Engine knock control system for carburetor engines

An engine-knock controlling system for a carburetor-based engine includes one or more cylinders in which combustion occurs, wherein the system also includes a plurality of knock sensors coupled to an engine block, a first wiring harness, a first control unit, a second wiring harness, and a second control unit or an intermediate control unit, or a second control unit and intermediate control unit. The knock sensor(s) detects threatening engine-knock noise as an audible signal and transmits a signal through the wiring harnesses and control units to generate an ignition retarding action to correct the engine misfire and eliminate the knock/ping. Once the engine knock event is resolved, the processor of the first control unit transmits via the second wiring harness a signal to the second control unit or to the intermediate control unit, or to the second control unit and the intermediate control unit, to allow full-advance of ignition timing.

II. FIELD OF INVENTION

The present application discloses and describes an engine knock control system for a carburetor-based internal combustion engine.

Presently, automobiles utilize computerized fuel injection systems to feed fuel and air into the combustion chamber of the automobile's engine. By use of computer control, the engine is operated at optimal efficiency in most if not all situations. Some of the benefits of computerized fuel injection systems include minimal warm-up required to start and operate the engine, improved engine efficiency, and increased fuel efficiency and economy, with each benefit saving consumers time and/or money.

However, automobiles utilizing carburetors continue to subsist, especially among enthusiasts of motorsports, high-performance racing and/or demonstration, and non-racing road driving, as well as in developing markets where reduced expense to manufacture and cost to consumer remain key concerns. However, due in part to questionable quality and/or rating of gasoline, and the prevalence of low-rated gasoline, poor engine performance through engine knock and/or persistent long-term damage caused by engine knock remains a significant concern amongst owners of carburetor-controlled internal combustion engines.

Presently, supercharged and/or turbo charged engines may be boost controlled by computer and/or processor systems utilizing detection and response to various criteria. Older supercharged and/or turbo charged engines may be boost controlled by a module having preset retarding based on detection of manifold air pressure or revolutions per minute (RPM) of the engine. However, such systems work on a pre-determined set points instead of an active detection. This does not necessarily allow the engine to operate at peak efficiency at all times.

Accordingly, there is a need for an apparatus, system, and/or method that provides a new manner of engine knock control for carburetor-based engines that avoids the problems indicated above.

V. DESCRIPTION OF THE EMBODIMENT(S)

It is desirable to provide an improved engine knock control system for a carburetor-based engine that is reactive to the knock(s) and/or ping(s) of an engine block that avoids reacting only to a preset parameter. At least one advantage of the improved system described herein includes automatic limiting of spark knocking misfiring without having to perform any adjustment to the ignition or the carburetor. By reducing actual engine knocking/pinging, the considerable wear and tear damage that often results from knocking/pinging is avoided, preserving the structural integrity of the cylinder(s), and allows for the leanest mixture of fuel for optimized gas mileage with high-performing vehicles (with carburetors).

In accordance with the drawings illustrating at least one embodiment, as generally depicted inFIG.1andFIG.3, an engine knock controlling system for a carburetor-based engine is described and disclosed, the system10includes a plurality of knock sensors12coupled to an engine block (B), a first wiring harness14, a first control unit16, a second wiring harness18, and a second control unit20. Moreover, depending on the second control unit20selected for use an intermediate control unit (20A) may be incorporated and utilized (consistent withFIG.4).

The plurality of knock sensors12may be coupled to the intake manifold, the cylinder, the engine block, or a combination thereof. Knock sensors (piezo electric devices) detect unusual signals and/or sounds generated by the engine during detonation of fuel within the engine. Upon detection of such an unusual signal/sound, an individual knock sensor will generate a signal for transmission to other components for adjusting the ignition timing within the engine block. Examples of such knock sensors include those manufactured, though not limited to, BOSCH®, AC DELCO®, HITACHI®, and the like.

A wiring harness is a network of wires and connectors that interconnect other components for the transmission of information, including data and/or electricity, between components in a system. In the system10described herein, the first wiring harness14operatively couples the plurality of knock sensors12with the first control unit16. Therefore, the predominant responsibility of the first wiring harness14is to transmit audible signals generated by the engine block (B) to the first control unit16. The sensitivity of the knock sensor(s)12positioned on the engine block (B) may necessitate means for determining whether the generated and transmitted signal (from the knock sensor(s)12through the wiring harness14and to the first control unit16) is an accurate representation of knocking/pinging or the aggregation of non-threatening engine noise. Accordingly, it is envisioned that such means might be placed on the knock sensor12side of the system and/or on the first control unit16side of the system. For purposes of additional illustration, such a means is incorporated on the first control unit16side of the system herethrough. It is further envisioned that means for assisting in distinguishing non-threatening from threatening engine knock audible signals may include the incorporation of an Arduino processor or other similar device.

