Abstract:
A microprocessor base interengageable engine generator set control and profile throttle control devices that provide directional communication and control via common J1939 protocol of electronic engine control units. Such engine and throttle control units provide critical engine information and control using manufacturers proprietary codes that are readable by the interface engine control or independent throttle control input parameters. Engine commands are issued by programmable software and operational input in response to information received and analyzed thereby for ultimate control for known preset parameters in multiple manual and non-fully automatic modes of the profile throttle control device.

Description:
This is a continuation in part patent application of Ser. No. 10/305,043, filed Nov. 26, 2002 now U.S. Pat. No. 6,760,659. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Technical Field 
     This invention relates to electronic engine control devices that are used on a wide variety of industrial engines, specifically power generators that require engine and generator performance parameters to be monitored and provide required operational power output in relation to the effective load. 
     2. Description of Prior Art 
     Prior art energy control devices have been directed towards independent engine controls utilizing a number of independent remote sensors in a master slave orientation. See for example U.S. Pat. Nos. 4,368,705, 5,377,112, 5,506,777 and U.S. Patent Publication 2002/0040742 A1. 
     In U.S. Pat. No. 4,368,705 an engine control system is disclosed in which an electronic system controls engine performance parameters based on timing maps that define different modes of diesel engine operation. 
     U.S. Pat. No. 5,377,112 illustrates a method for diagnosing an engine using computer based models in which current engine operation parameters are determined and compared with a preset optimum operational settings and adjusted to match the preprogrammed requirements. 
     U.S. Pat. No. 5,506,777 describes an electronic engine control having a central processing unit and an analog to digital converter that receives analog engine performance data and converts same into digital output for processing by a central CPU device. 
     In U.S. Patent Publication 2002/0046742 A1 discloses an electronic control device for engines and method of controlling by comparing actual performance data with desired outcome by controlling the EGR valve in view thereof. 
     SUMMARY OF THE INVENTION 
     An electronic engine controller utilizing a controller network interface for direct bi-directional communication between electronic engine control unit (ECU) and the electronic engine controller utilizing the can bus J1939 protocol to monitor and control the engine directly. The electronic engine controller uses programmable software to determine operational parameters and institute electronic control commands to the ECU in a pre-determined response operational framework. An electronic throttle control device integrated into the engine controller program for multiple engine throttle control parameters including engine start, stop and programmable throttle (speed configuration manipulation) in multiple programmable requirements. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a graphic block flow diagram of the basic controller interface and relation of same with operational aspects to be controlled; 
         FIG. 2  is a graphic block flow diagram of a specific operational input monitor and output control actions; 
         FIG. 3  is a graphic control diagram of engine speed to time function in a manual mode control of a profile throttle; 
         FIG. 4  is a graphic control diagram of engine speed to time function in a fully automatic mode; 
         FIG. 5  is a graphic control diagram of engine speed to time function in a manual/automatic mode; 
         FIG. 6  is a block flow diagram of the profile throttle controller in a controller application; and 
         FIG. 7  is a block flow diagram of the profile throttle controller. 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring to  FIGS. 1 and 2  of the drawings, an electronic engine controller  10  of the invention can be seen in communication with an electronic control unit (ECU)  11  associated with an engine  12 . The (ECU)  11  is found on industrial engines of certain displacements to manage engine performance to meet government emission (EPA) standards. Such (ECU&#39;s) utilize a control area network (CANBUS) using a J1939 communication protocol characterized by digital addressable message protocol allowing communication between multiple (ECU&#39;s) as will be understood by those skilled in the art. Accordingly, engine manufacturers provide (ECU&#39;s) having their own proprietary control configurations and electronic codes enabled by software protocol applications. The engine controller  10  of the invention uses a microprocessor  13  and custom software application to read the control information input (IMP) generally indicated at  14  generated by the (ECU&#39;s) via the (CANBUS). The engine information inputs  14  provide critical engine performance and operation information including, but not limited to engine oil pressure, oil temperature, manifold temperature, coolant temperature, fuel pressure, fuel temperature, fuel use rates, engine RPM, engine hours, battery voltage as well as calculated percent of torque, percent of effective load to relative engine RPM and throttle position. 
     Other information gathered includes engine manufacturers protection operation safety parameters to indicate out of preset tolerance conditions indicated by electronic trouble codes  15 . 
