200424430 Π) 玖、發明說明 【發明所屬之技術領域】 本發明是關於空冷式內燃機之暖機時燃料噴射修正裝 ^ 置及修正方法，例如關於運用在帶動力的自行車或摩托車 的適當空冷式內燃機之暖機時燃料噴射修正裝置及修正方 法。 【先前技術】 · 以往，主要採用於四輪汽車的水冷式內燃機在引擎暖 機運轉時，冷卻水的溫度到達預定溫度爲止，持續燃料增 量修正處理，到達預定溫度時，判斷暖機完成解除燃料增 量修正處理，根據原來的燃料控制變換進行通常的燃料噴 射控制。 其一方面，主要採用於摩托車的空冷式內燃機中，由 於不使用冷卻水，因此不能進行水溫的暖機運轉控制。因 此，根據油溫或火星塞的支承面溫度判定暖機完成。 暴 針對暖機增量修正雖然並未記載，但是在空冷式內燃 機中，公表出根據油溫正確控制燃料噴射量的技術（參閱 日本發明專利文獻1 )。 、 〔日本發明專利文獻1〕 特開2000-2 1 3 326號公報（段落[0019]) 【發明內容】 -5- (2) (2)200424430 〔發明所欲解決之課題〕 但是，潤滑油不須如冷卻水利用恆溫器等的散熱器進 行溫度控制的必要，因此引擎動作中同樣可藉著外氣溫度 或氣象條件使油溫變化。 例如，在外圍氣溫2 0 [ °C ]中，暖機後的油溫和雨天時 比較晴天時會形成2倍左右的溫度。 因此，僅根據檢測的油溫決定暖機增量修正處理的完 成時期困難，且以往在暖機增量修正處理時爲了確實進行 修正處理，對於燃料增加量會視其裕度而多量設定。 但是，多量設定燃料增加量時必須使用必要以上的燃 料，在資源保護的觀點來看不被接受。 本發明是考慮以上課題所硏創而成，提供一種暖機增 量修正處理時不需使用必要以上的燃料，可以正確地進行 暖機增量修正處理的空冷式內燃機之暖機時燃料噴射修正 裝置及修正方法爲目的。 又’本發明並提供一種在暖機增量修正處理時不需使 用必要以上的燃料，並可決定暖機增量修正處理完成時， 其結果可以正確地進行暖機增量修正處理的空冷式內燃機 之暖機時燃料噴射修正裝置及修正方法爲目的。 〔解決課題的手段〕 本發明的空冷式內燃機之暖機時燃料噴射修正裝置在 具備電控制燃料噴射的燃料噴射裝置的空冷式內燃機之暖 機時燃料噴射修正裝置中，其特徵爲，具備··檢測吸氣溫 -6 - (3) (3)200424430 的吸氣溫感測器；檢測油溫的油溫感測器；及檢測油溫越 低，且檢測油溫和檢測吸氣溫的差越小時，控制形成多量 的燃料噴射量所成的控制裝置（申請專利範圍第1項記載 的發明）。 根據本發明裝置，在空冷式內燃機的暖機增量修正處 理時，和浊溫同時檢測吸氣溫，當檢測油溫越低，且檢測 油溫和檢測吸氣溫的差越小時，控制形成多量的燃料噴射 量。 引擎停止時間（放置時間）充分經過後的引擎啓動時 ，由於油溫和吸氣溫形成大致相同的溫度，（油溫-吸氣 溫）的差大致形成零値，此·時形成多量的燃料噴射量，且 油溫越低時由於暖機時間長需要多量的燃量噴射量。 如上述，除了油溫並考慮吸氣溫，可更爲正確地進行 暖機增量修正處理。 即，暖機增量修正處理時不須使用必要以上的燃料， 並可決定暖機增量修正處理的完成時，正確地進行暖機增 量修正處理。 本發明裝置可適當地運用在具備空冷式內燃機的帶動 力的自行車或摩托車或自動三輪車。 此外，控制裝置具有賦予相對於油溫的燃料噴射量的 修正係數的油溫修正係數圖，及賦予相對於油溫和吸氣溫 的差的燃料噴射量的修正係數的油溫吸器溫差修正係數圖 ，針對檢測油溫參照上述油溫修正係數圖所獲得的油溫修 正係數，藉著預定運算從檢測油溫和檢測吸氣溫的差參照 -7- (4) (4)200424430 上述油溫吸氣溫差修正係數圖所獲得的油溫吸氣溫差修正 係數後的運算修正係數來決定燃料噴射量，可以簡單的構 成進行正確的暖機增量修正處理（申請專利範圍第2項記 載的發明）。 並且，油溫上升至預定溫度爲止，使油溫修正係數圖 的油溫修正係數超過1的値接近1，而油溫上升至預定溫 度爲止後則形成1，油溫吸氣溫差修正係數圖的油溫吸氣 溫差修正係數的差形成預定溫度差爲止時從超過1的値接 近1 ’該差値形成預疋溫度差時’製成爲1，運算修正係 數的乘算結果，可以判斷爲形成i時的暖機增量修正處理 完成（申請專利範圍第3項記載的發明）。 並且，該發明的空冷式內燃機之暖機時燃料噴射修正 方法在具備電控制燃料噴射的燃料噴射裝置的空冷式內燃 機之暖機時燃料噴射修正方法中，其特徵爲：具有藉吸氣 溫感測器檢測吸氣溫的同時，藉油溫感測器檢測油溫的過 程’及檢測油溫越低，且檢測油溫和檢測吸氣溫的差越小 時，藉控制裝置控制形成多量燃料噴射量的過程（申請專 利範圍第4項記載的發明）。藉此，不須增加燃料的使用 量，可正確進行暖機增量修正處理。 本發明方法可適當運用在帶動力的自行車或摩托車或 自動二輪車。 【實施方式】 以下’參閱圖示說明本發明的實施形態如下。 -8- 200424430200424430 Π) 发明. Description of the invention [Technical field to which the invention belongs] The present invention relates to a fuel injection correction device and a correction method for warm-up of an air-cooled internal combustion engine, such as an appropriate air-cooled type applied to a powered bicycle or motorcycle Fuel injection correction device and method for warming up internal combustion engine. [Previous technology] · In the past, the water-cooled internal combustion engine mainly used in four-wheeled vehicles has continued to increase the fuel temperature until the temperature of the cooling water reaches the predetermined temperature when the engine is warmed up. The fuel increase correction process performs normal fuel injection control based on the original fuel control conversion. On the one hand, it is mainly used in air-cooled internal combustion engines of motorcycles. Since cooling water is not used, warm-up operation control of water temperature cannot be performed. Therefore, the completion of warm-up is judged based on the oil temperature or the bearing surface temperature of the spark plug. Although the incremental correction for warm-up is not documented, in air-cooled internal combustion engines, the technology for accurately controlling the fuel injection amount according to the oil temperature is publicly disclosed (see Japanese Invention Patent Document 1). [Japanese Invention Patent Document 1] JP 2000-2 1 3 326 (paragraph [0019]) [Summary of the Invention] -5- (2) (2) 200424430 [Problems to be Solved by the Invention] However, lubricants It is not necessary to use a radiator such as a thermostat for cooling water for temperature control, so the engine temperature