Abstract: A method and apparatus for determining the mass air flow into an internal combustion engine without the use of a mass air flow sensor. Speed density and throttle position methods of estimating mass air flow are combined using a first Kalman filter. In one aspect of the invention, the input throttle position into the throttle position mass air flow estimate is the measured throttle position obtained from the throttle position sensor. In another aspect of the invention, the input throttle position into the throttle position mass air flow estimate is the output of a second Kalman filter, which uses as its inputs the measured throttle position obtained from the throttle position sensor and the desired throttle position obtained from the pedal position sensor.

Abstract: A method and apparatus for determining the mass air flow into an internal combustion engine without the use of a mass air flow sensor. Speed density and throttle position methods of estimating mass air flow are combined using a first Kalman filter. In one aspect of the invention, the input throttle position into the throttle position mass air flow estimate is the measured throttle position obtained from the throttle position sensor. In another aspect of the invention, the input throttle position into the throttle position mass air flow estimate is the output of a second Kalman filter, which uses as its inputs the measured throttle position obtained from the throttle position sensor and the desired throttle position obtained from the pedal position sensor.

Abstract: A method and apparatus for controlling the throttle position of a vehicle by modifying the pedal to throttle progression typically used by the electronic throttle controller to a throttle progression based on the driver's target acceleration and vehicle speed. Target acceleration is determined using a lookup table with inputs current vehicle speed and accelerator pedal displacement. Another lookup determines the end vehicle speed the driver will attain if the pedal displacement does not change. A signal indicating the new throttle position is the output of a controller whose input is the difference between end vehicle speed and current vehicle speed and whose gain is based on the target acceleration. Changes in throttle position can be limited based on an arbitration incorporating information received from other vehicle control systems. Preferably, control of the throttle will revert to the idle control system whenever the accelerator pedal is not displaced.

Abstract: A method and apparatus for controlling the throttle position of a vehicle by modifying the pedal to throttle progression typically used by the electronic throttle controller to a throttle progression based on the driver's target acceleration and vehicle speed. Target acceleration is determined using a lookup table with inputs current vehicle speed and accelerator pedal displacement. Another lookup determines the end vehicle speed the driver will attain if the pedal displacement does not change. A signal indicating the new throttle position is the output of a controller whose input is the difference between end vehicle speed and current vehicle speed and whose gain is based on the target acceleration. Changes in throttle position can be limited based on an arbitration incorporating information received from other vehicle control systems. Preferably, control of the throttle will revert to the idle control system whenever the accelerator pedal is not displaced.

Abstract: An engine control system is disclosed for reducing the hydrocarbon content in the exhaust gas of a crankcase scavenged, two-stroke engine in the operating range near idle, with light operator induced engine loading. As operator demand for engine output power is increased, the system increases the fuel per cylinder supplied to the engine while restricting the supplied mass of air per cylinder to a value less than that flowing at unloaded engine idle.

Abstract: A system is disclosed for controlling the pressure in a pressurized air supply for an internal combustion engine having pneumatic direct fuel injection, wherein pressurized air from the supply is utilized to inject fuel held within a fuel injector directly into an engine cylinder, against opposing cylinder compression pressure, while the injector is opened during a cylinder injection period in the engine cycle. The system adjusts the duration of the cylinder fuel injection period in accordance with the sensed pressure in the air supply to maintain the air supply pressure above cylinder compression pressure during the injection period, thereby preventing the backflow of fuel through the cylinder fuel injector into the air supply.

Abstract: A method is described for controlling the injection of fuel in a direct injected, multi-cylinder internal combustion engine, to smooth transients in engine output torque associated with a deceleration fuel cut-off mode of engine operation. This is accomplished by detecting engine operating conditions that call for the initiation of a transition associated with the decelaration fuel cut-off engine operating mode. In response to the detected operating conditions, a transitional period is initiated, during which the injection of fuel into a varying portion of engine cylinders is then interrupted. When the transitional period is associated with entry into the deceleration fuel cut-off mode, the injection of fuel to a progressively increasing number of cylinders is interrupted. When the transitional period is associated with recovery from the deceleration fuel cut-off mode, the injection of fuel to a progressively decreasing number of engine cylinders is interrupted.

Abstract: An emission system especially for controlling evaporative emissions from the fuel system of a two cycle engine having a split exhaust wherein a combustor is provided to burn fuel vapor mixed with scavenging air exhausted from the engine and the combustor exhaust may be mixed with the engine blowdown gas for further treatment in a catalytic device or other treatment means. Additional control features are disclosed.

Abstract: The mass of air available for combustion within a cylinder of a crankcase scavenged two-stroke engine is obtained by estimating the mass of air trapped within a crankcase chamber, prior to its transfer to the associated cylinder combustion chamber. The estimate for air mass is derived from the product of pressure of the air in the crankcase chamber and the crankcase chamber volume at a selected engine cycle position during that portion of the engine cycle when the air is trapped and undergoes compression within the crankcase chamber divided by a factor containing the trapped air temperature at the selected engine cycle position.

Abstract: A method and apparatus are described for determining the mass of air available for combustion within a cylinder of a crankcase scavenged two-cycle engine, without the use of a mass-air flow sensor. This is achieved by estimating the mass of air under compression within a crankcase chamber, prior to its transfer to a cylinder combustion chamber. The estimate for air mass is based upon the integration of crankcase pressure over the interval of decreasing crankcase volume, while air within the crankcase is under compression. The volume of the air within the crankcase chamber is derived as a function of engine cycle position, with crankcase air temperature being derived as a function of intake air temperature. Air pressure during compression is monitored with a crankcase pressure sensor. The estimate for air mass is corrected to account for air leakage and incomplete transfer of the air between the crankcase and combustion chambers.

Abstract: An engine control system is disclosed for reducing the hydrocarbon content in exhaust gas from a crankcase scavenged, two-stroke engine in the operating range near idle, with light operator induced engine loading. As operator demand for engine output power is increased, the control system increases the fuel per cylinder delivered to the engine, while restricting the supplied mass of air per cylinder to a value less than or equal to that flowing at unloaded engine idle.

Abstract: A method and means are described for determining the mass of air available for combustion within a cylinder of a crankcase scavenged two-cycle engine, without the use of a mass-air flow sensor. This is achieved by estimating the mass of air under compression within a crancase chamber, prior to its transfer to the cylinder combustion chamber. The estimate for air mass is based upon the integration of crankcase pressure over the interval of decreasing crankcase volume, while air within the crankcase is under compression. The volume of the air within the crankcase chamber is derived as a function of engine cycle position, with crankcase air temperature being derived as a function of intake air temperature. Air pressure during compression is monitored with a crankcase pressure sensor. The estimate for air mass is corrected to account for air leakage and incomplete transfer of the air between the crankcase and combustion chambers.