Abstract: A speed governing system for an internal combustion engine includes an internal combustion engine having an inlet manifold, an exhaust manifold, and at least one variable volume combustion chamber disposed therebetween. The apparatus also includes a fuel and air delivery control system having an air delivery mechanism responsive to a sensor control signal for affecting engine operation, a fuel delivery mechanism responsive to input from an operator for affecting engine operation, and a sensor responsive to engine operating conditions for supplying the sensor control signal. The apparatus also has an exhaust gas recirculation system including an exhaust gas recirculation conduit and an exhaust gas recirculation control valve, the control valve being controllably regulated in response to the sensor control signal in order to adjust air/fuel ratio. A method for governing operating speed of an internal combustion engine is also disclosed.

Abstract: Improvements in vehicle antilock braking systems of the type having an operator controlled master cylinder (11) and a second source (55, 57) of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event are disclosed. The improved system is selectively operable in one of three braking modes, a normal braking mode (119) where braking force is proportional to an operator brake pedal pressure, an enhanced anti-skid braking mode (69) where braking force may be maintained at a maximum nonskid level, and a conventional anti-skid braking mode (71) where braking force follows a cyclic pattern of fluid pressure bleed and build. The system includes circuitry (17, 19, 35, 37, 93, 95) for determining the speed of each wheel and an arrangement (59) operable independently of any vehicle wheels for determining vehicle deceleration. This comparison normally invokes the enhanced anti-skid braking mode.

Abstract: Improvements in vehicle antilock braking systems of the type having an operator controlled master cylinder (11) and a second source (55, 57) of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event are disclosed. The improved system is selectively operable in one of three braking modes, a normal braking mode (119) where braking force is proportional to an operator brake pedal pressure, an enhanced anti-skid braking mode (69) where braking force may be maintained at a maximum nonskid level, and a conventional anti-skid braking mode (71) where braking force follows a cyclic pattern of fluid pressure bleed and build. The system includes circuitry (17, 19, 35, 37, 93, 95) for determining the speed of each wheel and an arrangement (59) operable independently of any vehicle wheels for determining vehicle deceleration. This comparison normally invokes the enhanced anti-skid braking mode.

Abstract: Vehicle antilock braking systems having an operator controlled master cylinder (11) and a second source (55, 57) of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event are disclosed. The system is selectively operable in one of three braking modes, a normal braking mode (119) where braking force is proportional to an operator brake pedal pressure, an enhanced anti-skid braking mode (69) where braking force may be maintained at a maximum nonskid level, and a conventional anti-skid braking mode (71) where braking force follows a cyclic pattern of fluid pressure bleed and build. The system includes circuitry (17, 19, 35, 37, 93, 95) for determining the speed of each wheel and an arrangement (59) operable independently of any vehicle wheels for determining vehicle deceleration.

Abstract: A vehicle antilock braking system having an operator controlled master cylinder for developing a first source of pressurized fluid and a second source of pressurized hydraulic fluid for selectively supplying rebuild pressure after an antilock event to simultaneously provide for actuation of each wheel braking device. A solenoid operated first flow control valve for each wheel controls communication of either the first source or second source of pressurized hydraulic fluid to the braking device and the braking device to a low pressure return. A hydraulically operated second control valve has a first inlet port connected to receive the first source of hydraulic pressurized fluid and a second inlet connected to receive the second source of hydraulic fluid and an outlet port connected to the first flow control valve.

Abstract: A vehicle powered by an electric motor which may be operated as a generator to effect regenerative braking of certain vehicle wheels in combination with individual friction brakes associated with other wheels. A commanded vehicle deceleration is apportioned among the wheels by determining the maximum regenerative braking deceleration achievable by drive wheels, and braking the vehicle occurs solely by regenerative braking so long as the commanded deceleration is less than the determined maximum deceleration. When a commanded deceleration exceeds the determined maximum, the regenerative braking is supplemented with friction braking of the other wheels while the maximum regenerative braking is maintained.

Abstract: A method of controlling the operation of a vehicle brake system, the brake system including a master cylinder controlled by the operator of the vehicle to vary applied brake pressure to various brake mechanisms during normal service brake operation and an antiskid brake subsystem, activated when one or more vehicle wheels are skidding, for controlling brake pressure in the various brake mechanisms to permit various wheels to operate in a nonskidding manner. The method comprising the steps of: 1) determining and storing a control relationship which relates changes in vehicle deceleration and changes in applied brake pressure, with none of the wheels of the vehicle skidding, 2) subsequently measuring at least two values (P.sub.1 P.sub.2) of applied brake pressure to determine changes in applied brake pressure .DELTA.P during a measurement interval and calculating the change in control deceleration .DELTA.D.sub.ci corresponding to the change .DELTA.

