An engine management system

An engine management system

Related pending applications This statement of the invention claims the priority of U.S. Provisional Application 60/183,380 filed on February 18, 2000, the content of which is incorporated herein by reference in its entirety.

Technical field

The invention relates to an engine management system for an internal combustion engine. In particular, the present invention aims to provide a system that allows an operator to transfer engine management data between a palmtop computer and an engine control system, and transfer engine management files between the palmtop computer and an external computer. As an example, the system according to an embodiment of the present invention enables the operator to adjust the operation of the engine by changing the adjustment control value, whether the engine is not running or operating under a predetermined environment. This change represents Modification of the basic engine control values of the control performance map (map). More specifically, the present invention enables the driver of the modified vehicle to generate an adjustment control performance map for correcting basic engine control performance maps, such as ignition timing and fuel supply, while riding or driving.

It is generally believed that the performance of internal combustion engines depends on many factors, including the working cycle (such as two-stroke, four-stroke, Otto, Diesel or Wankel), the number and design of combustion chambers, the selection and control of ignition and fuel supply systems, and The surrounding conditions of the engine.

Examples of combustion chamber design choices are considered to include selecting a compression ratio and selecting the number of intake and exhaust valves connected to each combustion chamber. It is generally believed that these options cannot be changed in order to adjust the engine operation after the engine is manufactured.

As far as the ignition system is concerned, a breakpoint system and an electronic ignition system are known. It is generally believed that these known systems provide spark timing based on an engine operating characteristic such as rotation speed and load. As far as the breaking point system is concerned, it is generally believed that the centrifugal offset weight is generally used to detect the engine speed mechanically, and the intake manifold vacuum is usually used to detect the engine load. As far as the electronic ignition system is concerned, it is generally believed that the engine speed can be detected by an angular motion sensor linked to the rotation of the crankshaft, and the engine load can usually be detected by, for example, the output of a throttle valve position sensor. In either case, based on these known systems for a given operating state of the engine, the spark timing is considered to be fixed.

As far as the fuel supply system is concerned, a carburetor and a fuel injection system are known. It is generally believed that these known systems provide a certain amount of fuel, such as gasoline, according to the amount of air allowed into the engine, that is, according to the position of the throttle valve set by the operator. In the case of carburetors, it is generally believed that fuel is supplied through a system of nozzles (known as "spouts"). As an example of carburetor operation, it is generally believed that the slow nozzle can provide fuel to the throttle valve in the downward flow direction when the engine is running at idling speed, and the fuel supply can be propelled by an accelerator pump to increase the engine speed. Put it up. It is generally believed that most carburetors must be disassembled, and nozzles or pumps of different sizes must be installed to change the fuel supply. However, this is a laborious process, and is often considered to be done only when the engine is not running.

It is generally believed that known fuel injection systems that can be electronically controlled can inject a precisely metered amount of fuel into the intake system or directly into the combustion cylinder. The fuel quantity is considered to be determined by the controller based on the engine state and a data table known as a "performance map" or "look-up table". It is generally believed that the performance map includes a set of possible values and set points corresponding to each (at least one) independent variable (that is, a characteristic of the engine state). These variables can be measured by sensors connected to the controller, including a corresponding one. Non-independent variable control functions, such as a collection of corresponding control values for the amount of fuel.

Usually, the performance map is set by the engine manufacturer in the factory and is permanently set in the engine control unit. Currently, for vehicles on the road, this is considered to comply with the requirements of exhaust pollution regulations. However, it is generally believed that even if it is not required by law, there are many reasons why manufacturers prohibit engine operators from modifying performance maps. For example, manufacturers are sure that their performance maps provide the best engine performance, and manufacturers worry that engine operators do not set the performance map. Appropriate control values may cause damage to the engine, or the manufacturer may assume that the engine operator may not have sufficient skills to make appropriate modifications to the performance chart. However, it is generally believed that manufacturers have optimized their performance graphs under a set of conditions specified by themselves, and in most cases, these conditions do not match the actual operating conditions of the engine. Therefore, the manufacturer's performance map is considered to be limiting, rather than optimizing the performance of the engine.

