JPH09303167A - Operation control device for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suitably ensure grip force in a road surface easily slipped particularly of low μ road or the like, by changing instantaneous generation torque generated in 1 cycle of an engine, with an engine output viewed in each prescribed cycle as a pulsation output. SOLUTION: In a spark plug 5 mounted in a cylinder head 4 of a 2-cycle single cylinder engine 1 for a motorcycle, an ignition circuit 8 generating a spark by supplying high voltage is connected, to this circuit, a CPU 7 as a pulsation output generating means, generating a pulsation output of an operation control device 6, is connected. In this CPU 7, a rotational speed of a front/rear wheel and a throttle opening are input, ignition energy, in accordance with a slip degree of the wheel calculated to be based on each input value, is output to an ignition control signal for supplying to the spark plug 5. That is, at slip running time, ignition energy from the spark plug 5 is alternately changed in large/small energy in each 1 cycle, a pulsation output is supplied to the wheel, grip force is ensured in a road surface easily slipped.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine operation control device, and more particularly to improvement of traction performance capable of ensuring a grip force on a slippery road surface such as a low μ road.

[0002]

2. Description of the Related Art In some cases, a traction control device is provided to ensure a grip force when starting or accelerating on a slippery road surface such as a snowy road or a frozen road. Conventionally, this traction control device detects the slip degree from the difference in the rotational speeds of the front and rear wheels, and delays the ignition timing, for example, by retarding the ignition timing according to the detected value to reduce the engine output itself and supply it to the wheels It is configured to reduce force. As a method of reducing the engine output, in addition to the retard of the ignition timing, there is also a method of reducing the throttle opening, reducing the fuel supply amount, reducing the number of operating cylinders, or lowering the supercharging pressure. is there.

[0003]

However, since the above-mentioned conventional device is a method of reducing the engine output itself according to the degree of slip of the wheels, it cannot essentially improve the traction performance.

Here, in the case of a multi-cylinder engine, the crankshaft shape is set so that the combustion intervals of the cylinders are unequal, so that the total instantaneous torque generated by combining the instantaneous torques of the cylinders is combined. Some of them are pulsating so that substantial traction performance is improved without reducing the average output of the engine. The instantaneously generated torque means the sum of the explosion torque and the inertia torque.

FIG. 5 is a characteristic diagram showing the relationship between the combustion interval and the engine torque (instantaneous torque) as seen from the crank angle of each cylinder in a 4-cycle parallel 2-cylinder engine. c) has a combustion interval of 27
The case where 0 degree unequal intervals, 360 degree equal intervals, and 180 degree unequal intervals are shown. As is clear from the figure, equidistant combustion,
Even if there is almost no difference in the average output of the engine between unequal-interval combustion, pulsation output is obtained in the case of unequal-interval combustion, and a large difference occurs in traction performance.

However, unequal-interval combustion cannot be adopted in a single-cylinder engine, and there is a problem that the applicable range is limited.

The present invention has been made in view of the above-mentioned circumstances, and is capable of ensuring traction performance without reducing the average output of the engine, and is also applied to a single-cylinder engine or an engine of equal-interval combustion even in the case of a plurality of cylinders. It is an object of the present invention to provide an engine operation control device capable of performing the operation.

[0008]

The invention according to claim 1 is provided with a pulsating output generating means for changing the instantaneous torque generated in one cycle of the engine to make the engine output seen every predetermined cycle a pulsating output. This is an engine operation control device characterized by the above.

According to a second aspect of the present invention, in the first aspect, the pulsation output generating means is configured to generate the pulsation output by changing the ignition energy supplied to the engine every cycle or every plural cycles. It is characterized by being.

According to a third aspect of the present invention, in the first aspect, the pulsation output generating means supplies a fuel amount of 1 to the engine.
It is characterized in that it is configured to generate a pulsating output by changing every cycle or every plural cycles.

According to a fourth aspect of the present invention, in the first aspect, the pulsation output generating means is configured to generate the pulsation output by changing the ignition timing every cycle or every plural cycles. It has a feature.

