Abstract: According to the present invention, when means is provided for correcting a shift in phase of an engine rotation pulse and a dispersion in responses of an electromagnetic spill valve, and a control signal to a fuel injection pump is corrected in response to an output from the correcting means, if abnormality of output from the correcting means is detected, then the control signal to the fuel injection pump is corrected by use of a fixed valve. As a consequence, even when the output from the correcting means is abnormal, neither excessively large nor excessively small correction is performed and the running at the lowest level can be made, preventing the diesel smoke from being deteriorated and the engine from being damaged.

Abstract: In effecting individual cylinder fuel injection quantity control in an electronically controlled diesel engine, wherein rpm variation with every explosion cylinder is detected, and a fuel injection quantity spill control actuator is controlled with every cylinder so as to eliminate a dispersion in rpm variation between the cylinders, so that engine vibrations due to the dispersion in fuel injection quantity between the cylinders can be reduced, timing of a control command to the fuel injection quantity spill control actuator is determined in accordance with engine speed and engine load to avoid both a delay in control to a cylinder to be corrected and interference with the injection of fuel to a cylinder immediately before the cylinder to be corrected, and a control command for every cylinder is given to the fuel injection quantity spill control actuator at the determined timing.

Abstract: Disclosed is a fuel injection control apparatus wherein the quantity of fuel supplied to an internal combustion engine is derived from engine operating parameters including a voltage signal which is generated by electromagnetic induction as a function of engine speed. A fuel injection quantity calculation circuit derives the fuel quantity in accordance with the detected operating parameters of the engine. A fuel injection controller provides injection of fuel in accordance with the calculated fuel quantity when the sensor voltage is valid and provides forced fuel injection regardless of the calculated fuel quantity when the sensor voltage is invalid and the engine starter is being operated.

Abstract: In controlling ignition timing in accordance with a deviation between a target ignition timing determined on the basis of at least an engine load and an engine speed and an actual ignition timing detected by use of an ignition timing sensor, when non-perfect explosion operating conditions, wherein an ignition signal is difficult to detect, or operating conditions in which the ignition signal is instable are present, an open loop control on the basis of the engine load and the engine speed is effected. Feedback control is effected when the ignition signal is detected with neither non-perfect explosion operating conditions nor instable ignition signal operating conditions being present. When the ignition signal is not detected, the aforesaid open loop control is effected and a trouble in the ignition timing sensor is detected.

Abstract: In determining an optimum target fuel ignition timing in accordance with the engine operating conditions, including at least an engine load and an engine speed, the target ignition timing is determined on the basis of a corrected engine load and a corrected engine speed. The corrected engine load and corrected engine speed are obtained by making corrections, according to the engine operating conditions, to a detected engine load and a detected engine speed, respectively. In this way, the optimum target fuel ignition timing according to the engine operating conditions can be obtained without directly detecting a fuel injection quantity.

Abstract: In controlling a fuel injection quantity by an electromagnetic spill valve on-off operated at a target spill angle in accordance with an angle count number and a time count number of an engine rotation, based on the engine rotation angle signal outputted through a predetermined crank angle, the angle count number is set at a predetermined value during idling and time count is constantly started from one and the same point of on-off operate the electromagnetic spill valve. In consequence, the control of the fuel injection quantity does not fluctuate during idling irrespective of various factors of dispersion. On the other hand, during non-idling, the angle count number varying in association with the target spill angle is determined and the time count is started from the end point of the angle count number to control the electromagnetic spill valve. In consequence, an adverse influence suh as an engine stall is not rendered to the normal operating conditions.

Abstract: A combustion process sensor for detecting combustion processes occurring in a combustion chamber of an engine has a generally tubular mounting casing to be screwed into a threaded hole in the combustion chamber wall and a quartz-glass rod axially extending in the mounting casing and held in position therein. The casing includes two axially aligned generally tubular members rigidly secured together at their own ends. The quartz-glass rod has a first portion remote from a sensing end thereof adapted to be exposed to combustion flame in the combustion chamber, and a second portion between the first portion and the sensing end. The first portion is secured to one of the two tubular members of the casing, while the second portion is supported from the casing only by a vibration damping material disposed in engagement with the outer peripheral surface of the quartz-glass rod and the inner peripheral surface of the casing.

Abstract: In determining the maximum injection timing most suitable for the time when the fuel injection reaches the maximum quantity at least as commensurate to an engine speed and an intake air pressure, the basic maximum injection timing most suitable for the time when the fuel injection reaches the maximum quantity under the atmospheric pressure as commensurate to an engine speed, and the basic maximum injection timing is corrected at least by an intake air pressure to provide the maximum injection timing, so that the maximum injection timing can be directly determined from an engine speed and an intake air pressure without determining the basic maximum injection quantity and the maximum injection quantity.

Abstract: Electric current supply to an actuator is ON-OFF controlled in such a manner that fuel supply quantity is made to be zero on condition that an engine rotation speed reaches a rotation speed less than a predetermined one in a low rotation region and a starter switch is turned OFF, whereby overrun of an engine and reckless run of a vehicle are prevented when a rotation sensor is in an abnormal condition.

