EP0508486A1 - Méthode de lubrification d'un moteur à deux-temps, à combustion interne et système de prélèvement de l'huile de lubrification - Google Patents

Méthode de lubrification d'un moteur à deux-temps, à combustion interne et système de prélèvement de l'huile de lubrification Download PDF

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Publication number
EP0508486A1
EP0508486A1 EP92106361A EP92106361A EP0508486A1 EP 0508486 A1 EP0508486 A1 EP 0508486A1 EP 92106361 A EP92106361 A EP 92106361A EP 92106361 A EP92106361 A EP 92106361A EP 0508486 A1 EP0508486 A1 EP 0508486A1
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EP
European Patent Office
Prior art keywords
engine
lubricating oil
period
amount
supply
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP92106361A
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German (de)
English (en)
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EP0508486B1 (fr
Inventor
Tsuyoshi c/o Yahama Hatsudoki K.K. Kamiya
Hiroyuki c/o Yahama Hatsudoki K.K. Kidera
Toru c/o Yahama Hatsudoki K.K. Izumi
Yoshinobu c/o Yahama Hatsudoki K.K. Yashiro
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Publication date
Priority claimed from JP3108651A external-priority patent/JP3034633B2/ja
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP0508486A1 publication Critical patent/EP0508486A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
    • F01M3/02—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture with variable proportion of lubricant to fuel, lubricant to air, or lubricant to fuel-air-mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • This invention relates to a method for lubricating a two-cycle internal combustion engine and a lubricating oil supplying system.
  • a form of a reciprocating type of pump is employed which is driven by the engine for supplying the lubricant.
  • Such pumps have the advantage of provviding accurate control of the amount of lubricant delivered and are capable of delivering relatively small amounts of lubricant.
  • the amount of lubricant delivered by such a pump is related directly to engine speed and the lubricant requirements of the engine are not necessarily so related.
  • FIG. 1 is a graphical view showing the way in which the lubricant is controlled with conventional systems and the actual lubricant requirements for the engine.
  • This figure is a graphical view showing the relationship of engine speed to lubricant amount. Normally, the amount of lubricant supplied to the engine is controlled along a curve as shown by the curve "all wherein the output of the lubricating pump is varied dependent upon accelerator or throttle valve position. It will be seen that the amount of lubricant supplied is increased along a slope from a given engine speed up until a maximum amount and then is held constant.
  • the dotted line curve "b" shows the actual lubricant requirements for the engine.
  • the approximation curve using throttle valve or accelerator position can relatively closely match engine lubricating requirements under a wide range of steady state conditions.
  • a lubricating oil supplying system has already been proposed in order to overcome the afore-noted problems.
  • a return passage is connected to the lubricating oil supply passage and a three-way solenoid control valve is connected to selectively discharge lubricant supplied from an oil pump to the engine (flow position of the control valve) or to the return passage (non-flow position of the control valve) to return the oil supplied from the oil pump to the suction side of said pump.
  • a control valve preferably is of the solenoid type which is duty controlled (Japanese patent publication Hei 2-139307).
  • the engine in which a duty controlled three-way solenoid valve is used, the engine can be supplied with an appropriate amount of lubricating oil corresponding to the engine operating conditions as any excess of lubricating oil is returned to the suction side of the oil pump by controlling the duty ratio of the solenoid valve according to the engine operating conditions.
  • the lubricating oil will be supplied to the engine with a supply rate suitable for the high speed running state although the engine has been turned to a state by decceleration which does not require so much oil any longer. That is, frequently the amount of lubricating oil supplied to the engine exceeds the necessary amount and white smoke is apt to be generated from the exhaust pipe, due to an excessive amount of burnt oil.
  • a prolongation of the supply period also results in a prolongation of the return period, during which the lubricating oil is directed to the return passage to be returned to the suction side (including the oil tank) of the oil pump.
  • said objective is performed, in that the method for lubricating the two-cycle engine operates a control valve in response to the engine operating conditions to vary the period of time whent the control valve is in its flow or non-flow positions for controlling the amount of lubricant delivered to the engine.
  • control valve is solenoid operated and a control unit provides a control of the duty ratio and/or duty control period, i.e. of one ON/OFF cycle of the solenoid.
  • the flow position of the control valve which enables lubricating oil to be discharged from the valve to the engine, is provided during an OFF state of the solenoid
  • a non-flow position of the control valve during which the supply of lubricating oil to the engine is blocked but the lubricating oil supplied by the oil pump is recirculated through the control valve to the suction side of the oil pump or is fed directly into an oil tank provided upstream of the oil pump, is established during an activated ON state of the solenoid.
  • the duty control period of the solenoid is shortened in response to an increase in engine speed and is prolongated in response to a decrease in engine speed.
  • a rapid increase of the opening speed of the engine throttle can be considered in that the duty control period is shortened in response to such an increasing, specifically a rapidly increasing opening speed of the throttle.
  • the engine can be supplied with an appropriate amount of lubricating oil closely following even varying engine operating conditions.
  • the duty control period is shortened as the engine speed increases and is elongated as the engine speed decreases
  • the delivery interval of the lubricating oil pump coincides with the duty control period and the supply of lubricating oil to the engine is controlled to an appropriate amount corresponding to the selected duty ratio, i.e. to the engine operating conditions.
  • the duty control period is shortened as the opening speed of the throttle increases, the responsiveness of the supply of lubricating oil to the engine is improved.
  • a plurality of duty ratios which are optimal for supplying an appropriate amount of lubricating oil to the engine under certain engine operating conditions are stored in a memory of a control unit, an instant engine operating condition is detected and an instant duty ratio is calculated and said calculated duty ratio is adapted to approach the predetermined optimal duty ratio read-out from the memory for the detected engine running conditions, said adaptive control of said calculated duty ratio, which is performed until same is equal to the stored optimal duty ratio belonging to the corresponding engine operating conditions, leads to the effect that the amount of oil supply to the engine can be varied undelayed to closely follow varying operating conditions and lubricating oil can always be supplied with an optimum amount.
  • a duty control period comprises one lubricating oil supply period and one lubricating oil return period and the modification of the calculated duty ratio is performed by keeping constant either the lubricating oil supply period or the lubricating oil return period while the respective other one is varied.
  • the oil discharge to the engine is controlled by means of varying the termination timing of the variable lubricating oil supply period or the lubricating oil return period, at least one of which is variable in response to the engine operating conditions.
  • the OFF period of the solenoid is kept constant while the ON period is made variable, setting the OFF period to a value which assures a least amount of lubricating oil necessary for running the engine to be supplied.
  • both the lubricating oil supply period as well as the lubricating oil return period are variable in a different manner so that the amount of lubricant delivered to the engine is not only controlled in terms of the duty ratio of operating the solenoid control valve but also in terms a duty control period adjustment.
  • the duty control period can be changed according to the duty ratio which complies with the instant engine operating conditions.
  • a control method embodied by a control unit of the control valve, a calculating means calculates during a discharge of lubricating oil to the engine a desired amount or demand of lubricating oil in response to the detected engine revolution speed in order to determine an oil supply interruption timing.