Here, the pulsation output generating means of the present invention controls the pulsation output in all operating ranges, in some operating ranges, and controls the engine average output to a value according to an external command value. It includes various modes such as one in which a pulsating output is generated by changing the instantaneously generated torque with respect to the same external command value. Further, generation of pulsation output and normal operation may be switched by a manual switch.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 3 are views for explaining an engine operation control apparatus according to an embodiment (first embodiment) of the invention of claims 1 and 2, and FIGS. 1 (a) to 1 (c) are Each is a schematic diagram showing a flame propagation state when the ignition energy is changed, and FIGS. 2 and 3 are instantaneous torque (explosion torque + inertia torque) characteristic diagrams for explaining the action and effect.

The engine 1 of this embodiment is a two-cycle single-cylinder engine for a motorcycle, and includes a cylinder block 2
The piston 3 is slidably inserted into the cylinder bore 2a, the cylinder head 4 is arranged on the upper mating surface of the cylinder block 2, the ignition plug 5 is screwed into the cylinder head 4, and the electrode 5a is burned. It has a structure exposed in the recess 4a.

An ignition circuit 8 for supplying a high voltage to generate a spark is connected to the ignition plug 5, and the pulsation output generating means for generating a pulsation output of the operation control device 6 is connected to the ignition circuit 8. Is connected to the CPU 7.

The CPU 7 receives the rotational speeds of the front and rear wheels and the throttle opening, calculates the slip degree (external command value) of the wheel based on each input value, and outputs the ignition energy corresponding to the slip degree. The ignition control signal a for supplying to the spark plug 5 is output to the ignition circuit 8.

Specifically, during normal running with the slip degree being a predetermined value or less, the same average ignition energy is supplied in each cycle, and during slip running with the slip degree exceeding the predetermined value, the average ignition energy is supplied every cycle. It is configured to supply large energy larger than energy and small energy smaller than energy.

Next, the function and effect of this embodiment will be described. In this engine 1, a constant value of average ignition energy is supplied in each cycle during normal running, and the flame propagation state shown in FIG. 1A is obtained in each cycle. In the figure
The curve indicated by indicates the flame propagation position from the ignition to the second, and in the case of FIG. 1A, the flame propagates to the end of the combustion chamber at the second.

During the above-described normal running, the same average energy is supplied from the spark plug 5 in each cycle, so the flame propagation state is the same in each cycle, and therefore the engine output is in each cycle as shown in FIG. It has the same non-pulsating output.

On the other hand, during the slip traveling, the ignition energy from the spark plug 5 alternates between the large energy and the small energy every cycle. When a large amount of energy is supplied, the flame propagates as shown in FIG. 1 (c). In this case, it propagates to the end of the combustion chamber two seconds after ignition, and the propagation speed becomes faster than that during normal running. There is. When a small amount of energy is supplied, the flame is propagated as shown in FIG. 1 (b). In this case, the flame propagates to the end of the combustion chamber two seconds after ignition, and the propagation speed becomes slower than that during normal traveling. ing.

During the slip traveling, a large energy and a small energy larger than the average energy are alternately supplied every cycle, so the engine output is as shown in FIG. 2 every cycle and during the normal traveling. Pulsation output is produced by alternately fluctuating from engine output to high and low. In addition,
When viewed in two cycles of the engine (two revolutions), the average output of the entire engine is substantially the same, as can be seen from FIGS.

As described above, during slip traveling, the pulsating output is generated by changing the instantaneous torque generated in each cycle by increasing / decreasing the ignition energy in each cycle. Therefore, the average output in two cycles is changed. The pulsation output can be supplied to the wheels without any problem, gripping force can be secured even on slippery road surfaces, and traction performance can be improved.

Further, since the pulsation output is generated by changing the ignition energy from the ignition plug 5 for each cycle, it can be applied not only to a single cylinder engine but also to a plurality of cylinder engines of equal-interval combustion. The range can be expanded.

In the above embodiment, the case where the ignition energy is changed every cycle has been described, but it is changed every plural cycles, or a cycle in which the peak value of the instantaneous torque is large and a cycle in which the peak value is small are appropriately combined. Alternatively, various modified examples can be adopted. Further, in this case, the pulsation may be controlled to increase as the slip degree increases.

