Abstract:
An apparatus and method for conditioning an internal combustion engine for storage is disclosed. The engine includes an ECU that is programmed to initiate an auto-fogging procedure. The auto-fogging procedure automatically introduces increased amounts of lubricating oil into the engine thereby coating the cylinders and some of the internal components of the engine with a protective film of oil for storage.

Description:
BACKGROUND OF INVENTION 
   The present invention relates generally to internal combustion engines, and more particularly, to an apparatus and method of conditioning an engine for extended periods of non-use. 
   When preparing an internal combustion engine for extended periods of storage, such as one incorporated into an outboard motor, it is often desired to drain any untreated water from the engine, treat any remaining water with an anti-freezing agent, drain the fuel system or treat the fuel in the fuel system with a stabilizer, and introduce increased amounts of lubrication into the internal areas of the engine. This entire process is often called “winterizing” an engine. Although generally referred to as “winterizing” an engine, the above process is not season specific and can be beneficial to any engine that will not be operated for extended periods of time. The step of introducing increased amounts of lubrication into the engine is often referred to as “fogging” the engine. Fogging involves introducing a winterizing/lubricating oil into the combustion chamber of a running engine. A portion of the lubricating oil is burned during the combustion process before the engine is shut down and often results in a heavy smoke, or fog, from the engine exhaust. 
   The lubricating oil can be introduced directly into the engine through the engine air intakes, into the fuel injection air tubes while the engine is running, or into the oil injection system of an engine so equipped. The process of injecting the lubricating oil into the internal combustion engine coats the inside components of the engine with a protective film of lubricating oil. The film of oil protects the bearings and internal metal surfaces of the engine from condensation and rust that may result during extended periods of non-operation. 
   Preparing an engine for storage by introducing increased amounts of oil into the engine is a time consuming and labor intensive process. An operator must continually manipulate the engine throttle and the amount of lubricating oil introduced into the engine in order to keep the engine running. The engine should be running in order to fully distribute the lubricating oil about the interior surfaces and components of the engine. Additionally, the engine will be choked out if too much lubricating oil is introduced into the engine too quickly or if the engine is operated at too low a speed. A user must continually adjust the amount of lubricating oil introduced into the engine and the engine&#39;s operating speed in order to keep the engine running until a desired amount of lubricating oil is run therethrough. 
   Another problem with introducing too much lubricating oil into an engine is subsequent starting of the engine. Too much lubrication introduced into the engine during the storage process can make the engine difficult to start after storage, can result in premature fouling of the spark plugs, and can determinately affect the engine exhaust systems. Conversely, not introducing enough oil can result in poor coverage and inadequate protection to key components of the engine. 
   It would therefore be desirable to have an apparatus and method capable of automatically introducing a predetermined amount of lubricating oil into an internal combustion engine in preparation for storage of the engine. 
   BRIEF DESCRIPTION OF INVENTION 
   The present invention provides an apparatus and method of introducing an increased amount of lubricant into an engine that solves the aforementioned problems. An engine is disclosed which includes an electronic control unit (ECU) that is programmed to, upon commencement, perform a storage preparation procedure wherein increased amounts of lubricating oil are introduced into the engine automatically. 
   In accordance with one aspect of the present invention, an engine is disclosed having a block with at least one cylinder formed therein. An oil injector in fluid communication with an oil supply is connected to the engine to provide lubricating oil to the cylinder. The engine has an ECU programmed to control an amount of oil introduced into the engine wherein, a first amount of oil is introduced into the engine based on a normal operation, and a second amount of oil, greater than the first amount of oil, is introduced into the engine based on a storage preparation operation. 
   According to another aspect of the present invention, an outboard motor is disclosed having an engine, a midsection extending from the engine, and a gearcase attached to the midsection. A propeller shaft extends from the gearcase and is constructed to be driven by the engine. The outboard motor has an ECU programmed to initiate an oil delivery to the engine during engine operation and constructed to receive a storage signal. In response to the storage signal, the ECU is further programmed to initiate an auto-fogging procedure. 
   According to a further aspect of the present invention, a method of preparing an engine for storage is disclosed which includes the steps of: providing an ECU with a storage routine, initializing the storage routine, and increasing an amount of lubricant introduced into an engine during the storage routine. 
   Various other features, objects and advantages of the present invention will be made apparent from the following detailed description and the drawings. 

   
     BRIEF DESCRIPTION OF DRAWINGS 
     The drawings illustrate one preferred embodiment presently contemplated for carrying out the invention. 
     In the drawings: 
       FIG. 1  is a perspective view of an exemplary outboard motor incorporating the present invention. 
