Abstract: An ECU outputs an ignition signal and a discharge waveform control signal. An ignition device closes an ignition switching element in a period during which the ignition signal is input. After a stop of the input of the ignition signal and in a period of input of the discharge waveform control signal, the ignition device controls current flowing through a primary coil to a discharge current command value that is determined by the discharge waveform control signal by opening or closing a control switching element. A discharge control unit determines whether there is an abnormality. When it is determined that there is an abnormality, the ECU avoids control executed by the discharge control unit, and causes the discharge control unit to execute control during times of low-rotation and low-load operation of an internal combustion engine in order to determine whether the discharge control unit has returned to a normal state.

Abstract: The engine controlling apparatus includes a selector and a changer. The selector selects one of a plurality of injection modes according to the operating condition of an engine, where injection rates of a plurality of injectors differ among the injection modes. The changer changes a map specifying a reference value of a detection signal detected by a first sensor according to the injection mode.

Abstract: Methods and systems for monitoring no start events for vehicles are provided. In accordance with one embodiment, a vehicle includes an engine, a sensing unit, a processor, and a transmitter. The sensing unit is configured to measure one or more parameter values for a vehicle after a request has been made to start the engine. The processor is coupled to the sensing unit, and configured to determine when a no start event has occurred for the vehicle using the one or more parameter values. The transmitter is coupled to the processor, and is configured to transmit, to a remote server, a no start event history for the vehicle based on the determining by the processor.

Abstract: A control device for an engine including an EGR system, the control device includes an electronic control unit. The electronic control unit is configured to forcedly open and close an EGR valve and make a malfunction diagnosis of the EGR system, during fuel cutoff, perform ignition timing retard control when the engine returns from the fuel cutoff, and set the ignition timing at a start point of the ignition timing retard control to a more advanced value when an elapsed period from the malfunction diagnosis of the EGR system to a return from the fuel cutoff is short, as compared with the case where the elapsed period is long, so as to reduce a retard amount of the ignition timing at the start point of the ignition timing retard control, relative to the ignition timing immediately before the start of the ignition timing retard control.

Abstract: A fuel tank supplying device includes: a fuel tank that can accommodate fuel at an interior; a circulation flow path that is connected to an interior of the fuel tank and a fuel refueling port side, and that circulates evaporated fuel vapor that is within the fuel tank to the fuel refueling port side; a variable valve that is provided on the circulation flow path, and adjusts a circulated amount of the evaporated fuel vapor; and air-passage flow path inner diameter changing means that is provided at the variable valve, and that is for changing an inner diameter of a air-passage flow path, through which the evaporated fuel vapor flows, in accordance with internal pressure of the fuel tank, and that, when the internal pressure of the fuel tank is equal to or greater than a predetermined value, makes the inner diameter of the air-passage flow path smaller.

Abstract: An apparatus for starting an engine, including a motor, an output shaft driven by the motor, a pinion provided along the output shaft, and an electro-magnetic solenoid device. The electro-magnetic solenoid device is configured to push the pinion axially toward a ring gear of the engine to mesh the pinion with the ring gear and transfer a rotational force, which is referred to as a motor torque, generated by energization of the motor from the pinion to the ring gear, thereby starting the engine. The apparatus is configured such that, at starting of the engine in its warmed-up state, the motor torque can continue to be applied from the pinion to the ring gear until at least the second compression stroke even when an engine speed varies.

Abstract: A low pressure fuel pump control system of a GDI engine may include a low pressure fuel pump primarily pressurizing fuel supplied from a fuel tank, a high pressure fuel pump secondarily pressurizing fuel from the low pressure fuel pump, a low pressure fuel pump pressure sensor and a high pressure fuel pump pressure sensor detecting fuel pressure of the low pressure fuel pump and the high pressure fuel pump, and a fuel supply pressure controller setting a final target pressure of the low pressure fuel pump by correcting a reference pressure, wherein the reference pressure is corrected by a low pressure correcting pressure according to temperature of the low pressure fuel pump and a correction pressure.

Abstract: A partitioning portion partitions a fuel chamber into a first space, which receives a pressurizing chamber forming portion and is communicated with an inflow pipe, and a second space, which is communicated with an outflow pipe. A flow passage forming portion extends from the partitioning portion toward the first space side and forms a communicating flow passage, which communicates between the first space and the second space. Thereby, vapor contained in the fuel, which is returned from a pressurizing chamber to the fuel chamber, is accumulated as bubbles in the first space, which receives the pressurizing chamber forming portion. The first space is communicated with the outside through the communicating flow passage and the second space. Therefore, outputting of air bubbles of the first space to the outside can be effectively limited in comparison to a case where the fuel chamber is directly communicated with the outside.

Abstract: A choke removal mechanism for an autochoked engine includes an actuator arm which is configured to have an actuated state and an idle state, an actuator which is configured to be mechanically coupled to the actuator arm, a choke which is configured to have an open state and a closed state, and a choke spring which is configured to be mechanically coupled to the choke and the actuator arm, where the choke spring is configured to mechanically link the actuator arm to the choke such that when the actor arm is in the actuated state the choke is in the open state and when the actuator arm is in the idle state the choke is in the closed state.

