Two-cycle stroke engine with catalytic exhaust gas purification

Abstract: An internal combustion (1) engine of the two-cycle stroke type comprising at least one cylinder (2a) with a piston (16). Further there are provided an air intake passage (3), an exhaust arrangement (7,29) and at least one scavenging port (24a,24b). This scavenging port (24a) supplies scavenging air into the cylinder for exchanging exhaust gas with fresh air. Said exhaust passage arrangement comprises main exhaust (7) and sub-exhaust passages (29). An O 2 -sensor (30) is disposed within the sub-exhaust passage for detecting O 2 in the exhaust gas and for outputting respective signals. On the basis of these signals a control means controls the air-fuel ratio of said engine.

Description: The invention relates to an internal combustion engine two-cycle stroke type, comprising at least one cylinder having a piston, an air intake passage, an exhaust passage arrangement and at least one scavenging port for exchanging exhaust gas with fresh air by supplying scavenging air into the cylinder, whereas said exhaust passage arrangement comprising main and sub-exhaust passages, an O 2 -sensor is disposed within said sub-exhaust passage, control means are provided for controlling the air-fuel ratio on the basis of signals provided by the O 2 -sensor. Such an internal combustion engine is known from US-A-5 241 853. In order to enhance engine performance, improve fuel economy and control exhaust conditions, it is desirable to detect the air-fuel ratio of mixture for correcting the engine operating conditions to its optimum state. To detect the air-fuel ratio of mixture, it may be possible to determine the air-fuel ratio based on the O 2 concentration of the mixture detected by an O 2 -sensor disposed in an intake air passage. However, since unvaporized fuel in the mixture flows along the wall surface of the intake air passage and vaporizes on the way or after entrance to the combustion chamber, this method is inadequate to detect accurately the air-fuel ratio of mixture supplied to the combustion chamber. Therefore, an air fuel ratio control has been employed in four-cycle stroke engines, in which an O 2 -sensor is disposed in an exhaust passage, the air-fuel ratio of mixture before combustion is calculated based on the O 2 concentration of exhaust gas (burnt gas) detected by the O 2 -sensor, and air or fuel volumes supplied to the combustion chamber is controlled according to the calculating air-fuel ratio and engine operating conditions. Therefore, a method of disposing an O 2 -sensor in an exhaust passage will also be possible to be considered for the air-fuel ratio control for two-cycle stoke engines. However, since both scavenging port and exhaust port are open during a scavenging-exhaust stroke in a two-cycle stroke engine, so-called blow-down phenomena in which fresh air for a scavenging flows out from the combustion chamber to the exhaust passage and exhaust gas will contain fresh air carrying irregular unvaporized fuel, so that even if an O 2 -sensor disposed in the exhaust passage detects the O 2 concentration of the exhaust gas, the air-fuel ratio of mixture supplied to the combustion chamber cannot be detected accurately because unvaporized fuel vaporizes near the O 2 -sensor. Moreover, the above-referenced document does not disclose further means for purification of the exhaust gas. Accordingly, it is an objective of the present invention to provide an improved internal combustion engine of the two-cycle stroke type as indicated above, which is capable to operate always with an optimal air fuel ratio of mixture and facilitates the purification of the exhaust gas. According to the invention, this objective is solved for an internal combustion engine of the two-cycle stroke type as indicated above in that a catalyst is disposed in an exhaust pipe connected to the main exhaust passage, a secondary air induction volume adjusting means is connected to the exhaust pipe on the upstream side of the catalyst and that the control means controls the secondary air induction volume adjusting means according to the difference between the detected air-fuel ratio and the target air-fuel ratio. In order to further enhance the detection of the true O 2 concentration within the exhaust gas, it is advantageous that the exhaust gas is only inductable into said sub-exhaust passage within a period of time from the ignition of the mixture until the scavenging air reaches an induction port of said sub-exhaust passage, said control means further comprising an air-fuel ratio detecting means for determining the air-fuel ratio of mixture on the basis of signals received from the O 2 -sensor, and that said control means is capable of comparing the air fuel ratio detected by said air-fuel ratio detecting means with a target air-fuel ratio. To enhance the engine output, such an engine may be provided with two cylinders. In that case, it is advantageous that the pistons of these two cylinders have different crank angles and that said sub-exhaust passage is a communication passage provided between said cylinders having induction ports at the respective ends as well as a chamber containing O 2 -sensor. Other preferred embodiments of the present invention are laid down in further dependent claims. According to An embodiment the O 2 concentration of burnt gas without fresh air is detected accurately by the air-fuel ratio detecting device. In other words, since burnt gas is preferably inducted only within the period of time from ignition till scavenging flow reaches the induction port of the sub-exhaust passage, the burnt gas flowing through the sub-exhaust passage does not contain fresh air containing unvaporized fuel, the O 2 concentration of this burnt gas is detected by the O 2 sensor, and the air-fuel ratio of the mixture supplied to the combustion chamber is determined accurately by the air-fuel ratio detecting device based on the detected O 2 concentration values. Therefore, accurate air-fuel ratio control can be effected, which provides enhanced performance, improved fuel consumption, and stabilized operation of two-stroke engines. Since the burnt gas flowing through the sub-exhaust passage does not contain fresh air, the O 2 concentration of this burnt gas is detected by the O 2 sensor, and the air-fuel ratio of the mixture supplied to the combustion chamber is determined accurately by the air-fuel ratio detecting device based on the detected O 2 concentration values. Therefore, more accurate air-fuel ratio control can be effected, which provides enhanced performance, improved fuel consumption, and stabilized operation of two-stroke engines. According to a further embodiment comprising two cylinders, burnt gas in one cylinder on an expansion stroke flows to the other cylinder on a compression stroke through a communication passage. In this case, since a scavenging port of the cylinder on an expansion stroke is closed, burnt gas flowing through the communication passage does not contain a fresh air containing unvaporized fuel, and accordingly the O 2 concentration of this burnt gas is detected by an O 2 sensor, and the