Abstract: In some embodiments, a method includes: setting an actuation time based on a predefined injection quantity; detecting a duration of a resulting closing process; calculating an injection quantity based on the time and the duration; determining the difference of the injection quantity and the predefined quantity; and determining a corrected value of the actuation time based on the difference; and using the corrected value to control further actuation of the fuel injector. The injection quantities and the actuation time are on a characteristic diagram of the relationship between the actuation time, the duration of the closing process, and the injection quantity.

Abstract: A controller for controlling a plant comprises a predictor for calculating a predicted value of the future of a control output value based on a provisional value of a control input value including a periodic reference signal by using a plant model indicating the dynamic characteristics of the control output value from the control input value of the plant, an evaluation function value calculator for calculating an evaluation function value including the predicted value of the future of the calculated control output value, an extreme value search optimizer for calculating a provisional value of such a control input value as that the evaluation function value becomes the extreme value on the basis of a product of the calculated evaluation function value and a periodic reference signal, and an adder for calculating a control input value including the provisional value of the calculated control input value.

Abstract: An engine in which a fluctuation in the amount of fuel injection is reduced in the entire operating tolerance of the engine. The engine (1) has an engine body (5) provided with a turbocharger (7), an engine speed sensor (21), a turbo sensor (22), a boost sensor (23), and an ECU (20) for correcting the amount of fuel injection. A control means recognizes an engine speed, a supercharging pressure, a supercharger speed, a fuel injection amount and corrects the fuel injection amount.

Abstract: Method for controlling fuel metering in a carburetor or a low pressure injection system of an internal combustion engine when the engine is operating at idle speed, the method includes the steps of: a) monitoring the engine speed; b) determining a first variable (A) based on a first moving average algorithm using the monitored engine speed as input data; c) determining a second variable (B) based on a second moving average algorithm using the monitored engine speed as input data, where the first moving average algorithm is arranged to react faster to an engine speed change than the second moving average algorithm; d) comparing the second variable (B) to the first variable (A), where if 1) the second variable (B) is higher than the first variable (A): the fuel metering is set in a first leaner setting, and where if 2) the second variable (B) is lower than the first variable (A): the fuel metering is set in a second richer setting.

Abstract: An idling state stabilizing device for an engine is disclosed that can decrease the torque that is necessary for rotation of a magneto by decreasing an output current, without setting an engine speed high, even though the engine is in the idling state, can stabilize the engine rotation, and accordingly can improve fuel economy, and further can reduce noises. A current value output from a generator when an engine is in an idling state is set as an output current value in a power generation control device.

Abstract: An idling state stabilizing device for an engine is disclosed that can decrease the torque that is necessary for rotation of a magneto by decreasing an output current, without setting an engine speed high, even though the engine is in the idling state, can stabilize the engine rotation, and accordingly can improve fuel economy, and further can reduce noises. A current value output from a generator when an engine is in an idling state is set as an output current value in a power generation control device.

Abstract: An idling engine speed control system for a vehicle comprises a valve which is provided within an air-intake passage connected to an engine mounted in the vehicle and is configured to substantially open and close the air-intake passage, a drive device configured to open and close the valve, an opening degree controller configured to drive the drive device and is configured to control an opening degree of the air-intake passage, an input device which is attached to the vehicle and is configured to input a target engine speed in an idling state, and an engine speed memory configured to store the target engine speed input with the input device, wherein the opening degree controller is configured to control the opening degree of the air-intake passage in an idling state according to the target engine speed stored in the engine speed memory.

Abstract: A plant controller controls a plant modeled in a discrete-time system. The controller uses a frequency-shaping response-designating control algorithm having a filtering function to cause a difference between output of the plant and a target value to converge. Thus, the plant is robustly controlled without causing undesired frequency components. When the plant is an engine, the engine is modeled using a ignition timing corrective quantity as input and a rotational speed as output. The controller performs the frequency-shaping response-designating control algorithm to determine the ignition timing corrective quantity. The frequency-shaping response-designating control may be frequency-shaping sliding-mode control.

