Abstract: In a fuel injection control system, a throttle valve is provided on the intake air passage of a diesel engine and an EGR control valve is provided for recycling a part of the engine exhaust gas to the intake air system of the engine. An engine control unit (ECU) controls the intake air amount of the engine to a value corresponding to the engine operating condition by adjusting the throttle valve and the EGR control valve. Further, the ECU detects the actual intake air amount by an airflow meter disposed at the inlet of the intake air passage and determines the maximum fuel injection amount based on the engine speed and the actual intake air amount. The maximum fuel injection amount is the maximum amount of the fuel which does not generate the exhaust smoke.

Abstract: An air-fuel ratio controlling apparatus for an internal combustion engine allows an air-fuel ratio learning control to be executed to a satisfactory extent during manufacture in a factory to thereby stabilize exhaust gases and driving performance. The apparatus is provided with a controller which sets air-fuel ratio learning execution counters in a plurality of learning zones. The counters judge whether an air-fuel ratio learning has been executed in an air-fuel ratio learning value storage map based on engine revolutions and engine load, and execute a forced learning control with the amount of purge as a fixed value where the air-fuel ratio learning is not performed at least a preset number of times in all the learning zones with the air-fuel ratio learning execution counters set therein.

Abstract: A process and device for triggering an actuator are described, in particular an actuator triggered in cycles for an internal combustion engine. The triggering signal frequency can be changed to prevent resonance effects. The triggering signal frequency is varied between a first and a second limit value over time according to a preselected function.

Abstract: This invention relates to an engine fuel injection timing control apparatus for controlling a fuel injection timing by adjusting the position of a timer piston via a solenoid valve. In this apparatus, a frequency signal switching means (44) selectively outputs a first frequency signal (W1) and a second frequency signal (W2) having a frequency lower than the first frequency signal (W1) according to an engine speed (Ne) detected by an engine rotational speed detecting means (49) with reference to preset signal switching engine rotational speeds (N.sub.1, N.sub.2, N.sub.3, N.sub.4, N.sub.5). With a driving frequency based on thus outputted frequency signal, a control means (46) duty-controls a timer controlling solenoid valve (39) according to an engine operation state. Here, the signal switching engine rotational speeds (N.sub.1, N.sub.2, N.sub.3, N.sub.4, N.sub.5) are set to levels which yield first predetermined rotational speed differences (U.sub.1, U.sub.2, U.sub.3, U.sub.4, U.sub.

Abstract: The present invention relates to a fuel injection amount control system for a diesel engine to control a fuel injection amount electrically by an electronic-hydraulic governor. In the invention, when a driver steps on the accelerator at 100% in acceleration to raise the engine speed suddenly and vigorously, a DC linear motor transfers a control rack to the full-rack position according to the engine speed to bring the necessary amount of fuel injection. The process is that the rack position detects the second rack position firstly and the control rack leaves the second rack position accordingly, then the DC linear motor suspends the control rack at the first rack position for a certain time under a signal, afterwards and the control rack is positioned to the full-rack position by another command given to the DC linear motor to operate again.

Abstract: A method for delivering liquid fuel and gaseous fuel to a dual fuel engine operating in a dual fuel mode includes establishing a governor output value indicative of a total fuel energy rate desired to be delivered to the engine to maintain a desired engine speed. A first value indicative of a liquid pilot fuel energy rate desired to be delivered to the engine and a second value indicative of a gaseous fuel energy rate desired to be delivered to the engine are each determined such that the sum of the desired liquid pilot fuel energy rate and the desired gaseous fuel energy rate is substantially equal to the desired total fuel energy. A stored gaseous fuel energy content can be updated to assure continued accuracy of the fuel control system of the dual fuel engine.

Abstract: In a prescribed low-speed rotation region where a control rack is maintained in a prescribed low-speed side designed position, when a detected position (output voltage) of a rack sensor is offset towards the high load side than the position (voltage) written in a memory, the detected position is written in the memory. In a prescribed high-speed rotation region where a control rack is maintained in a prescribed high-speed side designed position, when a detected position of the rack sensor is offset towards the high load side than the position written in a memory, the detected position is written in the memory. The output characteristic of the rack sensor is calculated based on the detected position written in the memories, and the low-speed side and the high-speed side designed positions. The position of the control rack is calculated from the detected position based on this output characteristic.

