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    • 专利摘要:
    In at least some implementations, an engine control process includes an engine speed test and other steps. The engine speed test includes the steps of a) determining a first engine speed, b) changing the air/fuel ratio of a fuel mixture delivered to the engine, and c) determining a second engine speed after at least some of the air/fuel ratio changing event. Based at least in part on the difference between the first engine speed and the second engine speed it is determined if a change in the air/fuel ratio of the fuel mixture delivered to the engine is needed. If a change to the air/fuel ratio was indicated, the air/fuel ratio of a fuel mixture delivered to the engine is changed.
    公开号:SE1551274A1
    申请号:SE1551274
    申请日:2014-03-12
    公开日:2015-10-05
    发明作者:Martin N Andersson；Mark S Swanson
    申请人:Walbro Engine Management Llc；
    IPC主号:
    专利说明:

    2630.3341.002 |1088| ENGINE CONTROL STRATEGY AND FEEDBACK SYSTEM Reference to Co-Pending ApplicationThis application claims the benefit of U.S. Provisional Application No.61/794,389 f1led March 15, 2013 Which is incorporated herein by reference in its entirety.
    Technical Field The present disclosure relates generally to an engine feedback control strategy.
    Background Combustion engines are provided With a fiael mixture that typically includesliquid fiJel and air. The air/fuel ratio of the fuel mixture may be calibrated for aparticular engine, but different operating characteristics such as type of fiJel, altitude,condition of filters or other engine components, and differences among engines and other components in a production run may affect engine operation.
    Summary In at least some implementations, an engine control process includes an enginespeed test and other steps. The engine speed test includes the steps of a) deterrnininga first engine speed, b) changing the air/fuel ratio of a fi1el mixture delivered to theengine, and c) deterrnining a second engine speed after at least some of the air/fuelratio changing event. Based at least in part on the difference between the f1rst engine speed and the second engine speed it is deterrnined if a change in the air/fuel ratio of the fiael niixture delivered to the engine is needed. If a change to the air/fuel ratio wasindicated, the air/fuel ratio of a fuel niixture delivered to the engine is changed.
    In at least some iniplenientations, an engine control process includesconducting an engine speed test that includes the steps of: a) deterrnining a firstengine speed, b) changing the air/fuel ratio of a fuel niixture delivered to the engine,and c) deterrnining a second engine speed after at least sonie of the air/fuel ratiochanging event. The process fiarther includes providing to the engine a fiael niixturehaving a desired air/ fuel ratio, where the desired air/fuel ratio is deterrnined at least inpart as a function of the difference between the f1rst engine speed and the second engine speed.
    Brief Description of the Drawings The following detailed description of preferred enibodinients and best n1odewill be set forth with reference to the acconipanying drawings, in which: FIG. l is a schen1atic view of an engine and a carburetor including a fiJelniixture control device; FIG. 2 is a fragnientary view of a flywheel and ignition con1ponents of theengine; FIG. 3 is a schen1atic diagran1 of an ignition circuit; FIG. 4 is a flowchart for an engine control process; FIG. 5 is a graph of a representative engine power curve; and FIGS. 6-8 are graphs showing several variables that may be tracked during an engine speed test.
    Detailed Description of Preferred Embodiments Referring in more detail to the drawings, FIG. 1 illustrates an engine 2 and acharge forrning device 4 that delivers a fuel and air mixture to the engine 2 to supportengine operation. In at least one implementation, the charge forrning device 4includes a carburetor, and the carburetor may be of any suitable type including, forexample, diaphragm and float bowl carburetors. A diaphragm-type carburetor 4 isshown in FIG. 1. The carburetor 4 takes in fi1el from a fi1el tank 6 and includes amixture control device 8 capable of altering the air/fuel ratio of the mixture deliveredfrom the carburetor. To determine a desired instantaneous air/fuel ratio, a comparisonis made of the engine speed before and after the air/fuel ratio is altered. Based uponthat comparison, the mixture control device 8 or some other component may be usedto alter the fuel and air mixture to provide a desired air/ fuel ratio.
