CN1036746C - 车辆用火花点火式二冲程发动机的减速控制装置 - Google Patents
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Abstract
本发明涉及一种车辆用火花点火式二冲程发动机的减速控制装置,判别车辆迅速减速必要条件的迅速减速必要条件CPU除从节气门开度传感器30检测信号外,还接受车速传感器34、电源开关35、汽化器开关36、制动器位置检测的制动器开关37,离合器断开状态检测的离合器开关38和变速器操作位置检测的齿轮位置开关39传来的信号,在迅速减速必要条件成立时将排气阀开度校正信号送往排气控制阀CPU32。
Description
本发明涉及一种减速控制装置,在车辆用火花点火式二冲程发动机中,至少在低负荷运转时,在发动机运转时,可在希望点火时期使燃烧室内的新气自燃,当发动机迅速减速必要条件成立时,能由活性热空气的燃烧状态自动切换到正常燃烧状态,从而使迅速减速成为可能。
摩托车上过去所用的车辆用火花点火式二冲程发动机,气缸孔内周面上形成由活塞开闭的排气口和扫气口,曲轴箱中受到予压的新气由扫气口进入气缸,同时气缸中的已燃气体由排气口排出,缸中受到压缩的新气在点火栓作用下燃烧,即使惰行时也需向缸中提供所需的新气,需调整进气口中的节气门或节气门的开度,具体地说需按全油门量的约10%以上开放。
但过去的火花点火式二冲程发动机是按高速高负荷运转时的功率及效率设定的,故排气口大,在低负荷运转区中由于新气的漏气和燃烧不稳定,排出的废气中没有燃尽的碳化氢量增大,使得耗油量增大。
为了解决上述问题,本申请人提出了根据发动机转数和节气门的开度来驱动排气阀达到相应的排气开口率,至少可以在低负荷区域当活塞特排气口闭塞时对气缸中的压力进行适当的调整,开发发动机运转中希望点火时期燃烧室中的新气可以自燃的火花点火式二冲程发动机(特願平5-187488)。
这种在发动机运转时通过积极控制理想的点火时期从而可在活性热空气下进行的燃烧以下称之为AR燃烧。
在可以进行AR燃烧的火花点火式二冲程发动机中,低负荷时如图6所示将节气门的开度减小,充分地运用上一循环的已燃气体中所含的热量把燃烧室中的新气活性化,从而使发动机运转在近乎完全燃烧状态,与通常的不完全燃烧相比具有高输出特性,其结果是当装在车上的发动机以高速、高负荷运转时,即使节气门的开度θth大幅度下降,也不能达到因发动机的输出急剧下降,所引起的发动机制动效果。
本发明是克服了前述难点的火花点火式二冲程发动机控制装置的改进,至少在低负运转区域,在发动机运转时,可在希望点火时期使燃烧室中新气自燃;其特征在于,设有:调整压缩开始时气缸内压力的压缩开始气缸内压力调整装置,在发动机运转中判别迅速减速必要条件的迅速减速必要条件判别装置,以及压缩开始气缸内压力控制装置;所说压力控制装置根据来自迅速减速判别装置的输出信号,在发动机运转时,在希望点火时期,使上述压缩开始气缸内压力调整装置动作,以使气缸内压力不能进行活性热空气燃烧即AR燃烧。
本发明结构如前所述,所以当在某种车速以下减小节气门的开度θth,进行制动,断开离合器,断开断路器开关,断开化油器开关,或在控制信号发生故障时,或异常信号(反转等)输入时,上述迅速减速必要条件判别装置即对其加以判别,向压缩开始气缸内压力控制装置发出输出信号,通过该控制装置,上述压缩开始时气缸内压力调整装置动作,压缩开始气缸内压力被调整到不可能进行AR燃烧的压力,从而发动机能自动直接切换到输出低的常规燃烧运转状态,使得发动机速度急剧下降。
根据本发明涉及的一种车辆用火花点火式二冲程发动机的减速控制装置,至少在低负荷运转区域,在发动机运转时,可在希望点火时期使燃烧室内新气自燃;其特征在于,设有:空气燃料比调整装置,发动机运转中判别迅速减速必要条件的迅速减速必要条件判别装置以及根据来自该判别装置的输出信号、使上述空气燃料比调整装置动作以使空气燃料比离开理论空气燃料比的空气燃料比控制装置。上述构成使得当前述迅速减速必要条件成立时,利用空气燃料比控制装置的作用,使得燃烧室中的混合燃气调整到不可能进行AR燃烧的空气燃料比,发动机自动地切换到输出低的常规的燃烧状态,其结果是发动机迅速减速。
这样,在本发明中,当处于需要迅速减速时,传动装置不需作任何操作,而能避免AR燃烧,在常规燃烧下使发动机动运转,能使发动机迅速降速,传动装置可以十分容易且精确地使车辆运转。
附图的简要说明如下:
图1是装有本发明的减速控制装置的火花点火式二冲程发动机的气缸部分的纵断面图;
图2表示和图1同一侧面的气缸部分的侧面图;
图3是沿图1的III-III线的剖面图;
图4是本发明的车辆用火花点火式二冲程发动机的减速控制装置的一个实施例的概略图;
图5是控制曲线图;
图6是AR燃烧与常规燃烧时上述火花点火式二冲程发动机的节气阀开度θth和输出之间关系的特性图;