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. The fuel vapor concentration is divided into a first fuel vapor concentration changing proportionally to a purge rate of the fuel vapor and a second fuel vapor concentration changing without regard as to the purge rate of the fuel vapor. The first fuel vapor concentration per unit purge rate is reduced following a reduction in the amount of fuel absorbed in the canister. At this time, the second fuel vapor concentration is calculated from the amount of deviation of the air-fuel ratio from the target air-fuel ratio.

Abstract: A method and a device for controlling in closed-loop a final controlling element having integral action, in particular an injection-timing device of a high-pressure fuel pump. On the basis of a system deviation, an automatic controller defines a driving signal to be fed to the final controlling element. The output signal from the automatic controller is acted upon by a precontrol, which can be so specified that the final controlling element remains in its position.

Abstract: A system and method are provided for limiting visible exhaust emissions from a diesel-electric traction vehicle system including a multi-cylinder diesel engine connected for driving a synchronous generator to produce AC electric power, a rectifier connected for converting the AC electric power to DC electric power on a DC link, at least one inverter coupled to the DC link for providing controlled frequency AC power to at least one electric traction motor coupled in driving relationship to at least one wheel of the vehicle. The air-fuel ratio at the engine is regulated to minimize any difference between actual air-fuel ratio and a predetermined preferential air-fuel ratio as a function of engine speed. The air-fuel ratio of an operating engine is measured while monitoring actual visible exhaust emissions in order to create a table of preferential air-fuel ratios as a function of engine speed so that the table values can be used to control visible exhaust without direct monitoring.

Abstract: In a device and a process for controlling an injection actuator of a self-igniting internal combustion engine, on the basis of the operating conditions, a fuel amount signal (QKO) can be given, which depends at least on the driver's command. Under certain operating conditions, regardless of the driver's command, a minimum amount is injected to actuate the injection actuator.

Abstract: A cruise control governor which is able to dynamically define and switch between various goal droop curves in order to find the best goal droop curve for use with the current vehicle driving situation. For instance, the present invention will dynamically define and select different goal droop curves when the vehicle is lugging up a hill, coasting down a hill, cruising on level ground, preparing to crest a hill, or preparing to transition off of a downhill slope.

Abstract: A process and a device for controlling an internal combustion engine, in particular for influencing the time of fuel injection into an internal combustion engine, influences a system deviation, which is computed from a setpoint and an actual value. From the system deviation, a controller defines a manipulated variable to be supplied to the actuator. When a set of first operating states is present, a first controller structure is active, and when a set of second operating states is present, a second controller structure is active. At the time of passage from the first controller structure to the second controller structure, an initial value is set for the second controller structure as a function of at least the setpoint and the actual value.

Abstract: An evaporative fuel control system for an internal combustion engine having a throttle valve arranged in the intake system. A canister adsorbs evaporative fuel generated in the fuel tank. A purging passage extends between the canister and the intake system, for purging evaporative fuel into the intake system at a location downstream of the throttle valve, and a purge control valve is arranged across the purging passage, for controlling the flow rate of evaporative fuel supplied to the intake system through the purging passage. When the engine is in a predetermined operating condition, the flow rate of evaporative fuel supplied to the engine is changed by controlling the purge control valve, then the degree of influence of the evaporative fuel on an air-fuel ratio of a mixture supplied to the engine is detected before and after the changing of the flow rate of the evaporative fuel, and an operating error of the purge control valve is determined based on the detected degree of influence.

Abstract: A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judges the point to be a timing for starting the fuel injection of the nozzle. The EPU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The EPU controls the actual injection amount to be identical to a target fuel injection amount.

Abstract: Process and arrangement for controlling a motor vehicle diesel engine in which the fuel injection is limited as a function of a characteristic power limitation diagram and of a characteristic smoke diagram. As a function of the engaged transmission shifting position and/or of the vehicle speed, either a characteristic normal-operation smoke diagram or a correspondingly different characteristic starting-operation smoke diagram which, at a given rotational engine speed, permits larger injection quantity, are used as the injection-quantity-limiting characteristic smoke diagram. As a result, a favorable acceleration performance is achieved, particularly during the start of engines with a relatively small displacement.