The first control unit16includes a processor for distinguishing between ordinary, non-threatening audible signals and threatening engine knock audible signals generated by the engine block, cylinder, intake, and/or combinations thereof. Moreover, the first control unit16may receive an electrical signal generated by and transmitted from the knock sensor(s)12if knock/pinging is detected. Once the processor determines the propriety of the engine knock/ping noise, which may be achieved by numerous means (including comparing audible signal profiles to known audible signal profiles and the like), the processor generates and transmits a signal associated with a threatening engine knock audible signal. It is envisioned that the threatening engine knock audible signal is a 12-volt signal that is readily recognized by the second control unit20(either directly or through intermediate communication) for reactive measures taken for retarding ignition timing of the engine thereafter. In particular, the first control unit16(and its processor) transmit the 12-volt signal to the second control unit20.

It is envisioned that the processor of the first control unit16may include architecture for formulating and storing an engine knock audible signal map for cross-reference. It is envisioned that this feature may assist in predicting and reacting to engine events with either retarding or advancing ignition timing, as warranted or necessary. It is also envisioned that the processor of the first control unit16may include a manual button or selector for retarding the ignition by a pre-determined amount to facilitate easier engine starts. For example, consistent withFIG.3andFIG.4, wiring and/or cabling may be used to interconnect the tachometer and the first control unit16to capture data and information for analysis and/or diagnostic purposes.

The second wiring harness18operatively couples the first control unit16and the second control unit20. The second wiring harness18transmits the generated 12-volt signal (representing threatening engine knock audible signal) to the second control unit20.

Upon receipt and process of the 12-volt signal, the second control unit reacts to the 12-volt threatening engine knock audible signal by use of a retarding ignition advance using pre-set and/or pre-selected retard module installed in the second control unit20and/or the intermediate control unit20A. After the threatening (knock/ping) signal is resolved (no longer detected by the knock sensor(s)12), after a delay of 0.25 seconds, the first control unit14terminates the 12-volt signal to the second control unit20(and/or to the intermediate control unit20A), returning the ignition system to full-advance. If a threatening (knock/ping) signal is detected again, spark knock detection initiates another cycle of retarding the ignition followed by advancing after the knock/ping signal is no longer detected.

The second control unit20may include the general class of ignition control unit commercially available under such manufacturers as Holley Performance (under its MSD® brand), JEGS®, and/or FAST XIM®, among others. Ignition control units regulate spark generation and engine timing. The second control unit20may also include the general class of stage retarding controller(s) commercially available under such manufacturers as Holley Performance (under its MSD® brand) or Lingenfelter Performance Engineering, among those available. As depicted inFIG.5, each of the second control unit20embodiments receive and house one or more time-retarding modules22.

It is envisioned that the knock sensor(s)12generate(s) a 12-volt electrical signal and transmits the signal to the first control unit16. The first control unit16interprets, analyzes, and transmits a 12-volt electrical signal to the second control unit20. In one embodiment, the second control unit20comprises an ignition control unit. In another embodiment, the second control unit20comprises a combination of ignition control unit (20) and a stage retarding controller (20A). In either the first or second embodiment, the second control unit20retards the timing in response to the preset time-retarding value(s) communicated by the module(s)22. An increase of 50 RPMs or the RPM value falling below the original threshold triggers the first control unit16to terminate the 12-volt signal generated and transmitted to the second control unit20. Thereafter, if knock/pinging is detected at any point in the RPM scale after full ignition timing is restored, the aforementioned process will begin and repeat. It is also envisioned that the second control unit20includes a built-in start-retard circuit that may be utilized or otherwise incorporated into the process.

Consistent withFIG.2, it is also envisioned that a method of controlling the engine knock of a carburetor-based engine is desirable. Accordingly, the method100comprises the steps of detecting110an audible signal originating from the engine block via at least one knock sensor12. The method includes the step of transmitting120the audible signal from the knock sensor12through a first wiring harness14to a first control unit16. The 12-volt signal generated by the knock sensor12and transmitted through the wiring harness14to first control unit16may be stepped-down from 12-volt to 5-volt for controlling power surges and inhibiting damage and/or short-circuiting of the system10and the first control unit16in particular.

The method also includes the step of processing130the audible signal and determining whether the audible signal is a threatening engine knock or a non-threatening engine noise. The method also includes the step(s) of generating140a 12-volt signal via the processor and transmitting150the 12-volt signal from the first control unit16through the second wiring harness18and to the second control unit20and/or the intermediate control unit20A. The 12-volt signal is generated through a relay module (246) that up-converts the internally-generated and transmitted 5-volt signal for transmission to the second control unit20(and/or intermediate control unit20A).

It is further envisioned that the first control unit16may include a wireless transceiver249for wireless transmission and communication of information and/or data. It is envisioned that the wireless transceiver249is interoperable with wireless transmission devices such as BLUETOOTH® or other similarly functioning devices. Through the wireless transceiver249, the user may be able to collect and store information for review, analysis, and/or responsiveness, including for contemporaneous determinations or against historical data and/or trends.

The method also includes the step(s) of receiving160the 12-volt signal via the second control unit20, retarding170ignition timing by use of pre-selected retard modules until the threatening engine knock audible signal subsides, and returning180ignition control to full advance 0.25 seconds after threatening engine-knock audible signal is no longer detected. After the threatening signal is resolved, the processor of the first control unit16will terminate transmission of the 12-volt signal to the second control unit20and/or the intermediate control unit20A (via the harness18) to full-advance to the timing until full-advance is achieved or spark knock is detected again (with spark knock detection initiating another cycle of retarding the ignition followed by advancing the ignition once the engine knock audible signal subsides).