can also be used to change the oil temperature by the outside air temperature or weather conditions. For example, at an ambient temperature of 20 [° C], the oil temperature after warming up and when it is rainy is about twice as high as when it is sunny. Therefore, it is difficult to determine the completion period of the warm-up incremental correction process based only on the detected oil temperature. In the past, in order to reliably perform the correction process during the warm-up incremental correction process, the fuel increase amount was set in large amounts depending on its margin. However, it is necessary to use more than necessary fuel when setting a large amount of fuel increase, which is not acceptable from the viewpoint of resource conservation. The present invention has been developed in consideration of the above problems, and provides an air-cooled internal combustion engine fuel injection correction during warm-up, which does not require the use of more fuel than necessary during the warm-up incremental correction process. Apparatus and correction method are for the purpose. The invention also provides an air-cooled type that does not need to use more fuel than necessary during the warm-up incremental correction process and can determine that the warm-up incremental correction process can be performed correctly as a result of the warm-up incremental correction process. The purpose of a fuel injection correction device and a correction method during warm-up of an internal combustion engine is to provide a fuel injection correction device and a correction method. [Means for Solving the Problem] The fuel injection correction device for an air-cooled internal combustion engine during warm-up period of the air-cooled internal combustion engine of the present invention is provided with: · Detection of suction temperature -6-(3) (3) 200424430 suction temperature sensor; oil temperature sensor to detect oil temperature; and the lower the detected oil temperature, and the smaller the difference between the detected oil temperature and the detected suction temperature, A control device for controlling the formation of a large amount of fuel injection (the invention described in the first scope of the patent application). According to the device of the present invention, during the warm-up incremental correction process of an air-cooled internal combustion engine, the suction temperature is detected simultaneously with the turbidity temperature. When the detected oil temperature is lower, and the difference between the detected oil temperature and the detected suction temperature is smaller, a larger amount of fuel is controlled to be formed. Amount of spray. When the engine is started after the engine stop time (storing time) has fully elapsed, the oil temperature and the suction temperature form approximately the same temperature, and the (oil temperature-suction temperature) difference becomes approximately zero. At this time, a large amount of fuel injection is formed. And the lower the oil temperature is, the longer the warm-up time requires a large amount of fuel injection. As described above, in addition to the oil temperature and the suction temperature, the warm-up incremental correction process can be performed more accurately. That is, it is not necessary to use more fuel than necessary for the warm-up incremental correction process, and it is possible to perform the warm-up incremental correction process correctly when the completion of the warm-up incremental correction process is determined. The device of the present invention can be suitably applied to a bicycle, a motorcycle, or a motorcycle having a driving force of an air-cooled internal combustion engine. In addition, the