Engine exhaust control

A snowmobile is powered by an internal combustion engine. The engine has an exhaust timing control valve, a control unit and a generator. The control unit determines the positioning of the control valve as a function of engine speed. Additionally, the control unit initiates a control valve cleaning cycle when the engine speed first exceeds a first predetermined speed within a predetermined range of engine speeds. The first predetermined speed is desirably an engine speed at which the generator generates sufficient power to render the control unit operable. The control unit retracts the control valve when the engine speed exceeds the upper limit of the predetermined range. Thereafter, the control unit initiates another control valve cleaning cycle when the engine speed decreases below a second predetermined engine speed.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates to an exhaust timing control system and 
control unit. More particularly, the present invention relates to an 
exhaust timing control system and control unit of a snowmobile. 
2. Description of Related Art 
Snowmobiles are powered by internal combustion engines, particularly two 
stroke engines. Additionally, small snowmobiles do not have batteries to 
power electrical accessories when the engine is not operating; such 
accessories are powered by a generator when the snowmobile engine has been 
started. Larger snowmobiles may have batteries; however, due to the 
unusually cold operating environments that these vehicles are subjected 
to, the batteries may store and retain little power. 
The conventional two stroke engines which power snowmobiles generally 
include an exhaust port provided in each cylinder wall such that spent 
gases are exhausted through the exhaust port as the piston reciprocates in 
the cylinder. Exhaust port timing has an important effect on engine 
performance. Optimum exhaust port timing is dependent, in part, upon 
engine speed. For instance, to provide an improved engine performance, the 
exhaust port timing can be advanced during high-speed engine operation 
relative to the exhaust port timing during engine idling. 
One manner of controlling the exhaust port timing is to employ exhaust 
control valves. Generally, these valves are of the sliding or rotating 
type, and do not serve to ever completely close the opening or port in 
each combustion chamber. Instead, each valve moves between a first 
position, in which the valve does not obstruct, or obstructs very little 
of, the exhaust port, and a second position, in which the valve partially 
obstructs the port. Therefore, the exhaust control valve can alter the 
effective cross-sectional area of the exhaust port by appearing to lower 
an upper surface of the exhaust port, thereby restricting the flow through 
the exhaust port. 
Because these valves have a relatively small range of movement, and are not 
continuously moved, they may seize within the guide passage in which they 
are mounted. Such seizure may result due to deposits that form on the 
valve bodies. Specifically, because these valves are normally employed in 
two cycle engines and because oil is typically mixed with the air and fuel 
charge ported into the combustion chamber, the oil can cause a further 
problem once the engine is shut off. While the engine is running, the 
engine temperature will be high enough to avoid any carbonization of the 
oil byproducts on the valves. However, as a stopped engine cools, residual 
oil may carbonize, or coke, on the control valves and form deposits which, 
along with other foreign matter, will make it difficult to operate the 
valves when the engine is later restarted. In short, these deposits will 
tend to inhibit smooth operation of the valves. Of course, the 
aforementioned temperature differences will also further aggravate this 
situation. 
In the past, it has been suggested to exercise the exhaust control valve 
through a number of cycles between an opened and a closed position to 
clean any scale, carbon deposits or other debris from the exhaust control 
valve. In vehicles having sufficient battery power, the control valves are 
cycled through a cleaning operation under power from the battery before 
the engine is started. However, in a vehicle such as a snowmobile, which 
does not have a battery, a cleaning operation may not occur prior to 
starting. 
Additionally, movement of the exhaust control valves typically alters 
engine performance characteristics such that efficiencies may be obtained 
at a lower engine speed range without significantly harming engine 
performance at a higher engine speed range. For instance, closing the 
exhaust control valves delays the timing of the exhaust cycle such that 
the compression ratio is increased. This increase enhances low speed 
engine performance. Again, due to the cold environment in which 
snowmobiles are used, the cold starting temperature of the engine 
typically causes difficulties when starting the engine. Moreover, the cold 
temperature can result in rough idling and rough engine running at low 
speed. 
SUMMARY OF THE INVENTION 
One aspect of the present invention recognizes that maintaining the exhaust 
control valve in an open position during shutdown affords some advantages 
in cold environment vehicles. For instance, opening the valves by 
retracting them offers a final cleaning operation to remove deposits that 
may later coke on the valve bodies. Accordingly, the valves a less likely 
to stick on a subsequent restart if the valves are cycled to an open 
position on shutdown in vehicles not have a battery to power the valves in 
a cleaning cycle prior to such a subsequent restart. 
