 2007-11-21 富士重工業株式会社 リーンバーンエンジンの空燃比制御および蒸発燃料パージ制御装置
US6732719B2 (en) * 2002-06-05 2004-05-11 Toyota Jidosha Kabushiki Kaisha Vaporized fuel purge controller for engine
JP2007198131A (ja) * 2006-01-23 2007-08-09 Toyota Motor Corp 多気筒内燃機関の蒸発燃料処理装置
JP2009057844A (ja) 2007-08-30 2009-03-19 Toyota Motor Corp 気化燃料ガス導入装置
JP5352520B2 (ja) * 2010-04-12 2013-11-27 株式会社日本自動車部品総合研究所 燃料供給装置
JP5579554B2 (ja) * 2010-09-22 2014-08-27 株式会社ケーヒン 内燃機関の蒸発燃料制御装置
DE102010063975B4 (de) * 2010-12-22 2022-05-19 Robert Bosch Gmbh Steuern einer Brennkraftmaschine zum Berücksichtigen von Kraftstoffeigenschaften
US9206771B2 (en) * 2011-06-16 2015-12-08 Continental Automotive Systems, Inc. Canister purge valve with modular lower body having integral check valves

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07317582A (ja) * 1994-03-30 1995-12-05 Mazda Motor Corp 蒸発燃料量推定装置および該装置を備えたエンジンの制御装置
JP2004506125A (ja) * 2000-08-04 2004-02-26 バイエリッシェ　モートーレン　ウエルケ　アクチエンゲゼルシャフト タンク排気系からの燃料蒸気排出制御方法
JP2007218267A (ja) * 2007-06-05 2007-08-30 Denso Corp 内燃機関の空燃比制御装置
JP2009162183A (ja) * 2008-01-09 2009-07-23 Aisan Ind Co Ltd 内燃機関の蒸発燃料処理装置
JP2010229905A (ja) * 2009-03-27 2010-10-14 Honda Motor Co Ltd 鞍乗り型車両におけるキャニスタ配置構造

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP3176419A4 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10767600B2 (en) 2016-12-22 2020-09-08 Polaris Industries Inc. Evaporative emissions control for a vehicle
US11585300B2 (en) 2016-12-22 2023-02-21 Polaris Industries Inc. Evaporative emissions control for a vehicle
US11512670B2 (en) 2019-07-03 2022-11-29 Polaris Industries Inc. Evaporative emissions control for a vehicle

Also Published As

Publication number Publication date
TWI592570B (zh) 2017-07-21
CN106662043A (zh) 2017-05-10
BR112017002534A2 (pt) 2017-12-05
CN110529271A (zh) 2019-12-03
EP3633178B1 (de) 2021-04-07
EP3176419A1 (de) 2017-06-07
EP3176419B1 (de) 2020-01-08
TW201612410A (en) 2016-04-01
BR112017002534B1 (pt) 2022-06-21
CN110529271B (zh) 2022-08-09
EP3633178A1 (de) 2020-04-08
BR112017002534B8 (pt) 2022-09-06
CN106662043B (zh) 2019-10-01
EP3176419A4 (de) 2017-08-16
BR122020018307B1 (pt) 2022-10-25

Similar Documents

Publication Publication Date Title
WO2016021245A1 (ja) エンジンユニット及び鞍乗型車両
JP2010261385A (ja) 電子制御スロットルバルブ制御装置
US11117588B2 (en) Vehicle
WO2016002958A1 (ja) 鞍乗型車両
WO2016021246A1 (ja) エンジンユニット及び鞍乗型車両
WO2016021247A1 (ja) エンジンユニット及び鞍乗型車両
TWI620866B (zh) Engine unit
TWI507602B (zh) 跨坐型車輛
JPH11241636A (ja) ４サイクルエンジンの吸気装置
WO2016104160A1 (ja) 空冷式エンジンユニット
JP6345294B2 (ja) エンジンユニットおよび鞍乗型車両
TWI568928B (zh) Engine unit
WO2021199224A1 (ja) ４サイクル内燃機関の制御装置
WO2018173187A1 (ja) 内燃機関の制御装置
WO2017188144A1 (ja) エンジン制御装置
JP5011172B2 (ja) 多気筒エンジンの燃料噴射制御機構、及びそれを備える乗り物
JP2008255844A (ja) エンジン制御装置並びに制御方法、及び鞍乗型車両

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15830604

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 122020018307

Country of ref document: BR

NENP Non-entry into the national phase

Ref country code: DE

REG Reference to national code

Ref country code: BR

Ref legal event code: B01A

Ref document number: 112017002534

Country of ref document: BR

REEP Request for entry into the european phase

Ref document number: 2015830604

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2015830604

Country of ref document: EP

NENP Non-entry into the national phase

Ref country code: JP

ENP Entry into the national phase

Ref document number: 112017002534

Country of ref document: BR

Kind code of ref document: A2

Effective date: 20170207