  • another calculating means of the control unit calculates the amount of oil consumption through the engine in response to the detected engine revolution speed, the throttle opening conditions and the time lapsed from the last changeover of the control valve in order to establish a return flow of lubricating oil to recirculate same to the oil pump, while a timing of restarting oil supply to the engine is set by a timer means switching the control valve from its non-flow position to its flow position when the amount of oil supplied to the engine is substantially equal to the amount of the calculated oil consumption through the engine.
  • lubricating oil is newly supplied to the engine after the oil supply during a preceding cycle has been consumed.
  • the lubricating oil can always be supplied with an appropriate amount and generation of white smoke due to burnt oil excessively supplied can be avoided.
  • an OFF period of the solenoid of the control valve is kept constant while its ON period is varied according to the engine operating conditions.
  • the timer means for setting the start timing of new oil supply to the engine subtracts the amount of oil consumption through the engine from the amount of oil supplied through the oil pump and integrates the obtained difference to switch the solenoid of the control valve when the resulting value becomes zero or negative.
  • a safety measure it is assured that, also in this case, appropriate lubricating of the engine takes place, even if a malfunction of the components of the control unit should occur.
  • the timer means for setting the start timing of oil supply after integrating the result of subtraction compares whether or not the oil return period during which a return flow of lubricating oil to the suction side of the oil pump is established is longer or shorter than a predetermined period in order to switch off the solenoid, regardless of the results of the integration of the subtracted values of oil supply and oil consumption when said oil return period is longer than a preset time period. In this way it is assured that, in any case, the control valve will be returned in its flow position after lapse of a predetermined period irrespective of the results and signals provided by the calculating means of the control unit.
  • the control strategy provides for keeping constant the lubricating oil supply period while an oil supply start timing setting means sets the timing for interrupting the oil return period to switch the control valve from its non-flow condition to its flow condition according to the instant engine operating conditions.
  • a calculating means of the control unit calculates a desired amount of lubricating oil in response to the detected engine revolution speed
  • another calculating means of the control unit calculates the amount of oil consumption through the engine in response to the detected revolution speed, the throttle opening conditions and the time lapsed from the last changeover of the control valve to establish a return flow of lubricating oil to the suction side of the oil pump
  • a detecting means detects a residue amount for switching over the control valve from the non-flow condition to the flow condition when said amounts of oil supply and oil consumption are substantially equal to each other wherein said calculating means for calculating the amount of oil supply and oil consumption together with the detecting means for the residue amount establish the setting means for setting the oil supply start timing of the control valve.
  • the lubricating oil supply period is variable according to a predetermined duty ratio and/or duty control period at which an amount of oil supply to the engine appropriate for the instant engine operating conditions can be obtained.
  • the engine revolution speed is considered to reflect the engine operating conditions.
  • said lubricating system comprises a lubricant pump driven in time relation by said engine, said lubricant pump delivering a substantially fixed amount of lubricant during each cycle of its operation.
  • conduit means extend from said lubricant pump to the engine for delivering lubricant thereto via a valve means disposed in conduit means for selectively controlling the flow of lubricant to the engine for return to the suction side of the lubricant pump, said valve means is adapted to assume a flow position in which lubricant flow to the engine is permitted, and a non-flow position in which lubricant flow to said engine is interrupted.
  • said lubricant system comprises a control means for operating said valve means in such a manner as to vary the time period when said valve means is in its flow position and/or is in its non-flow position for controlling the amount of lubricant delivered to said engine.
  • control means operates the valve means in response to the engine operating conditions, such as engine revolution speed, throttle position, throttle opening speed or vehicle speed.
  • a lubricating oil supplying system hereinafter referred to as lubricating system, designed in accordance with an embodiment of the present invention and provided to perform a method for supplying an appropriate amount of lubricating oil to an engine in compliance with a first embodiment of the present invention.
  • Said lubricating system 1 is designed to supply lubricant to a two-cycle internal combustion engine 2.
  • the lubricating oil supply to the engine 2 by the system 1 can be supplied either to the induction system of the engine 2 or to the various components of the engine to be lubricated directly through a direct lubricating means, or a combination of these systems.
  • the lubricating system 1 includes an oil tank 5 in which a storage of lubricant is contained.
  • An introducing passage 6 forms a conduit to supply the lubricant (oil) from the tank 5 to a reciprocating type lubricating pump 3, hereinafter referred to as oil pump 3, which is driven by the engine 2.
  • a conventional plunger type oil pump 3 maybe employed and, as shown in Figs. 3a and 3c, the output of the pump will be substantially the same for each pumping cycle. Accordingly, when the engine speed increases the number of pumping pulses generating during a given time period will increase. As a result the output of the oil pump 3 will increase as the engine speed increases.
  • Fig. 3a discloses the pump delivery at low speeds while Fig. 3c shows the pump delivery at high engine speeds.
  • the control valve 8 includes a valve body 10 of the spool type slidably received by an internal bore of the valve case 9.
  • a solenoid coil 12 is provided and supplied with an exciting current to operate the valve body 10 in order to switch said control valve 10.
  • a return spring 11 normally at the valve body 10 to a first position as shown in Figure 2 wherein the valve body 10 is in a position to open the communication with a supplying port 9a that communicates the supply passage 4 upstream of the control valve 10 to another portion of the supply passage 4 downstream of the control valve 10 leading to the engine 2, that downstream portion of the supply passage 4 delivers the lubricant to the engine lubricating system.
  • the vlave body 10 When the solenoid coil 12 is engergized the vlave body 10 will be drawn upwardly to compress the return spring 11, blocking the supply port 9a and communicating the supply passage 4 delivering the oil from the oil pump 3 to the control valve 10 to a return passage 7 that delivers the oil back to the introducing passage 6 at the suction side of the oil pump 3 bypassing said oil pump 3.
  • the control valve 10 when the control valve 10 is in its non-flow condition wherein the solenoid coil 12 is energized the output pressure from the oil pump 3 will be returned back to its suction side and no lubricating oil will be delivered to the engine 2 from the supply port 9a.
  • the solenoid coil 12 is energized by means of an electrical circuit that includes a battery 15 and a main switch 14. These elements power a control unit 13 (CPU) which is programed to supply the desired pulses to the solenoid coil 12 depending upon sensed engine conditions. These conditions may include the engine speed which is supplied from a suitable engine speed sensor and an accelerator position that is sensed by an appropriate throttle position sensor. In addition, other conditions such as the opening velocity of the throttle, both of engine operation and of ambiant conditions may be supplied to the control unit 13.
  • CPU control unit 13
  • the oil pump 15 is driven at a fixed ratio of speed relative to the speed of the engine 2, a shorter time interval of de-energization of the solenoid coil 12 will provide a greater amount of oil flow than the same time period when the engine is operating at higher speed.
  • the time interval i.e. the duty control period A must be adjusted in relation to the engine speed and is designed such that, as seen in Figure 3b, when the engine is operating at a slow speed the duty control period A is longer than when the engine is operating at higher speeds as indicated in Figure 3d.
  • the ratios of duty cycles will be determined by the actual requirements of the engine and this can then be programmed into the control unit 13 so as to provide the appropriate amount of lubricating oil on all engine speeds. In that way excessive oil supply and also smoke in the exhaust gas is prevented.