     In the example chosen for illustration, an engine  12  and a power generator  16  referred to as a (generator set) application is used in which the generator operation information is also gathered by the engine controller  10  of the invention including measuring specific performance output criteria of the generator such as AC voltage  17  and AC current  18  and calculating related power factors there from. The engine controller  10  establishes communication with (ECU) and will request status information continuously as specific data rates such as total engine hours, for example. 
     A display  19  is provided to communicate the engine&#39;s operational statistics so gathered and calculated given the continuous information request as noted. 
     The display  19  therefore will be updated with the most current information providing a real time informational access portal. 
     By utilization of custom software the engine controller  10  of the invention will issue commands to the (ECU)  11  to control critical operational functions such as and not limited to engine operational speed by increasing or decreasing engine speed and engine start and stop commands. 
     Referring to  FIG. 6  of the drawings, an electronic engine throttle control (ETC)  30  of the invention can be seen in communication with an alternate engine control unit  31  on an alternate industrial engine  32 . The ETC  30  can be integrated into the engine control unit  31  which as set forth is part of a typical so-called “power unit package” (P.U.P.) as seen in  FIG. 7  of the drawings, offered by engine manufacturers including the engine unit  32 , the engine control unit  31 , and engine throttle system  33  and some type of engine accessory  34  which can be any working mechanism to be driven by the engine unit (ENG)  32  as will be well understood by those skilled in the art. 
     Typically, in such “power unit packages” operation requires an operator  35  to start the (ENG)  32  utilizing the engine control unit (ECU)  31  and adjust the engine speed by the throttle system (TS)  33 . In such systems, an auto start and stop sequence can be achieved, but not independent automated variable throttle control which is needed in different engine use applications to be described in greater detail hereinafter. 
     Referring now to  FIGS. 3–5  of the drawings, multiple throttle control parameters available at use of the throttle control  30  of the invention are illustrated including a manual throttle mode  36 , manual automatic throttle mode  37  and fully automatic throttle mode  38 . Referring now to  FIG. 3  of the drawings, the manual mode  36  example is illustrated wherein engine speed RPM  39  is vertically graphed and a time line duration at  40  is horizontally graphed. Prescribed upper engine RPM and lower engine RPM limits  41  and  42  representatively are illustrated with multiple operator input control actions are sequence illustrated along the time duration line  40  as follows. 
     Operator, not shown, starts the engine at  43 A with the engine idle duration indicated at  43 B. Operator ramps (speeds up) the engine RPM at  43 C reaching the upper RPM limit  41 . The operator then ramps down the engine at  43 D to a selective operating engine RPM noted at  43 E for a final time duration indicated at  43 F. After the prescribed run time duration, the engine shuts off at  43 G. 
     Utilizing the throttle control  30  of the invention in the manual/automatic mode  37  can be seen as illustrated in  FIG. 5  of the drawings in which the engine RPM  39  is controlled by a combination of preprogrammed RPM setting  44 A,  44 B and  44 C and operative sequential selection thereof. In this example, the engine has been preprogrammed to run only at the three RPM settings  43 A,  43 B and  43 C. The operator can select any one of the RPM settings in the time sequence chosen to achieve the desired engine performance requirement as follows. 
     Operator starts the engine at  45 A and the RPM setting  44 A is obtained defining a warm-up time duration at  46 A. The operator then ramps up the engine RPM to the preprogrammed RPM setting  44 B for the time duration  46 B. Further ramping of the RPM is then instituted to the RPM setting  44 C. The operator in this illustration determines the time durations indicated at  46 A,  46 B,  46 C,  46 D and  46 E in which the RPM settings are then correspondingly ramped down for the time durations  46 D and  46 E through the preprogrammed RPM setting  44 B and  44 A with engine shut down indicated at  48 . 
     Referring to  FIG. 4  of the drawings, the fully automatic mode  38  of the throttle control  30  of the invention can be seen wherein the throttle control  30  institutes all engine controls with an automatic engine start at  49  which may determine, for example, by a preprogrammed external variable input such as an excess fluid level in a pump situation, not shown. Multiple preprogrammed engine RPM&#39;s  50 A,  50 B and  50 C, specifically idle, warm-up, and target RPM are reached and maintained for preprogrammed time durations indicated at  51 A,  51 B,  51 C and  51 D. Intervening ramp up RPM&#39;s and ramp down RPM&#39;s RT 1  and RT 2  respectively occur between the warm-up RPM  50 B and target RPM  50 C to the cool down RPM  50 A′ before auto engine shut off occurs at  60 . 
