Engine control system for reduced exhaust emissions

CA 02543780 2006-04-26

WO 2005/045216 PCT/US2004/035904

Engine Control System for Reduced Exhaust Emissions

TECHNICAL FIELD

This invention relates to controlling emissions from internal combustion engines.

BACKGROUND

Reducing combustion engine exhaust emissions is a continuous objective of research and development, driven both by awareness of environmental effects and increased government regulation. Some of the most effective and cost-efficient emissions controls involve the use of downstream chemical catalysts that further oxygenate incompletely combusted compounds. Sometimes exhaust is directed sequentially through multiple catalyst beds. It is generally understood that higher catalyst temperatures provide more effective emissions control. Much exhaust catalysis development has been focused on developing catalytic converters for automotive applications, in which engine speed varies substantially with vehicle speed and gear selection.

In several other applications, such as in powering fixed-frequency electrical generators, engine speed is held as constant as possible during use, even while generator and engine loads fluctuate. Some engine-generator sets are designed for installation on-board moving vehicles, either on land or in water.

Marine generators are subjected to specific regulations, both for emissions and for safety concerns. For example, exposed engine surface temperatures (including exhaust system surface temperatures) must be kept low to avoid increased risk of fire hazard. Seawater is injected into many marine engine exhaust flows so as to cool exiting exhaust gases, and seawater is also frequently circulated through exhaust system components so as to maintain low surface temperatures.

Further improvements in exhaus.t emissions controls for constant and variable speed engine applications are desired, particularly improvements suitable for marine use.

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SUMMARY

Many aspects of the invention feature methods of controlling emissions from an internal combustion engine. In some of the example, the air/fuel ratio and rotational speed of the engine are controlled substantially simultaneously.

In one aspect, the method inductee governing engine speed with respect to a selected constant speed, maintaining an air/fuel ratio of the engine, flowing exhaust from the engine through an exhaust system containing a catalyst, monitoring a first variable with a fust sensor located downstream of tbs catalyst, and controlling the air/fuel ratio of the engine as a function of the variable. In some cases the first variable is oxygen and/or the first sensor is a wide-band oxygen sensor.

The method described above can also include monitoring a second variable with a second sensor located upstream of the catalyst. In some cases, the second sensor is a is narrow-band oxygen sensor. In still other examples, the second sensor is a broadband oxygen sensor. The second sensor can be a MEMs device. In various embodiments, the second variable is carbon monoxide or oxygen. In one example, a warning is provided to an operator when at least one of the first and second variables reaches a threshold level.

In some embodiments, tee air/fuel ratio is stochiometric. In other embodiments, the air/fuel ratio is slightly lean. In some embodiments tee air/fuel ratio with electronic fuel injection. In one embodiment, the electronic fuel injection is throttle-body fuel injection. In other embodiments, tee electronic fuel injection is multi-point fuel injection. The electronic fuel injection can be synchronized external file! injection. Alternatively, the electronic fuel injection can be nonsynchronized external fuel injection. In still other embodiments, tee electronic fuel injection is direct fuel injection.

hr one embodiment, tee catalyst is configured to simultaneously reduce oxides of nitrogen, carbon monoxide and hydrocarbons. In some embodiment^ the catalyst is configured to reduce carbon monoxide to below about 50 parts per million.

In still more preferred embodiments, the catalyst is configured to reduce carbon

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WO 2005/045216 PCT/US2004/035904 monoxide to between about 9 parts per million and between about 30 parts per million. In the most preferred embodiments, the catalyst is configured to reduce carbon monoxide to below about 9 parts per million.

In varying examples, the catalyst includes a round ceramic substrate and a 3/0/1 ratio of platinum / palladium / rhodium, includes about 400-cells per inch of about 95grams per cubic foot of a 3/0/1 ratio of platinum / palladium / rhodium, and has an overall volume from about 40 cubic inches to about 70 cubic inches.

