Abstract: In at least some implementations, a charge forming device includes multiple throttle bores, an inlet chamber in which fuel is received, at least one fuel passage communicating the inlet chamber with the throttle bores, and a valve having an inlet in communication with the inlet chamber, an outlet and a valve head that is movable and allows flow from the inlet chamber through the outlet when the pressure in the inlet chamber is greater than a threshold pressure.

Abstract: A fuel injection controller for a vessel engine to drive a propulsion apparatus mounted in a vessel is configured or programmed to execute functions of an effective opening area calculator to calculate an effective opening area of a throttle valve based on a throttle opening degree of the vessel engine, a filter value calculator to determine a first-order lag filter value of the effective opening area, a correction value calculator to determine a ratio of the effective opening area to the first-order lag filter value as a correction value, a predictive suction pressure calculator to determine predictive suction pressure by multiplying an average value of suction pressure detected at a suction passage by the correction value determined by the correction value calculator, a fuel injection amount calculator to calculate a fuel injection amount based on the predictive suction pressure, and a fuel injection driver to drive a fuel injector based on the fuel injection amount.

Abstract: A method for controlling the total injection mass per working cycle during a multiple injection operation of a fuel injector of an internal combustion engine is provided. In the method, an injection mass difference is determined from individual injection pulse to individual injection pulse, and transferred to the next individual injection pulse, in stepwise fashion. The injection mass difference remaining in the penultimate individual injection pulse is transferred to the final individual injection pulse to achieve a total injection mass with improved tolerance.

Abstract: There is described a system comprising mechanical equipment and an apparatus for monitoring and/or controlling the mechanical equipment. The mechanical equipment vibrates at a frequency fvibration in use, and the apparatus is attached to the mechanical equipment such that the apparatus also vibrates when the mechanical equipment is in use. The apparatus comprises an electronics module and a resonant electric generator. The resonant electric generator has a resonant frequency f0 comparable to the vibrational frequency fvibration of the mechanical equipment. The resonant electric generator comprises a magnet having an associated a magnetic field, a coil electrically coupled to the electronics module, and a resilient member. The resilient member is configured, when the apparatus is vibrated at or around the resonant frequency f0, to cause relative oscillation of the coil and the magnet so as to induce an electric current in the coil to thereby power the electronics module.

Abstract: A CPU increases an injection amount when a coolant temperature of an internal combustion engine is equal to or lower than a predetermined temperature. The CPU corrects the injection amount to control an air-fuel ratio to a target value in a feedback manner. The CPU performs a temperature raising process for a GPF, by stopping fuel injection in a second cylinder and making the air-fuel ratio of an air-fuel mixture in first, third, and fourth cylinders richer than a theoretical air-fuel ratio. In performing the temperature raising process, the CPU stops a feedback process of the air-fuel ratio. In performing the temperature raising process, the CPU corrects the injection amount in a decreasing manner in accordance with an operation amount of the feedback process before the performance of the temperature raising process.

Abstract: An internal combustion engine management system includes: a plurality of internal combustion engine units of which each includes an internal combustion engine, a first communicator configured to communicate with a server device, and a communication controller configured to transmit at least estimation information out of the estimation information which is used to estimate an environment in which the internal combustion engine is placed and information of a control map which is used to control the internal combustion engine to the server device using the first communicator; and the server device that includes a second communicator configured to communicate with the first communicator, and a processor configured to extract a second internal combustion engine unit having transmitted estimation information which is similar to the estimation information received from a first internal combustion engine unit out of the plurality of internal combustion engine units from the plurality of internal combustion engine uni

Abstract: A controller includes a memory device and an execution device, which executes an operation of an operated unit of an internal combustion engine. The execution device includes a first operation process that operates the operated unit by an operated amount, which is calculated on the basis of a state of a vehicle, using an adapted data set, a second operation process that operates the operated unit by an operated amount that is defined by a relationship defining data set and the state of the vehicle, and a switching process that switches the operation of the operated unit between an operation by the first operation process and an operation by the second operation process, depending on whether the vehicle is performing a manual acceleration travel or an automatic acceleration travel.

