Abstract: This disclosure describes a method of controlling operation of an unmanned aerial vehicle (UAV) having a flight control system comprising: a flight controller for implementing a flight control strategy; and an engine control unit interfaced with the flight controller for controlling engine operation. An engine speed target is set for the flight control system in response to one or more signals communicated by the flight controller to the engine control unit which controls engine operation to achieve the engine speed target by closed loop control over fueling without requiring throttle position control.

Abstract: A method of controlling operation of an unmanned aerial vehicle having a flight control system (110) comprising: a flight controller (300) for implementing a flight control strategy; and an engine control unit (117) interfaced with said flight controller (300) for controlling engine (115) operation. An engine speed target is set for said flight control system in response to one or more signals communicated by said flight controller (300) to the engine control unit (117) which controls operation of engine (115) to achieve the engine speed target.

Abstract: A method of treating NOx emmissions in the exhaust gas of an internal combustion engine having catalyst means including at least a first catalyst converter capable of treating NOx, the method including operating the engine in a first mode to promote a first set of conditions and in a second mode to promote a second set of conditions, wherein the first mode of operation includes operating the engine with a lean air-fuel ratio, and the second mode of operation includes operating the engine with a stoichiometic air-fuel ratio.

Abstract: A method of measuring the airflow in an engine, the engine having an intake manifold, including: sampling the manifold absolute pressure in said intake manifold at a predetermined crank angle of the engine; and determining the airflow as a function of the pressure differential between atmospheric pressure and the manifold absolute pressure at said crank angle.

Abstract: A method of controlling the engine speed of an internal combustion engine, the method including the steps of determining the engine speed demanded by an operator of the engine and comparing this demanded engine speed with a predetermined engine speed limit, wherein if the demanded engine speed exceeds the predetermined engine speed limit, the fuelling rate demanded of the operator is only reduced in order to control the engine speed to the predetermined engine speed limit.

Abstract: A method of measuring the airflow in an engine, the engine having an intake manifold, including:

Abstract: A method of controlling the engine speed of an internal combustion engine, the method including the steps of determining the engine speed demanded by an operator of the engine and comparing this demanded engine speed with a predetermined engine speed limit, wherein if the demanded engine speed exceeds the predetermined engine speed limit, the fuelling rate demanded of the operator is only reduced in order to control the engine speed to the predetermined engine speed limit.

Abstract: A method and system of treating blow-by gases within an internal combustion engine, the engine (10) including at least one combustion chamber (28), a dual fluid fuel injection system (26) for delivering a metered quantity of fuel entrained in compressed gas to the at least one combustion chamber (28), the injection system (26) having a compressor (38) for supplying the compressed gas, the method including using the intake vacuum of the compressor to draw the blow-by gases from within the engine for subsequent delivery by the injection system to the at least one combustion chamber.

Abstract: In introducing fuel to a combustion chamber, the end of air (EOA) is established in the crank angle domain. For example, determination of the average or raw speed is utilize to determined an appropriate crank angle for the closing of the delivery injector (EOA). Once the end of air (EOA) is established in the crank angle domain, the start of air (SOA) may be set in the time domain (by a processor) at a time prior end of air (EOA) by duration equal to the time which the delivery is required to remain open. The required pulse width for the fuel metering injector and the desired fuel-air delay time may then be subtracted from the start of air (SOA) to obtain the start of fuel (SOF) and end of fuel (EOF) in the time domain. Other ways may be utilized to calculate SOA, SOF and EOF. For example, SOA may be estabished in the crank angle domain.

Abstract: Disclosed is a method of operating an internal combustion engine (20) with a fuel injection system (11;12) including an injector (12) for delivery of a fuel-gas mixture to a combustion chamber (60) of the engine (20). The engine (20) includes a gas supply system (11;13) pressurized at start-up through a pump-up sequence to a desired pressure for injection of fuel to the engine (20). In the pump-up sequence, the injector (12) is opened allowing pressurized gas to flow from the combustion chamber (60) through the injector (12) and into the gas supply system (11;13). This pressurizes the gas supply system (11;13) when pressure in the combustion chamber (60) is higher than the pressure in the gas supply system (11;13).

Abstract: A method of controlling the oil flow rate for an internal combustion engine including: a) defining a break-in period of the engine; b) determining whether the engine is running within the break-in period; and c) varying the oil flow rate for the engine if the engine is running within said break-in period from the oil flow rate for the engine when running under normal conditions outside the break-in period such that the oil flow rate during the break-in period is generally higher than the oil flow rate under normal engine conditions.

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

Abstract: A method for controlling fuel supply to an engine, having idle and off-idle operating modes, including determining the total fuel per cycle at idle (FPC.sub.TOTAL-IDLE); determining the total fuel per cycle off-idle (FPC.sub.TOTAL OFF-IDLE); comparing (FPC.sub.TOTAL OFF-IDLE) with (FPC.sub.TOTAL OFF-IDLE); wherein if (FPC.sub.TOTAL OFF-IDLE) is less than (FPC.sub.TOTAL-IDLE), a control means determines a fueling level to the engine at least greater than (FPC.sub.TOTAL OFF-IDLE).

Abstract: An engine management system comprising engine control unit (17) which receives throttle position signals from at least two throttle position sensors (15); compares the signals; selects a preferred signal in response to a discrepancy between the signals; and operates the engine using that preferred signal.

Abstract: Disclosed is a method of operation of a marine engine comprising sensing an operator demand for a gear-shift and, in response to the sensing of said operator demand, varying the engine torque profile to enable said gear-shift. Typically, the engine torque profile is required to be varied to overcome forces resistive to gear-shift.

Abstract: A method and apparatus for managing the operation of an internal combustion engine including an exhaust system having a catalytic treatment means to treat exhaust gas passing through the exhaust system. The method comprises introducing fuel in a vaporized or readily vaporized state to the exhaust system upstream of the catalytic treatment means to assist in raising the catalytic treatment means to a temperature which allows effective operation thereof.

Abstract: A method of operating a two-stroke cycle internal combustion engine having at least one exhaust port communicating with each combustion chamber of the engine and an exhaust valve operably associated with at least one said exhaust port to control the timing of the opening and the flow area through said exhaust port between maximum and minimum values, the method comprising advancing the timing of the opening of the exhaust port in response to idle or low load operation to the maximum extent to maximize the flow area through the exhaust port. Other engine management operations disclosed and claimed include: positioning the exhause valve to reduce the flow area to the minimum extent on cessation of operation of the engine, and impacting the exhaust valve against the limits defining the maximum and minimum values of valve movement to promote dislodgement of carbon deposits.

Abstract: A method of operating an internal combustion engine comprising retarding the ignition of a gas/fuel mixture within at least one cylinder of the engine to after top dead center (ATDC) in respect of the combustion cycle of said at least one cylinder of the engine. While the ignition is so retarded, the fuelling rate of said at least one cylinder is increased to a level higher than that required when the engine is operating normally.