       FIG. 2  is an elevational view of the outboard motor of  FIG. 1  with a portion of the cover removed therefrom. 
       FIGS. 3 and 4  are flow charts representing an aspect of the present invention. 
       FIG. 5  is a flow chart of an alternate to the storage procedure commencement routine shown in  FIGS. 3 and 4 . 
       FIG. 6  is a flow chart of a storage procedure initiated by the storage procedure commencement routine of  FIGS. 3 and 4  or  FIG. 5 . 
   

   DETAILED DESCRIPTION 
   The present invention relates generally to internal combustion engines, and preferably, those incorporating direct fuel injection in a spark-ignited two-cycle gasoline-type engine.  FIG. 1  shows an outboard motor  10  having one such engine  12  controlled by an electronic control unit (ECU)  14  under engine cover  16 . Engine  12  is housed generally in a powerhead  18  and is supported on a midsection  20  configured for mounting on a transom  22  of a boat  24  in a known conventional manner. Engine  12  is coupled to transmit power to a propeller  26  to develop thrust and propel boat  24  in a desired direction. A lower unit  30  includes a gearcase  32  having a bullet or torpedo section  34  formed therein and housing a propeller shaft  36  that extends rearwardly therefrom. Propeller  26  is driven by propeller shaft  36  and includes a number of fins  38  extending outwardly from a central hub  40  through which exhaust gas from engine  12  is discharged via midsection  20 . A skeg  42  depends vertically downwardly from torpedo section  34  to protect propeller fins  38  and encourage the efficient flow of outboard motor  10  through water. 
     FIG. 2  shows outboard motor  10  with a portion of cover  16  removed exposing a portion of engine  12 . ECU  14  is mounted to engine  12  and is programmed to control the operation of engine  12 . ECU  14  is in communication with a variety of engine sensors  50  via a plurality of multi-pin connectors  52 . Engine sensors  50  include a plurality of specific sensors, some of which include a throttle position sensor, engine temperature sensor, intake air temperature sensor, oil pressure sensor, oil level sensor, or a transmission position sensor. 
   During operation of engine  12 , ECU  14 , controls spark plug firing, fuel injector operation, and lubricating oil injection. It is understood that these are but a few examples of the systems of engine  12  that ECU  14  controls. Engine  12  includes an oil reservoir  54  with an oil pump  56  disposed therein. Oil pump  56  supplies oil from oil reservoir  54  to engine  12  via a plurality of oil passages  58 . A plurality of oil injectors (not shown) are controlled by ECU  14  and in fluid communication with oil passages  58  and an interior of engine  12 . Such a construction allows ECU  14  to control an amount of oil introduced and/or timing of the introduction of the oil into the engine. 
   A starter  60  is activated directly by an ignition switch responsive to an operator input. A plurality of connection cables  62  route battery power and the ignition switch lines to the starter and the engine, for motors so equipped. During operation of engine  12 , combustion air enters engine  12 , in part, through an air intake assembly  64 . ECU  14  monitors the amount and temperature of combustion air provided to engine  12  through air intake assembly  64  via a temperature sensor and a throttle position sensor located thereabout. 
   ECU  14  can initiate and effectuate a storage procedure commencement routine  66 , as shown in  FIGS. 3 and 4 , partly because of its integration with the physical systems of engine  12 . Storage procedure commencement routine  66  initiates at start  68  that coincides with an operator initiated start of engine  12 . After start  68 , routine  66  checks a throttle position sensor (TPS) voltage  70 . If throttle position sensor voltage  70  is not greater than approximately 1 volt at  70 ,  72 , routine  66  verifies an engine status  74  as engine running. If the engine is running  74 ,  76 , routine  66  proceeds to normal operation  78  and supplies a normal amount of oil as deemed necessary to lubricate the engine under normal operating conditions. 
   If the engine is not running  74 ,  80 , routine  66  returns to start  68  and proceeds to check throttle position sensor voltage  70 . If the throttle position sensor voltage is now greater than approximately 1 volt at  81 , routine  66  verifies engine running  82  and if the engine is not running  84 , routine  66  returns to check throttle position sensor voltage  70 . If the engine is running at  82 ,  86 , routine  66  next determines if both the throttle position sensor voltage is greater than approximately 1 volt and the engine is in neutral  88 . Additionally, although routine  66  verifies an engine in neutral condition, it is understood that the present invention is equally applicable for applications that do not have a transmission coupled to the engine. If either the throttle position sensor signal is less than approximately 1 volt or the engine is not in neutral  88 ,  90 , routine  66  continues with normal operation  78 . If the throttle position signal is greater than approximately 1 volt and the engine is in neutral  88 ,  92 , ECU  14  turns on a series of indicator lights  94  to indicate commencement of the storage conditioning process. Although disclosed as an optical indicator, i.e. lights, it is equally understood that an acoustical indicator that is audible to an operator over the noise of the engine would be equally effective. 
