JPH0737767B2 - Engine output control method - Google Patents
Engine output control methodInfo
- Publication number
- JPH0737767B2 JPH0737767B2 JP61017750A JP1775086A JPH0737767B2 JP H0737767 B2 JPH0737767 B2 JP H0737767B2 JP 61017750 A JP61017750 A JP 61017750A JP 1775086 A JP1775086 A JP 1775086A JP H0737767 B2 JPH0737767 B2 JP H0737767B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- exhaust pipe
- timing
- gas temperature
- volume
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/04—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases
- F02B27/06—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Silencers (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】 〔発明の技術分野〕 本発明はエンジンの出力制御方法に関するものである。TECHNICAL FIELD OF THE INVENTION The present invention relates to an engine output control method.
一般に、エンジンの点火時期はエンジン回転数に応じて
最大出力を発揮させるため高速回転になるほど進角させ
るように制御されている。In general, the ignition timing of the engine is controlled so as to advance as the rotation speed becomes higher in order to maximize the output according to the engine speed.
また、エンジンの出力特性は、一般に慣性効果や脈動効
果と呼ばれる排気管内ガス流の動的効果によって大きく
左右されることが知られている。すなわち、エンジンの
排気孔から排気管へ排出される排気ガスの脈動波は排気
管端等から反射して再び排気孔へ及ぶ現象があり、この
脈動反射波の正圧又は負圧のうちいずれが開口期間中の
排気孔に及ぶかによって出力が大きく左右されることが
知られている。Further, it is known that the output characteristic of the engine is largely influenced by the dynamic effect of the gas flow in the exhaust pipe, which is generally called the inertial effect or the pulsating effect. That is, there is a phenomenon that the pulsating wave of the exhaust gas discharged from the exhaust hole of the engine to the exhaust pipe is reflected from the end of the exhaust pipe or the like and reaches the exhaust hole again, and either positive pressure or negative pressure of this pulsating reflected wave is generated. It is known that the output greatly depends on whether the exhaust hole is reached during the opening period.
例えば２サイクルエンジンの場合、掃気孔の開口期間中
に排気孔に負圧の反射波が及ぶように制御すると、この
負圧は燃焼室，掃気通路，クランクケースを経て吸気孔
に及び、より多量の新気を吸い込むようになり、またそ
の直後に正圧の反射波を排気孔に及ばせると、燃焼室に
押し込まれた新気の流出を防止する。そのため、これら
により充填効率が向上し、出力を上げることができるの
である。For example, in the case of a two-cycle engine, when the negative pressure reflected wave is controlled to reach the exhaust hole during the opening period of the scavenging hole, this negative pressure reaches the intake hole via the combustion chamber, the scavenging passage, and the crankcase, and a larger amount is generated. If the positive pressure reflected wave can be made to reach the exhaust hole immediately after that, it will prevent the fresh air pushed into the combustion chamber from flowing out. Therefore, these can improve the filling efficiency and increase the output.
従来、このような排気管内ガス流の脈動反射波の制御
は、エンジンの回転数に応じて排気時期等の排気諸元を
制御することによって行われていた。ところが、反射波
の伝播速度は温度によって変化し、温度が高いときは速
く、低くなるほど遅くなるという特性がある。このた
め、上述のようにエンジン回転数に応じて排気時期を制
御するだけでは、例えば雨中走行のように排気管が雨に
より冷却されるときとか、あるいは冬の厳寒時に走行す
るときのように排気管が強冷されるとき等では、定常時
に比べて反射波の伝播速度が遅くなるため、上記動的効
果による出力向上が低減することになる。Conventionally, such control of the pulsating reflected wave of the gas flow in the exhaust pipe has been performed by controlling exhaust specifications such as exhaust timing according to the engine speed. However, the propagation speed of the reflected wave changes depending on the temperature, and has a characteristic that it is faster when the temperature is high and slower when the temperature is lower. Therefore, as described above, only by controlling the exhaust timing according to the engine speed, the exhaust gas is exhausted when the exhaust pipe is cooled by rain, such as when running in the rain, or when running in the severe cold of winter. When the tube is strongly cooled, etc., the propagation speed of the reflected wave becomes slower than in the steady state, so that the output improvement due to the above dynamic effect is reduced.