Accordingly, it is desired to have a snowmobile having an exhaust control 
valve control which performs a cleaning operation upon shutdown under the 
power of an electrical generator and which returns the valves to an open 
or retracted position upon engine shutdown. Additionally, it is desired to 
have a snowmobile which employs a mapped positioning control of the 
exhaust control valves such that engine performance can be enhanced at a 
low end while substantially maintaining high end good high end 
performance. 
In accordance with the present invention, there is provided a snowmobile 
comprising an engine driving a track. The engine having a crankshaft and a 
combustion chamber. An exhaust port leading from the combustion chamber 
for routing exhaust products therefrom and an exhaust valve cooperable 
with the exhaust port. The exhaust valve being movable between a first 
position for delaying the closing of the exhaust port and a second 
position for advancing the closing of the exhaust port. The snowmobile 
further comprising an electrical power source that generates power through 
a connection to the engine crankshaft, a control unit powered by the 
electrical power source and a drive control in communication with the 
control unit. The drive control being capable of moving the exhaust valve 
at least partially between the first position and the second position. The 
control unit signaling the drive control to extend the valve from the 
first position to the second position if the engine has an engine speed 
within a predetermined range. The control unit signaling the drive control 
to retract the valve from the second position to the first position if the 
engine speed is outside of the predetermined range, wherein the 
predetermined range has a lower limit engine speed below which the 
electrical power source cannot generate sufficient energy the supply to 
power control unit. 
Another aspect of the present invention involves a snowmobile comprising an 
engine driving a track. The engine has an output shaft, a combustion 
chamber, and an exhaust port leading from the combustion chamber for 
routing exhaust products therefrom. An exhaust valve is cooperable with 
the exhaust port and is movable between a first position for delaying the 
closing of the exhaust portion and a second position for advancing the 
closing of the exhaust port. The engine further comprises an electrical 
power generator that is connected to the output shaft to generate 
electrical energy. The snowmobile also has a control unit and a drive 
control in electrical communication with the control unit. The drive 
control and the control unit receive power from the electrical power 
generator. The drive control is capable of moving the exhaust valve at 
least partially between the first position and the second position. The 
control unit activates the drive control to cycle the exhaust valve 
between the first position and the second position in a cleaning operation 
before the engine attains a first predetermined speed, wherein the first 
predetermined speed is below an idle speed. 
Yet another aspect of the present invention involves a method of conducting 
an exhaust timing control valve cleaning operation. The method comprises 
sensing an engine speed with an engine speed sensor and inputting the 
engine speed into a control unit. The engine speed is compared with a 
first predetermined engine speed. A first cleaning operation is conducted 
when the engine speed first exceeds the first predetermined engine speed 
following start-up. The engine speed is continued to be monitored and a 
second cleaning operation is conducted when the engine speed has exceeded 
a second predetermined engine speed and subsequently fallen below a third 
engine predetermined speed. 
A further aspect of the present invention involves a method of operating an 
exhaust timing control valve control. The method comprises sensing an 
engine start-up and sensing an actual engine speed. The actual engine 
speed is compared to a first predetermined engine speed at which an 
electrical power generator is operable. An exhaust valve is closed 
according to a mapped strategy when the actual engine speed exceeds the 
first predetermined speed. The actual engine speed is compared to a second 
predetermined engine speed which is approximately an idle speed and a 
first exhaust valve cleaning operation is initiated when the actual engine 
speed first exceeds the second predetermined engine speed following engine 
start-up. The actual engine speed is then compared to a third 
predetermined engine speed that is approximately a speed at which it is 
desirable to open the exhaust valve. The exhaust valve is opened according 
to a mapped strategy when the actual engine speed exceeds the third 
predetermined engine speed. The actual engine speed is compared to a 
fourth predetermined engine speed that is above the second predetermined 
engine speed and below the third predetermined engine speed. A second 
exhaust valve cleaning operation is initiated when the actual engine speed 
decreases from at least the third predetermined engine speed to below the 
fourth predetermined engine speed. The actual engine speed is compared to 
a fifth predetermined engine speed that indicates an engine shutdown is 
occurring and the exhaust valve is opened when the actual engine speed 
decreases below the fifth predetermined engine speed.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS OF THE INVENTION 
The present exhaust timing control system and control unit have particular 
utility with snowmobiles, and thus, the following describes such a system 
and unit in the context of an exemplary snowmobile. This environment of 
use, however, should be considered exemplary. The present exhaust timing 
control system and control unit can be readily adapted by those of skill 
in the art for use with other types of vehicles as well, such as tracked 
vehicles used extensively in cold temperature climates. 