图7是空气燃料比变化时输出发生范围变化状态的特性图。
以下图1至图4为本发明的第一实施例的说明。
本发明的设有节气门控制装置的火花点火式二冲程发动机1搭载在没有图示为的二轮摩托车上,该火花点火式二冲程发动机1中曲轴箱2的上方顺次为气缸体3和气缸盖4相互结合成一体。
气缸体3中的气缸孔5中活塞6可以上下自由滑动,该活塞6和曲轴8经连杆7相连,随着活塞6上下运动驱动曲轴8回转。
曲轴箱2中的曲轴室9和进气口10相连,该进气口10中串联装有蝶型节气门12和导阀13,在节气门12与导阀13的中间配设燃烧喷射阀11,节气门12由图中没有示出的拉线和油门把手相连,当油门把手向一个方向扭转时节气门12即打开。
进气口10和曲轴箱2的曲轴室9相连,气缸孔5的内周面开有扫气口14和排气口15,该扫气口14经扫气通道16与曲轴室9相连,排气口15和排气通道17相连。
气缸孔5的上部燃烧室18的凹部被偏置靠近排气口15,该燃烧室18的凹部设有火花塞19,由燃烧喷射阀11提供与燃料混合的新气,在上升行程时曲轴室9中形成负压经导阀13将混合气吸入室中,下降行程时在压缩燃气的同时活塞6的下降将扫气口14打开,将受压缩的新气送入燃烧室18中,随着被压缩的新气进入,燃烧室18中已燃气体的一部分经排气口15和排气通道17排出,随着活塞6的上升扫气口14排气口15相继关闭,燃烧室18中的混合气体受到活塞6上升的压缩,当达到上死点附近时用火花塞19点火或借助上一循环残留废气的热量自燃。
在排气口15的附近设有排气控制阀20,该阀嵌装在位于设于缸体3上纵断面为圆弧状的凹部21和与该凹部21纵断面形状大致相同的排气通路部件22间的间隙23,其具有大致相同的间隔宽度,排气阀可以以中心线C为中心上下摇动自如地枢支着,在与排气控制阀20成为一体的驱动轴24上一体地装有图2所示的驱动杆25,该驱动杆25经驱动拉线26与排气控制伺服马达27的滑轮28连接,排气控制阀20在该伺服马达27的作用下上下摆动可达到从0到100%的所要的排气开口率θe。
排气控制阀20的水平横断面是丁字形,其侧面臂部20b装在位于排气通道17外的间隙部29中,除去将排气口15关闭的排气控制阀20的圆弧部20a,侧面臂部20b对排气的流动没有什么不好的影响。
火花点火式二冲程发动机1的主要部分如图4所示,手动操作节气门12的开度θth经电位计等构成的节气门开度传感器30检出,送入排气控制阀CPU32中。
发动机转数传感器31测出的发动机转数Ne,图中没有显示的吸气压力传感器检出的吸气压力Pi,水温表测出的冷却水温度Tw,压力或光传感器检出的最大压力产生时期或点火时期或压缩开始时的压力Pec等也送入排气控制阀CPU32中。
排气控制阀CPU32根据上述各输入值对火花点火式二冲程发动机1的运转状态加以判断并送出控制信号,根据发动机转数Ne和节气门开度θth就可按图5的曲线确定相应的排气开口率θe,根据上述曲线所确定的开口率θe将驱动信号Δθ送给排气控制伺服马达27。
由图5中的曲线确定的开口率θe成为缸内充填气体能在火花点火式二冲程发动机1运转时在最佳点火时期点火的值。
判别车辆迅速减速的必要条件的迅速减速必要条件判别CPU33除来自节气门开度传感器30的检测信号之外,还接受来自车速传感器34,断路器开关35,气化开关36,检测制动器位置的制动器开关37,检测离合器位置的离合器开关38和检测变速箱操作位置的齿轮位置开关39的输出信号,当迅速减速的必要条件成立时将排气控制阀开度的校正信号送往排气控制阀CPU32。
燃料喷射阀11中设有燃料喷射控制CPU40,该燃料喷射控制CPU40将根据节气门开度传感器30检测的节气门开度和排气控制马达27上付设的排气开口率传感器41得到的排气开口率θe以及由迅速减速必要条件判别CPU33的燃料喷射量校正信号控制燃料喷射阀11喷出适当量的燃料。
图1至图4所示的实施例具有上述的结构,起动时离合器断开,同时变速操作位置位于空档位置,且连速为0,迅速减速的必要条件成立,其结果由迅速减速必要条件判别CPU33向排气控制阀CPU32送出排气控制阀开度校正信号,排气控制阀20设定比可进行AR燃烧的排气开口率还要大的开口率,向燃烧室中送入充足的新气,使起动容易。
车辆走行中节气门12的开度不会迅速变化的状态下,低负荷运转时,迅速减速必要条件判别CPU33,因迅速减速必要条件不成立,排气控制阀CPU32将根据图5所示的曲线发出控制信号,排气控制阀20使排气开口度比常规燃烧运转时开口率还要小,燃烧室18中进行AR燃烧,此时燃料的消耗并不因车速降低而恶化。