本発明の目的は、上述のような問題を解消し、排気管回
りの温度の違いによって排気ガス流の動的効果による出
力特性が影響されないようにし、かつ熱効率ベストの条
件にして最も優れた出力特性を得ることができるエンジ
ンの出力制御方法を提供することにある。An object of the present invention is to solve the above problems, prevent the output characteristics due to the dynamic effect of the exhaust gas flow from being affected by the difference in temperature around the exhaust pipe, and provide the best output under the conditions of the best thermal efficiency. An object is to provide an engine output control method capable of obtaining characteristics.
上記目的を達成する本発明は、エンジン回転数に応じて
該回転数が増加する程、点火時期を進角させると共に排
気開始時期を早め、かつ排気管内ガス温度に応じて該排
気管内ガス温度が低くなる程、前記点火時期を遅らせる
と共に前記排気開始時期を早めるように補正し、さらに
前記排気管内ガス温度が低くなる程排気管の容積または
有効長を小さく変化させるように補正することにより、
エンジン出力を最大にすべく制御することを特徴とする
ものである。The present invention that achieves the above object, as the engine speed increases, the ignition timing is advanced and the exhaust start timing is advanced, and the exhaust pipe gas temperature is increased according to the exhaust pipe gas temperature. As the temperature decreases, the ignition timing is delayed and the exhaust start timing is corrected to be advanced, and the lower the gas temperature in the exhaust pipe is, the smaller the volume or effective length of the exhaust pipe is corrected to be corrected.
It is characterized by controlling to maximize the engine output.
以下、本発明を図に示す実施例により説明する。 The present invention will be described below with reference to the embodiments shown in the drawings.
第１図は本発明が適用される自動二輪車用エンジンを示
し、１は２サイクルのエンジンである。この２サイクル
エンジン１において、２はピストン、３はクランク軸、
４は点火栓、５は吸気孔、６は排気孔、７は排気孔６に
接続された排気管である。FIG. 1 shows a motorcycle engine to which the present invention is applied, and 1 is a two-cycle engine. In this 2-cycle engine 1, 2 is a piston, 3 is a crankshaft,
Reference numeral 4 is a spark plug, 5 is an intake hole, 6 is an exhaust hole, and 7 is an exhaust pipe connected to the exhaust hole 6.
排気孔６の上部には、その排気孔６の上部開口部の開度
を変化させる回転弁６が設けられている。この回転弁８
は、後述するようにエンジン回転数と共に排気管内ガス
温度に応じてアクチュエータ14を介して制御され、排気
孔６の上部開口部の開度を変化させることにより、ピス
トン２が排気孔６を閉じるときの排気時期を調節するよ
うにしている。A rotary valve 6 for changing the opening degree of the upper opening of the exhaust hole 6 is provided above the exhaust hole 6. This rotary valve 8
When the piston 2 closes the exhaust hole 6 by controlling the opening degree of the upper opening portion of the exhaust hole 6 by controlling the actuator 14 according to the engine speed and the exhaust gas temperature in the exhaust pipe as described later. The exhaust timing of is adjusted.
排気管７は前部に同一径の直管部7fを有し、その後部に
径を拡大した拡径部7rを接続し、最後部に消音部7mを接
続している。上記拡径部7rの後半部には蝶形の開閉弁９
が設けられており、この開閉弁９を開閉することにより
排気管７の有効長又は面積を変化できるようになってい
る。このような排気管７の長さ又は容積の可変機構は、
第２図に示すように排気管７に分岐室7dを設け、その分
岐室7d中にピストン弁10を摺動するように設けるもので
も可能である。The exhaust pipe 7 has a straight pipe portion 7f having the same diameter at the front portion, a diameter-expanded portion 7r having an enlarged diameter is connected to the rear portion, and a muffling portion 7m is connected to the rear portion. A butterfly-shaped on-off valve 9 is provided in the latter half of the expanded portion 7r.
Is provided, and the effective length or area of the exhaust pipe 7 can be changed by opening / closing the opening / closing valve 9. Such a variable mechanism of the length or volume of the exhaust pipe 7 is
As shown in FIG. 2, a branch chamber 7d may be provided in the exhaust pipe 7, and the piston valve 10 may be slidably provided in the branch chamber 7d.