    The engine speed may be deterrnined in a number of ways, one of which usessignals within an ignition system 10 such as may be generated by a magnet on arotating flywheel 12. FIGS. 2 and 3 illustrates an exemplary signal generation orignition system 10 for use with an intemal combustion engine 2, such as (but notlimited to) the type typically employed by hand-held and ground-supported lawn andgarden equipment. Such equipment includes chainsaws, trimmers, lawn mowers, andthe like. The ignition system 10 could be constructed according to one of numerousdesigns, including magneto or capacitive discharge designs, such that it interacts withan engine flywheel 12 and generally includes a control system 14, and an ignitionboot 16 for connection to a spark plug (not shown).
    The flywheel 12 rotates about an axis 20 under the power of the engine 2 and includes magnets or magnetic sections 22. As the flywheel 12 rotates, the magnetic sections 22 spin past and electromagnetically interact with components of the controlsystem 14 for sensing engine speed among other things.
    The control system 14 includes a ferromagnetic stator core or lamstack 30having wound thereabout a charge winding 32, a primary ignition winding 34, and asecondary ignition winding 36. The primary and secondary windings 34, 36 basicallydefine a step-up transforrner or ignition coil used to fire a spark plug. The controlsystem also includes a circuit 38 (shown in FIG. 3), and a housing 40, wherein thecircuit 38 may be located remotely from the lamstack 30 and the various windings.
    As the magnetic sections 22 are rotated past the lamstack 30, a magnetic fieldis introduced into the lamstack 30 that, in tum, induces a voltage in the variouswindings. For example, the rotating magnetic sections 22 induce a voltage signal inthe charge winding 32 that is indicative of the number of revolutions of the engine 2in the control system. The signal can be used to determine the rotational speed of theflywheel 12 and crankshaft 19 and, hence, the engine 2. Finally, the voltage inducedin the charge winding 32 is also used to power the circuit 38 and charge an ignitiondischarge capacitor 62 in known manner. Upon receipt of a trigger signal, thecapacitor 62 discharges through the primary winding 34 of the ignition coil to inducea stepped-up high voltage in the secondary winding 36 of the ignition coil that issuff1cient to cause a spark across a spark gap of a spark plug 47 to ignite a fuel and airmixture within a combustion chamber of the engine.
    In normal engine operation, downward movement of an engine piston during apower stroke drives a connecting rod (not shown) that, in tum, rotates the crankshaft19, which rotates the flywheel 12. As the magnetic sections 22 rotate past thelamstack 30, a magnetic field is created which induces a voltage in the nearby charge winding 32 which is used for several purposes. First, the voltage may be used to provide power to the control system 14, including components of the circuit 38.Second, the induced voltage is used to charge the main discharge capacitor 62 thatstores the energy until it is instructed to discharge, at which time the capacitor 62discharges its stored energy across primary ignition winding 34. Lastly, the voltageinduced in the charge winding 32 is used to produce an engine speed input signal,which is supplied to a microcontroller 60 of the circuit 38. This engine speed inputsignal can play a role in the operation of the ignition timing, as well as controlling anair/fuel ratio of a fuel mixture delivered to the engine, as set forth below.
    Referring now primarily to FIG. 3, the control system 14 includes the circuit38 as an example of the type of circuit that may be used to implement the ignitiontiming control system 14. However, many Variations of this circuit 38 mayaltematively be used without departing from the scope of the invention. The circuit 38interacts with the charge winding 32, primary ignition winding 34, and preferably akill switch 132, and generally comprises the microcontroller 60, an ignition dischargecapacitor 62, and an ignition thyristor 64.