但是,当利用操纵杆使节气门12迅速减小,进行发动机制动时及紧急制动时,将离合器断开场合,迅速减速的必要条件成立,由迅速减速必要条件判别CPU33向排气控制阀CPU32发出排气控制阀开度校正信号,基于该校正信号排气控制伺服马达27向增加开度方向动作,由于排气阀20打开,燃烧室18内的燃气不会自燃而处于常规燃烧状态,火花点火式二冲程发动机1输出大幅度下降,车辆迅速减速。
和上述同时由迅速减速必要条件判别CPU33发出的燃料喷射量校正信号和燃料喷射控制CPU40控制信号控制燃料喷射阀11的燃料喷射量,如图7所示向迅速离开理论空气燃料比的方向增加或减少,输出大幅度下降,迅速减速。
如图1至图4所示的实施例中利用传动机构使火花点火式二冲程发动机1迅速减速及进行各种操作,将各种操作检出,使火花点火式二冲程发动机1的燃烧室18的燃烧状态为非AR燃烧即常规的燃烧状态,因此可使火花点火式二冲程发动机1的输出大幅度降低,使车辆的减速容易且可靠,具有良好的制动特性。
火花点火点二冲程发动机1的控制系统的控制信号出错时,迅速减速必要条件判别计算机将该错误信号检出并送出控制信号保证车辆的安全运行。
Claims (2)
1.一种车辆用火花点火式二冲程发动机的减速控制装置,至少在低负荷运转区域,在发动机运转时,可在希望点火时期使燃烧室中的新气自燃;其特征在于,设有:调整压缩开始时气缸内压力的压缩开始气缸内压力调整装置,在发动机运转中判别迅速减速必要条件的迅速减速必要条件判别装置,以及压缩开始气缸内压力控制装置,所说压力控制装置根据来自迅速减速判别装置的输出信号,在发动机运转时在希望点火时期,使上述压缩开始气缸内压力调整装置动作,以使气缸内压力不能进行活性热空气燃烧即AR燃烧。
2.一种车辆用火花点火式二冲程发动机的减速控制装置,至少在低负荷运转区域,在发动机运转时,可在希望点火时期使燃烧室内新气自燃;其特征在于:设有:空气燃料比调整装置,发动机运转中判别迅速减速必要条件的迅速减速必要条件判别装置,以及根据来自迅速减速必要条件判别装置的输出信号、使上述空气燃料比调整装置动作以使空气燃料比离开理论空气燃料比的空气燃料比控制装置。
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JP321036/93 | 1993-11-27 | ||
JP5321036A JP3069228B2 (ja) | 1993-11-27 | 1993-11-27 | 車両用火花点火式2サイクルエンジンの減速制御装置 |
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CN1113363A CN1113363A (zh) | 1995-12-13 |
CN1036746C true CN1036746C (zh) | 1997-12-17 |
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US (1) | US5599253A (zh) |
JP (1) | JP3069228B2 (zh) |
KR (1) | KR0130022B1 (zh) |
CN (1) | CN1036746C (zh) |
AU (1) | AU673636B2 (zh) |
DE (1) | DE4442108C2 (zh) |
FR (1) | FR2712927B1 (zh) |
IT (1) | IT1267629B1 (zh) |
TW (1) | TW272250B (zh) |
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JP3352795B2 (ja) * | 1993-11-27 | 2002-12-03 | 本田技研工業株式会社 | 2サイクルガソリンエンジン |
JP3562609B2 (ja) * | 1996-11-20 | 2004-09-08 | 本田技研工業株式会社 | 火花点火式2サイクル内燃機関の燃焼制御装置 |
US6570265B1 (en) * | 1998-04-28 | 2003-05-27 | Hitachi, Ltd. | Hybrid vehicle driven by composit torque generated by an internal-combustion engine and an electric motor, and method of operating same |
US6481394B1 (en) * | 1999-09-27 | 2002-11-19 | Sanshin Kogyo Kabushiki Kaisha | Control system for two-cycle engine |
KR20030024057A (ko) * | 2001-09-15 | 2003-03-26 | 구정회 | 텔레비젼 모니터를 이용한 인테리어용 그림 지원 서비스에관한 비지니스 모델 |
