Patent Publication Number: US-2004050355-A1

Title: Remote engine control system

Description:
BACKGROUND OF THE INVENTION  
       [0001] 1. The Field of the Invention  
       [0002] The present invention relates to remotely controlling an internal combustion engine. More particularly, the present invention relates to systems and methods for remotely starting and stopping different types of internal combustion engines.  
       [0003] 2. Background and Relevant Art  
       [0004] Internal combustion engines are made in a variety of different sizes and types and serve a variety of purposes. Diesel engines, spark ignited engines, and magneto ignition engines are examples of different types of internal combustion engines. These internal combustion engines are used in welders, painting systems, carpet cleaning systems, lawn mowers, pumps, compressors, and generators, to name a few. The different types of internal combustion engines also reflect the various industries that might use these engines.  
       [0005] Whatever their use, internal combustion engines are frequently turned on and then turned off for various reasons. This serves, for example, to conserve fuel or energy. In other instances, the engines are simply used on an intermittent basis and it is simply inconvenient or disadvantageous to have these engines running continuously. Thus, these engines are often stopped and started repeatedly. While these types of internal combustion engines are an indispensable part of many jobs, the engines are often remotely located from the engine operator when their use is required. A generator, for example, is used to distribute power to various locations that may be far from the actual location of the generator. In order to start or stop an engine such as a generator, the operator is required to leave whatever he or she was doing in order to either start or stop the internal combustion engine.  
       [0006] To combat this problem, several systems exist that permit an engine to be remotely started, for example. The primary problem with these systems is that they are often specific to particular engine types and are complex.  
       BRIEF SUMMARY OF THE INVENTION  
       [0007] Internal combustion engines are manufactured in a variety of different types that include key started diesel ignited engines, key started spark ignited engines, key started magneto ignition engines, and the like. The present invention relates to systems and methods for remotely controlling internal combustion engines and has the additional advantage of being able to control multiple types of combustion engines. The present invention provides circuitry that is able to integrate with the existing starting and ignition systems of internal combustion engines regardless of the engine type.  
       [0008] An engine control system includes a receiver circuit that receives and processes signals received from a remote transmitter. The receiver circuit then activates or asserts an output signal(s) according to the signal that was received from the transmitter. The output signal(s) are used to control relay systems that are connected with the internal combustion engine.  
       [0009] One of the relay systems is energized as long as the transmitter is sending the signal to the receiver circuit. This is useful, for example, in activating the starting system of the internal combustion engines. Another relay system is typically connected to the receiver circuit through a circuit component that maintains the relay system in an energized state even after the transmitter is no longer transmitting. The relay system thus remains energized and the ignition system is able to continue functioning as required. The ignition system can be shut down by de-asserting the signal that controls this relay system, thereby de-energizing the relay system and shutting down the ignition system.  
       [0010] The ability to control whether a relay system is energized enables the engine control system to be connected to more than one engine type. This is accomplished by connecting at least one of the relay systems to either the receiver circuit or a relay controller through a switch. The switch can thus control whether the relay system is energized only while the transmitter is transmitting or whether the relay system remains energized when the transmitter is no longer transmitting.  
       [0011] Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The features and advantages of the invention may be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims. These and other features of the present invention will become more fully apparent from the following description and appended claims, or may be learned by the practice of the invention as set forth hereinafter.  
     
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     [0012] In order to describe the manner in which the above-recited and other advantages and features of the invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be limiting of its scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:  
     [0013]FIG. 1 is a block diagram of an engine control system for remotely controlling an internal combustion engine;  
     [0014]FIG. 2 is a schematic diagram of an engine control system;  
     [0015]FIG. 3 is a block diagram of an engine control system connected with an internal combustion engine that includes an autostart system;  
     [0016]FIG. 4 is a block diagram of an engine control system connected with a diesel ignited internal combustion engine;  
     [0017]FIG. 5 is a block diagram of an engine control system connected with a spark ignited internal combustion engine; and  
     [0018]FIG. 6 is a block diagram of an engine control system connected with a magneto ignition internal combustion engine.  