Abstract: A controller includes a memory device and an execution device, which executes an operation of an operated unit of an internal combustion engine. The execution device includes a first operation process that operates the operated unit by an operated amount, which is calculated on the basis of a state of a vehicle, using an adapted data set, a second operation process that operates the operated unit by an operated amount that is defined by a relationship defining data set and the state of the vehicle, and a switching process that switches the operation of the operated unit between an operation by the first operation process and an operation by the second operation process, depending on whether the vehicle is performing a manual acceleration travel or an automatic acceleration travel.

Abstract: A method is used to control a fuel level gauge of a vehicle system and includes: monitoring, via an engine controller, a fuel economy of the vehicle system; comparing, via the engine controller, the fuel economy with a predetermined fuel economy threshold to determine whether the fuel economy is less than the predetermined fuel economy threshold; adjusting, via the engine controller, a sensitivity of a display filter in response to determining that the fuel economy is less than the predetermined fuel economy threshold for a predetermined amount of time in order to maximize an accuracy of the fuel level gauge, wherein the display filter smoothes an unfiltered fuel level signal received from a fuel level sensor of the vehicle system, thereby generating a filtered fuel level signal; and controlling, via an instrument panel controller, the fuel level gauge of the vehicle system.

Abstract: A method for controlling a marine internal combustion engine is carried out by a control module and includes: operating the engine according to a initial set of mapped parameter values configured to achieve a first fuel-air equivalence ratio in a combustion chamber of the engine; measuring current values of engine operating conditions; and comparing the engine operating conditions to predetermined lean-burn mode enablement criteria. In response to the engine operating conditions meeting the lean-burn enablement criteria, the method includes: (a) automatically retrieving a subsequent set of mapped parameter values configured to achieve a second, lesser fuel-air equivalence ratio and transitioning from operating the engine according to the initial set of mapped parameter values to operating the engine according to the subsequent set of mapped parameter values; or (b) presenting an operator-selectable option to undertake such a transition, and in response to selection of the option, commencing the transition.

Abstract: A method and device for water injection, wherein a water injector (104) is activated in accordance with an activation (200) to open at a first time (t1) and to close at a second time (t2), wherein a water pressure profile (300) is measured and a change in the water pressure profile (400) is determined on the basis of the water pressure profile (300), wherein, depending on the water pressure profile (300) and on the change in the water pressure profile (400), it is determined whether the water injector (104) has been opened as a result of the activation (200), and/or wherein, depending on the water pressure profile (300) and on the change in the water pressure profile (400), it is determined whether the water injection (104) has been closed as a result of the activation (200).

Abstract: A control device of a vehicle capable of improving acceleration responsiveness and suppressing increase in the NOx emission amount when a required torque is increased during a steady lean operation. A target air-fuel ratio (AFCMD) is set according to an accelerator pedal operation of a driver. When the driver depresses an accelerator pedal to make an acceleration request during the lean operation, in which the AFCMD is set to a predetermined lean air-fuel ratio (AFLN), air-fuel ratio reduction control is executed to reduce the AFCMD according to the acceleration request. In the air-fuel ratio reduction control, when the AFCMD calculated according to a required torque (TRQCMD) is smaller than a limit air-fuel ratio (AFLMT), the AFCMD is set to the AFLMT, and the AFLMT is set to a value smaller than the AFLN set in a steady state of the lean operation and larger than a theoretical air-fuel ratio (AFST).

Abstract: At least some implementations of a method of distinguishing between two loads being driven by an engine, includes the steps of determining engine speed at defined intervals, comparing a second engine speed against a previously determined first engine speed, determining if the second engine speed fits an expected pattern of engine speeds, and counting either the number of incidents where the second engine speed does not fit the expected pattern, or the number of incidents where the second engine speed does fit the expected pattern, or some combination of these two. A method of determining if an engine is operating at least near a lean limit of its air to fuel ratio is also disclosed.

