WO2012093926A1 - Détection de calage d'allumage au poids mort haut pour calage d'injection de carburant directe pour un système d'allumage à étincelle perdue à 2 courses - Google Patents

Détection de calage d'allumage au poids mort haut pour calage d'injection de carburant directe pour un système d'allumage à étincelle perdue à 2 courses Download PDF

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Publication number
WO2012093926A1
WO2012093926A1 PCT/MY2011/000242 MY2011000242W WO2012093926A1 WO 2012093926 A1 WO2012093926 A1 WO 2012093926A1 MY 2011000242 W MY2011000242 W MY 2011000242W WO 2012093926 A1 WO2012093926 A1 WO 2012093926A1
Authority
WO
WIPO (PCT)
Prior art keywords
spark
timing
fuel injection
direct fuel
stroke
Prior art date
Application number
PCT/MY2011/000242
Other languages
English (en)
Inventor
Gitano-Briggs HORIZON
Yew Heng TEOH
Suzana KHAIRUDIN
Original Assignee
Universiti Sains Malaysia
Focus Applied Technologies Sdn Bhd
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 Universiti Sains Malaysia, Focus Applied Technologies Sdn Bhd filed Critical Universiti Sains Malaysia
Publication of WO2012093926A1 publication Critical patent/WO2012093926A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P1/00—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage
    • F02P1/04—Installations having electric ignition energy generated by magneto- or dynamo- electric generators without subsequent storage the generator being specially adapted for use with specific engine types, e.g. engines with V arrangement of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil

Definitions

  • the present invention relates to a waste spark system and more particularly the present invention relates to a means of detecting spark timing for direct fuel injection timing for 2 stroke waste spark system.
  • Spark ignited internal combustion engines are not new in the related field. Such engines are more particularly used in 2-stroke engines in motorcycles and the like vehicle.
  • US patent No. 6,189,522 teaches a distributorless ignition system which includes an ignition coil for firing a pair of first and second spark plugs at the same time.
  • the ignition system includes a changeover switch which, when assuming one operating position, causes the first spark plug to produce negative polarity spark and the second spark plug to produce positive polarity spark and, when assuming another operating position, causes the first spark plug to produce positive polarity spark and the second spark plug to produce negative polarity spark.
  • the operating position of changeover switch is changed every time the number of sparks produced by each of the first and second spark plugs becomes two.
  • the number of negative polarity sparks and the number of positive polarity sparks produced by each of the first and second spark plugs on compression stroke at its corresponding cylinder over a long period of time are the same. This enables the center electrode and ground electrode of each of the first and second spark plugs to wear away equally.
  • An ignition method is also provided.
  • US patent No. 5,410,253 teaches an absolute engine position sensing is provided by monitoring the temporal relationship of energization of multiple spark plugs sharing a common source of drive energy in a direct ignition application.
  • the spark plugs are connected across the source with opposing electrical polarity, and the relative time of discharge across the plugs compared by sensing the time and polarity of high speed transient activity in proximity to the source.
  • an internal combustion engine comprising a piston movable relative to a cylinder and a crankcase between top dead center and bottom dead center positions and relative to first, second and third positions respectively spaced from top dead center position at respectively greater distances, whereby the crankcase is subject to cyclical conditions of relatively high and low pressure, a transfer chamber, a reed valve controlled port for supplying fresh air to the transfer chamber when the transfer chamber is subject to low pressure, a carburetor for supplying a fuel/air mixture to the crankcase when the crankcase is subject to low pressure, a transform port providing communication between the transfer chamber and the crankcase during conditions of low pressure in the crankcase and during piston travel between top dead center position and the first position whereby to cause introduction into the transfer chamber of fresh air, whereby the air introduced into the chamber is isolated during piston movement between the first and second positions, an inlet port providing communication between the transfer chamber and the cylinder during piston travel between the second position and bottom dead center, whereby the air introduced into the transfer chamber is permitted to flow
  • the innovative feature of the present invention is that the technique of determining when top dead center occurs for the purpose of fuel injection or spark timing. According to the present invention this is achieved by various synchronous signals typically present in low cost two stroke engines. Further to this it is advantage according to the present invention is that top dead center can be distinguished by the instantaneous speed of the signals realizing that an engine is running slow during compression and speeds up during expansion. This specific technique allows for accurate timing control over injection or spark events without the requirement for adding an additional top dead center sensor.
  • the present invention relates to a means of detecting spark timing for direct fuel injection timing for a two stroke waste spark system.
  • a rotor of an electrical generator is affixed to the end of a crankshaft and wherein the said generator has stationary coils mounted inside the said rotor.
  • Said rotor houses at least two sets of magnets in a symmetric configuration. Each magnetic pole subtends just less than 90 degrees of rotation.
  • the said coils are exposed to at least two sets of flux reversals per revolution at each end.
  • Such configuration allows the engine to rotate the individual coils in a sine-wave current with two cycles per revolution.
  • a spark timing signal synchronous with the crank shaft position is generated by a crank shaft mounted cam pushing a switch open or closed.
  • a spark timing signal synchronous with the crank shaft position is generated by a separate triggering coil mounted adjacent to the generator's stator coils. The spark timing can be adjusted by either rotating the generator's rotor with respect to the crankshaft, or by rotating the spark trigger coil within a stator area.
  • the triggering coil is exposed to at least four flux reversals per evolution of an engine.
  • the determining of top dead center is done by deterrnining various synchronous signals such as generator signal or signals from the spark triggering coil. According to the present invention, no additional top dead center sensors are used therein. Further to this, an accurate timing control over injection or spark is done by measuring the speed of compression and expansion of the engine. Further to this the present invention can be used in any two stroke type generators or engines. Further to this, an electronic control unit can be optionally used to either tap on the spark trigger signal or the generator signal or both.
  • Figure 1 shows four diagram illustrating a two stroke engine with appropriate spark timing at each cycle.
  • Figure 2 shows diagram illustrating a direct fuel injection of a two stroke engine.
  • Figure 3 shows a diagram illustrating the components according to the present invention.
  • Figure 4 shows a graph illustrating a relationship between a generator voltage and time according to the present invention.
  • Figure 5 shows a graph illustrating a relationship between spark trigger pulses from trigger coil and resulting spark timing over one rotor revolution.
  • Figure 6 shows a graph illustrating a relationship between a rectified trigger signal over one rotor revolution.
  • Figure 7 shows a graph illustrating a relationship between an asymmetric spark trigger pulses over three revolutions of the rotor.
  • Figure 8 shows a graph illustrating a relationship between a spark trigger pulses over three revolutions of a rotor with strokes and injections timing.
  • a common architecture is developed in a small low-cost 2-stroke engine wherein a rotor (2) of an electrical generator is affixed directly to the end of a crankshaft, Figure 3.
  • the generator has stationary windings or coils (1) mounted inside the rotor (2).
  • Said coils (1) are preferably stator coils.
  • the rotor houses at least two sets of magnets in a symmetric configuration where each magnetic pole subtends just less than 90 degrees of rotation.
  • the coils (1) are exposed to two sets of flux reversals per revolution at each end: Nl, SI, N2, S2 wherein N and S designate North and South poles of the magnet, and 1 and 2 designate the respective magnets.
