200404948 玖、發明說明： 【發明所屬之技術領域】 本申請案係吾人與另一發明人於2〇〇1年9月5曰同在200404948 发明, Description of the invention: [Technical field to which the invention belongs] This application is with me and another inventor on September 5, 2001
申請中之09/682457號美國專利申請案“ENGINE CONTROL METHOD AND APPARATUS”之部分延續，該案讓與其受讓人。 本發明關於一種用於控制一引擎潤滑系統之引擎控制 系統，且特別是關於一二行程引擎之潤滑系統。 【先前技術】 上述同在申明中之申请案揭露一種極單純但是極實用 之決定引擎負荷及反應於所決定負荷而控制一引擎點火 系統之方式，以改善引擎操作。因為簡省，該方法及裝置 可以併合於例如機車、電單車及類似引擎應用中之較小且 低產量引擎内。 除了點火系統，發明人已瞭解有多種由引擎負荷控制之 其他引：控制系統，且諸系統通常依操作者之指示：量測 引擎負何’大體上係由引擎節流閥控制之位置決定。例如 在一仃転引擎中，其普遍採用一分離式潤滑系统，可反應 於引擎狀況如速度及負荷而計量機油之輸送，以提供適: 潤滑而無不必要之排氣狀況，此系統揭示於1 994年^ 22曰頒與之第5,287,833號美國專利中。在該系统中， 所供給之潤滑油量係藉由循環—設於輪送與回流路徑之 間之流量控制閥而控制。藉由此型系、统，引擎負荷即由一 節流闕位置感測器決定，該感測器亦決定節流闊開啟度及 引擎負荷。-負荷、引擎轉速及機油： 心I宜珣表隨後經 85698 200404948 查詢以決定所需潤滑油量，且流量控制閥接著循環以 此量。 々捉伢 節流閥開啟度感測器使用於習知潤滑油控制系統，以侦 :節流閥之開啟度’因而增加元件數及生成一複雜之㈣ =，此即明顯增加車柄成本。除了小料，特別是在元 件位置上有配置問題，尤其是節流閥位置，因為引擎周 空間有限。 " 因此本發明之主要目的在提供一種引擎系統潤滑油控 制’以計算引擎負荷’而不需要一節流閥位置感測哭。 此外，大部分引擎具有軸位置感測器，以偵測弓丨擎^曲柄 幸由之角度位置而做點火控制。 以因二=?另一目的在利用點火時間感測器之輸出 —疋引擎負衍，用於控制一引擎潤滑油系統，而不 一蜻流閥位置感測器。 而 【發明内容】 本發明之第一特性適可實施於—種内燃引 油控制，引聲且古 2丨敬隹r i a 、、 /、/閏滑 ^ 有一引擎驅動轴及—相關聯於該轴且用於 曰出s亥驅動軸角度位置之時間感測器， 、 制閥，此流量控制閥之操作係：流置控 制。 了间级測态之輪出所控 行程引 依本發明之另一特性所示，流量控制閥為一 者0 【實施方式】 在參考於圖式而詳細說明本發 3之别，上述同在申請 85698 200404948 之申請案内文在此納入供作參考，因其更詳細揭示本發明 所用引擎之基本型式及一基本之火星控制裝置及方法。 惟，吾人亦相信習於此技者從以下說明中將易於瞭解如何 實施本發明，不僅是利用該申請案内所示之基本結構及方 法’亦可利用一引擎潤滑系統，容後詳述。 請即參閱諸圖且先參閱圖1，一引擎時間感測器說明為 例如相關聯於任意要求型式内燃引擎之一引擎驅動軸元 件，更明確地說，一飛輪11係固定以隨著一引擎軸旋轉， 且在此實施例中更明確地為一曲柄軸12，曲柄軸12係軸接 以旋轉於引擎主體内，此屬習知技術。飛輪u攜載一時間 標記13,其在上述同在申請中之申請案内揭示具有一比正 苇使用者大之周緣範圍。在一較佳實施例中，標記1 3之周 長大約曲柄軸旋轉60度，且標記13之前緣係在上死點 (tdc)之前幾度。 一感測器線圈14配合於時間標記13，且其在時間標記13 之前與後緣通過感測器時即產生正與負脈衝，諸脈衝大略 如圖2所示，旋轉之其餘部分則無輸出，亦如圖2所示。一 習知點火時間感測器可使用於感測器線圈14。 二前緣脈衝信號之間之時間間距τ為軸12完成一圈之時 間，且此圈之瞬間軸速度為時間間距之反函數。另方面， 時=2記13通過感測器線圈14之時間間距七為軸12在七(^ 之前完成一部分圈之瞬間時間。 如上述同在申請中之申請案所示，計算成旋轉度數 差，，D”之啤值t/T直接相關於引擎負荷’因此引擎負荷即利 85698 200404948 用一錯存於微電腦記憶體内之备 轉度數差、曲柄軸之旋轉速度及引擎二圖表，疑 係由-預備實驗或類此者、、二何之間之相互關係 、二、體内，目此引擎用之排氣閥時間可用此資料設定。 二；=細參閱其餘圖式且先參閱圖2,嫩本發明建 、、之潤⑺系統之結構示意圖，一大體上以1 6標示 進、-系統係用於供給機油至—二行程内燃引擎之 任意所需潤滑系統型式，即如方塊16所示。此系統“備有 泵17用於自一機油櫃18供給機油至一引擎15，機 泵7之吸入側係透過一機油供給通道19而連接於機油 櫃18,機油泵17之輸送側則透過一機油進給通道21以連接 於引擎1 5 切換閥2 2提供於機油進給通道21内。 切換閥22係由一電磁操作式三通閥構成，且在三個孔之 間切換連通，即第一、第二及第三孔23、24、25，此可利 用一由電磁線圈27控制之閥活塞26達成。 在此例子中，第一孔23為入口孔而第二及第三孔24、25 為出口孔，第一孔23連接於泵17之輸送側上之機油進給通 道21’第二孔24為出口孔且連接於引擎之機油進給通道 28，第三孔25如同另一出口孔且透過一機油回流通道29 以連接於泵之吸入側上之機油供給通道丨9。 切換閥22之電磁線圈27係由一機油控制裝置3 1依據 0N/0FF效能比而控制，機油控制裝置則由一 CPU組成，容 後詳述。機油控制裝置31係透過一主開關33而由一電池32 供電，拾取線圈14連接於機油控制裝置31以利反應於引擎 85698 -9- 200404948 負荷而計算電磁線圈27之控制量。 拾取線圈14偵測飛輪丨丨上所提供之時間標記13，以取得 旋轉#測信號，如圖卜2所示。因此機油控制裝置31並未 連接於一習知節流閥開啟度偵測感測器，以取得一用於引 擎負荷計算之節流閥開啟度信號，且其相對應於引擎負 何° 凊即參閱圖4，此為本發明機油控制裝置31之方塊圖。 機油控制裝置31包含一波形成形電路34,用於接收感測器 線圈14之輸出。波形成形電路將成形之波輪出至一用於輸 出速度信號D之轉速計算電路35及一旋轉度數差計算電路 36 〇 方疋轉度數差计算電路36輪出其信號d至一負荷計算電路 3了，以根據旋轉度數差D計算一引擎負荷，此輸出之負荷 值以L表示。轉速計算電路35接著將速度信號])及負荷信號 ^傳运至一控制量計算電路38，以根據轉速及引擎負荷計 才=磁三通閥22之一 0N/0FF效能比，及傳送至一切換閥驅 動包路39。切換閥驅動電路39連接於切換閥22之電磁 27。 負荷叶算電路37根據計算得到之旋轉度數差D以計算一 引擎負何L，針對引擎負荷，一利用旋轉度數差1)做為參數 之維式圖表或一利用旋轉度數差D與轉速Ν做為參數之 、准式圖表係由一預備實驗或類此者所取得之資料製 備，且儲存於CPU 31之一記憶體内，而引擎負荷可利用 表計算。 200404948 控2量計算電路38根據計算得到之轉速N及引擎負荷I 以计异切換閥22之驅動控制量，此相當於操作狀況申之最 佳機油供給。在此實施例中，切換閥22係一電磁三通閥， 且自入口孔23流至出口孔24、25之機油配送量係根據電磁 線圈27之0N/0FF效能比而決定。 控制1計异電路38計算0N/0FF效能比，針對〇N/〇FF效能 比，一利用轉速N與引擎負荷L做為參數之二維式圖表係由 預備實驗或類此者所取得之資料製備，且儲存於3工 之一記憶體内，而0N/0FF效能比可利用圖表計算。 另者，一圖表可從旋轉度數差])與轉速N製備用於直接計 异0N/0FF效能比，而不需要從旋轉度數差D暫時決定負荷 L，且0N/0FF效能比可直接從圖表計算。在此例子中，旋 轉度數差計算電路36及負荷計算電路37形成一具有此二 功能之一體式計算電路。 切換閥驅動電路39係依據計算得到之on/off效能比而 驅動切換閥22之電磁線圈27,因此，自機油泵輸送至切換 閥第一入口孔23之所需機油量係自第二出口孔24供給至 引擎，且多餘之機油通過第三孔25回流到機油櫃（即泵之 吸入側）。 