In one embodiment, the engine is configured for marine applications and the exhaust system further comprises a water-jacketed manifold. In some cases, the engine is driving an electric generator. In one application, the generator is a multi-pole permanent magnet generator. In some embodiments, the generator is configured to operate at variable speeds. In some embodiments, the generator modulates between a high speed and a low speed having a ratio of 3 to 1. In other embodiments, the generator modulates between a high speed and a low speed having a ratio of 2 to 1.

In another aspect, a method of controlling emissions from an internal combustion engine configured for marine application features driving an electric generator with the engine, governing engine speed with respect to a selected constant speed, maintaining an air/fuel ratio of the engine, flowing exhaust from the engine through an exhaust system containing a catalyst, monitoring a first variable with a first sensor located downstream of the catalyst, the catalyst being configured to simultaneously reduce oxides of nitrogen, carbon monoxide and hydrocarbons, and controlling the air/fuel ratio of the engine as a function of the variable with electronic fuel injection.

In some embodiments, the method includes monitoring a second variable downstream of the catalyst with an second sensor upstream of the catalyst and providing a warning to an operator when the second variable reaches a threshold level. In varying examples, the first variable is carbon monoxide or oxygen.

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The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the invention will be apparent from the description and drawings, and from the claims.

DESCRIPTION OF DRAWINGS

HO 1 is a perspective view of a marine engine-generator set

PIG 2 is a schematic cross-section illustrating flow through the exhaust manifold and elbow of the engine-generator set of PIG 1.

FIG 3 illustrates an alternative second exhaust manifold construction and catalyst arrangement

PIG 4 is a perspective view of an engine exhaust manifold.

HG 5 is a partial cross-sectional view of the manifold of FIG 4.

FIG 6 shows a schematic view of a marine exhaust system according to an embodiment of the invention.

HG 7 is a detail view of a float valve and water level indicator contained within the marine exhaust system.

HG 8 is a flow chart representing an exemplary main process for the system of

HG1.

HGS. 9-11 are flow charts representing exemplary program subroutines which can be called by the process of HG 8,

Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

Referring first to HG 1, an engine-generator set 10 includes an internal combustion engine 12 driving an electrical generator 14. Engine 10 has an exhaust manifold 16 that receives and combines exhaust gasses from each cylinder of the engine and directs the combined exhaust gasses through a catalyst contained within the manifold, as is discussed in more detail below. Seemed to the outlet of the manifold 16 is an exhaust elbow 18. In a marine application, water, such as cold seawater, is supplied to manifold 16 through hose 30. The water is directed through cooling passages in manifold 16 and elbow 18 to maintain the outer surfaces of the exhaust

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WO 2005/045216 PCT/US2004/035904 system at or below a desired temperature, and is then injected into the exhaust stream in elbow 18, downstream of the catalysts, to cool the exhaust.

In one embodiment, a first variable is monitored with a first sensor 19 located upstream of the catalyst 32. The first sensor 19 provides an output signal to electronic controller 24 (discussed below with reference to FIGS. 9-11). In one embodiment, controller 24 actuates a throttle plate disposed within an electronically-controlled throttle body injector to maintain an air/fuel ratio of the engine 12 to correspond to a 1.0 stoichiometric ratio. In other embodiments, the air fuel ratio of the engine 12 is slightly lean. In one embodiment, the throttle plate is coupled to a stepper motor and configured for PID control. In one embodiment, the first variable monitored by the first sensor 19 is oxygen and the sensor 19 is a narrow-band oxygen sensor. In other embodiments, the sensor is a wide-band oxygen sensor.

In one example, a wide-band or narrow-band oxygen sensor is located downstream of the catalyst 32. In another example, a narrow-band oxygen sensor is located upstream of the catalyst 32 along with a wide-band oxygen sensor located downstream of the catalyst 32.