Abstract: A sensor capable of detecting both airflow in spirometry and a full range of sound frequencies is provided. The airflow sensor includes a movable flap with one or more integrated strain gauges for measuring displacement and vibration. The sensor may be a bidirectional elastic flap airflow sensor that is capable of providing data needed for both spirometry and auscultation measurements. The sensor is provided in connection with a software module that analyzes sensor output waveforms and provides for correction functions that correct for certain non-linear response functions of the flap. The correction functions are also suitable for non-medical fluid flow metering applications. Additional devices may also be affixed to the flap, such as sensors for the ambient level of various chemicals, sensors for temperature, sensors for humidity and microphones.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, a duration of a port fuel injection window is increased to improve engine performance and a direct fuel injector fuel pulse width is dynamically adjusted to improve accuracy of an amount of fuel delivered during a cylinder cycle.

Abstract: The abnormality diagnosis system comprises an air-fuel ratio control means which sets the target air-fuel ratio of exhaust gas to a first set air-fuel ratio set to a first side of a rich side or a lean side, then, when a downstream side output air-fuel ratio is at the first side, switches the target air-fuel ratio to a second set air-fuel ratio set to a second side at the opposite side from the first side. The abnormality diagnosis system calculates the time from when the target air-fuel ratio is switched to when the downstream side output air-fuel ratio starts to change toward the stoichiometric air-fuel ratio based on a differential value of the downstream side output air-fuel ratio and, when the calculated time is a predetermined time or more, judges that a dead time at the downstream side air-fuel ratio sensor is abnormal.

Abstract: A characteristic change, disturbance, and an abnormal state are accurately detected with no use of a high-accuracy simulation model. A control device for controlling a control target includes a predictive value calculator that outputs a predictive value of an output value to an input value with respect to a model of the control target, a prediction error calculator that calculates a relational value indicating a relationship between the predictive value and a measured value of output of the control target; and a change detector that compares a first relational value to a second relational value, the first relational value being the relational value in a reference state in which the control target operates normally, the second relational value being the relational value in an operating state in which the control target is operated.

Abstract: An exhaust gas recirculation device for an internal combustion engine includes: an opening command signal output unit 52 which outputs an opening command signal in relation to an EGR control valve on the basis of an operating condition of the internal combustion engine; a variation component separation unit 54 which separates the valve opening command signal from the opening command signal output unit 52 into a basic component and a variation component generated so as to be superimposed on the basic component; a variation component determination unit 56 which determines whether the EGR control valve is in a steady state or a transient state on the basis of a magnitude of the variation component separated by the variation component separation unit 54; and an EGR control valve diagnosis device 58 that performs an abnormality diagnosis on the EGR control valve when the variation component determination unit determines that the EGR control valve is in the steady state.

Abstract: Methods and systems are provided for reducing fueling errors resulting from pressure pulsations in a port injection fuel rail. The pressure pulsations result from pressure pulsations generated in a high pressure fuel pump delivering fuel to both the port injection fuel rail and a direct injection fuel rail. A center of a port injection fuel pulse is repositioned on a nearest fuel rail pressure sampling point in the advanced direction to improve the accuracy of the delivered fuel pulse.

Abstract: Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, different duration port fuel injection windows are provided to maximize fuel injection amount and improve accuracy of an amount of fuel injected during a cylinder cycle via port and direct fuel injectors.

Abstract: A method is provided for regulating the rotational speed in a hybrid drive of a vehicle having a first drive source, in particular an internal combustion engine, and a second drive source, in particular an electric motor. A rotational speed variable which is a function of a rotational speed of the first drive source and of a rotational speed of the second drive source is determined. The rotational speed of the first drive source or of the second drive source is regulated based on the rotational speed variable for oscillation reduction. The rotational speed variable used is preferably a mean value of the two rotational speeds. The two rotational speeds may be weighted on the basis of inertia in order to form the mean value as well.

