Abstract: A method and control module includes a manifold absolute pressure comparison module that determines a function of the manifold absolute pressure and an average manifold absolute pressure for a plurality of cylinders and that compares the manifold absolute pressure parameter to a manifold absolute pressure threshold. The control module includes a misfire event module that compares the misfire parameter to a misfire threshold. A hardware remedy module performs a valve actuation hardware remedy in response to comparing the manifold absolute pressure and comparing the misfire parameter.

Abstract: In an engine such as an engine for driving a pump or dynamo, in which a load increasing state does not appear as an accelerating state of rotation speed, it is intended to prevent the smoke emission in an abruptly load-increasing state, which might otherwise be caused by the suppression or interruption of an EGR quantity. The engine 10 comprises a supercharger 11 and an exhaust gas recirculation (EGR) device 12. The engine 10 makes an isochronous control or a droop control, when its rotation speed N is shifted from a no-load (idle) or light-load run to a high-load (load-increasing) state. In case it is detected, when the state of the engine 10 shifts to a load state, that the actual rotation speed N becomes lower by a predetermined rotation speed ?N than a target rotation speed Nm, an EGR valve 13 of the exhaust gas recirculation (EGR) device 12 is either throttled to an opening smaller by a predetermined opening ?F than the ordinary set opening F corresponding to the load state or fully closed.

Abstract: A load control system, in certain aspects, may be configured to decrease the amount of noise pollution of a prime mover (e.g., engine) of a service pack in that it may not require the prime mover to operate at higher discrete operating speeds to deliver small amounts of air from the air compressor. The load control system may also only increase the speed of the prime mover to a minimum discrete speed required, keeping noise at a minimum. The load control system may also maximize fuel efficiency by not operating the prime mover at the highest discrete speed at all times. More specifically, the lower operating speeds may lead to less fuel consumption.

Abstract: To provide a vehicle speed limiting system that is capable of executing a maximum speed limiting control without influencing a driving feeling of a vehicle. A vehicle speed limiting system includes: a three-dimensional map 46a and a throttle valve driving unit 47. A first maximum speed limiter opening degree is calculated by adding a first predetermined opening degree, a second predetermined opening degree, and a current throttle valve opening degree, the first predetermined opening degree being calculated by multiplying a speed difference of the vehicle by a preset P-term coefficient, the second predetermined opening degree being calculated by multiplying an acceleration of the vehicle by a preset D-term coefficient. Once the calculated first maximum speed limiter opening degree falls below the target throttle valve opening degree ?B, the throttle valve motor 30 is driven on a basis of the first maximum speed limiter opening degree.

Abstract: A method is provided for operating a turbocharger. The method includes sensing a parameter indicative of a speed of a turbocharger and a parameter indicative of an engine speed. The method also includes determining a first desired engine speed based on the speed of the turbocharger, the engine speed, and a maximum desired speed of the turbocharger. The method further includes regulating a flow of fuel to an engine based on the first desired engine speed.

Abstract: An engine speed control device includes an engine speed control lever that generates an engine speed instruction and a device for delivering the indicative information on the actual engine speed. An actuator applies a mechanical force on the lever according to the difference between the instruction and the indicative information on the actual engine speed.

Abstract: An anti-vibration support system for an engine, comprising an active anti-vibration supporting device including an elastic member adapted to receive a vibration of the engine; a liquid chamber, wherein at least a portion of a wall surface of said liquid chamber is defined by said elastic member; a movable member adapted to change a volume of said liquid chamber; and an actuator that uses an electromagnetic force to drive said movable member, wherein the vibration of the engine is prevented from being transmitted to a vehicle body frame by controlling a supply of electric current to said actuator, and wherein operation of said active anti-vibration supporting device is prohibited when an abnormality in an operational state of the engine is detected.