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
     [0019] The present invention relates to engine control systems for use in remotely controlling internal combustion engines. The present invention can be used with engines in industrial, commercial, and recreational industries. The types of internal combustion engines that can be remotely controlled by the present invention include, but are not limited to, engines with auto start systems, diesel ignited engines, spark ignited engines, magneto ignition engines, and the like. Specific engines that can be remotely controlled using the present invention include, but are not limited to, generator sets, pump engines, welders, compressors, and the like. These engines can be portable or stationary. One advantage of the present invention is that it can be used to remotely control more than one type of internal combustion engines using the same circuitry.  
     [0020]FIG. 1 illustrates a remotely controlled engine control system  150  that is coupled or connected with an internal combustion engine  100 . The engine  100  includes an ignition system  102 , a starting system  104  and a battery or power supply  106 . As previously stated, the ignition system  102  and the starting system  104  are intended as representative of the ignition and starting systems of various engine types, even though the specific implementation of ignition systems and starting systems vary across engine types. The ignition system and starting system of a diesel engine, for instance, are different from the ignition system and starting system of a spark ignited engine. Specific implementations are discussed with reference to FIGS. 3 through 6.  
     [0021] The engine control system  150  is typically mounted in parallel to the existing starting system  104  and ignition system  102  of the engine  100 . Mounting or connecting the engine control system  150  in this manner ensures that the engine  100  can be controlled independently of the engine control system  150 . A key started engine, for example, can be started and stopped with either the key and/or the engine control system  150 . Typically, the engine control system  150  has a master switch that disables the engine control system  150 . This prevents, for example, the engine  100  from being remotely started or stopped inadvertently. The master switch is often used when maintenance is being performed on the engine and protects the operator from injury should someone attempt to remotely start the engine.  
     [0022] The engine control system  150  includes a pair of relay systems  152  and  154  and a relay controller  156 . When the relay system  152  is energized, the ignition system  102  of the engine  100  is activated or powered. When the relay system  154  is energized the starter system  104  of the engine  100  is activated or powered. The regulator  158  is typically coupled to the battery or power supply  106  of the engine  100  and is used to provide the appropriate level of power to the various components of the engine control system  150 . The output of the regulator  158  is typically about 5 volts.  
     [0023] The voltage supplied to the receiver circuit  160  is reduced in this example. The voltage supplied to the relay controller  156  is also reduced in order to ensure that the outputs of the receiver circuit  160  are recognized. In another embodiment, there is no need to reduce the voltage supplied to these components of the engine control system.  
     [0024] The receiver circuit  160  receives command signals (start signals and stop signals, for example) from the transmitter  170 . These signals are typically used to both start and stop the engine  100 . The receiver circuit  160 , depending upon the signal received from the transmitter  170 , will emit control signals or assert outputs that are sent to both the relay controller  156  and to the relay systems  152  and  154 . The engine control system  150  also includes a switch  180  that can be set by a user to determine whether the relay system  152  receives a control signal from the relay controller  156  or the receiver circuit  160 . The switch  180  is often implemented as a jumper or other connector whose position is dependent on engine type as described in more detail with respect to FIGS. 3 through 6.  
     [0025] The ignition system  102  and the starting system  104  are illustrative of engine components that are connected with the relay systems  152  and  154 . Because the present invention is able to connect with different engine types, the terms starting system and ignition system are intended to include engine components that connect to the relay systems  152  and  154 . For a diesel engine, for example, the term ignition system encompasses the fuel solenoid. For a magneto ignition engine, the ignition system encompasses the engine ground and the kill wire.  
     [0026] While the present invention is discussed in terms of spark ignited engines, magneto ignition engine (a type of spark ignited engine), diesel ignited engines, and engines with autostart systems, it is understood that these engine types are exemplary and are intended to encompass other engine types. For example, a spark ignited engine includes all types of spark ignited engine regardless of how the spark is generated and regardless of how the spark is triggered. As previously stated, one advantage of the present invention is the ability to interface with different types of internal combustion engines.  
