Emission control system for a crankcase-scavenged two-stroke engine operating near idle

Abstract: An engine control system is disclosed for reducing the hydrocarbon content in exhaust gas from a crankcase-scavenged, two-stroke engine (10) in the operating range near idle, with light operator-­ induced engine loading. As operator demand for engine output power is increased, the control system increases the fuel per cylinder delivered to the engine (10), whilst restricting the supplied mass of air per cylinder to a value less than or equal to that flowing at unloaded engine idle, in said operating range. This is done by coupling a throttle pedal (56) to a throttle valve (52) in an air intake manifold (20) through a pivoted linkage system (60,62,64,66,68,70,72,74) which includes a lost-motion connection (72,74), which prevents movement of the throttle valve (52) until a predetermined displacement of the throttle pedal (56) has occurred. A computer (48) of the control system controls the fuel supply per cylinder in response to signals (PED) received from a potentiometer (84) monitoring all mobement of the throttle pedal (56). The control system also may include an air bypass passage (76) and a computer-controlled, solenoid-actuated valve (78) to further control the supplied mass of air in said operating range.

Description: Background of the Invention This invention relates to engine control for a crankcase-scavenged, two-stroke engine, and more particularly to a control system for reducing the exhaust gas hydrocarbons emitted from such an engine at, and slightly above, idle speed and low power requirements, by controlling the quantity of intake air and fuel delivered to the engine. In conventional four-stroke engines, as operator demand for engine power is increased from idle, the standard practice is to increase the amount of air per cylinder supplied to the engine. This produces an increase in the delivered fuel per cylinder, maintaining the appropriate air-fuel ratio to achieve the desired engine performance and emission objectives. Various control systems have been devised for the control of the quantity of intake air and fuel delivered to such engines. Thus EP-A-0 142 818 discloses a method for the operation of an internal combustion engine of a motor vehicle in a full load range, in which the engine throttle is operated by an accelerator lever to control the air intake rate and the amount of fuel is increased when this lever reaches a pre-determined position. Further control elements are provided, which move the throttle towards the closed position by a preset amount during transition from partial to full load, and then return it to its fully open position. The same sequence takes place in reverse during transition from full to partial load. US-A-4,616 621 discloses a method of air-fuel ratio control for an automotive internal combustion engine in which the amount of fuel to be supplied to the internal combustion engine is determined in accordance with the amount of air passing through a main air intake path, and the amount of air in a bypass is controlled in a manner to attain a predetermined air-fuel ratio for a lean mixture gas as determined by a predetermined operating mode of the automobile. The structure and operation of crankcase-scavenged, two-stroke engines differ in many respects from that of conventional four-stroke engines. One of the major differences concerns the manner in which fresh air is inducted, and burned fuel is exhausted by the engines. Conventional four-stroke engines have intake and exhaust valves within the cylinders to accomplish these tasks. Crankcase-scavenged, two-stroke engines, on the other hand, do not employ intake and exhaust valves. Instead, inlet and exhaust ports open directly into the walls of the engine cylinders. The inlet and exhaust ports are covered and uncovered by movement of a piston within the cylinder. As combustion is initiated, the piston moves in its downstroke within the cylinder, uncovering the exhaust port to release burned fuel, and then uncovering the inlet port to enable the entry of a fresh charge of air, which assists in driving out the burned fuel. One of the major problems associated with crankcase-scavenged, two-stroke engines has been the high level of hydrocarbons present in the engine exhaust gas. At speeds near engine idle, with light operator-induced loading, the level of exhaust gas hydrocarbons is highly dependent upon the amount of air per cylinder delivered to the engine. This relationship is thought to result from the absence of valves in the two-stroke engine, and the near simultaneous opening of both inlet and exhaust ports in a cylinder wall for brief periods during the engine operating cycle. Presumably, an excessive amount of air flowing through the inlet port drives fuel, which is not fully combusted, out of the open exhaust port, thereby