Abstract: A video camera or similar scene observing device, mounted on a movable workpiece to be aligned with a target, views the scene that the workpiece is directed toward. A video viewing device is receptive of signals from the observing device for displaying a portion of the field of view on the viewing device and is receptive of a position error signal for controlling what portion of the field of view is displayed. First and second signals are produced representing the desired rate of movement of the workpiece and actual rate of movement of the workpiece, respectively. The difference between these signals is integrated to produce the position error signal. Therefore, the viewed scene moves only in response to the signal indicative of the desired rate of movement. If there is no desired rate of movement, the image appears stationary on the viewing device even though the workpiece may be oscillating about a desired position.

Abstract: The power producing potential of a turbocharged engine is determined by measuring the acceleration at time T.sub.1 of the turbocharger at a given turbocharger speed as the engine is accelerated, and measuring the deceleration at time T.sub.2 of the turbocharger, at the same turbocharger speed, as the engine is decelerated. The power is a constant K.sub.1 times the acceleration figure minus the deceleration figure. A more accurate result is obtained by adding a constant K.sub.2 times the engine speed at time T.sub.1 minus the engine speed at time T.sub.2.

Abstract: The method of testing the condition of a turbocharger in a turbocharged internal combustion engine by the steps of allowing the engine to decelerate from a high idle speed to a low idle speed, measuring the speed of the turbocharger shaft as the engine decelerates, determining the slope of the D/N vs. N characteristic, where N is the turbocharger shaft speed and D/N is the absolute value of the turbocharger acceleration divided by turbocharger shaft speed, and comparing the computed slope with a predetermined nearly zero slope of a normal turbocharger to see whether the turbocharger is bad due to excessive sliding friction.

Abstract: An engine diagnostic apparatus includes a first transducer positioned in the oil filler neck of the engine for translating the crankcase pressure waveform into a corresponding electrical waveform having a frequency component proportional to engine speed. A second transducer is positioned to translate an exhaust pressure waveform emitted by the engine to a corresponding electrical waveform having a frequency component representative of an engine fault at a frequency proportional to engine speed. The two frequency components are compared to provide diagnostic information.

Abstract: The average of two horsepower measurements utilizing an empirically-determined horsepower constant, made with electronic diagnostic equipment employing engine transducers, during three successive acceleration bursts from a low engine speed to a high engine speed with the air/fuel ratio regulator defeated so as to provide full fuel, is compared against the average of two additional such horsepower measurements made in three additional acceleration bursts which are underfueled due to feeding the air/fuel regulator with atmospheric air; the horsepower difference is a measure of the action of the air/fuel regulator; one burst of each set simply purges air accumulations in the fuel lines, if any. If desired, indications of horsepower may be calculated without an inertia constant, since the measurements herein are comparative.

Abstract: As used herein, the term "power" means a factor indicative of or related to horsepower, computed from acceleration and speed, with or without an empirically-determined inertia constant. A measurement of the operation of the governor of an internal combustion engine, such as a diesel engine having a primary distributing pump for providing fuel in a time related fashion to the fuel injectors, and in which fuel pressure is not an indication of governor operation, is the speed at which a line defined by two points measured on the power/speed characteristic of the engine intersects with an empirically-determined line emanating from the measured high idle speed point on the zero power speed abscissa of the power/speed characteristic. Two power measurements, each including time and speed, are made at different speeds as the engine accelerates with only its own drag, inertia and accessories as loads thereon.

Abstract: Electronic processing means are utilized in a composite measurement of performance of an engine cooling system thermostat, with diagnostic procedures to ensure viable measurement. The speed of the engine is initially tested to ensure the engine is at high idle speed, so that temperature in the cooling system will increase to that at which the thermostat will normally operate; and during the testing, the speed is continuously monitored to be sure it remains close to the initial test speed (near high idle) to minimize coolant pump pressure variations due to engine speed. Three temperature diagnostics are performed to ensure a viable test: first, if the temperature ever exceeds 15.degree. over the rated thermostat temperature, the test is terminated in a fault since the thermostat is presumed to be stuck in the closed position; second, if the temperature fails to increase by at least 2.degree.

Abstract: Substantially instantaneous, sub-cyclic speed of an internal combustion engine provided by clock counts between successive sensing of integral numbers of teeth on the flywheel of the engine provide plural speed indications within each cylinder stroke engine sub-cycle, which are utilized relative to each other, without conversion to speed dimensions, to determine dynamic, sub-cyclic operating parameters of the engine, such as relative power contribution of the individual cylinders of the engine.

Abstract: A parameter, such as oil pressure, is repetitively sampled along with indications of speed, such as clock counts from a flywheel tooth counter, the parameter value and speed indications being stored and retained through at least several samplings, the parameter samplings being analyzed to find one of interest, the related speed indication thereupon being converted into speed dimensions for use. Specifically, oil pressure and engine speed indications are simultaneously sampled and stored, being retained for several sampling intervals, successive pressure readings are compared to find the knee in the curve of oil pressure as the pressure regulator begins to cut in, the pressure ultimately determined to be at the knee and the related speed indication being brought out for use, with conversion of the speed indication to rpm dimensions.

Abstract: A single pressure transducer tapped into the cooling system of an engine, downstream of the pump, is used to measure coolant pressure at high idle and coolant pressure at low idle while the water temperature is such as to assure the thermostat is closed; the pressure readings are equivalent to the pressure across an orifice or restriction formed by the coolant bypass when the thermostat is closed; the combination of high idle pressure and difference between high idle pressure and low idle pressure permit diagnosing whether the pump is faulty or whether there is unduly large restriction in the engine, which otherwise could not be known with a single pressure reading.