    The microcontroller 60 as shown in FIG. 3 may be an 8-pin processor, whichutilizes intemal memory or can access other memory to store code as well as forvariables and/or system operating instructions. Any other desired controllers,microcontrollers, or microprocessors may be used, however. Pin 1 of themicrocontroller 60 is coupled to the charge winding 32 via a resistor and diode, suchthat an induced voltage in the charge winding 32 is rectif1ed and supplies themicrocontroller with power. Also, when a voltage is induced in the charge winding32, as previously described, current passes through a diode 70 and charges theignition discharge capacitor 62, assuming the ignition thyristor 64 is in a non- conductive state. The ignition discharge capacitor 62 holds the charge until the microcontroller 60 changes the state of the thyristor 64. Microcontroller pin 5 iscoupled to the charge Winding 32 and receives an electronic signal representative ofthe engine speed. The microcontroller uses this engine speed signal to select aparticular operating sequence, the selection of Which affects the desired spark timing.Pin 7 is coupled to the gate of the thyristor 64 via a resistor 72 and transmits from themicrocontroller 60 an ignition signal Which controls the state of the thyristor 64.When the ignition signal on pin 7 is low, the thyristor 64 is nonconductive and thecapacitor 62 is alloWed to charge. When the ignition signal is high, the thyristor 64 isconductive and the capacitor 62 discharges through the primary Winding 34, thuscausing an ignition pulse to be induced in the secondary Winding 36 and sent on to thespark plug 47. Thus, the microcontroller 60 govems the discharge of the capacitor 62by controlling the conductive state of the thyristor 64. Lastly, pin 8 provides themicrocontroller 60 With a ground reference.
    To summarize the operation of the circuit, the charge Winding 32 experiencesan induced voltage that charges ignition discharge capacitor 62, and provides themicrocontroller 60 With power and an engine speed signal. The microcontroller 60outputs an ignition signal on pin 7, according to the calculated ignition timing, Whichtums on the thyristor 64. Once the thyristor 64 is conductive, a current path throughthe thyristor 64 and the primary Winding 34 is formed for the charge stored in thecapacitor 62. The current discharged through the primary Winding 34 induces a highvoltage ignition pulse in the secondary Winding 36. This high voltage pulse is thendelivered to the spark plug 47 Where it arcs across the spark gap thereof, thus ignitingan air-fuel charge in the combustion chamber to initiate the combustion process.
    As noted above, the microcontroller 60, or another controller, may play a role in altering an air/ fuel ratio of a fi1el mixture delivered by a carburetor 4 (for example) to the engine 2. In the embodiment of FIG. 1, the carburetor 4 is a diaphragm typecarburetor with a diaphragm fiJel pump assembly 74, a diaphragm fiael meteringassembly 76, and a purge/prime assembly 78, the general construction and function ofeach of which is well-known. The carburetor 4 includes a fiael and air mixing passage80 that receives air at an inlet end and fuel through a fuel circuit 82 supplied with fuelfrom the fiael metering assembly 76. The fiael circuit 82 includes one or morepassages, port and/or chambers formed in a carburetor main body. One example of acarburetor of this type is disclosed in U.S. Patent No. 7,467,785, the disclosure ofwhich is incorporated herein by reference in its entirety. The mixture control device 8is operable to alter the flow of fuel in at least part of the fiael circuit to alter the air/ fuelratio of a fiael mixture delivered from the carburetor 4 to the engine to support engineoperation as commanded by a throttle.
    For a given throttle position, the power output for an engine will vary as afianction of the air/fuel ratio. A representative engine power curve 94 is shown inFIG. 5 as a fi1nction of air/fuel ratio, where the air/fuel ratio becomes leaner from left-to-right on the graph. This curve 94 shows that the slope of the curve on the rich sideis notably less than the slope of the curve on the lean side. Hence, when a richer fiaelmixture is enleaned the engine speed will generally increase by a lesser amount thanwhen a leaner fuel mixture is enleaned by the same amount. This is shown in FIG. 5,where the amount of enleanment between points 96 and 98 is the same as betweenpoints 100 and 102, yet the engine speed difference is greater between points 100 and102 than it is between points 96 and 98. In this example, points 96 and 98 are richerthan a fiael mixture that corresponds to engine peak power output, while point 100corresponds to a fuel mixture that provides engine peak power output and point 102 is leaner than all of the other points.
    The Characteristics of the engine power curve 94 may be used in an enginecontrol process 84 that deterrnines a desired air/fuel ratio for a fiael mixture deliveredto the engine. One example of an engine control process 84 is shown in FIG. 4 andincludes an engine speed test wherein engine speed is deterrnined as a fianction of achange in the air/fuel ratio of the fuel mixture, and an analysis portion where datafrom the engine speed test is used to deterrnine or confirrn a desired air/fuel ratio ofthe fuel mixture.