increasing the hydrocarbon content in the exhaust gas. If the conventional practice is followed in controlling the near-idle operation of a crankcase-scavenged, two-stroke engine, by increasing the mass air per cylinder flowing to the engine, upon operator demand for output power, the level of hydrocarbons in the engine exhaust will be unreasonably high. Consequently, a need exists for an alternative engine control scheme for crankcase-scavenged, two-stroke engines operating at speeds near idle, with light operator-induced loading. Summary of the Invention A control system of a crankcase-scavenged two-stroke engine according to the present invention is characterised by the features specified in the characterising portion of claim 1. According to one aspect of the invention, as operator demand for engine output power increases, over a defined range of engine operation near idle, the fuel per cylinder delivered to the engine is increased; however, the air per cylinder delivered to the engine is restricted, to be less than that delivered at unloaded engine idle. This results in a reduced level of hydrocarbons in the exhaust gas for the crankcase-scavenged two-stroke engine, even though this practice is contrary to that used with conventional four-stroke engines. In another aspect of the invention, at a given engine speed, the fuel per cylinder delivered to the engine depends upon both operator demand for engine output power and the mass of air per cylinder delivered to the engine. Within the defined range of engine operation near idle speed, where air flow is restricted, the fuel rate is primarily determined by operator demand for engine output. As the demand for output power increases from unloaded idle, a transition point is reached where the influence of operator demand in determining the fuel rate is diminished, whilst the influence of the delivered mass of air per cylinder is enhanced. Consequently, this blending procedure assures continuity in fuel delivery and smooth engine performance, as increased loading moves engine operation into a region where the supplied fuel per cylinder depends primarily upon the delivered mass air per cylinder. According to one embodiment of the invention, exhaust gas hydrocarbons are further reduced, by decreasing the mass of air per cylinder delivered to the engine, from that delivered at unloaded engine idle, according to a predetermined schedule, as the demand for engine output is increased. Preferably, this is accomplished by utilizing the lost motion throttle linkage, and in addition, connecting a bypass line to the intake manifold, on opposite sides of the throttle valve. A solenoid-controlled bypass valve is placed within the bypass passage for controlling the flow of air around the throttle valve. By closing the bypass valve, which is partially open at unloaded engine idle, the delivered mass of air per cylinder can be decreased according to a predetermined schedule, over the wasted motion interval associated with the throttle linkage. This decrease in the delivered mass of air per cylinder results in a further reduction in exhaust gas hydrocarbons, when compared to maintaining mass air per cylinder constant using the lost motion throttle linkage alone. Further, the extra degree of control over airflow, provided by the air bypass valve, has the additional advantage that a tightly-sealed throttle valve is not required for the intake manifold. As a result, the throttle body and plate forming the valve within the intake manifold can have larger tolerances, making the assemblage less expensive to manufacture. These and other aspects and advantages of the invention may be best understood by reference to the following detailed description of a preferred embodiment when considered in conjunction with the accompanying drawing. Description of the Drawing Figure 1 is a schematic diagram of a crankcase-scavenged two-stroke engine and a control system, which includes a system for reducing hydrocarbon exhaust gas emissions according to the principles of this invention; Figure 2 is a graphical representation of a partial speed-load map for a crankcase-scavenged two-stroke engine, illustrating a required engine air flow for minimum hydrocarbon emissions; Figure 3 is a graphical representation of throttle valve opening as a function of accelerator pedal position, illustrating an interval of lost motion associated with the throttle linkage; Figure 4 is a graphical representation showing the behaviour of a blending variable K, used for determining the fuel per cylinder delivered to the engine, as a function of accelerator pedal position; and Figure 5 is a flow diagram illustrating the operation of a computer shown in Figure 1 in controlling an engine in accordance with the principles of this invention. Description of the Preferred Embodiment Referring to Figure 1, there is shown schematically