因此由前文中可以瞭解的是轉速係由一引擎之旋轉偵 測信號計异，旋轉度數差由同一旋轉偵測信號計算，及引 擎負荷由旋轉度數差計算，因此引擎負荷得以決定，而不 需要任意特殊之引擎負荷偵測感測器，例如節流閥開啟度 感測器，藉此達成組件數減少、結構簡化及成本減低，且 85698 200404948 因為反應於操作狀況之正確供油結果造成未用機油之消 耗量減少及減少排氣煙霧。當然，習於此技者應知上述實 施例僅為較佳實施例，在不脫離文後申請專利範圍所載之 本發明精神及範疇下，仍可達成多種修改及變化。 【圖式簡單說明】 圖1係〜視圖，揭示一採用本發明引擎系統控制結構及 方法之引擎軸速度感測器。 圖2係，圖表，揭示圖1所示感測器之輸出。 圖3係^依本發明建構及操作之二行程引擎潤滑系統之 潤滑系统局部示意圖。 圖4係 >、閣滑油控制系統之方塊圖。 【圖式代表符號說明】 11 12 13 14 15 16 17 18 19 21 22 23 飛輪 曲柄轴 時間標記 感測器線圈/拾取線圈 引擎 機油進給系統 機油泵 機油櫃 機油供給通道 28機油進給通道 切換閥 24 、 25 孔 85698Part of US Patent Application No. 09/682457 "ENGINE CONTROL METHOD AND APPARATUS" is continuing, and the case is assigned to its assignee. The present invention relates to an engine control system for controlling an engine lubrication system, and more particularly to a lubrication system for a two-stroke engine. [Prior Art] The above-mentioned application in the same declaration discloses a very simple but practical way to determine the engine load and control an engine ignition system in response to the determined load to improve engine operation. Because of simplicity, the method and device can be incorporated into smaller and lower-volume engines in applications such as locomotives, motorcycles, and similar engines. In addition to the ignition system, the inventors have known that there are many other types of engine load control: control systems, and the systems usually follow the operator's instructions: measuring the engine ’s load is generally determined by the position of the engine throttle control. For example, in a stack of engines, it generally adopts a separate lubrication system, which can measure the transmission of oil in response to engine conditions such as speed and load to provide suitable: lubrication without unnecessary exhaust conditions. This system is disclosed in 1 994 ^ U.S. Patent No. 5,287,833 issued on 22nd. In this system, the amount of lubricating oil supplied is controlled by a circulation-flow control valve located between the rotation and return paths. With this type of system, the engine load is determined by a throttle position sensor, which also determines the throttle opening and engine load. -Load, engine speed, and oil: The heart meter should then query 85698 200404948 to determine the amount of lubricant required, and the flow control valve will then cycle to this amount. 々 Catch 伢 Throttle valve opening degree sensor is used in the conventional lubricating oil control system to detect: the opening degree of the throttle valve ′ increases the number of components and generates a complicated ㈣ =, which obviously increases the cost of the handle. In addition to small materials, there are configuration problems, especially in the position of the components, especially the position of the throttle valve, because the space around the engine is limited. " Therefore, the main object of the present invention is to provide an engine system lubricant control ' to calculate engine load ' without the need for throttle position sensing. In addition, most engines have a shaft position sensor to detect the angular position of the bow, engine, and crank for ignition control. The second purpose is to use the output of the ignition timing sensor-the engine negative Yan, to control an engine lubricating oil system, rather than a dragon valve position sensor. [Summary of the Invention] The first characteristic of the present invention can be implemented in a kind of internal combustion oil-inducing control, which is audible and ancient 2 隹 隹 ria ,, /, / 闰 滑 ^ There is an engine drive