control device has an oil temperature correction coefficient map that gives a correction coefficient to the fuel injection amount with respect to the oil temperature, and an oil temperature sucker temperature difference correction coefficient map that gives a correction coefficient with respect to the difference between the oil temperature and the intake air temperature. For the detected oil temperature, refer to the oil temperature correction coefficient obtained by referring to the above-mentioned oil temperature correction coefficient graph, and refer to the difference between the detected oil temperature and the detected suction temperature by a predetermined calculation. (7) (4) (4) 200424430 The calculated correction coefficient after the correction coefficient of the oil temperature and air temperature difference obtained in the coefficient map determines the fuel injection amount, and can be simply configured to perform correct warm-up incremental correction processing (the invention described in the second patent application scope). In addition, when the oil temperature rises to a predetermined temperature, the oil temperature correction coefficient map of the oil temperature correction coefficient map will exceed 1 when the oil temperature correction coefficient exceeds 1, and the oil temperature rises to a predetermined temperature to form 1. The oil temperature suction temperature difference correction coefficient map When the difference between the oil temperature suction temperature difference correction coefficient and the predetermined temperature difference reaches a predetermined temperature difference, it is close to 1 when the difference exceeds 1. The time when the difference forms a pre-temperature difference is set to 1. The multiplication result of the correction coefficient can be determined to form i. At this time, the warm-up incremental correction process is completed (the invention described in the third patent application scope). In addition, the method for correcting fuel injection during warm-up of an air-cooled internal combustion engine of the present invention, in the method for correcting fuel injection during warm-up of an air-cooled internal combustion engine provided with a fuel injection device for electrically controlling fuel injection, is characterized by: While detecting the intake air temperature, the process of detecting the oil temperature by the oil temperature sensor 'and the lower the detected oil temperature, and the smaller the difference between the detected oil temperature and the detected intake air temperature, the process of forming a large amount of fuel injection by the control device ( The invention described in item 4 of the scope of patent application). Thereby, it is not necessary to increase the amount of fuel used, and the warm-up incremental correction process can be performed correctly. The method of the present invention can be suitably applied to a powered bicycle or motorcycle or a motorcycle. [Embodiment] Hereinafter, embodiments of the present invention will be described with reference to the drawings. -8- 200424430
第1圖是表示運用本發明一實施形態的摩托車1 0的 整體構成。第2圖是表示安裝在引擎12的汽缸體14的油 溫感測器3 6的安裝位置。 第1圖及第2圖中，摩托車10在大致中央部具有空 冷式內燃機的引擎12，設置在該引擎12的汽缸體14的 回油通路（也有僅稱油通路）22上，安裝有測定視爲引 擎溫度用油溫Te的油溫感測器3 6。 在同樣的位置上安裝油溫感測器3 6爲例，可以舉例 上述的特許文獻1。如上述在回油通路22上設置油溫感 測器3 6，可以檢測從汽缸體流出隨後的油溫Te，可以正 確且迅速地檢測不使用冷卻水的引擎1 2的溫度變化。 並且，如第1圖表示，連通汽缸體14的進氣通路1 6 中，節流體17中的節流閥1 8和進氣口 20之間，安裝有 測定吸氣溫Ti用的吸氣溫感測器3 4。 原來，不僅是吸氣溫Ti，並以測定外氣溫爲佳，但 是電子控制燃料噴射裝置中，原來爲了算出空氣和燃料的 混合比例等，安裝有吸氣溫感測器3 4，測定吸氣溫Ti， 並根據該吸氣溫Ti參照圖等推定空氣的密度。 本發明中，著眼於外氣溫与吸氣溫，以此吸氣溫感測 器3 4作爲外氣溫的感測器利用而抑制成本的增加。當然 ，只要更重視性能，設置外氣溫感測器實用上即已足夠。 第3圖是表示含本實施形態渉及暖機時燃料噴射修正 裝置3 0的電子控制燃料噴射裝置3 2的方塊構成。 該暖機時燃料噴射修正裝置3 0，基本上爲檢測吸氣 -9- (6) (6)200424430 溫Ti的吸氣溫感測器3 4 ;檢測油溫Te的油溫感測器3 6 ;及控制裝置4 0所構成。 