EP0958448B1 - Durchflusssteurungsverfahren der schmieröl einer zweitakt brennkraftmaschine mit getrennter schmierung - Google Patents

Durchflusssteurungsverfahren der schmieröl einer zweitakt brennkraftmaschine mit getrennter schmierung Download PDF

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Publication number
EP0958448B1
EP0958448B1 EP98955711A EP98955711A EP0958448B1 EP 0958448 B1 EP0958448 B1 EP 0958448B1 EP 98955711 A EP98955711 A EP 98955711A EP 98955711 A EP98955711 A EP 98955711A EP 0958448 B1 EP0958448 B1 EP 0958448B1
Authority
EP
European Patent Office
Prior art keywords
engine
temperature
flow rate
lubricating oil
oil
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.)
Expired - Lifetime
Application number
EP98955711A
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English (en)
French (fr)
Other versions
EP0958448A1 (de
Inventor
Jacques Lavy
Yoichi Ishibashi
Philippe Girard
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
IFP Energies Nouvelles IFPEN
Total Marketing Services SA
Honda R&D Co Ltd
Original Assignee
IFP Energies Nouvelles IFPEN
TotalFinaElf France SA
Honda R&D Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by IFP Energies Nouvelles IFPEN, TotalFinaElf France SA, Honda R&D Co Ltd filed Critical IFP Energies Nouvelles IFPEN
Publication of EP0958448A1 publication Critical patent/EP0958448A1/de
Application granted granted Critical
Publication of EP0958448B1 publication Critical patent/EP0958448B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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

Definitions

  • the present invention relates to the field of combustion engines internal two-stage in which the oil is injected independently of gasoline. These motors are also called separate lubrication motors.
  • the present invention relates to flow control, or dosing, of the oil injected into this type of engine.
  • Known oil dosing systems generally include a mechanical dosing pump controlled according to parameters such as that the speed and / or the throttle position, this last parameter being representative of the engine load.
  • EP-A-0 609 866 also discloses a process for controlling the flow of lubricating oil from an internal combustion engine two-stroke comprising a lubrication oil injection circuit, consisting in acting on the flow of lubricating oil as a function of the temperature of the coolant circulating in this engine.
  • This process has the major drawback of requiring a circuit particular engine cooling by. a liquid, liquid circuit which is not a generalization for cooling this type of 2-stroke engine.
  • lubrication systems are designed to guarantee a safety margin in the event of significant overheating of the engine (climbing a long hill for example).
  • the most efficient systems operate according to parameters such as load and / or speed of the engine.
  • the present invention makes it possible to solve the problems mentioned above, especially those related to engine overheating and excessive oil consumption.
  • the present invention proposes to base the control of the oil flow on the temperature of an element of the engine representative of the charge level engine thermal, in this case the ignition element that includes usually this type of engine.
  • the subject of the present invention is a method for controlling the two-stroke internal combustion engine lubricating oil flow comprising an ignition element and an oil injection circuit lubrication, consisting in acting on the flow of lubricating oil in function a temperature representative of the thermal load of said motor, characterized in that the temperature representative of the thermal load is the temperature of the ignition element.
  • the temperature representative of the engine thermal load is the temperature of the seal worn by the ignition element.
  • the lubrication oil flow is increased injected into the engine when the temperature representative of the load motor temperature exceeds a predetermined threshold value.
  • the oil injection circuit includes a circuit for leakage
  • the action on the lubrication oil flow can be obtained by controlling the closing of said leak circuit.
  • the invention further relates to an internal combustion engine with two time including an ignition element and a flow injection circuit lubricating oil.
  • the senor for measuring the temperature representative of the engine thermal load is then arranged on a seal carried by the ignition element.
  • the motor according to the invention may comprise a sensor for load measurement and / or a speed measurement sensor of said engine, the output of each of them being connected to an input of said module further processing so that the lubricating oil flow is additionally modified according to the load and / or the engine speed.
  • Figure 1 shows an air-cooled two-stroke engine 1, with a oil inlet pipe 2.
  • the oil flow on this inlet is controlled by an element 3 such as a valve actuated by a solenoid.
  • an oil tank 4 and a pump 5 constitute the oil supply controlled by the solenoid 3.
  • the fuel supply is planned separately from the oil supply 2.
  • the oil flow out of the pump 5 is divided into two conduits: the main supply conduit 2 engine and a bypass duct 10 where part of the oil is recycled upstream of the pump 5. It is preferable to insert a non-return valve 6 in the bypass duct 10.
  • a second non-return valve 11 can also be installed on the main line 2, near the engine oil inlet to avoid especially the oil supply to the engine during its stop.
  • the taring of second valve 11 is then a function of the calibration of valve 6.
  • Main supply lines 2 and bypass lines 10 will be dimensioned to deliver a minimum flow required by the motor when the bypass duct 10 is open, and a maximum flow required by the motor when the bypass duct 10 is closed.
  • the solenoid 3 can control the all-or-nothing opening of the bypass duct 10, allowing either a minimum flow rate (normal conditions; bypass open) or a maximum flow rate (conditions of thermal overload; bypass closed).
  • the solenoid 3 may be move gradually (or at a variable frequency) and train a partial and variable closure system for the bypass duct 10: by example using a variable section needle.
  • the opening of the conduit 10 will thus be done as and when the increase in the thermal load of the motor, thus allowing a gradual increase in the oil flow in said conduit 10.
  • An electronic calculation unit 7 can advantageously be provided in particular to control the solenoid 3.
  • the unit 7 is also connected to a element representative of the engine thermal load, in this case the spark plug ignition or more precisely to a temperature sensor 8 placed on the spark plug seal 12.
  • the sensor 8 continuously supplies the temperature from the spark plug seal to the calculation unit 7 which itself and, depending in particular of the temperature supplied, controls the solenoid 3 in the manner indicated above.
  • the oil pump 5 can also be connected to a pulley 9 itself connected to the throttle valve. This system allows you to control the flow through the engine load. It is not necessary for the implementation of the invention. It is an additional element that can improve the control of the flow via temperature.
  • This additional element can be useful in case of failure of the temperature-related control system. It can thus be considered as a redundant element.
  • a temperature threshold memorized in the unit 7, determines when the flow should be changed.
  • the present invention allows better flow management oil, that is to say ultimately a reduction in consumption.
  • the implementation of the present invention being directly related to engine temperature, a failure of the cooling is immediately taken into account and remedied. In effect as soon as the engine temperature rises, the oil flow is also increased, which can prevent engine breakage.
  • witnesses or other means may also be provided in order to alert the driver at the origin of the problem.
  • This figure shows a set of curves (A, B, C) of the couple C in function of the temperature T of a characteristic element of the temperature of the engine, here the temperature of the spark plug seal, for different ratios gasoline / lubricating oil mass.
  • Engine lubrication is therefore directly linked to problems that appear in the engine as soon as lubrication is complete insufficient and that the oil film breaks.
  • the problems of tightening are also linked to the thermal load level of the motor and mainly at the piston temperature. So the warmer the engine and the more the risks of tightening (therefore of deterioration of the motor) are important. At the same time, the lower the quantity of lubricant introduced (high fuel / lubricant ratio), the more the tightening appears at low temperature.
  • the tightening is characterized by the sudden drop in the driving torque stopping the engine completely and damaging the piston and cylinder.