Abstract: A control system for an engine includes a speed error determination module that periodically determines an engine speed error rate based on a difference between a measured speed and a desired speed of the engine, and a torque reserve module that monitors the engine speed error rate and that selectively adjusts a torque reserve of the engine based on the engine speed error rate. The torque reserve module maintains the torque reserve at a predetermined first torque reserve amount while the engine speed error rate is less than a predetermined first error rate and selectively increases the torque reserve above the first torque reserve amount when the engine speed error rate increases above a predetermined second error rate greater than the first error rate. The torque reserve module decreases the torque reserve when the engine speed error rate decreases below the first error rate. A related method is also provided.

Abstract: A method of achieving a desired torque output of an internal combustion engine includes determining a first air-per-cylinder (APC) value based on a first APC relationship and determining a second APC value based on a second APC relationship. An APC error is determined based on the second APC value. Operation of the engine is regulated based on the first APC value when the APC error is greater than a threshold error. Operation of the engine based on the second APC value when the APC error is not greater than the threshold error.

Abstract: In an apparatus for controlling an engine, an irregular-region start detector detects that a predetermined-directed level change in an input signal is synchronized with a start of appearance of an irregular region thereof. An irregular-region end detector detects that a predetermined-directed level change in the input signal is synchronized with an end of the irregular region thereof. A fixing unit fixes a reference interval to a predetermined value when it is detected that the predetermined-directed level change in the input signal is synchronized with the start of appearance of the irregular region thereof. A resetting unit resets the reference interval from the predetermined-value to one of the measured intervals when it is detected that the predetermined-directed level change in the input signal is synchronized with the end of the irregular region thereof.

Abstract: An ECU executes a program including the steps of: detecting engine speed NE based on a signal transmitted from an engine speed sensor; calculating engine speed NE with dead time of the engine with respect to a target output torque removed; calculating engine speed NE reflecting the dead time of the engine with respect to the target output torque; correcting the actual engine speed NE in accordance with a difference between the engine speed with dead time removed and the engine speed reflecting the dead time; and setting the target value of output torque in accordance with the corrected engine speed NE.

Abstract: In order to accurately detect an abnormal state of a rotation direction detection unit for detecting a rotation direction of a crank shaft, provided is an internal combustion engine control apparatus including: a rotation detection unit including the rotation direction detection unit for detecting the rotation direction of the crank shaft of an engine to output a rotation direction signal, and a rotation speed detection unit for outputting a pulse signal according to a rotation speed of the crank shaft; a stop position calculation unit for calculating, based on an output from the rotation detection unit, a stop position of the crank shaft when the engine stops; and an abnormal state detection unit for detecting the abnormal state of the rotation direction detection unit when an actual rotation direction of the crank shaft differs from the rotation direction of the crank shaft based on the rotation direction signal.

Abstract: A vehicle speed control system for controlling a vehicle on a chassis dynamometer is comprised of a controller which is arranged to receive a vehicle speed command, to obtain an anticipated vehicle speed command from the vehicle speed command taking account of a delay factor of a control system of the vehicle, to calculate a driving force a driving force command from the anticipated vehicle speed command, to obtain an accelerator opening command from a previously stored driving force characteristic map based on the driving force command and a detected vehicle speed, and to control an accelerator opening of the vehicle according to the accelerator opening command so as to adjust the detected vehicle at the vehicle speed command.

Abstract: A wheel speed detection system including a rotator, a sensor head, a detector, a pulse converter, a speed calculator and a threshold shifter. Plural concave and convex portions are formed on a periphery of the rotator rotating together with a wheel. The sensor head includes a coil to generate an alternate current magnetic field. The detector excites the coil to generate an eddy current on the concave and convex portions, and outputs alternate current detection signals corresponding to changes in the eddy current generated with rotation of the rotator. The pulse converter converts the alternate current detection signals into pulse signals according to preset threshold levels. The speed calculator calculates rotational speed of the wheel based on the pulse signals. The threshold shifter shifts the threshold levels corresponding to a difference between a default average and an average of the alternate current detection signals actually outputted from the detector.