With reference now to FIG. 1, an exemplary snowmobile, indicated generally 
by the reference numeral 10, will be introduced to provide an 
environmental framework within which the present invention will be 
described. The snowmobile 10 generally comprises a body 12 that is 
supported at a forward portion by a pair of skis 14 and is driven from a 
rear portion by a track 16. The body 12 may be of any known construction 
and when it is referred to herein as a "body", it is to be understood that 
this term is intended to encompass a frame, or the elements of the body 
itself, such as, for example, but without limitation, body panels. The 
body 12 generally includes a front shroud 18, a belly pan 20 and a rear 
cover 22. The front shroud 18 and the belly pan 20 may be joined about a 
bonding flange 24 as is known by those of skill in the art. 
A longitudinally extending straddle-type seat is positioned forward of the 
rear cover 22. The seat extends forward from the rear cover 22 toward a 
steering mechanism 28. The steering mechanism includes a steering stem 30, 
steering handle 32 and a throttle control 34. The steering stem 30 may be 
mechanically linked in any suitable manner to the front skis 14. 
Desirably, movement of the steering handle 32 turns a steering shaft 36. 
The movement of the steering shaft 36 results in corresponding movement of 
the front skis 14 as is known. 
An engine compartment 40 is defined within the front portion of the body 12 
and is encased by the front shroud 18 and the belly pan 20. An engine 42 
is mounted within the engine compartment in a known manner. For instance, 
a plurality of resilient engine mounts 44 may be used to connect engine 
plates to mounting bosses of a frame (not shown). The engine mounts 
desirably absorb engine vibrations such that they are reduced when 
transferred to the snowmobile 10 and jolts and shocks incurred by the 
snowmobile while riding on rough terrain such that the engine 42 and its 
components may be somewhat protection from the same. 
The engine 42 may be any of a number of configurations. For instance, the 
illustrated embodiment is a three-cylinder application; however, other 
applications may utilize as few as one cylinder or more than three 
cylinders. Additionally, the engine may operate on any known cycle, such 
as, for example, but without limitation, a two-stroke, four-stroke, or 
rotary cycle. The present invention is described in the context of a 
three-cylinder engine operating on a two-stroke crankcase compression 
principal. 
The illustrated engine 42 is generally comprised of a cylinder block 46 
having three cylinder bores 48. As will be recognized, each cylinder bore 
may have a cylinder liner (not shown). A piston (not shown) is arranged to 
reciprocate within the bore as is known. The piston is connected to a 
crankshaft (not shown) with a connecting rod (not shown). The linear 
motion of the piston is translated into rotational motion of the 
crankshaft in a known manner. The crankshaft (not shown), in turn, powers 
a drive wheel 50 through a suitable transmission. The drive wheel 50 
transfers its rotational movement to the track 16 that is tensioned by 
driven wheels 52 as is well known. 
The crankshaft (not shown) is constrained for rotational movement within a 
crankcase 54 in a known manner. The crankcase 54 is secured to a lower 
surface of the cylinder block 46 and is sealed thereto by a gasket (not 
shown). 
A cylinder head 56 is coupled to the cylinder block 46 at an upper surface 
of the cylinder block 46 and defines, in cooperation with the cylinder 
bore 48 and a top surface of the piston (not shown) a combustion chamber 
58. 
Fresh air is provided to the engine compartment 40 through at least one air 
vent 60. Desirably, at least two sets of air vents are present. The first 
set of vents are on a lower portion of the front shroud 18. The second set 
of vents are closer to a visor 62 of the snowmobile and are arranged to be 
substantially forward facing. 
The fresh air delivered to the engine compartment 40 through the vents 60 
is drawn into an air box 64 of an intake system. The air box 64 is 
arranged just forward of a front end of the seat 26 within the engine 
compartment 40. In this position, air flowing into the engine compartment 
may be slightly preheated by the engine 42 due to the engine being 
interposed between the air box 64 and at least one set of the vents 60. 