     Engine temperature criteria illustrated at speed point  61  and corresponding point  62  are utilized to determine the effective duration of a preprogrammed RPM being maintained such as for warm-up RPM  50 B and cool down RPM  50 A′. 
     In these examples, both the warm-up time  51 B and a warm-up temperature  63  are utilized with the warm-up temperature  63  over-riding the preprogrammed warm-up time  51 B so that the engine  32  may ramp up at  64  to the target RPM  50 C once the preset temperature  63  has been met. 
     Other engine preprogrammed parameters are available such as maximum RPM indicated by dotted lines  65 , minimum RPM&#39;s by dotted lines  66 . 
     Ramp time is the known or desired time programmed to achieve the target RPM  50 C in either the warm-up RPM  50 B or conversely the cool down RPM  50 A′ from the target feed duration illustrated at  51 C. 
     The engine run cycle is terminated automatically after the program or actual preprogrammed temperature the engine has been achieved. Based on the foregoing, a number of variations on the throttle control  30  of the invention will be evident under the prescribed manual, manual/automatic, and fully automatic modes  36 ,  37  and  38  respectively as follows. 
     In manual mode, vernier throttle in which the engine speed is controlled over the entire range of preprogrammed setting with the restricted preset low and high RPM limits. 
     A multi-mode state throttle control condition in which the operator, as noted, uses specific preset engine speed characteristics from a choice of single or multiple preselect engine speed. The engine therefore will only operate within the selected speeds. 
     Manual operation input is required to select which speed range will be used and transition there between will be operator imputable by manual controls, not shown. 
     Referring back now to  FIG. 6  of the drawings, the profile throttle control system  30  can be interfaced directly with the engine  32  in two primary ways utilizing torque speed control  67  or direct external engine throttle control at  68 . Torque speed control uses the J-1939 cam bus protocol manipulating the engine  32 &#39;s RPM through the existing manufacturers ECU  31  by software commands. Alternately, the external throttle control inputs on the engine&#39;s ECU which the signal increases or decreases the engine&#39;s speed in response thereto. 
     As noted, in a generator application (Gen Set) the engine controller will provide via the (CANBUS) protocol programmable generator protection controls related to voltage parameters such as over voltage, and under voltage; over current, and over frequency and under frequency. 
     The engine controller  10  combines i.e. integrated the hereinbefore described engine monitoring and control response obtained from the engine controller with analogous analog generator monitoring and protection systems. The (ECU)  10  can also provide automatic start  20  generator set control applicable with (CANBUS) J1939 engine  12  (ECU)  11  protocol. 
     The auto start  20  feature is enabled via the engine controller  10  which allows starting the (Gen Set) from a remote start command input. Typically this input is generated by an automatic transfer switch ATS  21 , but can be from any switch configuration with a ground in communication with the system. This feature provides for unattended automatic starting, monitoring and protection of the (Gen Set) as hereinbefore described. 
     It will be evident from the above description that the engine controller  10  primary operational goal is to gather specific engine operational parameters  14  supplied by the (ECU)  11  without the requirement of remote communication to individual sensors as has been required in the past. By providing bi-directional communication utilizing the J1939 protocol on the (CANBUS) information so gathered can be acted upon using the pre-programmed set and performance parameters to optimize control protection and efficiency of the (Gen Set) system. 
     Remote communication portals  23  and  24  utilize an RS-232 input for data control commands along with a telecommunication modem to effect remote access to the engine controller  10  of the invention. 
     An emergency stop can be instituted if as pre-programmed operational parameters of the system is outside of normal operation criteria. 
     It will be evident from the above description that by utilizing the engine controller  10  and unique profile throttle control  30  of the invention that a new synergistic combination of total engine control can be achieved. By the multi-faceted explicit control of engine speed with the engine controller&#39;s  10  parameter of monitoring and control a unique combination of overall engine control has been achieved. 
     It will thus be seen that a new and novel electronic engine controller  10  for a (Gen Set) utilizing a control network interface for bi-directional communication between an electronic engine control unit  11  and the controller  10  utilizing the (CANBUS) J1939 protocol and a profile throttle controller  30  has been illustrated and described and it will be apparent to those skilled in the art that various changes and modifications may be made thereto without departing from the spirit of the invention.