Abstract: A pump assembly flows pressurized engine oil to HEUI fuel injectors in a diesel engine. The assembly includes an inlet throttle valve which controls the volume of oil flowed to the pump dependent upon the difference between the pump outlet pressure and a desired outlet pressure determined by an electronic control module for the diesel engine.

Abstract: A fuel vapor emission control device of an engine 10 includes a canister 4 which adsorbs fuel vapor generated in a fuel tank 1, and a purge valve 11 which opens and closes a pipe 6 connecting the canister 4 and an intake passage 8 of the engine 10. A controller 21 sets a target purge rate according to a difference between a target air-fuel ratio feedback deviation and an actual air-fuel ratio feedback deviation during purge, and drives the purge valve 11 so that the target purge rate is achieved.

Abstract: The control of the pressure in the high-pressure circuit (22) downstream from the pump (11) consists of controlling the solenoid valve (18) at the inlet of the pump (11) so that the fuel mass delivered by the pump (11) into the circuit (22) is equal to the algebraic sum of a fuel mass to be injected into the engine (1) and a fuel mass required to at least partially compensate a pressure difference between the fuel pressure measured by the sensor (4) in the circuit (22) and a target pressure desired by the control unit (5) in the circuit (22). Applies to pressure control for direct fuel injection into engines, particularly with externally supplied ignition.

Abstract: Experiment shows that a diesel engine discharges more smoke at a lower rate of increase of an engine rotation speed. Reducing an amount of fuel to inject into the engine when the rate of increase of the engine rotation speed is slow can prevent smoke generation. To be more specific, a controller (1) computes the rate of increase of the engine rotation speed by using signals from sensors that detect a vehicle condition. The controller (1) contains maps that indicate a correction coefficient corresponding to the rate of increase of the engine rotation speed. The controller (1) calculates the amount of fuel to inject based on the correction coefficient. Using the calculated amount of fuel, the smoke discharge from the diesel engine is suppressed.

Abstract: A controller for, and method of, load governing a compression ignition engine. Various data is processed to develop fueling data for accomplishing governed fueling of the engine. The processing includes processing accelerator pedal position data corresponding to the position of an accelerator pedal and engine load data corresponding to the load on the engine to develop engine speed setpoint data according to a function generator containing engine speed setpoint data in correlation with accelerator pedal position data and engine load data to accomplish load governing of the engine in consequence of further processing of the developed engine speed setpoint data. The developed engine speed setpoint data and actual engine speed data are processed by a governor PID to develop the fueling data.

Abstract: For an internal combustion engine serving as a ship's propulsion unit or a generator drive, it is proposed, in operation within the range of the nominal output point, with the occurrence of a significant load change on the power take-off, to shift the injection start toward late. A significant load change on the power take-off is to be understood as the broaching of the ship's propulsion unit or the load rejection in generator operation. The shift of the injection start toward late provides the advantage that the speed control is additionally supported.

Abstract: A high-pressure fuel pump which is suitable above all for use in internal combustion engines with direct gasoline injection, in which the pressure surge upon opening of a check valve between the high-pressure line and the pumping chamber of the fuel feed pump is limited by structural provisions.

Abstract: In a method for operating an internal combustion engine (10), the fuel is supplied via at least one injection valve (32). The injected fuel quantity is influenced by the injection duration (ti). To reduce costs for the design and acquisition of the injection valve (32), it is proposed to detect as to whether a requested injection duration (ti) of the injection valve (32) is greater than a maximum possible injection duration (timxth). In this case, an intervention (64) takes place with which a desired mixture composition (rlmaxti) is produced.

Abstract: Fuel vapor is introduced into an intake passage of a direct fuel injection type engine by a fuel vapor purge apparatus. The intake passage is provided with an intake oxygen concentration sensor for detecting the amount of fuel vapor in intake air. An ECU corrects the amount of fuel injection from each direct fuel injection valve in accordance with the amount of fuel vapor detected, and changes the fuel injection starting timing and the fuel injection ending timing in accordance with the amount of fuel vapor.