Abstract: From the relationship between the pressure change in the evaporative purge system during purge cutting and the valve opening pressure of an air intake valve, respective valve opening pressures of a tank internal pressure regulating valve and a back-purge valve, each opening and closing a vapor passage, are found. As an actual valve opening pressure is found, the diagnosis can be effected under the circumstances where the tank internal pressure regulating valve or the back-purge valve is securely closed, whereby defect diagnosis can be effected as frequently as possible without setting a diagnosable pressure range such as that required conventionally.

Abstract: An engine controller tracks purge system pressure within a vapor line extending from a fuel tank to a carbon canister and, in the event that pressure changes at an unduly high rate, operates to restrict the purging of vapor from a carbon canister.

Abstract: A fuel injection pump unit consists of a fuel injection pump (1), in which a quantity-determining member (6) is set by an actuator (13), its position being detected by a position sensor (15), and of a control unit (2) which calculates an injection quantity (M) and from that, using a stored ignition characteristic (33), determines a set value (.beta..sub.set) for the quantity-determining member (6). To provide a simple and precise calibration of the pump unit with minimal complexity, there are two adjustable stop faces (21, 22) which delimit the travel of the quantity-determining member (6) and in each case define a position of the quantity-determining member (.beta..sub.1, .beta..sub.2) commensurate with a certain measured injection quantity (M.sub.1, M.sub.2), in each case at a certain distance (k.sub.1, k.sub.

Abstract: An apparatus for an internal combustion engine controls engine timing as a function of engine load, speed and air intake temperature to reduce engine NOx emissions and/or engine fuel consumption. The apparatus is particularly beneficial to a large, aftercooled turbocharged engine which utilizes a cooling system having a liquid cooled, separate circuit aftercooler (SCAC) to cool the pressurized intake air. By routing the aftercooler circuit and engine coolant circuit through a common or single core radiator, the aftercooler cooling circuit temperature and associated engine air intake temperature are reduced to further reduce engine NOx emissions and/or engine fuel consumption.

Abstract: A power transmitting apparatus (20) attached to a crankshaft (56) of an engine (50) includes a clutch motor (30), an assist motor (40), and a controller (80) for controlling the clutch motor (30) and the assist motor (40). When detecting an ignition switch in a starter position, the controller (80) makes a constant current flow through three-phase coils (44) of the assist motor (40) to fix a drive shaft (22) and makes a current flow through three-phase coils (36) of the clutch motor (30) to enable the clutch motor (30) to apply a starter torque TST to the crankshaft (56). This results in cranking the crankshaft (56). Concurrently with the cranking process, fuel injection into the engine (50) and spark ignition are controlled to start the engine (50).

Abstract: A cruise control road speed control device provides an attenuating member connected between the speed control and the fuel injection volume adjusting member. The attenuating member feeds the controller output signal in a lower value range to the adjusting member after attenuation. This measure suppresses the undesired rpm oscillations and thus, even with cruise control operation at low engine loads, permits satisfactory driving comfort without perceptible juddering effects. The cruise control can be used for controlling the road speed of commercial vehicles with Diesel engines and automatic transmissions.

Abstract: A high-pressure fuel injection system which has a fuel injection unit including an injector, a fuel pump for supplying a high-pressure fuel to the fuel injection unit, a motor for driving the fuel pump, a PID controller for controlling the operation of the motor, a device for measuring an actual fuel pressure in the fuel injection unit, a device for calculating a deviation of the actual fuel pressure from a predetermined desired fuel pressure and for inputting the deviation to the PID controller as an actuating signal, and a device for calculating a desired fuel injection quantity per injection from input signals indicating an engine speed, an accelerator opening, etc. A manipulated variable which is given as an output from the PID controller is supplied to the motor as an input to control the motor.

Abstract: A system for controlling fuel flow in an internal combustion engine receives a command specifying a desired fuel flow rate from an electronic control module. The system generates a feedforward estimate of actuator current required to produce the desired flow rate. This estimate is combined with a fueling current offset value generated using a proportional-integral feedback controller. A differential pressure between the fuel rail and cylinder gas is converted, by surface interpolation based on a lookup table, to an estimate of actual fuel flow rate. The difference between this actual fuel flow rate and the desired flow rate is provided to the feedback controller as an error signal. The feedback controller preferably uses different gain values depending on an operating mode of the engine (speed control and torque control modes).