Claims (8)

  1. Verfahren zur Kontrolle des Schmieröldurchflusses eines Zweitaktverbrennungsmotors (1) umfassend ein Zündungselement und einen Schmierölinjektionskreislauf (2-5) bestehend aus dem Einwirken auf den Schmieröldurchfluß in Abhängigkeit von einer repräsentativen Temperatur der thermischen Beschickung des besagten Motors, dadurch gekennzeichnet, dass die repräsentative Temperatur der thermischen Beschickung die Temperatur des Zündungselements ist.
  2. Verfahren gemäß Anspruch 1, dadurch gekennzeichnet, dass die repräsentative Temperatur der thermischen Beschickung des Motors (1) die Temperatur der Verbindungsstelle (12) ist, die das Zündungselement trägt.
  3. Verfahren nach einem der Ansprüche 1 bis 2, dadurch gekennzeichn e t, dass der Schmieröldurchfluß erhöht wird, wenn die repräsentative Temperatur der thermischen Beschickung des Motors einen vorherbestimmten Schwellenwert übersteigt.
  4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass der Schmierölinjektionskreislauf (2-5) einen Leckagekreislauf umfasst, wobei die Beeinflussung des Schmierölinjektionskreislaufes durch Regelung des Verschlusses besagten Leckagekreislaufes erreicht wird.
  5. Verfahren nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass es daneben aus dem Einwirken auf den Schmieröldurchfluß in Abhängigkeit von der mechanischen Beschickung und/oder von dem Motorregime besteht.
  6. Zweitaktverbrennungsmotor, umfassend ein Zündungselement und einen Schmierölinjektionskreislauf, dadurch gekennzeichnet, dass er umfaßt:
    einen Messwertaufnehmer (8) der repräsentativen Temperatur der thermischen Beschickung besagten Motors (1) befindlich auf dem Zündungselement, der ein repräsentatives Signal der besagten Temperatur auf einen Ausgang gibt,
    ein Modul (7) zur Behandlung besagten Signals, ausgestattet mit einem Eingang, verbunden mit dem Ausgang des Messwertaufnehmers besagter Temperatur, und einem Ausgang, der ein Steuersignal liefert,
    Schmieröldurchfluß-Regelungsmittel (3), ausgestattet mit einem, mit dem Ausgang des Moduls verbundenen, Eingang.
    besagte Schmieröldurchfluß-Regelungsmittel (3) reagieren auf das durch das Modul (7) erzeugte Steuersignal derart, dass der Schmieröldurchfluß in Abhängigkeit von einer repräsentativen Temperatur der thermischen Beschickung des Motors, gemessen durch den genannten Messwertaufnehmer (8), modifiziert wird.
  7. Motor nach Anspruch 6, dadurch gekennzeichnet, dass der Messwertaufnehmer der repräsentativen Temperatur der thermischen Beschickung des Motors an einer Verbindungsstelle (12) angeordnet ist, die die Zündeinrichtung trägt.
  8. Motor nach einem der Ansprüche 6 und 7, dadurch gekennzeichnet, dass er weiterhin einen Messwertaufnehmer der Beschickung und/oder einen Messwertaufnehmer des Regimes besagten Motors umfasst, wobei deren jeweiliger Ausgang mit dem Eingang besagten Moduls (7) zur Veränderung des Schmieröldurchflusses in Abhängigkeit von unter anderem der Beschickung und/oder dem Motorregime verbunden ausgebildet ist.
EP98955711A 1997-11-21 1998-11-20 Durchflusssteurungsverfahren der schmieröl einer zweitakt brennkraftmaschine mit getrennter schmierung Expired - Lifetime EP0958448B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9714752A FR2771448B1 (fr) 1997-11-21 1997-11-21 Procede de controle du debit d'huile dans un moteur deux temps a graissage separe et un moteur associe
FR9714752 1997-11-21
PCT/FR1998/002488 WO1999027236A1 (fr) 1997-11-21 1998-11-20 Procede de controle du debit d'huile dans un moteur deux temps a graissage separe et un moteur associe