Abstract: In effecting individual cylinder fuel injection control in an electronically controlled diesel engine, wherein rpm variations with every explosion cylinder are detected and compared with one another, the increase or decrease in the fuel injection quantity with every cylinder is learned until rpm variations of the respective cylinders become uniform, and a fuel injection quantity control actuator is controlled with every cylinder, so that engine vibrations due to a dispersion in fuel injection quantity between the cylinders can be controlled, an adaptive correction quantity is determined in accordance with an rpm variation deviation obtained from a difference between a mean rpm variation and rpm variations of the respective cylinders, and the engine temperature or the fuel temperature, and the fuel injection quantity control actuator is controlled with every cylinder in accordance with the adaptive correction quantity, to thereby prevent the divergence of the correction quantity.

Abstract: In effecting individual cylinder fuel injection control in an electronically controlled diesel engine, wherein rpm variations with every explosion cylinder are detected and compared with one another, and a fuel injection quantity control actuator is controlled with every cylinder so as to make the rpm variations of respective cylinders uniform, so that engine vibrations due to a dispersion in fuel injection quantity between the cylinders can be controlled, a movement value corrected driving command timing to the fuel injection quantity control actuator is determined in accordance with a difference between individual cylinder correction quantities of last time and this time and a driving command is given to the fuel injection quantity control actuator with every cylinder in accordance with the movement value corrected driving command timing.

Abstract: In effecting individual cylinder fuel injection control in an electronically controlled diesel engine, wherein rpm variations with every explosion cylinder are detected and compared with one another, and a fuel injection quantity control actuator is controlled with every cylinder so as to make the rpm variations of respective cylinders uniform, so that engine vibrations due to a dispersion in fuel injection quantity between the cylinders can be reduced, the individual cylinder correction quantity of the fuel injection quantity control actuator is determined in accordance with a deviation in the rpm variation obtained from a difference between a mean rpm variation and rpm variations of respective cylinders, the upper and lower limit guard values of the individual cylinder correction quantity, the values being variable in association with a range, which the fuel injection quantity control actuator can follow up, is determined in accordance with engine temperature or fuel temperature, and the fuel injection quan

Abstract: In a diesel engine having a rotational angle sensor for detecting the engine speed, when the rotational angle sensor is in an abnormal state, a fuel-cutting operation is performed. A first fuel-cutting operation is immediately performed so as to indicate to the driver that an abnormal state exists. However, subsequent fuel-cutting operations after restarting of the engine are delayed as compared with the first fuel-cutting operation.

Abstract: In a controlling device wherein operating conditions in the respective parts of a Diesel engine are detected by means of sensors, injection timing of fuel is calculated from the results detected, and at the same time a control valve provided in an oil pressure circuit for controlling the timing is controlled by means of electronic control in such that an actual injection timing of fuel obtained by a timer position sensor provided on a fuel injection pump comes to be close to the injection timing calculated, a vehicle which can attain whose minimum traveling by such a way that any abnormality in the timer position sensor is decided in response to a magnitude of output signals from the timer position sensor, at the same time, any trouble or accident of a timer oil pressure circuit is decided on the basis of a difference between the calculated injection timing and the actual injection timing, and the fuel is injected after either decreasing a prescribed quantity from a target quantity of injection obtained by ca

Abstract: The ignition timing of an internal combustion engine is controlled to a predetermined fixed value, not only during starting but also until the engine has rotated by a predetermined number of rotations after starting.

Abstract: The ignition timing of an internal combustion engine is controlled to a fixed value during starting or for a period just after starting. However, if the engine is in a high-speed operating condition, the above control for fixing the ignition timing is interrupted and the ignition timing is controlled to change depending upon the change of the operating conditions of the engine.

Abstract: A spark advance angle is calculated depending upon the flow rate of air sucked into the engine or the pneumatic pressure in the intake manifold and upon the rotational speed of the engine. When the actual engine temperature exceeds a predetermined value higher than the engine temperature at the normal operating condition of the engine, the calculated spark advance angle is corrected to decrease.

Abstract: A spark advance angle is calculated depending upon the flow rate of air sucked into the engine or the pneumatic pressure in the intake manifold and upon the rotational speed of the engine. The calculated spark advance angle is corrected in response to the temperature of the air sucked into the engine.

Abstract: The sectional area of a bypass passage which is bypassing a throttle valve in an intake passage of an internal combustion engine is additionally increased or decreased responsive to whether at least one predetermined load is applied or not. The quantity of the additionally increasing or decreasing area is determined in accordance with a first value which corresponds to a desired idling rotational speed when the predetermined load is applied to the engine, and with a second value which corresponds to a desired idling rotational speed when the predetermined load is not applied to the engine.

Abstract: The sectional area of a bypass passage which is bypassing a throttle valve in an intake passage of an internal combustion engine is determined to a specific value during starting. The specific value is obtained by adding an increment value to a base value which corresponds to an optimum value of the sectional area in the stable idling condition.