Abstract: An apparatus and methods are provided for sensing movement of a fuel injector valve of a fuel injection system. The apparatus preferably includes a fuel pump for pumping fuel to flow to a combustion chamber of an engine and a first valve positioned in fluid communication with the fuel pump for allowing fuel to flow directly into the combustion chamber when in an open position. A second valve is positioned in fluid communication with the first valve and the fuel pump for allowing fuel to flow to the first valve when in an open position. A second valve actuator is positioned responsive to desired fuel injection for actuating the second valve. A sensor is positioned to sense movement of the first and second valves and the actuation of the second valve actuator. A movement differentiator is preferably positioned responsive to the sensor for differentiating a time of moving of the first valve from the time of moving of the second valve and the actuation of the second valve actuator.

Abstract: A control unit 15 of an air/fuel ratio control apparatus according to the present invention takes in signals output from various sensors detecting operational states of an engine, and controls the fuel injection amount and the ignition timing by executing the predetermined processing by using the taken-in signals, and outputting control signals obtained by the processing to each injector and an ignition coil connected to each ignition plug. Further, the amount to be injected in each cylinder is corrected, based on the integration value of fuel pressure changes detected by the fuel pressure sensor, on the basis of the found fact that the integration value of the fuel pressure changes for each cylinder well corresponds to the amount actually injected into the cylinder.

Abstract: A fuel injector system for a high speed, high pressure engine, the fuel injector system including a pressurized fuel supply, a fuel distributor with an electronically controlled and electronically monitored fuel metering mechanism and a fuel injector with an electronically monitored needle valve wherein the fuel system includes an electronic control module to receive signals from the positioning of the needle valve and the signals from the fuel metering mechanism for analysis and electronic regulation of the metering system to effect injection according to optimum operating conditions.

Abstract: A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judges the point to be a timing for starting the fuel injection of the nozzle. The ECU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The ECU controls the actual injection amount to be identical to a target fuel injection amount.

Abstract: An electronic governor device for adjusting the rotation speed of an agricultural tractor engine including a programmable electronic control unit and an electromecanical actuator controlled by the electronic unit to adjust the flow of fuel delivered to the engine. A plug-in memory card device is provided to store, during engine factory testing, typical engine data including calibration parameters, and to be subsequently applied to the governor device for configurating thereof according to these typical engine data following plug-in of the memory card device into the electronic control unit.

Abstract: An evaporative control system for a multicylinder internal combustion engine makes the driving period of a purge control valve for asynchronous to an engine cycle when controlling purged fuel, to keep an air-fuel ratio in the engine stabilized, improve exhaust purifying performance, and prevent lean misfires.The engine has a canister for storing evaporated fuel from a fuel tank, a purge pipe for connecting the canister to an intake duct of the engine, and a purge control valve disposed in the purge pipe. A driving period changing unit sequentially changes the driving period of the purge control valve from one to another, or changes it so that the start of the driving period may not continuously agree with a crank angle of the engine. A valve controlling unit opens and closes the purge control valve according to the driving period set by the driving period changing unit. A duty factor setting unit sets a minimum valve open time for the purge control valve. A timer unit measures an interval of purge control.

Abstract: In a method of controlling the fuel injection of a Diesel engine wherein injection parameters are adjusted depending on a group of input values including at least engine speed and desired engine torque, the injection timing and injection duration are adjusted by additionally using at least the time gradient of the desired engine torque among the fuel injection parameters.

Abstract: An evaporated fuel gas purging system performs breakdown analysis without deterioration of drivability and exhaust emission even when the amount of purged fuel gas is large. During introduction of negative pressure into the purge system, a control value DUTY sets opening of a purge control valve and a purge flow amount GPG is derived from a map based on differences in the control value DUTY, atmospheric pressure and intake pipe pressure. Thereafter, a purge ratio PGR is calculated from intake air GA and purge flow GPG (PGR=GPG/GA), and a fuel injection correction value FAFLEAK=PGR.times.(FGPGAV-1).times.K1 is calculated, with FGPGAV-1 being the air-fuel ratio feedback correction deviation per 1% purge ratio, and K1 being an error correction coefficient. Then, the fuel injection correction FAFLEAK is guard-processed to maintain it below an upper limit guard value KFLEAKMX.

Abstract: A method and system for determining a level of vapor generated by an evaporative system. The evaporative system is closed to atmosphere. An initial pressure in a fluid-filled tank is sensed and, after a predetermined amount of time, a second pressure in the tank is sensed. A pressure difference is determined based on the sensed initial pressure and the sensed second pressure. The level of vapor generated by the evaporative system is determined based on the pressure difference.