a crankcase-scavenged two-stroke engine, generally designated as 10, with a portion of the engine exterior cut away, exposing cylinder 14. Piston 12 resides within the wall of cylinder 14, with rod 16 connecting piston 12 to a rotatable crankshaft, not shown, but disposed within crankcase chamber 18. Connected to engine 10 is an air intake manifold 20 and an exhaust manifold 22. Cylinder 14 communicates with exhaust manifold 22 through exhaust port 24 in the wall of cylinder 14. Intake manifold 20 communicates with cylinder 14 and crankcase chamber 18 through a reed valve checking mechanism 26, which opens into a common air transfer passage 28 linking crankcase port 30 with inlet port 32 in the wall of cylinder 14. Cylinder 14 is provided with a spark plug 34 and an electric solenoid-driven fuel injector 36 projecting into combustion chamber 38. Standard electromagnetic sensors 40 and 42 provide pulsed signals indicative of engine rotational angle (ANGLE) and the top dead centre (TDC) position for cylinder 14, by respectively sensing the movement of teeth on ring gear 44 and disk 46, which are both attached to the end of the engine crankshaft. Computer 48 is a conventional digital computer used by those skilled in the art of engine control, and includes the standard elements of a central processing unit random access memory, read only memory, analog-to-digital converter, input/output circuitry, and clock circuitry. Using pulsed input signals ANGLE and TDC from electromagnetic sensors 40 and 42, computer 48 determines the angular position of the engine crankshaft for fuel and spark timing. The crank-shaft rotation from top dead centre in cylinder 14 may be obtained by counting the number of pulses occurring in ANGLE, after the TDC pulse, then multiplying the number of counted pulses by the angular spacing of the teeth on ring gear 44. Also, the engine speed in revolutions per minute (RPM) may be obtained by counting the number of TDC pulses which occur in a specified period of time, and then multiplying by the appropriate conversion constant. The mass airflow (MAF) input signal to computer 48 is indicative of the mass of air flowing into engine 10. From the MAF input, computer 44 determines the mass of air per cylinder delivered to engine 10, and computes the proper amount of fuel to be injected to maintain a pre-defined air-fuel ratio. The MAF signal can be derived from a conventional mass air-flow sensor mounted within intake manifold 20, or alternatively, by computer processing of a pressure signal produced by a pressure sensor placed within crankcase chamber 18. This later technique involves integration of the crankcase pressure over an interval of changing crankcase volume as disclosed in our copending European Application No.90305476.5. Using the above inputs, and signals from other conventional sensors which have not been shown in Figure 1, computer 48 performs the required computations, and provides output signals FUEL SIGNAL and SPARK ADVANCE. The FUEL SIGNAL consists of an output pulse having a width that determines the time during which fuel injector 36 is operative to inject fuel into cylinder 14. The SPARK ADVANCE output signal is related to spark timing and is an input for ignition system 50. Ignition system 50 generates a high-voltage SPARK signal, which is applied to spark plug 34 at the appropriate time, as determined by the SPARK ADVANCE signal supplied by computer 48 and the position of the engine crankshaft which can be derived from the TDC and ANGLE signals. Ignition system 50 may include a standard distributor or take any other appropriate form as shown in the prior art. The operation of engine 10 will now be briefly described based upon the cycle occurring in cylinder 14. During the upstroke, piston 12 moves from its lowest position in cylinder 14 towards top dead centre. During the upward movement of piston 12, air inlet port 32 and exhaust port 24 are closed off from the combustion chamber 38, and thereafter, air is inducted into crankcase chamber 18 through reed valve 26. Air in combustion chamber 38, above piston 12, is mixed with fuel from injector 36 and compressed until spark plug 34 ignites the mixture near the top of the stroke. As combustion is initiated, piston 12 begins the down-stroke, decreasing the volume of crankcase chamber 18 and the inducted air within it, due to closure of valve reed valve 26. Towards the end of the down stroke, piston 12 uncovers exhaust port 24 to release the combusted fuel, followed by uncovering of the inlet port 32, enabling compressed air within the crankcase chamber 18 to flow through the air transfer passage 28 into cylinder 14. The cycle begins anew when piston 12 reaches the lowest point in cylinder 14. Conventionally, in a four-stroke engine, as operator demand for engine power is increased, the standard practice is to increase the amount of air