控制裝置40如後的詳細說明，具有檢測的油溫Te越 低，且檢測後的油溫Te和檢測後的吸氣溫Ti的差Td ( Td二Te - Ti)越小時，控制使燃料噴射裝置的噴射器38 形成多量的燃料噴射量的功能。 其中，控制裝置40爲CPU (中央處理裝置）；記憶 控制程式或應用程式等的ROM (唯讀記憶體）；作業用 RAM (隨機存取記憶體）；EEPROM (電子可抹除可程式 化唯讀記憶體）；具備暫存器、計時器、其他輸出入介面 的微電腦等所構成，以CPU實行程式，進行達成暖機增 量修正處理之外，達成各種功能的控制。 構成控制裝置40的EEPROM可預先記憶求取相對於 油溫Te的燃量噴射量的修正係數的油溫修正係數Ke用 的油溫修正係數圖42，及求取相對於油溫Te和吸氣溫Ti 的差Td(Td=Te— Ti)的燃量噴射量的修正係數的油溫 吸氣溫差修正係數Kd用的油溫吸氣溫修正係數圖44。 另外，控制裝置40是載置在安裝於摩托車10中，節 流體1 7內的側面的控制基板24上。 第4圖是表示其中一例的油溫修正係數圖42。油溫 修正係數圖42在油溫Te爲預定溫度（預定油溫）Teh ( 該實施例中，Teh = 40 [°C ])以上的溫度時，油溫修正係 數Ke的値是形成無修正値1，油溫Te形成低於預定溫度 The時，油溫修正係數Ke的値是形成從1逐漸增大的値 -10- (7) (7)200424430 第5圖是表示其中一例的油溫吸氣溫差修正係數圖 44。油溫吸氣溫差修正係數圖44在油溫Te和吸氣溫Ti 的差Td ( Td= Te — Ti) [deg]大於預定溫度差Tdh (該實 施例中，Tdh=30[deg])時，油溫吸氣溫差修正係數Kd 的値是形成無修正値1，差Td ( Td= Te — Ti )隨著接近0 値而形成逐漸增大的値。 並且，油溫Te和吸氣溫Ti的差Td爲0値（Td二Te - Ti = 0 )時，是對應停止引擎的狀態放置時間經過一定 時間以上之後的狀態，推定爲引擎啓動開始隨後的狀態。 第4圖、第5圖表示的油溫修正係數圖42及油溫吸 氣溫差修正係數圖44可以倂用模擬器或者實驗根據車種 的不同作最適當的決定。 第3圖例的電子控制燃料噴射裝置3 2，具備有：構 成暖機時燃料噴射修正裝置3 0的吸氣溫感測器3 4、油溫 感測器36、控制裝置40之外，連接該控制裝置40的噴 射器3 8、節流閥開度感測器5 0、點火開關（點火S W ) 5 2 及連續輸出點火脈衝的點火器5 8。 其次，針對上述構成的實施形態的動作，根據第6圖 表示的運用程式（記憶於控制裝置40的未圖示的ROM內 )相關流程圖詳細說明如下。並且，在不特別加以限定的 前提下，控制主體爲控制裝置40的CPU，但是由於在個 別參照上即爲繁雜，僅需要時參照即可。 首先，在步驟S 1中，藉著未圖示的操作員使點火開 -11 - (8) (8)200424430 關52呈開啓狀態，並且以未圖示的啓動開關啓動引擎12 。引擎1 2的啓動是藉著對於點火器5 8的點火脈衝訊號 S i的輸出檢測出。 其次，在步驟S 2中，以空氣進入口 2 0經由節流閥 18進入進氣通路16的空氣溫度作爲吸氣溫Ti而藉著吸 氣溫感測器3 4檢測，進入控制裝置4 0的同時，以汽缸體 1 4的油通路22中的油溫度作爲油溫Te藉著油溫感測器 3 6檢測，進入控制裝置4 0內。 其次，進行步驟S3-S6的暖機增量修正處理。此時， 首先，在步驟S3中，求得油溫Te和吸氣溫Ti的差Td ( Td- Te- Ti )。如上述，長時間停止引擎12時，由於油 溫Te和吸氣溫Ti形成相同的溫度，因此油溫Te和吸氣 溫Ti的差Td ( Td= Te — Ti)在引擎12啓動時形成〇値 〇 其次，在步驟S4中，參閱第5圖的油溫吸氣溫差修 正係數圖44，求得對應油溫Te和吸氣溫Ti的差Td ( Td =Te— Ti )的油溫吸氣溫差修正係數Kd的同時，參照第 4圖的油溫修正係數圖42求得對應油溫Te的油溫修正係 數Ke。 並且，在步驟S 5中，從求得的油溫吸氣溫差修正係 數Kd和油溫修正係數Ke求得運算修正係數的積Kd xKe ，比較該積K d x K e和値1。Fig. 1 shows the overall configuration of a motorcycle 10 using an embodiment of the present invention. Fig. 2 is a view showing the mounting position of the oil temperature sensor 36 in the cylinder block 14 of the engine 12. In FIGS. 1 and 2, the motorcycle 10 has an engine 12 of an air-cooled internal combustion engine at a substantially central portion. The engine 12 is provided on an oil return passage (also referred to as an oil passage only) 22 of a cylinder block 14 of the engine 12. Oil temperature sensor 3 6 which is regarded as engine temperature with oil temperature Te. The oil temperature sensor 36 is installed at the same position as an example, and the above-mentioned patent document 1 can be exemplified. By setting the oil temperature sensor 36 on the oil return path 22 as described above, the subsequent oil temperature Te flowing out of the cylinder block can be detected, and the temperature change of the engine 12 not using cooling water can be detected accurately and quickly. In addition, as shown in FIG. 1, an intake air temperature sensor for measuring the intake air temperature Ti is installed between the throttle valve 18 in the throttle body 17 and the intake port 20 in the intake passage 16 communicating with the cylinder block 14.器 3 4. It turned out that not only the temperature Ti, but also the measurement of the outside air temperature is better, but in the electronically controlled fuel injection device, in order to calculate the mixture ratio of air and fuel, etc., an air temperature sensor 3 4 was installed to measure the temperature Ti. The density of the air is estimated based on the suction temperature Ti with reference to a graph or the like. In the present invention, attention is paid to the outside air temperature and the suction air temperature, and the suction air temperature sensor 34 is used as a sensor for the outside air temperature to suppress an increase in cost. Of course, as long as more emphasis