Bombardier Motor Corporation of America

Bombardier Recreational Products Inc.

Patrick C Tetzlaff

James E Macier

Gregory J Binversie

Scott A Koerner

Jonathan Servais

Dell Francis

Patrick Robert Taylor

Brian T Leadingham

Roger W Raetzman

The present invention, in one aspect, includes a diaphragm assembly for being connected between an engine exhaust path and an engine electronic control unit to transmit changes in exhaust gas pressure from the exhaust path to the control unit. In an exemplary embodiment, the diaphragm assembly includes a diaphragm housing and a diaphragm positioned in the housing and separating a first chamber and a second chamber. The first chamber is configured to be in flow communication with the exhaust path and the second chamber is configured to be in flow communication with the engine control unit. The diaphragm housing, in the exemplary embodiment, includes a first housing member and a second housing member. An inner surface of the first housing member also is a side wall of the first chamber, and the inner surface has a conical shape to facilitate drainage of water from the first chamber. Also, the first chamber has a first volume and said second chamber has a second volume. The first volume is greater than the second volume. The diaphragm includes an o-ring and a diaphragm member integral with the o-ring. In the exemplary embodiment, the o-ring and said diaphragm member are fabricated from fluorosilicone. The first and second housing members each include an o-ring groove so that when the housing members are assembled, the diaphragm o-ring is trapped between the first and second housing members in the grooves.

Exhaust diaphragm assembly

A control unit is provided for an internal combustion engine including an engine block comprising a plurality of cylinders operable in a homogenous combustion mode and a stratified combustion mode in response to an engine throttle position. The control unit is programmed to switch the engine cylinders to the homogenous combustion mode at a throttle position of greater than about 20% of wide open throttle. As such, the combustion mode is switched form the stratified combustion mode to the homogenous combustion mode at a higher throttle opening that more capably supports increased fuel injection quantities of homogenous combustion in the engine cylinders. Problematic conditions of conventional pontoon boat systems due to switching of engine cylinders to homogenous combustion at high RPMs and restricted throttle openings is therefore avoided.

Direct injection two stroke engine combustion mapping

State-of-the-art fuel injectors can be defined by a third-order polynomial to define their performance curve and to optimize performance of the fuel injected engine. Such systems are preprogrammed to use a set of fixed coefficients when replacing fuel injectors. Therefore, these replacement fuel injectors must be manufactured with very precise tolerances so as to operate efficiently with these fixed coefficients. The present invention includes a method and apparatus that allows the use of production fuel injectors that are more economical since they can be manufactured with wider tolerances. The production fuel injectors are supplied with a computer program and a data file having a set of replacement coefficients that are determined especially for that particular fuel injector. The approach allows the restoration of the existing coefficients if the replacement fuel injector does not solve the service problem experienced by the user of the fuel injected engine. The new, replacement fuel injector, together with its specific coefficients, can then be used in another application.

Method and system for fuel injector coefficient installation

The present invention, in one aspect, includes a probe for sensing exhaust gas pressure in an exhaust path of a marine engine during engine operation. In an exemplary embodiment, the probe includes an elongate probe body and an engine engagement assembly secured to the probe body and configured to engage to the engine so that said probe body at least partially extends into the engine exhaust path. The probe body comprises a hollow, cylindrical shaped member, and at least one opening extends through a side wall of the cylindrical shaped member. A cap is secured to and closes an open end of the probe cylindrical shaped member, and a pellet is located, i.e., trapped, within the cylindrical shaped member. The engine engagement assembly includes a threaded portion sized to be threadedly engaged within an opening in flow communication with the engine exhaust path, and a tube connection portion sized to be inserted within a tube.

Growing community of inventors

Franklin, WI, United States of America

Patrick C Tetzlaff