air-fuel ratio of mixture supplied to the combustion chamber of each cylinder is determined accurately by an air-fuel ratio detecting means based on the detected O 2 concentration values. Further, the O 2 concentration of burnt gas without fresh air is detected accurately by the air-fuel ratio detecting device. In other words, burnt gas in one cylinder on a expansion stroke flows to the other cylinder on a compression stroke through communication passage. In this case, since the scavenging port of the cylinder on an expansion stroke is closed, the burnt gas flowing through the communication passage does not contain fresh air containing unvaporized fuel, and accordingly the O 2 concentration of this burnt gas is detected by the O 2 sensor, whereby the air-fuel ratio of mixture supplied to the combustion chamber of each cylinder is determined accurately by the air-fuel ratio detecting means based on the detected O 2 concentration value. Therefore, accurate air-fuel ratio control can be effected, which provides enhanced performance, improved fuel consumption, and stabilized operation of two-stroke engines. Further it is possible in two-stroke engines to detect accurately the air-fuel ratio of mixture for controlling the secondary air induction volume to the catalyst to an optimum value in accordance with the engine operating conditions and to perform aftertreatment against exhaust gas effectively to thereby facilitate the purification of the exhaust gas. In the following, the present invention is explained in greater detail with respect to several embodiments thereof in conjunction with accompanying drawings, wherein: Fig.1 is a partially broken-away side view of a portion of a motorcycle showing a two-stroke engine according a preferred embodiment; Fig.2 is an enlarged sectional view of a portion of two-stroke engine according to Fig. 1; Fig. 3 is a broken-away view showing the structure of a secondary air supplying device; Fig. 4 is a timing chart showing the timing of ignition as well as opening and closing of the scavenging and exhaust ports and the sub-exhaust passage; Fig. 5 is a block diagram showing the structure of a control unit; Fig. 6 is showing a target air-fuel ratio map; Fig.7 is a simplified schematic sectional view of a portion of a two-stroke engine according to another embodiment; Fig.8 is a simplified schematic sectional view of a portion of a two-stroke plural cylinders engine according to a further embodiment; Fig.9 is a timing chart of a two-stroke plural cylinders engine according to Fig. 8 showing the timing of the ignition as well as opening and closing of the scavenging and exhaust ports and the communication passage; Fig.10 is a simplified schematic sectional view of a portion of a two-stroke plural cylinders engine according to a further embodiment ; Fig. 11 is a partial sectional view of the carburetter; Fig. 12 is a block diagram showing the structure of a control device; Fig. 13 is a partial perspective schematic views around the throttle valve showing air-fuel ratio varying means according to still another embodiment; Fig.14 is a partial perspective schematic views around the throttle valve showing air-fuel ratio varying means according to yet another embodiment; Fig.15 is a simplified schematic sectional view of a portion of a two-stroke engine fitted with an air-fuel ratio detecting device according to a further embodiment; and Fig. 16 is a simplified schematic sectional view of a portion of a two-stroke double cylinder engine fitted with an air-fuel ratio detecting device according to another embodiment. Fig. 1 is a partially broken-away side view of a portion of a motorcycle showing a two-stroke engine fitted with an air-fuel ratio detecting device according to a preferred embodiment, Fig. 2 is an enlarged sectional view of a portion of the two-stroke engine according to Fig. 1, and Fig. 3is a broken-away view showing the structure of a secondary air suppling device. Fig.4 is a timing chart showing timing of ignition as well as opening and closing of the scavenging and exhaust ports and the sub-exhaust passage. Fig.5 is a block diagram showing the structure of a control device. Fig.6 is showing a target air/fuel ratio map. The two- stroke engine according to the preferred embodiment has a catalyst 42 disposed in an exhaust pipe, and secondary air induction volume adjusting means 40 in a secondary air induction passage connected to the exhaust pipe on the upstream side of the catalyst, gas exchange between burnt gas and fresh air being performed by scavenging air inducted into a cylinder from a scavenging port when an exhaust port is open, said engine comprises an air-fuel ratio detecting device including an 02 sensor detecting the O 2 concentration of burnt gas without fresh air, and air-fuel ratio detecting means for determining the air-fuel ratio of mixture based on signals from said 02 sensor; and control means for comparing the air-fuel ratio detected by said air-fuel ratio detecting means with a target air-fuel ratio specified based on the values of engine speed and/or throttle opening, to control said secondary air induction volume adjusting means according to the difference therebetween. A two-stroke engine 1 shown in Fig. 1 is a water cooled single cylinder engine, which is disposed in a space surrounded by a main frame 51 and a down tube 52 of a motorcycle, and whose cylinder body 2 is formed with an intake passage 3 to which are connected an intake pipe 4, a carburetter 5, and an air-cleaner 6 joined in series rearward (toward the right in Fig. 1), and also whose cylinder body 2 is formed with a main exhaust passage 7 to which is connected an exhaust pipe 8. The intake passage 3 and the exhaust pipe 8 are provided with a reed valve 9 and an exhaust valve 11 opened/closed by an exhaust valve actuator 10, respectively, and the carburetter 5 is provided with a sensor and throttle valve drive actuator 12 for opening/closing a throttle valve (fitted also to the carburetter 5 but not shown in the figure) and detecting its opening, a variable main jet drive actuator 13 driving a main jet(not shown in the figure), and a variable air jet drive actuator 14 driving an air jet (not shown). The exhaust valve actuator 10, the sensor and throttle valve drive actuator 12, the variable main jet drive actuator 13, and the variable air jet drive actuator 14 are connected electrically to an engine control device 15 (hereinafter referred to an ECU). Further, in Fig. I, the numeral 53 denotes a rear arm, the numeral 54 a chain sprocket, and the numeral 55 a drive chain. Now, the constitution of the two-stroke engine 1 will be described below. In a cylinder 2a formed in the cylinder body 2 of the two-stroke engine 1 is fitted with a piston 16 for sliding, which is connected through a connecting rod 19 to a crankshaft 18 housed for rotation in a crank chamber 17a within a crankcase 17. To the bottom of the crankcase 17 is attached a speed sensor 20 for detecting engine speed, which is connected electrically to the ECU 15. A cylinder head 21 mounted on the upper side of the cylinder body 2 is formed with a recess 21a defining a combustion chamber