     [0027]FIG. 2 is a block diagram the more fully illustrates an exemplary embodiment of the engine control system  150  shown in FIG. 1. The relay system  152  includes a relay  202  and a transistor  204 . The base of the transistor  204  is driven by either the stop output  220  of the receiver circuit  160  or by a control output  222  of the relay controller  156 . Whether the output  220  or the output  222  is connected to the base of the transistor  204  is determined by the switch  180 . In other words, the output  222  of the relay controller  156  is connected with the base of the transistor  204  when the contact  180   c  of the switch  180  is connected with the contact  180   b . When the contact  180   c  is connected with the contact  180   a , the output  220  of the receiver circuit  160  is connected to the relay system  152 . When the signal (output  220  or  222 ) driving the base of the transistor  204  causes the transistor  204  to be on, then the relay  202  is energized and the contact  202   c  is connected with the contact  202   a . When the signal (output  220  or  222 ) driving the base of the transistor causes the transistor  204  to be off, then the relay  202  is de-energized and the contact  202   c  is connected with the contact  202   b . The relay system  152  includes a diode  151  as protection from high currents when the relay is de-energized. The relay system  154  includes a diode  153  for the same reason.  
     [0028] The relay system  154  also includes a relay  206  and a transistor  208 . The base of the transistor  208  is driven by the start output  218  of the receiver circuit  160 . When the signal (output  218 ) driving the base of the transistor  208  is activated or turns the transistor  208  on, the relay  206  is energized and the contact  206   c  is connected with the contact  206   a . When the signal or output driving the base of the transistor  208  is de-activated or turns the transistor  208  off, the relay  206  is de-energized and the contact  206   c  is connected with the contact  206   b.    
     [0029] The relay controller  156  in this example is a flip-flop. The output  220  of the receiver circuit  160  is connected to the R input of the flip-flop  210  while the output  218  of the receiver circuit  160  is connected to the S input of the flip-flop  210 . The output  222  of the flip-flop  210  is connected to the base of the transistor  204  of the relay system  152  when the contact  180   c  and the contact  180   b  of the switch  180  are connected. The switch  180  thus connects the relay system  152  to either the receiver circuit  160  or the relay controller  156 . The switch  180  thus determines whether the output  222  of the flip-flop  210  drives the base of the transistor  204  or whether the output  220  of the receiver circuit  160  drives the base of the transistor  204 .  
     [0030] The receiver circuit  160  also includes a dip switch  224  that is used to enter an address or code that matches an address or code received in the signals sent from the transmitter  170 . The receiver circuit  160  receives signals from the transmitter  170  and based on the received signals, activates either the output  220  and/or the output  218  (assuming that the address or code received from the transmitter matches the code on the dipswitch  224 ). Power to all components of the engine control system illustrated in FIG. 2 is received from the regulator  158  which is typically connected to the battery or other power supply of the engine being remotely controlled by the engine control system.  
     [0031] The operation of the engine control system illustrated in FIG. 2 is determined in part by the position of the switch  180  as described above. The switch  180  may be implemented, for example, as a jumper or other connector. The switch  180  can be positioned by a user as required. When the start button  212  on the transmitter  170  is depressed, a signal is generated and sent to the receiver circuit  160 . The receiver circuit  160  decodes the signal to determine whether the start button  212  or the stop button  214  was depressed. If the start button  212  was depressed, then the start output  220  is activated. The output  220  is connected, through jumper pins  240  to the relay system  154  and the reset input of the flip flop  210 . Assuming that the contact  180   c  is connected with the contact  180   b , the output  220  effectively drives the relay system  152  and the relay system  154 . However, when the start button  212  is released, the output  220  is no longer active and the relay system  154  is de-energized.  
     [0032] The relay system  152  remains energized because the relay system  152  is driven by the control output  222  of the relay controller  156  or flip flop  210 . When the stop button  214  is depressed, the stop output  218  is activated or asserted. The output  218  is connected to the S input of the flip flop. The output  218  sets the flip flop  210  and the relay system  152  is de-energized.  