  • control unit 13 also senses when the accelerator is opened at a rapid rate and, when this occurs, the duty cycle is shortened for a given engine speed condition so as to ensure that an excessive amount of oil is not supplied to the engine and it can be reliably quaranteed that the amount of lubricants supplied will be appropriate for the actual running conditions of the engine 2.
  • control routine depends on the actual requirements of a given engine but it should be readily apparent that with the described system and the method for duplicating a two-cycle engine it is possible to provide good control of the amount of oil supplied to the engine by varying both the length of time when the oil is supplied and the control valve 10 is in its flow position, and the duty ratio ((b - a)/a) as well as by means of adjusting the duty control period a. That is the amount of oil to be supplied to the engine is controlled by changing the ratio of (a - b)/a as well as by varying a and b.
  • the duty control period A is controlled such that it becomes longer during low speed engine revolution and shorter during high speed engine revolution, the duty control period A is adapted to a length suited to the operating cycle of the plunger of the oil pump 3 and an amount of oil supply corresponding to the duty ratio can be assured. Furthermore, under rapid accelerating conditions the responsiveness of the system is improved since the duty control period A is controlled to be shorter even in the case where the enaine revolution speed is low.
  • FIG. 4 A next embodiment of the present invention hereinafter will be described with reference to Figures 4-8.
  • the layout of the lubricating system 1 as shown in Figure 4 substantially complies with that of Figure 1 and, therefore, will not be described again in greater detail.
  • the lubricating oil pump 3 driven by the two-cycle engine 2 is communicated at its suction side with a lubricating oil tank 5, while its delivery side supplies lubricating oil to a three-way solenoid operated control valve 8 and a control unit 13 is provided for controlling the three-way solenoid valve 8.
  • the lubricating oil pump 3 is of the reciprocating plunger type driven by the engine and has a structure for adjusting the reciprocating stroke of the plunger according to the degree of throttle opening.
  • the three-way solenoid operated control valve 8 is communicated with the lubricating oil tank 5 through a lubricating oil return passage 7, while being communicated with the engine 2 through a lubricating oil supply passage 4. Again, the three-way control valve 8 is solenoid controlled to switch between both the supply and return passages 4,7.
  • the ON/OFF action of the solenoid is controlled by the control unit 13 and the three-way solenoid operated control valve 8 is switched to its non-flow state when the solenoid is in the ON state and is switched to the flow condition when the solenoid is in the OFF state.
  • the control unit 13 is connected to the battery 15 through remaining switch 14, while it is connected with an ignition system 8 of the engine 2 to calculate the revolution speed of the engine 2. Moreover, the control unit 13 comprises a calculating means 17 for computing the engine revolution speed, a microcomputer 18, a counter 19 and a supply interruption timing setting means as main components thereof.
  • the calculating means 17 for computing the engine revolution speed has a structure for continuously calculating the engine revolution speed, while the engine is running and outputting the revolution speed responsive signal to the microcomputer 18.
  • the microcomputer 18 is provided with a read only memory formed by a duty ratio map wherein duty ratios are stored which assure an optimal amount of oil supply related to the associated engine operating conditions correspondingly stored therein.
  • the microcomputer 18 reads out a duty ratio from the duty ratio map according to the engine revolution speed inputted from the revolution speed-calculating means 18 in order to calculate each time the duty control period (OFF period plus ON period of the three-way solenoid valve 8) for the duty control of the valve 8.
  • OFF period of the three-way solenoid operated control valve 8 a period is employed which ensures that a least amount of lubricating oil can be obtained which is necessary as a minimum for running the engine.
  • a time period is employed as the OFF period of the control valve 8 during which the plunger of the oil pump 3 can perform at least one reciprocating movement even while the engine is in an idling condition.
  • the OFF period of the three-way solenoid operated control valve 8 is kept constant, while its ON period is made variable.
  • the period wherein the control valve 8 assumes its de-energized flow position is kept constant while its energized non-flow position is made variable. It is unnecessary for the ON period to have a minimum value, as it is the case in view of the OFF period.
  • the OFF period of the solenoid coil 12 When determining the OFF period of the solenoid coil 12, it is possible to adjust said OFF period such that it may change according to the engine operating conditions.
  • the OFF period can be varied respectively for the engine operating conditions, such as idling, medium speed running, high speed running etc.
  • the OFF period in this case can either be kept constant or also the OFF period can be varied, preferrably by stages in a step-wise manner but preferrably it can be varied with a fixed rate according to the engine revolution speed.
  • the ON period non-flow position of the control valve 8) is varied always according to the engine operating conditions.
  • the duty control period will change according to the duty ratio which corresponds to the changed operating conditions.
  • the counter as a time counting means 19 provides for counting the lapse of time after the start of the supply of lubricating oil to the engine 2 for each duty control period during which the three-way solenoid operated control valve 8 is switched ON or switched OFF.
  • the setting means 20 for determining the return interruption timing has a structure for continuously comparing the lapse of time counted by the counter 19, with the current ideal target duty control period obtained from the microcomputer 18. Then, when the lapse of time corresponds to the duty control period, the control valve 8 is switched OFF through said return interruption timing setting means 20, proceeding to the next duty control period. In other words, the timing of terminating the lubricating oil return period (ON periods) is compared with the duty ratio at which an optimal amount of lubricating oil supply for the instant engine operating conditions is obtained and, when it corresponds to that duty ratio, the duty control period is finished.
  • control valve 8 is energized to switch from its flow position to its non-flow position into the ON state by the microcomputer 18 and the lubricating oil is now directed to the oil return passage 7.
  • the microcomputer 18 reads a duty ratio corresponding to the detected engine revolution speed from a map at the step P3 and calculates the duty control period at that time in step P4.
  • the duty control period is obtained by dividing the OFF period of the control valve 8, which is constant by the duty ratio. That means, the microcomputer 18 continuously calculates the duty control period while the engine 2 is running. Then the setting means 20 for determining the timing of interruption of the return flow of the oil sets said interruption timing at the step P5.
  • step P4 the lapse of time counted by the counter 19 from the start of supply of lubricating oil is compared with the duty control period obtained in step P4 and, when the lapsed time has reached the duty control period, the process proceeds to the step P6 to turn the three-way operated control valve 8 into its flow condition (OFF state).
  • the process returns from the step P5 to the step P1 and the operations described above are repeated.
  • the duty ratio is read out of the duty ratio map of the control unit 13, e.g. 15%.
  • the duty ratio changes in general accordance with a change of the engine revolution speed and is made to amount 100% when the engine throttle is fully opened.
  • the duty control period during idling becomes T1 as shown in Figure 7c.
  • This duty control period T1 is taken as the time until the solid line T, which represents that the lapse of time is increasing, reaches the duty control period obtained from the duty ratio (height of the supply start timing line shown in the broken lines in Figure 7c). That means, the return interruption timing at which the control valve (8) is turned from the ON state into the OFF state is taken as the timing at which the period from the oil supply start timing in that duty control period coincides with the ideal control period corresponding to the engine revolution speed.
  • the double-dotted chain line in Figure 7c is a line representing a timing of interrupting the oil supply to the engine at which the control valve 8 is turned on and the delivery of lubricating oil is interrupted.
  • This timing line of interrupting the oil supply to the engine and the timing line representing the start of fuel supply to the engine are determined from the engine revolution speed on the basis of the duty ratio as shown in Figure 8.