Abstract: A method of controlling the braking behavior of various wheels of a vehicle during a normal braking mode of operation and during an antilock braking mode of operation, the method using a control unit which calculates various parameters over a known time increment (t-t.sub.1) the method including the steps of: obtaining a value of the actual rotational velocity of each wheel (W.sub.1,W.sub.2); generating a first signal indicative of braking effort P(in) or desired vehicle deceleration; generating a per wheel velocity command signal the slope or deceleration of which is proportional to the desired vehicle deceleration p(in) and a multiplicative scale factor (ABSG.sub.i +G.sub.I) for adjusting such deceleration during the normal braking mode and antilock braking mode, generating a per wheel error signal Ei as a difference between the wheel velocity command and actual rotational velocity of each wheel; operating upon the error signal Ei to generate a brake activity command signal B.sub.

Abstract: A fluid control valve (10) comprising: a fluid carrying core (12) and separatable magnetic field generating portion (14). The fluid carrying core (12) comprises: a magnetic armature (30) movable through a working gap (32) within a thin walled tube (34). The armature includes a first plurality of grooves (100) to permit fluid flow thereacross. The tube is joined to a magnetic first member (50) in a manner to form a leak-free seal (56) generally at one end of the tube. A second member (80) partially seals the other end of the tube and includes second flow means a second plurality of axial grooves (84) for receiving fluid carried to the valve (10) and for communicating same with the armature (30). Various passages are provided to carry fluid to and from the valve. The position and number of passages permit the valve to be used as a two-way valve or as a three-way valve passage means (88;64) for transporting fluid away from the valve (10).

Abstract: A distributor pump type fuel injection system for a diesel engine wherein the pump is driven by the engine and the control of the timing and metering of fuel being delivered to each cylinder of the engine is controlled by a single electromagnetic solenoid device. The control system includes a distribution head for distributing pulses of fuel to each cylinder, the control of the fuel to the cylinder, both metering and timing, being controlled by the above-mentioned single electromagnetic control device. The fuel system includes a metering chamber and a timing chamber, the two chambers being separated by a free piston. In the control system to be described, fuel is premetered into the metering chamber, the quantity of fuel therein being controlled by the duration of energization of the control valve during the metering portion of the cycle. The time of injection of the premetered fuel is similarly under the control of the control valve and is initiated upon energization of the control valve.

Abstract: A fuel injector and injection system for injecting liquified petroleum gas (LPG) into at least one air/fuel mixing chamber from a storage means that stores pressurized LPG in its liquid state. The fuel injector (including a body), adapted to receive pressurized LPG from the storage means and for selectively delivering the LPG to the air/fuel mixing chamber in its liquified state. The system including means for correcting the injector activation signal for pressure and density variations in the fuel.

Abstract: A fuel injector and injection system for injecting liquified petroleum gas (LPG) into at least one air/fuel mixing chamber from a storage means that stores pressurized LPG in its liquid state. The fuel injector (including a body), adapted to receive pressurized LPG from the storage means and for selectively delivering the LPG to the air/fuel mixing chamber in its liquified state. The system including means for correcting the injector activation signal for pressure and density variations in the fuel.

Abstract: A fuel control system for improving the driveability of a high power to weight ratio vehicle by using power as the controlled parameter. In the system, an operator command signal is compared to a quantity of fuel per engine revolution signal to develop an error signal proportional to the difference between actual power being delivered from the engine and operator commanded power.

Abstract: An engine control system is disclosed wherein torque or slip speed of a fluid coupling or torque converter is used for the control of an engine operating parameter, such as ignition spark advance. In the fluid coupling or torque converter, the respective speeds of the impeller and turbine are sensed by sensors which respond to the passing of each blade of the respective impeller and turbine. The speed signals are applied to computing means to produce a control signal corresponding to either slip speed or engine output torque, as desired, according to a predetermined functional relationship of the speed signals. The control signal is applied to control means which is operative to adjust a selected engine operating parameter. In a particular embodiment, the control means includes detecting means for determining changes in the value of the control signal and also includes a controller for the ignition spark advance which advances or retards the ignition in order to optimize the engine output torque.

Abstract: A closed loop exhaust gas recirculation (EGR) control system for an internal combustion engine having an intake system, an exhaust system, a throttle disposed within the intake system for controlling air flow therein, a conduit coupling the exhaust system to the intake system for supplying exhaust gas back to the intake system for controlling the generation and emission of oxides of nitrogen and for improving drivability and avoiding engine roughness. The EGR control system of the present invention includes a first memory pre-programmed with a look-up table of optimal EGR values indicative of EGR valve position or the like determined as a function of engine speed and throttle position and a second memory pre-programmed with the look-up table of optimal EGR values determined as a function of engine speed and absolute manifold pressure.

Abstract: Fuel control apparatus for dual chamber stratified charge engine systems utilizes a single point fuel control arrangement for the main (lean) air-fuel mixture in combination with a multi-point fuel injection arrangement for the igniting (rich) mixture. The single point and multi-point arrangements may be essentially independent in that they both sense and compute quantity of air flow, respectively, and meter and inject fuel respectively. In an alternate form of the invention, the air flow sensing function of the single point arrangement is used to provide suitable air flow information to the multi-point arrangement and in another alternate form of the invention the fuel flow injection function of the multi-point arrangement is used to provide suitable fuel flow information to the single point arrangement.