上記排気管７の拡径部7rには排気ガス温度を検出する熱
電対又はサーミスタ等のセンサ11が設けられ、またクラ
ンク軸３にはエンジン回転数を検出する電磁コイルなど
のピックアップからなるセンサ12が付設されている。こ
れら両センサ11,12の検出信号はマイコンからなる制御
部16に入力され、これらの信号に基づいて制御部16は駆
動ユニット17を駆動するようになっている。A sensor 11 such as a thermocouple or thermistor for detecting the exhaust gas temperature is provided in the expanded diameter portion 7r of the exhaust pipe 7, and a sensor 12 including a pickup such as an electromagnetic coil for detecting the engine speed is provided on the crankshaft 3. Is attached. The detection signals of both sensors 11 and 12 are input to the control unit 16 including a microcomputer, and the control unit 16 drives the drive unit 17 based on these signals.
上記駆動ユニット17のうち点火系ユニット17aは点火コ
イル18を介して点火栓４の点火時期を制御し、また排気
系ユニット17bはアクチュエータ14を介して回転弁８を
駆動し、後述する排気ガス流の動的効果による出力向上
が得られるように排気時期を制御するようになってい
る。また、排気系ユニット17cは、排気管内ガス温度に
応じてアクチュエータ15を介して開閉弁９を駆動し、そ
れによって排気管７の長さ又は容積を変化させるもの
で、後述するように上記点火時期や排気時期だけでは出
力向上に限界となる部分を補うようにしている。Of the drive unit 17, the ignition system unit 17a controls the ignition timing of the spark plug 4 via the ignition coil 18, and the exhaust system unit 17b drives the rotary valve 8 via the actuator 14 to generate an exhaust gas flow described later. The exhaust timing is controlled so that the output can be improved by the dynamic effect of. The exhaust system unit 17c drives the on-off valve 9 via the actuator 15 according to the gas temperature in the exhaust pipe, thereby changing the length or volume of the exhaust pipe 7, and as described later, the ignition timing is set. It is designed to make up for the part that limits the output improvement only with the exhaust timing.
上述した制御において、エンジン回転数（r.p.m.）に応
じて出力を最大にする最適点火時期（゜BTDC……上死点
前角度）は、第３図に示すように、エンジン回転速度が
高速になるほど進角するように制御される。また、エン
ジン回転数（r.p.m.）に応じて出力を最大にする最適排
気時期（゜ATDC……上死点後角度）は、第４図のよう
に、エンジン回転数に応じて該回転数が増加する程排気
開始時期を早めるように制御される。後者の最適排気時
期の制御は排気ガス流の動的効果による出力向上を得る
ためのもので、掃気孔が開口しているときに負圧の脈動
反射波を排気孔６に及ばせ、それを燃焼室，掃気通路，
クランクケースを経て吸気孔５に及ばせ、より多量の新
気を吸い込むようにし、次いで直後の排気孔６が開口し
ているとき正圧の反射波を及ばせることにより、燃焼室
に押し込まれた新気の流出を防止するようにする。これ
によって新気の充填効率が向上し、出力が向上する。In the control described above, the optimum ignition timing (° BTDC ... angle before top dead center) that maximizes the output according to the engine speed (rpm) is, as shown in FIG. 3, the higher the engine speed becomes. Controlled to advance. Also, as shown in Fig. 4, the optimum exhaust timing (° ATDC ... angle after top dead center) that maximizes the output according to the engine speed (rpm) increases with the engine speed. As it is controlled, the exhaust start timing is advanced. The latter control of the optimum exhaust timing is for obtaining the output improvement by the dynamic effect of the exhaust gas flow. When the scavenging hole is opened, a negative pressure pulsating reflected wave is applied to the exhaust hole 6, and Combustion chamber, scavenging passage,
It was pushed into the combustion chamber by letting it reach the intake hole 5 through the crankcase, sucking in a larger amount of fresh air, and then exerting a reflected wave of positive pressure when the exhaust hole 6 immediately after was opened. Try to prevent the outflow of fresh air. As a result, the charging efficiency of fresh air is improved and the output is improved.