In one embodiment, a second variable is monitored with a second sensor 23 located upstream of the catalyst 32. The second sensor 23 is a narrow-band oxygen sensor in one applications. The sensor 23 can measures oxygen as a proxy for determining the level of carbon monoxide. In other applications, the second sensor 23 directly measures carbon monoxide. The signal output from the second sensor 23 can provide an anticipatory alarm apprising an operator when the catalyst 32 is functioning with reduced effectiveness. In one example, the second sensor 23 can inform the operator if the catalyst 32 has been damaged by seawater and requires replacement. In some embodiments, the second sensor 23 is a MEMS device.

With continued reference to FIG. 1 and in an alternative embodiment, air is delivered to manifold 16, through a controllable dump valve 20, from belt-driven air pump 22. A fixed speed, electric air pump may also be employed. Valve 20 is controlled by an electronic controller 24 to moderate the flow of air into manifold 16 as

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WO 2005/045216 PCT/US2004/035904 a function of the load placed on engine 12, such as by controllably dividing the output of the air pump between manifold 16 and exhaust elbow 18. Controller 24 varies a signal to valve 20 as a function of engine load, or as a function of a sensible parameter that changes with engine load. In the illustrated embodiment, controller 24 senses an output voltage and/or current of generator 14, such as at generator output 26, and controls valve 20 accordingly. Controller 24 also senses engine speed, such as by receiving a signal from flywheel magnetic reluctance sensor 28, and controls engine inputs (such as fuel and/or air flow) to maintain engine speed at or near a desired set point, so as to maintain the frequency of generator 14. As an alternative to controlling a dump valve 20 splitting pump air flow between manifold 16 and either atmosphere or a lower point in the exhaust stream, a variable speed electric air pump 22a is employed in some instances, with controller 24 varying the operating speed of pump 22a as a function of engine load. In such cases, the entire output of pump 22a is preferably ported directly to manifold 16.

Referring to now FIG. 2, a cylindrical catalyst 32 containing a catalyst bed is shown disposed within the exhaust manifold 16. In one embodiment, catalyst 32 is configured and dimensioned for fitting within a marine exhaust manifold 16. The catalyst 32 is wrapped in an insulating blanket 96, such as a 1/8 inch (3.2 millimeter) thick sheet of cotton binding containing mica, for example, that helps reduce heat transfer from the catalyst into the housing and also helps to isolate the delicate catalyst bed from shocks and vibrations. The catalyst 32 can be used without air flow injection or controlled air flow can be injected either just forward of the catalyst at port 38a, or at the far end of the manifold at port 38b so as to preheat the injected air flow.

In another embodiment, the catalyst 32 has a diameter of 3.66 inch (9.30 cm) and a length of 6.0 inch (15.24 cm). The single catalyst 32 can be of any preferred composition for reduction of carbon monoxide to desired levels, and in one example, includes a round ceramic substrate having an overall volume ranging from about 42 cubic inches to about 64 cubic inches. In one particular example, the catalyst has a diameter of 3.0 inch (7.62 cm) and a length of 6.0 inch (15.24 cm) and a 400-cells per inch with 95-grams per cubic foot of 3/0/1 ratio of platinum / palladium / rhodium.

The catalyst 32 can also include a specialized wash coat and configured to be the most

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WO 2005/045216 PCT/US2004/035904 effective at a 1.0 stoichiometric air fuel ratio. The catalyst 32 is configured to simultaneously reduce oxides of nitrogen, carbon monoxide and hydrocarbons. In one preferred embodiment, the catalyst 32 is configured to reduce carbon monoxides levels to below 50 part per million, preferably to below 35 parts per million, and most preferably to below ambient levels, i.e., 9 part per million.

Other catalyst configuration are contemplated for installation within the exhaust manifold 16. For example as illustrated in FIG. 3, the catalyst 32 in an alternative embodiment can include a first catalyst 33 and second catalyst 36 contained within a o second bore of the manifold, parallel to and offset from the first bore. The manifold can be equipped with a removable cover 44 through which the air is injected, enabling loading of both of the catalysts into their respective bores. As in the first illustrated embodiment, after flowing through both catalyst beds the exhaust flow is combined with cooling water in elbow 18a.