Abstract: Diagnosing an internal combustion engine includes full throttle, specific speed tests such as measuring fuel pressure at two checkpoint speeds and at rated speed, and determining the pressure and speed where the governor reduces fuel pressure, an aneroid checkpoint of fuel pressure as a function of engine speed, and a fuel inlet restriction test, all without a dynomometer. The tests are performed with the throttle wide open, so that pressure can be measured downstream of the throttle at accessible taps, and/or to provide maximum fuel-flow test conditions. The speed comparisons are made during an acceleration with the throttle fully open, the instantaneous speed of which is accurately determined by flywheel tooth sensing.

Abstract: Diagnosing an internal combustion engine includes full throttle, specific speed tests such as measuring fuel pressure at two checkpoint speeds and at rated speed, and determining the pressure and speed where the governor reduces fuel pressure, an aneroid checkpoint of fuel pressure as a function of engine speed, and a fuel inlet restriction test, all without a dynomometer. The tests are performed with the throttle wide open, so that pressure can be measured downstream of the throttle at accessible taps, and/or to provide maximum fuel-flow test conditions. The speed comparisons are made during an acceleration with the throttle fully open, the instantaneous speed of which is accurately determined by flywheel tooth sensing.

Abstract: Indications of speed of an internal combustion engine are derived from an engine member connected to and rotating directly with the crankshaft, such as the teeth on the fly-wheel, so as to provide indications for speed measurements on a sub-cycle basis (that is, many times during each revolution). Sensing of an integral number of subsequent indicia, such as teeth, starts and stops an interval counter, such as a clock, having a frequency much greater than the frequency of indicia sensed, feeding a counter; for each integral number of indicia, the counter provides a manifestation of the time lapse between the indicia, and therefore the time to rotate through the small angular increment of the indicia spacing. The ratio of the integral number, which may be one or many, to the total number, times the ratio of the counter accumulation to the clock frequency, provides a measure of speed in speed dimensions of revolution per unit of time.

Abstract: The tooth-to-tooth time interval of teeth on a flywheel of a rotating internal combustion engine is recorded for at least a significant portion of an engine revolution, the variation in the time intervals are utilized to determine minima in the tooth-to-tooth time intervals, thereby to separate the tooth-to-tooth time intervals to cylinder-by-cylinder groupings. The number of teeth from one minima to the next for a given number of cylinders is summed. The summation of the number of teeth may then be used as a measured count of the number of teeth on the flywheel of the engine; this measured count may be compared against industry standards if desired. In a second embodiment, the measured count is averaged on a per-cylinder basis, and the tooth count for each cylinder is compared therewith and any data more than 20% off the average is eliminated from final computation of an average number of teeth for a given number of cylinders.

Abstract: The first one of horsepower measurements utilizing an emperically-determined horsepower constant, made with electronic diagnostic equipment employing engine transducers, during three successive acceleration bursts from a low engine speed to a high engine speed is compared against the second and third ones thereof, the percentage difference therebetween being an indication of air accumulated at the fuel intake of the internal combustion engine.

Abstract: Diagnostic apparatus, connected to probes for sensing conditions or parameters of an internal combustion engine during non-combustion cranking of the engine, reads electrical conditions at times related to the crank angle of the engine. Electrical tests are made at times indicated by peaks and valleys in the starter current or voltage waveform, the average of these providing load-compensated indications of true electrical parameters, to eliminate effects of battery loading variations due to compression-induced variations in cranking power required.

Abstract: The turbocharger of an internal combustion engine is diagnosed by virtue of a single pressure measurement made during an acceleration of the engine using only its accessory loading, drag and inertia as a load, instead of making a profile of pressure ratio across the turbocharger under full load conditions on a dynomometer, as in the prior art. As the engine accelerates, pressure is continuously monitored, the ratio of the rate of change of the pressure with respect to time is made, and the maximum change in pressure per unit of time recorded; the minimum pressure sensed may also be recorded as an indication of the restrictive effect of the turbocharger when not being driven to its capacity.

Abstract: A transducer mounted on the flywheel housing of an internal combustion engine senses the passage of each tooth on the flywheel of the engine. The number of teeth in the flywheel (to aid in calculating factors such as engine speed) is measured by counting teeth during one full engine cycle, as determined by successive cylinder identification pulses, and the tooth count is selected from a table of industry standard numbers of permissible teeth as the one which is within two teeth of the count measured by either of the methods described hereinbefore. Display of the selected number of teeth is made without an error indication if within two teeth of a standard number from a table; if not within two teeth of a standard number, the measured number is displayed, and error is indicated. The operator can select the displayed number of teeth or enter a number which he chooses.

Abstract: Indications of speed of an internal combustion engine are derived from an engine member rotating directly with the crankshaft, such as the teeth on the flywheel, so as to provide indications for speed measurements on a sub-cycle basis (that is, many times during each revolution), a timer is started after a threshold speed is reached as determined by comparison with the sub-cyclic speed indications, and a measurement of speed is made contemporaneously with starting the counter; after an elapsed time interval which may be on the order of several cycles, which is determined by the acceleration of the engine, the timer is stopped and the speed is once again measured. In one embodiment, the speed is continuously compared against an upper reference speed during the interval that the timer is running, and when the upper reference speed is reached, the timer is stopped. In a second embodiment, the interval of the timer is fixed, and instantaneous speed is measured at time-out.