per cylinder delivered to an engine. This in turn increases the fuel per cylinder delivered to the engine, to maintain the proper air-fuel ratio, and consequently increases engine output power. However, in the crankcase-scavenged, two-stroke engine 10, at engine speeds near idle, the level of exhaust gas hydrocarbons is highly dependent upon the amount of air per cylinder delivered to the engine. This relationship is thought to result from the absence of valves in engine 10, and the near simultaneous opening of inlet port 32 and exhaust port 24 for brief periods during the engine operating cycle. Presumably, excessive airflowing through inlet port 32 drives fuel products, which are not fully combusted, out of the open exhaust port 24, thereby increasing hydrocarbon emissions from engine 10. Referring now to Figure 2, there is shown a graph of typical speed-load data for a crankcase-scavenged, two-stroke engine. This data was obtained by standard engine dynamometer measurements know to those skilled in the art of engine control. The desired engine air flow, to produce minimum exhaust gas hydrocarbons, is given as a function of the percentage of maximum engine loading, for engine speeds of 800 and 1200 RPM. The axis representing percentage of maximum engine loading is also equivalent to the percentage of maximum engine output power demanded by the operator. For an engine operating at 1200 RPM, the desired engine air flow monotonically increases as engine loading (or operator demand for engine output power) increases. In contrast, for an engine operating at the idle speed of 800 RPM, the engine air flow for minimum hydrocarbon emissions must be decreased from that flowing at unloaded idle, as operator demand for output power increases up to approximately 35 percent of the maximum loading. This same type of behaviour occurs for engine speeds up to approximately 1000 RPM, as is evident by interpolating between the curves for 800 and 1200 RPM. Thus, if the standard practice is followed in controlling engine 10, at speeds near idle (800-1000 RPM), increasing air flow to engine 10, upon operator demand for output power will result in an unnecessarily high level of hydrocarbons in the exhaust gas. For this reason, alternative engine control is needed for a crankcase-scavenged, two-stroke engine. The present invention is directed toward controlling the amounts of fuel and air delivered to a crankcase-scavenged, two-cycle engine to reduce hydrocarbon emissions, when the engine operation is near idle (800-1000 RPM), with light operator-induced loading (up to approximately 35 percent of maximum load). This is accomplished by restricting the mass of air per cylinder delivered to the engine to less than that delivered at unloaded engine idle, over the defined range of engine operation. Referring again to Figure 1, the preferred embodiment of the present invention will now be described. Throttle plate 52 rotates about a throttle shaft 54, within intake manifold 20, to form a throttle valve for controlling the amount of air per cylinder delivered to engine 10. Accelerator pedal 56 functions as an operator-actuated control element, indicating the amount of engine output power demanded by the operator. Not shown is a spring or other resilient means associated with accelerator pedal 56 for returning it to an initial position, once operator actuation ceases. Increased counterclockwise movement of accelerator pedal 56 about pivot pin 58 indicates an increased demand for engine output power. Connecting accelerator pedal 56 to throttle plate 52 is a linkage assembly consisting of levers 60 and 62, along with links 64, 66, and 68. Link 68, being rigidly attached to throttle shaft 54, provides a means for rotating throttle plate 52 within intake manifold 20. Links 64 and 66 have a common pivot pin 70, with tang 72 projecting from link 64 into a slot 74 formed in link 66. Lever 60 connects accelerator pedal 56 with link 64, whilst lever 62 connects link 66 with link 68, each lever end forming a pivotal connection with the element connected. In operation, the throttle linkage assembly provides a means for operator control of the throttle valve formed by the throttle plate 52 in intake manifold 20. The initial position of accelerator pedal 56 corresponds to steady state condition of unloaded engine idle, with throttle plate 52 at its minimum idle setting for air flow through the throttle valve. As accelerator pedal 56 is moved from its initial position with increased operator demand for engine output, it rotates counterclockwise about pivot pin 58. This in turn pulls lever 60, causing link 64 to rotate clockwise about pivot pin 70. Link 64 rotates freely without affecting the movement of link 66, until tang 72 reaches the end of slot 74. Then tang 72 engages link 66, causing it to rotate in a clockwise direction about pivot pin 70, with any