In one embodiment, the exhaust is combined and directed through a first catalyst bed 32, through a space 34, and then through a second catalyst bed 36. The air is injected into the manifold in space 34, through air inlet 38. Cooling water flows around both catalyst beds, through appropriate channels cast into manifold 16a and elbow 18, and is then injected into the exhaust flow. In marine applications where the cooling seawater can have a high salt content, the water injection outlets 40 in elbow 18 are preferably at least about six inches (15 centimeters) below the lowest edge of the catalysts or the upper edge of any internal elbow baffles 42 positioned to avoid salt water splash on the hot catalysts. Also, it is preferred that for such marine applications manifold 16a and elbow 18 be cast of a corrosion-resistant material, such as an aluminum-magnesium alloy. It will be apparent from FIG. 2 that the connection between manifold 16a and elbow 18 can be readily positioned between the two catalyst beds, such that second catalyst 36 is carried within elbow 18.

The construction of the catalyst 32 according to this embodiment can include a first catalyst bed 33 which preferably includes a catalyst such as one containing rhodium as the precious metal, selected to reduce hydrocarbon and NO_X emissions. For example, one preferred catalyst bed is in the form of a cylinder 3.0 inches (76

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WO 2005/045216 PCT/US2004/035904 millimeters) in diameter and 2.6 inches (6.7 centimeters) long. The ceramic substrate has a cross-sectional area of about 7 square inches (45 square centimeters) and has about 400 cells per square inch (62 per square centimeter), and is washed with 6.1 grams per cubic foot (0.06 grams per cubic centimeter) of rhodium. Such a catalyst bed is available from ASEC/Delphi Exhaust and Engine Management of Flint, Michigan. Catalysis efficiency within first catalysis bed 33 may be accomplished by various methods known in the art, either in carbureted or fuel-injected systems with oxygen sensors, to remove as much of the overall emissions components as possible.

The second catalyst bed 36 contains a catalyst selected to further reduce CO emissions. In one arrangement, second catalyst bed 36 contains a three to one ratio of palladium and platinum, carried on a honey-combed substrate of ceramic or metal. The active precious metals are washed onto the substrate and then heated to set the metals onto the surface as known in the art. An example of a preferred second catalyst bed is a metal substrate in the form of a cylinder of 5.0 inch (12.7 centimeter) diameter and 6.3 inch (16 centimeter) length, with 19.6 square inches (126 square centimeters) of crosssectional area, washed with 40 grams per cubic foot (0.4 grams per cubic centimeter) each of palladium and platinum. Such a catalyst is available from Miratech of Tulsa, Oklahoma, for example. Second catalyst 36 will tend to run hotter, such as perhaps about 400 degrees Fahrenheit (220 degrees Celsius) hotter than the rhodium catalyst. Preferably, the temperature of the combined air and exhaust entering the second catalyst is about 1000 degrees Fahrenheit (540 degrees Celsius).

FIGS. 4 and 5 show another example of a catalyst exhaust manifold 16b. The catalyst 32 is loaded as a cylinder from the large end of the manifold, with the NO_Xcatalyst loaded into bore 46 (FIG. 5) and the CO catalyst loaded into bore 48 (FIG. 5).

In this example, coolant enters the manifold at inlet 50 and leaves the manifold at outlet 52, without joining the exhaust stream. The cooling channels 54 cast into the manifold are partially shown in FIG. 5, providing a closed flow path between inlet 50 and outlet

52.