    The engine control process 84 begins at 86 and includes one or more enginespeed tests. Each engine speed test may essentially include three steps. The stepsinclude measuring engine speed at 87, changing the air/fuel ratio of the fiJel mixtureprovided to the engine at 88, and then measuring the engine speed again at 92 after atleast a portion of the air/ fuel ratio change has occurred.
    The first step is to measure the current engine speed before the fiael mixture isenleaned. Engine speed may be deterrnined by the microcontroller 60 as noted above,or in any other suitable way. This is accomplished, in one implementation, bymeasuring three engine speed parameters with the first being the cyclic engine speed.This is the time difference for one revolution of the engine. In most engines, there isa large amount of repeatable cyclic engine speed variation along with a significantamount of non-repeatable cyclic engine speed variation. This can be seen in FIG. 6,where the cyclic engine speed is shown at l04. Because this cyclic variability isdifficult to use in fiarther deterrninations, a rolling average (called Fl-XX) is created,where XX is the number of revolutions being averaged, and generally Fl is a lowaveraging value such as 4 or 6. This greatly eliminates the large repeatable cyclicengine speed variation but does not dampen out too much the non-repeatable cyclic engine speed variation. The third engine speed value is F2-XX, and F2 is a greater averaging value, such as 80 revolutions. This amount of averaging greatly dampensout any Variations of speed change and the intent is to dampen out the effect of theenleanment engine speed change. Now that there are two usable rpm values, Fl-6 andF2-80 in this example, the difference of these values can be used to represent theengine speed change caused by the enleanment of the fiael mixture during an enginespeed test.
    In addition to measuring engine speed, the engine speed test includes changingthe air/fuel ratio of the fiJel mixture delivered to the engine. This may beaccomplished with the mixture control device, e.g. solenoid valve 8 may be actuatedthereby changing an air/fuel ratio of a mixture delivered to the engine 2 from thecarburetor 4. In at least some implementations, the solenoid valve 8 may be actuatedto its closed position to reduce fiael flow to a main fiael port or jet 90, therebyenleaning the fiael and air mixture. The valve 8 may be closed for a specific timeperiod, or a duration dependent upon an operational parameter, such as engine speed.In one form, the valve 8 is closed (or nearly closed) for a certain number or range ofengine revolutions, such as l to 150 revolutions. This defines an enleanment periodwherein the leaner fiJel and air mixture is delivered to the engine 2. Near, at or justafter the end of the enleanment period, the engine speed is again deterrnined at 92 asnoted above.
    FIGS. 6-8 show engine speed (in rpm) versus number of engine revolutionsduring one or more engine speed tests. Fl-6 is shown by line 106, F2-80 is shown byline l08, the solenoid actuation signal is shown by line ll0, and a fiJel/air ratio(Lambda) is shown by line ll2.
    FIG. 6 shows the initial air/fuel ratio to be rich at Lambda=0.8l. The amount of enleanment in the example test was 50 degrees for 20 revolutions. This means that the solenoid Valve was actuated 50 degrees earlier in the engine stroke than it wouldhave been for norrnal engine operation (e.g. operation other than during the test). Theincreased duration of solenoid actuation leads to an enleaned fuel mixture. From thisenleanment, the average rpm difference of Fl-6 and F2-80 is 30 rpm. Because theenleanment is so large, 50 degrees, a decrease of 30 rpm is observed even though theinitial air/fuel ratio is still 6% richer than a fiael mixture ratio that would yield peakengine power.
    FIG. 7 shows the same 50 degree enleanment test for 20 revolutions but thestarting air/fuel ratio is at Lambda = 0.876 which approximately corresponds to peakengine power. The average engine speed difference between Fl-6 and F2-80 in thisexample is 148 rpm, approximately five times greater than the speed difference from astarting air/ fuel ration of Lambda=0.8 1.
    Because the process as described involves enleaning a fiael mixture, the initialor calibrated air/fuel ratio should be richer than desired. This ensures that at leastsome enleanment will lead to a desired air/fuel ratio. In at least someimplementations, the initial air/fuel ratio may be up to about 30% richer than the fiaelmixture corresponding to peak engine power. Instead of or in addition to enleaning,enriching the fiael mixture may be possible in a given carburetor construction, and inthat case the engine speed test could include an enriching step if an unduly leanair/fuel ratio where deterrnined to exist. Enriching may be done, for example, bycausing additional fiael to be supplied to the engine, or by reducing air flow. Theprocess may be simpler by starting with a richer fiJel mixture and enleaning it, asnoted herein.