additional movement of the accelerator pedal 56. As link 66 rotates in a clockwise dire-ton, lever 62 is pulled to rotate link 68 in a direction counterclockwise about the axis of throttle shaft 54. Since link 68 and throttle plate 52 are rigidly attached to shaft 54, counterclockwise movement of link 68 effects opening movement of throttle plate 52, producing increased air flow to the engine 10. The relationship between the position of accelerator pedal 56 and throttle valve opening is shown in Figure 3. The linkage assembly proves for an interval of lost motion with respect to initial movement of the accelerator pedal 56. Over this interval of lost motion, movement of the accelerator pedal 56 does not affect the opening of the throttle plate 52 and the air flow to the engine remains constant. As movement of the accelerator pedal 56 continues, the point is reached where tang 72 engages link 66, and throttle plate 52 is then opened. Slot 74 is preferably formed so that the accelerator pedal 56 can move approximately 30 percent of its full movement before tang 72 engages link 66, thereby effecting opening of throttle valve. In addition to the throttle linkage assembly, the preferred embodiment of the present invention requires a mechanism for further reducing air flow through intake manifold 20, during the linkage lost-motion interval. Referring again to Figure 1, intake manifold 20 is provided with a passage 76, which bypasses the throttle valve formed by throttle plate 52 in manifold 20. Within passage 76 is a bypass valve 78 for restricting airflow. The position of bypass valve 78 with respect to passage port 80 in the intake manifold 20, determines the amount of air bypassing the throttle valve. Computer 48 remotely controls the position of bypass valve 78 by sending an appropriate VALVE SIGNAL to an electric solenoid 82, which actuates the bypass valve 78 and is mounted on intake manifold 20. At unloaded engine idle, bypass valve 78 is positioned to be one-half open, with the idle setting of throttle plate 52 adjusted so that the total mass air flow through intake manifold 20 corresponds to that value which produces minimum hydrocarbon emissions (see Figure 2). The combination of the bypass valve 78 and the wasted-motion throttle linkage provides the means for reducing the delivered mass air per cylinder to conform to the pre-defined schedule for minimum hydrocarbon emissions at engine speeds near idle (800-1000 RPM), with light operator loading (up to approximately 35 percent of maximum load). An additional computer input is provided by a potentiometer 84, which senses the position of the accelerator pedal 56 and supplies a representative signal PED to computer 48. This PED signal indicates the percentage of engine output power demanded by the operator, or equivalently, the percentage of operator-induced engine loading. Based on the position of the accelerator pedal, as indicated by the PED signal, computer 48 adjusts the position of bypass valve 78 to reduce the mass of air per cylinder flowing to engine 10 in accordance with the schedule for minimum exhaust gas hydrocarbons as defined by data presented in Figure 2. Computer 48 is informed that the end of the lost-motion interval of the throttle linkage has been reached when the PED signal indicates that the accelerator pedal has moved 30 percent of its full range of movement. Further movement of the accelerator pedal in the direction of increased engine loading, results in opening of throttle plate 46 to increase the mass air flow to engine 10. The PED signal is also used by computer 48 in computing the amount of fuel per cylinder to supply to engine 10. At a given engine speed, the total fuel per cylinder delivered to the engine is based upon both the an indication of the mass air per cylinder actually delivered to engine 10 and the indicated engine out-put power demanded by the operator. The fuel per cylinder is computed according to the relationship FUEL/CYLINDER = K * FCOD + (1 - K) * FCMA, (1) where, FCOD is the fuel per cylinder based upon operator demand for output power, as indicated by PED; FCMA is the fuel per cylinder based upon the actual air mass per cylinder delivered to the engine, as derived from MAF; and K is a blending variable which is a function of engine speed and the accelerator pedal position as indicated by PED. For engine speeds near idle (800-1000 RPM), Figure 4 illustrates a graph of the variable K as a function of the percentage of maximum accelerator pedal position. For operator demand up to 20 percent of full engine output power (or 20 percent movement of the accelerator pedal), the variable K equals one, and the delivered FUEL/CYLINDER = FCOD, according to equation (1). For operator demand above 60 percent of full engine output power, K equals zero and the delivered FUEL/CYLINDER = FCMA. In the blending range from 20 to 40 percent of