S between the cylinder head 21 and the top face of the piston 16, and a spark plug 22 is screwed in the center portion of the cylinder head 21. The ignition timing of the spark plug 22 is controlled by an ignition control circuit 23, which is connected electrically to the ECU 15. Further, the cylinder body 2, as shown in Fig. 2, is formed with a main scavenging passage 24 and a sub-scavenging passage 25 in addition to the intake passage 3 and the main exhaust passage 7, the intake passage 3 being connected to the crank chamber 17a through an intake port 3a, and the main exhaust passage 7 is open to the cylinder 2a through a main exhaust port 7a. The main scavenging passage 24 is open, at one end, to the cylinder 2a through a main scavenging port 24a, and at the other end, to the crank chamber 17a through a main scavenging port 24b. The sub-scavenging passage 25 connected to the intake passage 3 is open to the cylinder 2a through a sub-scavenging port 25a. The upper edge of the opening of the main exhaust port 7a, as shown in the figure, is located above the main scavenging port 24a and the sub-scavenging port 25a. Now, a secondary air supplying device 40 provided in an exhaust system in the two-stroke engine 1 will be described below. As shown in Fig. 3. in a muffler 41 connected to the exhaust pipe 8 is provided a catalyst 42 for purifying exhaust gas, and to the muffler 41 on the upstream side of the catalyst 42 is connected a secondary air induction passage 43, one end of which is open to the muffler 41. To the other end of the secondary air induction passage 43 is connected a blower 44, and in the middle of the passage 43 are provided a reed type check valve 45 permitting only the secondary air flow toward the muffler 41, and a secondary air flow control valve 46. The secondary air flow control valve 46 is connected electrically to the ECU 15, which controls the operation of the same valve 46 to thereby regulate the induction volume of secondary air to the catalyst 42. When the blower 44 is driven during engine running, secondary air is drawn into the blower 44 from a secondary air inlet 47, flowing through the secondary air induction passage 43, and is led via the reed type check valve 45 to the secondary air flow control valve 46, where the induction volume to the catalyst 42 is regulated, the secondary air not supplied to the muffler 41 being discharged to the atmosphere. In the catalyst 42 oxidation efficiency of HC and CO in exhaust gas is raised due to the secondary air, that is, aftertreatment against exhaust gas is carried out, which facilitates purification of the exhaust gas. Now, an air-fuel ratio detecting device will be described below. As shown in Fig. 2 in detail, above the main exhaust passage 7 of the cylinder body 2 is formed a chamber 26, which is in communication with the cylinder 2a through a first passage 27 and also in communication with the main exhaust passage 7 through a second passage 28. Therefore, in the cylinder body 2, a sub-exhaust passage 29 is constituted by the first passage 27, the chamber 26, and the second passage 28. To the chamber 26 is attached an O 2 sensor 30, and in the first passage 27 and the second passage 28 are provided a first check valve 31 and a second check valve 32, respectively. The O 2 sensor 30 is connected electrically to the ECU 15. The first check valve 31 is a valve for permitting burnt gas to flow from the cylinder 2a toward the chamber 26, and its spring load is set in such a manner that the valve does not open at compression pressure after a scavenging-exhaust stroke but opens at the compression pressure after the completion of combustion by ignition. On the other hand, the second check valve 32 is a valve for permitting burnt gas to flow from the chamber 26 toward the main exhaust passage 7, and its spring load is set in such a manner that the valve opens at the pressure lower than the valve opening pressure of the first check valve 31 but does not open at negative pressure generated in the main exhaust passage 7. An induction port 27a of the first passage 27 is located above the main exhaust port 7a and is open at a position where the induction port 27a is closed by the piston 16 during combustion of the mixture in the combustion chamber S and opened after the completion of combustion of the mixture. The air-fuel ratio detecting device comprises the sub-exhaust passage 29, the O 2 sensor 30 disposed in the middle (chamber 26) of the sub-exhaust passage 29, the first and second check valves 31, 32 and the ECU 15 capable of acting also as air-fuel ratio detecting means, which device will be described of its function below with reference to Fig. 2. On a compression stroke when the piston moves upward in the cylinder 2a, fresh air is drawn from the air cleaner 6 by negative pressure generated in the crank chamber 17a and is mixed with fuel in the carburetter 5 to form mixture, which is inducted into the crank chamber 17a from the intake passage 3 through the intake pipe 4 and the reed valve 9. The mixture inducted into the crank chamber 17a receives a primary compression by the piston 16 moving downward on an expansion stroke. On the other hand, when the main scavenging port 24a, the sub-scavenging port 25a, and the main exhaust port 7a are closed by the piston 16 on a compression stroke, the mixture supplied to the cylinder 2a is compressed by the piston 16, and the mixture in the combustion chamber S is ignited by the ignition plug 22 to be kindled and combusted immediately before the piston 16 reaches to the top dead center (TDC) (see Fig. 4). The first check valve 31 of the first passage 27, as described above, does not open at the compression pressure so that unburnt mixture cannot flow into the sub-exhaust passage 29. When the piston 16, moves downward to an expansion stroke under the high combustion pressure generated by combustion of the mixture in the combustion chamber S, first the induction port 27a of the first passage 27 constituting the sub-exhaust passage 29 is opened after the completion of combustion of the mixture (see Fig. 3), and the first check valve 31 of the first passage 27 is pushed open by the combustion pressure. Then, burnt gas generated by combustion of the mixture flows from the first passage 27 into the chamber 26, pushing the second check valve 32 open by the pressure to flow from the second passage 28 to the main exhaust passage 7, and at this time, the O 2 sensor 30 detects the O 2 concentration of the burnt gas flowing through the sub-exhaust passage (chamber 26). When the piston 16 moves further downward, then the main exhaust port 7a is opened, and burnt gas blows from the main exhaust port 7a out to the main exhaust passage 7 to be discharged through the exhaust pipe 8 to the atmosphere. After that, when the main scavenging port 24a and the sub-scavenging port 25a are opened (see Fig. 3), the mixture in the crank chamber 17a which has been received a primary compression in the previous cycle, flows from the main scavenging port 24a and the sub-scavenging port 25a into the cylinder 2a through the main scavenging passage 24 and the sub-scavenging passage 25, carrying