    Referring again to the engine control process shown in FIG. 4, the two engine speed measurements obtained at 87 and 92 are compared at 93. To improve the accuracy of the engine control process, several engine speed tests may be performed,with a counter incremented at 97 after each engine speed test, and the countercompared to a threshold at 99 to determine if a desired number of engine speed testshave been performed. If a desired number of tests have been performed, the process84 then analyzes the data from the engine speed test(s).
    To determine whether the fiael mixture delivered to the engine before theengine speed tests were performed was within a desired range of air/fuel ratios, theengine speed differences deterrnined at 93 are compared against one or morethresholds at 95. Minimum and maximum threshold values may be used for theengine speed difference that occurs as a result of enleaning the fiael mixture providedto the engine. An engine speed difference that is below the minimum threshold(which could be a certain number of rpm's) likely indicates that the air/fuel ratiobefore that enleanment was richer than a mixture corresponding to peak enginepower. Conversely, an engine speed difference that is above the maximum threshold(which could be a certain number of rpm's) indicates that the air/ fuel ratio became toolean (indicating the fiael mixture started leaner than a peak power fiJel mixture, asnoted above). In at least some implementations, the minimum threshold is l5rpm,and the maximum threshold is 500rpm or higher. These values are intended to beillustrative and not limiting - different engines and conditions may perrnit use ofdifferent thresholds.
    In the process 84 shown in FIG. 4, the engine speed test is performed multipletimes in a single iteration of the process 84. In one iteration of the process 84, it isdeterrnined at 95 if the engine speed difference of any one or more of the enginespeed tests is within the threshold values, and if so, the process may end at l0l. That is, if a threshold number (one or more) of the deterrnined engine speed differences ll from 93 are within the thresholds, the process may end because the starting air/fuelratio (e.g. the air/fuel ratio of the mixture prior to the first engine speed test of thatprocess iteration) is at or within an acceptable range of a desired air/fuel ratio. In oneimplementation, five engine speed tests may be performed, and an engine speeddifference within the thresholds may be required from at least three of the five enginespeed tests. Of course, any number of engine speed tests may be performed(including only one) and any number of results within the thresholds may be required(including only one and up to the number of engine speed tests performed).
    If a threshold number of engine speed differences (deterrnined at 93) are notwithin the thresholds, the air/fuel ratio of the mixture may be altered at 103 to a newair/ fuel ratio and the engine speed tests repeated using the new air/ fuel ratio. At 95, ifan undesired number of engine speed differences were less than the minimumthreshold, the air/fuel ratio of the fi1el mixture may be enleaned at 103 before theengine speed tests are repeated. This is because an engine speed difference less thanthe minimum threshold indicates the fuel mixture at 87 was too rich. Hence, the newair fiael ratio from 103 is leaner than when the prior engine speed tests wereperformed. This can be repeated until a threshold number of engine speed differencesare within the thresholds, which indicates that the fuel mixture provided to the enginebefore the engine speed tests were conducted (e.g. at 87) is a desired air/fuel ratio.Likewise, at 95, if an undesired number of engine speed differences were greater thanthe maximum threshold, the air/fuel ratio of the fiJel mixture may be enriched, at 103before the engine speed tests are repeated. This is because an engine speed differencegreater than the maximum threshold indicates the fiJel mixture at 87 was too lean.Hence, the new air fiJel ratio from 103, in this instance, is richer than when the prior engine speed tests were performed. This also can be repeated until a threshold 12 number of engine speed differences are Within the thresholds, With a different startingair/ fuel ratio for each iteration of the process.
    When a desired number of satisfactory engine speed differences (i.e. betweenthe thresholds) occur at a given air/ fuel ratio, that air/ fuel ratio may be maintained forfiarther operation of the engine. That is, the solenoid valve 8 may be actuated duringnormal engine operation generally in the same manner it Was for the engine speedtests that provided the satisfactory results.