full accelerator pedal movement, K decreases linearly from a value of one to zero, with the FUEL/CYLINDER varying according to equation (1). Thus, K acts as a blending variable to assure a continuous delivery of fuel and smooth engine operation, as engine operation moves to the region where the delivered mass air per cylinder increases rather than decreases with increasing operator demand for output power. Referring now to Figure 5, there is shown a flow diagram illustrating the operation of computer 48 in controlling engine 10 according to the principles of the present invention. The programming of computer 48 to implement the illustrated steps should be dear to any programmer skilled in the art of engine control. After engine start up, the routine begins at step 86 and is executed by computer 48 at regular intervals of approximately 6 milliseconds. At step 88 the computer 48 determines and stores values of the current engine operating speed in RPM and the accelerator pedal position PED. At step 90, the program looks up the desired mass air flow DMAF for minimum hydrocarbons from a table stored in memory using values for engine speed and PED stored in the previous step. The values for desired mass air flow are obtained from measured engine speed-load curves such as presented in Figure 2. For speeds near engine idle and light operator-induced loading, the desired airflow will be less than that flowing at unloaded engine idle for minimum hydrocarbons as described previously. Next at step 92, the position for bypass valve 78 is looked up in a table stored in memory as a function of the desired air flow found in the previous step 90. At step 94, the program outputs a value of VALVE SIGNAL, which corresponds to the by pass valve position determined at step 92. Thus, the air flow to the engine is adjusted to the value scheduled to minimize hydrocarbons in the exhaust gas of engine 10. Next at step 96, the program looks up the desired air-fuel ratio (A/F) in a table stored in computer memory, using values for the accelerator pedal position PED and the speed of the engine. Values in the air-fuel ratio table are determined by standard engine dynamometer measurements at different speeds, and different engine loading corresponding to that desired by operator movement of the accelerator pedal. At step 98, the program looks up a value for trapping efficiency (TE) in another table stored in memory, using values for the engine speed, and the desired mass air flow found previously in step 90. The trapping efficiency represents that percentage of the mass air inducted into crankcase chamber 18, which is transferred and captured within combustion chamber 38, after closure of air inlet port 32 and exhaust port 26. Values for trapping efficiency are determined by measurement, and are a function of the mass of air being transferred from the crankcase chamber 18, and the engine speed which determines the time available for the air to pass through inlet port 32 or be lost out of exhaust port 24. At step 100, the injector fuel pulse width (FPWOD) based upon accelerator pedal position PEP (or equivalently operator demand for engine output power) is computed according to the following: FPWOD = C * (DMAF) * TE * [1/(A/F)], (2) where C is a predetermined units scaling constant stored in memory, DMAF is the desired mass airflow determined at step 90, TE is the trapping efficiency determined at step 98, and A/F is the air-fuel ratio based upon accelerator pedal position found in step 96. Next at step 102, the value for the blending variable K is looked up in a table stored in memory, using values for the accelerator pedal position PED and the engine speed. For values of engine speed near idle, in the range from 800 to 1000 RPM, the value of K varies with accelerator pedal position PED, as shown previously in Figure 4. At step 104, the actual mass air per cylinder (AMAF) flowing into the engine 10 is derived from the MAF input signal and stored in memory. This value for AMAF is then used in the next program step 106 to compute FPWMAF, the injector fuel pulse width based upon the actual mass air per cylinder, according to the following: FPWMAF = C*AMAF*TE*[1/(A/F)]. (3) Next at step 108, the final output fuel pulse width FPW is computed as a function of both FPWOD and FPWMAF, determined at steps 100 and 106, respectively, according to FPW = K*FPWOD +(1-K)*FPWMAK. (4) At step 110, the program outputs FUEL SIGNAL to fuel injector 36, consisting of a pulse having a width equal to FPW as computed in step 108. With this output pulse enabling injector 36, the delivered fuel per cylinder will be that given previously in equation (1), as can be easily shown by multiplying both sides of equation (4) by the fuel delivery rate of injector 36. Finally at step 112, the routine is exited, so that other engine control functions may be performed by computer 44.

