Abstract: A system and method of inducing an operational response change in an operating direct-injection internal combustion engine is provided such that the engine includes a cylinder into which liquid fuel injection is directly performed. The method starts by operating the direct-injection engine using a start of injection (SOI) protocol. At some point during operation, it is determined that a change is desired for a first parameter of engine operation that is at least partially a function of a charge provided to the cylinder (such as the torque output). In response an operational response in the engine is induced by altering the SOI protocol via a first SOI alteration that alters the volumetric efficiency of the cylinder and changes the first parameter.

Abstract: A system and method of inducing an operational response change in an operating direct-injection internal combustion engine is provided such that the engine includes a cylinder into which liquid fuel injection is directly performed. The method starts by operating the direct-injection engine using a start of injection (SOI) protocol. At some point during operation, it is determined that a change is desired for a first parameter of engine operation that is at least partially a function of a charge provided to the cylinder (such as the torque output). In response an operational response in the engine is induced by altering the SOI protocol via a first SOI alteration that alters the volumetric efficiency of the cylinder and changes the first parameter.

Abstract: An electronic ignition system for an internal combustion engine comprises an ignition coil (2) provided with at least a primary winding (3) and a secondary winding (4), a switch (6) connected to the primary winding (3) and drivable in an open and/or closed position according to the value of a driving signal, a control unit (7) associated to the switch (6) and configured to drive it in open and/or closed position according to the value of the driving signal (G). Such system also comprises a voltage changing electronic element (8) connected to the electrical connection (5), operatively interposed between the electrical connection (5) and the primary winding (3), and configured to change the voltage value of the primary winding (3) according to the value of a control signal between at least a first (V1) and a second (V2) voltage value.

Abstract: A circuit configuration for a data processing system for predicting a coordinate for at least one operation to be carried out is provided, the prediction being connected to at least one input signal and being a function of a predefined first time value and at least one predefined first value which represents another physical variable. Upon each change of the at least one input signal, a second time value is calculated in each case from the first value, and to subtract the first time value from the second time value to form a third time value, and/or to calculate a second value from the first time value, and to subtract the first value from the second value to form a third value, in order to determine from the third time value and/or the third value a state in which the at least one operation is to be carried out.

Abstract: An adjusting device for the rotational position of the camshaft of a reciprocating piston engine relative to the crankshaft, has an actuator for adjusting the rotational position that is connected into a control circuit. The control circuit has a controller, which is linked to a data memory, in which controller coefficients for a transfer function of the controller are stored. The data memory has at least two memory areas in which various sets of controller coefficients are stored. The control circuit is connectable with the aid of a mode selector, optionally or alternately, in such a way to one of the data memory areas that the controller coefficient set stored in the particular data memory area is used for the control. A device for ascertaining the operating state of the adjusting device and/or of the reciprocating piston engine is connected to the mode selector in such a way that the controller coefficient set used in the particular case for the control is dependent on the operating state.

Abstract: A processor having an embedded median filter routine, a method of median filtering using a vehicle's CPU, and a misfire detection system for an internal combustion engine with crankshaft acceleration detection means for determining crankshaft acceleration values. In general, the processor is configured to receive new acceleration values and includes a data structure with a data array containing a predetermined number of data fields storing acceleration values in magnitude order. The embedded median filtering routine is configured to identify an oldest in time acceleration value, identify a deletion position in the data array for the oldest in time acceleration value, identify an insertion position in the data array, move selected acceleration values in the data array to vacate the insertion position, insert the new acceleration value in the insertion position, and determine the median value of the acceleration values in the data array.

Abstract: A method for controlling spark timing. A plurality of tables provides borderline timing data contributors for each of a corresponding one of a plurality of different engine operating conditions. The contributors in each table are a function of engine speed and air charge. Background borderline spark timing is determined at a background computational rate from a summation of the borderline timing data in the plurality of tables data in the plurality of tables at engine speed measured at the borderline computational rate and air charge determined at the borderline computational rate. A one-dimensional table has borderline timing data contributors extracted from the provided tables. The extracted borderline timing data contributors are the engine sped measured at the borderline computational rate and the air charge determined at the borderline computational rate. From the one-dimensional table, foreground borderline spark timing is determined at a higher, foreground computational rate.

Abstract: A method for controlling spark timing. A plurality of tables provides borderline timing data contributors for each of a corresponding one of a plurality of different engine operating conditions. The contributors in each table are a function of engine speed and air charge. Background borderline spark timing is determined at a background computational rate from a summation of the borderline timing data in the plurality of tables data in the plurality of tables at engine speed measured at the borderline computational rate and air charge determined at the borderline computational rate. A one-dimensional table has borderline timing data contributors extracted from the provided tables. The extracted borderline timing data contributors are the engine speed measured at the borderline computational rate and the air charge determined at the borderline computational rate. From the one-dimensional table, foreground borderline spark timing is determined at a higher, foreground computational rate.