is placed on performance, it is practically sufficient to set an outside temperature sensor. Fig. 3 is a block diagram showing an electronically controlled fuel injection device 32 including the fuel injection correction device 30 in the embodiment and the warm-up period. The fuel injection correction device 30 during the warm-up period is basically an intake air temperature sensor 3 4 for detecting inhalation-9- (6) (6) 200424430 Ti; an oil temperature sensor 3 6 for detecting oil temperature Te ; And control device 40. The control device 40 will be described in detail later. The lower the detected oil temperature Te, and the smaller the difference Td (Td = Te-Ti) between the detected oil temperature Te and the detected suction temperature Ti, the smaller the fuel injection device. The injector 38 functions as a fuel injection quantity. Among them, the control device 40 is a CPU (Central Processing Device); a ROM (read-only memory) that stores control programs or applications; a RAM (random access memory) for operation; an EEPROM (electronically erasable and programmable only) (Read memory); a microcomputer with a register, timer, and other input / output interfaces. The program is executed by the CPU to perform warm-up incremental correction processing and control of various functions. The EEPROM constituting the control device 40 can memorize the oil temperature correction coefficient Ke for calculating the oil temperature correction coefficient Ke for determining the fuel injection quantity correction coefficient with respect to the oil temperature Te, and obtain the oil temperature correction coefficient Ke with respect to the oil temperature Te and the intake air temperature. The oil temperature suction temperature correction coefficient Kd for the oil temperature suction temperature difference correction coefficient Kd of the fuel injection amount correction coefficient of the difference Td (Td = Te-Ti) of Ti is shown in FIG. 44. The control device 40 is mounted on a control substrate 24 mounted on the side surface of the motorcycle 10 and inside the throttle body 17. FIG. 4 is an oil temperature correction coefficient graph 42 showing one example. Oil temperature correction coefficient FIG. 42 When the oil temperature Te is a temperature higher than a predetermined temperature (predetermined oil temperature) Teh (Teh = 40 [° C] in this embodiment), 値 of the oil temperature correction coefficient Ke is formed without correction. 1. When the oil temperature Te is formed lower than the predetermined temperature The, 温 of the oil temperature correction coefficient Ke is formed to gradually increase from 1-10- (7) (7) 200424430 Figure 5 shows an example of oil temperature absorption Temperature difference correction coefficient Figure 44. Oil temperature suction temperature difference correction coefficient FIG. 44 When the difference Td (Td = Te — Ti) [deg] between oil temperature Te and suction temperature Ti is greater than a predetermined temperature difference Tdh (Tdh = 30 [deg] in this embodiment), The correction coefficient Kd of the oil temperature suction temperature difference is formed without correction 値 1, and the difference Td (Td = Te — Ti) is gradually increased as it approaches 0 値. In addition, when the difference Td between the oil temperature Te and the suction temperature Ti is 0d (Td = Te-Ti = 0), it is a state corresponding to the state where the engine is stopped after a certain period of time has elapsed, and it is estimated that the engine is started after the engine starts . The oil temperature correction coefficient graph 42 and oil temperature suction temperature difference correction coefficient graph 44 shown in Figs. 4 and 5 can be determined optimally according to