shaft and-associated with the shaft And it is used to say the time sensor of the angular position of the drive shaft, the valve, the operation of this flow control valve: flow control. According to another characteristic of the present invention, the stroke controlled by the step-out measurement is shown in the figure below. The flow control valve is one of them. The text of 85698 200404948 is incorporated herein by reference, as it discloses in more detail the basic type of engine used in the present invention and a basic Mars control device and method. However, I also believe that those skilled in the art will easily understand how to implement the present invention from the following description, not only using the basic structure and method shown in the application, but also an engine lubrication system, which will be described in detail later. Please refer to the drawings and refer to FIG. 1 first. An engine time sensor is described as, for example, an engine drive shaft element associated with an internal combustion engine of any required type. More specifically, a flywheel 11 is fixed to follow an engine. The shaft rotates, and in this embodiment is more specifically a crank shaft 12, which is connected to the shaft for rotation in the engine body, which is a conventional technology. The flywheel u carries a time stamp 13 which, in the above-mentioned co-application, reveals that it has a larger peripheral range than the user of the positive reed. In a preferred embodiment, the circumference of the mark 13 is rotated about 60 degrees from the crank shaft, and the leading edge of the mark 13 is a few degrees before the top dead center (tdc). A sensor coil 14 cooperates with the time stamp 13 and generates positive and negative pulses when it passes the sensor before and after the time stamp 13. The pulses are roughly shown in Figure 2, and the rest of the rotation has no output , As shown in Figure 2. A conventional ignition timing sensor may be used for the sensor coil 14. The time interval τ between the two leading edge pulse signals is the time when the shaft 12 completes one revolution, and the instantaneous axis speed of this revolution is an inverse function of the time interval. On the other hand, the time interval of time = 2 times 13 passing through the sensor coil 14 is the instantaneous time for the shaft 12 to complete a part of the circle before the time (7). As shown in the above-mentioned application, the difference in rotation is calculated. The beer value t / T of ", D" is directly related to the engine load. Therefore, the engine load is 85698 200404948. The difference in the number of backup rotations, the rotation speed of the crankshaft, and the engine two charts stored in the microcomputer memory is suspected From-preparatory experiments or the like, the relationship between Erhe, Er, and the body, the exhaust valve time for the engine can be set with this data. II; = Please refer to the rest of the drawings and refer to Figure 2 first The structure diagram of the moisturizing system of the invention is described in the following. One is generally marked with 16. The system is used to supply oil to the two-stroke internal combustion engine. Any type of lubrication system required, as shown in block 16 This system "is equipped with a pump 17 for supplying oil from an oil tank 18 to an engine 15, the suction side of the pump 7 is connected to the oil tank 18 through an oil supply channel 19, and the delivery side of the oil pump 17 is Via an oil feed