     [0033] By controlling the relay systems as described, the engine control system can be connected to and remotely control various engine types as described below with reference to FIGS. 3 through 6. Reference will also be made to FIG. 2 during the description of the FIGS.  3 - 6 . FIG. 3 illustrates an engine control system  150  that is connected with an engine  310  that includes an autostart system  312 . The power supply  314  of the engine  310  is connected with the regulator  158 , which provides power to the components of the engine control system  150 . The contact  180   c  and the contact  180   b  of the switch  180  are connected in this example.  
     [0034] A position of the switch  180  is determined by engine type and by whether the user desires the relay system  152  to be energized or de-energized when the start/stop button of a transmitter is pressed. In other embodiments, the switch  180  can be implemented, for example, as a hard wired connection. In another embodiment, a logic circuit can be used whose output drives the relay system  152 . In this embodiment, the inputs to the logic circuit would be the signals produced by the receiver circuit, and/or the relay controller.  
     [0035]FIG. 3, the relay system  152  is connected with the autostart system  312 . The autostart system  312  typically includes two contact wires that are connected with the contact  202   a  and the contact  202   c  of the relay  202 , which are illustrated in FIG. 2. With continued reference to FIG. 2, when the start button  212  is depressed, the output  220  is activated, which in turn resets the flip flop included in the relay controller  156 . The output  222  of the relay controller energizes the relay system  152  such that the contact  202   a  and the contact  202   c  are connected. This enables the autostart system  312  of the engine  310  and starts the engine.  
     [0036] Because the relay system  152  is driven by the output of the relay controller  156 , the relay system  152  remains energized even after the start button  212  is released. The engine  312  is stopped by depressing the stop button  214 , which deactivates the signal driving the relay system  152  such that the contact  202   c  is no longer connected with the contact  202   a . As a result, the autostart system  312  is disabled and the engine is stopped. For an engine with an autostart system, the engine control system  150  can omit the relay system  154  and the switch  180 . The relay system  154  and the switch  180  permit the engine control system  150  to control other engine types as described herein.  
     [0037]FIG. 4 is a block diagram that illustrates an engine control system  150  connected with a diesel ignited engine  410 . The power supply  414  of the engine  410  is connected to the regulator  158 , the relay system  152  and the relay system  154 . More particularly with reference to FIG. 2, the power supply  414  is connected with the contact  202   c  of the relay  202  in the relay system  152  and with the contact  206   c  of the relay  206  in the relay system  154 . When the relay systems  152  and  154  are energized, the power is thereby supplied to the fuel solenoid  412  and the starting system  416  respectively of the engine  410 .  
     [0038] The fuel solenoid  414  is also connected with the contact  202   a  of the relay system  152  while the starting system is connected with the contact  206   a  of the relay system  154 . When the start button  212  is depressed, the output  220  is activated and the relay system  154  closes the contact  202   a  with the contact  202   c  such that power from the power supply  414  is provided to the starting system  416 . At the same time, the output  220  drives the relay system  152  through the relay controller  156  because the contact  180   c  and  180   b  of the switch  180  are connected. When the start button  212  is released, the relay system  154  is de-energized and power is removed from the starting system  416 . The relay system  152  remains energized, however, because it is driven by the output of a flip flop. In this manner, the diesel engine is started.  
     [0039] The diesel engine is stopped by de-energizing the relay system  152 . This is accomplished by depressing the stop button  214 , which sets the output of the relay controller such that the relay system  152  is de-energized. Note that the inverted output of the flip flop is connected with the relay system  152  in this example. Setting the flip flop thus de-energizes the relay system  152  while resetting the flip flop energizes the relay system  152 . When the relay system  152  is de-energized, power is removed from the fuel solenoid  412  and the engine shuts down. In other words, the relay systems are used to connect and/or disconnect power with the starting system  416  and the fuel solenoid  412  as required. In general, the relay systems are used to connect and/or disconnect power to the starting systems and ignition systems of the internal combustion engine. As previously mentioned, the term ignition system would encompasses the engine components that are connected with the relay system  152 .  