Abstract: A method of modifying the motion of an output-varying control element of an internal combustion engine for a motor vehicle includes detecting the position of the gas pedal and, depending on the position of the gas pedal, determining a control parameter for the output-varying control element. For a particular setting of the output-varying control element the output increment per cycle is prospectively determined, at least as a function of operating parameters of the engine, and from this optimal value and the control parameter determined according to the gas pedal position, a parameter is computed for the output varying control element in the ensuing cycles.

Abstract: In a fuel injection system for an internal combustion engine having a positionable valve which controls an amount of injected fuel during a cycle of the internal combustion engine in response to a control signal, a system for controlling the valve position includes an error signal generator for generating an error signal based on the difference between the desired valve position and the actual valve position. A feedback controller generates the control signal based on a fourth derivative, with respect to time, of the error signal.

Abstract: A fuel system for an engine (10) includes a fuel pump (13), a controller (14) which controls the operation of the fuel pump so that fuel is delivered to the engine at the required time and in the desired quantity, and a transducer (15) for supplying a demand signal to the controller. The system also includes a transducer (16) which provides signals in response to the passage of indicia on a wheel (12) driven by the engine. The system further comprises means for determining the indicia spacing errors and further means responsive to the generally sinusoidal fluctuation of engine speed which corrects the determined spacing. errors.

Abstract: A control method for starting a diesel engine makes it possible to prevent an excessive increase in fuel injection rate in a low speed rotation range at the time of starting for prevention of occurrence of misfiring and unstable engine rotation, and to prevent occurrence of black smoke by controlling the injection rate according to the engine temperature. For this effect, from the beginning of engine starting to a first engine rotating speed (N.sub.1), the control rack is moved in the fuel injection rate reducing direction so that the rack position has a first gradient to correct for an increase in fuel injection rate and, from the first engine rotating speed to a second engine rotating speed (N.sub.3) at which the control rack is returned to its position for ordinary control, the control rack is moved in the fuel injection rate reducing direction so that the rack position has a second gradient greater than the first gradient.

Abstract: A closed-loop control system having two feedback paths 106, 108. A first feedback path contains an expected system output value generated by a system model 102. The second feedback path provides insensitivity to noise by heavily filtering the error between the model output 104 and the actual measured system output 74. Because of the delay associated with the filtering operation, the dual feedback paths result in an initial fast (but approximated) system response, followed by a delayed correction to that response.

Abstract: A fuel-vapor treatment method and apparatus for an internal combustion engine, wherein when the density of fuel vapor emitted directly from a fuel tank is higher than the density of fuel vapor emitted from a canister, provisions are made to prevent the density of the mixture of these vapors purged into an intake passage from varying substantially, thereby suppressing perturbations in air-fuel ratio. When purge execution time becomes long, the energization of a solenoid valve used to control the amount of purge gas from the canister is limited to keep the maximum/minimum amount of purge gas or the amount of change thereof within a prescribed range. This serves to suppress the variation in purge gas amount, and hence the variation in vapor density, that may occur during a transition from idling to driving (in the increasing direction of the purge gas amount) or during a transition from driving to idling (in the decreasing direction of the purge gas amount).

Abstract: An apparatus for and a method of controlling the engine RPM in hydraulic construction equipment, being capable of detecting a neutral valve position corresponding to the idle state of the construction equipment and controlling the engine to drive at a low RPM while the construction equipment is in its idle state, thereby achieving a reduced noise generation and reduced fuel consumption.

Abstract: An exhaust brake system for a motor vehicle comprises an exhaust brake valve inserted in the exhaust passage of an engine, and a control unit for correcting a depression stroke of the accelerator pedal for a predetermined period from the point of time at which the exhaust brake valve is switched from the closed position toward the open position as a result of the depression of the accelerator pedal, wherein the control unit controls a fuel injection pump in such a manner that the amount of fuel supplied to the combustion chamber of the engine is reduced to a value smaller than the amount of fuel injection determined by the actual depression stroke of the accelerator pedal.