Abstract: A control device and method of injected fuel for a direct cylinder injected, internal combustion engine. The control device primarily increases the fuel amount to a certain amount under the conditions that the engine load is increasing such as an acceleration condition. The device, however, when a quick change of the load increase occurs, reduces the increase amount of the fuel at the first combustion cycle or cycles. Although there may be other controls, the device then gradually increases the fuel amount to the amount until the primary amount at intervals of at least one combustion cycle. The quick change of the load increase is, in one aspect of the invention, defined as that a crankshaft rotational speed is within a predetermined range and the throttle valve opening is larger than a predetermined value.

Abstract: In a device for controlling the speed of an internal combustion engine driving a utility unit with a speed control circuit for the internal combustion engine and with a load control circuit for the utility unit, the device includes sensors and an evaluation unit for detecting and evaluating the state of the system as a whole, and an arrangement for an intervention in the speed control circuit and/or the load control circuit depending on critical relevant system states in order to achieve a reduction in the system complexity and thus a better control of the dynamics of the system as a whole.

Abstract: An apparatus for reducing visible smoke in a railroad locomotive during throttle position changes. For key throttle position changes, the present invention introduces a temporary advance in injection timing and a delay in the application of additional current to the traction motors, thereby delaying the generation of additional horsepower requested by the new throttle position. These strategies of timing advance and load application delay are used together or separately to minimize transient visible smoke.

Abstract: An exemplary embodiment of the invention is a method of controlling fuel injection timing in a compression ignition engine including at least one cylinder. The method includes monitoring engine throttle position and change. One of an acceleration and a load ascending transient operating mode is detected in response to the monitoring of throttle position and change. Fuel injection timing for the at least one cylinder is controlled in accordance with a predetermined timing schedule in response to the detection of one of an acceleration and a load ascending transient operating mode. A system for implementing the method is also disclosed.

Abstract: This invention relates to a procedure for analyzing and influencing the driveability of motor vehicles, including the following steps: Conducting tests on a real vehicle to obtain measurement variables describing its driveability; Continuous monitoring to check whether at least one of a number of predefined trigger conditions is fulfilled, i.e., whether a certain set of variables takes on certain values; If the trigger condition is fulfilled, computation of a profile of several ratings representing vehicle driveability from one or more measured values, using predefined functional relationships.

Abstract: A fuel system includes a pair of electronically controllable high pressure fuel pumps operable to supply high pressure fuel from a lower pressure fuel source to a high pressure fuel accumulator having a pressure sensor associated therewith. The fuel collection chamber feeds an electronically controllable valve operable to dispense the high pressure fuel to a fuel distribution unit supplying fuel to a number of fuel injectors. A control computer is provided for controlling the high pressure fuel pump and valve in response to requested fueling, engine speed and fuel pressure provided by the pressure sensor. The accumulator pressure signal is processed in accordance with the present invention for diagnosing erratic pressure sensor failures. The control computer is operable to compute error pressure values based on differences between peak accumulator pressure values and a target pressure value, and compute pressure error variance values based on subsets of the pressure error values.

Abstract: A fuel pressure control apparatus for cylinder injection engine having a fuel injection valve for injecting fuel into a cylinder of an engine, a pipe for conducting the fuel to the fuel injection valve, a fuel pump for supplying the fuel from a fuel supply system to the pipe, a fuel pressure regulator for regulating the fuel pressure within the pipe by discharging the fuel from the pipe to the fuel supply system, and a control unit for making feed-back control on the fuel pressure within the pipe by applying a control signal determined on the basis of an engine operation parameter to the fuel pressure regulator, wherein the fuel pressure regulator is controlled in a feed-forward manner by a predetermined control value so as to make better fuel pressure control at the time of start and when the fuel pressure transiently changes.

