GERALD LEE KENNIE
Pilots at Constitution Ave, Marysville, MI
License number
Michigan A2268075
Issued Date
Nov 2015
Expiration Date
Nov 2016
Category
Airmen
Type
Authorized Aircraft Instructor
Address
Address
245 Constitution Ave, Marysville, MI 48040
Professional information
Method Of Estimating Catalyst Temperature Of A Multi-Displacement Internal Combustion Engine
US Patent:
2009030, Dec 10, 2009
Filed:
Jun 4, 2008
Appl. No.:
12/132685
Inventors:
Gerald Lee Kennie - Marysville MI, US
Kevin Scott Freeman - Lake Orion MI, US
James J. Daley - Jackson MI, US
Kevin Scott Freeman - Lake Orion MI, US
James J. Daley - Jackson MI, US
International Classification:
F02D 45/00
US Classification:
60285, 701102
Abstract:
A method of estimating temperature of a catalyst associated with a cylinder bank of a multi-displacement internal combustion engine having multiple cylinder banks associated with multiple catalysts. A temperature estimate of the catalysts associated with the multiple cylinder banks is set substantially equal to a base model temperature. Deactivation of a cylinder bank of the multiple cylinder banks is determined, and a catalyst cooldown correction is identified for the catalyst associated with the deactivated cylinder bank from a catalyst cooldown model including time elapsed since deactivation of the cylinder bank. The catalyst cooldown correction is applied to the temperature estimate of the catalyst associated with the deactivated cylinder bank to update the temperature estimate of the catalyst.
Engine Event-Based Correction Of Engine Speed Fluctuations
US Patent:
2008001, Jan 24, 2008
Filed:
Jul 20, 2006
Appl. No.:
11/458772
Inventors:
Kenneth P DeGroot - Macomb Twp MI, US
Jeffrey P. Wuttke - Sterling Heights MI, US
Dennis W. Fett - Clinton Twp. MI, US
Gerald L. Kennie - Marysville MI, US
Jeffrey P. Wuttke - Sterling Heights MI, US
Dennis W. Fett - Clinton Twp. MI, US
Gerald L. Kennie - Marysville MI, US
International Classification:
F02M 7/00
US Classification:
123436
Abstract:
Fuel delivery to a combustion engine may be controlled by determining the roughness of current engine operation, comparing the determined roughness with a control roughness to determine if the determined roughness is within a threshold limit of the control roughness, and changing the fuel delivery to the engine in a subsequent fuel delivery event as a function of the difference between the determined roughness and the control roughness. Preferably, the fuel delivery is changed at least when the determined roughness is not within the threshold limit, although other factors may be taken into account when changing the fuel delivery to the engine.