The air from the air box 64 is passed to a carburetor 66 via an intake 
passage 68. Within the carburetor 66, the air picks up a fuel charge from 
a venturi or the like. Alternatively, the engine may have direct or 
indirect fuel injection, in which case, the air will pick up a fuel charge 
from the injectors at a desired location point within the intake system. 
The air and fuel charge is delivered to cylinder bore 48 via the crankcase 
54 in the illustrated embodiment. With reference to FIG. 2, the air and 
fuel charge passes into the combustion chamber 58 through a plurality of 
scavenge passages in a known manner. 
Once in the combustion chamber 58, the air and fuel charge may be ignited 
by a suitable ignition system. In the illustrated embodiment, the ignition 
system comprises a spark element 72 which is positioned such that its 
electrode extends downward through the cylinder head 56 into the 
combustion chamber 58. The ignition system also desirably includes a 
flywheel magneto and a set of pulsar coils that may be configured in a 
known manner to control ignition timing. 
In applications utilizing a battery and a starter system, the flywheel 
magneto may also be provide with a starter ring which may engage with a 
starter motor as is known. The starter motor provides a rotation of the 
crankshaft of sufficient velocity to initiate combustion as described 
below and allow the engine to begin operation under its own power. The 
starter motor is then disengaged. 
Following combustion, the spent gases are exhausted to the atmosphere 
through a suitable exhaust system 74. The exhaust system 74 of the 
illustrated embodiment transfers the exhaust products forward and out to 
the side of the snowmobile 20; however, the exhaust products may also be 
discharged to the rear of the snowmobile as well. 
The above-described snowmobile is considered exemplary and well known to 
those of skill in the art. Accordingly, any omitted details are believed 
to be well known and within the knowledge of those having ordinary skill 
in the art. 
With reference now to FIGS. 1 and 2, the structure of an exhaust control 
system being arranged and configured in accordance with the present 
invention will be described. Generally, the exhaust control system is 
comprised of a sliding knife-type valve 80 that is connected via control 
cables 82 to a motive member 84. It is also anticipated that rotating-type 
valves may also be used. In the illustrated embodiment, the motive member 
84 is secured to a stay 86 that is itself secured to the air box 64 with a 
plurality of threaded fasteners 87. 
The valve 80 controls the timing of the flow of exhaust gases through an 
exhaust discharge port 88 leading from the cylinder bore 48. As will be 
recognized, in applications having more than one cylinder, a valve may 
correspond to each discharge port such that the timing of the flow of 
exhaust gases through each exhaust passage may be controlled either 
separately or together. 
As illustrated in FIG. 2, the valve 80 has a generally flat or plate-like 
body 90 having a first end positioned in a passage 92 proximate the 
exhaust port 88. The valve 80 is arranged to move between a retracted 
position in which the valve 80 does not generally obscure the port 88, and 
an extended position in which the valve 80 obscures a portion of the port 
88. When in its retracted position, the valve 80 may be said to be in an 
"advancing" position since the timing of the flow of exhaust from the 
cylinder occurs soon as the piston moves downwardly in the cylinder. On 
the other hand, when in the extended position, the valve 80 may be said to 
be in a "retarding" position, since the flow of exhaust from the cylinder 
is delayed since the piston must move farther down the cylinder before the 
port 88 to the passage 92 is opened. 
While a variety of control strategies may be employed, the exhaust valve 80 
may be positioned in its extended position when the engine speed is low, 
in the retracted position when the engine speed is high, and in some 
position between the retracted and extended positions at engine speeds 
between the low and high speeds. 
The valve 80 is moved by the motive member 84. In the illustrated 
embodiment, the motive member 84 is an electrically powered stepper-type 
motor. As will be recognized by those of skill in the art, other types of 
motors may also be used. The motor 84 has a drive spool 94 that is adapted 
to be driven in a counterclockwise direction and braking elements which 
stop the rotation of the drive spool to reduce or eliminate coasting 
between movements. As will be recognized by those of skill in the art, the 
drive spool 94 may also be driven in a clockwise direction. 