Abstract: There is provided a fuel injection device. Based on a current intake air pressure and a previous intake air pressure of an engine at the predetermined crank position, an intake air pressure variation of the engine at the predetermined crank position is calculated as a measured intake air pressure variation. Based on the current rotational speed and the previous rotational speed of the engine at the predetermined crank position, and a fully-closed-state intake air pressure conversion data item, the fully-closed-state intake air pressure variation of the engine at the predetermined crank position is calculated. The measured intake air pressure variation is corrected based on the fully-closed-state intake air pressure variation. Based on the corrected measured intake air pressure variation, the current rotational speed at the predetermined crank position, and the transient fuel injection quantity conversion data item, the transient fuel injection quantity at the predetermined crank position is determined.

Abstract: An apparatus for controlling an air system of a diesel engine in a steady state. The air system comprises a waste gas recycling system and a turbocharging system.

Abstract: Controlling an exhaust gas temperature of an engine. An electronic control unit receives a parameter setpoint command, monitors parameters of an engine using a plurality of sensors, receives measured engine states based on the monitored engine parameters from the plurality of sensors, generates measured engine state estimates and controlled engine state estimates using an engine observer model, determines an observer error based on a difference between the measured engine states and the measured engine state estimates, generates model corrections based on the observer error, generates a desired exhaust throttle valve position using an inverse engine model based on the parameter setpoint command, the controlled engine state estimates, and the model corrections, and adjusts a position of the exhaust throttle valve based on the desired exhaust throttle position.

Abstract: A fuel injection control apparatus of a four cycle engine having three cylinders comprises: a crank angle detection device for detecting the crank angle of the four cycle engine; a first computation device for computing the quantity of fuel, which is injected in a predetermined stroke of a four stroke cycle, at a first computation timing; a second computation device for computing the quantity of fuel, which is injected one stroke before the predetermined stroke, at a second computation timing 240 degrees ahead of the crank angle of the first computation timing; and a third computation device for computing the quantity of fuel, which is injected two strokes before the predetermined stroke, at a third computation timing 240 degrees ahead of the crank angle of the second computation timing. The fuel injection control apparatus is adapted to decrease interruptions by computations for fuel injection control in the three cylinder engine, and reduce control load.

Abstract: A driver assistance system for a motor vehicle has a controller within a speed and/or distance regulator, which controller is used for the regulation of the acceleration of the motor vehicle according to a setpoint acceleration. The driver assistance system also includes an input coupling unit for coupling an additional acceleration that can be predefined by the driver of the motor vehicle into the system.

Abstract: A fuel control system includes a target rail pressure module. The target rail pressure module determines a target fuel rail pressure of a fuel rail of a direct injection engine. An offset module determines an offset value based on an engine speed of the direct injection engine and at least one of an engine load and an air per cylinder. A modifier module determines a modifier value based on a temperature of the direct injection engine. A rail pressure control module adjusts a current fuel rail pressure of the fuel rail based on the target fuel rail pressure, the offset value and the modifier value.

Abstract: An apparatus and a method control an internal-combustion engine with a fuel injection valve for injecting fuel into an inlet port. In fuel injection control, injection field pressure at injection start timing is estimated from engine rotation speed and injection starting timing of the fuel injection valve. Since flow rate of the fuel injection valve fluctuates when a fuel accumulating space between a valve body and injection holes of the fuel injection valve changes by injection field pressure, a correction value to correct flow rate fluctuations is calculated based on injection field pressure at injection start timing. Fuel injection by the fuel injection valve is controlled by setting the result of adding the correction value to an injection pulse width calculated from intake air flow, engine rotation speed, etc., to final injection pulse width. Air-fuel ratio error is thereby reduced even when injection field pressure at injection timing changes.

Abstract: A method of estimating an injection pressure for an internal combustion engine of an automotive system is disclosed that is well-suited for use with a digital pressure sensor, which periodically acquires injection pressure signals. An updated injection pressure value is calculated starting from an injection pressure signal and compensated with a pressure-correcting parameter, based on an elapsed time from the injection pressure signal acquisition, an actual engine speed and an actual fuel injection quantity.