本発明において、制御部16による最適点火時期、最適排
気時期の制御は、単にエンジン回転数によってのみ行わ
れるのではなく、センサ11が検出する排気管内ガス温度
に応じて補正される。すなわち、脈動波の伝播速度は温
度が低くなるほど遅くなる特性があるため、排気ガス流
の動的効果による出力向上特性も変化し、得られなくな
ることがあるため、これを排気管内ガス温度に基づいて
動的効果が得られるように補正し、第５図、第６図のよ
うに制御するのである。In the present invention, the control of the optimum ignition timing and the optimum exhaust timing by the control unit 16 is not performed only by the engine speed, but is corrected according to the exhaust pipe gas temperature detected by the sensor 11. That is, since the propagation speed of the pulsating wave has a characteristic that it becomes slower as the temperature becomes lower, the output improvement characteristic due to the dynamic effect of the exhaust gas flow may change and may not be obtained. It is corrected so that a dynamic effect can be obtained, and is controlled as shown in FIGS.
すなわち、点火時期の場合であれば、点火時期を遅らせ
ると排気ガス温度が上昇する特性があるので、例えば雨
天走行時のように排気管が冷却されて排気ガス温度が低
くなるときは、点火時期を上死点方向に遅らせて排気ガ
ス温度を上昇させるように補正する。また、排気時期の
場合は、排気時期を早くすると排気ガス温度が高くなる
特性があるので、例えば雨天走行時のように排気ガス温
度が低くなるときは、排気開始時期を上死点方向に早め
て排気ガス温度を上昇させる補正をするのである。That is, in the case of ignition timing, there is a characteristic that the exhaust gas temperature rises when the ignition timing is delayed. Therefore, when the exhaust pipe is cooled and the exhaust gas temperature becomes low, for example, when driving in the rain, the ignition timing Is delayed toward the top dead center to correct the exhaust gas temperature. Also, in the case of the exhaust timing, there is a characteristic that the exhaust gas temperature rises when the exhaust timing is advanced, so when the exhaust gas temperature becomes low, such as when driving in the rain, the exhaust start timing should be advanced toward the top dead center. The correction is made to raise the exhaust gas temperature.
ところが、上述のように制御される点火時期，排気時期
は、両方ともエンジンの熱効率にも影響を及ぼすもので
あるので、その制御範囲には自ずと限界がある。すなわ
ち、点火時期，排気時期をあまり大幅に変化させて制御
を行うと、第７図，第８図に示すように、充填効率は上
がっても、熱効率が下がってしまい、その出力向上には
限界がある。However, since both the ignition timing and the exhaust timing controlled as described above also affect the thermal efficiency of the engine, the control range is naturally limited. That is, if the ignition timing and the exhaust timing are changed so much as to be controlled, as shown in FIGS. 7 and 8, even if the charging efficiency is increased, the thermal efficiency is decreased and the output improvement is limited. There is.
しかし、上述したように、この発明の制御方法では、さ
らに排気管７の容積または長さが可変構造になってお
り、かつこの容積または長さが、排気管内ガス温度に応
じて、ガス温度が低くなるほど小さくなるように制御さ
れるようにしてある。すなわち、排気ガスの脈動波（圧
力波）の伝播速度は、排気管内ガス温度が低くなるほど
遅くなる特性を有するが、この伝播速度が遅くなった分
だけ開閉弁９の開度を小さく、あるいは分岐室7dの容積
を減少させて、排気管７の容積または長さを縮小するよ
うに調節することによって、脈動反射波が排気孔６に達
するタイミングを実質的に不変であるようにしている。
このため、この排気管の容積または長さの可変制御によ
り、点火時期，排気時期を熱効率がベストの時期に固定
させた状態にして、動的効果による出力向上がベストと
なるように利用することができ、これによって最も優れ
た出力特性を得ることが可能になる。However, as described above, in the control method of the present invention, the volume or length of the exhaust pipe 7 is further variable, and the volume or length of the exhaust pipe 7 changes depending on the gas temperature in the exhaust pipe. It is controlled so that it becomes smaller as it becomes lower. That is, the propagation speed of the pulsating wave (pressure wave) of the exhaust gas has a characteristic that it becomes slower as the temperature of the gas in the exhaust pipe becomes lower. However, the opening degree of the on-off valve 9 is reduced or branched as the propagation speed becomes slower. By adjusting the volume or length of the exhaust pipe 7 by reducing the volume of the chamber 7d, the timing at which the pulsating reflected wave reaches the exhaust hole 6 is substantially unchanged.