Abstract: An engine control apparatus receives a rotation signal composed of a train of pulses at every interval of a predetermined angle and having a reference position intermediate of the pulse train. A microcomputer in the apparatus executes a detection of the reference position by an interrupt at every effective edge of the rotation signal. Moreover, the microcomputer detects the crankshaft angle position on the basis of the detection result at the beginning of the start of the engine, and on the basis of the reference position signal after the engine start when it is determined that a signal processing circuit is normally operating, by making the reference position signal from the signal processing circuit effective.

Abstract: The strategy controls operation of an internal combustion engine in the time period before an oxygen sensor is warmed up sufficiently to provide reliable feedback measurements. It involves using a target speed-time (or event) goal, and then applying feedback, feedforward, and/or adaptive controls on the difference between the target and a measured engine speed. The target speed time (or event) can be programmed into an engine controller as a lookup table. The actual engine speed at each desired time or event can then be compared to the desired speed to obtain a difference value. Fueling, or any other speed control parameters, can be modified based on the difference value using feedback or feedforward routines to correct the measured value toward the target. The fueling or other control parameters can also be adapted for the next start based on any corrections.

Abstract: A method of controlling an internal combustion engine is described; in this method, at least one operating variable is controlled, a pre-control ignition timing efficiency is formed as a function of operating parameters of the engine and/or external intervention measures, and the pre-control ignition timing efficiency determines the setpoint values of the at least one operating variable. In a transition from a first operating state to a second operating state, the pre-control ignition timing efficiency is varied by a transition function.

Abstract: An ignition controller has a revolution rate detector, a crankshaft angle detector, a computer, a first read/write memory device for the computed ignition angles for all cylinders, an ignition cycle overlap detector, a FIFO memory for storing a computed ignition angle and a copier for copying the angle from the first memory to the second depending on the degree of overlap. An ignition output device outputs the ignition angle for the next cylinder to be ignited and the corresponding charging time and charging starting angle.

Abstract: To exactly obtain a volumetric efficiency or ignition timing corresponding to a shift amount in rotational angle or phase of a camshaft relative to a crank shaft operably connected therewith even if the opening/closing timing of an exhaust valve and an intake valve is changed so as to optimally control an fuel injection amount or ignition timing, the fuel injection amount or the ignition timing is controlled by calculating a fuel control parameter or an ignition timing control parameter on the basis of an intake pressure and a rpm of the engine. When the valve timing is changed, the amount of change in the valve timing is detected so that the fuel control parameter or the ignition timing control parameter is compensated for on the basis of the change amount thus detected.

Abstract: An engine ignition timing control system for outboard motor having a propeller connected to the engine to be rotated and mounted on a boat such that the boat is propelled forward or backward. The engine is equipped with a decompression mechanism and is started by a recoil starter. In the system, at the time of engine starting, the ignition timing is set to a predetermined crank angle until the detected engine speed exceeds a first prescribed engine speed, while it is set to a value obtained by retrieving a table by at least the detected engine speed after the detected engine speed exceeds the first prescribed engine speed. And, the ignition timing is advanced until the detected engine speed is equal to or greater than a second prescribed value and is then returned to the retrieved value. With this, the engine speed can be reliably increased at starting, without need for a throttle opener or air-fuel ratio enrichment, thereby enhancing engine starting performance.

Abstract: To exactly obtain a volumetric efficiency or ignition timing corresponding to a shift amount in rotational angle or phase of a camshaft relative to a crank shaft operably connected therewith even if the opening/closing timing of an exhaust valve and an intake valve is changed so as to optimally control an fuel injection amount or ignition timing, the fuel injection amount or the ignition timing is controlled by calculating a fuel control parameter or an inanition timing control parameter on the basis of an intake pressure and a rpm of the engine. When the valve timing is changed, the amount of change in the valve timing is detected so that the fuel control parameter or the ignition timing control parameter is compensated for on the basis of the change amount thus detected.

Abstract: A vehicle control unit is disclosed which can be coupled between a tachometer sensor and an electronic ignition system on a vehicle. The unit is also coupled to a speedometer sensor to measure the vehicle's speed. The vehicle control unit limits the vehicle speed by modifying the tachometer signal from the tachometer sensor and providing the modified tachometer signal to the ignition system. The tachometer signal is a pulse train which is used by the electronic ignition system to determine ignition timing. The vehicle control unit limits both ground speed and engine speed by suppressing pulses from the original tachometer signal to prevent the combustion of fuel and thereby reduce engine power when the ground or engine speeds exceed predetermined limits. The vehicle control unit is microcontroller-based and preferably includes a logging function and an acceleration sensor. The microcontroller is coupled to the acceleration sensor to detect the peak accelerations experienced by the vehicle.

Abstract: A method and system to determine the borderline spark timing for a given speed and load of a given cylinder and control spark timing relative to that borderline spark timing to maintain the torque/efficiency of the engine. The system measures combustion related events at several steps from a retarded spark timing to a spark timing signal which is calculated to be beyond the borderline spark timing value. From these measurements, the borderline spark timing signal for a given cylinder at a given speed and load is determined and saved. Borderline spark timing is the spark timing at which audible knock starts to occur.