  • the height of the timing line in Figure 8 is taken representing the start of oil supply to the engine. Since, in this embodiment the OFF time of the control valve 8 is said to be constant, the timing line for the interruption of the oil supply is a line which runs in parallel to the abscissa.
  • the duty control period in this case is designated with T3 in Fig. 7c. Accordingly, the control valve 8 is continuously in the flow position (OFF state) and the lubricating oil is continuously supplied to the engine 2.
  • the supply start timing line in Fig. 7c slopes up rightwards and becomes parallel with the horizontal axis after the engine revolution speed became constant.
  • the timing indicated with G is taken at which the lapse of time from the start of the OFF state (flow position of the control valve 8) reaches the duty control period. Accordingly, the duty control period becomes G4.
  • the lubricating sytem 1 for the two-cycle engine 2 compares the return flow interruption timing at which the lubricating oil is directed to the lubricating oil return passage 7 with the duty ratio at which an amount of lubricating oil supply optimal for the instant engine operating conditions is obtained and the duty control period is terminated when it corresponds to the duty ratio, as soon as the engine operating conditions change, the duty control period changes according to the duty ratio suited to the instant engine operating conditions.
  • this embodiment controls the delivery of lubricating oil by varying the lubricating oil return period, it is also possible to control the oil supply by varying the lubricating oil supply period, keeping the oil return period contstant.
  • the duty control period is changed according to a duty control ratio suited to the instant engine operating conditions as soon as said conditions change, the supplied amount of lubricating oil is always optimum for the current engine operating conditions.
  • FIG. 9 Another embodiment of the present invention, in the following, is described referring to Figs. 9 to 12.
  • the layout of the lubricating system 1 substantially corresponds to those of Figs. 2 and 4.
  • the control valve 8 has a different structure, specifically the design of the valve body 10 with outwardly projecting flanges subjected to the prebiasing force of the return spring 11 prebiasing the valve body 10 into an upper rest position, and the disposal of the solenoid coil 12 and the disposal of the ports for communicating to the associated conduits distinguish said three-way control valve 8 from that of the embodiment of Fig. 1.
  • the solenoid coil 12 When the solenoid coil 12 is energized (when ON), the lubricating oil delivered from the lubricating oil pump 3 is returned from the three-way solenoud valve 8 to the lubricating oil tank 5 through the return passage 7. When the solenoid coil is deenergized (when OFF), the lubricating oil is supplied to the engine 2 from the three-way solenoid valve 8.
  • the numeral 13 denotes a control unit for controlling the action of, the three-way solenoid valve 8.
  • This control unit 13 is constructed for switching the ON and OFF of the solenoid coil 12 so that the supplying state and returning state of the lubricating oil. may be repeated to control the lubricating oil amount supplied to the engine 2 side.
  • the OFF time of the solenoid coil 12 is kept constant and its ON time is varied according to the engine operating condition through a method described later.
  • This control unit is connected to a battery 15 through a main switch 14, and, while being connected to the ignition system of the engine 2 to calculate the revolution speed of the engine 2, it. is connected to the throttle system to detect the throtte opening.
  • the numeral 16 denotes the ignition unit of the engine 2
  • 17 denotes the throttle.
  • the energizing circuit for the solenoid coil 12 employed in the control unit 13 is a transistor circuit as shown in Fig.9.
  • the solenoid coil 12 By connecting the solenoid coil 12 with the control unit 13 in such a manner, the solenoid coil 12 is prevented from being turned into the ON state (state in which the lubricating oil will not be supplied to the engine) when the ground side is short-circuited, and the engine seizure can be prevented. Since the lubricating oil. is supplied to the engine 2 while the solenoid coil 12 is in the OFF state, engine seizure can be prevented even in the case of circuit disconnection or source failure.
  • the reference numeral 21 denotes a revolution speed calculating means for calculating the average speed of revolution of the engine 2 through the revolution speed signal from the ignition pickup of the ignition unit 16, and 22 denotes a timer.
  • This timer 22 has a structure for starting counting time just after the starting of the engine 2, generating a trigger signal every lapse of definite time (e.g., 80 ms) and accumulating the trigger number.
  • definite time e.g. 80 ms
  • the numeral 23 denotes a supply interrupting means for energizing the solenoid coil 12 of the three-way solenoid valve 8 to direct the lubricating oil to the return passage 7.
  • This supply interrupting means 23 has a structure for energizing the solenoid coil 12 when the accumulated trigger number in the timer 22 reaches a set value. That is, the lubricating oil is kept being supplied to the engine 2 side-until this supply interrupting means 23 operates.
  • a number is employed with which a least amount of lubricating oil necessary for the engine not to generate white smoke while idling can be supplied to the engine before the supply interrupting means 23 operates. For example, if the trigger signal is generated every 80 ms, the set number becomes 12. In this case. the lubricating oil supplying time becomes 960 ms.
  • the numeral 24 denotes a supply amount calculating means for calculating the lubricating oil supply amount to the engine 2 side.
  • This supply amount calculating means 24 has a structure for calculating the lubricating oil supply amount on the basis of the engine revolution speed while the solenoid coil 12 of the three-way solenoid valve 8 is in the OFF state.
  • the lubricating oil supply amount is calculated by multiplying the delivery amount of the lubricating oil pump 3 per one revolution of the engine 2 by the speed of engine revolution in the lubricating oil supplying time above.
  • the reference numeral 25 denotes the consumption amount calculating means for calculating the amount of the lubricating oil consumed in the engine 2.
  • This consumption amount calculating means has a structure for calculating the amount of the lubricating oil consumed while the lubricating oil is not supplied to the engine 2 side on the basis of the lubricating oil consumption per unit time obtained from the engine revolution speed , the throttle opening and the lapse of time after the operation starting of the supply interrupting means 23.
  • values beforehand written in the map 26 are employed as the lubricating oil consumption per unit time to be obtained from the engine revolution speed and the throttle opening.
  • the numeral 27 denotes a supply starting timing setting means for deenergizing the solenoid coil 12 of the three-way solenoid valve 8 to direct the lubricating oil to the supply passage 4.
  • This supply starting timing setting means 27 has a structure for subtracting the lubricatig oil consumption amount calculated by the consumption amount calcualting means 25 from the lubricating oil supply amount calculated by the supply amount calculating means 24, integrating the obtained differences, and, when the resulted value becomes zero or negative, deenergizing the solenoid coil 12 of the three-way solenoid coil 8. Further, this supply starting timing setting means 27 resets the accumulated trigger number in the timer 22 to 0 before deenergizing the solenoid coil 12.
  • the supply starting timing setting means 27 has a structure for deciding, after integrating the subtraction results, whether the lubricating oil interrupting time (lapse of time after the supply interrupting ineans starts operating) is longer or shorter than a set time. and, when longer, deenergizing the solenoid coil 12 regardless of the integration result.
  • the control unit 13 When the main switch 14 is turned on, the control unit 13 is reset at P 1 in Fig.3 to be initialized, and the timer is set at P 2 . At this time, the accumulated trigger number in the timer 22 is returned to 0.
  • apparatus of the engine control system such as the ignition unit 16 are controlled at P 3 .