Abstract: An idle speed control device for smoothly executing a transition from an idle state where engine speed is feedback controlled to a non-idling state where open-loop control is employed. The device includes an idling state determination section for determining whether the engine is in an idling state or a non-idling state, a feedback control section for controlling an idling control valve so that the engine rotation speed matches a target value in the idling state, a valve opening amount maintaining section for, when shifting from the idling state to a non-idling state, maintaining the idling control valve at the opening amount at the time of feedback control until the throttle opening amount reaches a reference opening amount, and an open loop control section for controlling the idling control valve to the target valve opening amount open if the throttle opening amount reaches the reference opening amount in the non-idling state.

Abstract: Calculation of a present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) is based on a control parameter calculated by an ECU, a change in air-fuel ratio detected by an air-fuel ratio sensor, a deviation of an actual air-fuel ratio from a target air-fuel ratio and an immediately preceding air-fuel ratio correction coefficient correction value &Dgr;FAF (i−1) Then, a present air-fuel ratio correction coefficient FAF (i) is found by adding the present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) to an immediately preceding air-fuel ratio correction coefficient FAF (i−1). As a result, the air-fuel ratio correction coefficients is not be thrown into confusion and no phenomenon of the air-fuel ratio being thrown into confusion occurs even if the control parameter is changed in accordance with operating conditions of the engine.

Abstract: A plant controller controls a plant modeled in a discrete-time system. The controller uses a frequency-shaping response-designating control algorithm having a filtering function to cause a difference between output of the plant and a target value to converge. Thus, the plant is robustly controlled without causing undesired frequency components. When the plant is an engine, the engine is modeled using a ignition timing corrective quantity as input and a rotational speed as output. The controller performs the frequency-shaping response-designating control algorithm to determine the ignition timing corrective quantity. The frequency-shaping response-designating control may be frequency-shaping sliding-mode control.

Abstract: A method of controlling an internal combustion engine having an electromagnetically actuated intake valve for a cylinder.

Abstract: Calculation of a present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) is based on a control parameter calculated by an ECU, a change in air-fuel ratio detected by an air-fuel ratio sensor, a deviation of an actual air-fuel ratio from a target air-fuel ratio and an immediately preceding air-fuel ratio correction coefficient correction value &Dgr;FAF (i−1) Then, a present air-fuel ratio correction coefficient FAF (i) is found by adding the present air-fuel ratio correction coefficient correction value &Dgr;FAF (i) to an immediately preceding air-fuel ratio correction coefficient FAF (i−1). As a result, the air-fuel ratio correction coefficients is not be thrown into confusion and no phenomenon of the air-fuel ratio being thrown into confusion occurs even if the control parameter is changed in accordance with operating conditions of the engine.

Abstract: In a method of and device for providing data of a model for determination of characteristic variables for controlling an internal combustion engine, in particular an internal combustion engine with direct injection or suction pipe injection, for each predetermined operation point of the internal combustion engine at least one local model in particular of low order is provided with data.

Abstract: An idle control system for internal combustion engines providing load rejection and/or load compensation for a given engine. speed reference and barometric pressure wherein the present invention accommodates for varying engine speed references and for varying barometric pressures, such as at different altitudes. The control system incorporates a load compensator, and a control structure including a multitude of sub-control blocks. The load compensator generates the needed airflow to compensate for the torque of engine loads and works with a feed-forward controller to reject anticipated loads. The calibration procedure is fully automated.

Abstract: The present invention provides an injector-ignition fuel injection system for an internal combustion engine, comprising an ECU controlling a heated catalyzed fuel injector for heating and catalyzing a next fuel charge, wherein the ECU uses a one firing cycle look-ahead algorithm for controlling fuel injection. The ECU may further incorporate a look-up table, auto-tuning functions and heuristics to compensate for the rapid rotational de-acceleration that occurs near top dead center in lightweight small ultra-high compression engines as may be used with this invention. The ECU may further ramp heat input to the injector in response to engine acceleration requests and, under such circumstances, may extend its look-ahead for up to four firing cycles.