Furthermore, environmental conditions such as air temperature, altitude, and atmospheric pressure also affect engine performance. These conditions generally affect the entire operating range of the engine. As far as fuel injection is concerned, it is known that these conditions can be compensated for by calculating an adjustment value for each operating state of the engine.

In this way, it is generally believed that the performance of the engine essentially depends on how the combustion is completed under ambient conditions. The stoichiometric ratio of air and gasoline is 14.7:1. However, it is generally believed that the ratio of 10:1 to 20:1 can be combusted, and it is usually desirable to adjust the air-fuel ratio to achieve specific engine performance (such as a certain level of power output, more fuel savings or reduced emissions). Similarly, it is also desirable to adjust the ignition timing, usually by measuring the crank rotation angle before the piston reaches the top dead center of the compression stroke, in order to achieve specific engine performance (eg, lowest fuel consumption or reduced emissions).

It is generally believed that one of the disadvantages of the known ignition timing systems and fuel supply systems is that the operation of the engine is limited to fixed controls set by these system providers. Another disadvantage is that any possible adjustments to these known systems require a technician to reconfigure one or more components of the system, or disassemble the system, install replacement components, and then reassemble the system. Therefore, another disadvantage of these known systems is that these adjustments are neither effective nor sufficient when the engine is continuously operated under a predetermined environment. Another disadvantage of these known systems is that the effects of these adjustments cannot be directly compared.

It is believed that it is necessary to overcome the above-mentioned shortcomings of known ignition and fuel supply systems.

Summary of the invention

The present invention provides an engine management system, including: an engine control system for determining an engine operation control value, the engine operation control value is provided to the engine to control an aspect of the engine operation; a handheld computer for managing the engine Data is transmitted to the engine control system; and an external computer for transmitting engine management data to the palmtop computer, wherein the palmtop computer can be independently coupled to the engine control system and to the external computer.

In the above engine management system, the engine is an internal combustion engine, and the handheld computer is movable relative to the engine control system, and its height, width, and thickness are not more than about 6 inches×about 4 inches×about 1 inch. The handheld computer runs a set of engine management software tools, which are used to transmit engine management data to the engine control system. The external computer is used to download engine management software tools and engine management files to the palmtop computer, and upload the engine management files from the palmtop computer.

Description of the drawings

The following drawings are added and become a part of the specification, which include one or more embodiments of the present invention. Together with the general description given above and the specific description given below, the present invention will be explained according to the best embodiment of the present invention. The principle.

Fig. 1 is a schematic diagram of an embodiment of a system for adjusting engine operation; Fig. 2 is a plan view of an instrument panel according to the first embodiment; Fig. 3 is an instrument with a retractable handheld computer according to a second embodiment Figure 4 is a perspective view illustrating the instrument panel shown in Figure 3, in which the handheld computer is in a disengaged state; Figure 5 is a method of adjusting engine performance according to an embodiment of an engine management software tool for adjusting engine operation flow chart.

detailed description

The terms "adjustment", "group", "performance graph adjustment definition" and "performance graph group" used in the present invention have their specific meanings. The term "adjustment" refers to changing the value of one or more set points. The value of this change may be positive or negative, and may be a function of the initial set point or the selected increment. The term "group" refers to a collection or bag of set points that are acted on in concert by adjustment behavior. A group can be defined by "performance graph adjustment definition". For example, a performance map adjustment definition can be allocated to parcel an engine control performance map so as to produce a set of set points within a selected range of independent variables (such as detected engine operating characteristics). The term "performance graph group" refers to a single engine control performance graph or a collection of multiple related engine control performance graphs. For example, a performance graph group may include only one ignition timing performance graph, or it can also include an ignition timing performance graph. And a fuel supply performance graph.