Various control techniques may be employed to vary air injection rate for good CO reduction. In one embodiment, the air injection rate is varied as a function of

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WO 2005/045216 PCT/US2004/035904 approximate engine load. In one test using a Westerbeke 4-cylinder, 1.5 liter gasoline engine and the palladium-platinum second catalyst bed described above, the lowest CO emissions were provided by varying the rate of air flow into the manifold ahead of the second catalyst (at 100 liter per minute graduations) according to the following table:

<td> Engine Load (Percent Full Load)</td><td> Air Flow Rate (liters per minute)</td>

<td> 100</td><td> 500</td>

<td> 75</td><td> 500</td>

<td> 50</td><td> 500</td>

<td> 25</td><td> 400</td>

<td> 10</td><td> 300</td>

<td> 0</td><td> 300</td>

Of course, optimal air flow rates will be different for different applications. The air flow controller can be configured to interpolate between adjacent entries in the loadair correlation table to provide finer control sensitivity.

o There are various ways to determine approximate engine load, such that a table like that shown above can be used to determine an optimal air injection rate. For example, if substantially all of the engine load is provided by an electrical generator (as shown in FIG. 1), monitoring the electrical output of the generator can provide a good estimate of engine load. Current can be monitored as a most direct measure of electrical load, such as by providing a current transformer about the output of the generator. In some cases in which generator voltage is known to predictably decrease a measurable amount with load, voltage may alternately be monitored. In most cases, however, current monitoring is preferred for systems with proper generator voltage regulation. Other options include measuring engine output driveshaft torque (or some measurable parameter that varies predictably with torque), or measuring the pressure within the manifold, such as upstream of the catalyst beds, or exhaust backpressure below the catalysts and above a muffler or other exhaust restriction. Because the engine speed is substantially fixed in the primary embodiments, other parameters may also be found to vary predictably with engine load, such as throttle position and fuel flow rate, for example.

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As an alternative to controlling the air injection rate as a function of load, the air injection rate can be controlled as a function of other measured parameters that signify catalysis efficiency. For example, a CO sensor may be provided downstream of the catalyst as described above.

With renewed reference to FIG. 2 an in one embodiment, an exhaust pressure sensor 62 can be placed in the manifold 16, to measure exhaust manifold pressure, or downstream of the catalyst 32 to measure exhaust backpressure developed upstream of a muffler or other exhaust restriction (not shown). If the air pump delivering air to inlet 38 is not a fixed displacement pump, changes in exhaust backpressure with engine load can cause a significant fluctuation in the injected air rate. This fluctuation will tend to work against the desired variation of air flow rate with engine load, as backpressure, which rises with engine load, will cause a reduction in air injection rate that should be accounted for in the control of the pump or valve. It will be understood that sensors 62 are shown in optional and alternative locations, and are not necessary in some embodiments, such as when air flow rate is controlled as a function of generator current or some other primary control parameter.

Referring now to FIG. 6, an exhaust system 60 for the engine 12 mounted in a boat 67 is shown. The exhaust manifold 16 directs exhaust gases through the catalyst 32 and exhaust elbow 18 and past a water injected exhaust elbow 65. To reduce the operating temperature of the exhaust components, cooling seawater is injected at the inlet to the exhaust elbow 70. The exhaust gases and cooling water then pass through an exhaust valve and water level indicator 75 (discussed in more detail below). The exhaust gasses and cooling water enter a water lift marine muffler 80 before proceeding to a high point at the U-bend 85 and out of the boat through the through-hull fitting 90 above the water line 97. In one embodiment, the muffler 80 includes a drain 97.

In marine applications, it is desirable to prevent cooling seawater from contacting the catalyst 32 disposed within the exhaust manifold 16. It is also desirable to prevent cooling seawater from reaching the engine 12, which can results in catastrophic failure. Referring to FIG. 7, an exhaust valve and water level indicator 75

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WO 2005/045216 PCT/US2004/035904 are shown and disposed within the marine exhaust manifold 16 between the water injected exhaust elbow 65 and the water lift muffler 80 (FIG. 6). The valve/indicator 75 can include a float valve 105, such as a ball valve and a water level indicator 110 combined in a housing 115. The ball valve 105 translates along the housing 115 between ball valve guides 120a, 120b and is supported by ball valve supports 130a,

130b when the ball valve is disposed in an open position 135 (shown in phantom).