Abstract: The present invention provides a method and apparatus for determining a fuel injection delay of a fuel injector located within an engine, during the operation of the engine. The fuel injector includes a solenoid that is electrically connected to a controller. The invention includes the steps of generating an injection command signal, determining a time of said injection command signal generation, and sensing a start of injection. The start of injection is dynamically sensed during the operation of the engine.

Abstract: A method, system, and computer-readable code with which a computing platform for automobiles can be constructed using software components. In particular, device functionality and platform software functionality available to computer applications are represented as JavaBeans in the Java computer programming language. Applications can be written to run on an automotive computing platform to access the device functionality using JavaBeans components. In this manner, software can be optimized for particular automotive applications or particular environments of devices and/or software, while still providing applications that are usable in a wide variety of automobile computing platforms and device configurations.

Abstract: An engine speed governor controls a diesel engine in a motor vehicle. The engine control has a processor for processing data for Engine speed governing, including developing fuel request data comprising data components derived from proportional, integral, and derivative processing of difference between actual engine speed and requested engine speed. A data source, such as a gear selector switch in an automatic transmission vehicle or a clutch switch in a manual transmission vehicle, distinguishes between engagement and disengagerrent of the vehicle driveline with and from the engine. A respective first table, such as a map, is associated with each of the proportional, integral, and derivative processing and provides selectable calibration values used by the processor to develop the fuel request data when the driveline is engaged with the engine.

Abstract: A fuel supplying device for an engine comprises an electronic governor (1) and a mechanical governor (2). In this device, the mechanical governor (2) limits a maximum fuel injection amount of an electronic control by the electronic governor (1).

Abstract: A method for controlling fuel vapor purge flow in an automotive type internal combustion engine. The method includes the steps of determining existence of a purge ON condition and determining a simulated engine airflow value. A desired purge flow is calculated as is a value for a desired purge solenoid current. Utilizing a PID control methodology, the desired purge solenoid current is produced and a purge driver generates a PWM signal with to control a purge solenoid with the purge solenoid.

Abstract: The invention is directed to a method and an arrangement for controlling an operating variable of a motor vehicle wherein the controller has at least one changeable parameter. This parameter of the controller is changed in dependence upon the operating range of the actuator, which is driven by the controller, and/or the magnitude of the change of the desired value.

Abstract: A system and method for controlling the speed of an engine, or a speed governor, receives an error signal indicative of the difference between the actual engine speed and a commanded engine speed. This error signal is passed through a linear controller that determines a fuel flow rate in units of volume per unit time. The fuel flow rate is a substantially linear function of engine speed, and more specifically engine speed error. The output of the linear controller is fed to a non-linear compensator that determines a fueling command signal as a non-linear function of actual engine speed and fuel flow rate. The speed governor can accurately control engine speeds at low idle conditions. In one embodiment, the non-linear compensator utilizes a three-dimensional table of fueling command values as a function of fuel flow rate and engine speed. In another embodiment, the compensator applies a transfer function utilizing low and high calibration speed values enveloping a low engine speed.

Abstract: There is provided in accord with the present invention a work vehicle comprising a vehicle support structure upon which a plurality of wheels are rotatably mounted and which structure supports an engine having a fuel injection system operatively coupled to at least two of the wheels. The engine is provided with an engine speed control system in electrical communication with the engine and comprising a controller operatively connected to the fuel injection system with the controller receiving feedback signals from an engine transducer to control engine speed in response to an actuator operatively connected to a potentiometer. The potentiometer is electrically connected to the controller and responsive, proportionately, to the movement of the actuator.

