The power of a motorcycle engine is controlled in some situations by an engine control module that senses a variety of operating parameters and selectively controls the power of the motorcycle when several parameters fall within a predetermined range. Conventionally, the power is reduced by shutting off fuel to the engine or cutting out the spark. Although these techniques control the power, they also tend to induce lean running conditions, which ultimately cause increased noise emissions from the engine due to backfires and misfires.
The present invention is directed to a power control device and method of controlling a motorcycle engine. The power control device controls the power of the motorcycle engine in predetermined situations while maintaining optimal air-fuel ratios to prevent backfires and misfires during combustion.
In one embodiment, the power control device reduces the airflow to the engine by rotating a throttle plate within a throttle body. The amount of fuel delivered to the engine is also reduced corresponding to the position of the throttle plate. By reducing the amount of fuel delivered to the engine based upon the amount of airflow to the engine, combustion within the engine remains optimal.
In one embodiment, the throttle plate can be rotated by the operator and by the power control device. The position of the throttle plate and corresponding power output of the engine is controlled by the operator until overridden by the power control device. The power control device generally only overrides the operator's control during predetermined operating conditions of the motorcycle. When the power control device overrides the operator's control, the position of the throttle plate is determined by the power control device without moving a hand operated control used by the operator to control the power output.
These and other aspects of the present invention, together with the organization and operation thereof, will become apparent from the following detailed description of the invention when taken in conjunction with the accompanying drawings.
Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limited. The use of “including,” “comprising” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. The terms “mounted,” “connected” and “coupled” are used broadly and encompass both direct and indirect mounting, connecting and coupling. Further, “connected” and “coupled” are not restricted to physical or mechanical connections or couplings, and can include electrical connections or couplings, whether direct or indirect.
As shown in
The valve 48 includes a throttle plate 52 (
A pair of actuators 60, 64 are coupled to the first end 55 of the shaft 54. The actuators 60, 64 can rotate the shaft 54 to change the orientation of the plate 52 within the air passage 46. The first actuator 60 includes a first cable wheel 68 directly coupled to the shaft 54. Due to this configuration, rotation of the first cable wheel 68 will directly change the orientation of the plate 52 within the air passage 46. A cable 70 is connected to the first cable wheel 68 and extends to an electronic actuation device 72. The electronic actuation device 72 can apply a force to the cable 70, which will then apply a force to the first cable wheel 68 to cause rotation of the shaft 54. The illustrated electronic actuation device 72 is a solenoid. However, in other embodiments, the electronic actuation device 72 can include electric motors and other prime movers. As explained in greater detail below, the solenoid is coupled to an engine control module 76, which causes the solenoid to actuate.
The second actuator 64 includes a second cable wheel 80, a manual actuation device or hand throttle 81, and a pair of cables 82, 83 extending between the hand throttle 81 and the second cable wheel 80. The hand throttle 81 can be actuated in two directions. Rotation of the hand throttle 81 in a first direction causes a pulling force on a first cable 82, which causes the second cable wheel 80 to rotate in first direction. Upon release of the hand throttle 81, a bias force from a spring 84 extending between the second cable wheel 80 and the throttle body 44 will cause both the second cable wheel 80 and the hand throttle 81 to return to the idle position. However, the hand throttle 81 can also be rotated in a second direction opposite the first direction to cause a pulling force on the second cable 83, which causes the second cable wheel 80 to rotate in a second direction opposite the first direction. Rotation of the hand throttle 81 and second cable wheel 80 cause a change in orientation of the throttle plate 52 relative to the air passage 46 as discussed below.
As illustrated in
As best illustrated in
A third projection 92 extends from the first cable wheel 80 to an idle setting device 96. The third projection 92 is positioned to engage the idle setting device 96 when the throttle plate 52 and first cable wheel 68 are in the idle position (
Upon rotation of the second cable wheel 80 in a direction to further open the air passage 46 (
The third projection 92 will engage the idle setting device 96 when the first cable wheel 68 and the throttle plate 52 have returned to the idle position. The engagement of the third projection 92 with the idle setting device 96 prevents the air passage 46 from being completely restricted by the independent actuation of the first cable wheel 68. The position of the idle setting device 96 is adjustable to change the idle position.