    FIG. 8 shoWs a fiael mixture adjustment test series starting from a rich air/fuelratio of about Lambda=0.7, and ending With an air/fuel ratio of about Lambda=0.855.In this series, the enleanment step Was repeated several times until a desired numberof engine speed differences Within the thresholds occurred. That resulted in a chosenair/ fuel ratio of about Lambda=0.855, and the engine may thereafter be operated Witha fiJel mixture at or nearly at that value for improved engine performance by controlof the solenoid valve 8 or other mixture control device(s).
    As noted above, instead of trying to find an engine speed difference (afterchanging the air/fuel ratio) that is as small as possible to indicate the engine peakpower fiael mixture, the process may look for a relatively large engine speeddifference, Which may be greater than a minimum threshold. This may be beneficialbecause it can sometimes be difficult to determine a small engine speed differenceduring real World engine usage, When the engine is under load and the load may varyduring the air/fuel ratio testing process. For example, the engine may be used With atool used to cut grass (e.g. Weed trimmer) or Wood (e.g. chainsaW). Of course, theengine could be used in a Wide range of applications. By using a larger speeddifference in the process, the “noise” of the real World engine load conditions have less of an impact on the results. In addition, as noted above, there can be significant 13 variances in cyclic speed during normal operation of at least some small enginesmaking deterrnination of smaller engine speed differences very difficult.
    As noted above, the engine load may change as a tool or device powered bythe engine is in use. Such engine operating changes may occur while the enginespeed test is being conducted. To facilitate deterrnining if an engine operatingcondition (e.g. load) has changed during the engine speed test, the engine speed maybe measured a third time, a sufficient period of time after the air/ fuel ratio is changedduring an engine speed test to allow the engine to recover after the air/fuel ratiochange. If the first engine speed (taken before the fiJel mixture change) and the thirdengine speed (taken after the fiael mixture change and after a recovery period) aresignif1cantly different, this may indicate a change in engine load occurred during thetest cycle. In that situation, the engine speed change may not have been solely due tothe fiael mixture change (enleanment) during the engine speed test. That test data mayeither be ignored (i.e. not used in fiarther calculation) or a correction factor may beapplied to account for the changed engine condition and ensure a more accurateair/ fuel ratio deterrnination.
    In one form, and as noted above, the mixture control device that is used tochange the air/fuel ratio as noted above includes a valve 8 that interrupts or inhibits afluid flow within the carburetor 4. In at least one implementation, the valve 8 affectsa liquid fuel flow to reduce the fuel flow rate from the carburetor 4 and thereby enleanthe fiJel and air mixture delivered from the carburetor to the engine. The valve maybe electrically controlled and actuated. An example of such a valve is a solenoidvalve. The valve 8 may be reciprocated between open and closed positions when thesolenoid is actuated. In one form, the valve prevents or at least inhibits fiael flow through a passage 120 (FIG. 1) when the valve is closed, and perrnits fiael flow 14 through the passage when the Valve is opened. As shown, the valve 8 is located tocontrol flow through a portion of the fiJel circuit that is downstream of the fiaelmetering assembly and upstream of a main fiJel jet that leads into the fiJel and airmixing passage. Of course, the valve 8 may be associated with a different portion ofthe fiael circuit, if desired. By opening or closing the valve 8, the flow rate of fiael tothe main fiael jet is altered (i.e. reduced when the valve is closed) as is the air/fuelratio of a fi1el mixture delivered from the carburetor. A rotary throttle valvecarburetor, while not required, may be easily employed because all fiael may beprovided to the fuel and air mixing passage from a single fiael circuit, although othercarburetors may be used.
    In some engine systems, an ignition circuit 38 may provide the powernecessary to actuate the solenoid valve 8. A controller 60 associated with or part ofthe ignition circuit 38 may also be used to actuate the solenoid valve 8, although aseparate controller may be used. As shown in FIG. 3, the ignition circuit 38 mayinclude a solenoid driver sub-circuit l30 communicated with pin 3 of the controller 60and with the solenoid at a node or connector 132. The controller may be aprogrammable device and may have various tables, charts or other instructionsaccessible to it (e.g. stored in memory accessible by the controller) upon whichcertain functions of the controller are based.