When the ball valve 105 ascends upward to the closed position (as shown) the surface of the ball valve 105 contacts the housing 115 along valve sealing areas 140a, 140b thereby closing the valve. The rising water level within the housing 115 floats the water level indicator 110 upward to an alarm level which provides a signal 145 to warn an operator that the muffler 80 is overfilled.

Referring to FIG. 8, an exemplary main process 200 for controller 24 for substantially simultaneous control of the air/fuel ratio and the rotation speed (RPM) of the engine 12 is represented. Process 200 includes initializing (205), such as, for example initializing the microprocessor to load initial variable set points into the microprocessor memory, or into external flashRAM, for example, configuring timers, initializing the signal point injection (SPI) of the throttle body, and configuring peripheral chips, such as those for driving the stepper motor actuating the throttle plate, the wide-band and narrow-band oxygen sensors, for example.

Process 200 energizes a run relay (210) for starting the engine 12 and runs a delay (215) to allow the stepper motor to fully initialize and to avoid inadvertent engine starts by an operator. Processes 200 energizes (220) an engine fuel pump and runs a second delay (225) to permit the fuel pump to establish the requisite pressure and energizes (230) a relay for an engine starting motor and begins (235) an engine start sequence. Process 200 initializes (240) and returns the stepper motor to a default home position.

Process 200 runs one or more the three subroutines 400, 500 and 600, as discussed below in reference to FIGS. 9 to 11, respectively. Process 200 updates (243) the engine state machine to check all engine sensors, such as engine temperature

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WO 2005/045216 PCT/US2004/035904 sensors, the narrow-band and wide-band oxygen sensors, and oil pressure sensors, for example.

Process 200 checks (245) the engine state and if stopped, de-energizes (250) the 5 relays, disables the interrupts and ends (255). If when process 200 checks (245) the engine state, the engine is running, the process 200 checks (260) the PID update flag for throttle plate position. If the PID control is operating within the normal parameters when the process 200 checks (260) the PID, a “false” value is returned and process 200 updates (265) the throttle plate position, sets (270) the PID update flag to “false” and checks (275) if the pulse width of the electronic fuel injection (EFI) is outside the normal range. If the pulse width is within the normal operating range, the update flag is “true” and process 200 proceeds to read (280) sensors.

If when process 200 checks (260) the PID update flag, the PID is operating outside normal parameters, a “true,” value is returned and process 200 checks (275) if the EFI update flag is “true.” If the EFI update flag is “true,” process 200 reads (280) sensors, such as first and second sensors 19, 23, coolant temperature sensors, and MAP (manifold ambient pressure) sensors, for example.

Process 200 calculates (285) an open loop injector pulse width. Until the sensors, are operating within the sensor operating range, the injector pulse width is calculated in open loop mode, from a fuel data table, for example. For example, in one embodiment where first and second sensors are narrow-band and wide-band oxygen sensors, the sensors begin providing accurate data when the engine 12 reaches about 60

C. Before the engine 12 reaches about 60 C, the injector pulse width operates in open loop mode. When the engine 12 reaches 60 C, process 200 switches to close loop mode and offsets data from the fuel table with a measured lambda value, for example.

Lambda can be defined by the operating air/fuel ratio divided by the stochiometric air/fuel ratio of the engine 12.

Process 200 checks (290) if a narrow-band oxygen sensor (NB02) is enabled, which in one example occurs when the engine has reached 60 C. If the NB02 is enabled, process 200 reads (295) the narrow band sensor and calculates (300) the short

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WO 2005/045216 PCT/US2004/035904 terni trim (STT) and checks (305) if the wide-band oxygen sensor (WB02) is enabled, which in one example occurs when the engine has reached 60 C. The STT is the amount of fuel added or subtracted to the base pulse width default value.