the type of vehicle using a simulator or an experiment. The electronically controlled fuel injection device 32 of the third example includes an intake air temperature sensor 3 4 that constitutes a fuel injection correction device 30 during warm-up, an oil temperature sensor 36, and a control device 40, and is connected to the control. The injector 3 8 of the device 40, the throttle opening sensor 50, the ignition switch (ignition SW) 5 2, and the igniter 5 8 that continuously outputs the ignition pulse. Next, the operation of the embodiment configured as described above will be described in detail based on a flowchart related to the operation program (stored in a ROM (not shown) of the control device 40) shown in FIG. In addition, without particular limitation, the control body is the CPU of the control device 40, but since it is complicated in terms of individual references, it can be referred only when necessary. First, in step S1, the ignition is turned on by an operator (not shown) (11) (8) (8) 200424430 off 52, and the engine 12 is started with a start switch (not shown). The start of the engine 12 is detected by the output of the ignition pulse signal S i to the igniter 5 8. Next, in step S2, the temperature of the air entering the air intake port 16 via the throttle valve 18 through the throttle valve 18 is detected as the suction temperature Ti by the suction temperature sensor 34, and simultaneously enters the control device 40 The temperature of the oil in the oil passage 22 of the cylinder block 14 is used as the oil temperature Te to be detected by the oil temperature sensor 36 and entered into the control device 40. Next, the warm-up incremental correction processing of steps S3-S6 is performed. At this time, first, in step S3, the difference Td (Td-Te-Ti) between the oil temperature Te and the suction temperature Ti is obtained. As described above, when the engine 12 is stopped for a long time, the oil temperature Te and the suction temperature Ti form the same temperature, so the difference Td (Td = Te — Ti) between the oil temperature Te and the suction temperature Ti is formed when the engine 12 is started. Next, in step S4, referring to the oil temperature suction temperature difference correction coefficient graph 44 in FIG. 5 to obtain the oil temperature suction temperature difference correction coefficient corresponding to the difference Td between the oil temperature Te and the suction temperature Ti (Td = Te-Ti). At the same time as Kd, the oil temperature correction coefficient Ke corresponding to the oil temperature Te is obtained by referring to the oil temperature correction coefficient map 42 of FIG. 4. Then, in step S5, a product Kd xKe of the calculation correction coefficient is obtained from the obtained oil temperature suction air temperature difference correction coefficient Kd and the oil temperature correction coefficient Ke, and the products K d x Ke and 値 1 are compared.
Kd xKe > 1時，在步驟S6中進行暖機增量修正處理 。即，相對於一般的噴射燃料量，控制噴射器3 8從噴射 -12- (9) (9)200424430 器38噴射KdxKe倍的燃料，實行暖機增量修正處理。 其次，每預定時間重複步驟S1 - S6，在歩驟S5的判 定中，積Kd X Ke形成Kd xKe = 1時，判定爲暖機增量修 正處理完成，完成暖機增量修正處理。 即，隨著引擎2的暖機增量修正時間的經過，油溫 Te在油溫修正係數圖42上，上升至預定溫度Teh (在此 ，Teh= 40[°C ])爲止，並且，隨著油溫Te上升的油溫 Te和吸氣溫Ti的差Td ( Td= Te — Ti )，在油溫吸氣溫差 修正係數圖44上形成預定溫度差Tdh (在此，Tdh = 2 0 [deg])時，油溫修正係數Ke和油溫吸氣溫差修正係數 Kd的値分別形成1時，其積KdxKe是形成1 (KdxKe = 1 )，停止暖機增量修正處理。 以後，對應根據來自操作員等的加速桿操作的節流閥 開度感測器5 0的節流閥開度，噴射器3 8是以一般的燃料 噴射控制進行控制。 第7圖是以一眼即可理解上述該實施形態的暖機增量 修正處理的原理的圖表。啓動時，一般油溫T e和吸氣溫 Ti的差Td是在預定溫度差Tdh以下（Td< Tdh)，並且 油溫T e低於預定溫度T e h ( T e < T e h )，因此形成兩修正 係數Kd，Ke > 1，總的運算修正係數形成Kdx Ke > 1 (第 7圖中，左下的區域）。 另一方面，油溫Te低於預定溫度Teh(Te<Teh)， 差T d形成預定溫度T d h以上時（T d - T d h )時，總的運 算修正係數形成Ke(Kd=l)(第7圖中，左上的區域） -13- (10) (10)200424430 ο 並且，差Td在預定溫度差Tdh以下（Td< Tdh)， 且油溫Te在預定溫度Teh以上（Te — Teh)的區域中， 總的運算修正係數形成Kd ( Ke = 1 )(第7圖中，右下的 區域）。 