Abstract: At least after off of an injection pulse of partial lift injection, a difference between a first filtered voltage being a negative terminal voltage of a fuel injection valve filtered by a first low-pass filter and a second filtered voltage being the terminal voltage filtered by a second low-pass filter is calculated, and time from a predetermined reference timing to a timing when the difference between the filtered voltages has an inflection point is calculated as voltage inflection time. Subsequently, an injection quantity corresponding to current voltage inflection time is estimated for each of injection pulse widths with a relationship between the voltage inflection time and the injection quantity, the relationship being beforehand stored for each of the injection pulse widths.

Abstract: At least after off of an injection pulse of partial lift injection, a first filtered voltage Vsm1 being a negative terminal voltage Vm of a fuel injection valve filtered by a first low-pass filter having a first frequency f1 as a cutoff frequency, the first frequency f1 being lower than a frequency of a noise component, is acquired, and a second filtered voltage Vsm2 being the negative terminal voltage Vm filtered by a second low-pass filter having a second frequency f2 as a cutoff frequency, the second frequency f2 being lower than the first frequency f1, is acquired. Time from a predetermined reference timing to a timing when a difference Vdiff (=Vsm1?Vsm2) between the filtered voltages has an inflection point is calculated as voltage inflection time Tdiff, and the injection pulse of the partial lift injection is corrected based on the voltage inflection time Tdiff.

Abstract: An electronic governor system includes a motor, a transmission coupled to the motor, a throttle plate coupled to the transmission, the throttle plate movable to multiple positions between closed and wide-open, wherein power is supplied to the motor to move the throttle pate to a desired position and wherein power is not supplied to the motor to maintain the throttle plate in the desired position.

Abstract: An injection system for an injection system includes at least one injection valve for injecting fuel into an internal combustion engine. A closing element of the injection valve is moved in recurring injection cycles such that the closing element hits an upper stop at an actual opening time and/or hits a closing position at an actual closing time and thereby triggers a characteristic signal of a sensor element of the injection valve, wherein a signal course of the sensor element over time is detected and a part of the signal course contained in a searching time period of the injection system is examined, wherein a searching method is performed in subsequent injection cycles if the characteristic signal is not detected in said part of the signal course over time.

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: Methods and systems are provided for regulating engine operating parameters such as exhaust gas recirculation (EGR) based on road roughness conditions. Based on increased road roughness estimation, EGR flow rate may be opportunistically raised, enabling NVH associated with elevated EGR levels to be masked by NVH associated with rough road conditions. In addition, purging of fuel vapors from a canister or a crankcase to the engine may be increased while transmission shift schedules may be advanced so as to complete the shift during the rough road condition.

Abstract: Methods and systems are provided for regulating engine operating parameters such as exhaust gas recirculation (EGR) based on road roughness conditions. Based on increased road roughness estimation, EGR flow rate may be opportunistically raised, enabling NVH associated with elevated EGR levels to be masked by NVH associated with rough road conditions. In addition, purging of fuel vapors from a canister or a crankcase to the engine may be increased while transmission shift schedules may be advanced so as to complete the shift during the rough road condition.

Abstract: An exhaust gas recirculation device capable of restraining generation of condensate water in an EGR path after engine stoppage is provided. When ignition is switched from ON to OFF, fuel injection is prohibited. As a result, a gas (fresh air) that flows into a cylinder after the switching is discharged into an exhaust passage without burning. In the present invention, a valve opening timing of an exhaust valve is changed so that a high peak portion of a pulsation of the gas arises at an EGR branch point, and the EGR valve is opened. Thereby, the fresh air flowing in the exhaust passage can be introduced into an EGR passage, and therefore an EGR gas in the EGR passage can be replaced with the fresh air.

Abstract: A fuel tank vent valve includes a venting apparatus for regulating discharge of fuel vapor from a fuel tank and admission of outside air into a fuel tank. The vent valve is used to regulate pressure in a fuel tank.

Abstract: A control method of the heated injector system for a vehicle including an injector, injecting fuel into an engine of the vehicle, and a fuel pump supplying the fuel to the injector, includes activating a heater to preheat the injector, stopping fuel supply by stopping driving of the fuel pump, and upon stopping the fuel supply, re-activating the heater to heat the injector.

Abstract: When a predetermined restart condition is satisfied after an engine is automatically stopped, whether or not a piston of a stopped-in-compression-stroke cylinder which is in a compression stroke falls within a specific range set at a bottom dead center side of a predetermined upper limit position is determined. When the piston of the stopped-in-compression-stroke cylinder falls within the specific range, a first compression start is executed in which fuel is injected from an injector into the stopped-in-compression-stroke cylinder for the first time and is then self-ignited. In the first compression start, a start timing of a first fuel injection operation with respect to the stopped-in-compression-stroke cylinder is set to be earlier as a stop position of the piston of the cylinder gets closer to the bottom dead center within the specific range.