  • Nl, SI, N2, S2 wherein N and S designate North and South poles of the magnet, and 1 and 2 designate the respective magnets.
  • the end result is that as the engine rotates, the individual coils (1) deliver a sine- wave current with two cycles per revolution, Figure 4.
  • a spark timing signal synchronous with the crank shaft position may be generated in a number of ways including a crank shaft mounted cam pushing a switch open/closed.
  • Another technique involves the use of a separate triggering coil (3) mounted adjacent to the generator's coils (1).
  • This trigger coil (3) will similarly be exposed to four flux reversals per revolution of the engine, Figure 5. At each rising pulse, or falling pulse of the current signal the trigger causes a spark ignition circuit to fire, resulting in a spark at the spark plug.
  • the spark timing can be adjusted by either rotating the generator's rotor with respect to the crankshaft, or by rotating the spark triggering coil (3) within the stator area.
  • One side effect of this system is that it generates two sparks per revolution: one at the desired timing at for example 20 degrees before top dead center (TDC), and another "waste spark” at 20 degrees before bottom dead center (BDC). The spark just before TDC ignites the combustible mixture as required for engine operation.
  • This second spark has no effect on engine operation and is referred to as a "waste spark” because it is essentially wasted. While systems exist which deliver only one spark per revolution they must rely on a separate trigger generation technique requiring additional parts, materials or features, and thus more expensive that a waste spark system. In many applications the trigger pulses will be rectified via a diode so that only the positive pulses are used, Figure 6.
  • the existing spark triggering mechanism is used to determine the appropriate timing for injection of the fuel.
  • the major challenge is to determine which spark is the waist spark near BDC, and which spark is the useful one near TDC. Once this has been determined we can setup a preferred injection timing based on the engine speed as measured by the period between a given spark, and the reoccurrence of the same spark (ie. either TDB or BDC) on the subsequent revolution.
  • the preferred timing and duration of the injection event may be calculated from other measured parameters, such as the engine temperature and the throttle position. It is important to avoid injecting fuel before the BDC "waste spark" as fuel injected at this time will be pumped out of the exhaust port* during scavenging of the combustion chamber, resulting in a miss fire on the subsequent engine cycle as no fuel is present in the combustion chamber.
  • the focus of the present invention is the technique for detennining which spark is the TDC spark, and which is the BDC waist spark.
  • the spark pulse are symmetrically spaced as a function of crank position, ie. separated by 180 degrees, they are not spaced evenly as a function of time because the speed of the engine is not strictly constant.
  • the compression stroke ie. after BDC and before TDC
  • the engine slows down as its rotational energy is partially consumed to compress the contents of the combustion chamber.
  • the expansion stoke ie. after TDC and before BDC
  • the opposite occurs and the compressed gasses push the piston down, accelerating the engine. This acceleration is even more significant when the mixture fires, but still measurable during a misfire event where no combustion takes place.
  • an asymmetrically spaced ignition timing marks occurs
  • the basis of the present invention is the technique of determining when TDC occurs for the purpose of fuel injection or spark timing.
  • This can be determined from various synchronous signals typically present in low cost two-stroke engines (such as the generator signal or the signal from a spark triggering coil). Although these signals may not have a unique signature distmguishing TDC from BDC as a function of crank angle, it is possible to distinguish between TDC and BDC (or between the compression and expansion strokes) based on the instantaneous speed of the signals realizing that the engine slows during compression and speeds up during expansion.
  • This sophisticated technique allows for accurate timing control over injection or spark events without the necessity for adding an additional "TDC" sensor.
  • This technique can also be applied to the signal generated by the electrical generator which, although it is a different waveform (typically sinusoidal) exhibits the same periodic changes.
  • the signal generated during the compression stroke will have a longer wavelength, and the expansion stroke will have a shorter period. This can equivalently be used to determine the appropriate timing to actuate the direct fuel injector.
  • an Electronic Control Unit could tap either the spark trigger signal or the generator signal (or both) and determine both the appropriate timing of the injector actuation and the spark timing, thereby eliminating a separate spark control circuit altogether.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention porte de manière générale sur un moyen pour la détection d'un calage d'allumage pour calage d'injection de carburant directe pour un système d'allumage à étincelle perdue à deux courses. Selon la présente invention, un rotor (2) d'un générateur électrique est fixé à l'extrémité d'un vilebrequin. Ledit générateur a des enroulements fixes (1) montés à l'intérieur dudit rotor (2) et ledit rotor (2) enfermant au moins deux ensembles d'aimants dans une configuration symétrique. Chaque pole magnétique sous-tend juste moins de 90 degrés de rotation et lesdits enroulements (1) sont exposés à au moins deux ensembles d'inversions de flux par tour à chaque extrémité. Une telle configuration permet au moteur de faire tourner les enroulements individuels (1) dans un courant d'onde sinusoïdale avec deux cycles par tour.
PCT/MY2011/000242 2011-01-07 2011-12-20 Détection de calage d'allumage au poids mort haut pour calage d'injection de carburant directe pour un système d'allumage à étincelle perdue à 2 courses WO2012093926A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
MYPI2011000069A MY157888A (en) 2011-01-07 2011-01-07 A top dead spark timing detection for direct fuel injection timing 2 stroke waste spark systems
MY2011000069 2011-01-07

Publications (1)

Publication Number Publication Date
WO2012093926A1 true WO2012093926A1 (fr) 2012-07-12

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PCT/MY2011/000242 WO2012093926A1 (fr) 2011-01-07 2011-12-20 Détection de calage d'allumage au poids mort haut pour calage d'injection de carburant directe pour un système d'allumage à étincelle perdue à 2 courses

Country Status (2)

Country Link
MY (1) MY157888A (fr)
WO (1) WO2012093926A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU969935A1 (ru) * 1980-07-28 1982-10-30 Ульяновский моторный завод Система электронного зажигани
US6034525A (en) * 1996-06-21 2000-03-07 Outboard Marine Corporation Method and apparatus for detecting rotational direction of a two cycle engine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU969935A1 (ru) * 1980-07-28 1982-10-30 Ульяновский моторный завод Система электронного зажигани
US6034525A (en) * 1996-06-21 2000-03-07 Outboard Marine Corporation Method and apparatus for detecting rotational direction of a two cycle engine

Also Published As

Publication number Publication date
MY157888A (en) 2016-08-15

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