Therefore, by controlling the volume or length of the exhaust pipe, the ignition timing and the exhaust timing should be fixed at the best thermal efficiency, and the output should be improved by the dynamic effect. This makes it possible to obtain the best output characteristics.
上述したように本発明は、エンジン回転数に応じて該回
転数が増加する程、点火時期を進角させると共に排気開
始時期を早め、かつ排気管内ガス温度に応じて該排気管
内ガス温度が低くなる程、前記点火時期を遅らせると共
に前記排気開始時期を早めるように補正し、さらに前記
排気管内ガス温度が低くなる程排気管の容積または有効
長を小さく変化させるように補正することにより、エン
ジン出力を最大にすべく制御するので、以下のような優
れた効果を奏するものである。As described above, according to the present invention, as the engine speed increases, the ignition timing is advanced and the exhaust start timing is advanced, and the exhaust pipe internal gas temperature decreases according to the exhaust pipe internal gas temperature. The engine output is corrected by delaying the ignition timing and advancing the exhaust start timing, and by correcting the exhaust pipe volume or effective length to be smaller as the exhaust pipe gas temperature becomes lower. Since it is controlled so as to be maximum, the following excellent effects are exhibited.
すなわち、エンジン回転数に応じて該回転数が増加する
程、点火時期を進角させると共に排気開始時期を早め、
かつ、排気管内ガス温度が低くなる程、前記点火時期を
遅らせると共に前記排気開始時期を早めるように補正す
るので、脈動反射波の遅れを充填効率が向上するように
迅速に制御して、排気管周りの温度変化によって排気ガ
ス温度が変化したときでも、排気ガス流の動的効果によ
る出力増加を減殺することがなく、常に高出力を発揮す
ることができる。That is, as the rotation speed increases in accordance with the engine rotation speed, the ignition timing is advanced and the exhaust start timing is advanced,
And, as the gas temperature in the exhaust pipe becomes lower, the ignition timing is delayed and the exhaust start timing is corrected so as to be advanced, so that the delay of the pulsating reflected wave is rapidly controlled to improve the charging efficiency, and the exhaust pipe is Even when the exhaust gas temperature changes due to the surrounding temperature change, the high output can always be exhibited without compromising the output increase due to the dynamic effect of the exhaust gas flow.
さらに、上記点火時期、排気時期の制御に加えて、排気
管内ガス温度が低くなる程、排気管の容積または有効長
を小さく変化させるように補正するため、その点火時期
と排気時期を熱効率がベストの状態に固定して、排気ガ
ス流の動的効果をベストに利用することができるので、
最も優れた出力特性を得ることが可能になり、そのた
め、雨や雪等の外部環境による出力低下を一層確実に防
止することができる。Further, in addition to the control of the ignition timing and the exhaust timing, as the gas temperature in the exhaust pipe becomes lower, the volume of the exhaust pipe or the effective length is corrected to be changed smaller, so that the ignition timing and the exhaust timing have the best thermal efficiency. Since it can be fixed to the state of, and the dynamic effect of the exhaust gas flow can be used to the best,
It becomes possible to obtain the most excellent output characteristics, so that it is possible to more reliably prevent the output reduction due to the external environment such as rain or snow.
第１図は本発明の出力制御方法が適用される自動二輪車
用エンジンの概略図、第２図は排気管の可変容積構造の
他の実施態様を示す断面図、第３図はエンジン回転数と
最適点火時期の関係図、第４図はエンジン回転数と最適
排気時期の関係図、第５図は排気管内ガス温度と最適点
火時期の関係図、第６図は排気管内ガス温度と最適排気
時期の関係図、第７図は点火時期と熱効率および充填効
率との関係図、第８図は排気時期と熱効率および充填効
率との関係図である。 １……エンジン、３……クランク軸、４……点火栓、５
……吸気孔、６……排気孔、７……排気管、８……回転
弁、９……開閉弁、10……ピストン弁、11……（排気管
内ガス温度の）センサ、12……（エンジン回転数の）セ
ンサ、 14,15……アクチュエータ、16……制御部、17……駆動
ユニット、18……点火系ユニット。FIG. 1 is a schematic view of a motorcycle engine to which the output control method of the present invention is applied, FIG. 2 is a sectional view showing another embodiment of a variable volume structure of an exhaust pipe, and FIG. FIG. 4 shows the relationship between the optimum ignition timing, FIG. 4 shows the relationship between the engine speed and the optimum exhaust timing, FIG. 5 shows the relationship between the gas temperature in the exhaust pipe and the optimum ignition timing, and FIG. 6 shows the gas temperature in the exhaust pipe and the optimum exhaust timing. FIG. 7 is a relationship diagram between ignition timing and thermal efficiency and charging efficiency, and FIG. 8 is a relationship diagram between exhaust timing and thermal efficiency and charging efficiency. 1 ... Engine, 3 ... Crankshaft, 4 ... Spark plug, 5
...... Intake hole, 6 ... Exhaust hole, 7 ... Exhaust pipe, 8 ... Rotary valve, 9 ... Open / close valve, 10 ... Piston valve, 11 ... (Exhaust pipe gas temperature) sensor, 12 ... Sensors (of engine speed), 14,15 ... Actuators, 16 ... Control units, 17 ... Drive units, 18 ... Ignition system units.