    The timing of the solenoid valve, when it is energized during the portion of thetime when fuel is flowing into the fuel and air mixing passage, may be controlled as acalibrated state in order to determine the normal air/ fuel ratio curve. To reduce powerconsumption by the solenoid, the fiael mixture control process may be implemented (that is, the solenoid may be actuated) during the later portion of the time when fiJel flows to the fuel and air mixing passage (and fuel generally flows to the fuel metering Chamber during the engine intake stroke). This reduces the duration that the solenoidmust be energized to achieve a desired enleanment. Within a given Window,energizing the solenoid earlier Within the fi1el floW time results in greater enleanmentand energizing the solenoid later results in less enleanment. In one example of anenleanment test, the solenoid may be energized during a brief number of revolutions,such as 30. The resultant engine speed Would be measured around the end of this 30revolution enleanment period, and thereafter compared With the engine speed beforethe enleanment period.
    With a 4-stroke engine, the solenoid actuated enleanment may occur everyother engine revolution or only during the intake stroke. This same concept ofoperating the solenoid every other revolution could Work on a Z-stroke engine Withthe main difference being the solenoid energized time Would increase slightly. AtsloWer engine speeds on a 2-stroke engine the solenoid control could then switch toevery revolution Which may improve both engine performance and system accuracy.
    It is also believed possible to utilize the system to provide a richer air/fuelmixture to support engine acceleration. This may be accomplished by altering theignition timing (e.g. advancing ignition timing) and/or by reducing the duration thatthe solenoid is energized so that less enleanment, and hence a richer fiJel mixture, isprovided. When the initial carburetor calibration is rich (e.g. approximately 20-25%rich), no solenoid actuation or less solenoid actuation Will result in a richer fi1elmixture being delivered to the engine. Further, if the amount of acceleration oracceleration rate can be sensed or deterrnined, a desired enrichment amount could bemapped or deterrnined based on the acceleration rate. Combining both the ignition timing advance and the fi1el enrichment during transient conditions, both acceleration and deceleration can be controlled for improved engine performance. Ignition timing 16 may be controlled, in at least some implementations, as disclosed in U.S. Patent No.7,000,595, the disclosure of Which is incorporated by reference herein, in its entirety.
    Idle engine speed can be controlled using ignition spark timing. While notWishing to be held to any particular theory, it is currently believed that using a similarconcept, fiael control could be used to improve the idle engine speed control andstability. This could be particularly usefial during the end of transient engineconditions such as come-down. The combination of ignition and fiael control duringidle could improve engine performance.
    Finally, When the basic carburetor calibration is rich (for example, but notlimited to, 20-25% rich), it is possible to use a combination of a therrnistor in anignition module and a run clock event, such as revolutions from start up or a straightrunning clock time, to determine a desired enrichment amount to provide to facilitateengine Warrn-up and improve the stability of engine operation during Warrn-up.
    While the forms of the invention herein disclosed constitute presentlypreferred embodiments, many others are possible. It is not intended herein to mentionall the possible equivalent forms or ramifications of the invention. It is understoodthat the terms used herein are merely descriptive, rather than limiting, and that various changes may be made Without departing from the spirit or scope of the invention. l7
    权利要求:
    Claims (20)
    [1] 1. determining a first engine speed; 2. changing the air/fuel ratio of a fuel mixture delivered to the engine (2); 3. determining a second engine speed after at least some of the air/fuel ratio changing event; determining if a change in the air/fuel ratio of the fuel mixture delivered to the engine (2) is needed based at least in part on the difference between the first engine speed and the second engine speed; and changing the air/fuel ratio of a fuel mixture delivered to the engine(2) if a change to the air/fuel ratio was indicated.
    [2] 2. The process of claim 1 wherein to be used in a determination for a change in air/fuel ratio, the difference between the first engine speed and second engine speed must be greater than a minimum threshold, the difference between the first engine speed and second engine speed must be less than a maximum threshold, or the difference between the first engine speed and second engine speed must be both greater than a minimum threshold and less than a maximum threshold.
    [3] 3. The process of claim 2 wherein the minimum threshold is 50rpm.
    [4] 4. The process of claim 2 wherein the maximum threshold is 500rpm.
    [5] 5. The process of claim 1 wherein an engine speed test is run multiple times, the difference between the first engine speed and second engine speed is determined for each engine speed test and the determination of whether a change in air/fuel ratio is needed occurs after at least two engine speed tests yield a difference between the first engine speed and second engine speed that is between minimum and maximum thresholds.
