Briggs & Stratton, LLC

Gas Research Institute

Scott Lee Wesenberg

Robert J Koenen

Joseph Lawrence Pfaff

Richard A Dykstra

John A Fiorenza

Joseph L Pfaff

Douglas Shears

A control system for an electric motor having an integral flywheel rotor. The motor includes a stator mounted co-axially with the engine crankshaft and a rotor surrounding the stator. A sensor is positioned near the rotor for sensing its rotational speed. The sensor is coupled to a controller. The controller is operable to deliver an output signal to the stator to start the internal combustion engine. While the engine is starting, the processor steps the starter motor from a low speed to a high speed. Once the engine has started and is rotating at a speed greater than a trigger speed, the processor delivers another output signal such that the motor is commutated at a speed that is less than the speed of the rotor to generate a speed slip. By commutating the motor in this manner, it acts as a generator. The speed slip is regulated when the motor is generating electric power so that the motor produces a constant output voltage.

Control system for an electric motor having an integral flywheel rotor

An apparatus and process for starting internal combustion engines having one to three cylinders by first activating a reverse direction motor to drive the power system of the engine in reverse to its normal operating direction until it is positioned at or near the backside of a prior compression stroke and then activating a starter motor, preferably at initial high torque, and continuing operation until the engine is started. The apparatus and process achieves a significant decrease in the size and power requirements for starters.

Internal combustion engine starting apparatus and process

The device automatically determines whether a load is being applied to the engine, and outputs a change signal that is used to change one or more engine operating parameters accordingly, such as engine speed, engine timing, or fuel flow. The load is sensed without using a manifold pressure or throttle plate position sensor, thereby reducing the cost of the system. The load is sensed by determining a period of a first crankshaft revolution, determining a period of the successive second crankshaft revolution, and computing a difference value that is a function of the difference between the first and second periods. Since the difference value is proportional to engine load, the difference values may be compared with a reference value to determine whether a load is being applied to the engine. The reference value may be preset, may be manually determined by the operator, or may be learned by the system's software. When the learning feature is used, the system is automatically mapped to the particular engine on which it is used.

Electronic engine load and revolution sensing device

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Hartland, WI, United States of America

Scott Lee Wesenberg