Abstract: An engine ignition control method and system for controlling ignition timing that computes a predicted crankshaft angular velocity based on prior computed and verified crankshaft angular velocity and acceleration and determines a capture window of the next crankshaft position sensor pickup signal for the verification of the predicted crankshaft angular velocity. The ignition control system also utilizes both crankshaft position pickup signals and the intake manifold air pressure measurements for determining the stroke of the combustion cycle in turn providing more accurately timed signals for the fuel injection and ignition systems. During engine starts, the engine ignition control system performs a series of continuous spark-triggering, determines if each spark-triggering being at the correct or incorrect point in the combustion cycle by detecting if there is any engine acceleration and adjusts the generation of the signal for the next spark-triggering accordingly.

Abstract: The method can control a powertrain in order to maintain the charge temperature at a desired value regardless of exhaust manifold pressure or altitude. The method includes the following steps: (a) receiving a torque request; (b) determining a desired air charge based, a least in part, on the torque request; (c) determining an actual air charge based, at least in part, on input signals from a manifold absolute pressure (MAP) sensor and a mass airflow (MAF) sensor; (d) adjusting an intake valve timing of the intake valve such that the actual air charge is equal to a desired air charge, and (e) adjusting throttle position and actuator positions of boosting devices such that the actual intake manifold pressure is equal to the desired intake manifold pressure.

Abstract: A method of controlling fuel injection in a dual fuel engine system includes determining, with a first controller, a diesel injection pulse indicative of a first amount of diesel fuel to be injected into a combustion chamber of the engine and a first timing at which the first amount of diesel fuel is to be injected. The method also includes determining, with a second controller, a combined injection pulse based on the diesel injection pulse. The method further includes injecting the second amount of diesel fuel and the third amount of natural gas into the combustion chamber in accordance with the combined injection pulse. In such a method, injection in accordance with the combined injection pulse results in a combustion event characterized by a second combustion characteristic substantially equal to a first combustion characteristic associated with the diesel injection pulse.

Abstract: A fuel injection amount calculation method calculates a fuel injection amount to an internal combustion engine of a vehicle. The method can include calculating a relative intake pressure which is a difference between an intake pressure peak of intake air upon intake starting of a cylinder of the internal combustion engine and an intake pressure bottom of the intake air upon intake ending. The method can also include calculating the fuel injection amount based on the relative intake pressure.

Abstract: This is a system for generating hydrogen on-board the vehicle from compressed natural gas (CNG) in select ratios to create hydrogen-enriched CNG (HCNG) fuel for use in internal combustion engines. The on-board generation of hydrogen is comprised of a reforming system of CNG fuel with direct contact with exhaust gases. The reforming system controls for production of HCNG fuel mixtures is based on specific engine operating conditions. The vehicle's engine controls and operating parameters are modified for combustion of selective ratios of HCNG fuel mixtures throughout engine operating cycle. The reforming system controls and engine controls modifications are also used to minimize combustion emissions and optimize engine performance.

Abstract: The invention relates to a method of controlling an internal-combustion engine (1) equipped with an exhaust gas recirculation circuit and with variable timing means, having a first actuator (8) and of a second actuator (9). The method comprises acquiring a torque setpoint for the engine Tqsp determining a position setpoint for the first actuator (8) VVTint and a position setpoint for the second actuator (9) VVTexh by using a burnt gas flow model (MEGB) that relates the position setpoints of the actuators to the engine torque setpoint Tqsp . The burnt gas flow model (MEGB) comprises a cylinder filling model (MR), the burnt gas fraction in the cylinder is controlled by applying position setpoints VVTint and VVTexh to the variable timing means (8 and 9).