Publications (2)

Publication Number Publication Date
EP0958448A1 EP0958448A1 (de) 1999-11-24
EP0958448B1 true EP0958448B1 (de) 2003-09-03

Family

ID=9513737

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98955711A Expired - Lifetime EP0958448B1 (de) 1997-11-21 1998-11-20 Durchflusssteurungsverfahren der schmieröl einer zweitakt brennkraftmaschine mit getrennter schmierung

Country Status (10)

Country Link
US (1) US6283072B1 (de)
EP (1) EP0958448B1 (de)
JP (1) JP2001513164A (de)
AR (1) AR017656A1 (de)
BR (1) BR9807109A (de)
DE (1) DE69817767T2 (de)
ES (1) ES2207009T3 (de)
FR (1) FR2771448B1 (de)
TW (1) TW432154B (de)
WO (1) WO1999027236A1 (de)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6386171B1 (en) * 2000-10-12 2002-05-14 Bombardier Motor Corporation Of America Oil delivery system with oil temperature compensation control
US6964254B1 (en) * 2004-02-06 2005-11-15 Bombardier Recreational Products Inc. Apparatus and method of conditioning an engine for storage
US7953541B2 (en) * 2008-07-31 2011-05-31 General Electric Company Method and system for reducing unburned fuel and oil from exhaust manifolds
US8831858B2 (en) 2008-07-31 2014-09-09 General Electric Company Methods and systems for operating an engine
ITMI20120003U1 (it) * 2012-01-05 2013-07-06 Piaggio & C Spa "sistema integrato di accensione e di alimentazione per motori a combustione interna"
US10605132B2 (en) 2015-11-12 2020-03-31 Husqvarna Ab Lubricating system, an engine and method for providing lubricant to an engine

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2127694A5 (de) * 1971-02-23 1972-10-13 Alfa Romeo Spa
DE2411513A1 (de) * 1974-03-11 1975-09-25 Audi Nsu Auto Union Ag Schmiervorrichtung fuer brennkraftmaschinen
EP0508486B1 (de) 1991-04-12 1996-10-02 Yamaha Hatsudoki Kabushiki Kaisha Verfahren zur Schmierung einer Zweitakt-Brennkraftmaschine und Schmierölzufuhrsystem
DE69214498T2 (de) * 1991-04-25 1997-02-20 Ngk Spark Plug Co Vorrichtung zur provisorischen Befestigung eines Drucksensors in die Zündkerzenbohrung des Zylinderkopfes
US5355851A (en) * 1992-02-10 1994-10-18 Yamaha Hatsudoki Kabushiki Kaisha Lubricating oil supplying system for two cycle engine
DE69214271T2 (de) * 1992-02-15 1997-02-20 Yamaha Motor Co Ltd Brennkraftmaschine mit einem Schmierungssystem
US5526783A (en) 1992-06-29 1996-06-18 Yamaha Hatsudoki Kabushiki Kaisha Lubricant control
JPH06229219A (ja) * 1993-02-03 1994-08-16 Yamaha Motor Co Ltd ２サイクルエンジンの潤滑装置
US5353753A (en) * 1993-06-15 1994-10-11 General Motors Corporation Two-stroke engine lubrication

Also Published As

Publication number Publication date
ES2207009T3 (es) 2004-05-16
FR2771448A1 (fr) 1999-05-28
DE69817767D1 (de) 2003-10-09
TW432154B (en) 2001-05-01
FR2771448B1 (fr) 1999-12-31
US6283072B1 (en) 2001-09-04
DE69817767T2 (de) 2004-03-18
EP0958448A1 (de) 1999-11-24
WO1999027236A1 (fr) 1999-06-03
BR9807109A (pt) 2000-04-25
JP2001513164A (ja) 2001-08-28
AR017656A1 (es) 2001-09-12

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