Claims (3)
る程、点火時期を進角させると共に排気開始時期を早
め、かつ排気管内ガス温度に応じて該排気管内ガス温度
が低くなる程、前記点火時期を遅らせると共に前記排気
開始時期を早めるように補正し、さらに前記排気管内ガ
ス温度が低くなる程排気管の容積または有効長を小さく
変化させるように補正することにより、エンジン出力を
最大にすべく制御することを特徴とするエンジンの出力
制御方法。1. The ignition timing is advanced and the exhaust start timing is advanced as the engine speed increases in accordance with the engine speed, and the exhaust pipe internal gas temperature decreases according to the exhaust pipe internal gas temperature. The engine output is maximized by correcting the ignition timing to be delayed and the exhaust start timing to be advanced, and further correcting the volume or effective length of the exhaust pipe to be smaller as the exhaust pipe gas temperature becomes lower. A method for controlling the output of an engine, which is characterized by controlling as much as possible.
し、該拡径部の後部に開閉弁を設け、その開閉弁の開度
を小さくすることにより前記排気管の容積または長さを
小さくするようにした特許請求の範囲第１項に記載のエ
ンジンの出力制御方法。2. The exhaust pipe is composed of a straight pipe portion and an expanded diameter portion, and an opening / closing valve is provided at a rear portion of the expanded diameter portion to reduce the opening degree of the opening / closing valve to reduce the volume of the exhaust pipe or The engine output control method according to claim 1, wherein the length is reduced.
ように設け、該分岐室の容積を減少させることにより前
記排気管の容積または長さを小さくするようにした特許
請求の範囲第１項に記載のエンジンの出力制御方法。3. A vent chamber according to claim 1, wherein a branch chamber having a variable volume is provided so as to communicate with the ventilation pipe, and the volume or length of the exhaust pipe is reduced by reducing the volume of the branch chamber. 2. The engine output control method according to item 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61017750A JPH0737767B2 (en) | 1986-01-31 | 1986-01-31 | Engine output control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61017750A JPH0737767B2 (en) | 1986-01-31 | 1986-01-31 | Engine output control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62178720A JPS62178720A (en) | 1987-08-05 |
| JPH0737767B2 true JPH0737767B2 (en) | 1995-04-26 |
Family
ID=11952414
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61017750A Expired - Lifetime JPH0737767B2 (en) | 1986-01-31 | 1986-01-31 | Engine output control method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0737767B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6216271B2 (en) * | 2014-03-13 | 2017-10-18 | 本田技研工業株式会社 | Exhaust pipe with catalyst for saddle-ride type vehicles |
| WO2017159713A1 (en) * | 2016-03-16 | 2017-09-21 | ヤマハ発動機株式会社 | Saddle-type vehicle |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6013300Y2 (en) * | 1979-05-02 | 1985-04-27 | ヤンマー農機株式会社 | Sunshade device for riding rice transplanter |
| JPS57193027U (en) * | 1981-05-29 | 1982-12-07 | ||
| JPS5874826A (en) * | 1981-10-28 | 1983-05-06 | Yamaha Motor Co Ltd | Exhaust muffler for two-cycle internal-combustion engine |
-
1986
- 1986-01-31 JP JP61017750A patent/JPH0737767B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPS62178720A (en) | 1987-08-05 |
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