Abstract: Disclosed a common-rail fuel-injection system employing an auxiliary injection such as a pilot injection system, in which when a desired amount of fuel to be injected in the auxiliary injection is less than a set value, the feedback control ceases to keep the combustion against becoming unstable. When a desired amount of fuel to be injected in the auxiliary injection is proved on comparison at step 15 to be less than a minimum amount of fuel injected, which is the lower limit detectable according to both of the common-rail pressure and a pressure drop in the common-rail pressure owing to the fuel injection, the minimum amount of fuel injected serves on step 18 as a corrected, desired amount of fuel to be injected in the auxiliary injection. Thus, the fuel injection is achieved in accordance with the corrected, desired amount of fuel to be injected in the auxiliary injection, thereby keeping the feedback control at the auxiliary injection from becoming unstable.

Abstract: A forward flow region in which forward intake air currents are produced and a reverse flow region in which reverse intake air currents are produced are formed in the throttle bore of a throttle body 3 included in an internal-combustion engine, and the boundary between those regions extends below a throttle valve 5. A fuel vapor control system for an internal-combustion engine has a purge tube 13 joined to the throttle body 3 to supply fuel vapor into the throttle body 3 and is provided with an opening 22 which acts as a purge port. The opening 22 is positioned at a distance from the inner surface 21 of the throttle body 3 defining a throttle bore on the boundary between the forward intake air currents and the reverse intake air currents. Fuel vapor jetted through the opening 22 of the purge tube 13 into the throttle bore flows toward an intake manifold 2, diffusing into both the forward intake air currents and the reverse intake air currents from the boundary between the intake air currents.

Abstract: A vehicle that has a drive train with an internal combustion engine, a transmission, and a number of ground engaging wheels. An operator-adjustable throttle control is monitored to provide a position signal corresponding to position of the throttle control. A sensor provides an observed speed signal corresponding to speed of the vehicle and a controller responds to the position signal and the observed speed signal to generate a target speed signal and an error signal. The target speed signal corresponds to a desired speed of the vehicle and is generated from a predetermined relationship between vehicle speed and throttle control position in accordance with the position signal. The error signal corresponds to a difference between the target speed signal and observed speed signal. The engine responds to the error signal to provide the desired vehicle speed for all operating speeds of the vehicle including a stopped or idle condition.

Abstract: A method for controlling a compression-ignition internal combustion engine which provides delivery of multiple fuel injection pulses per cylinder firing with precision of pulse quantities, separation, and timing adequate for transition between split and single injection at any speed and load, without disturbing the primary engine governor. The method compensates for variable operating conditions such as supply voltage, injection pressure, injection pulse separation, and injector actuation latency or rise-time.

Abstract: The invention provides a controller of an engine and a variable capacity pump which can perform a speedy work even under a heavy load and a strong work at the critical moment. Accordingly, there is provided control means (30) which outputs commands to a fuel injection pump (2), relief control means (19, 21) and variable capacity pump output control means (27, 29) so that when a signal for an on operation of an active mode switch (7) is inputted, the product of a pump discharge pressure P by a pump discharge amount Q is expressed by a P-Q constant horsepower curve Ha in an active mode in which the product of P and Q is higher than a predetermined value in the normal operation, and when a signal for an on operation of a power mode switch (9) is inputted, the product of the pump discharge pressure P by the pump discharge amount Q is expressed by a P-Q constant horsepower curve Hap in a power active mode in which the product of P and Q is higher than that in the active mode by one stage.

Abstract: An appropriate learning of volumetric efficiency of an engine is ensured prior to enabling any purge flow, purge vapor learning or compensation. The volumetric efficiency of the engine is modeled is a matrix including a plurality of cells corresponding to an operating condition of the engine such as engine speed and manifold absolute pressure. Each cell is varied between a first mode and a second mode according to the learned state of volumetric efficiency for the corresponding operating condition based on oxygen sensor feedback. If the accessed cell of the matrix is in the first mode, then the volumetric efficiency for that operating condition has not yet been learned to within an acceptable tolerance. As such, any purge vapor concentration learning or compensation is disabled. If the accessed cell of the matrix is in the second mode, then the volumetric efficiency for that operating condition has been learned to within an acceptable tolerance.

