Ignition timing control system for light duty combustion engines
View Patent ↗A control system for a low cost, light duty combustion engine, where the control system generally utilizes an engine speed input signal and independent operating sequences to determine a desired ignition timing. There are several independent operating sequences, each one of which is designed to optimally control the engine under certain conditions. These operating sequences include a Cranking sequence, a Warm Up sequence, a Normal Mode sequence, an Acceleration sequence, a Come Down sequence, a Recovery Bump sequence, and a Part Throttle sequence. During idling conditions, the Normal Mode sequence uses rapid changes in the ignition timing to maintain the engine speed in a small, idle engine speed range. By utilizing these operational sequences, the control system improves the performance of a low cost, light duty engine across a wide array of conditions.
1. A method for controlling a light duty, non-automotive combustion engine, the method comprising the steps of:
(a) determining if the light duty, non-automotive combustion engine is in a part throttle condition;
(b) initiating a part throttle sequence if the light duty, non-automotive combustion engine is in the part throttle condition, wherein the part throttle sequence generally encourages the engine to leave the part throttle condition by manipulating the ignition timing of the engine; and
(c) exiting the part throttle sequence if the light duty, non-automotive combustion engine is no longer in the part throttle condition.
2. The control method of claim 1 , wherein step (a) further comprises determining if the light duty, non-automotive combustion engine is in the part throttle condition by determining if the engine speed has been in a predetermined engine speed range for a predetermined number of engine revolutions.
3. The control method of claim 2 , wherein the predetermined engine speed range for the part throttle condition is from about 3,500 RPM to about 6,500 RPM.
4. The control method of claim 2 , wherein the predetermined number of engine revolutions for the part throttle condition is about 10 engine revolutions.
5. The control method of claim 1 , wherein the part throttle sequence includes a first technique for determining the ignition timing of the engine, and the first technique utilizes an engine speed versus ignition timing relationship for a predetermined number of engine revolutions.
6. The control method of claim 5 , wherein the engine speed versus ignition timing relationship is generally derived from a look up table and the predetermined number of engine revolutions for the first technique is about 40.
7. The control method of claim 1 , wherein the part throttle sequence includes a second technique for determining the ignition timing of the engine, and the second technique utilizes a predetermined timing advance for as long as the engine is operating within the part throttle condition.
8. The control method of claim 7 , wherein the predetermined timing advance is about 30° BTDC and is generally designed to encourage the engine to leave the part throttle condition.
9. The control method of claim 1 , further comprising the step of:
setting a flag to indicate that the light duty, non-automotive combustion engine is in a part throttle condition, wherein: i) if the engine operates at an engine speed that is outside of a part throttle range and the flag is set, then the part throttle sequence determines the ignition timing for a predetermined number of engine revolutions before exiting in step (c), and ii) if the engine operates at an engine speed that is outside of the part throttle range and the flag is not set, then the part throttle sequence is exited in step (c).
10. The control method of claim 9 , wherein if the engine operates at an engine speed that is within the part throttle range and the flag is already set, then the flag is cleared.