channel 21 to connect The switching valve 2 2 is provided in the engine oil feed passage 21 for the engine 15. The switching valve 22 is composed of an electromagnetically operated three-way valve, and is switched between three holes, namely first, second and third. Holes 23, 24, 25, which can be achieved using a valve piston 26 controlled by a solenoid 27. In this example, the first hole 23 is an inlet hole and the second and third holes 24, 25 are an outlet hole. Hole 23 is connected to the oil feed channel 21 'on the delivery side of the pump 17. The second hole 24 is an outlet hole and is connected to the engine oil feed channel 28. The third hole 25 is like another outlet hole and passes through an oil return channel 29 is the oil supply channel connected to the suction side of the pump 丨 9. The solenoid 27 of the switching valve 22 is controlled by an oil control device 3 1 according to the 0N / 0FF efficiency ratio, and the oil control device is composed of a CPU. The engine oil control device 31 is powered by a battery 32 through a main switch 33. The pickup coil 14 is connected to the oil control device 31 to calculate the control amount of the electromagnetic coil 27 in response to the load of the engine 85698-9-200404948. Pickup coil 14 detects flywheel 丨 丨The time mark 13 is used to obtain the rotation # measurement signal, as shown in Figure 2. Therefore, the oil control device 31 is not connected to a conventional throttle opening detection sensor to obtain an engine load calculation Throttle opening signal, and its corresponding to the engine ° 负 Refer to Figure 4, this is a block diagram of the oil control device 31 of the present invention. The oil control device 31 includes a waveform forming circuit 34 for receiving sensing The output of the generator coil 14. The waveform shaping circuit outputs the shaped wave wheel to a rotation speed calculation circuit 35 and a rotation degree difference calculation circuit 36 for outputting the speed signal D. The square rotation degree difference calculation circuit 36 outputs its signal d. To a load calculation circuit 3, an engine load is calculated based on the rotation degree difference D, and the output load value is represented by L. The speed calculation circuit 35 then transmits the speed signal]) and the load signal ^ to a control amount calculation circuit 38 to calculate the 0N / 0FF efficiency ratio of one of the magnetic three-way valves 22 according to the speed and the engine load, and transmits it to a The switching valve drives the package 39. The switching valve driving circuit 39 is connected to the solenoid 27 of the switching valve 22. The load leaf calculation circuit 37 calculates an engine negative L based on the calculated rotation degree difference D. For the engine load, one uses the rotation degree difference 1) as a parameter of a dimensional chart or one uses the rotation degree difference D and the rotation speed N to do Parametric charts are prepared from data obtained by a preliminary experiment or the like and stored in a memory of the CPU 31, and the engine load can be calculated using a table. 