1, an engine management system 10 includes an engine management file library located in an external computer 130. These engine management files can be provided to the engine control system through the handheld computer 120, and can be used to adjust the performance of the engine. The engine management system 10 includes an engine control unit 20 coupled (for example, via wire or wireless) to one or more input or output devices (for example, sensors or actuators). The engine control unit 20 may include a processor that uses coded instructions to process electronic input signals and provide electronic output signals. According to one embodiment, the engine control unit 20 is electrically connected to various other components with wires, which will be described in detail below. The housing 20a and other components of the engine control unit 20 can be electrically grounded relative to a vehicle chassis (not shown), such as a motorcycle frame, in a known manner. The electrical connection of the engine control unit 20 includes two sockets (not shown) mounted on the housing 20a for receiving corresponding right-angle plugs (not shown) at the end of the wire protection sleeve (not shown). Of course, any number of sockets and any number of plugs can be connected to the housing 20a or the wire protection sleeve in any combination and configuration.

The engine control unit 20 may be installed under the operator's seat (not shown). The engine control unit 20 can be pivotally mounted to improve the electrical connection and maintainability of the ignition coil 30. The ignition coil 30 can be installed under the engine control unit 20. The engine control unit can rotate around an axis to facilitate the discharge of pollutants from the air pressure sensor 22, and the air pressure sensor 22 can also be integrated in the housing 20a of the engine control unit 20. The functions of the ignition coil 30 and the air pressure sensor 22 and their relationship with the engine control unit 20 will be described in detail later. In addition, either or both of the ignition coil 30 and the air pressure sensor 22 may be installed outside the engine control unit 20.

According to one embodiment, the engine control unit 20 can provide a single engine operation control value, that is, used to adjust a single engine control, such as ignition timing. However, according to another embodiment, as shown in the figure, the engine control unit 20 can provide multiple engine operation control values, that is, used to adjust multiple engine controls, such as fuel quantity and ignition timing.

The engine control unit 20 is electrically connected to the fuel supply module 40. The fuel supply module 40 may include at least one fuel nozzle 42 that can be assembled on the throttle body 40a, which extends from the fuel inlet (not shown) to the fuel outlet (not shown). A butterfly valve (not shown) is provided between the inlet and the outlet of the throttle body 40a, and can be configured between a first state that prevents fuel from flowing through the throttle body 40a and a second state that allows fuel to flow through the throttle body 40a. Rotate around an axis (not shown) during the time. An actuator cam (not shown) is connected to the butterfly valve for resisting the bias of a return spring, such as a torsion spring (not shown), to make the butterfly valve rotate from the first state to the second state around the axis . The actuator cam can be connected to a throttle control element (not shown) that can be controlled by the operator through a throttle cable (not shown). A throttle valve position sensor 44 is also connected to the butterfly valve to measure the angular position of the butterfly valve when the butterfly valve rotates around its axis, which will be described in more detail later.

In a two-stroke engine, the fuel nozzle 42 is oriented to inject a precise amount of fuel from within the throttle body 40a to an intake port (not shown), and for a four-stroke engine, it is injected through a poppet port (not shown). For a four-stroke engine design with multiple intake valves (not shown), each nozzle 42 can be oriented to inject fuel through its respective valve opening.

The fuel supply module 40 may further include an intake air temperature sensor 46, which may be installed through the side wall of the throttle section 40a and located upstream of the butterfly valve, for example. The function of the intake air temperature sensor 46 and the relationship with the engine control unit 20 will be described in detail later.

The fuel supply module 40 cooperates with the engine control unit 20 to have many advantages, including electronic regulation without having to be removed, disassembled, reassembled, and reinstalled. Another advantage is that it can be electronically controlled while the engine is running. Another advantage is that different sets of set points specified by the performance graph adjustment definition can be controlled separately, which will be described in detail later. Yet another advantage is that the fuel nozzle 42 can be programmed to compensate for changes in the surrounding environment, such as changes in air pressure or air temperature. According to various embodiments of the engine management system 10, it is possible to compensate for changes in voltage to activate the fuel nozzle 42, and the use of a lambda sensor can also compensate for wear and aging of the fuel nozzle 42.

The electronically operated fuel pump 50 has a low-pressure fuel inlet 52 for receiving fuel in the fuel tank 60 and a high-pressure fuel outlet 54 that can deliver pressurized fuel to the fuel nozzle 42. The fuel pump 50 is electrically connected to the engine control unit 20, and it may be a variable displacement pump or a power pump. The pressure regulator 70 may be connected to the high-pressure fuel outlet 54 to adjust the pressure of the fuel supplied to the fuel nozzle 42. By returning a portion of the high-pressure fuel to the fuel tank 60, the pressure regulator 70 can release the excessive pressure. The oil pump 50 can be installed in any allowable place, for example, it can be installed outside the engine 100.