In the illustrated embodiment, the valve 80 is provided with a biasing 
mechanism 96. Accordingly, the motor 84 is arranged to counteract the 
biasing mechanism 96 and move the valve 80 into a variety of positions 
between its fully retracted and fully extended positions. The biasing 
member can either remove slack created when the motor is reversed or can 
move the spring when the motor and braking elements are relaxed. Thus, the 
motor may allow movement when the electrical energy source is removed or 
may maintain its position unless a braking element is disengaged. 
With continued reference to FIG. 2, the biasing mechanism will be described 
in detail. The illustrated biasing mechanism 96 is arranged within a valve 
housing 98. The housing desirably extends outward from a thick sidewall 
100 of the cylinder block 46, through which wall 100 the valve 80 is 
arranged to translate. The housing 98 is secured to the cylinder block in 
a known manner with a gasket 102 sealing the connection location. In the 
illustrated embodiment, a collar 104 is removably received by a receptacle 
formed in the thick sidewall 100 such that the collar 104 holds the valve 
80 and the housing 98 in position. For instance, the collar may have 
external threads that mate with internal threads within the receptacle. 
A shaft portion 106 of the exhaust timing control valve 80, which portion 
is at the proximal end of the valve body 90, extends into a chamber formed 
within the housing 98. The shaft portion 106 and the chamber within the 
housing 98 are desirably configured to allow relatively free movement of 
the shaft portion 106 within the housing 98. The chamber is sealed from 
foreign particles and debris with an oil seal 108. Thus, the influx of 
foreign particles and debris is reduced and the integrity of the chamber 
is somewhat protected from such elements. 
The proximal end of the shaft portion 106 is adapted to receive a distal 
end of one of the three operation cables 82. In the illustrated 
embodiment, the cables 82 are of the Bowden-wire type, which have a thin 
wire 110 extending through a cable sleeve 112. The wire 110 is capable of 
easy movement within the sleeve and the sleeve helps reduce the likelihood 
of the wire freezing in a single position. The wire portion 110 of the 
cables 82 may be connected to the proximal end of the shaft portion 106 of 
the exhaust control valve 80 in any suitable manner. 
The proximal end of the shaft portion 106 also has a biasing member support 
bracket 114. The illustrated support bracket 114 has an outward extending 
ring flange adapted to support or hold a biasing member such as a 
compression spring 116. The compression spring 116 is positioned within a 
proximal end of the chamber between the proximal end wall of the chamber 
(through which the wire 110 extends) and the support bracket 114. Thus, as 
the wire 110 pulls on the proximal end of the shaft portion 106 of the 
valve 80, the spring will be compressed. Accordingly, retracting the 
exhaust timing control valve compresses the spring. 
As introduced above, the wire of the cable 82 has a distal end that is 
connected to the exhaust timing control valve 80. The proximal end of the 
wire of the cable 82 is wrapped about the spool 94 of the motor 84. Thus, 
the rotation of the spool 94 in a counterclockwise direction pulls the 
wire 110 through the sleeve 112 of the cable 82. Pulling the wire 110 
retracts the valve 80 and compresses the spring 116. When the motive force 
of the motor 84 is removed and the brakes on the motor are released, the 
spring 116 urges the valve 80 back into its extended position. 
While the above-described embodiment utilizes a stepper motor 84, it is 
also contemplated that other arrangements may be used which allow the 
motive member 84 to power the valve between one or both positions. For 
instance, a pin and yoke configuration may allow the clockwise rotation of 
a drive element to extend the valve while a counterclockwise rotation of a 
drive element may retract the valve. Other configurations will also be 
readily apparent to those of skill in the art. 
In accordance with the present invention, an exhaust timing valve control 
unit 114 is provided for controlling the movement of the valve 80 via the 
motor 84 or other valve-driving mechanism. Preferably, this control unit 
114 is arranged to control the movement of the valve 80 based, in part, on 
the speed of the engine 42 as detected from either a known pulsar coil 
arrangement or a generator 116 associated with the engine 42, as described 
in more detail below. The control unit may cycle the valves through a 
cleaning operation in which the valve is moved between an open or 
retracted position and a closed or extended position. The valve may be 
moved in a back and forth manner for several movements or may be cycled 
only once; however, the cycling allows deposits to be removed by a 
scraping edge of the passage in which the valve reciprocates, for 
instance. 
