JP3945197B2 - Fuel piping air bleeding control device, method, program, and computer-readable storage medium - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a fuel pipe air bleeding control device, method, program, and computer-readable storage medium used in engine-equipped equipment such as a vehicle that employs a FI (Fuel Injection) system. It is suitable for use in extracting air remaining in the fuel pipe at the end of inspection and maintenance of the fuel system.
[0002]
[Prior art]
When a vehicle adopting the FI system is shipped from the factory or when inspection and maintenance of the fuel system is completed, air may remain in the fuel pipe connecting the fuel pump and the injector. It may not be performed smoothly and engine startability may be impaired.
[0003]
Therefore, the air of the fuel pipe is extracted at the time of vehicle shipment from the factory or at the end of the inspection and maintenance of the fuel system. For example, Japanese Patent Application Laid-Open No. 9-151827 discloses that It is disclosed to drive the fuel pump and open all injectors.
[0004]
Japanese Patent Laid-Open No. 8-158979 discloses that in order to remove air, the fuel pump is driven to increase the pressure in the fuel pipe, and all the injectors are opened after the fuel pump is stopped.
[0005]
[Problems to be solved by the invention]
By the way, the techniques disclosed in Japanese Patent Laid-Open No. 9-151827 and Japanese Patent Laid-Open No. 8-158879 are based on the assumption of a four-wheeled vehicle. That is, in a four-wheeled vehicle, a fuel tank with a built-in fuel pump is often located at the rear of the vehicle, and an engine with an injector attached is often located at the front of the vehicle, and the fuel pipe between the fuel pump and the injector is Very long.
[0006]
Since the fuel pipe is long as described above, the amount of air remaining in the fuel pipe is large, and it is necessary to sufficiently extract the air in the fuel pipe. As disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 8-158879, in the method of driving the fuel pump and opening all the injectors, up to the fuel is injected, but the air can be sufficiently removed. Become.
[0007]
Further, since the fuel pipe is long, a safety factor such as a driving time of the fuel pump against liquid compression can be increased. As disclosed in the above Japanese Patent Laid-Open No. 8-158879, even if the fuel pump is driven with the injector closed, a large safety factor can be obtained as described above. Problems with compression are unlikely to occur.
[0008]
However, when the fuel piping between the fuel pump and the injector is short (for example, in a motorcycle, an engine with an injector attached is often arranged below a fuel tank with a built-in fuel pump. The amount of air remaining in the fuel pipe is small, and even if fuel is injected unnecessarily, it will be inefficient. In addition, a safety factor such as the driving time of the fuel pump against liquid compression cannot be increased, and some measures are required when the fuel pump is driven with the injector closed.
[0009]
The present invention has been made in view of the above points, and an object thereof is to enable efficient air venting and to reduce the risk of liquid compression.
[0010]
[Means for Solving the Problems]
  An air bleeding control device for a fuel pipe according to the present invention is an engine-equipped device including a fuel pump that supplies fuel from a fuel tank to a fuel pipe, and a plurality of fuel injection valves that inject fuel supplied to the fuel pipe. An air bleeding control device for a fuel pipe, and a fuel pump control means for controlling driving and stopping of the fuel pump in an air bleeding mode;Fuel injection valve control means for opening only a predetermined fuel injection valve located on the most downstream side with respect to the fuel pump among the plurality of fuel injection valves, and the fuel injection valve control means includes the air bleeding mode. Sometimes, after a predetermined time has elapsed since the start of driving the fuel pump, only the predetermined fuel injection valve is opened, and the opening of the predetermined fuel injection valve is continued for at least a fixed time until the end of driving of the fuel pump.Characterized by points.
[0012]
Another feature of the air bleeding control device for a fuel pipe according to the present invention is that the engine-equipped device is a motorcycle.
[0013]
Another feature of the fuel pipe air bleeding control device according to the present invention is that air bleeding mode identifying means for identifying the air bleeding mode when the ignition switch is turned on for the first time after the battery is connected. It is in the point prepared.
[0014]
Another feature of the fuel pipe air bleeding control device according to the present invention is that the fuel pump control means drives the fuel pump for a predetermined time in the air bleeding mode. .
[0015]
Another feature of the fuel pipe air bleeding control apparatus according to the present invention is that the fuel injection valve control means opens the fuel injection valve for a predetermined time in the air bleeding mode. In the point.