暖機增量修正完成後進行通常的燃料噴射控制時，運 算修正係數的積Kd xKe爲1 ( Kd二i )(第7圖中， 右上的區域）。 根據上述的實施形態，具備電控制燃料噴射的電子控 制燃料噴射裝置3 2的空冷式內燃機之暖機時燃料噴射修 正裝置3 0中，具備檢測吸氣溫T i的吸氣溫感測器3 〇 ; 檢測油溫T e的油溫感測器3 6 ;及控制裝置。該控制裝置 4 〇在檢測油溫T e越低，且檢測油溫T e和檢測吸氣溫τ i 的差Td(Td=Te— Ti)越小時，控制噴射器38產生多量 燃料噴射量。 不僅作爲引擎溫度的油溫Te，同時考慮吸氣溫Ti進 行暖機增量修正處理，因此可以更正確地進行控制。 此時，暖機增量修正量可以利用油溫修正係數圖42 和油溫吸氣溫差修正係數圖44簡單且迅速地求得。 另外’本發明不僅限於上述的實施形態，當然也可以 根據本說明書記載的內容，採取種種的構成。 〔發明效果〕 如以上說明，根據本發明可以藉著油溫的檢測正確地 -14- (11) (11)200424430 掌握空冷式內燃機的引擎溫度，並且同時考慮吸氣溫進行 暖機增量修正處理，因此可正確進行暖機完成的判定。 其結果，可抑制空冷式內燃機的燃料消耗，達成提昇 引擎持久性的效果。 【圖式簡單說明】 第1圖是表示運用本發明實施形態的摩托車的整體構 成外觀圖。 Φ 第2圖是提供油溫感測器安裝位置說明用的剖面圖。 第3圖是表示本實施形態電子控制燃料噴射裝置的構 成方塊圖。 第4圖是表示相對於油溫的油溫修正係數的値之油溫 修正係數圖。 第5圖是表示相對於油溫和吸氣溫的差的油溫吸氣溫 差修正係數的値之油溫吸氣溫差修正係數圖。 第6圖是提供本實施形態暖機時燃料噴射修正裝置的 馨 動作說明用的流程圖。 第7圖是表示本實施形態的暖機增量修正處理的原理 用的圖。 〔主要元件符號說明〕 1 0…摩托車 12…引擎 14…汽缸體 -15- (12) (12)200424430 16…進氣通路 17…節流閥體 18…節流閥 ^ 20…空氣進入口 22···回油通路（油通路） 24…控制基板 3 0…暖機時燃料噴射修正裝置 3 2…電子控制燃料噴射裝置 φ 34…吸氣溫感測器 36…油溫感測器 38…噴射器 4 0…控制裝置 42…油溫修正係數圖 44…油溫吸氣溫差修正係數圖 50…節流閥開度感測器 52…點火開關 籲 59…點火器 -16-If Kd xKe > 1, the warm-up incremental correction process is performed in step S6. That is, the injector 38 is controlled to inject KdxKe times the fuel from the injection -12- (9) (9) 200424430 with respect to the general injection fuel amount, and the warm-up incremental correction process is performed. Next, steps S1 to S6 are repeated every predetermined time. In the determination of step S5, when the product Kd X Ke forms Kd xKe = 1, it is determined that the warm-up incremental correction processing is completed and the warm-up incremental correction processing is completed. That is, as the warm-up incremental correction time of the engine 2 elapses, the oil temperature Te rises to a predetermined temperature Teh (here, Teh = 40 [° C]) on the oil temperature correction coefficient map 42, and, as the The difference Td (Td = Te — Ti) between the rising oil temperature Te and the suction temperature Ti at the rising oil temperature Te forms a predetermined temperature difference Tdh (here, Tdh = 2 0 [deg ]), When the 温 of the oil temperature correction coefficient Ke and the oil temperature suction temperature difference correction coefficient Kd form 1, respectively, the product KdxKe is formed 1 (KdxKe = 1), and the warm-up incremental correction processing is stopped. From now on, the injector 38 is controlled by a general fuel injection control in response to a throttle opening of the throttle opening sensor 50 based on an accelerator lever operation by an operator or the like. Fig. 7 is a graph for understanding the principle of the warm-up incremental correction processing of the above-mentioned embodiment at a glance. At start-up, the difference Td between the general oil temperature T e and the suction temperature Ti is below a predetermined temperature difference Tdh (Td < Tdh), and the oil temperature T e is lower than the predetermined temperature T eh (T e < T eh), thus forming The two correction coefficients Kd, Ke > 1, and the total operational correction coefficients form Kdx Ke > 1 (the lower left area in Fig. 7). On the other hand, when the oil temperature Te is lower than the predetermined temperature Teh (Te < Teh), and when the difference T d becomes equal to or higher than the predetermined temperature T dh (T d-T dh), the total operation correction coefficient becomes Ke (Kd = 1) ( The upper left region in Figure 7) -13- (10) (10) 200424430 ο Also, the difference Td is below a predetermined temperature difference Tdh (Td < Tdh), and the oil temperature Te is above the predetermined temperature Teh (Te — Teh) In the region, the total operation correction coefficient forms Kd (Ke = 1) (the lower right region in FIG. 7). When the normal