Abstract: A target engine torque after an environmental correction is calculated by interpolating it between an environmentally corrected maximum engine torque and an environmentally corrected minimum engine torque such that a ratio of a nominal target engine torque between a nominal maximum engine torque and a nominal minimum engine torque under a predetermined environmental condition becomes essentially equal to a ratio of the target engine torque between the environmentally corrected maximum engine torque and the environmentally corrected minimum engine torque. The environmentally corrected maximum engine torque is obtained by multiplying the nominal maximum engine torque and a correction coefficient according to the environmental condition together.

Abstract: A control system for a vehicle includes a CPU, a throttle sensor, a brake sensor, and fuel injectors. When the CPU detects a control failure of the throttle valve with a value detected by the throttle sensor, the CPU adjusts the output of the engine by controlling the fuel injectors such that the motorcycle runs with a previously set negative target acceleration. Also, when the CPU detects a brake operation by the driver with the brake sensor after the occurrence of the control failure, the CPU corrects the target acceleration such that the deceleration of the motorcycle becomes larger. Then, the CPU adjusts the output of the engine such that the motorcycle runs with the corrected target acceleration.

Abstract: An electronic engine speed control system for a grass mowing machine powered by an internal combustion engine includes a microcontroller providing an output signal to an engine speed actuator for the engine, a pedal position sensor connected to a foot pedal and providing a voltage input signal to the microcontroller based on the position of the foot pedal, a PTO clutch switch providing a signal input to the microcontroller indicating if a PTO clutch is engaged, and a lever position sensor connected to a hand lever and having a range of positions including an Automatic mode position and a plurality of Manual mode positions.

Abstract: A method for controlling the speed of a vehicle, the method making it possible to maintain a predefined setpoint speed even on downhill grades. In the event that the actual speed of the vehicle exceeds the predefined setpoint speed by more than a first predefined speed difference, a service brake of the vehicle will be activated.

Abstract: An engine system that compensates for disturbances in a crankshaft signal is provided. The system includes: an error module that computes an error between an ideal period and an actual period of a crankshaft signal; a correction factor module that determines a correction factor based on the error; and a compensation module that applies the correction factor to the actual period of the crankshaft signal.

Abstract: A system and method for optimizing machine performance using speed shaping in a machine having an engine and a drivetrain implementing engine underspeed module receives a throttle command requesting an increase in engine speed and transmits the throttle command to the engine. If the requested increase exceeds a predetermined function, the predetermined function is forwarded to the engine underspeed module as a speed standard. The engine underspeed module determines whether the actual engine speed attained by the engine is less than the speed standard by more than a predetermined gap value and, if so, reduces the power required by the drivetrain to avoid lugging of the engine.

Abstract: A PI control strategy controls engine speed to an engine speed set-point. A proportional map (36) is populated with data values to be used in calculating the P component of the strategy. An integral map (38) is populated with data values to be used in calculating the I component. Each data value in the maps is correlated with a speed data value representing engine speed (N) and a speed error data value representing the difference between engine speed and engine speed set-point (N_DIF_MAX_LIM). Values for proportional and integral components are selected from the respective maps by processing current engine speed data and current engine speed error data. The strategy uses the values from the maps for controlling engine speed to the speed set-point. Data values from other maps (20 and 24; or 22 and 26) modify the selected values from the proportional and integral maps (36, 38) for transmission type, transmission gear, and engine temperature.

Abstract: An electric power generation system (20) is disclosed, which includes an electric power generator (22) driven by a four-cycle internal combustion engine (30). The engine (30) includes a plurality of reciprocating cylinders (C1-C6) each rotatably coupled to a crankshaft (34), which drives the electric power generator (22). A controller (90) is included that is operable to control fueling to start the engine (30) as a function of engine temperature and determine initial engine start-up as a function of rotational engine speed. This controller (90) regulates engine acceleration until a target engine speed is reached from initial start-up. Once this target speed is reached, the controller (90) provides a speed governor function.