[0016]
Another feature of the air bleeding control device for a fuel pipe according to the present invention is that a part of air is left in the fuel pipe when the air bleeding mode ends.
[0017]
  An air bleeding control method for a fuel pipe according to the present invention is provided in an engine-equipped device including a fuel pump that supplies fuel from a fuel tank to a fuel pipe, and a plurality of fuel injection valves that inject fuel supplied to the fuel pipe. An air bleeding control method for a fuel pipe,In the air bleeding mode, after a predetermined time has elapsed since the start of driving of the fuel pump, only the predetermined fuel injection valve located on the most downstream side with respect to the fuel pump among the plurality of fuel injection valves is opened. A procedure for continuing the opening of the predetermined fuel injection valve for a predetermined time until the end of driving of the pump;Characterized by points.
[0019]
  The program of the present invention is a method for bleeding air from a fuel pipe in an engine-equipped device including a fuel pump that supplies fuel from a fuel tank to the fuel pipe and a plurality of fuel injection valves that inject fuel supplied to the fuel pipe.Let the computer execute controlA program forIn the air bleeding mode, after a predetermined time has elapsed since the start of driving of the fuel pump, only the predetermined fuel injection valve located on the most downstream side with respect to the fuel pump among the plurality of fuel injection valves is opened. Causes the computer to execute a process of maintaining the predetermined fuel injection valve open for a certain period of time until the end of driving of the pumpCharacterized by points.
[0021]
The computer-readable storage medium of the present invention is characterized in that the program is stored.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a fuel pipe air bleeding control device, method, program, and computer-readable storage medium according to the present invention will be described below with reference to the drawings.
[0023]
(First embodiment)
In FIG. 1, the outline | summary of a structure containing the air bleeding control apparatus of the fuel piping of this Embodiment is shown. The configuration including the air bleeding control device shown in the figure is applied to a vehicle that employs an FI (Fuel Injection) system, and is particularly suitable for use in a motorcycle.
[0024]
As shown in FIG. 1, a fuel pump 2 is installed in the fuel tank 1, and when the fuel pump 2 is driven, the fuel in the fuel tank 1 is supplied to the pipe 3. The fuel supplied to the pipe 3 is supplied to four injectors (fuel injection valves) 5 a to 5 d via the delivery pipe 4. The regulator 6 adjusts the pressure in the pipe 3 to be equal to or lower than the set value by returning the surplus fuel supplied to the pipe 3 to the fuel tank 1 when the pressure in the pipe 3 exceeds the set value.
[0025]
The control unit 7 includes a ROM 7a that stores a control program including an air bleeding control program, which will be described later, a CPU 7b that performs processing based on the control program stored in the ROM 7a, a RAM 7c that temporarily stores calculation results, and the like. An interface 7d for connecting to sensors and the like is provided.
[0026]
The control unit 7 configured in this manner performs drive control of the fuel pump 2 and the injectors 5a to 5d by executing a control program in the CPU 7b. As will be described in detail later, as shown in FIG. 2, when the ignition switch is turned on for the first time after the battery is connected, the air bleeding mode identifying unit 71 for identifying the air bleeding mode and the fuel in the air bleeding mode are provided. A fuel pump control unit 72 that controls driving and stopping of the pump 2 and a fuel injection valve control unit 73 that opens only the fuel injection valve 5a located on the most downstream side with respect to the fuel pump 2 in the air bleeding mode are provided. Functions as an air bleeding control device.
[0027]
Here, the overall configuration of the motorcycle will be described with reference to FIG. In the figure, the components described in FIG.
[0028]
Two front forks 103 supported by a steering head pipe 102 so as to be turnable to the left and right are provided at the front portion of the body frame 101 made of steel or aluminum alloy material. A handle bar 104 is fixed to the upper end of the front fork 103, and grips 105 are provided at both ends of the handle bar 104. A front wheel 106 is rotatably supported at the lower portion of the front fork 103, and a front fender 107 is fixed so as to cover the upper portion of the front wheel 106. A brake disc 108 that rotates integrally with the front wheel 106 is also provided.
[0029]
A swing arm 109 is swingably provided at the rear portion of the body frame 101, and a shock absorber 110 is mounted between the body frame 101 and the swing arm 109. A rear wheel 111 is rotatably supported at the rear end of the swing arm 109, and the rear wheel 111 is rotationally driven through a driven sprocket 113 around which a chain 112 is wound.