Abstract: A control system for a diesel engine for creating an ON/OFF feedback signal for controlling engine-related functions includes a mechanical assembly involving a fuel injection pump, a governor for the fuel injection pump, a pair of cam stops as part of the governor and an electrically grounded moveable rack finger. One of the cam stops is a fixed stop which limits travel of the rack finger and thus limits fueling to a predetermined level. The only variable which determines fuel quantity for this full load cam stop is engine speed. The second stop which limits rack finger travel is an air-fuel cam stop which has two independent variables that determine the fuel limit. These independent variables are engine speed and engine boost pressure. The air-fuel cam stop is placed within a housing which is electrically isolated from the rest of the fuel pump and the engine.

Abstract: A force motor includes an electromagnetic rotary actuator and a governor cup for use in the fuel system of an internal combustion engine to permit a desired fuel flow to pass to the engine. The rotary actuator includes a cylindrical housing over which two coils are wound. The magnetic field generated by applying direct current to the coils interacts with a permanent magnet rotor field to rotate an output shaft against the biasing force of a return spring. A governor cup includes a magnet permitting magnetic engagement of the fuel rod to the governor cup. The rotation of the output shaft is translated into linear movement of the fuel rod by a linkage. The rotary actuator has constant output torque characteristics for a given current level to permit the fuel rod to be correctly positioned for the desired fuel flow.

Abstract: A variable droop engine speed control system includes a proportional-integral-derivative (PID) engine speed controller as its central component. The PID controller includes the standard proportional, integral and derivative gains associated with the proportional, integral and derivative portions of the controller, and further includes a droop gain associated only with the integral portion. The PID transfer function has a pole associated strictly with the droop gain such that a full range of droop may be provided by varying only the droop gain.

Abstract: A device for controlling an engine includes a main control unit for outputting a control signal in response to a signal from an accelerator dial, and a sub-control unit for controlling an actuator that actuates a control lever of a fuel feeding device in response to a control signal from the main control unit and a signal from a key switch. The sub-control unit controls the actuator in response to an off signal from the key switch so that the control lever is moved to a fuel stop position and, after the operation of the engine has been halted, controls the actuator so that the control lever is moved to a start position.

Abstract: A compression ignition engine can be quickly and easily converted into a dual fuel engine simply by adding a gaseous fuel supply system, by disconnecting the governor actuating lever from the throttle pedal, and by adding an electronic controller which controls the operation of the gaseous fuel supply system and which sets the governor actuating lever at a position which causes the engine to deliver pilot fuel at a desired quantity. Operation is simplified by setting the governor using a droop control technique inherent in governor operation. The system can be automatically calibrated to assure the supply of fuel at a precisely controlled quantity per stroke at all engine speeds. The pilot fuel injection system of the resulting engine is non-invasive and permits inherent safety features of the governor to be retained.

Abstract: In a method for diagnosing an engine using a computer based boost pressure model, a first set of parameters of the engine is sensed and used to determined a modeled value of an exhaust temperature. A second set of parameters of the engine is sensed. A modeled value of the boost pressure is determined as a function of the second set of parameters and the modelled exhaust temperature value.

Abstract: An ABS/TRC ECU 22, when an adjustment indicating signal is input thereto, reciprocates a governor actuator 21 to recognize a mechanical actuation range of the governor actuator 21. Also, the ABS/TRC ECU 22 sets a stroke lower limit position A of the governor actuator 21 in view of the amount of offset of the governor actuator depending on a vehicle, to thereby determine a servo position of a governor link 20 during maximum deceleration at the time of TRC corresponding to the position A. Then, the ABS/TRC ECU 22 adds the amount of effective stroke of the governor actuator 21 to the position A to set a stroke upper limit position B of the governor actuator 21 and determines a servo position of the governor link 20 during minimum deceleration at the time of TRC corresponding to the upper limit position. Data on positional control of the governor actuator 21 determined are stored in a memory of the ABS/TRC ECU 22.

Abstract: A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judge the point to be a timing for starting the fuel injection of the nozzle. The EPU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The EPU control the actual injection amount to be identical to a target fuel injection amount.

Abstract: A basic discharge QK Of a fuel pump is determined based on an engine load and an engine rotational speed, and further a correction amount QG for correcting the basic discharge QK based on comparison of an actual fuel pressure PT with a target pressure Po is learnt for every driving conditions. Then, the basic discharge QK is corrected with the correction amount QG, whereas in a transient condition, the basic discharge QK is corrected with a transient correction amount QT set on the basis of a variation rate .DELTA.PT Of the fuel pressure PT. Thus, it is possible to ensure that an amount of fuel required by an engine is surely supplied without excess fuel supply from the fuel pump.