Abstract: The present invention is an apparatus for controlling the amount of fuel delivered to an engine during operation at cold and warm temperatures using different sets of fuel rate maps designed to compensate fuel quantity signals to optimize engine performance. A switching mechanism based on engine coolant temperature is used to select which set of maps to use. When the engine coolant temperature is below a threshold level, a cold torque map provides a signal representing the duration limit of time that fuel is to be injected. A compensating factor derived from a cold temperature smoke map is used to adjust the cold torque map signal to limit the fuel amount to prevent excess smoke. When the engine coolant temperature is above the threshold, a fuel duration limit signal from a standard temperature torque map is compared to a fuel duration limit signal from a standard temperature smoke map, and the minimum between the two signals is selected for output to the fuel injectors.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of predicting the concentration of purge vapor at the purge valve of the evaporative emission control system as a function of purge flow and accumulated flow through the canister. Purge valve flow is characterized by using a surface for air mass flow rate as a function of vacuum at the purge valve and purge valve current. The flow through the valve is used to compute instantaneous flow rate and accumulated flow rate. As such, the fuel delivered through the injectors can be adjusted in real time to improve drivability and emissions by maintaining a desired fuel to air ratio.

Abstract: In one embodiment, the present invention is a method for governing the speed of a device that involves generating a command signal based on a desired change in acceleration, the inertia of the device, and a load associated with the device. The command signal is output to actuating means for changing the acceleration of the device. A speed sensor provides a signal indicative of the speed of the device such as an engine, a movable machine, or a movable component of a machine. An error signal based on the difference between the actual speed of the device and the desired speed of the device is calculated. The desired change in acceleration is computed based on the error signal and a gain factor that is proportional to a desired response time of the control system. The desired change in acceleration is multiplied by an inertial gain factor that is derived from a previous command signal and the change in the speed of the device that resulted from a previous command signal.

Abstract: An apparatus and method for automatically reducing engine exhaust noise from a dump truck including a heated bed without the additional requirement of diverting the flow of exhaust through a separate muffler apparatus. An engine noise reduction system associated with the truck includes an engine control unit for controlling high idle engine speed parameters of the truck engine. When the truck bed is raised upwardly from an initial lowered position to release a material load from the bed, or hydraulics associated with the truck bed are actuated to raise the bed, the engine control unit automatically lowers the high idle engine speed of the truck engine to reduce engine noise from the truck engine. The high idle engine speed of the truck engine is automatically reset to the standard setting when the truck bed returns to the initial lowered position.

Abstract: The common-rail type fuel injection method of this invention injects a small amount of fuel during the deceleration of engine to swiftly accomplish reductions in the common rail pressure and the engine revolution speed, thus reducing the amount of NOx at the end of the deceleration. The basic fuel injection amount Qb is determined from the accelerator control input Acc and the engine revolution speed Ne (step S10). When the actual pressure Pf of the common rail is higher than the target pressure Pf.sub.0 by more than a predetermined value .alpha.

Abstract: A variable displacement pump fuel metering system wherein an electrohydraulic servo-valve powers a pump actuator to control pump displacement and variably bypasses fuel as an integrally related function to improve flow dynamics. The electrohydraulic servo-valve withdraws fuel from the pump output flow to drive the pump actuator and thereby control the displacement of the pump. The amount of bypassed is inversely proportional to the amount of fuel used to drive the actuator so that metered flow is maintained when an increase in pump output is demanded. The variable displacement pump may also meter flow in the downstream manifold. The electrohydraulic servo-valve is electrically controlled in a closed loop circuit with a flow sensing valve providing the feedback to an electronic engine controller. The electronic controller directly controls the electrohydraulic servo-valve.