   After turning on lights  94 , routine  66  confirms that the throttle position sensor signal is greater than approximately 1 volt and the engine is in neutral  96 . If such is not the case  96 ,  98 , engine  12  continues in normal operation  100 . If the throttle position sensor signal is greater than approximately 1 volt and the engine is in neutral  96 ,  102 , routine  66  initiates a wait loop of 15 seconds at  104 ,  106 . It is understood that the 15 second duration of wait loop  104  is only by way of example. If 15 seconds has not elapsed  104 ,  106 , routine  66  continues to determine if the throttle position sensor signal is greater than approximately 1 volt and the engine is still in neutral  96 . When 15 seconds has elapsed  104 ,  108 , routine  66  turns off lights  110 . 
   With the lights off  110 , routine  66  rechecks transmission position  112 , shown in  FIG. 4 , and if the transmission position is not in neutral  112 ,  114 , routine  66  continues in normal operation  116 . If the transmission position is in neutral  112 ,  118 , routine  66  checks throttle position  120 . If throttle position  120  indicates that the throttle is more than approximately 2% open  122 , routine  66  returns to recheck transmission position  112  until check throttle position  120  indicates that the throttle is less than approximately 2% open  124 , and then turns on lights  126 . Having turned on lights  126 , routine  66  confirms the throttle position and that the engine is in neutral at  128 , and if either the throttle is equal to or greater than 2% open, or the engine is not in neutral,  128 ,  130 , the engine continues in normal operation  132 . If the throttle position is less than approximately 2% open and the engine remains in neutral  128 ,  134 , another wait loop is initiated at  136 . If both conditions of throttle position and neutral position are not maintained for approximately 15 seconds  128 ,  136 ,  138 , routine  66  proceeds in normal operation  132 . If throttle and neutral positions are maintained  128 ,  134  for time verification  136 ,  140 , routine  66  turns off lights  142 . 
   Having now flashed the lights twice, routine  66  again verifies neutral position  144 , and if neutral condition is not maintained  144 ,  146 , routine  66  proceeds in a normal operation  148 . If neutral position is maintained  144 ,  150 , routine  66  verifies throttle position sensor voltage at  152 . If throttle position sensor voltage is less than approximately 1 volt at  152 ,  154 , routine  66  returns to verify neutral position  144 . If throttle position sensor signal is greater than approximately 1 volt at  152 ,  156 , storage preparation commencement routine  66  is successfully completed and ECU  14  initiates storage procedure signal  158 . As such, storage preparation commencement routine  66  allows an operator of an engine so equipped to initiate the storage process by moving the throttle as disclosed and maintaining that throttle position for a predetermined time, as indicated by the indicator lights while maintaining the engine/transmission in the neutral position. This series of throttle movements, each uninterrupted for a defined time, are not movements that would typically be associated with normal operation and are therefore interpreted as a request to initiate the storage routine. It is understood that in certain applications of the present invention that the neutral requirement may be eliminated, such as in PWCs or lawn and garden equipment, for example. 
   Storage preparation commencement routine  66  allows ECU  14  to control the introduction of an increased amount of lubricating oil into the engine. As such, after an operator has completed storage preparation commencement routine  66 , ECU  14  automatically operates and controls the operation of engine  12  thereby fully automating the storage procedure. Additionally, by controlling operation of the status indicator lights  94 ,  110 ,  126 , and  142 , ECU  14  can be instructed to initiate the storage preparation commencement routine without any external instrumentation or diagnostic tooling. Alternatively, it is equally understood that in addition to the storage preparation commencement routine  66  disclosed above, it may, at times, be beneficial to allow service personnel, having electronically connected diagnostic tooling to engine  12 , to initiate the storage procedure with the diagnostic tooling. Such a routine is shown in  FIG. 5 . 
   As shown in  FIG. 5 , with engine  12  running at idle while in neutral, a command  159  is given from a diagnostic tool  160  to initiate a diagnostic initiated storage procedure commencement routine  161 . Routine  161  verifies the initiation of storage procedure  162 . If there is no signal to initiate storage procedure  162 ,  164 , routine  161  continues diagnostic analysis  166  and exercising of other engine diagnostics at  167 . If the storage procedure is initiated  162 ,  168 , ECU  14  determines a throttle position less than approximately 2% open and an engine in neutral condition  170 . If the throttle is open more than approximately 2% or the engine is not in neutral  170 ,  172 , routine  161  continues diagnostic analysis  166 . If the throttle is less than approximately 2% open and the engine is in neutral  170 ,  174 , routine  161  determines a throttle position sensor value  176 . If the throttle position sensor value is less than approximately 1 volt at  176 ,  178 , routine  161  determines if the engine is running at  179 . If the engine is running  179 ,  181 , returns to check throttle position less than 2% open and engine in neutral condition  170 . If the engine is deemed not to be running  179 ,  183 , routine  161  continues with diagnostic analysis at  166 . If the throttle position sensor value is greater than approximately 1 volt at  176 ,  180 , routine  161  generates storage procedure signal  182  and initiates storage procedure  184  of  FIG. 6 . 