out a scavenging function of pushing burnt gas left in the cylinder 2a out to the main exhaust passage 7, and part of the mixture flows into the main exhaust passage 7. By the time when mixture flows into the cylinder 2a from the sub and main scavenging ports 25a and 24a and reaches the induction port 27a of the first passage 27, pressure of the burnt gas left in the cylinder 2a is lowered substantially and pressure of the mixture flowing in the cylinder 2a is low, and accordingly pressure of the burnt gas and mixture is not high enough to open the first check valve 31 of the first passage 27, so that detection of the O 2 concentration of burnt gas by the 02 sensor 30 is completed at least before the mixture reaches the induction port 27a of the first passage 27. Therefore, the burnt gas flowing through the sub-exhaust passage 29 does not contain mixture (fresh air), and the O 2 sensor 30 detects the O2 concentration of the burnt gas without mixture (fresh air). In Fig. 4, A3 is a period of time from the completion of combustion of mixture till scavenging flpw reaches the induction port 27a of the sub-exhaust passage 29, and induction of burnt gas to the O 2 sensor 30 during the time A3 with the induction port 27a opened, makes it possible to detect the O 2 concentration of burnt gas without mixture (fresh air). In Fig. 4, the referenced signs have the following meaning: A1: Period of time from ignition till opening of the scavenging port. A2: Period of time from ignition till scavenging flow reaches the induction port. A3: Period of time from the completion of combustion till scavenging flow reaches the induction port. B: Opening period of main exhaust port. B2: Opening period of main exhaust port. C1: Opening period of the sub and main scavenging ports (type 1). C2: Opening period of the sub and main scavenging ports (type 2). D: Period of exposure of the inducton port to the combustion chamber. a1: Induction period for induction method 1 of burnt gas. a2: Induction period for induction method 2 of burnt gas. a3: Induction period for induction method 3 of burnt gas. a4: Induction period for induction method 4 of burnt gas. a5: Induction period for induction method 5 of burnt gas. a6: Induction period for induction method 6 of burnt gas. In this embodiment, the crank angle at which the induction port 27a formed in the side of cylinder 2a is opened, is within the period of time A3, and the valve opening pressure P1 of the first check valve 31, is set higher than the internal pressure p1 of the cylinder 2a at the time scavenging flow reaches the induction port 27a and the internal pressure p2 of the same cylinder at the time the piston 16 on a compression stroke closes the induction port 27a, In an engine of p1 ≧ p2, setting P1 = p1 makes it possible to induct burnt gas into the sub-exhaust passage 29 during the time a1 of Fig. 4. If P1 > p1, the period of time in which the crank angle at the end of the induction period a1 is advanced, is the induction period of burnt gas. In an engine of p1 < p2, it is necessary to set P1 ≧ p3, and similarly, the period of time in which the crank angle at the end of the induction period a1 is advanced, is the induction period of burnt gas. Internal pressure p3 of the cylinder 2a at the time the main exhaust port 7a begins to open, usually is higher than p1 or p2, so that setting P1 = p3 makes it possible to induct burnt gas during the time a2. A longer induction time is desirable because the time during which the O 2 sensor 30 may detect the O 2 concentration of burnt gas becomes longer, but enhancing the detectability of the O 2 sensor makes it possible to induct burnt gas without mixture (fresh air) more reliably into the sub-exhaust passage 29 with P1 > p3. In this time, the valve opening pressure P1 of the first check valve 31 is always set higher than the valve opening pressure P2 of the second check valve 32 (P1 > P2). When the O 2 concentration of burnt gas is detected by the O 2 sensor 30 in this way, then the detected signals are inputted to the ECU 15, which determines the air-fuel ratio of mixture from the detected O 2 concentration value. Therefore, in this embodiment,the ECU 15 acts as an air-fuel ratio detecting means described above, and dates of the engine speed detected by the speed sensor 20 and the throttle valve opening ( engine load) detected by the sensor and throttle vave drive actuator 12, are inputed into the ECU15. In this embodiment target setting means for setting a target air-ratio and the control device are comprising the ECU 15, which sets a target air-fuel ratio according to the operating condition detected by the 2 stroke engine speed detected by the speed sensor 20 and the throttle opening (engine load) detected by the sensor and throttle valve drive actuator 12, or sets a target air-fuel ratio based on the target air-fuel ratio map shown fig. 6 which are hold in a memory. The ECU 15 compares the air-fuel ratio detected by said air-fuel ratio detecting device and the target air-fuel ratio. and controls said secondary air-fuel control valve 46 based on the difference therebetween to thereby regulate the induction volume of secondary air to the catalyst 42. Therefore, according to this embodiment, the 02 concentration of burnt gas without mixture (fresh air) is detected by the O2 sensor 30, and the air-fuel ratio of the mixture supplied to the combustion chamber S is detected accurately by the ECU based on the detected 02 concentration value, the ECU 15, in 2 stroke engine is enable to optimize amount of secondary air suppling to the catalyst based on the accurate air-fuel ratio of the mixture so as to proceed cleaning up exhaust gas emission by an efficient treatment for exhaust gas( secondary oxidizing HC and CO). According to this embodiment, the ECU detects a target air-fuel ratio based on both of the engine speed and the throttle opening ( engine load), however it is possible that the ECU15 detecs the target air-fuel ratio based on one of them. The induction port 27a of the first passage 27 is closed by the piston 16 at the time of combustion of mixture so that heat load of the O 2 sensor 30 can be kept small. When the piston 16 moves upward past the bottom dead center (BDC), the main scavenging port 24a and sub-scavenging ports 25a are closed first by the piston 16 as shown Fig. 3, and then the main exhaust port 7a and the induction port 27a of. the sub-exhaust passage 29 (the first passage 27) are closed. When the main exhaust port 7a is closed, mixture supplied to the cylinder 2 is compressed by the piston 16 and thereafter the same functions described above are repeated for the continuous operation of the two-stroke engine 1. As-shown in Fig. 4, A1 is a period of time from ignition till openings of the main scavenging port 24a and the sub-scavenging port 25a. B is an opening period of the main exhaust port 7a. c1 is an opening period of the sub and main scavenging ports 24a and 25a. 0 is a period of exposure of the induction port to the combustion chamber. If burnt gas is inducted only while the period of A2, air by fuel ratio of the mixture will be accurately measured. By the way, when