Abstract: A storage control device of an outboard motor writing operation history information of the outboard motor to a nonvolatile memory by using an electric power generated by driving of an internal combustion engine, the storage control device includes a stop instruction detecting unit detecting a stop instruction of the driving of the internal combustion engine by a boat operator, a writing unit writing the operation history information to the nonvolatile memory in accordance with the stop instruction detected by the stop instruction detecting unit, a write judgment unit judging whether or not the operation history information is written to the nonvolatile memory by the writing unit, and a stop processing unit stopping the driving of the internal combustion engine after it is judged that the operation history information is written to the nonvolatile memory by the write judgment unit.

Abstract: A method and system for controlling fuel injection for vehicles controls fuel injection amount according to change in kinetic energy of the vehicle or performs fuel cut control so as to improve fuel economy. The method may include setting a first energy line corresponding to energy loss due to running resistance when deceleration, setting a second energy line corresponding to energy loss due to engine friction, determining whether kinetic energy of the vehicle is above the first energy line after a predetermined time has elapsed, and injecting fuel by an amount generating energy corresponding to a sum of engine friction energy and braking energy in a case that the kinetic energy of the vehicle is above the first energy line.

Abstract: A control device for an internal combustion engine is provided with: a variable valve driving mechanism capable of changing a working angle of an intake valve while keeping a maximum magnitude of lift and opening timing constant; a reduction catalyst which absorbs nitrogen oxide in exhaust during lean combustion and reduces the nitrogen oxide absorbed during rich combustion; and a control unit changing, according to a load on the internal combustion engine, an amount of advance of closing of the intake valve at the time of switching to rich combustion.

Abstract: A control device for an internal combustion engine is provided with: a variable valve driving mechanism capable of changing a working angle of an intake valve while keeping a maximum magnitude of lift and opening timing constant; a reduction catalyst which absorbs nitrogen oxide in exhaust during lean combustion and reduces the nitrogen oxide absorbed during rich combustion; and a control unit changing, according to a load on the internal combustion engine, an amount of advance of closing of the intake valve at the time of switching to rich combustion.

Abstract: A method for operating an internal combustion engine. The internal combustion engine has at least one cylinder, to which are connected an intake manifold having an air mass sensor, an exhaust pipe having a ?-sensor and an exhaust gas recirculation line having an exhaust gas recirculation valve. The air mass sensor generates an air mass sensor signal. The ?-sensor generates a ?-sensor signal. The exhaust gas recirculation valve is adjusted by a control signal. A setpoint injection quantity is formed and the control signal of the exhaust gas recirculation valve is formed as a function of the air mass sensor signal. An air mass replacement signal for the air mass sensor signal is formed as a function of the ?-sensor signal and the setpoint injection quantity. In the case of a faulty air mass sensor signal, the control signal is formed as a function of the air mass replacement signal.

Abstract: Embodiments for controlling exhaust air-fuel ratio are provided. In one example, an engine method comprises adjusting upstream exhaust air-fuel ratio to maintain a first emission control device at or below a threshold temperature, and when the upstream exhaust air-fuel ratio is below a threshold, injecting air into an exhaust passage between the first emission control device and a second emission control device to maintain downstream exhaust at a different, higher air-fuel ratio. In this way, excess emissions may be converted while maintaining the emission control devices below a maximum temperature.

Abstract: A control system for an internal combustion engine, which is capable of directly and properly calculating the most fuel-efficient torque according to operating conditions of the engine without setting or learning in advance operating lines indicative of the most fuel-efficient torques, thereby making it possible to reduce costs and enhance fuel economy. In the control system, when the engine is operated at a predetermined reference rotational speed, a plurality of fuel consumption ratio parameters associated with a plurality of estimated torques are calculated based on a provisional intake air amount-estimated torque relationship which is the relationship between provisional intake air amounts and estimated torques to be obtained when the provisional intake air amounts of intake air are supplied. Further, an estimated torque associated with a minimum value of the fuel consumption ratio parameters is calculated as the most fuel-efficient torque at the reference rotational speed.