    [6] 6. The process of claim 1 which also includes providing a carburetor (4) which provides the fuel mixture to the engine (2), said carburetor (4) initially set to deliver to the engine (2) a richer fuel mixture than the engine (2) requires for normal operation, and wherein the step of changing the air/fuel ratio of the fuel mixture is accomplished by enleaning the fuel mixture delivered to the engine (2) by the carburetor (4).
    [7] 7. The process of claim 8 wherein the carburetor (4) includes a mixture control device (8) and the fuel mixture is enleaned by actuating the mixture control device (8).
    [8] 8. The process of claim 7 wherein the mixture control device (8) is actuated for a predetermined period of time to cause a predetermined change to the air/fuel ratio of the fuel mixture.
    [9] 9. The process of claim 8 wherein the predetermined period of time is between 1 and 150 engine revolutions.
    [10] 10. The process of claim 7 wherein the mixture control device (8) includes a solenoid valve that, when actuated, inhibits a fuel flow within the carburetor (4).
    [11] 11. The process of claim 8 wherein the mixture control device (8) is actuated for only a portion of each engine revolution that occurs during said predetermined period of time.
    [12] 12. The process of claim 1 wherein the difference between the first engine speed and the second engine speed is determined using at least two rolling average values.
    [13] 13. The process of claim 1 wherein the engine speed test also includes determining a third engine speed at a time different than the first engine speed and second engine speed were determined, and comparing the difference between the third engine speed and the first engine speed to a threshold.
    [14] 14. The process of claim 1 wherein the timing of an ignition event is also altered at least in part as a function of the difference between the first engine speed and the second engine speed.
    [15] 15. An engine control process, comprising: conducting an engine speed test including the steps of: 1. determining a first engine speed; 2. changing the air/fuel ratio of a fuel mixture delivered to the engine (2); 3. determining a second engine speed after at least some of the air/fuel ratio changing event; and providing to the engine (2) a fuel mixture having a desired air/fuel ratio, where the desired air/fuel ratio is determined at least in part as a function of the difference between the first engine speed and the second engine speed.
    [16] 16. The process of claim 15 wherein to be used in a determination for a change in air/fuel ratio, the difference between the first engine speed and second engine speed must be greater than a minimum threshold, the difference between the first engine speed and second engine speed must be less than a maximum threshold, or the difference between the first engine speed and second engine speed must be both greater than a minimum threshold and less than a maximum threshold.
    [17] 17. The process of claim 15 wherein an engine speed test is run multiple times, the difference between the first engine speed and second engine speed is determined for each engine speed test and the determination of whether a change in air/fuel ratio is needed occurs after at least two engine speed tests yield a difference between the first engine speed and second engine speed that is between minimum and maximum thresholds.
    [18] 18. The process of claim 15 which also includes providing a carburetor (4) which provides the fuel mixture to the engine 82), said carburetor (4) initially set to deliver to the engine (2) a richer fuel mixture than the engine requires for normal operation, and wherein the step of changing the air/fuel ratio of the fuel mixture is accomplished by enleaning the fuel mixture delivered to the engine (2) by the carburetor (4).
    [19] 19. The process of claim 18 wherein the carburetor (4) includes a mixture control device (8) and the fuel mixture is enleaned by actuating the mixture control device (8).
    [20] 20. The process of claim 19 wherein the mixture control device (8) includes a solenoid valve that, when actuated, inhibits a fuel flow within the carburetor (4). 1/7 2/7 s 16 - 714 ---1• . p;zz--=-='. •,, _ , .• 36 36 -- - - N 2232 12
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    同族专利:
    公开号 | 公开日
    CN105209735B|2018-10-30|
    CN105209735A|2015-12-30|
    DE112014001461T5|2015-12-03|
    SE540897C2|2018-12-11|
    WO2014150749A1|2014-09-25|
    US20160032855A1|2016-02-04|
    US9702312B2|2017-07-11|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US201361794389P| true| 2013-03-15|2013-03-15|
    PCT/US2014/024121|WO2014150749A1|2013-03-15|2014-03-12|Engine control strategy and feedback system|
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