  • the timer 22 starts counting time, and, as shown with P 4 through P 6 , accumulates the trigger number every definite time.
  • the lubricating oil pump 3 also starts its operation with the engine 2 to deliver the lubricating oil to the three-way solenoid valve 8.
  • lubricating oil is supplied from the three-way solenoid valve 8 to the engine 2 side. While the lubricating oil is being supplied to the engine 2 side, the lubricating oil supply amount is calculated by the supply amount calculating means 24.
  • the solenoid coil 12 of the three-way solenoid valve 8 is energized at P 7 by the supply interrupting means 23, and the lubricating oil is not supplied to the engine 2 side but is returned to the lubricating oil tank 5.
  • the lubricating oil consumption amount is calculated by the consumption amount calculating means at P 8 , and the lubricating oil consumption amount is subtracted from the lubricating oil supply amount to calculate the lubricating oil residue amount.
  • the subtraction results are integrated at P10 in parallel with the residue calculating operation described above.
  • the consumption amount calculating means 25 decides whether the lubricating oil interrupting time is longer or shorter than a set time at P10, and, when the lubricating oil interrupting time is shorter than the set time and normal, the process proceeds to P11 to decide whether the integrated value is zero or negative or not. If decided zero or negative, the accumulated trigger number of the timer 22 is returned to zero at P13 and the solenoid coil 12 of the three-way solenoid valve 8 is deenergized at P14. By this operation, the lubricating oil is again supplied from the three-way solenoid valve 8 side to the engine 2 side.
  • the lubricating oil supplying system 1 operates taking a series of actions described above as one cycle, and, after returning to the lubricating oil supplying state at P14, it returns to P 2 to perform the second cycle of its operation.
  • the process is advanced to P13, and the energization of the solenoid coil 12 is interrupted regardless of the integration result. In the case where the integrated value is not zero or negative at P12, the process id returned to the step P12.
  • Figs.12(a) through 12(f) The operation of the lubricating oil supplying system 1 according to this invention becomes as shown in Figs.12(a) through 12(f).
  • Fig.12 is shown the case where the engine 2 is rapidly accelerated from the low speed operating state to the high speed operating state and then returned to the low speed operating state.
  • the lubricating oil requirement of the engine 2 changes according to the engine revolution speed as shown in Fig.4(a), and the time and the number of the lubricating oil deliveries from the lubricating oil pump 3 also changes according to the engine revolution speed as shown in Fig.12(b).
  • the time during which the solenoid coil 12 is not energized (shown as To in Fig.12) becomes always constant, the lubricating oil return time becomes shorter as the engine speed becomes higher and the lubricating oil supply amount becomes larger according to the engine revolution speed .
  • the period during which the lubricating oil is supplied is shown with hatching.
  • C 1 through C 6 show control operation cycles.
  • Fig.12(e) the integrated value of the lubricating oil supply amount is shown with A
  • the integrated value of the lubricating oil consumption amount is shown with B
  • the value obtained by subtracting the lubricating oil consumption amount from the lubricating oil supply amount (lubricating oil residue) is shown in Fig.12(f). From Fig.12(f), it is seen that the lubricating oil is newly supplied after the residue is exhausted.
  • the lubricating oil is newly supplied to the engine after the lubricating oil supplied from the three-way solenoid valve 8 to the engine 2 side has been consumed.
  • the embodiment described above is of a structure in which the lubricating oil supply time to the engine side is kept constant and the lubricating oil return time is varied
  • this invention is not limited to such a structure, but the system according to this invention may be constructed for varying the lubricating oil supply time to the engine side.
  • the ON time of the three-way solenoid valve is kept constant and the OFF time is varied by the control unit 13.
  • the lubricating oil return interruption timing is set by a supply amount calculating means which calculates the lubricating oil supply amount to the engine side from the engine revolution speed, a consumption amount calculating means which calculates the lubricating oil consumption amount from the engine revolution speed , throttle opening and the lapse of time after the switching valve is switched to the return passage side, and a supply starting timing setting means which switches the switching valve from the return passage side to the supply passage side when the lubricating oil supply amount and the lubricating oil consumption amount agree with each other, the lubricating oil is newly supplied to the engine side after the lubricating oil supplied from the switching valve to the engine side has been consumed.
  • the lubricating oil can be supplied always with an appropriate supply amount, and white smoke is prevented from being generated from the engine.
  • the control unit 13 for controlling the three-way solenoid valve 8 is constructed for varying the lubricating oil returning time of the three-way solenoid valve 8.
  • the control unit 13 is provided with a supply amount calculating means, a consumption amount calculating means and a supply starting timing setting means for switching the three-way solenoid valve when the lubricating oil residue is exhausted.
  • the lubricating oil is newly supplied to the engine 2 side after the lubricating oil supplied from the three-way solenoid valve to the engine 2 side has been consumed.
  • the effect of the operation delay of the switching valve can be reduced by making the lubricating oil supply period longer, while the control period is shortened and the lubricating oil supply amount changes with a better followability to the engine operating condition change by making the lubricating oil supply period shorter. Therefore, the effect of the delay of the switching valve operation can be reduced while reatraining the lubricating oil from becoming insufficient, and the lubricating oil supply accuracy can be raised.
  • the numeral 13 denotes a control unit for controlling the action of the three-way solenoid valve 8.
  • This control unit 13 is constructed for switching the ON and OFF of the solenoid coil 12 so that the supplying state and returning state of the lubricating oil may be repeated to control the lubricating oil amount supplied to the engine 2 side.
  • the OFF period of the solenoid coil 12 is made shorter in the case where the engine is running at a high speed and the lubricating oil supply amount required by the engine is smaller as compared with other cases and its ON period is varied according to the engine operating condition through a method described later.
  • This control unit 13 is connected to a battery 15 through a main switch 14, and, while being connected to the ignition system of the engine 2 to calculate the revolution speed of the engine 2, it is connected to the throttle system to detect. the throttle opening.
  • the numeral 16 denotes the ignition unit of the engine 2
  • 17 denotes the throttle.
  • the energizing circuit for the solenoid coil 12 employed in the control unit 13 is a transistor circuit as shown in Fig.9.
  • the solenoid coil 12 By connecting the solenoid coil 12 with the-control unit 13 in such a manner, the solenoid coil 12 is prevented from being turned into the ON state (state in which the lubricating oil will not be supplied to the engine) when the ground side is short-circuited, and the engine seizure can be prevented. Since the lubricating oil is supplied to the engine 2 while the solenoid coil 12 is in the OFF state, engine seizure can be prevented even in the case of circuit disconnection or source failure.
  • control unit 13 is described in detail referring to Fig.13.
  • control unit 13 is provided with a revolution speed calculating means 21, timer 22, supply interrupting means 23, supply amount calculating means 24, consumption amount calculating means 25 and a residue amount calculating means 27.
  • This control unit 13 constitutes the supply starting timing setting means according to this invention.
  • the revolution speed calculating means 21 has a structure for calculating the average revolution speed of the engine 2 through the revolution speed signal from the ignition pickup of the ignition unit 16.
  • the timer 22 has a structure for starting time counting just after engine starting, generating a trigger signel every lapse of a definite time (for example, 80 ms) and accumulating the trigger number.