If the NB02 is not enabled, process 200 checks (305) if the WB02 is enabled. If the WB02 is enabled, process 200 reads (310) the WB02 sensor, calculates (315) the STT due to the wide band and calculates (320) the closed loop injector pulse width (PW). Process 200 loads (325) the timer (of the microprocessor) with the closed loop PW (the amount of fuel added or subtracted to the base pulse-width value as determined by the STT) to update the fuel table. Process 200 resets (330) the EFI update flag, by checking that the injector is not outside its operating range or duty cycle and energizes (335) a de-icing heater. The de-icing heater can be a resistance or induction heater, such as a Calrod-type element heater, for example. In operation, the outputs from both the NB02 (located in one example, upstream or before the catalyst

32) and the WB02 (located in one example, downstream or after the catalyst 32) provide data to controller 24 for trim adjustment or derivation from the set-point of the air/fuel ratio.

If process 200 checks (275) and the EFI update flag is not true, process 200 energizes (335) the de-icing heater. Process 200 checks (340) checks the engine state and if not running returns to the updating (243) the engine state. If the engine state is running when process 200 checks (340), process 200 updates (345) the PID control on the heater to maintain an operating range on the WB02. Process 200 updates (350) the PI control on the STT for the WB02 and returns to updating (243) the engine state machine.

Referring to FIG. 9, subroutine 400 calculates (405) the RPM interrupt, i.e., checks the engine for an overspeed or underspeed condition. Subroutine 400 checks (410) the governor teeth value and measures the engine speed by counting the number of governor teeth per unit time with the flywheel magnetic reluctance sensor 28, such as, for example, a magnetic pickup sensor. Subroutine 400 checks (415) if the measured speed is greater than a flywheel teeth per speed calculation to determine if the actual engine speed is at the proper set-point for the speed, e.g., 1800 RPM. If yes,

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WO 2005/045216 PCT/US2004/035904 subroutine 400 updates (420) the current RPM, updates (425) the crank offset angle,

i.e., the injection timing, and sets (430) the governor teeth value to zero. Subroutine 400 stores and timestamps (435) multiple RPM calculations, three in one example, and calculates the average, ends (440) and updates the PED control. If subroutine 400 checks (415) and the measured speed is not greater than a flywheel teeth per speed calculation, the subroutine 400 ends (440).

Referring to FIG. 10, subroutine 500 calculates (505) a PID governor interrupt, i.e., a normal operating range for the PED control, if the range is exceeded, the engine

12 shuts down. Subroutine 500 calculates (510) the system gain (K), calculates (515) the proportional term (P), calculates (520) the integral term (I), calculates (525) the derivative term (D) and sums (530) the P, I and D terms to determine the PID out to calculate the throttle plate for a given engine load. Subroutine 500 sets (535) the PED update flag to false and ends (540).

Referring to FIG. 11, subroutine 600 calculates injector timing by checking (605) the fuel injector interrupt, i.e., whether the fuel injector is operating within the normal operating range and checks (605) the timer state, i.e., whether the fuel injector is firing properly. If the timer state check is operating properly, subroutine 600 pulses (615) the injector, sets (620) the EFI update to “true,” i.e., calculates the pulse width of the injector and sets it to a standard default position.

Subroutine 600 reconfigures (625) the timer to interrupt at the proper crank offset angle time, i.e., checks the set-point of the crank angle offset. As used in this application, “crank offset angle” refers to the delay in degrees from the spark event to pulsing the injector. Subroutine 600 sets (630) the timer state to “delay” by setting the injector timing and ends (635). If the time state check (605) is not equal to “inject,” subroutine 600 sets (640) the time state to “inject” and ends (635).

A number of embodiments of the invention have been described. For example, the engine 12 as described above can be used for propulsion in marine applications. Nevertheless, it will be understood that various modifications may be made without

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PCT/US2004/035904 departing from the spirit and scope of the invention. Accordingly, other embodiments are within the scope of the following claims.