GENSET ENGINE WITH AN ELECTRONIC FUEL INJECTION SYSTEM INTEGRATING ELECTRICAL SENSING AND CRANK POSITION SENSING

• US 20110180043A1
• Filed: 01/28/2010
• Published: 07/28/2011
• Est. Priority Date: 01/28/2010
• Status: Active Grant

• Current Assignee: Cummins Power Generation Inc (Cummins Incorporated)
• Original Assignee: Cummins Power Generation Inc (Cummins Incorporated)
• Inventors: Vancalligan, Peter J., Knight, Kristopher G., Ethen, Matthew J., Falkowski, David T., Peterson, Jeffrey D.
• Granted Patent: US 8,683,980 B2
• Time in Patent Office: Days
• US Class Current: 123/478
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/064 at cold start F02D41/067 takes precedence
• CPC Class Codes: F02D 41/1456 with sensor output signal being linear or quasi-linear with the concentration of oxygen
• CPC Class Codes: F02D 41/1488 Inhibiting the regulation

Abstract

An open or closed loop EFI system, integrated on a genset engine or any internal combustion engine, with an electrical sensor and crank position sensor is described. Since a genset engine'"'"'s exhaust emissions and general performance are a function of spark timing, integration of electrical and crank position sensors on a genset engine provides optimal engine performance and efficiency when the electrical draws fluctuate. The electrical sensor and crank position sensor send data to the electronic control unit (ECU), and this data is used to determine the optimal air-to-fuel ratio (AFR) and optimal spark timing. The ECU varies the spark timing in accordance with the speed and load of the engine and actuates the fuel injector to send the correct amount of atomized fuel to mix with the air flow to be combusted allowing the engine to meet performance.

Claims

1. A genset engine integrating an electronic fuel injection system comprising:

an electrical sensor;

a crank position sensor;

a fuel injector;

an electronic control unit;

an air flow sensor;

a first communication circuitry linking the electronic control unit and the electrical sensor;

a second communication circuitry linking the electronic control unit and the crank position sensor;

a third communication circuitry linking the electronic control unit and the fuel injector; and

a fourth communication circuitry linking the electronic control unit and the air flow sensor,

the electrical sensor reads an electrical output from an alternator,

the electrical sensor reads a power draw on the genset engine,

the crank position sensor reads a position of a piston,

data from the electrical sensor, crank position sensor, and air flow sensor are transmitted to the electronic control unit via the first, second, and fourth communication circuitry, respectively,

the electronic control unit obtains a spark timing based on the crank position sensor which is transmitted to an ignition system to change a spark timing of the engine, and

data form the electronic control unit, based on the electrical sensor and the air flow sensor, is used to obtain a requested relative air to fuel ratio,

wherein the electronic control unit actuates the fuel injector via the third communication circuitry based on requested relative air to fuel ratio and the spark timing.

2. The genset engine integrating an electronic fuel injection system of claim 1, wherein the electrical sensor is disposed in or on the electronic control unit.

3. The genset engine integrating an electronic fuel injection system of claim 1, wherein the fuel and air are mixed in an intake system of the engine, or the fuel and air are mixed in a combustion area of the engine.

4. The genset engine integrating an electronic fuel injection system of claim 1, further comprising a reference marker disposed on a rotor of the genset engine, the reference marker configured to be located by the crank position sensor to determine the position of a piston.

5. The genset engine integrating an electronic fuel injection system of claim 1, wherein the genset engine is provided in a recreational vehicle.

6. The genset engine integrating an electronic fuel injection system of claim 1, wherein the genset engine is a stand-alone engine.

7. The genset engine integrating an electronic fuel injection system of claim 1, further comprising an oxygen sensor,

a fourth communication circuitry linking the electronic control unit and the oxygen sensor, and

wherein data from the oxygen sensor is transmitted to the electronic control unit via the fourth communication circuitry.

8. The genset engine integrating an electronic fuel injection system of claim 7, wherein the electronic control unit is configured to temporarily ignore the data from the oxygen sensor when a change in magnitude occurs in the power draw.

9. The genset engine integrating an electronic fuel injection system of claim 7, wherein the electronic control unit is configured to temporarily ignore the data from the oxygen sensor when full throttle conditions exist.

10. A method of controlling air to fuel ratio in a genset engine comprising:

integrating a genset engine with an electronic fuel injection system, the electronic fuel injection system including an electrical sensor, a crank position sensor, a fuel injector, an electronic control unit, an air flow sensor, a first communication circuitry linking the electronic control unit and the electrical sensor, a second communication circuitry linking the electronic control unit and the crank position sensor, a third communication circuitry linking the electronic control unit and the fuel injector, and a fourth communication circuitry linking the electronic control unit and the air flow sensor, where the electrical sensor reads an electrical output from an alternator of the genset engine, the electrical sensor reads a power draw on the genset engine, and the crank position sensor reads a position of a piston;

transmitting data from the electrical sensor, crank position sensor, and air flow sensor to the electronic control unit via the first, second, and fourth communication circuitry, respectively,

transmitting data from the electronic control unit based on data from the crank position sensor to an ignition system to change a spark timing,

obtaining a requested relative air to fuel ratio based on data from the electrical sensor and the air flow sensor, and

activating the fuel injector via the third communication circuitry and based on the requested relative air to fuel ratio and the spark timing.

11. The method of claim 10, further comprising determining a position of a piston by placing a reference marker on a rotor of the ignition system and sensing the position with the crank position sensor.

12. The method of claim 10, further comprising linking the electronic control unit and an oxygen sensor through a fourth communication circuitry, and

transmitting data read by the oxygen sensor to the electronic control unit via the fourth communication circuitry.

13. The method of claim 12, further comprising temporarily ignoring the data from the oxygen sensor when a change in magnitude occurs in the power draw.

14. The method of claim 12, further comprising temporarily ignoring the data from the oxygen sensor when full throttle conditions exist.