Claims: A control system of a crankcase-scavenged two-stroke engine (10), the control system comprising: means (36,48) for increasing the fuel per cylinder delivered to the engine (10), as operator demand for engine output power increases; characterised in that the control system includes means (72,74,78,82) for restricting the delivered mass of air per cylinder to a value less than that delivered at unloaded engine idle, as engine output power is increased over a defined range of engine operation near idle. A control system according to claim 1, characterised in that the means for increasing the fuel per cylinder supplied to the engine (10) includes: means (42,48) for deriving an indication of engine operating speed; means (84,48) for deriving an indication of operator demand for engine output power; means (48,MAF) for deriving an indication of the mass of air per cylinder flowing to the engine (10); and means (36,48) for increasing the fuel per cylinder delivered to the engine in accordance with the expression FUEL/CYLINDER = K*FCOD + (1-K)*FCMA where FCOD is the fuel per cylinder based upon operator demand for engine output power and engine speed, FCMA is the fuel per cylinder based upon the mass of air per cylinder flowing into the engine and engine speed; and K is a blending variable dependant upon engine speed, but having a value of 1 for unloaded engine operation within a specified range of engine speeds near idle, and decreasing in value to 0 as operator demand for engine output moves engine operation outside the predefined range. A control system according to claim 1 or 2, characterised in that the delivered air mass per cylinder is reduced from that value delivered at unloaded engine idle, according to a predetermined schedule, as the demand for engine output power increases over the defined range of engine operation. A control system according to claim 3, characterised in that the means for reducing the air mass per cylinder according to a predefined schedule over the defined range of engine operation comprises: an engine air intake manifold (20) having a throttle valve (52) therein, and an air passage (76) bypassing the throttle valve (52) with a bypass control valve (78) disposed therein; an operator-actuated control element (56); a linkage means (60,62,64,66,68,70,72, 74) connecting the control element (56) to the throttle valve (52) which provides a lost-motion interval corresponding to the defined range of engine operation, where initial operator movement of the control element (56), within the interval of lost motion, does not affect the throttle valve opening, but further movement, outside the lost-motion interval, influences throttle valve opening; and means (48,82,84) for adjusting the bypass valve (78) to restrict airflow to the engine (10) in accordance with the predetermined schedule.

Inventors: ALBERTSON WILLIAM CONRAD, FENTON DONALD MARION, REINKE PAUL EDWARD, STILES STEVEN DOUGLAS, ALBERTSON, WILLIAM CONRAD, FENTON, DONALD MARION, REINKE, PAUL EDWARD, STILES, STEVEN DOUGLAS
Applicants: GEN MOTORS CORP, GENERAL MOTORS CORPORATION
Application year: 1990
Main classification: F02D41
IPC codes: F02D41, F02B75, F02B33, F02D43, F02D9, F02D11