[0030]
The vehicle body frame 101 extends obliquely downward and rearward from the steering head pipe 102 provided at the front portion, and is bent so as to wrap the engine E, and then forms a pivot 109a that is a shaft support portion of the swing arm 109 to form a tank rail. 101a and a seat rail (not shown).
[0031]
An engine E is mounted on the body frame 101. Engine E is supplied with air necessary for combustion from an intake pipe 115 coupled to an air cleaner 114, and exhaust gas after combustion is exhausted from the engine E through an exhaust pipe 116. Here, the air cleaner 114 is installed in the space behind the engine E and below the fuel tank 1 and the seat 118 to ensure capacity.
[0032]
A fuel tank 1 is mounted above the engine E, and a seat 118 and a seat cowl 119 are connected to the rear thereof.
[0033]
Further, a head mirror 120, a speedometer, a tachometer or a meter unit 121 including various indicator lamps, a rearview mirror 122 supported by the handle bar 104 via a stay 123, and the like are attached.
[0034]
A main stand 124 is swingably attached to the lower part of the body frame 101, and the rear wheel 111 can be grounded or floated from the ground.
[0035]
In addition, a radiator 125 is installed in front of the body frame 101 so as to avoid interference with the front fender 107, and a cooling water hose 126 is disposed along the body frame 101 from the radiator 125, and an exhaust pipe. The engine E communicates with the engine E without interfering with the engine 116.
[0036]
FIG. 4 is a diagram for explaining a fuel system, an intake system, and an electric system in a motorcycle. In the figure, the components described in FIGS. 1 and 3 are described with the same reference numerals. Moreover, in the same figure, the same component, specifically the injectors 5a to 5d are shown in an overlapping manner because of the relationship shown for each system.
[0037]
First, the fuel system will be described. As shown in FIG. 4, the fuel tank 1 includes a fuel pump (fuel pump) 2, and the fuel pump 2 is provided with a regulator 6. When the fuel pump 2 is driven, the fuel in the fuel tank 1 is sucked and supplied to the pipe 3 via the fuel filter in the fuel pump 2. The fuel supplied to the pipe 3 is supplied to the four injectors 5 a to 5 d via the delivery pipe 4.
[0038]
Next, the intake system will be described. As shown in FIG. 4, the air introduced from the air cleaner 114 is guided to a throttle body 51 attached to the engine E via an intake pipe 115 (not shown in FIG. 4).
[0039]
In the throttle body 51, a throttle valve 52 and a secondary throttle valve 53 disposed on the upstream side of the throttle valve 52 are provided. The throttle valve 52 is driven in conjunction with the accelerator via a throttle cable (not shown). The secondary throttle valve 53 is driven via a secondary throttle valve actuator 54 according to the opening degree of the throttle valve 52 under the control of the control unit 7. By arranging the throttle valves 53 and 52 in the upstream and downstream as described above, there is an effect that disturbance of the air flow is prevented during sudden acceleration and the like, and a smooth acceleration feeling can be obtained.
[0040]
In addition, injectors 5 a to 5 d are attached to the throttle body 51. The fuel injected from the injectors 5a to 5d and the air guided through the throttle valves 53 and 52 are mixed, and the mixture is supplied to a combustion chamber or the like in the engine E.
[0041]
Next, the electric system will be described. As shown in FIG. 4, the intake pressure sensor 55 detects the negative pressure on the throttle side via the hose 56, converts the detected negative pressure into an electrical signal, and sends it to the control unit 7.
[0042]
The signal generator 57 provided in the generator section of the engine E sends the engine speed to the control unit 7 as a pulse signal.
[0043]
A throttle position sensor 58 and a secondary throttle position sensor 59 provided in the throttle body 51 detect the opening degrees of the throttle valves 52 and 53 as resistance values, respectively, and convert the detected resistance values into electric signals to control the unit 7. To send.
[0044]
The intake air temperature sensor 60 provided in the air cleaner 114 detects the temperature in the air cleaner 114, converts the detected temperature into an electrical signal, and sends it to the control unit 7.
[0045]
The atmospheric pressure sensor 61 detects the atmospheric pressure, converts the detected pressure into an electrical signal, and sends it to the control unit 7.