With reference to FIG. 5A, once the engine 42 has been started, the engine 
42 powers the generator 116. As is known, the generator creates sufficient 
power to supply to various electrical components only when the engine 
achieves a predetermined engine speed. For instance, in the illustrated 
embodiment, the engine must be turning an output shaft at about 700 RPM 
for the generator to produce adequate electricity for the electrical 
system of the snowmobile. The power from the generator 116 is rectified 
into a DC current by a rectifier. The power from the generator as 
rectified is used to power the various electrically operated engine 
features, including the exhaust timing valve control unit 114 and the 
drive motor 84. As will be recognized, in applications employing a battery 
and a starter motor, the generator may also charge the battery. 
In the illustrated embodiment, because no battery is utilized, a portion of 
the power from the generator 116 is stored in a condenser 118 such that, 
upon engine shutdown, enough electrical power remains to finish an exhaust 
timing control valve control cycle. As will also be appreciated, power may 
be drawn from the battery to accomplish the same result. 
The power from the generator is used, in part to operate the control unit 
114. The control unit 114, as will be described in detail below, 
coordinates the movement of the exhaust timing control valves 80 by 
assimilating data indicative of the operating condition of the engine 42. 
In the illustrated embodiment, the data assimilated the engine speed and 
valve positioning. The control unit 114 may signal the drive motor 84 to 
positively move the valves 80 in a manner described above or to allow the 
biasing force of the spring to take over as desired. The control signals 
may require partial movement or may require a complete cycling of the 
exhaust timing control valve from an extended position to a retracted 
position or vice versa. 
In the illustrated embodiment, the control unit 114 samples data provided 
by an engine speed sensor 120 and a potentiometer to determine the desired 
and actual positioning of the exhaust timing control valve 114. The engine 
speed sensor 120 presents information related to the engine speed in a 
known manner. The engine speed sensor may obtain its data from generator 
output or actual engine speed. This speed data is used to determine when 
to move the valves 80, how much to move them and in which direction. The 
potentiometer 122 provides data related to the current position of the 
valve 80 in a known manner. Thus, by comparing the engine speed output 
from the sensor 120 to a map of speed and position arrays, a desired 
positioning for the instant speed reading can be determined. By sampling 
the data from the potentiometer, the actual positioning of the valves 80 
can be deduced. The necessary movement can then be determined and 
initiated by the control unit 114. 
With reference now to FIGS. 4-5B, a control sequence will be introduced. 
The control sequence may be stored as a program within a memory portion of 
the control unit 114 or another CPU that interacts with the control unit 
114. The control unit 114 may be arranged so that after the start switch 
118 or other on/off switch is operated, or the generator begins producing 
power, and power is provided (as described in more detail below) to the 
control unit 114 (step S1), the control unit 114 checks the engine speed. 
Prior to control by the control unit 114, the control valve 80 is desirably 
maintained in a retracted or substantially retracted position. Once the 
engine speed exceeds a predetermined speed X, the control unit receives 
adequate power from the generator to render the control unit operable. 
This predetermined speed is approximately 700 rpm in the illustrated 
embodiment; however, the speed is dependent upon the application. 
Once the first predetermined speed X is exceeded and the control unit is 
powered up, the control unit 114 may move the valve 80 to its fully 
extended position (S-3). The closing of the control valves 80 is desirably 
accomplished with reference to a map of desired positions (S-4). The 
mapped strategy reflects desired valve positions as a function of engine 
speed. With reference to FIG. 4, the closing of the control valves 80 
occurs over a range of engine speed R1 such that the valve positioning 
complements the desired performance characteristics of the engine 42. The 
range in the illustrated embodiment comprises about 1,000 RPM to about 
1,100 RPM. The extending of the valve may be considered a cleaning 
operation. Idle speed for the illustrated embodiment may be between 1,600 
and 1,950 RPM. 
The control unit 114 continues to sample the engine speed after an idle 
speed is obtained such that when the engine speed exceeds a first 
predetermined engine speed P1 for a first time, the exhaust control valve 
80 may be cleaned. As is known, scale may build-up on the control valve 80 
over time. By rapidly cycling the exhaust timing control valve between an 
extended position and a retracted position, the exhaust timing control 
valve surfaces may be cleared of a substantial portion of such build-up. 
However, such cycling alters the compression ratio and, thus, may 
ultimately affect engine performance. Thus, in the illustrated embodiment, 
the control unit 114 waits until the engine speed exceeds about 2,500 RPM 
for the first time (S-5, S-6) and then performs a cleaning function (S-7). 