the engine operation condition of 2 stroke engine is changed, the period from the opening of the sub and main scavenging ports 24a and 25d to the time when the scavenging flow reaches the induction ports 27a also changes, however, by arranging the device as burnt gas is inducted through the induction ports 27a only while the period of A1 as shown in Fig.4, the induction can be finished before the sub and main scavenging ports 24a and 25d open, so that the air-fuel ratio of the mixture can he more accurately measured. It is possible to locate the induction port 27a of the first passage 27 between where the main exhaust port 7 is opened and where the sub and main scavenging ports 25a, 24a are opened. In such an arrangement, combustion of mixture has been completed almost perfectly by the time the induction port 27a is opened with lowered internal pressure of the combustion chamber S so that the valve opening pressure of the first check valve 31 can be set at a low value. The sub and main scavenging ports 25a, 24a are closed when the induction port 27a is open so that burnt gas does not contain mixture (fresh air) during measurement. Now, a second embodiment described below with reference to Fig. 7. Fig. 7 is a simplified schematic sectional view of a portion of a two-stroke engine fitted with an air-fuel ratio detecting device according to this embodiment, with the same signal as in Fig. 2 for the element shown in Fig. 2. In this embodiment, a main exhaust passage 7 and a sub-exhaust passage 29 are formed in the cylinder head 21, and an inlet 29a of the sub-exhaust passage 29 is always open to the combustion chamber S. A main exhaust port 7a of the main exhaust passage 7 is opened/closed by an exhaust valve 34 actuated by a cam 33, and an opening/closing control valve 35 controlled of its opening/closing operation by an ECU 15 is provided in the middle of the sub-exhaust passage 29. In addition, in the middle of a scavenging passage 24 are provided a scavenging valve 36 and a Roots-type supercharger 37. An outlet of the sub-exhaust passage 29 may be connected to the upstream side and the middle of the main exhaust passage 7 or open directly to the atmosphere. As a result, the opening period of the main exhaust port 7a can be made unsymmetrical with respect to the BDC as B2 in Fig. 4. In this embodiment, a main scavenging port 24a is open in the side of a cylinder 2a so that the opening period is symmetrical with respect to BDC as C1. In this way, scavenging after closing of the exhaust valve 34 makes it possible to improve the charging efficiency of mixture (fresh air). In an engine in which the main exhaust port 7a is provided in the side of the cylinder 2a, the scavenging port is in the cylinder head, and the scavenging valve 3b opened/closed by a cam is provided in the scavenging port, it is possible to set opening periods of the main exhaust port 7a end the scavenging port as B and C2 in Fig.4, respectively, so that charging efficiency can be improved as in the previous case. According to this embodiment, valve opening of the opening/closing control valve 35 can be set at any point during the period A3 in Fig. 4. Setting of the induction period of burnt gas, for example as shown in a4, makes it possible to induct burnt gas without mixture (fresh air) reliably to an 02 sensor 30 even if the timing of scavenging flow reaching the induction port 29a changes with the operation conditions. Improved detectability of the O 2 sensor makes it possible to set the induction period of burnt gas as a3. Therefore, even if the timing of the completion of combustion of mixture varies due to changes of the operation conditions or reverse flow of the burnt gas in the main exhaust passage 7 happens due to exhaust surging, the O 2 concentration of burnt gas can always be detected by the O 2 sensor 30. Further, during A1 in Fig. 4 (the time from ignition till the main scavenging port 24a is opened or the time form ignition till scavenging flow reaches the induction port 29a), that is, during a combustion stroke, gas in the combustion chamber S can be inducted to the O 2 sensor 30. In this case, since the gas contains unburnt gas in addition to burnt gas, the O 2 concentration value detected by the O 2 sensor 30 needs correction according to the operating conditions to obtain an accurate air-fuel ratio. Because it is at least after ignition, unburnt gas does not exist and the air-fuel ratio is obtained easily through correction. Setting the induction period as a5 in Fig. 4, makes it possible to correct the concentration value relatively easily even if the unburnt gas ratio for each crank angle varies according to the operation conditions. Another embodiment will be described below with reference to the accompanying drawings. Fig. 8 is a simplified schematic sectional view of a portion of a two-stroke double cylinder engine fitted with an air-fuel ratio detecting device Fig. 9 is a timing chart showing the timing of ignition as well as opening and closing of the scavenging and exhaust ports and the communication passage, and in Fig. are used the same symbols as in Fig. 2 for the element shown in Fig. 2. In a two-stroke double cylinder engine according to this embodiment, there exist a phase difference in sliding movement (crank angle) of a piston 16 between cylinders, and a first cylinder 2A and a second cylinder 2B are in communication with each other by a communication passage 38. Both induction ports 38a, 38b at the ends of the communication passage 38 are open upward. In a chamber 26 in the middle of the communication passage 38 is provided an O 2 sensor 30, which is connected electrically to an ECU 15. As shown in Fig. 9, for the first cylinder 2A, an exhaust port 7a, an scavenging port 24a, and an induction port 38a are open for the periods B1, C1, and E1, respectively. In Fig. 9, the reference signs have the following meaning: B1: Opening period of the exhaust port of the first cylinder. C1: Opening period of the scavenging port of the first cylinder. E1: Opening period of the induction port of the first cylinder. G1: Period of time from ignition till the coapletion of combustion in the first cylinder. B2: Opening period of the exhaust port of the second cylinder. C2: Opening period of the scavenging port of the second cylinder. E2: Opening period of the induction port of the second cylinder. G2: Period of time from ignition till the completion of combustion In the second cylinder. e1,e2: Overlapping period of E1 and E2. F: Period of opening operation of the switching control valve. Therefore, both induction ports 38a and 38b are open during the time e1 and e2 for which the period E1, in which the induction port 38a of the first cylinder 2A is open,and the period E2 in which the induction port 38b of the second cylinder 2A is open, overlap with each other, and both cylinders 2A, 28 communicate with each other through the communication passage 38. In this time, since the timing at which the induction port 38b of the second cylinder 2B is closed, is earlier than the timing at which the scavenging port 24a of the first cylinder 2A is opened, the residual pressure in the first