Internal-combustion engines – Engine speed regulator – Having condition responsive means with engine being part of...
Reexamination Certificate
2001-12-06
2004-03-09
Gimie, Mahmoud (Department: 3747)
Internal-combustion engines
Engine speed regulator
Having condition responsive means with engine being part of...
C123S399000
Reexamination Certificate
active
06701890
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention is generally related to a throttle position control method and, more particularly, to a method for controlling the throttle position as a function of both a manually provided throttle demand signal and the air velocity flowing through a throttle body region.
2. Description of the Prior Art
Many different types of engine control methods are well known to those skilled in the art. It is common to use a microprocessor, as an engine control unit, in order to control the engine as a function of various monitored parameters, such as manifold pressure, barometric pressure, and temperature.
U.S. Pat. No. 6,298,824, which issued to Suhre on Oct. 9, 2001, discloses an engine control system using an air and fuel control strategy based on torque demand. The control system for a fuel injected engine provides an engine control unit that receives signals from a throttle handle that is manually manipulated by an operator of a marine vessel. The engine control unit also measures engine speed and various other parameters, such as manifold absolute pressure, temperature, barometric pressure, and throttle position. The engine control unit controls the timing of fuel injectors and the injection system and also controls the position of a throttle plate. No direct connection is provided between a manually manipulated throttle handle and the throttle plate. All operating parameters are either calculated as a function of ambient conditions or determined by selecting parameters by matrices which allow the engine control unit to set the operating parameters as a function of engine speed and torque demand as represented by the position of the throttle handle.
U.S. Pat. No. 6,250,292, which issued to Suhre on Jun. 26, 2001, discloses a method of controlling an engine with a pseudo throttle position sensor value. In the event that the throttle sensor fails, a method is provided which allows a pseudo throttle position sensor value to be calculated as a function of volumetric efficiency, pressure, volume, temperature, and the ideal gas constant. This is accomplished by first determining an air per cylinder (APC) value and then calculating the mass air flow into the engine as a function of the air per cylinder value. The mass air flow is then used, as a ratio of the maximum air flow at maximum power at sea level for the engine, to calculate a pseudo throttle position sensor value. That pseudo throttle position sensor value is then used to select an air/fuel target ratio that allows the control system to calculate the fuel per cycle (FPC) for the engine.
U.S. Pat. No. 5,848,582, which issued to Ehlers et al on Dec. 15, 1998, discloses an internal combustion engine with barometric pressure related start of air compensation for a fuel injector. A control system for a fuel injector system for an internal combustion engine is provided with a method by which the magnitude of the start of air point for the injector system is modified according to the barometric pressure measured in a region surrounding the engine. This offset, or modification, of the start of air point adjusts the timing of the fuel injector system to suit different altitudes at which the engine may be operating.
U.S. patent application Ser. No. 09/882,700 which was filed on Jun. 15, 2001, by Suhre et al, discloses a method and apparatus for determining the air charge mass for an internal combustion engine. The engine and apparatus are provided for calculating the air charge mass for an engine as a function of four measured parameters. These parameters include the engine speed measured by a tachometer, a throttle position measured by a throttle position sensor, a manifold air temperature, and a barometric pressure. Without the need for a mass air flow sensor or a manifold absolute pressure sensor, the present invention provides a system for quickly and accurately calculating the air charge mass for the engine.
U.S. Pat. No. 6,119,653, which issued to Morikami on Sep. 19, 2000, describes an engine running control apparatus for an outboard motor. The apparatus includes a full-closure state detecting device for outputting a full-closure detection signal when the throttle valve is in the fully closed state, a control device for controlling the open degree of the air control valve, a time-measuring device for counting up to a predetermined period of time in response to the full-closure detection signal, an air speed detecting device for detecting the rotating speed of the engine and an initial value setting device for setting up an engine speed at which control of the degree of the opening is started by the control valve, in response to a full-closure detection signal. In this configuration, the control device, in response to the reception of the full-closure detecting signal, fixes the opening of the air control valve until the time-measuring device counts up to a predetermined period of time, and controls the opening of the air control valve after the elapse of the predetermined time so that the engine speed will be reduced at a predetermined rate over time.
U.S. Pat. No. 5,040,505, which issued to Toyoda on Aug. 20, 1991, describes an intaking rate control device of internal combustion engine. The method and apparatus for controlling the air intake rate of an internal combustion engine, including a deceleration control system responsive to actuation of an idle switch during deceleration for bypassing an intake throttle valve and feeding bypass air into the engine is disclosed. The control device actuates the deceleration control system only when the cooling water temperature of the engine is greater than or equal to a predetermined water temperature, the engine is decelerating, the engine speed is less than or equal to an actuation speed associated with the deceleration control system, and the engine speed is changing at a rate which is greater than or equal to an actuation differential change rate associated with the deceleration control system. The control device applies to the deceleration control system a control signal having a duty ratio which corresponds to the change rate of the engine speed and which increases the rate at which bypass air is taken into the engine.
U.S. Pat. No. 5,239,966, which issued to Yamagata et al on Aug. 31, 1993, describes an electronic control fuel injection apparatus for two cycle engine. The fuel injection apparatus for a crank chamber compression type 2-cycle engine which compensates a fuel injection amount predetermined by an opening degree of an engine intake air system and an engine speed in response to a fuel amount reduction rate allocated by using an opening degree of the engine intake air system and an engine speed if the engine speed enters an acceleration loss region during a predetermined deceleration and or re-acceleration of the engine while a deceleration of the engine is detected.
U.S. Pat. No. 4,524,744, which issued to Adams on Jun. 25, 1985, describes a fuel system for a combustion engine. A fuel injection apparatus in which a closed fuel circuit is pressurized, and the amount of fuel injected is determined by the pressure in the circuit. Air intake by the engine is controlled in response to the amount of fuel injected. The fuel injection apparatus includes a reservoir with a fixed level of fuel, and a high pressure pump pumps fuel from the reservoir and into the fuel circuit. Fixed orifice injection nozzles communicate with the circuit so fuel is varied only by the pressure. Pressure in the circuit is varied by a valve that releases fuel into the reservoir to lower the pressure in the circuit, the valve being controlled by the conventional accelerator pedal. Air to the engine is modulated in response to fuel flow. This is accomplished by varying an air valve in accordance with pressure in the fuel circuit, or by using a constant velocity valve which would vary the engine demand. The apparatus further includes an auxiliary chamber receivable in the spark plug hole to convert the engine to a stratified charge engine. The fu
Haddad Robert E.
Suhre Blake R.
Brunswick Corporation
Gimie Mahmoud
Huynh Hai
Lanyi William D.
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