It is further envisioned, also consistent withFIG.2, a method of controlling the engine knock of a carburetor-based engine using an engine knock controlling system (consistent with the disclosure above) having a plurality of knock sensors12coupled to an engine block (B), a first wiring harness14, a first control unit16, a second wiring harness18, and a second control unit20and/or an intermediate control unit20A, wherein the first wiring harness14operatively couples the knock sensors12and the first control unit16, and the second wiring harness18operatively couples the first control unit16and the second control unit20and/or an intermediate control unit20A, the method comprising the steps consistent with the method described immediately above.

Consistent withFIG.6, in one embodiment envisioned for the engine knock controlling system10and the first control unit16. More specifically, it is envisioned that the first control unit16comprises a container24having a base240and a cover240′.

The base240comprises a construction base for electronic circuit design and may include and/or support, but is not limited to, printed circuit boards, proto-boards, and breadboards. In one example, the base240(of the first control unit16) comprises and supports a breadboard241including horizontally-oriented power rails and vertically-oriented component connectors. The breadboard241may support one or more processors, including a microcontroller board (Arduino) and/or a mini-computer (raspberry pi), whether separate or in combination.

Consistent with this embodiment, the breadboard241receives its power supply from an external source, such as a power converter connection (such as a 12-volt connector with the automobile's 12-volt outlet), generally denoted as reference character250. Through this power source, the breadboard241supplies electricity and power to the other devices requiring such power inputs. The breadboard241supports a first microcontroller board (Arduino I)242and a second microcontroller board243(Arduino II), with each of the boards (I and II) coupled to the breadboard241via standard wiring/cabling (hot and ground wiring/cabling), thereby interconnecting the breadboard241to the boards (I-242and II-243) and supplying the necessary electrical power thereto.

The first microcontroller board (I)242is interconnected (via wiring/cabling244) with the knock sensor(s)12for receiving the 12-volt signal generated by the knock sensor(s)12. The first microcontroller board (I)242is also separately interconnected (via wiring/cabling245) with a relay module246. The relay module246is interconnected with the second control unit20(or intermediate control unit20A). The relay module246operates as an appliance control module for up-converting the knock sensor(s)12signal(s) from 5-volt to 12-volt that is transmitted to the second control unit20(or intermediate control unit20A), especially since the incoming 12-volt signal from the knock sensor(s)12is reduced from 12-volt to 5-volt to manage power demands on the entire first control unit16. It is further envisioned that application programming code may be necessary to facilitate the translation of the knock sensor(s)12signal(s) into an output signal and commanding transmission of the output signal through the relay module246and to the second control unit20(or intermediate control unit20A).

The second microcontroller board (II)243is interconnected (via wiring/cabling) with the engine's tachometer for receiving and storing data and/or information related to the rotation speed of the motor. The second microcontroller board (II)243is also separately interconnected to a memory adapter247for receiving and housing an SD storage card248. The memory adapter247and card248cooperatively assist in collecting and storing the valuable data and information that may provide useful insights on engine performance related to the tachometer performance.

Alternatively, the breadboard241may also support a wireless transceiver249module to achieve wireless communication and transmission/exchange of data, information, and facilitate additional responsive actions. It is envisioned that the wireless transceiver249module will be interoperable with known wireless communication devices, including BLUETOOTH® enabled devices, and other similarly or comparably structured wireless transmission platforms.

The cover240′ envelops the components supported on the base240. The cover240′ may also include a plurality of indicators, including lights, read-outs, and the like. In one embodiment, the cover240′ includes a pair of indicator lights. In one embodiment, the first indicator light (G) may include a variety of colors to indicate the normal (non-knocking) operation of the engine, and the second indicator light (R) may include a variety of colors provided that the second indicator light (R) is different from the first indicator light (G), wherein the second indicator light (R) serves to indicate that the engine is presently experiencing engine knock requiring the intervention of the system10to correct.

It is to be understood that the embodiments and claims are not limited in application to the details of construction and arrangement of the components set forth in the description and/or illustrated in drawings. Rather, the description and/or the drawings provide examples of the embodiments envisioned, but the claims are not limited to any particular embodiment or a preferred embodiment disclosed and/or identified in the specification. Any drawing figures that may be provided are for illustrative purposes only, and merely provide practical examples of the invention disclosed herein. Therefore, any drawing figures provided should not be viewed as restricting the scope of the claims to what is depicted.

The embodiments and claims disclosed herein are further capable of other embodiments and of being practiced and carried out in various ways, including various combinations and sub-combinations of the features described above but that may not have been explicitly disclosed in specific combinations and sub-combinations. Accordingly, those skilled in the art will appreciate that the conception upon which the embodiments and claims are based may be readily utilized as a basis for the design of other structures, methods, and systems. In addition, it is to be understood that the phraseology and terminology employed herein are for the purposes of description and should not be regarded as limiting the claims.