200404948 The control 2 amount calculation circuit 38 calculates the driving control amount of the switching valve 22 according to the calculated rotation speed N and the engine load I, which is equivalent to the optimal oil supply for the operating condition. In this embodiment, the switching valve 22 is an electromagnetic three-way valve, and the oil distribution amount flowing from the inlet hole 23 to the outlet holes 24 and 25 is determined according to the 0N / 0FF efficiency ratio of the electromagnetic coil 27. The control 1 calculation circuit 38 calculates the 0N / 0FF efficiency ratio. For the 〇N / 〇FF efficiency ratio, a two-dimensional chart using the speed N and the engine load L as parameters is obtained from preliminary experiments or the like. Prepared and stored in one of the three memory, and the 0N / 0FF efficiency ratio can be calculated using the chart. In addition, a graph can be prepared from the difference in rotation degree]) and the rotation speed N for directly calculating the ON / 0FF efficiency ratio without the need to temporarily determine the load L from the difference in rotation degree D, and the 0N / 0FF efficiency ratio can be directly obtained from the chart Calculation. In this example, the rotation number difference calculation circuit 36 and the load calculation circuit 37 form a body calculation circuit having these two functions. The switching valve driving circuit 39 drives the solenoid 27 of the switching valve 22 according to the calculated on / off efficiency ratio. Therefore, the required oil quantity delivered from the oil pump to the first inlet hole 23 of the switching valve is from the second outlet hole. 24 is supplied to the engine, and the excess oil is returned to the oil tank (ie, the suction side of the pump) through the third hole 25. Therefore, it can be understood from the foregoing that the rotation speed is determined by the rotation detection signal of an engine, the difference in rotation degree is calculated by the same rotation detection signal, and the engine load is calculated by the difference in rotation degree, so the engine load can be determined without the need Any special engine load detection sensor, such as a throttle opening sensor, to reduce the number of components, simplify the structure and reduce costs, and 85698 200404948 is unused because of the correct fueling result that reflects the operating conditions Reduces oil consumption and reduces exhaust fumes. Of course, those skilled in the art should know that the above-mentioned embodiments are only preferred embodiments, and various modifications and changes can be achieved without departing from the spirit and scope of the present invention contained in the scope of the patent application afterwards. [Brief Description of the Drawings] Figure 1 is a series of views showing an engine shaft speed sensor using the control structure and method of the engine system of the present invention. FIG. 2 is a diagram showing the output of the sensor shown in FIG. 1. Fig. 3 is a partial schematic view of a lubrication system of a two-stroke engine lubrication system constructed and operated in accordance with the present invention. Figure 4 is a block diagram of the > Court oil control system. [Illustration of representative symbols of the figure] 11 12 13 14 15 16 17 18 19 21 22 23 Flywheel crankshaft time mark sensor coil / pickup coil engine oil feed system oil pump oil tank oil supply channel 28 oil feed channel switching valve 24, 25 holes 85698
-12- 閥活塞 電磁線圈 機油回流通道 機油控制裝置 電池 主開關 波形成形電路 轉速計算電路 旋轉度數差計算電路 負荷計算電路 控制量計算電路 切換闊驅動電路 轉速 旋轉度數差 負荷信號 -13--12- Valve piston Solenoid coil Oil return channel Oil control device Battery Main switch Wave-forming circuit Speed calculation circuit Rotation degree difference calculation circuit Load calculation circuit Control amount calculation circuit Switching wide drive circuit Speed rotation degree difference