cylinder 2A is higher than the compression pressure in the second cylinder 2B on a compression stroke, so that during the time e1, burnt gas flows from the first cylinder 2A to the second cylinder 2B through the communication passage 38. In this case, since the scavenging port 24a of the first cylinder 2A is closed, the burnt gas flowing through the communication passage 38 does not contain fresh air (or mixture) as scavenging air, and accordingly the O 2 concentration of this burnt gas is detected by the O 2 sensor 30. Since the timing at which the scavenging port 24a of the first cylinder 2A is closed, is earlier than the timing at which the induction port 38b of the second cylinder 2B is opened, the residual pressure in the second cylinder 2B is higher than the compression pressure in the first cylinder 2A on a compression stroke, so that during the time e2, burnt gas flows from the second cylinder 2B to the first cylinder 2A. In this case, since the scavenging port 24a of the second cylinder 28 is closed, the burnt gas flowing through the communication passage 38 does not contain fresh air (or mixture) as scavenging air, and accordingly the O 2 concentration of this burnt gas is detected by the O 2 sensor 30. The induction ports 38a and 38b each are located further upward of the respective TDCs so that combustion in cylinders may be completed at the beginings of the respective periods E1, E2. In Fig. 9, G1 and G2 are the periods of time from ignition till the completion of combustion for respective cylinders. On the other hand, when the induction ports 38a and 38b are opened before the completion of combustion in respective cylinders because of the induction ports 38a and 38b being open nearer to the TDC, the air-fuel ratio is calculated from the corrected value of the detected O 2 concentration as described in the other embodiments. Therefore, according to this embodiment as well as the other embodiments, by an air-fuel ratio detecting means including the 02 sensor 30, the 02 concentration of burnt gas without mixture (fresh air) is detected, and the air-fuel ratio of the mixture supplied to the combustion chamber S is detected accurately by the ECU based on the detected 02 concentration value, the ECU 15, in 2 stroke engine having plural cylinders is able to optimize amount of secondary air supply to the catalyst based on the accurate air-fuel ratio of the mixture so as to proceed cleaning up exhaust gas emission by an efficient treatment for exhaust gas( secondary oxidizing HC and CO). Now, another embodiment is described below with reference to Fig. 9 and Pig.10. Fig. 10 is a simplified schematic sectional view of a portion of a two-stroke double cylinder engine fitted with an air-fuel ratio detecting device according to this embodiment, with the same symbols as in Fig. 8 for the element shown in Fig. 10. In this embodiment, cylinders 2A, 2B are in communication with each other by a communication passage 38, in the middle of the communication passage 38 is provided a chamber 26, in which is disposed an 02 sensor 30, and between the chamber 26 of the communication passage 38 and the cylinders 2A, 2B are provided opening/closing control valves 35, respectively. If the opening/closing control valves 35 are adapted to open during the time e1, e2 in Fig. 9, the air-fuel ratio can be determined accurately based on the detected O 2 concentration. If the opening/closing control valves 35 are adapted to open simultaneously during the time from ignition of one cylinder 2A (2B) on an expansion stroke till opening of the scavenging port 24a (period F in Fig. 9), unburnt and burnt gas in one cylinder 2A (28) on an expansion stroke flows to the other cylinder 2B (2A) on a compression stroke through the communication passage 38. In this case, since the scavenging port 24a of the cylinder 2A (2B) on a expansion stroke is closed, the burnt gas flowing through the communication passage 38 does not contain fresh air (or mixture) as scavenging air containing unvaporized fuel, and accordingly the 02 concentration of this gas is detected by the 02 sensor 30, which provides an accurate air-fuel ratio determined through correction according to the operating conditions. Therefore, according to this embodiment 02 concentration of burnt gas without mixture (fresh air) is accurately detected by an air-fuel ratio detecting means, in 2 stroke engine having plural cylinders . the ECU is able to optimize amount of secondary air supplying to the catalyst based on the accurate air-fuel ratio of the mixture so as to proceed cleaning up exhaust gas emission by an efficient treatment for exhaust gas( secondary oxidizing HC and CO). In the following, preferred embodiments of the control device will be described which are different to the above illustrated embodiments. Fig. 11 is a partial sectional view of a carburetter, Fig.12 is a block diagram showing the structure of a control device. A control device of this invention comprises an air-fuel ratio detecting device including an O 2 sensor for detecting the O 2 concentration of burnt gas without scavenging air and air-fuel ratio detecting means for determining the air-fuel ratio of mixture based on signals from the O 2 sensor; air-fuel ratio varying means for changing the air-fuel ratio of mixture supplied to the combustion chamber of a two-stroke engine; operating condition detecting means for detecting operating conditions of the two-stroke engine; target setting means for setting a target air-fuel ratio according to the operating conditions detected by said operating condition detecting means; and control means for comparing the air-fuel ratio detected by said air-fuel ratio detecting means with the target air-fuel ratio to control said air-fuel ratio varying means so as to keep the difference small. First, the air-fuel ratio detecting device will be described below. The basic arrangement of the two-stroke engine 1 is like that shown in Fig. 1. Further, the carburettor 5 is provided with a sensor and throttle valve drive actuator 12 for opening/closing a throttle valve 140 fitted also to the carburettor 5 (shown in figure 11) and detecting its opening. A variable main jet drive actuator 13 comprised of a solenoid for driving a main jet 141 shown in Fig. 11 and a variable air jet drive actuator 14 comprised of a solenoid for driving an air jet 142 are provided, respectively. The air-fuel ratio detecting device corresponds to that described above. Now, the air-fuel ratio varying means will be described below. In this embodiment, the air-fuel ratio varying means for changing the air-fuel ratio of mixture supplied to a combustion chamber S in a two-stroke engine 1, comprises the variable main jet drive actuator 13 and the variable air jet drive actuator 14 (see Fig. 11 and Fig. 12 ). When the passage section of a main jet 141 is throttled by a needle 141a of an elongated conical shape inserted there, fuel volume flowing out from a main nozzle 5c through a main fuel passage 5b is decreased in relation to air volume flowing through a venturi 5a, increasing the air-fuel ratio, and when the passage section of an air jet 142 is expanded by an