Abstract: A method of regulating a torque output of an internal combustion engine in a hybrid electric vehicle includes determining whether a cam phaser system of the engine is in one of an inactive state and an active state and monitoring at least one engine operating parameter. An engine torque array is selected from a plurality of engine torque arrays based on the one of the inactive state and the active state. An available engine torque is determined based on the engine torque array and the at least one engine operating parameter and the engine is regulated based on the available engine torque.

Abstract: An electric power generation system (20) is disclosed, which includes an electric power generator (22) driven by a four-cycle internal combustion engine (30). The engine (30) includes a plurality of reciprocating cylinders (C1-C6) each rotatably coupled to a crankshaft (34), which drives the electric power generator (22). A controller (90) is included that is operable to control fueling to start the engine (30) as a function of engine temperature and determine initial engine start-up as a function of rotational engine speed. This controller (90) regulates engine acceleration until a target engine speed is reached from initial start-up. Once this target speed is reached, the controller (90) provides a speed governor function.

Abstract: A method for controlling the speed of internal combustion engines in heavy duty trucks and the like compensates for the overshoot, i.e., the difference between a targeted or commanded engine speed and a transient overspeed or underspeed. The method comprehends executing a program or subroutine where a throttle or engine speed change command is received by a controller, the engine speed change is monitored, a value of overshoot (on both an engine speed increase or decrease) is detected and the detected overshoot is subsequently utilized to temporarily reduce the speed change command, thereby effectively eliminating the overshoot and more positively and quickly arriving at the targeted engine speed.

Abstract: A high low cruise control system for a work machine that allows the operator to set and adjust an upper engine speed limit in an upper limit mode or a lower engine speed limit in a lower limit mode and return to these set points easily. Without exiting the cruise control mode, the operator may decrease engine speed while in the upper limit mode, or increase engine speed while in the lower limit mode.

Abstract: An object is to prevent deterioration in both exhaust emission and fuel efficiency by suitably combining OTP boosting with power boosting. An electronic control unit (ECU) 30 of the present invention is arranged to control a fuel injection amount of an injector 7 to an engine 1 according to an operating condition of the engine 1, and perform OTP boosting of the fuel injection amount to prevent overheating of a discharge passage 3 and a catalyst converter 11 when the engine 1 comes into a high load and high rotation operating condition and perform power boosting that increases the fuel injection amount to enrich an air-fuel ratio to an output air-fuel ratio when the engine 1 comes into a high load operating condition. The ECU 30 executes the power boosting when the engine 1 comes into the high load and high rotation operating condition and executes the OTP boosting later from the start of the power boosting, delayed by a period attributable to at least an increased amount of fuel by the power boosting.

Abstract: A method of achieving a desired torque output of an internal combustion engine includes determining a first air-per-cylinder (APC) value based on a first APC relationship and determining a second APC value based on a second APC relationship. An APC error is determined based on the second APC value. Operation of the engine is regulated based on the first APC value when the APC error is greater than a threshold error. Operation of the engine based on the second APC value when the APC error is not greater than the threshold error.

Abstract: A method and associated arrangement for achieving an adjusted engine setting utilizing engine output and/or fuel consumption. An engine that consumes fuel is run. Fuel consumption and/or engine operation output is determined. A value is determined utilizing the determined fuel consumption and/or the determined engine operation output. The engine setting is adjusted to cause the determined value to change toward a desired value.

Abstract: An engine control system includes an engine with an output shaft. A power take-off device interfaces with the output shaft and provides rotational power to an auxiliary device. A user input device includes a first engine speed control that commands an increase in engine speed by a first amount to increase the rotational power to the auxiliary device when a user selects the first engine speed control. A second engine speed control commands an increase in engine speed by a second amount that is greater than the first amount to increase the rotational power to the auxiliary device when the user selects the second engine speed control. The user input device includes a speed cancellation control that commands a reversal of a net increase in the speed of the engine that is commanded via the user input device when the user selects the speed cancellation control.