A fuel filter (not shown) is also useful. It can be installed as a separate component anywhere in the fuel supply route, or it can be integrated in the fuel tank 60, the fuel pump 50, the fuel nozzle 42, or the pressure regulator 70.

Referring again to FIGS. 2-4, the engine control unit 20 is electrically connected to, for example, a dashboard 80 that is easily seen by a motorcycle operator. The instrument panel 80 may include at least one switch for controlling the adjustment signal provided to the engine control unit 20, and may also include at least one display device 82 for transmitting the information provided by the engine control unit 20 to the operator. As shown in FIGS. 2-4, the dashboard 80 may include a performance graph group selection switch 84, at least one trim +/- adjustment switch 86 (for example, a trim + button 86a and a trim button 86a shown in FIGS. 2-4). Separate fine adjustment-button 86b), an adjustment elimination switch 88 and an on/off switch 90. The adjustment cancellation switch 88 controls the adjustment cancellation signal that causes the engine control unit 20 to perform two functions. In the "on" position of the adjustment elimination switch 88, the engine control unit 20 calculates an engine operation control value equal to the basic engine control parameter value modified by the adjustment control parameter value, and the engine control unit 20 processes the adjustment signal (by at least one fine adjustment + /-Controlled by the adjustment switch 86) and the adjustment cancellation signal (controlled by the adjustment cancellation switch 88). In the "off" position of the adjustment elimination switch 88, the engine control unit 20 calculates the engine operation control value equal to the basic control engine, ignoring the adjustment signal (controlled by at least one fine adjustment +/- adjustment switch 86) and the adjustment elimination signal ( (Controlled by the adjustment elimination switch 88). The on/off switch 90 turns on or off the current to all components of the device 10. For example, the on/off switch 90 can disconnect the engine control unit 20 from the battery 34 and the alternator (ie, the stator 36 and the rotor 38). The display device 82 can be any analog or digital device, which can display alphanumeric characters or images. As shown in FIGS. 2-4, the display device 82 may include three "smart" lights 82a, 82b, and 82c. The functions of the switches 84, 86, 88, 90 and the display device 82 on the instrument panel 80 and their relationship with the engine control unit 20 will be described in detail below.

The dashboard 80 is installed in a place where the operator can manipulate the switches 84, 86, 88, and 90 ergonomically and can easily see the display device 82. For example, in the case of a motorcycle, the dashboard 80 can be mounted on the handlebar 200, for example, can be mounted near the left handle 202. Of course, the dashboard 80 can also be installed in other places that are easily touched/seen by the driver when driving the motorcycle. As shown in Figure 2-4. After determining the position of the instrument panel 80, the switches 84, 86, 88, and 90 can be arranged in an ergonomic manner to perform tactile recognition and operate the switches 84, 86, 88, and 90 with the driver's left thumb. The dashed line 92 shows the possible route of the driver's thumb. Moreover, the settings of the smart lights 82a, 82b, 82c enable the driver to learn the information provided by the smart lights 82a, 82b, 82c specified by the smart light definition with a quick glance.

Figures 3 and 4 show another configuration of the dashboard 80'. As can be seen most clearly from FIG. 4, the dashboard 80' includes a fixed portion 80a and a relatively movable palm computer 120 (which will be described in detail later). The fixed part 80 a includes a display device 82, a performance map selection switch 84 and an on/off switch 90, and the fixed part is fixedly installed with respect to the handlebar 200. The handheld computer 120 includes a display device that is detachable from the handlebar 200. The display device may be a display screen integrated into the palmtop computer 120. Although the smart lights 82a, 82b, 82c are not shown in FIGS. 3 and 4, the fixed part 80a may also include the smart lights 82a, 82b, 82c. When the driver no longer needs to adjust the engine 100, or wants to protect the palmtop computer 120 from the surrounding environment (such as rain, dust, etc.), the palmtop computer 120 can be removed and installed on the driver's body or in the car Or somewhere else.

The functions and relationships of the components of the system will now be described with reference to all the drawings. In the engine management system 10 as shown in the figure, the engine control unit 20 provides a first control signal, such as fuel quantity, for the first engine control, and a second control signal, such as ignition timing, for the second engine control. In this way, for each performance map group stored in the engine control unit 20, there is an ignition timing performance map and a fuel quantity performance map. However, generally speaking, a performance map group can include different numbers of performance maps (e.g., only one or more than two), different types of performance maps (e.g., ignition timing, energy nozzle activation, or booster valve activation), Or different combinations of performance map types (eg, ignition timing, fuel timing, and booster valve activation).

Table 1 shows an example of a performance map that includes any selected number of ignition timing set points. Each set point corresponds to two engine operating characteristic parameter values, namely, the engine speed parameter value and the throttle valve position setting value. In this way, for a given engine speed value (for example, it can be detected or acquired by the output signal of the crank angle motion sensor 102), and for a given throttle valve position setting value (for example, it can be measured by the throttle valve position sensor) 44 to measure), it corresponds to a set value of ignition timing. For example, when the engine speed is 2000 revolutions per minute, the performance map informs the engine control unit 20 to provide a 5 degree ignition timing before reaching the top dead center (BTDC) regardless of the opening degree of the throttle valve. When the engine speed is 5000 revolutions per minute, the engine control unit 20 changes the ignition timing from 25 degrees (BTDC) when the throttle valve is closed to 30 degrees BTDC when the throttle valve opening is 75% or more.

Table 1

Generally speaking, a performance map will include many set points, which can be assigned to each conceivable engine performance obtained by measuring one or more engine operating characteristics. If the difference between the specified characteristic values is included in the performance map (for example, there is a difference of 2000 or more between the specified engine speeds in Table 1), the engine control unit 20 can calculate the difference between the two specified The operation control value is interpolated between the characteristic values.

The engine management data includes one or more performance graph groups, which can be downloaded from the handheld computer 120 to the engine control unit 20 through the data port 110 or by docking the handheld computer 120 with the fixed part 80a of the dashboard 80'. . The palmtop computer and the data port 110 or the fixed part 80a can be coupled via a wire, or can be connected wirelessly. In addition to the performance graph group, the engine management data also includes performance graph adjustment definitions, smart light definitions, and software updates required by the engine control unit.

The term "handheld computer" mentioned here refers to a handheld device, which is packaged in a casing that matches the size of the palm of an ordinary operator. The height, width, and thickness of the handheld computer are no greater than about 6 inches × about 4 inches × about 1 inch. In this way, the handheld computer is easy to carry, for example, it can be put in a normal-sized shirt pocket.

Pocket PCs use batteries to provide energy, and they generally include a touch screen as an input/output device. Hewlett-Packards PocketPC and 3Coms PalmPilot are examples of such handheld computers.

By using a handheld computer 120 running a set of engine management software tools for transmitting engine management data to the engine control system of a motorcycle, the inventors have discovered many unexpected effects. For example, these advantages include: the cost of the handheld computer 120 is relatively small compared to a laptop or desktop personal computer. At the same time, the size of the handheld computer is reduced, the weight is reduced, and the ability to resist mechanical shock (such as may be caused by collision, bounce or vibration, etc.) is enhanced. Compared with the laptop or desktop personal computer, these are the advantages of the handheld computer. For the latter, the small size, light weight, and increased resistance to mechanical shocks make it possible for motorcycle drivers to even carry the on-board handheld computer 120, for example, in a clothing pocket or in a motorcycle storage box to participate in endurance competitions. This set of engine management software tools may include an adjustment software tool, such as OPTCal software developed by Optimum Power Technology. Use OPT With Cal software, the engine operator can notify the engine control unit 20 which performance chart group is activated, and is used to specify that the performance chart group is valid, and can modify part of the performance chart adjustment definition and smart light definition. The data port 110 used to transfer data between the handheld computer 120 and the engine control unit 20 can be of any configuration (eg, using a physical connection such as a docking station or a cable, using untrusted communication technology, etc. Etc.), any transmission protocol (such as RS-232 or ISO 9141) can also be used.

In addition to processing the downloaded data, the engine control unit 20 can also be connected to any necessary on-board sensors. The air temperature sensor 46 and the air pressure sensor 22 can provide sensor signals representing the density of air sucked into the engine 100, and can be used to cause overall changes in all control signals according to the values of each performance map group downloaded to the engine control unit 20. In the present invention, the term "overall refers to the adjustment of each set point in the control performance graph, and "partial refers to a set point or a group of set points in the control performance graph. The sensor signals from the engine speed sensor 102 and the throttle position sensor 44, in addition to being monitored by the engine control unit 20 for accessing set points, can also be used to determine which set point or set points are used as the basis for adjustment. Using the engine management system 10 related to the fuel supply system 40 including the fuel nozzle 42, it can be considered similar to the carburetor injection, that is, under a certain throttle valve opening, the adjustment according to the present invention is equivalent to changing the low speed For the nozzle, the adjustment at a larger throttle valve opening is equivalent to changing the needle valve to adjust the nozzle, and at a larger throttle valve opening, the adjustment is equivalent to changing the main nozzle. However, unlike adjustments made according to the system 10, most nozzle changes cannot be made while the engine is running.

In addition, an electrical system voltage sensor (not shown) can measure voltage changes that directly affect the reaction time and the accuracy of the electromechanical movement in the fuel nozzle 42. Gear position sensors and side stand deployment sensors (not shown) can be used to alert motorcycle drivers to potential damage or dangerous situations. A sensor (not shown) used to detect the start of a gear change can transmit a signal to the engine control unit 20 to temporarily cut off the ignition system or the fuel supply module 40 to make the gear shift smoother. Of course, the engine control unit 20 can also be connected to many other sensors, such as engine coolant temperature or oil pressure sensors (not shown), which can provide warnings to the engine operator.

The engine control unit 20 also receives the adjustment signal, adjustment cancellation signal, and performance map selection signal from the dashboard 80, and activates the smart lights 82a, 82b, 82c at the appropriate time according to the smart light definition. The adjustment function is controlled by a performance map group selection switch 84, at least one performance map adjustment +/- switch 86, and a performance map adjustment elimination switch 88. As shown in FIGS. 2-4, the performance graph group selection switch 84 can be a three-position toggle switch, thereby providing selection of three performance graph groups. Alternatively, the performance graph group selection switch 84 may also provide for selecting only two performance graph groups or selecting more than three performance graph groups. There are many possible arrangements of performance graph groups that can be selected. As a first example, the middle position of the performance chart group selection switch 84 can be assigned to the performance chart group that is most conducive to the acceleration of the vehicle from a stationary state, and the lower position of the performance chart group selection switch 84 can be assigned to the performance chart group that is used most of the time. The performance graph group, and the higher position of the performance graph group selection switch 84 can be used when the output peak power is required. As a second example, the lower position of the performance map group selection switch 84 can be configured to allow the ignition timing performance map to be adjusted according to the attached performance map adjustment definition, and the higher position of the performance map group selection switch 84 can be configured to Adjust the definition according to the attached performance map so that the fuel quantity performance map can be adjusted.

The performance graph adjustment +/- switch 86 can be a three-position rocker switch, which is used to increase or decrease the adjustment control value by a specified function or according to the current effective set point (or a set point group including the current effective set point). Quantity. Or, turn the performance graph adjustment +/- switch 86 to (+) or (-) to start a series of complex adjustments to the set point group including the current effective set point. As an example of such a complex adjustment, the adjustment to each set point in the group can be proportional to the adjustment to the currently effective set point. Also, as discussed above, the adjustments transmitted by the performance map adjustment +/- switch 86 can be applied to the currently selected performance map, or can also be applied to all similar performance maps. As shown in Figures 2-4, the separate buttons 86a, 86b can be replaced by a three-position rocker type performance graph adjustment +/- rocker switch 86.

The performance map adjustment elimination switch 88 allows the engine operator to make an instant comparison between the basic performance map set and the adjusted performance map set, that is, "ABAB". Moreover, these comparisons can be made while the engine is running continuously under its predetermined environment. The performance map adjustment cancellation switch 88 may signal whether the engine control unit 20 processes the input from the performance map adjustment +/- switch 86.

As shown in FIGS. 2-4, the display device 82 may include a set of three smart lights 82a, 82b, 82c, which help the engine operator during the adjustment process. The smart lights 82a, 82b, 82c can be turned on to convey different information according to the current smart light definition. For example, the smart lights 82a, 82b, 82c can indicate whether the engine is currently operating within a part of the performance map that is adjusted to be effective, or whether it is trying to exceed or fall below the maximum or minimum safety value predefined by the engine operator for adjustment. Smart lights 82a, 82b, 82c can also be defined as alerting engine operators to situations such as sensor failure, low battery voltage, or engine overheating. In addition to different operation modes (ie, off, continuous light, slow flashing and fast flashing), the smart lights 82a, 82b, 82c can also have different colors (such as green, amber and red) to further increase the The amount of information that the operator can learn at a glance.

FIG. 5 illustrates an example of a method 1000 for adjusting the idel performance of the engine 100 using the system 10, the purpose of which is to obtain the best idling speed characteristics of the engine by adjusting the fuel supply performance map. In step 1010, the performance map adjustment cancellation switch 88 is configured to activate the performance map adjustment +/- switches 86a, 86b. In step 1020, the system 10 is activated. The start 1020 can include: 1) Establishing the performance map adjustment definition to specify the small throttle valve setting (such as 0-10% throttle valve opening) as the effective range, and limiting the adjustment capability (if it does not exceed the set point in the basic control performance map) +/-20% of the value); 2) Establish a smart light definition, so that when the throttle valve position sensor 44 provides a sensor signal showing that the engine 100 is running within the effective range, the light 82 is continuously lit; 3) a performance graph The group, performance graph adjustment definition, and smart light definition are downloaded into the engine control unit 20 (for example, through the data port 110). In step 1030, the engine 100 is started. In step 1040, the operator releases the throttle valve to idle the engine 100. In step 1050, according to the sensor signal provided by the throttle valve position sensor 44, the engine control unit 20 determines whether the state of the engine is within the effective range defined based on the performance map adjustment. In step 1050, if the determination is negative (ie, "No"), the engine control unit 20 does not provide the display device 82 with an information signal to turn on the smart light 82c. In step 1050, if the determination is affirmative (ie, "Yes"), the engine control unit 20 provides the display device 82 with an information signal to turn on the smart light 82c, thereby instructing the operator to adjust the +/- in order to adjust the engine 100 The operations of the switches 86a, 86b and the adjustment cancellation switch 88 are effective. In step 1060, if the determination of step 1050 is positive, the operator presses the adjustment+ button 86a. In step 1070, regardless of whether the operator uses the display device 82 or not, it is determined whether the performance of the engine has changed so that the engine 100 runs faster (ie, the number of revolutions per minute increases).

In step 2000, after the determination in step 1070 is positive, the operator presses the adjustment+ button 86a again. In step 2010, the operator again determines whether the performance of the engine has changed so that the engine 100 runs faster (ie, the number of revolutions per minute increases). If the determination of step 2010 is positive, step 2000 is repeated. Step 2000 is repeated until either the adjustment capability limit is reached (for example, the adjustment signal is increased to 20% of the basic engine control value according to the set point value of the basic control performance map) (not shown), or the operator determines that the engine performance has changed to The engine 100 runs slower (i.e., the number of revolutions per minute decreases). If the determination of step 2010 is negative, the operator presses the adjust- button 86b to return to the previous engine performance.

In step 3000, after the determination of step 1070 is negative, the operator presses the adjustment-button 86b. In step 3010, the operator again determines whether the performance of the engine has changed so that the engine 100 runs faster (ie, the number of revolutions per minute increases). If the determination of step 3010 is positive, repeat step 3000 until either the adjustment capability limit is reached (for example, the adjustment signal is reduced to 20% of the basic engine control value according to the set point value of the basic control performance map), or the operator determines that the engine The performance has changed so that the engine 100 runs slower (ie, the number of revolutions per minute decreases). If the determination of step 3010 is negative, the operator presses the adjust+ button 86a to return to the previous engine performance.