   As shown in  FIG. 6 , upon the generation of storage procedure signal  158 ,  182 , storage procedure  184  verifies throttle position  188 . If throttle position  188  indicates that a throttle position is greater than 8% open  188 ,  190 , ECU  14  sets the throttle position to 8% at  192 . It is understood that a throttle position of 8% is only an example of a throttle position and a throttle position of 6% open, for example, would be just as effective. After the throttle position is set to 8% at  192 , or if the throttle position is initially less than approximately 8% open at  188 ,  194 , storage procedure  184  verifies if it is time to pulse the oil injector  196 . That is, since the oil injector is pulsed at a predetermined frequency, such as 5 Hz, a first part of a loop is initiated at  196  to check the time to a next pulse A second part of the loop is initiated at  200  to check if it is time to blink the lights, which are toggled every ½ second. If it is not time to pulse oil injector  196 ,  198 , storage procedure  184  verifies if it is time to blink lights  200 . If it is not time to blink lights  200 ,  202 , storage procedure  184  returns to verify throttle position  188 . Once it is time to blink lights  200 ,  204 , storage procedure  184  toggles all lights  206  prior to returning to verify throttle position  188 . 
   After toggling the lights  206 , if it is time to pulse injector  196 ,  208 , storage procedure  184  pulses an oil injector  210  and increments an oil pulse counter  212 . Storage procedure  184  next verifies whether the pulse counter has reached the number of desired storage pulses  214 . If the pulse counter is not greater than or equal to the number of desired storage pulses  214 ,  216 , storage procedure  184  returns to the second part of the loop to check if it is time to blink lights  200 . If the pulse counter is greater than or equal to the number of desired storage pulses  214 ,  218 , storage procedure  184  automatically stops engine  222  and exits storage procedure  184  at end  224 . Upon completion of storage procedure  184 , increased amounts of lubrication have been run through engine  12  thereby optimally conditioning the engine for an extended period of non-operation. 
   Therefore, according to a first embodiment of the present invention, an engine includes a block with at least one cylinder formed therein. An oil injector is connected to the engine to provide lubricating oil to the at least one cylinder and is in fluid communication with an oil supply. The engine includes an ECU programmed to control an amount of oil introduced into the engine wherein, a first amount of oil is introduced into the engine based on a normal operation, and a second amount of oil, greater than the first amount of oil, is introduced into the engine based on a storage preparation operation. 
   According to another embodiment of the present invention, an outboard motor includes an engine, a midsection extending from the engine, and a gear case attached to the midsection. A propeller shaft extends from the gearcase and is constructed to be driven by the engine. The outboard motor has an ECU programmed to initiate an oil delivery to the engine during engine operation and constructed to receive a storage signal. In response to the storage signal, the ECU is further programmed to initiate an auto-fogging procedure. 
   In accordance with another embodiment of the present invention, a method of preparing an engine for storage includes the steps of: providing an ECU with a storage routine, initializing the storage routine, and increasing an amount of lubricant introduced into an engine during the storage routine. 
   The present invention has been described in terms of the preferred embodiment, and it is recognized that equivalents, alternatives, and modifications, aside from those expressly stated, are possible and within the scope of the appending claims. While the present invention is shown as being incorporated into an outboard motor, the present invention is equally applicable with other recreational products, some of which include inboard motors, snowmobiles, personal watercrafts, all-terrain vehicles (ATVs), motorcycles, mopeds, power scooters, and the like. Therefore, it is understood that within the context of this application, the term “recreational product” is intended to define products incorporating an internal combustion engine that are not considered a part of the automotive industry. Within the context of this invention, the automotive industry is not believed to be particularly relevant in that the needs and wants of the consumer are radically different between the recreational products industry and the automotive industry. As is readily apparent, the recreational products industry is one in which size, packaging, and weight are all at the forefront of the design process, and while these factors may be somewhat important in the automotive industry, it is quite clear that these criteria take a back seat to many other factors, as evidenced by the proliferation of larger vehicles such as sports utility vehicles (SUV).