fuel injection control is performed after the warm-up increment correction is completed, the product Kd xKe of the operation correction coefficient is 1 (Kd2i) (the upper right region in FIG. 7). According to the above-mentioned embodiment, the warm-up fuel injection correction device 30 of the air-cooled internal combustion engine provided with the electronically controlled fuel injection device 32 for electrically controlling fuel injection is provided with an intake temperature sensor 3 for detecting the intake temperature T i; An oil temperature sensor 3 6 that detects the oil temperature T e; and a control device. This control device 40 controls the injector 38 to generate a larger amount of fuel injection as the detected oil temperature T e becomes lower and the difference Td (Td = Te-Ti) between the detected oil temperature T e and the detected suction temperature τ i becomes smaller. Not only the oil temperature Te as the engine temperature, but also the warm-up incremental correction process taking into account the suction temperature Ti, it is possible to perform more accurate control. At this time, the warm-up incremental correction amount can be easily and quickly obtained using the oil temperature correction coefficient map 42 and the oil temperature suction temperature difference correction coefficient map 44. In addition, the present invention is not limited to the above-mentioned embodiments, and various structures can be adopted in accordance with the contents described in this specification. [Effects of the Invention] As described above, according to the present invention, the temperature of the air-cooled internal combustion engine can be accurately grasped through the detection of the oil temperature. , So you can correctly determine the completion of warm-up. As a result, the fuel consumption of the air-cooled internal combustion engine can be suppressed, and the effect of improving the durability of the engine can be achieved. [Brief description of the drawings] Fig. 1 is an external view showing the overall configuration of a motorcycle to which an embodiment of the present invention is applied. Φ Figure 2 is a sectional view for explaining the installation position of the oil temperature sensor. Fig. 3 is a block diagram showing the configuration of an electronically controlled fuel injection device according to this embodiment. Fig. 4 is a graph showing an oil temperature correction coefficient of the oil temperature correction coefficient with respect to the oil temperature. Fig. 5 is a graph showing an oil temperature suction temperature difference correction coefficient showing an oil temperature suction temperature difference correction coefficient with respect to a difference between the oil temperature and the suction temperature. Fig. 6 is a flowchart for explaining the operation of the fuel injection correction device during warm-up according to this embodiment. Fig. 7 is a diagram showing the principle of the warm-up incremental correction processing of the present embodiment. [Explanation of Symbols of Main Components] 1 0 ... motorcycle 12 ... engine 14 ... cylinder block -15- (12) (12) 200424430 16 ... intake passage 17 ... throttle valve body 18 ... throttle valve ^ 20 ... air inlet 22 ... oil return path (oil path) 24 ... control board 3 0 ... fuel injection correction device 3 during warm-up ... electronically controlled fuel injection device φ34 ... suction temperature sensor 36 ... oil temperature sensor 38 ... Injector 4 0 ... control device 42 ... oil temperature correction coefficient figure 44 ... oil temperature suction temperature difference correction coefficient figure 50 ... throttle opening sensor 52 ... ignition switch 59 ... ignition device 16-