[0046]
In addition, a fuel cut sensor 62, a speed sensor 63, an oil temperature sensor 64, a cam position sensor 65, and the like are connected to the control unit 7.
[0047]
The electric system is constituted by the secondary throttle valve actuator 54, the meter unit 121 including a speedometer, the clutch switch 66, the battery B, the fuel pump relay 67, the ignition coil 68, the starter motor 69, the gear position switch 70, and the like.
[0048]
A control unit 7 that calculates the fuel supply amount based on information from the sensors and controls the fuel pump (fuel pump) 2 and the injectors 5a to 5d is provided as a main component of the electric system. The control unit 7 is housed under the seat 118 in the actual vehicle, for example, as shown by the dotted line in FIG.
[0049]
Hereinafter, the control program executed by the control unit 7 in the present embodiment will be described with reference to the flowchart of FIG. This control program starts when the battery B is connected. That is, it starts when the removed battery B is connected at the time of factory shipment or at the end of inspection and maintenance of the fuel system.
[0050]
When the battery B is connected, the control unit 7 sets an air bleeding flag (Flag) to “0” (step S101). This air bleed flag is a flag that indicates whether or not the air bleed of the fuel pipe (the pipe 3 and the delivery pipe 4) is completed. “1” indicates that the bleed is completed and “0” indicates that the bleed is not completed.
[0051]
Next, it is determined whether or not the ignition switch is turned on (step S102).
[0052]
When the ignition switch is turned on, it is determined whether or not the air bleeding flag is “1” (step S103). If the air bleeding flag is “1”, air bleeding has already been completed, and the routine proceeds to step S115, which will be described later, as the normal control mode. On the other hand, if the air bleed flag is “0”, air bleed has not been completed, and the process proceeds to step S104 as the air bleed mode.
[0053]
That is, when the ignition switch is turned on for the first time after the battery B is connected at the time of shipment from the factory or at the end of the fuel system inspection and maintenance, the air bleeding flag is “0”, so the air bleeding mode is set. . On the other hand, when a vehicle such as a motorcycle is at hand of the user and the user turns on the ignition switch in order to start the engine, the air has already been removed and the air removal flag is “1”. Therefore, the normal control mode is set.
[0054]
The air bleeding mode will be described. Steps S104 to S113 surrounded by a dotted line are the air venting process (the process by the air venting control program) in the air venting mode._pumAnd injector counter C_injAre set to “0” (step S104).
[0055]
And while driving the fuel pump 2 (step S105), the pump counter C_pum(Step S106), the pump counter C_pumIs threshold C_PThese steps S105 and S106 are repeated until (step S107) is reached. Therefore, although the fuel in the fuel tank 1 is supplied to the fuel pipe, the injectors 5a to 5d are closed, so that the air remaining in the fuel pipe is compressed and the pressure in the fuel pipe is reduced. Rise gradually.
[0056]
In step S107, the pump counter C_pumIs threshold C_PIs reached, the fuel pump 2 is stopped (step S108).
[0057]
Here, the threshold value C_PIs a value that predetermines that the pressure in the fuel pipe is a pressure (predetermined pressure) required for air venting. The value varies depending on the capacity of the fuel pump 2, the size of the pipe 3, and the like. In this embodiment, the pressure in the fuel pipe is 3 [kgf / cm.²] (4 kgf / cm in absolute pressure²]) Is set to 30 seconds based on experiments and the like.
[0058]
Next, only the injector 5a located on the most downstream side with respect to the fuel pump 2 is opened (step S109), and the injector counter C_injIs incremented (step S110), the injector counter C_injIs threshold C_IThese steps S109 and S110 are repeated until reaching (step S111). Therefore, the air compressed in the fuel pipe is discharged to the outside from the opened injector 5a, and the fuel pipe is vented.
[0059]
In step S111, the injector counter C_injIs threshold C_IIs reached, the injector 5a is closed (step S112), and the air bleeding of the fuel pipe is completed.
[0060]
Here, the threshold value C_IIs a predetermined value such that the pressure in the fuel pipe becomes atmospheric pressure. The value varies depending on the type of the injector, the size of the pipe 3, the set pressure in the pipe driven by the fuel pump, etc., but in this embodiment, the experiment is performed so that the pressure in the fuel pipe drops to atmospheric pressure. Based on this, it is set to 2 seconds.