In step 1080, the operator has successfully optimized the no-load speed performance of the engine 100, that is, within the effective range defined by the adjustment of the performance map.

The performance map adjustment cancellation button 88 can be operated to perform ABAB comparison to evaluate the effect of adjusting the engine 100 compared with the basic control performance map. The adjustment control value selected by the operator can be edited and stored in the adjustment control performance graph group, and can be uploaded to the personal computer to modify the basic performance graph group, thus creating a new basic performance graph for later use.

Therefore, the system 10 has many advantages, including using adjustments that can be made when the engine is operating under its predetermined environment to adjust the performance of the engine, and performing an ABAB comparison when the engine is running to evaluate the effect of the adjustment. The "ABAB" comparison means that the operator alternately switches between the first and second configurations of the adjustment cancellation switch 88. In the first configuration of the adjustment cancellation switch 88, the adjustment cancellation signal causes the engine control unit 20 to calculate an engine operation control value equal to the basic engine control value modified by the adjustment control value (ie, the basic control performance map is modified using the adjustment control performance map) . In the second configuration of the adjustment cancellation switch 88, the adjustment cancellation signal causes the engine control unit 20 to calculate an engine operation control value that is only equal to the basic engine control value (ie, the basic control performance map is not modified by the adjustment control performance map).

In addition, the various embodiments of the system 10 can be provided as a kit so that the engine control unit 20 and the ignition module can replace the existing ignition system, and the fuel supply system 40 and the fuel pump 50 can replace the existing ignition system. Oiler. The tool set also includes a replacement wire protection sleeve outer tube used to replace the existing wire protection sleeve. Another advantage of the system 10 is that it has a very wide range of functions. That is, the system 10 is not dedicated to a specific car model. All the main components can be transferred between different vehicles, and only a protective sleeve or a second car needs to be added. The vehicle may require updated software for the engine control unit 20.

The various embodiments of the system 10 can be provided to land vehicles, ships, and aircraft driven by internal combustion engines, and thus can include motorcycles, all ground vehicles, snowmobiles, ships, personal ships, and airplanes.

The above-described embodiments are examples of the apparatus and method of the present invention for adjusting the engine management system, whereby many advantages are realized.

These advantages include allowing the engine's operation to be adjusted when the engine is continuously operating under its predetermined environment. For example, the performance of a racing car engine can be adjusted during a race without having to stop the engine and enter pits. Moreover, the performance of the engine can be adjusted within a specific user-defined engine performance range.

These advantages also include the ability to download the performance map group from the handheld computer 120 to the engine control unit 20. Through any existing transmission technology or protocol, including through the Internet or through a computer floppy disk, these performance graph sets can be provided to an external processor.

These advantages also include the provision of adjustment controls on the instrument panels 80, 80', which are easily available to the engine operator when the engine is continuously operating under its predetermined environment. For example, the dashboard 80, 80' may include at least one switch that is configured to be easily operated by a finger grasped on the left handle 202 of the motorcycle handlebar 200. The adjustment control switch can be ergonomically installed on the dashboard 80, 80' for tactile recognition and control by the driver wearing gloves.

These advantages also include the provision of one or more display devices 82 on the dashboard 80, 80' so that the engine operator can obtain information at a glance. These display devices 82 may include many smart" (ie, definable operations) lights 82a, 82b, 82c. These lights can use different methods (such as off, continuous light, slow flashing, fast flashing, etc.) to indicate different types of information. (For example, engine status, engine control unit status, adjustment conditions, etc.) The definitions for operating these smart lights 82a, 82b, 82c can be downloaded to the engine control unit 20 at the same time as the performance graph group.

Although the present invention has been described with reference to specific embodiments, many modifications, changes and changes can be made to these embodiments without departing from the field and scope of the present invention, as defined in the appended claims. Therefore, the present invention is not intended to be limited to the described embodiments, but has the overall protection scope defined by the words in the following claims and their equivalents.