Source: http://www.google.com/patents/US6422183?dq=5754119
Timestamp: 2015-01-31 20:28:29
Document Index: 27826405

Matched Legal Cases: ['Application No. 10', 'art 600', 'art 600', 'art 600', 'Application No. 06', 'Application No. 06']

Patent US6422183 - Oil injection lubrication system and methods for two-cycle engines - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inAdvanced Patent SearchPatentsThe present invention provides an improved oil injection lubrication system for two-cycle engines. The system includes a variable output oil pump, the output of which can be varied in relation to the throttle level. The system also includes a solenoid valve unit containing a plurality of solenoid valves...http://www.google.com/patents/US6422183?utm_source=gb-gplus-sharePatent US6422183 - Oil injection lubrication system and methods for two-cycle enginesAdvanced Patent SearchPublication numberUS6422183 B1Publication typeGrantApplication numberUS 09/440,410Publication dateJul 23, 2002Filing dateNov 15, 1999Priority dateNov 13, 1998Fee statusLapsedPublication number09440410, 440410, US 6422183 B1, US 6422183B1, US-B1-6422183, US6422183 B1, US6422183B1InventorsMasahiko KatoOriginal AssigneeSanshin Kogyo Kabushiki KaishaExport CitationBiBTeX, EndNote, RefManPatent Citations (10), Non-Patent Citations (2), Referenced by (9), Classifications (17), Legal Events (6) External Links: USPTO, USPTO Assignment, EspacenetOil injection lubrication system and methods for two-cycle enginesUS 6422183 B1Abstract The present invention provides an improved oil injection lubrication system for two-cycle engines. The system includes a variable output oil pump, the output of which can be varied in relation to the throttle level. The system also includes a solenoid valve unit containing a plurality of solenoid valves that regulate the flow of oil from the oil pump to each cylinder. The electronic control unit sends control signals to the solenoid valve unit to regulate the flow of oil based upon factors relating to the operation of the engine in accordance with a control scheme. The factors may include those that apply to all of the engine's cylinders (i.e., do not vary between the cylinders), such as intake air temperature, atmospheric pressure, battery voltage, engine break-in period, and load frequency among others.
PRIORITY INFORMATION This application is based on and claims priority to Japanese Patent Application No. 10-323257, filed Nov. 13, 1998, the entire contents of which is hereby expressly incorporated by reference.
SUMMARY OF THE INVENTION The present invention provides an improved oil injection lubrication system and associated methods for an engine, which has particular application in connection with a multi-cylinder engine.
In the preferred embodiment, each solenoid valve 508 is configured to switch the passage of oil to either a supply port 516 or an oil return port 520. When the solenoid is off, or in other words when the coil 510 is not carrying a current, the solenoid valve 508 is �open� and allows oil to pass through a supply passage 517 to its associated supply port 516. The supply ports 516 are connected to the oil supply pipes 306 in order to supply oil to the cylinders 122. When the solenoid is on or carrying a current, the solenoid valve 508 is �closed� and directs the passage of oil through a return passage 519 to a junction with a common oil return port 520. A check valve 518 is installed in-line in the return passage 519 between the solenoid valve 508 and the junction with the common oil return port 520 to prevent backflow of oil through the passage 519. The oil return port 520 is connected to the oil return pipe 308 to return excess oil to the main oil tank 188.
FIG. 6 illustrates a flowchart 600 of a preferred process in accordance with which the ECU 148 regulates or fine tunes the amount of oil delivered to each cylinder 122. At a first step 602, the ECU 148 reads the throttle angle and engine speed. At a step 604, the ECU 148 determines a basic oil supply amount based upon a control map for each cylinder. A number of exemplary control maps are illustrated in FIGS. 7A-C. At a step 606, the ECU 148 compensates the oil amount for the intake air temperature. At a step 608, the ECU 148 compensates the oil amount for atmospheric pressure. At a step 610, the ECU 148 compensates the oil amount for battery voltage. At a step 612, the ECU 148 compensates the oil amount for an engine �break-in� period. At a step 614, the ECU 148 compensates the oil amount for an engine load frequency. At a step 616, the ECU 148 compensates the oil amount for cylinder resting periods. At last step 618, the ECU 148 sends a signal to the solenoid valve unit to regulate the delivery of oil in accordance with the compensated oil amount determined in steps 604-616. A number of the steps in the flowchart 600 will now be described in further detail.
AMT=f(θ, S). A first example control map 712 shows two dimensions, throttle angle θ and engine speed, S and a standard load curve �Y� in the two dimensions. At each point on the two dimensional illustration, the AMT function has a value. The load curve �Y� passes through an idle region �A� in which the control map 712 specifies AMT values which, in conjunction with the variable volume of oil supplied by the oil pump 146, result in a substantially reduced amount of oil being delivered to the cylinders 122. The load curve �Y� also passes through a region �B, � a normal operational region in which the control map 712 specifies AMT values, which, in conjunction with the variable volume of oil supplied by the oil pump 146, result in a slightly less than a standard amount of oil being delivered to the cylinders 122. In a rapid acceleration region �C� and a rapid deceleration region �D� the control map 712 specifies AMT values that result in greater than the standard oil supply amount being delivered to the cylinders 122.
FIg. 7B, like FIG. 7A, shows the load curve �Y, � which passes through several equivalent value lines 716. In accordance with this second embodiment, the value of the AMT function remains constant along any one of the equivalent value lines 716. As the load curve �Y� passes up and to the right, the value of the AMT function at each successive equivalent value line is preferably greater to provide increased oil delivery at higher engine speeds and throttle positions. The equivalent value lines 716 serve to illustrate the topographical layout of the three dimensional function AMT in two dimensions.