[0061]
Thereafter, the air bleeding flag is set to “1” indicating that the air bleeding has been completed (step S113), and the air bleeding mode (processing by the air bleeding control program) is ended.
[0062]
FIG. 6 shows in detail the relationship between the pressure in the fuel pipe and time during the air bleeding process. When the air bleeding process is started (time 0 [s]), the fuel pump 2 is driven while the injectors 5a to 5d are closed. Since the fuel pump 2 runs idle for the first few seconds, the pressure in the fuel pipe hardly increases (range t in the figure).₁). Thereafter, fuel is supplied from the fuel pump 2 to the fuel pipe, and the pressure in the fuel pipe rises proportionally (range t in the figure).₂). When a certain amount of fuel is supplied, the compression of the air in the fuel pipe starts to stagnate and the pressure rises suddenly. At time 30 [s], the predetermined pressure (3 [kgf / cm²] (Range t in the figure)_Three). At the same time, the injector 5a is opened at time 30 [s], and the air compressed in the fuel pipe is discharged, so that the pressure in the fuel pipe drops at a stroke and after 2 seconds (time 32 [s]) At atmospheric pressure (range t in the figure)_Four).
[0063]
In the air venting process described above, the inside of the fuel pipe is 3 [kgf / cm.²] (4 kgf / cm in absolute pressure²] And then the injector 5a is opened, and air is discharged until the pressure in the fuel pipe reaches atmospheric pressure (when the pressure balance is reached, the injector 5a is in the open state). However, since the pressure ratio between the air in the fuel pipe and the atmosphere is 4: 1 before the injector 5a is opened, the amount of discharged air is reduced to the fuel pipe. It becomes about 3/4 of the total amount of remaining air.
[0064]
Returning to FIG. 5, when the air bleeding mode ends, it is determined again whether or not the ignition switch is turned on (step S114). This is because the air bleed process is started when the ignition switch is turned on even for a moment after the battery B is connected, but the ignition switch may be turned off during the air bleed process. .
[0065]
In other words, when the ignition switch is turned on only for air bleeding after battery B connection at the time of factory shipment or at the end of fuel system inspection and maintenance, the ignition switch is turned off during the air bleeding process. In this case, after completion of the air bleeding process, the process returns to step S102 and waits for the next ignition switch to be turned on. On the other hand, when the ignition switch is turned on to start the engine after the air venting process is completed, it is considered that the ignition switch remains on. In this case, the process proceeds to step S115 as the normal control mode. .
[0066]
The normal control mode will be described. Steps S115 to S118 are processes in the normal control mode. First, the control unit 7 determines whether or not the starter switch is turned on (step S115).
[0067]
When the starter switch is turned on, the engine E is started and the control unit 7 executes a fuel injection control process in the FI system (step S116). Specifically, in the control unit 7, the basic injection time (injection amount) during low load operation based on the engine speed input from the signal generator 57 and the negative pressure on the throttle side input from the intake pressure sensor 55. ), And the basic injection time (injection amount) during high load operation based on the engine speed input from the signal generator 57 and the opening of the throttle valves 52, 53 input from the throttle position sensors 58, 59. The basic injection time is corrected according to inputs from the intake air temperature sensor 60, the atmospheric pressure sensor 61, and the like. The control unit 7 drives the fuel pump 2 and opens the injectors 5a to 5d for the determined injection time, thereby performing optimal injection control for the engine state and the running state.
[0068]
Further, it is monitored whether or not the engine E has been stopped by turning off the ignition switch, kill switch or the like (step S117), and if the engine E has been stopped, it is determined whether or not the battery B has been disconnected (step S118). . When the user normally uses the battery B, the connection with the battery B is not cut off. Therefore, the process returns to step S102 and waits for the next ignition switch to be turned on. On the other hand, the battery B may be disconnected at the time of inspection and maintenance. In this case, the control program is ended. Thereafter, when the inspection and maintenance are completed and the battery B is connected, the control program is started again.
[0069]
In the first embodiment described above, since the fuel pump is driven and the injector 5a is opened after the stop in the air bleeding mode, the air can be efficiently vented without injecting fuel wastefully. It can be carried out. Further, since only the injector 5a located on the most downstream side with respect to the fuel pump 2 is opened in the air bleeding mode, the fuel pipe is correspondingly increased as compared with the case where all the injectors 5a to 5d are opened. The relative length can be increased, the safety factor can be ensured, and the risk of liquid compression can be reduced. In particular, when the fuel pipe between the fuel pump 2 and the injectors 5a to 5d is short, it is effective when applied to, for example, a motorcycle.