Abstract: An electronic bucking damping device is provided for internal-combustion engines with an electronic fuel injection in motor vehicles, particular for diesel engines. By way of an accelerator pedal, a quantity request signal is given and is fed by way of a PDT1-filter to a summation point connected with the control signal input of the fuel injection device. A rotational speed signal is filtered by way of a D2T2-filter and is subtracted in the summation point from the filtered quantity request signal. Via the filtered quantity request signal, load jumps and a related uncomfortable vehicle handling are avoided, and via the inverse coupling of the bucking vibration superimposed on the rotational speed signal, the bucking is damped or prevented. Using the two separate filters, the quantity damping and bucking damping functions are uncoupled, which simplifies the application.

Abstract: An evaporated fuel treatment device comprising a purge control valve for controlling an amount of fuel vapor fed into the intake passage from a charcoal canister, wherein the pressure in the fuel vapor chamber of the canister is detected and wherein the vapor concentration, which is one of the values for correction of the amount of fuel injection, is increased when the pressure in the fuel vapor chamber increases while the purge operation is stopped.

Abstract: The present invention is an apparatus for controlling the fuel rate to an engine using the throttle position, and for controlling the speed of the engine using decision logic to choose the best alternative among candidate fuel levels. A minimum speed governor determines a minimum fuel level at a predetermined low idle engine speed, a maximum speed governor determines a maximum fuel level at a predetermined high idle engine speed, and at least one fuel rate map is used to determine fuel level based on various engine operating parameters. Each governor outputs a fuel quantity signal based on the difference between the corresponding desired engine speed and the actual engine speed. The fuel rate map may be a multi-dimensional data table that provides fuel quantity signals to optimize engine performance based on the throttle position, engine speed, boost pressure, and other engine operating states.

Abstract: A vehicle having an internal combustion engine with a throttle control is disclosed. The throttle control is responsive to a vehicle operator to generate a throttle setting signal to adjust vehicle speed. An operator-controlled input device is also provided to generate a selected signal corresponding to a selected one of a number of predetermined engine control relationships. A controller responds to the selection signal to govern engine operation in accordance with the selected one of the relationships and the throttle setting signal. The throttle control has a different performance characteristic for each of the relationships and is adjustable by the operator to increase or decrease speed for each of the relationships. The relationships may each correspond to a different type of engine governing technique and include different droop characteristics.

Abstract: The invention is directed to a method and an arrangement for controlling an operating variable of a motor vehicle wherein the controller has at least one changeable parameter. This parameter of the controller is changed in dependence upon the operating range of the actuator, which is driven by the controller, and/or the magnitude of the change of the desired value.

Abstract: A vehicle having an internal combustion engine with a throttle control is disclosed. The throttle control is responsive to a vehicle operator to generate a throttle setting signal to adjust vehicle speed. An operator-controlled input device is also provided to generate a selected signal corresponding to a selected one of a number of predetermined engine control relationships. A controller responds to the selection signal to govern engine operation in accordance with the selected one of the relationships and the throttle setting signal. The throttle control has a different performance characteristic for each of the relationships and is adjustable by the operator to increase or decrease speed for each of the relationships. The relationships may each correspond to a different type of engine governing technique and include different droop characteristics.

Abstract: The fuel injection control device includes an electronic control unit (ECU) for controlling a fuel injection amount of the diesel engine of an automobile. The ECU determines a basic fuel injection amount in accordance with the engine operating condition such as the amount of depression of the accelerator pedal, the intake air amount and the engine speed. Further, the ECU estimates the magnitude of the torsional vibration of the output shaft system of the engine when the basic fuel injection amount of fuel is supplied to the engine using a model of the output shaft system. The ECU performs a feedforward control based on the estimated magnitude of the torsional vibration and corrects the basic fuel injection amount so that the torsional vibration becomes small. Therefore, the fuel injection amount is corrected to attenuate the torsional vibration before the torsional vibration actually occurs.