Abstract: A method for controlling the operation of an engine of a vehicle is disclosed in which a torque request signal supplied to control the supply of torque from the engine is adaptively modified based upon a desired maximum acceleration limit for the currently engaged gear and variations in the sum of forces resisting motion of the vehicle.

Abstract: An air-fuel ratio control system of an internal combustion engine comprises a fuel amount determiner for determining a fuel command value. The fuel amount determiner has a feedback control mode in which the fuel amount determiner determines a running state reference coefficient corresponding to a running state detected by a running state detector based on a first correspondence stored in the memory, determines a running state compensation coefficient corresponding to the running state detected by the running state detector based on a second correspondence stored in the memory, determines a feedback compensation coefficient used to cause an air-fuel ratio to reach a value closer to a theoretical air-fuel ratio based on an output of the air-fuel ratio sensor, and determines the fuel command value using a formula including the determined running state reference coefficient, the determined running state compensation coefficient, and the determined feedback compensation coefficient.

Abstract: The present disclosure is directed to various embodiments of systems and methods for reducing the production of harmful emissions in combustion engines. One method includes correlating combustion chamber temperature to acceleration of a power train component, such as a crankshaft. Once the relationship between acceleration/deceleration of the component and combustion temperature are known, an engine control module can be configured to adjust combustion parameters to reduce combustion temperature when acceleration data indicates peak combustion temperature is approaching a harmful level, such as a level conducive to the formation of undesirable oxides of nitrogen. Various embodiments of the methods and systems disclosed herein can employ injectors with integrated igniters providing efficient injection, ignition, and complete combustion of various types of fuels.

Abstract: An electronic control unit executes torque suppression control for reducing engine torque at the time of strong accelerator operation on the basis of an execution condition that a period of time elapsed from when an ignition switch is turned on is shorter than a prescribed period of time. By so doing, the torque suppression control is executed only when the elapsed period of time is short, a vehicle is still running in a parking lot and it is less likely that a driver performs accelerator operation with the intention to suddenly accelerate the vehicle; whereas, when the elapsed period of time is longer than a certain period of time and the vehicle is presumably running on an ordinary road, the torque suppression control is not executed, and acceleration of the vehicle along with the driver's intention is allowed.

Abstract: This invention relates to a drive train (1) of a mobile vehicle with an internal combustion engine (2) and a load device (3) driven by the internal combustion engine (2). The internal combustion engine (2) is controlled by an electronic engine control unit (4) and the load device (3) is controlled by an electronic control unit (5). A low idle speed (nuL) for the operation of the internal combustion engine at no load is stored in the engine control unit (4). The electronic control unit (5) detects a pause in the operation of the load device (3) and transmits a speed setpoint (nStandby) for standby operation of the internal combustion engine to the engine control unit (4) to operate the internal combustion engine (2) at idle during a pause in operation at the speed setpoint (nStandby), which is below the low idle speed (nuL) for standby operation.

Abstract: A fuel injection control for an internal combustion engine includes: estimating a convergence temperature of the exhaust gas catalytic converter; calculating an OTP boost value using the estimated convergence temperature; and estimating the convergence temperature on the assumption that the temperature decrement quantity of the exhaust gas catalytic converter which is caused by the power boosting is zero when both of the OTP boosting execution condition and the power boosting execution condition are met.

Abstract: When an engine driving condition has been changed from an idling condition to a vehicle running condition, a controller measures an idling period. When the idling period is longer than a determination time period immediately after the vehicle is started, a penetrating-force-decrease control is performed. Therefore, even when a piston temperature is relatively low and particulate matters are easily generated, it can be restricted that fuel adheres to the piston top-surface by performing the penetrating-force-decrease control. Further, in the penetrating-force-decrease control, since the fuel is injected at optimum injection timing, it can be avoided that emission and fuel economy are deteriorated.

Abstract: Fuel efficiency of small carbureted engines can be improved through the use of a fuel shut off valve that ceases fuel flow in the carburetor upon determination that the engine throttle has been closed and the engine is not at or near an idle condition.