  • the reference numeral 23 denotes a supply interrupting means for energizing the solenoid coil 12 of the three-way solenoid valve 8 to direct the lubricating oil to the return passage, and this supply interruptinhg means 23 has a structure for energizing the solenoid coil 12 when the accumulated trigger number at the timer 22 reached a set value. That is, lubricating oil is being supplied to the engine 2 until this supply interrupting valve is switched by the supply interrupting means 23 is determined by the duty ratio map shown in Fig.14, engine revolution speed, throttle opening, etc. and becomes as shown in Fig.15. That is, the lubricating oil supply amount becomes smaller until the engine revolution speed reaches a somewhat higher speed even if the throttle is widely opened.
  • the graph of Fig.15 shows also the lubricating oil consumption amount or requirement amount corresponding to the engine operating condition.
  • the duty ratio map is constructed so that the duty ratio may reach its highest value, 100%, when the engine revolution speed or the throttle opening reaches their maximum.
  • the engine revolution speed or the throttle opening at which the duty ratio reaches 100% is given some degree of revolution speed width or opening width, and the domain in which the duty ratio becomes 100% (the highest portion in Fig.14) becomes flat.
  • the duty ratio for the lower engine revolution speed is set the lowest value for obtaining the lubricating oil supply amount necessary for the engine 2, and the domain in which the duty ratio becomes lowest is also made flat by giving some degree of rotation speed width or throttle opening width to the engine revolution speed or the throttle opening.
  • the domains in which the duty ratio becomes 100% or lowest are made flat as described above, since the delivery amount by the lubricating oil pump is proportional to the engine revolution speed because the lubrication oil pump is driven by the engine, the lubricating oil supply amount can be varied as shown in Fig.15.
  • the control can be fractionated when the duty ratio corresponding to the engine operating condition takes a value between 100% and the lowest.
  • the reference numeral 24 denotes a supply amount calculating means for calculating the lubricating oil supply amount to the engine 2 side.
  • This supply amount calculating means 24 has a structure for calculating the lubricating oil supply amount on the basis of the engine revolution speed while the solenoid coil 12 of the three-way solenoid valve 8 is in the OFF state.
  • This lubricating oil supply amount is calculated by multiplying the delivery amount of the lubricating oil pump 3 per one revolution of the engine by the engine revolution speed during the lubricating oil supply period above.
  • the reference numeral 25 denotes a consumption amount calculating means for calculating the amount of the lubricating oil consumed in the engine 2.
  • This consumption amount calculating means 25 has a structure for calculating the amount of the lubricating oil consumed while the lubricating oil is not supplied to the engine 2 side on the basis of the lubricating oil consumption per unit time obtained from the engine revolution speed, the throttle opening and the lapse of time after the operation starting of the supply interrupting means 23.
  • values beforehand written in the consumption amount map shown in Fig.15 are employed as the lubricating oil consumption per unit time to be obtained from the engine revolution speed and the throttle opening.
  • the reference numeral 27 denotes a residue amount detecting means for deenergizing the solenoid coil 12 of the three-way solenoid valve 8 when the lubricating oil supplied to the engine 2 side has been consumed and directing the lubricating oil to the supply passage 4a.
  • This residue amount detecting means 27 has a structure for subtracting the lubricatig oil consumption amount calculated by the consumption amount calcualting means 25 from the lubricating oil supply amount calculated by the supply amount calculating means 24, integrating the obtained differences, and, when the resulted value becomes zero or negative, deenergizing the solenoid coil 12 of the three-way solenoid coil 8. Further, this residue amount detecting means 27 resets the accumulated trigger number in the timer 22 to 0 before deenergizing the solenoid coil 12.
  • the residue amount detecting means 27 has a structure for deciding, after integrating the subtraction results, whether the lubricating oil return period (lapse of time after the supply interrupting means 23 starts operating) is longer or shorter than a predetermined time, and, when longer, deenergizing the solenoid coil 12 regardless of the integration result to prevent the lubricating oil return period becomes longer by some reason.
  • the control unit 13 When the main switch 14 is turned on, the control unit 13 is reset at P 1 in Fig.16 to be initialized, and the timer is set at P 2 . At this time, the accumulated trigger number in the timer 22 is returned to 0.
  • the timer 22 starts counting time, outputs a trigger signal at P 4 , and adds a unity to the trigger number at P 5 .
  • the supply interrupting means 23 sets a lubricating oil supply period (set value of the accumulated trigger numbers) at P 6 and decides whether the accumulated trigger number reached the set value or not at P 7 . That is, the timer 22 continues to accumulate the trigger number until the lubricating oil supply period set by the supply interrupting means 23 is reached.
  • the lubricating oil pump 3 also starts operating with the engine 2 and the lubricating oil is delivered to the three-way solenoid valve 8.
  • the lubricating oil is supplied from the three-way solenoid valve 8 to the engine 2 side.
  • the libricating oil supply amount is calculated by the supply amount calculating means 24.
  • the supply interrupting means 23 reads in the engine revolution speed R and the throttle opening at the step S 1 , and reads out of the duty ratio map shown in Fig.3 a duty ratio D on the basis of this engine revolution speed and throttle opening suitable for the current engine operating condition at the step S 2 .
  • the supply interrupting means 23 decides at the step S 3 whether the duty ratio D above is larger than a predetermined value A or no.
  • the process proceeds to the step S 4 to set the supply period as T 1 , and the output signal for setting the supply period as T 1 is outputted to the timer 22 at the step S 6 .
  • the supply interrupting means 23 decides whether the engine revolution speed R is higher than a predetermined speed B or not at S 6 .
  • the process proceeds to S 7 to set the lubricating oil supply period as T 2 and the output signal for setting as T 2 is outputted to the timer 22 at S 8 .
  • the lubricating oil supply period is determined according to to which of three domains T 1 , T 2 and T 3 the engine operating condition corresponds, the three domains above being obtained in Fig.3 by dividing the duty ratio surface with a thick line L 1 on which the duty ratio becomes A and a thick line L 2 on which the engine revolution speed becomes B.
  • the lubricating oil supply period is taken as T 1 ; when in the domain T 2 , is taken as T 2 ; and when in the domain T 3 , is taken as T 3 .
  • T 1 and T 2 are set as similar longer periods
  • T 3 is set as a period shorter than T 1 and T 2 .
  • the timing at which the lubricating oil supply period is set may be anytime if only it is after engine starting and before the decision flow P 7 . If it is just before the decision flow P 7 at which the accumulated trigger number is compared with the set value, as described above for this embodiment, accuracy becomes higher because the engine operating condition is read in each time when a unity is added to the trigger number.
  • the solenoid coil 12 of the three-way solenoid valve 8 is energized by the supply interrupting means 23 at P 8 , the lubricating oil is not supplied to the engine 2 side but is returned to the lubricating oil tank 5.
  • the consumption amount calculating means 25 calculates the lubricating oil consumption amount at P 9 . Then the lubricating oil residue amount is calculated by subtracting the lubricating oil consumption amount from the lubricating oil supply amount at P10, and, in parallel to the residue amount calculation above,, the subtraction results are integrated at P11.