As illustrated in
The engine control module 76 also controls the electronic actuation device 72 of the first actuator 60. The engine control module 76 senses a variety of operational parameters, such as engine speed, motorcycle speed, throttle plate 52 position and the like. The engine control module 76 actuates the electronic actuation device 72 when several of the parameters are within a predetermined range. Upon actuation of the electronic actuation device 72, the first cable wheel 68 will rotate relative to the second cable wheel 80, as shown in
The operation of the illustrated power control will now be described beginning with the motorcycle 10 idling. When the motorcycle is idling, the throttle plate 52 and the first and second cable wheels 68, 80 are in the idle position, as shown in
As previously indicated, the engine control module 76 continuously receives information regarding a variety of operation parameters of the motorcycle 10, such as vehicle speed, engine speed, throttle position, and the like. These parameters are evaluated to determine whether they fall within a predetermined range defining a triggering event. One or more triggering events can be programmed into the engine control module 76. For example, in one embodiment the triggering event occurs when the motorcycle is travelling at about thirty miles-per-hour and the engine is operating at a corresponding speed indicating the motorcycle is traveling at a constant speed (i.e., with little acceleration, if any). In addition to the two parameters, the sensed throttle plate 52 position must indicate an intent by the rider to substantially accelerate the motorcycle 10 (e.g., movement of the throttle plate 52 from a position corresponding to traveling at nearly a constant speed of about thirty miles-per-hour to a nearly fully open position). Upon sensing these three conditions, the engine control module 76 will quickly override the user input via the hand throttle 81 to cause a more controlled and gradual acceleration of the motorcycle 10. Specifically, the engine control module 76 moves the throttle plate 52 to a position that reduces the power output of the engine 18 by restricting air flow to the engine 18, but yet allowing the motorcycle 10 to accelerate.
During an override, the engine control module 76 will actuate the electronic actuation device 72, which will cause the first cable wheel 68 to rotate in a counter-clockwise direction relative to the second cable wheel 80 as illustrated in
Once one or more of the sensed parameters fall outside of the predetermined range, the engine control module 76 will no longer override the user input. Rather, engine control module 76 will return control of the throttle plate 52 to the user. Although control can be transferred to the user very quickly by actuating the solenoid to the non-override position, the engine control module 76 of the illustrated embodiment transfers control back to the user gradually. A very quick transfer could cause a sudden increase of power. Thus, in the illustrated embodiment, the solenoid is pulse width modulated from the override position to the non-override position. This causes a gradual increase of power.
The engine control module 76 can temporarily override the user's input for a variety of reasons. For example, as just described, the engine control module 76 can control the acceleration of the motorcycle 10 in predetermined situations. This can help the rider maintain better control over the motorcycle 10. In some situations, depending upon the horsepower and torque of a motorcycle engine, sudden acceleration can cause the front wheel of the motorcycle to leave the ground. The engine control module 76 can be programmed to improve the traction of the rear wheel with the ground during acceleration.
Additionally, the engine control module 76 can reduce the noise emissions of the motorcycle. By controlling the power of the motorcycle 10 with the throttle plate 52, the noise emitted from the motorcycle 10 is also controlled. Conventional power control techniques by cutting off fuel to the engine 18 or cutting of the spark. These techniques, unlike the present invention, caused greater noise emissions in some circumstances due to backfires and misfired caused by lean running conditions. Specifically, the lean running conditions occur when the air-to-fuel ratio is not optimal. In the present invention, combustion occurs with an optimal air-to-fuel ratio even when the engine control module 76 overrides the user's input to reduce the power. As indicated above, the amount of fuel delivered is dependent upon the sensed position of the throttle plate 52. As such, when the engine control module 76 reduces the power of the engine by moving the throttle plate 52, the fuel delivery is also altered corresponding to the sensed position of the throttle plate 52. Consequently, the engine 18 does not run lean and does not backfire or misfire.
The embodiments described above and illustrated in the figures are presented by way of example only and are not intended as a limitation upon the concepts and principles of the present invention. As such, it will be appreciated by one having ordinary skill in the art that various changes in the elements and their configuration and arrangement are possible without departing from the spirit and scope of the present invention. For example, various alternatives to the certain features and elements of the present invention are described with reference to specific embodiments of the present invention. With the exception of features, elements, and manners of operation that are mutually exclusive of or are inconsistent with each embodiment described above, it should be noted that the alternative features, elements, and manners of operation described with reference to one particular embodiment are applicable to the other embodiments.
Various features of the invention are set forth in the following claims.
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Number | Date | Country | |
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20060005808 A1 | Jan 2006 | US |