In the above embodiment, the case where the ignition energy of one spark plug is changed has been described, but the pulsating output generating means in the present invention is not limited to this. FIG. 4 is a diagram for explaining the operation control device according to the second embodiment, in which the same reference numerals as those in FIG. 1 denote the same or corresponding parts.

In this embodiment, a pair of spark plugs 11,
When 12 is mounted on the cylinder head 4 and one of the spark plugs 11 is slip-traveled, the operation of one of the spark plugs 11 is stopped every cycle, and the other spark plug 12 is operated in each cycle, so that the ignition energy is increased every cycle. ， It is designed to switch to small alternately. As a result, the instantaneous torque for each cycle changes and the pulsation output is supplied to the wheels. In addition, both spark plugs 1 during normal driving
1 and 12 are operated in each cycle.

In this embodiment, the driving force applied to the wheels can be changed without significantly reducing the average output of the engine as a whole, and the same effect as that of the above embodiment can be obtained. Further, since the operation of one of the two spark plugs 11 and 12 need only be stopped every cycle or every several cycles, the ignition control can be simplified and the cost can be reduced.

Here, in each of the above-described embodiments, the pulsating torque is generated by changing the ignition energy of the spark plug. However, in the present invention, the fuel supply amount to the cylinder is changed every cycle or every plural cycles. Pulsating torque is generated by changing it (invention of claim 3), or pulsating torque is generated by retarding the ignition timing for each cycle or every plural cycles from the normal timing (invention of claim 4). The point is that the pulsation output may be generated by changing the instantaneously generated torque for each cycle or for every plurality of cycles. Even in this case, the traction performance can be improved without changing the average output of the engine.

In the above embodiment, the case where the engine output is controlled based on the external command value has been described, but the present invention does not necessarily require the control based on the external command value of the engine output. Further, the pulsation output may be generated in all operation areas, or the normal operation and the pulsation output generation may be switched by a manual switch. Furthermore, the present invention is more effective in a two-cycle engine that explodes once per one revolution of the engine, but can of course be applied to a four-cycle engine.

[0030]

As described above, according to the engine operation control apparatus of the first aspect of the present invention, the engine output seen every predetermined cycle is changed to a pulsating output by changing the instantaneous torque generated in one cycle. Since the pulsation output generating means is provided, specifically, as in the invention of claim 2, the ignition energy is changed every cycle or every plural cycles,
As in the invention of claim 3, the fuel supply amount is changed for each cycle or for every plurality of cycles, and the ignition timing is changed for each cycle or for every plurality of cycles as in the invention of claim 4, so that in one cycle By changing the instantaneous torque that is generated, the engine output seen every predetermined cycle can be used as a pulsating output, gripping force can be secured even on low μ roads, etc., and traction performance can be improved. It can also be applied to combustion engines with evenly spaced cylinders, and has the effect of expanding the range of application.

[Brief description of drawings]

FIG. 1 is a diagram for explaining an engine operation control device according to a first embodiment of the first and second aspects of the invention.

FIG. 2 is a characteristic diagram showing a pulsation output during slip running of the engine.

FIG. 3 is a characteristic diagram showing a non-pulsating output of the engine during normal running.

FIG. 4 is a diagram for explaining an engine operation control device according to a second embodiment.

FIG. 5 is a characteristic diagram showing a relationship between a crank angle and an engine torque for explaining a formation process of the present invention.

[Explanation of symbols]

 1 engine 6 operation control device 7 CPU (pulsation output generating means)

Claims (4)

[Claims] 1. An operation control apparatus for an engine, comprising: a pulsation output generating means for changing an instantaneous torque generated in one cycle of the engine to a pulsation output of an engine output observed every predetermined cycle. 2. The pulsation output generation means according to claim 1, wherein the pulsation output generation means is configured to generate a pulsation output by changing the ignition energy supplied to the engine every cycle or every plural cycles. The engine operation control device. 3. The pulsation output generation means according to claim 1, wherein the pulsation output generation means is configured to generate a pulsation output by changing the amount of fuel supplied to the engine for each cycle or for every plurality of cycles. The engine operation control device. 4. The engine according to claim 1, wherein the pulsation output generation means is configured to generate a pulsation output by changing an ignition timing every cycle or every plural cycles. Operation control device.