  • the consumption amount calculating means 25 decides, after the integration above, whether the lubricating oil return period is longer than the set time or not at P12,and, if the lubricating oil return period is shorter than the predetermined longest control period and is normal, proceeds to P13 and decides whether the integrated value is equal to zero or negative. When zero or negative, it turns the accumulated trigger number to zero at P14, and deenergizes the solenoid coil 12 of the three-way solenoid valve 8 at P15. By this operation, the lubricating oil is again supplied to the engine 2 side from the three-way solenoid valve 8.
  • the lubricating oil supplying system 1 operates taking a series of operations described above as one cycle, and, after it is turned into the lubricating oil supplying state at P15, returns to P 2 to start the next cycle.
  • the process proceeds to P14 and the energization of the solenoid coil 12 is at once interrupted. If the integrated value is not equal to zero or negative at P12, the process is returns to the step P 2 .
  • Figs.18(a) through 18(f) The operation of the lubricating oil supplying system 1 according to this invention becomes as shown in Figs.18(a) through 18(f).
  • Fig.18 is shown the case where the engine 2 is rapidly accelerated from a low speed opearting state to a high speed operating state and then is returned to the low speed operating state.
  • the lubricating oil requirement of the engine 2 changes according to the engine revolution speed as shown in Fig.18(a), and the time and the number of deliveries from the lubricating oil pump 3 also change according to the engine revolution speed as shown in Fig.18(b).
  • the time during which the solenoid coil 12 is not energized is varied as T 1 ⁇ T 3 according to the engine operating condition as shown in Fig.18(c), and the lubricating oil supply amount increases according to the engine revolution speed as shown in Fig.18(d).
  • the period during which the lubricating oil is supplied is shown with hatching, C 1 through C 7 show control operation cycles.
  • t1 and t2 show the operation delay of the three-way solenoid valve 8 when opening and and closing, respectively.
  • the effect of the operation delay is recduced and the supply accuracy is improved by setting the lubricating oil supply period longer.
  • the lubricating oil supply period relatively shorter as T 3 , since the control period is shortened and the lubricating oil return period during which the three-way solenoid valve is in the ON state becomes shorter as shown in Fig.19(b), the followability of the lubricating oil supply amount to the engine operating condition change is improved. That is, even if the operating condition of the engine 2 abruptly changes, the lubricating oil requirement of the engine abruptly increases and thus the lubricating oil already supplied is consumed earlier because of the higher engine revolution speed, the next control period is rapidly reached and the lubricating oil is newly supplied.
  • Fig.18(e) the integrated value of the lubricating oil supply amount is shown with A
  • the integrated value of the lubricating oil consumption amount is shown with B
  • the value obtained by subtracting the lubricating oil consumption amount from the lubricating oil supply amount (lubricating oil residue amount) is shown in Fig.18(f). From Fig.18(f), it is seen that the lubricating oil is newly supplied after the residue amount is exhausted.
  • the lubricating oil return interrupting timing is changed according to the operating condition of the engine, and the lubricating oil is newly supplied to the engine after the lubricating oil supplied from the three-way solenoid valve 8 to the engine 2 side has been consumed.
  • the lubricating oil supply period is set as T 3 which is shorter as compared with that for other cases, the control period becomes shorter and the lubricating oil supply amount will change with a better followability to the engine operating condition change. Except when the control period becomes shorter as described above, since the lubricating oil supply period are set as T 1 and T 2 which are relatively longer and the effect of the operation delay of the three-way solenoid valve 8 is reduced, the lubricating oil supply accuracy becomes higher.
  • the duty ratio map for obtaining the lubricating oil supply amount is not lmited to that shown in Fig.14 but may be constructed as shown in Fig.20. Another embodiment which employs the duty ratio map shown in Fig.20 is described hereafter.
  • Fig.20 is a graph showing another example of the duty ratio map
  • Fig.21 is a graph showing the lubricating oil supply amount obtained when the duty ratio map shown in Fig.20 is employed
  • Fig.22 is a flow chart showing the lubricating oil supply period setting operation in the case where the duty ratio map shown in Fig.9 is employed.
  • the members the same as or corresponding to those described referring to Figs.13 through 19 are given the same reference numerals as those in Figs.13 through 19, and their further description is omitted.
  • the duty ratio map shown in Fig.20 is provided with a domain (shown in Fig.20 with T 4 ) where the duty ratio becomes larger than A even when the revolution speed is lower than B.
  • the lubricating oil supply amount obtained when this duty ratio map is employed gradually becomes larger as the engine revolution speed and the throttle opening increases as shown in Fig.21.
  • the lubricating oil supply period is set as shown in the flow chart of Fig.22.
  • the flow chart shown in Fig.22 is constructed by adding an engine revolution speed deciding flow S11 between S 3 and S 4 of the flow chart shown in Fig.16 so that the process may proceed to S 4 when the duty ratio D is larger than A and the engine revolution speed R is higher than the revolution speed B to set the lubricating oil supply period as T 1 , and so that, when the engine revolution speed R is equal to or lower than the revolution speed B, the process may proceed to S12 to set the lubricating oil supply period as T 4 and thereafter at S13 to output a signal to the timer 22 for setting the lubricating oil supply period as T 4 .
  • the period T 4 is set as a longer period equivalent to T 1 or T 2 above.
  • this invention is not limited to such a structure, but the system according to this invention may be constructed for controlling the lubricating oil supply period to the engine 2 side. In such a case, the ON time of the three-way solenoid valve 8 is varied according to the engine operating condition and the OFF time is controlled by the control unit 13.
  • this invention can be applied to a four cycle engine having a structure in which, for example, the mixture of air and fuel is injected into the combustion chamber. That is, this invention is applied to a lubricating oil supplying system for spraying lubricating oil upon the sliding portions of the engine.
  • engines to which this invention can be applied engines for motor cycles, motor cars, and work machines such as outboard motors, lawn mowers, golf carts, etc. can be cited.
  • the duty ratio map shown in Fig.14 or Fig.20 with a domain in which the duty ratio becomes 100% when the engine revolution speed becomes extremely low (zero or lower than idling speed).
  • the lubricating oil supplying system 1 a structure for cutting off the driving signal to the three-way solenoid valve 8 when the engine revolution speed becomes extremely low (zero or lower than the idling speed). With this structure, the electric supply to the three-way solenoid valve 8 before starting the engine can be intercepted and the electric power consumption of the solenoid coil 12 of the three-way solenoid valve 8 can be restrained.
  • the lubricating oil supplying system 1 for the two cycle engine according to this invention can be also given a structure for opening the three-way solenoid valve 8 only once when starting the engine 2 with a kick-type starter.
  • the three-way solenoid valve 8 is opened only when kicked for the first time after the main switch 14 is turned on.
  • the lubricating oil supplying system in this embodiment is provided with a supply starting timing setting means which, while keeping the lubricating oil supply period constant, determines the lubricating oil return interrupting timing according to the current engine operating condition, the lubricating oil supply amount becomes that appropriate for the current engine operating condition when the engine operating condition changes. Therefore, the followability of the lubricating oil supply to the change of the engine operating condition can be raised and the accuracy of lubricating oil supply can be raised with this method.