     [0040]FIG. 5 is a block diagram that illustrates an engine control system connected with a spark ignited engine  510 . The power supply  514  of the engine  510  is connected to the regulator  158 , the relay system  152  and the relay system  154 . More particularly with reference to FIG. 2, the power supply  514  is connected with the contact  202   c  of the relay  202  in the relay system  152  and with the contact  206   c  of the relay  206  in the relay system  154 . When the relay systems  152  and  154  are energized, the power is thereby supplied to the ignition system  512  and the starting system  516  respectively of the engine  510 .  
     [0041] The ignition system  512  is also connected with the contact  202   a  of the relay system  152  while the starting system  516  is connected with the contact  206   a  of the relay system  154 . When the start button  212  is depressed, the output  220  of the receiver circuit is activated and the relay system  154  closes the contact  202   a  with the contact  202   c  such that power from the power supply  414  is provided to the starting system  516 . At the same time, the output  220  drives the relay system  152  through the relay controller  156  because the contact  180   c  and  180   b  of the switch  180  are connected. When the start button  212  is released, the relay system  154  is de-energized. The relay system  152  remains energized, however, because it is driven by the output of a flip flop. In this manner, the spark ignited engine is started.  
     [0042] The spark ignited engine is stopped by de-energizing the relay system  152 . This is accomplished by depressing the stop button  214 , which sets the output of the relay controller such that the relay system  152  is de-energized. The operation of the engine control system  150 , with respect to a spark ignited engine and a diesel ignited engine are similar. One difference is related to the engine components that are connected with the relay systems  152  and  154 .  
     [0043]FIG. 6 is a block diagram that illustrates an engine control system  150  connected with a magneto ignition engine  610 . As with the other examples described herein, the engine control system  150  is typically installed in parallel such that the engine may be controlled remotely or using the existing engine components. In the magneto ignition engine  610 , the relay system  154  is connected with the power supply  616  and the starting system  618  of the engine  610 . The power supply  616  is also connected with the regulator  158  such that the regulator  158  may provide power to the engine control system.  
     [0044] More specifically, with reference to FIG. 2, the power supply  616  is connected with the contact  206   c  of the relay  206  and the starting system  618  is connected with the contact  206   a  of the relay  206 . When the start button  212  is pressed, the output  220  is active and drives the relay system  154  thereby closing the contacts  206   c  and  206   a . Thus, the power supply  616  is connected through the closed contacts with the starting system  618 . When the start button  212  is released, the relay  206  id de-energized.  
     [0045] Because the contact  180   c  and the contact  180   a  of the switch  180  are connected, the output  218  of the receiver circuit  160  is connected with the relay system  152 . Also, the relay controller  156  is no longer necessary for this particular embodiment even though the relay controller  156  may be included in the engine control system  150 .  
     [0046] The relay system  152  is connected with the engine ground  612  and a kill wire  614 . More particularly, the engine ground  612  is connected to the contact  202   c  of the relay  202  and the kill wire  614  is connected with the contact  202   a  of the relay  202 . When the stop button  214  is pressed, the relay system  152  is energized and the contacts  202   c  and  202   a  are closed. This connects the kill wire  614  to the engine ground  612  and kills or stops the engine  610 . When the stop button  214  is released, the relay system  152  is de-energized. In this manner, the magneto ignition engine  610  can be remotely controlled.  
     [0047] Returning to FIG. 2, the jump pins  240  are included in the engine control system. The jump pins  240  can be configured such that other outputs of the receiver circuit  160  can be connected as required. In one example, the transmitter  170  may have four start buttons and four stop buttons. Each button can be configured to correspond to a different output of the receiver circuit  160 . In this case, four engine control systems can be coupled or connected to four different internal combustion engines. Different jump pins  240  will be connected to the various outputs of the receiver circuit on each engine control system. This enables the same transmitter to control up to four different engines by appropriately configuring the jump pins  240 . For each engine, only two outputs of the receiver circuit  160  will have an effect. In this example, the outputs  220  and  218  are connected through the jump pins  240 . On another engine, the outputs  220  and  218  will not be connected. Instead, another pair of outputs will be connected through the jump pins  240 .  
     [0048] The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.