[0070]
Further, since the control program executed by the control unit 7 includes the air bleeding control program, the air bleeding process can be performed without requiring a special air bleeding tool. When the ignition switch is turned on for the first time after the battery B is connected, the air bleeding mode is identified. Therefore, the battery B is connected even at the time of shipment from the factory or at the end of the fuel system inspection and maintenance. Then, the air can be automatically vented without requiring special knowledge and operation, and the air vent mode is not entered in the normal use (use without removing the battery B) of the user.
[0071]
In addition to the fuel system inspection and maintenance, for example, even when the battery B is disconnected for inspection and maintenance so that no air remains in the fuel pipe, if the battery B is subsequently connected, Thus, the air bleeding process is executed. Even in this case, as described above, since the original 1/4 air amount remains in the fuel pipe, liquid compression does not occur due to the compression of the air, and the remaining air is further reduced to 1/4 (original (1/4) of residual air volume²) Only.
[0072]
Further, when there is no air mixture in the fuel pipe, there is no air discharged when the injector 5a is opened, and fuel is injected. However, since the fuel pump 2 has already stopped and the pressure in the fuel pipe is immediately in equilibrium with the atmospheric pressure after the injector 5a is opened, the amount of fuel discharged is small. Theoretically, if the fuel pipe does not expand or the fuel is not compressed, the fuel flow hardly occurs even if the injector 5a is opened, and the fuel discharge amount is zero.
[0073]
(Second Embodiment)
In the first embodiment, the fuel pump is driven in the air bleeding mode, and the injector 5a is opened after the stop. In the second embodiment, the fuel pump is driven and The injector 5a is opened before the end of driving. In addition, about the structure of an air bleeding control apparatus, it is the same as that of what was demonstrated in FIGS. 1-4, The description is abbreviate | omitted here.
[0074]
Hereinafter, the control program executed by the control unit 7 in the present embodiment will be described with reference to the flowchart of FIG. The flowchart shown in FIG. 5 is different from the flowchart shown in FIG. 5 in the air bleeding process (step S204 to step S217 surrounded by a dotted line) in the air bleeding mode. The processes described are denoted by the same reference numerals, and detailed description thereof is omitted.
[0075]
The air bleeding mode will be described. Steps S204 to S217 surrounded by a dotted line are air bleed processing (processing by an air bleed control program) in the air bleed mode. First, the control unit 7 includes a pump counter C_pum, Injector counter C_inj, And the pump drive flag (FLAG) are each set to “0” (step S204). This pump drive flag is a flag that indicates the drive / stop of the fuel pump 2, “1” indicates the fuel pump stop, and “0” indicates the fuel pump drive.
[0076]
Next, it is determined whether or not the pump drive flag is “1” (step S205).
[0077]
At the start of the air bleeding process, the pump drive flag is set to “0” as described above, so it is determined that the pump drive flag is not “1”, and the fuel pump 2 is driven (step S206). Pump counter C_pumIs incremented (step S207).
[0078]
And pump counter C_pumIs threshold C_PIs determined (step S208). This threshold C_PIs determined in advance so that the pressure in the fuel pipe becomes a pressure (predetermined pressure) necessary for bleeding, and in this embodiment, 30 seconds as in the first embodiment. Is set.
[0079]
Pump counter C_pumIs threshold C_PIf it has not reached (30 seconds), the pump drive flag remains “0” (step S209), and then the pump counter C_pumIs another threshold C_PIt is determined whether or not 'has been reached (step S210). Other threshold C_P'Is the above threshold C_PA smaller value is set, and in this embodiment, it is set to 28 seconds.
[0080]
Pump counter C_pumIs threshold C_PIf it has not reached '(28 seconds), the processing of steps S206 to S209 is repeated. Therefore, although the fuel in the fuel tank 1 is supplied to the fuel pipe, the injectors 5a to 5d are closed, so that the air remaining in the fuel pipe is compressed and the pressure in the fuel pipe is reduced. Rise gradually.
[0081]
In step S210, the pump counter C_pumIs threshold C_PWhen ′ (28 seconds) is reached, only the injector 5a located on the most downstream side with respect to the fuel pump 2 is opened (step S211), and the injector counter C_injIs incremented (step S212).