  • the lubricating oil supplying system is constructed by composing the supply starting timing setting means of the lubricating oil supplying system of a supply amount calculating means for calculating the lubricating oil supply amount to the engine side from the engine revolution speed, a consumption amount calculating means for calculating the lubricating oil consumption amount in the engine from the engine revolution speed, throttle opening and the lapse of time after the switching valve is switched to the return passage side, and a residue amount detecting means for switching the switching valve from the return passage side to the supply passage side when the lubricating oil supply amount and the lubricating oil consumption amount agree with each other, the lubricating oil is newly supplied to the engine side after the lubricating oil supplied from the switching valve to the engine side has been consumed. Therefore, the lubricating oil can be supplied always with an appropriate supply amount and white smoke is restrained from being generated from the engine as far as possible.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP19920106361 1991-04-12 1992-04-13 Méthode de lubrification d'un moteur à deux-temps, à combustion interne et système de prélèvement de l'huile de lubrification Expired - Lifetime EP0508486B1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP3108651A JP3034633B2 (ja) 1991-04-12 1991-04-12 ２サイクルエンジンの潤滑油供給装置
JP108651/91 1991-04-12
JP332781/91 1991-11-22
JP33278191 1991-11-22
JP5662092 1992-02-10
JP56620/92 1992-02-10
JP89297/92 1992-03-16
JP8929792 1992-03-16

Publications (2)

Publication Number Publication Date
EP0508486A1 true EP0508486A1 (fr) 1992-10-14
EP0508486B1 EP0508486B1 (fr) 1996-10-02

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EP19920106361 Expired - Lifetime EP0508486B1 (fr) 1991-04-12 1992-04-13 Méthode de lubrification d'un moteur à deux-temps, à combustion interne et système de prélèvement de l'huile de lubrification

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EP (1) EP0508486B1 (fr)
DE (1) DE69214185T2 (fr)
ES (1) ES2094841T3 (fr)
TW (1) TW201809B (fr)

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EP0543423B1 (fr) * 1991-11-22 1996-10-23 Yamaha Hatsudoki Kabushiki Kaisha Système de prélèvement de l'huile de lubrification pour un moteur à combustion interne
EP0756070A2 (fr) 1995-07-25 1997-01-29 Outboard Marine Corporation Système de lubrification pour moteur à combustion interne à deux temps
WO1997022784A1 (fr) * 1995-12-15 1997-06-26 Orbital Engine Company (Australia) Pty. Limited Procede d'alimentation en huile pour moteur a combustion interne
EP0828062A3 (fr) * 1996-09-06 1998-11-25 Yamaha Hatsudoki Kabushiki Kaisha Système d'alimentation d'huile de graissage pour moteurs à deux temps
WO1999027236A1 (fr) * 1997-11-21 1999-06-03 Institut Français Du Petrole Procede de controle du debit d'huile dans un moteur deux temps a graissage separe et un moteur associe
CN1082609C (zh) * 1996-12-11 2002-04-10 铃木株式会社 用于车辆的两冲程发动机的润滑油供给装置
EP1213098A1 (fr) * 2000-12-07 2002-06-12 Wacker Corporation Outil à percussion avec un dispositif de lubrification pour un moteur 2 temps
EP1916160A1 (fr) 2006-10-27 2008-04-30 Delphi Technologies, Inc. Module de coussin de sécurité gonflable avec raccord à verrouillage
CN101865003A (zh) * 2010-06-18 2010-10-20 上海幸福摩托车有限公司 汽车发动机机油泵
CN103225528A (zh) * 2012-01-31 2013-07-31 福特环球技术公司 基于发动机加速的油压计划
CN114754280A (zh) * 2022-03-09 2022-07-15 河钢乐亭钢铁有限公司 一种润滑系统运行实施监测及预防故障的方法
CN115076588A (zh) * 2022-06-14 2022-09-20 珠海格力智能装备有限公司 一种控制方法、装置及其系统

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Publication number Priority date Publication date Assignee Title
EP0543423B1 (fr) * 1991-11-22 1996-10-23 Yamaha Hatsudoki Kabushiki Kaisha Système de prélèvement de l'huile de lubrification pour un moteur à combustion interne
EP0756070A2 (fr) 1995-07-25 1997-01-29 Outboard Marine Corporation Système de lubrification pour moteur à combustion interne à deux temps
US5632241A (en) * 1995-07-25 1997-05-27 Outboard Marine Corporation Oil lubricating system for a two-stroke internal combustion engine
WO1997022784A1 (fr) * 1995-12-15 1997-06-26 Orbital Engine Company (Australia) Pty. Limited Procede d'alimentation en huile pour moteur a combustion interne
US6098587A (en) * 1995-12-15 2000-08-08 Orbital Engine Company Australia Oil supply method for an internal combustion engine
EP0828062A3 (fr) * 1996-09-06 1998-11-25 Yamaha Hatsudoki Kabushiki Kaisha Système d'alimentation d'huile de graissage pour moteurs à deux temps
US5934242A (en) * 1996-09-06 1999-08-10 Yamaha Hatsudoki Kabushiki Kaisha Engine lubricant supply control
CN1082609C (zh) * 1996-12-11 2002-04-10 铃木株式会社 用于车辆的两冲程发动机的润滑油供给装置
WO1999027236A1 (fr) * 1997-11-21 1999-06-03 Institut Français Du Petrole Procede de controle du debit d'huile dans un moteur deux temps a graissage separe et un moteur associe
US6283072B1 (en) 1997-11-21 2001-09-04 Elf Antar France Method for controlling oil flow rate in a two-stroke engine with separate lubrication and related engine
EP1213098A1 (fr) * 2000-12-07 2002-06-12 Wacker Corporation Outil à percussion avec un dispositif de lubrification pour un moteur 2 temps
EP1916160A1 (fr) 2006-10-27 2008-04-30 Delphi Technologies, Inc. Module de coussin de sécurité gonflable avec raccord à verrouillage
CN101865003A (zh) * 2010-06-18 2010-10-20 上海幸福摩托车有限公司 汽车发动机机油泵
CN103225528A (zh) * 2012-01-31 2013-07-31 福特环球技术公司 基于发动机加速的油压计划
US20130192557A1 (en) * 2012-01-31 2013-08-01 Ford Global Technologies, Llc Oil pressure scheduling based on engine acceleration
US9260986B2 (en) * 2012-01-31 2016-02-16 Ford Global Technologies, Llc Oil pressure scheduling based on engine acceleration
CN103225528B (zh) * 2012-01-31 2016-12-28 福特环球技术公司 基于发动机加速的油压计划
CN114754280A (zh) * 2022-03-09 2022-07-15 河钢乐亭钢铁有限公司 一种润滑系统运行实施监测及预防故障的方法
CN114754280B (zh) * 2022-03-09 2023-10-31 河钢乐亭钢铁有限公司 一种润滑系统运行实施监测及预防故障的方法
CN115076588A (zh) * 2022-06-14 2022-09-20 珠海格力智能装备有限公司 一种控制方法、装置及其系统
CN115076588B (zh) * 2022-06-14 2024-01-23 珠海格力智能装备有限公司 一种控制方法、装置及其系统

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ES2094841T3 (es) 1997-02-01
EP0508486B1 (fr) 1996-10-02
DE69214185D1 (de) 1996-11-07
TW201809B (fr) 1993-03-11
DE69214185T2 (de) 1997-02-20

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