By only cleaning the valves at this speed threshold during initial 
acceleration, any adverse effects on engine performance that may result 
from the varied compression ratio may be limited to start-up 
accelerations. 
With reference now to FIG. 5B, the control unit 114 continues to sample the 
engine speed through the engine speed sensor 120 following the cleaning 
cycle. When the engine speed exceeds a second predetermined engine speed 
P2, which is about 6,000 RPM in the illustrated embodiment, the control 
unit 114 initiates a high-speed conversion. The high-speed conversion 
retracts the control valve 80 to allow better performance at a top end of 
the engine speed profile. Thus, upon detecting a high speed indicating 
engine speed (S-8), the fully extended exhaust timing control valve is 
retracted according to a mapped strategy in which valve position is a 
function of engine speed (S-9, S-10). This retracting of the valve 
desirably occurs within a second range R2 of engine speeds defined by the 
second predetermined engine speed P2 and the third predetermined engine 
speed P3. In the illustrated embodiment, the third predetermined engine 
speed is about 7,250 RPM. 
The exhaust timing control valve is maintained in this retracted position 
until the engine speed is decreased to a fourth predetermined engine speed 
P4, in the illustrated embodiment this speed is about 3,500 RPM. At this 
engine speed, an exhaust timing control valve cleaning cycle may occur 
without seriously impairing engine performance. Accordingly, once the 
engine speed has dropped below this fourth predetermined speed, the 
control unit 114 initiates a cleaning cycle (S-11, S-12). This second 
cleaning cycle may be repeated upon every instance where the valve is in a 
retracted high-speed position and the speed subsequently drops below the 
fourth predetermined speed. 
The exhaust timing control valve is then returned to a retracted position 
in which position the valve is maintained until the engine speed decreases 
below the start-up/shut down engine speed X. The low speed of the 
start-up/shut down speed X is preferably chosen such that it is only 
encountered during start-up and shutdown of the engine. Accordingly, once 
the engine speed is detected at this low speed, the control unit 114 
ensures that the valves 80 are fully retracted and prepared for shutdown 
(S-14, S-15). The engine then stops (S-15), the control cycle terminates 
and the control unit 114 is deactivated. It should be noted that the 
control valve 80 may be opened following shutdown by allowing the 
condenser or a battery to power the drive motor, and possibly the control 
unit 114, even after the engine stops generating power. 
In case of a subsequent acceleration following the deceleration below the 
fourth predetermined speed P4, the control map again controls an extending 
and retracting of the valve. For instance, the map controls the extending 
of the valve. Once the valve is extended and the engine speed exceeds the 
third predetermined engine speed, the valve is retracted in accordance 
with another mapped strategy. 
Thus, in the illustrated embodiment, the following strategy is employed. 
The exhaust valve is initially in a retracted position. Once the engine 
speed exceeds a speed required to allow the generator to power the drive 
motor, the control unit, or both, the exhaust valve is moved to an 
extended position in accordance with a mapped control strategy. The 
exhaust valve is maintained in the extended position while the engine 
speed is within a low speed range. The minimum of the low speed range is 
defined as the speed at which the generator can power the drive motor, the 
control unit, or both. Once the engine speed exceeds the maximum of the 
low speed range, the control unit initiates the retraction of the exhaust 
valve according to a second mapped strategy. Once retracted, the exhaust 
valve is maintained in the retracted position until the engine speed drops 
into the low speed range again. If the engine speed drops so low that the 
engine speed indicates a shutdown of the engine is inevitable, the exhaust 
valve is maintained in the retracted position. 
The exhaust valve is cleaned under two scenarios in the illustrated 
invention. First, on start-up, the first time the engine speed exceeds a 
predetermined speed, which may be less than idle, the exhaust valve is 
cycled through a cleaning cycle. Second, when the engine speed decreases 
from a high-speed range to a low speed range, the exhaust valve is cycled 
through a cleaning cycle if the speed falls below a second predetermined 
speed. The second predetermined speed may be greater than the first 
predetermined speed. 
Although the present invention has been described in the context of an 
exemplary environment of a snowmobile, it is to be understood that the 
spirit of the invention is only to be interpreted in light of, and not to 
be limited by, the above-described embodiment. Accordingly, the scope of 
the present invention is intended to be limited only to the reasonable 
scope of the following claims and their equivalents: