Engine self-adjustment system

Patent metadata

Field	Value
Publication number	US-10544745-B2
Application number	US-201716070804-A
Country	US
Kind code	B2
Filing date	Jan 18, 2017
Priority date	Jan 20, 2016
Publication date	Jan 28, 2020
Grant date	Jan 28, 2020

Abstract

A utility engine air-to-fuel ratio control method in which during an initial or early part of a period of engine continuous operation its stability of operation is determined and if sufficiently stable a test of the air-to-fuel ratio of the air-fuel mixture supplied to the engine is performed and if need be changed to a new air-to-fuel ratio supplied to the engine during the remainder of the period of engine continuous operation. If the engine operation is not sufficiently stable the test is not started or if started is aborted.

First claim

The invention claimed is:

1. An engine control process, comprising:
starting an engine with a default air-to-fuel ratio of a fuel mixture supplied to the engine;
determining whether the total engine running time substantially from engine start-up is within a predetermined specified time limit;
within the time limit, determining whether the engine speed is within a predetermined range for a predetermined number of engine revolutions, and, if not, using the default air-to-fuel ratio for the remainder of the period of engine operation and, if so, initiating a process of testing whether the default air-to-fuel ratio should be changed and, if so, determining a desired new air-to-fuel ratio and using this desired new air-to-fuel ratio for the remainder of the period of continuous engine operation; and
during the process of testing the air-to-fuel ratio determining whether the engine speed difference is within a predetermined specified range and, if not, aborting the process of testing and making any adjustment of the air-to-fuel ratio and continuing to use the default air-to-fuel ratio for operation of the engine normally for the remainder of the period of continuous operation of the engine.

2. The engine control process of claim 1 wherein the time limit for the total engine running time is not more than 25,000 revolutions for a two-cycle engine.

3. The engine control process of claim 1 wherein the time limit for the total engine running time is not more than 50,000 revolutions for a four-cycle engine.

4. The engine control process of claim 1 wherein during the process of testing the air-to-fuel ratio if the engine speed becomes less than 6,000 RPM or more than 10,000 RPM's for a two-cycle engine, the default air-to-fuel ratio is used for the remainder of the period of engine continuous operation.

5. The engine control process of claim 1 wherein during the process of testing the air-to-fuel ratio if the engine speed becomes less than 6,000 RPM or more than 9,000 RPM for a four-cycle engine, the default air-to-fuel ratio is used for the remainder of the period of engine continuous operation.

6. The engine control process of claim 1 wherein the process of testing the air-to-fuel ratio comprises:
sensing a first engine speed using the default air-to-fuel ratio;
enleaning the air-to-fuel ratio;
sensing a second engine speed resulting from the enleaning of the air-to-fuel ratio;
determining whether the difference between the first and second engine speeds is between a minimum threshold of 0 to 100 RPM and a maximum threshold of 100 to 500 RPM and, if so, using the default air-to-fuel ratio for the remainder of the engine continuous operation.

7. The engine control process of claim 6 further comprising:
sensing a third engine speed after the engine operation recovers from the enleaning of the air-to-fuel ratio;
determining whether the difference between the first and third engine speeds is in the range of 0 to 250 RPM and, if not, using the default air-to-fuel ratio for the remainder of the period of engine continuous operation.

8. The engine control process of claim 1 further comprising:
sensing a third engine speed resulting from the enleaning of the air-to-fuel ratio;
determining whether the difference between the first and third engine speeds is in the range of 0 to 100 RPM and, if not, using the default air-to-fuel ratio for the remainder of the period of engine continuous operation.

9. The engine control process of claim 1 wherein the process of testing the default air-to-fuel comprises the steps of
determining a first engine speed while using the default air-to-fuel ratio of the fuel mixture delivered to the operating engine;
enleaning the air fuel ratio of the fuel mixture delivered to the operating engine;
determining a second engine speed after at least some of the air-to-fuel ratio enleaning event has occurred; and
based at least in part on the difference between the first and second engine speeds, determining whether a change in the default air-to-fuel ratio is needed and, if so, changing to a new air-to-fuel ratio for the fuel mixture delivered to the engine for the remainder of the period of continuous engine operation.

10. An engine control process, comprising:
determining whether the total engine running time from substantially engine start-up is within a predetermined specified time limit;
within the time limit determining whether the engine speed is within a predetermined range for predetermined number of engine revolutions; and, if so, performing an engine speed test comprising the steps of
(a) determining a first engine speed,
(b) changing the air-to-fuel ratio of a fuel mixture delivered to the operating engine,
(c) determining a second engine speed after at least some of the air-to-fuel ratio changing event has occurred,
(d) determining whether a change of air-to-fuel ratio of the mixture delivered to the engine is needed based at least in part on the difference between the first engine speed and the second engine speed; and
(e) if needed, changing the air-to-fuel ratio of the fuel mixture delivered to the engine to a new air-to-fuel ratio of the fuel mixture delivered to the operating engine; and

during such engine speed test determining whether the engine speed remains within a predetermined specified range of engine speeds for a predetermined specified number of engine revolutions and, if not, aborting the engine speed test and using a previously determined air-to-fuel ratio from a prior period of engine operation for at least the remainder of the period of engine continuous operation in which the engine speed test was aborted.

11. The process of claim 10 wherein if the predetermined specified time limit is exceeded before the engine speed is within a predetermined specified range for a specified number of revolutions, the engine speed test is not performed and the previously determined air-to-fuel ratio of the prior period is used for at least the remainder for the period of engine continuous operation.

12. The process of claim 10 further comprising:
after the engine operation recovers from the changing of the air-to-fuel ratio, determining a third engine speed, determining whether the difference between the first and third engine speeds is greater than a threshold speed and, if so, aborting the engine speed test and using the previously determined air-to-fuel ratio of the prior period of engine.

Assignees

• Walbro Llc

Inventors

• Andersson Martin N
• Kus Dale P

Classifications

• G01M15/04 Primary

  Testing internal-combustion engines · CPC title

• F02D41/14 Primary

  Introducing closed-loop corrections · CPC title

• F02D2400/02

  Four-stroke combustion engines with electronic control · CPC title

• F02D41/06

  for engine starting or warming up {(F02D41/0255 takes precedence)} · CPC title

• F02D41/068

  for warming-up · CPC title