JP4391756B2 (ja) * | 2003-03-20 | 2009-12-24 | 本田技研工業株式会社 | 自動二輪車の燃料ポンプ配置構造 |
WO2010035684A1 (ja) | 2008-09-24 | 2010-04-01 | 株式会社マキタ | 層状掃気2ストロークエンジン |
CN101550869A (zh) * | 2009-04-27 | 2009-10-07 | 王竹泉 | 具有传动、给气、增压及排放利用系统的二冲程发动机 |
JP6107621B2 (ja) * | 2013-11-29 | 2017-04-05 | スズキ株式会社 | 自動二輪車のシフトロッド装置 |
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-
1994
- 1994-11-15 TW TW083110592A patent/TW272250B/zh active
- 1994-11-25 DE DE4442108A patent/DE4442108C2/de not_active Expired - Fee Related
- 1994-11-25 FR FR9414159A patent/FR2712927B1/fr not_active Expired - Fee Related
- 1994-11-25 CN CN94119813A patent/CN1036746C/zh not_active Expired - Fee Related
- 1994-11-25 US US08/348,897 patent/US5599253A/en not_active Expired - Fee Related
- 1994-11-25 KR KR1019940031287A patent/KR0130022B1/ko not_active IP Right Cessation
- 1994-11-25 IT IT94TO000967A patent/IT1267629B1/it active IP Right Grant
- 1994-11-28 AU AU79075/94A patent/AU673636B2/en not_active Ceased
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US4966115A (en) * | 1987-08-08 | 1990-10-30 | Sanshin Kogyo Kabushiki Kaisha | Control means of internal combustion engine for marine propulsion |
US5183013A (en) * | 1989-09-29 | 1993-02-02 | Yamaha Hatsudoki Kabushiki Kaisha | Two-cycle diesel engine |
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Also Published As
Publication number | Publication date |
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CN1113363A (zh) | 1995-12-13 |
TW272250B (zh) | 1996-03-11 |
FR2712927B1 (fr) | 1996-02-02 |
FR2712927A1 (fr) | 1995-06-02 |
JPH07150938A (ja) | 1995-06-13 |
AU673636B2 (en) | 1996-11-14 |
AU7907594A (en) | 1995-06-08 |
KR950014574A (ko) | 1995-06-16 |
US5599253A (en) | 1997-02-04 |
DE4442108A1 (de) | 1995-06-08 |
ITTO940967A1 (it) | 1996-05-25 |
ITTO940967A0 (it) | 1994-11-25 |
JP3069228B2 (ja) | 2000-07-24 |
DE4442108C2 (de) | 1997-05-28 |
IT1267629B1 (it) | 1997-02-07 |
KR0130022B1 (ko) | 1998-04-09 |
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