Abstract: The present invention relates to an engine governor which interpolates between several fueling power curves based upon throttle position and engine speed. Each of the curves are chosen so as to provide a consistent power rise with decreasing engine speed at throttle positions less than maximum. The curves are chosen so as to eliminate an abrupt transition between the given fueling curve and the 100% fueling curve. This is preferably accomplished by having the fueling curve exhibit a knee at the transition to the 100% fueling curve. This gives the driver an indication that the throttle position will not maintain the desired speed under the current loading conditions, thereby prompting the driver to increase the throttle position, thereby allowing the throttle to be used to simulate infinite gear shifts between actual transmission gear shifts.

Abstract: An electronic fuel injection apparatus for a diesel engine comprising a driving state detection means for detecting a driving state of a vehicle and a controller for periodically determining a target injection quantity based on the driving state. When the driving state detection means indicates a state in a short time after engine start, a correction quantity which is preset to be added to the target injection quantity according to the engine temperature detected as the driving state is decreased, depending on time after engine start.

Abstract: In an accumulator type fuel injection control device, a feed hole (28) provides communication between a common rail (24) for storing fuel from a fuel pressure pump (29) and a fuel injection valve (11); a control oil passage (23a, 23b, 23c) extends from the feed hole (28) to an oil chamber (19); a three-way electromagnetic valve (23) exerts the pressure of a fuel oil on the oil chamber (19) to close a needle valve (15), and discharges the fuel oil in the oil chamber (19) to a fuel return passage (51) to open the needle valve (15); fuel oil pressure correcting means (103) corrects a fuel oil pressure P.sub.0 on the basis of a fuel oil temperature t.sub.F detected by fuel oil temperature detecting means (44); and simultaneously, fuel injection volume correcting means (108) corrects a fuel injection volume Q.sub.0 ; whereby the temperature of fuel flowing to a fuel return system is suppressed to prevent damage to members used in the fuel return system.

Abstract: An injection-pressure setpoint value for the pressure accumulator of an accumulator injection system is specified as a function of the operating point of the engine. The setpoint is specified with the aid of respectively separate characteristic diagrams for the start, idling and load engine operating states. In load operation, the profile of the injection-pressure setpoint value is additionally adapted to the particular requirements of the transient engine operation with a first timing element whose timing characteristics depend on the engine speed. The profile may be briefly raised out of a low engine speed in the case of an acceleration. With the aid of a downstream, second timing element which is independent of the first timing element, sudden transitions in the specification of the setpoint values when the engine operating state changes are suitably smoothed out. Any jumps in the injection-pressure setpoint value are avoided.

Abstract: A method of controlling the mass of fuel delivered to a direct injected engine subject to a change with time in engine load demand. A rate of change of fuel required per cycle of the engine in response to the change in engine load demand is determined. A filter constant is applied to the determined rate of change of fuel required to maintain a value of the rate of change of fuel required at no greater than a predetermined threshold level. The application of the filter constant is dependent upon at least one parameter selected from the group consisting of engine gear, clutch position, vehicle road speed, engine load and engine speed.

Abstract: An electronic fuel injection apparatus for a diesel engine comprising a driving state detection means for detecting a driving state of a vehicle associated with an automatic transmission and a controller for periodically determining a target injection quantity based on the driving state. The target injection quantity at a time when a gearshift position is in a driving position is set to a driving target injection quantity which is obtained by adding a predetermined correction quantity to a target injection quantity at a time when the gearshift position is in a non-driving position. When the change of the gearshift position from the non-driving position to the driving position is detected, the target injection quantity is increasingly corrected to the driving target injection quantity.

Abstract: A method and apparatus for cranking of an internal combustion engine in an AC electric traction motor propelled vehicle using inverters normally coupled to supply power to each of a plurality of AC motors. The inverters have DC input terminals connected between a relatively positive DC bus and a relatively negative DC bus and the DC buses are connected to DC output terminals of a rectifier. The rectifier has AC input terminals connected to stator terminals of a synchronous generator. The generator includes a field winding and a rotor connected in driving relationship to a crank shaft of the engine.