[0082]
And the injector counter C_injIs threshold C_IIs determined (step S213). This threshold C_IIs a predetermined value such that the pressure in the fuel pipe becomes atmospheric pressure, and in this embodiment, it is set to 2 seconds as in the first embodiment.
[0083]
Injector counter C_injIs threshold C_IIf it has not reached (2 seconds), the process returns to step S205, and since the pump drive flag remains “0”, the processes of steps S206 to S212 are repeated. Therefore, the air compressed in the fuel pipe is discharged to the outside from the opened injector 5a, and the fuel pipe is vented.
[0084]
Here, when 30 seconds have elapsed from the start of the air bleeding process, in step S208, the pump counter C_pumIs threshold C_PSince it is determined that (30 seconds) has been reached, the fuel pump 2 is stopped (step S214), the pump drive flag is set to “1” (step S215), and the process proceeds to step S211.
[0085]
At the same time, in the present embodiment, the threshold value C_IIn step S213, the injector counter C_injIs threshold C_IIt is determined that (2 seconds) has been reached, the injector 5a is closed (step S216), and the air bleeding of the fuel pipe is completed.
[0086]
Thereafter, the air bleeding flag is set to “1” indicating that the air bleeding has been completed (step S217), and the air bleeding mode (processing by the air bleeding control program) is ended.
[0087]
In the present embodiment, the injector 5a is opened after 28 seconds from the start of pump driving (threshold C)._P'= 28 seconds), pump stop (threshold C)_P= 30 seconds) and closing of the injector 5a (threshold C)_I= 2 seconds), for example, threshold C_I= 3 seconds, the injector 5a may be closed after the fuel pump 2 is stopped.
[0088]
That is, in step S208, the pump counter C_pumIs threshold C_P(30 seconds), the fuel pump 2 is stopped (step S214), the pump drive flag is set to "1" (step S215), and when the process proceeds to step S211, in step S213, the injector counter C_injIs threshold C_IIt is determined that (3 seconds) has not been reached. In this case, the process returns to step S205, but since the pump drive flag is set to “1” (step S215), the process proceeds to step S211 and the injector counter C_injIs threshold C_ISteps S211 and S212 are repeated until (3 seconds) is reached.
[0089]
In the second embodiment described above, as in the first embodiment, the air can be efficiently vented without wastefully injecting fuel, and the fuel pump can be used in the air vent mode. Since only the injector 5a located on the most downstream side with respect to 2 is opened, the risk of liquid compression can be reduced. There is a time when the driving of the fuel pump 2 and the opening of the injector 5a overlap, but the amount of fuel injected during that time is very small, compared to opening all the injectors at the same time as driving the fuel pump. It can be said that it is efficient.
[0090]
Similarly to the first embodiment, no special air bleeding tool or the like is required, and if the battery B is connected at the time of shipment from the factory or at the end of fuel system inspection and maintenance, special knowledge and operation can be performed. The air bleeding can be performed automatically without the need, and the air bleeding mode is not entered in the normal use (use without removing the battery B) of the user.
[0091]
The second embodiment as described above is useful when, for example, it is difficult to operate the fuel pump 2 and the injector 5a separately because the power sources of the fuel pump 2 and the injectors 5a to 5b are shared. Become.
[0092]
In the first and second embodiments, a series of the air bleeding process is performed only once, but may be repeated a plurality of times depending on the capacity of the fuel pipe.
[0093]
Also, during the air venting process, the driving and stopping of the fuel pump 2 and the opening and closing of the injector 5a are controlled in a preset time. However, a sensor or the like that detects the pressure in the fuel pipe is used. You may make it control. However, if the time control is performed as in the above embodiment, a sensor or the like for detecting the pressure in the fuel pipe becomes unnecessary, and the cost can be reduced. In particular, in a motorcycle or the like, since a fuel hose is used as the pipe 3, it is difficult to provide a sensor or the like, which is useful.
[0094]
(Other embodiments)
As described above, the air bleeding control device includes a CPU or MPU, RAM, ROM, and the like, and is realized by operating a program recorded in the RAM or ROM. Therefore, the program itself for realizing the above-described functions and means for supplying the program to a computer, for example, a computer-readable storage medium storing such a program are included in the scope of the present invention.
