Idle speed control method for fuel motorcycle

Abstract

This invention relates to an idle speed control method for a gasoline-powered motorcycle. The motorcycle includes an engine, an ignition system assembly, and a processing unit. The ignition system assembly is mounted on the engine and includes a main ignition system and a secondary ignition system. The processing unit is electrically connected to the ignition system assembly and can receive an engine idle speed signal from an engine speed sensor, an engine temperature signal from an engine temperature sensor, and an intake air temperature signal from an intake air temperature sensor. The processing unit stores an idle ignition angle table, a dynamic correction table, and a temperature correction table. Through this method, the idle speed control of the gasoline-powered motorcycle can utilize the variations in engine idle speed to separately control the main and secondary idle ignition angles. Dynamic adjustment of the idle ignition angles maintains engine idle speed stability and ensures optimal idle stability when the vehicle returns to idle in any operating mode, reducing idle vibration and preventing engine stalling.

Claims

1. A method for controlling the idle speed of a gasoline-powered motorcycle, the gasoline-powered motorcycle comprising: an engine; an ignition system assembly disposed on the engine, including a main ignition device and a secondary ignition device; and a processing unit electrically connected to the ignition system assembly, capable of receiving an engine idle speed signal from an engine speed sensor, an engine temperature signal from an engine temperature sensor, and an intake air temperature signal from an intake air temperature sensor, the processing unit storing an idle ignition angle table, a dynamic correction table, and a temperature correction table; wherein, The idle speed control method for this fuel-powered motorcycle includes the following steps: (A) The engine enters idle operation and executes step (B); (B) The processor acquires the engine idle speed signal, the engine temperature signal, and the intake air temperature signal to obtain engine idle speed, engine temperature, and intake air temperature information, and executes step (C); (C) The processor calculates the engine idle speed variation based on the engine idle speed and executes step (D); (D) It is determined whether the engine idle speed variation is outside a critical range. If so, step (E1) is executed; otherwise, step (E2) is executed; (E1) Based on the idle ignition angle table, the dynamic correction table, and the temperature correction table, the ignition device assembly is dynamically adjusted for idle ignition angle, and step (F1) is executed; (E2) Based on the idle ignition angle table and the temperature correction table, the ignition device assembly is adjusted for idle ignition angle, and step (F2) is executed. (F1) Obtain a dynamic adjustment of the main idle ignition angle and a dynamic adjustment of the secondary idle ignition angle of the ignition assembly; and (F2) Obtain a dynamic adjustment of the main idle ignition angle and a dynamic adjustment of the secondary idle ignition angle of the ignition assembly.

2. The idle speed control method for a fuel-powered locomotive as described in claim 1, wherein, The engine includes a cylinder head and a cylinder block connected to the cylinder head, with the main ignition device and the auxiliary ignition device respectively disposed in the cylinder block.

3. The idle speed control method for a fuel-powered locomotive as described in claim 1, wherein, The engine idle speed variation refers to: [engine idle speed target difference (n) + engine idle speed target difference (n-1)] / time; the engine idle speed target difference refers to: (actual engine idle speed ± target engine idle speed) / 2.

4. The idle speed control method for a fuel-powered locomotive as described in claim 1, wherein, The dynamic adjustment of the idle ignition angle refers to: obtaining a primary idle ignition angle and a secondary idle ignition angle based on the idle ignition angle table, obtaining a primary dynamic correction ignition angle and a secondary dynamic correction ignition angle based on the dynamic correction table, and obtaining a temperature correction coefficient based on the temperature correction table. The dynamically adjusted primary idle ignition angle = the primary idle ignition angle + the primary dynamic correction ignition angle + the temperature correction coefficient, and the dynamically adjusted secondary idle ignition angle = the secondary idle ignition angle + the secondary dynamic correction ignition angle + the temperature correction coefficient.

5. The method for controlling the idle speed of a fuel-powered locomotive as described in claim 1, wherein, The adjustment of the idle ignition angle refers to: obtaining a main idle ignition angle and a secondary idle ignition angle according to the idle ignition angle table, and obtaining a temperature correction coefficient according to the temperature correction table. The adjustment of the main idle ignition angle = the main idle ignition angle + the temperature correction coefficient, and the adjustment of the secondary idle ignition angle = the secondary idle ignition angle + the temperature correction coefficient.

6. The idle speed control method for a fuel-powered locomotive as described in claim 1, wherein, This idle ignition angle table is a graph showing the relationship between idle ignition angle and engine temperature.

7. The method for controlling the idle speed of a fuel-powered locomotive as described in claim 1, wherein, This dynamic correction table is a graph showing the relationship between the dynamic correction of the ignition angle and the change in engine idle speed.

8. The method for controlling the idle speed of a fuel-powered locomotive as described in claim 1, wherein, This temperature correction table is a graph showing the relationship between intake air temperature and engine temperature.

9. The method for controlling the idle speed of a fuel-powered locomotive as described in claim 4, wherein, The dynamic adjustment of the main idle ignition angle and the dynamic adjustment of the secondary idle ignition angle are controlled independently.

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