elongated conical needle 142a being moved in the pulling direction, the fuel volume flowing out from the main nozzle 5c is decreased by as much amount of air as entered the main fuel passage 5b from an air bleed 5d, increasing the air-fuel ratio. In this embodiment, the operation condition detecting means for detecting operating conditions of the two-stroke engine 1 comprises a speed sensor 20 and the sensor and throttle valve drive actuator 12 (see Fig. 1 and Fig. 12), and values of engine speed and opening of the throttle valve 140 (engine load) detected by these sensors are inputted to the ECU 15. Further, in this embodiment, the target air-fuel ratio setting means and the control means constitutes the ECU 15, which calculates a target air-fuel ratio optimum to the operating conditions based on the operating conditions (engine speed and load) of the two-stroke engine 1, or takes in a given target air-fuel ratio data stored in a memory. The ECU 15 compares the air-fuel ratio detected by the air-fuel ratio detecting means with the target air-fuel ratio, and controls the air-fuel ratio varying means 19 variable main jet drive actuator 13 and variable jet drive actuator 19) through feedback so as to keep the difference small, keeping the detected air-fuel ratio close to the target air-fuel ratio. Therefore, according to this embodiment, the O 2 concentration of burnt gas without mixture (fresh air) is defected by the 02 sensor 30, and the air-fuel ratio of the mixture supplied to the combustion chamber S is determined accurately by the ECU 15 based on the detected O 2 concentration value, which enables accurate air-fuel control, thereby providing enhanced performance, improved fuel consumption, and stabilized operation of the two-stroke engine 1. In addition, the induction port 27a of the first passage 27 is closed by the piston 16 at the time of combustion of mixture so that heat load of the O 2 sensor 30 can be kept small. When the piston 16 moves upward past the bottom dead center (BDC), the same takes place as described above. Other embodiments of the air-fuel ratio varying means are shown in Fig. 13 and Fig. 14, which are partial perspective schematic views around the throttle valves. In the example shown in Fig.13, a throttle valve turning actuator 43 is provided as a throttle opening correction device between an acceleration link 144 and a throttle valve 140, and an ECU 15 drivingly controls the throttle valve turning actuator 143 according to the difference between values of the detected air-fuel ratio and a target air-fuel ratio and corrects the opening of the throttle valve 140 through accelerating operation to keep the air-fuel ratio close to the target air-fuel ratio. In the example shown in Fig. 14 a sub-intake passage 145 for bypassing the throttle valve 140 is provided and in the sub-intake passage 145 is provided a sub-throttle valve 46, which is opened/closed by the throttle valve actuator 143. In this embodiment, the ECU 15 drivingly controls the throttle valve turning actuator 143 according to the difference between values of the detected air-fuel ratio and a target air-fuel ratio to open/close the sub-throttle valve 146, thereby controlling air supply to keep the air-fuel ratio close to the target air-fuel ratio. The air-fuel ratio varying means may be constituted by a fuel injection device such as an injector (not shown). In this case, the ECU 15 has a memory with data and software capable of setting a target air-fuel ratio based on the values of engine speed, throttle opening (engine load) or further, changing rate of throttle opening (quick acceleration, slow acceleration, quick deceleration, or slow deceleration), determines fuel injection volume from air volume and the calculated target air-fuel ratio, and inject as much fuel as determined above to keep the air-fuel ratio close to the target. Alternately, the memory of the ECU 15 may be stored with data and software capable of setting fuel injection volume according to the engine speed and the throttle opening or further, the changing rate of the throttle opening. Further advantageous embodiments of an air-fuel ratio detecting device will be described below. When the O 2 concentration of burnt gas is detected by the O 2 sensor 30 in the described way, then the detected signals are inputted to the ECU 15, which determines the air-fuel ratio of mixture from the detected O 2 concentration value and controls the variable main jet drive actuator 13 and the variable air jet drive actuator 14 in such a manner that the determined air-fuel ratio is consistent with a target air-fuel ratio to thereby regulate fuel supply. The target air-fuel ratio is given to the engine speed detected by the speed sensor 20 as well as the throttle valve opening (engine load) detected by the sensor and throttle valve drive actuator 12. According to this embodiment, since the O 2 concentration of burnt gas without mixture (fresh air) is detected by the O 2 sensor 30, the air-fuel ratio of the mixture supplied to the combustion chamber S is determined accurately by the ECU 15 based on the detected O 2 concentration value, which enables accurate air-fuel ratio control, providing enhanced performance, improved fuel consumption, and stabilized operation of the two-stroke engine 1. The induction port 27a of the first passage 27 is closed by the piston 16 at the time of combustion of mixture so that heat load of the O 2 sensor 30 can be kept small. When the piston 16 moves upward past the bottom dead center (BDC), the same takes place as described above. Now, another embodiment is described below with reference to Fig.15. Fig.15 is a simplified schematic sectional view of a portion of a two-stroke engine fitted with an air-fuel ratio detecting device according to this embodiment, with the same symbol as in Fig. 2 for the element shown in Fig. 2 also in this figure. In this embodiment, to a main exhaust passage 7 is connected a sub-exhaust passage 29 for bypassing the same valve, in the middle of the main exhaust passage 7 and at an induction port 29a of the sub-exhaust passage 29 is provided a recess 7b for inducing dynamic pressure of burnt gas, and the pressure p1 of burnt gas at the time when burnt gas reaches the induction port 29a of the sub-exhaust passage 29 after opening of the main exhaust port 7 and the valve opening pressure P1 of a first check valve 31, are arranged so as to be in a relation of P1 p1. In this case, the time during which burnt gas is inducted to the sub-exhaust passage 29 is approximately as a6 in Fig. 3. Now still a further embodiment is described below with reference to Fig.16. Fig.16 is a simplified schematic sectional view of a portion of a two-stroke double cylinder engine fitted with an air-fuel ratio detecting device according to this embodiment, with the same symbol as in Fig. 2 for the element shown in Fig. 2 also in this figure. In this embodiment, cylinder 2A, 2S are connected to the common main exhaust passage 7, and the time during which an O 2 sensor 30 is in contact with burnt gas can be extended especially when there exist phase differences in crank angle between the cylinders 2A, 28.