[0095]
【The invention's effect】
  As described above, according to the present invention, air can be efficiently vented without injecting fuel wastefully, and only the fuel injection valve located on the most downstream side with respect to the fuel pump is opened. As a result, the relative length of the fuel pipe can be increased by that amount compared to opening all injectors, ensuring a safety factor and reducing the risk of liquid compression. Can do. In particular, when the fuel pipe must be shortened, it is useful if applied to, for example, a motorcycle.Further, it is useful when it is difficult to operate the fuel pump and the fuel injection valve separately.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a configuration including an air bleeding control device for a fuel pipe according to the present embodiment.
FIG. 2 is a block diagram showing a functional configuration when a control unit 7 functions as an air bleeding control device.
Fig. 3 is a diagram showing a configuration example of a motorcycle.
FIG. 4 is a diagram for explaining a fuel system, an intake system, and an electrical system in a motorcycle.
FIG. 5 is a flowchart for explaining a control program executed by the control unit 7 in the first embodiment.
FIG. 6 is a diagram showing the relationship between the pressure in the pipe 3 and time during the air bleeding process.
FIG. 7 is a flowchart for explaining a control program executed by a control unit in the second embodiment.
[Explanation of symbols]
1 Fuel tank
2 Fuel pump
3 Piping
4 Delivery pipe
5a-5d injector
7 Control unit
7a ROM
7b CPU
7c RAM
7d interface
71 Air bleeding mode identification part
72 Fuel pump controller
73 Fuel Injection Valve Control Unit

Claims (9)

An air bleeding control device for a fuel pipe in an engine-equipped device comprising a fuel pump for supplying fuel from a fuel tank to a fuel pipe, and a plurality of fuel injection valves for injecting fuel supplied to the fuel pipe,
Fuel pump control means for controlling driving and stopping of the fuel pump in the air bleeding mode;
Fuel injection valve control means for opening only a predetermined fuel injection valve located on the most downstream side with respect to the fuel pump among the plurality of fuel injection valves,
In the air bleeding mode, the fuel injection valve control means opens only the predetermined fuel injection valve after a predetermined time has elapsed from the start of driving of the fuel pump, and at least for a certain period of time until the end of driving of the fuel pump. An air bleeding control apparatus for a fuel pipe, wherein the predetermined fuel injection valve is kept open . 2. The fuel pipe air bleeding control device according to claim 1 , wherein the engine-equipped device is a motorcycle. The air bleeding control of the fuel pipe according to claim 1 or 2 , further comprising an air bleeding mode identifying means for distinguishing from the air bleeding mode when the ignition switch is turned on for the first time after the battery is connected. apparatus. The fuel pump control means, the air bleeding mode, preset fixed time only air bleeding control of the fuel pipe according to any one of claims 1 to 3, characterized in that for driving the fuel pump apparatus. The fuel injection valve control means, the air bleeding mode, the fuel pipe according to any one of claims 1 to 4, characterized in that for opening only the fuel injection valve preset fixed time Air bleeding control device. The air bleeding control device for a fuel pipe according to any one of claims 1 to 5 , wherein a part of the air is left in the fuel pipe at the end of the air bleeding mode. An air bleeding control method for a fuel pipe in an engine-equipped device comprising a fuel pump for supplying fuel from a fuel tank to a fuel pipe and a plurality of fuel injection valves for injecting fuel supplied to the fuel pipe,
In the air bleeding mode, after a predetermined time has elapsed since the start of driving of the fuel pump, only the predetermined fuel injection valve located on the most downstream side with respect to the fuel pump among the plurality of fuel injection valves is opened. An air bleeding control method for a fuel pipe, comprising: a procedure for continuing the opening of the predetermined fuel injection valve for a predetermined time until the end of driving of the pump . To cause a computer to execute air bleeding control of a fuel pipe in an engine-equipped device including a fuel pump that supplies fuel from a fuel tank to a fuel pipe and a plurality of fuel injection valves that inject fuel supplied to the fuel pipe. The program of
In the air bleeding mode, after a predetermined time has elapsed since the start of driving of the fuel pump, only the predetermined fuel injection valve located on the most downstream side with respect to the fuel pump among the plurality of fuel injection valves is opened. A program for causing a computer to execute a process of continuing the opening of the predetermined fuel injection valve for a certain period of time until the end of driving of the pump . A computer-readable storage medium storing the program according to claim 8 .

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