AMT=AMT*Ct*Cp Ct: Intake Temperature Compensation Coefficient, Ct=f(Induction Air Temperature), Cp: Atmospheric Pressure Compensation Coefficient, Cp=f(Atmospheric Pressure).
AMT=AMT*Cv Cv: Battery Voltage Compensation Coefficient, Cv=f(Battery Voltage).
AMT=AMT*Cb Cb: Break-in Elapsed Time Coefficient, Cb=f(t).
FIG. 10 illustrates an example map 1000 that can be used for determining load levels. The map depicts a space 1002 of possible values for engine speed (horizontal axis) and throttle angle (vertical axis). A load curve �Y� along which engine speed and throttle angle typically vary is also shown in the space 1002 for convenience. In the example map, the space 1002 is divided into three load frequency regions, �E, � �F, � and �G.� Each region has a corresponding load coefficient, for example, 1.0 for �E, � 1.1 for �F, � and 1.2 for �G.� The region �E� is a low load coefficient region in which engine operation leads to the supply of a standard amount of oil. The region �F� is a medium load coefficient region in which engine operation leads to the supply of an increased amount of oil. The region �G� is a high load coefficient region in which engine operation leads to the supply of an increased amount of oil.
C1=Σ(load coefficient*corresponding operating time)/total operating time. For example, if an engine operates for 10 minutes in each of regions �E, � �F, � and �G� described above, the load coefficient would be:
C1=(1.0*10+1.1*10+1.2*10)/30=1.1 The ECU 148 then uses the calculated Cl to compensate the oil amount, AMT, for historical engine load. The compensation for load frequency can be performed for various periods of time. In a preferred embodiment, the load frequency is used to compensate the amount of oil delivered by multiplying the oil amount, AMT, by Cl as follows:
AMT=AMT*((Cb−1)*C1+1). At the step 616 of flowchart 600, the ECU 148 compensates the oil amount, AMT, supplied in step 614, for cylinder resting periods by multiplying the oil amount by a coefficient as follows:
AMT=AMT*Cr Cr: Cylinder Resting Compensation Coefficient
AMT#2=AMT*Map#2 at (engine speed, throttle angle). In the example maps, the bottom cylinders 5 and 6 have generally lower coefficients than the top cylinders since they are exposed to more coolant and require less oil. During rapid deceleration periods, trolling periods and idle periods, the bottom cylinders receive lubricant draining down from top cylinders and accordingly are delivered even less oil as shown in the bottom rows of maps 5 and 6.
FIG. 15B illustrates a second timing diagram in which the periods T1-T6 represent a constant shutoff of oil flow to the respective cylinder during the duration. The diagram is titled �Intermittent Cycle Driving� as the solenoids are only activated on intermittent or alternate crankshaft revolutions. The period of the off time increases gradually from the top cylinder 1 to the bottom cylinder 6 in accordance with the higher oil requirements of the upper cylinders.
The timing diagram of FIG. 15C is similar to that of FIG. 15B; however, it illustrates a timing scenario that can be used in conjunction with cylinder �resting� periods. In the timing diagram depicted in FIG. 15C, cylinders 2, 3, and 5 are in resting periods. During a resting period, a cylinder typically requires less oil than during a normal crankshaft revolution. The timing diagram, therefore, depicts an increased duration during which the oil flow to cylinders 2, 3, and 5 is switched off. The difference between the normal on duration, as indicated in phantom, and the �resting� on duration is identified by a small arrow in the timing lines of cylinders 2, 3, and 5.
The timing diagram of FIG. 15D is also similar to that of FIG. 15B; however, the solenoid valves 508 shut off the oil flow once during each crankshaft revolution, but for a shorter duration of time. Accordingly the diagram is titled �Every Cycle Driving� to indicate that the solenoid valves are driven every crankshaft revolution. As in the timing diagram of FIG. 15B, the off period is greater for the lower cylinders.
FIG. 15E illustrates a timing diagram titled �Driving for Predetermined Time 1� in which the shutoff periods are not necessarily synchronized with the turning of the crankshaft or a reference signal. In this timing diagram each cylinder has a respective off period, T1-T6, which is greater for the lower cylinders. The on period, TR, however, is the same for each cylinder. Accordingly, the on-off cycle time for the lower cylinders is greater than that of the upper cylinders. One method by which this timing scenario could be implemented involves the use of timers that are alternately reset to count down an off period (one of T1-T6) and the on period (TR). The on-off cycle time for certain cylinders in this case will likely not correspond to a whole number of crankshaft revolutions. In an additional embodiment, the on period could also be varied for the various cylinders.
FIG. 15F illustrates a timing diagram titled �Driving for Predetermined Time 2� in which, like the previous diagram, the shutoff periods are not necessarily synchronized with the reference signal. Unlike the previous diagram, however, the cycle periods are the same for all cylinders. The sum of the off duration, T1-T6, and the on duration TR1-TR6, therefore, is the same for each cylinder. The upper cylinders have a shutoff duration that occupies a lesser portion of the period than the lower cylinders. Accordingly, more oil is delivered to the upper cylinders. In this timing diagram, the shutoff period also begins substantially at the same time for each cylinder. Therefore, the shutoff period may occupy a different portion of the two stroke cycle for each cylinder. One method by which this timing scenario could be implemented involves the use of timers that are alternately reset to count down an off period (one of T1-T6) and an on period (one of TR1-TR6).
FIG. 15G illustrates a timing diagram that is similar to FIG. 15F; however, the beginning of the shutoff duration is synchronized with the reference signal. The shutoff duration is also longer and occurs less frequently. Accordingly the diagram is titled �Intermittent Cycle Driving.� This timing diagram is an alternative to that of FIG. 15F that delivers approximately the same amount of oil using less frequent shutoff periods.
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