Claims: Internal combustion engine of the two-cycle stroke type, comprising: at least one cylinder (2a) having a piston (16), an air intake passage (3), an exhaust passage arrangement (7,29) and at least one scavenging port (24a,24b) for exchanging exhaust gas with fresh air by supplying scavenging air into the cylinder (2a); whereas said exhaust passage arrangement comprising main (7) and sub-exhaust passages (29), an O 2 -sensor (30) is disposed within said sub-exhaust passage (29), control means are provided for controlling the air-fuel ratio on the basis of signals provided by the O 2 -sensor (30), characterized in that a catalyst (42) is disposed in an exhaust pipe (8) connected to the main exhaust passage (7), a secondary air induction volume adjusting means (40) is connected to the exhaust pipe (8) on the upstream side of the catalyst (42) and that the control means controls the secondary air induction volume adjusting means according to the difference between the detected air-fuel ratio and a target air-fuel ratio. Internal combustion engine according to claim 1, characterized in that the exhaust gas is only inductable into said sub-exhaust passage (29) within a period of time from the ignition of the mixture until the scavenging air reaches an induction port (27a) of said sub-exhaust passage (29), said control means further comprising an air-fuel ratio detecting means for determining the air-fuel ratio of the mixture on the basis of signals received from the O 2 -sensor (30), and that said control means are capable of comparing the air-fuel ratio detected by said air-fuel ratio detecting means with the target air-fuel ratio. Internal combustion engine according to claim 1 or 2, characterized in that said control means further comprising: air-fuel ratio varying means for changing the air-fuel ratio of the mixture supplied to the combustion chamber (S), operating condition detecting means for detecting operating conditions of the engine (1), and target setting means for setting the target air-fuel ratio in accordance with the operating conditions detected by said operating condition detecting means. Internal combustion engine according to claim 2 or 3, characterized in that the target air-fuel ratio is specified based on the values of the engine speed and/or throttle opening. Internal combustion engine according to one of the preceding claims 1 to 4, characterized in that said air-fuel ratio detecting means is capable to induct exhaust gas into said induction port (27a) only within a period of time from the completion of the combustion until the scavenging air reaches said induction port (27a). Internal combustion engine according to one of the preceding claims 1 to 5, characterized in that said sub-exhaust passage (29) comprising a first passage (27) communicating with a combustion chamber (S) and a second passage (28) communicating with the main exhaust passage (7), whereas the first passage (27) is provided with a first check valve (31) and said second passage (28) is provided with a second check valve (32), and a chamber (26) containing said O 2 -sensor (30). Internal combustion engine according to one of the preceding claims 1 to 6, characterized in that said secondary air induction volume adjusting means (40) further comprising in turn a secondary air inlet (47), a blower (44), said secondary air induction passage (43) a check valve (45) and a secondary air flow control valve (46). Internal combustion engine according to one of the preceding claims 1 to 5 or 7, characterized in that said sub-exhaust passage (29) is disposed at a cylinder head (21), an inlet (29a) of said passage (29) is open, an exhaust valve (34) controls opening/closing of a main exhaust port (7a), an opening/closing control valve (35) is provided within said passage (29) and that a scavenging passage (24) is provided with a scavenging valve (36) and a supercharger (37). Internal combustion engine according to one of the preceding claims 1 to 8, characterized in that two cylinders (2A, 2B) are provided the pistons (16) of which having different crank angles, and that said sub-exhaust passage is a communication passage (38) provided between said cylinders (2A, 2B) having induction ports (38a, 38b) at the respective ends as well as said chamber (26) containing said O 2 -sensor (30). Internal combustion engine according to claim 9, characterized in that between the chamber (26) and said cylinders (2A, 2B) are provided opening/closing valves (35). Internal combustion engine according to one of the preceding claims 3 to 10, characterized in that said air-fuel ratio varying means comprising a throttle valve (140), a main jet (141) throttled by a needle (141a), an air jet (142) throttled by a needle (142a), a valve turning actuator (143), an acceleration link (144), a sub-intake passage (145) and a sub-throttle valve (146). Internal combustion engine according to one of the preceding claims 3 to 10, characterized in that said air-fuel ratio varying means comprising a throttle valve turning actuator (143) provided as a throttle opening device between an acceleration link (144) and a throttle valve (140). Internal combustion engine according to claim 12, characterized in that a sub-intake passage (145) bypasses the throttle valve (140), the sub-intake passage (145) is provided with a sub-throttle valve (146) which is openable/closable by said throttle valve turning actuator (143). Internal combustion engine according to one of the preceding claims 1 to 13, characterized In that the signals detected by the O 2 -sensor (30) are inputted to an ECU (15), which determines the air-fuel ratio of the mixture from the detected O 2 -concentration value and controls a variable main jet drive actuator (13) and a variable air jet drive actuator (14) such that the determined air-fuel ratio is consistent with a target air-fuel ratio, thereby regulating fuel supply. Internal combustion engine according to one of the preceding claims 1 to 8 and 12 to 14, characterized in that the sub-exhaust passage (29) is provided within the main exhaust passage (7) and that the induction port (29a) of said passage (29) is provided with a recess (76) for inducting the dynamic pressure of the exhaust gas. Internal combustion engine according to one of the preceding claims 9 to 15, characterized in that the chamber (26) containing the O 2 -sensor (30) communicates with a common main exhaust passage (7') so that the time during which the O 2 -sensor (30) is in contact with the exhaust gas is extended.

Inventors: MOTOYAMA YU, MOTOYAMA, YU
Applicants: YAMAHA MOTOR CO LTD, YAMAHA HATSUDOKI KABUSHIKI KAISHA
Application year: 1995
Main classification: F01N7
IPC codes: F02B75, F01N7, F02B25, F02D45, F02B61, F01N3, F02D35, F02D41