Abstract: A vehicle has a straddle seat, a handlebar, an engine, an electronic control unit (ECU), a throttle valve, a throttle valve actuator, and a throttle operator. A throttle operator position sensor senses a throttle operator position. A vehicle speed sensor senses a vehicle speed. The ECU sends a control signal to the throttle valve actuator based on the throttle operator position and the vehicle speed. The throttle valve actuator adjusts the opening of the throttle valve in response to the control signal. If the vehicle speed is lower than a predetermined maximum vehicle speed, the throttle valve actuator adjusts the opening of the throttle valve based on the throttle operator position signal. If the vehicle speed is higher than the predetermined maximum vehicle speed, the throttle valve actuator reduces the degree of opening of the throttle valve. A method of controlling an engine is also disclosed.

Abstract: A throttle limit control for an internal combustion engine throttle control is disclosed. Rate limiting is applied to prevent excessive rates of change in throttle actuation. Throttle pedal authority is continually maintained and throttle headroom is not compromised thereby. Application to various systems including conventional and adaptive cruise systems and power take-off systems is envisioned.

Abstract: A process and apparatus for reducing nitrogen oxide emissions in a genset comprising an engine and a generator and a shaft coupled to the engine and generator. The apparatus directs the generator to reduce load on the shaft while directing the engine to seek a steady state shaft speed for a desired energy transfer to the shaft when a shaft speed correction signal representing a shaft speed correction to reach the desired energy transfer meets a criterion.

Abstract: An engine control device can be capable of suppressing a rise in engine speed at starting. The engine speed can be detected by a speed sensor and a determination can be made whether the engine speed has changed from a starting mode to a normal mode. If the engine speed has changed from a starting mode to a normal mode, the difference between the engine speed and a predetermined target engine speed is calculated, and the ignition timing is controlled based on the calculated difference. The control of ignition timing can be performed when the detected value of the rotational sensor is larger than the target engine speed.

Abstract: An engine control system includes pressure sensors (73, 74), position sensors (75, 76), pressure sensors (77, 78), a target revolution speed modification value computing unit (90), and a modification value adder (70r). A target revolution speed NR2 for use in control is computed based on changes of status variables such that the target revolution speed NR2 increases from the target revolution speed NR1 applied from an input unit (71), and then moderately returns to the target revolution speed NR1. In accordance with the computed target revolution speed NR2 for use in control, a target fuel injection amount FN1 is computed and a fuel injection amount is controlled. As a result, a drop of an engine revolution speed attributable to an abrupt increase of an engine load can be suppressed without sacrificing the work efficiency, and lowering of durability caused by an excessive increase of the engine revolution speed can be prevented.

Abstract: An engine-driven work machine having a target engine speed selection unit and a control unit. The target engine speed selection unit selects and specifies an arbitrary target engine speed from among a plurality of target engine speeds that is set in stepwise fashion. The control unit electrically controls the opening and closing of a throttle valve so that the actual engine speed conforms to the specified target engine speed.

Abstract: A method for controlling the speed in a vehicle includes adjusting at least one gain parameter based on a vehicle speed error and the displacement on demand mode of the engine. A new cruise throttle area is calculated from the adjusted gain parameter.

Abstract: A method for engine speed control for an internal combustion engine generating unit (1) is disclosed, whereby a first time point is set when the actual speed (nM(IST)) exceeds a threshold value and a second time point set when the actual speed (nM(IST)) exceeds a start speed. A time span is then calculated from both time points. Depending on said time span, a run-up ramp and the regulation parameters for a speed regulator are selected.

Abstract: A method for selectively adjusting an amount of fuel to an engine in a vehicle is provided. The vehicle includes an electric machine operatively connected to the engine and capable of controlling a speed of the engine. The method includes providing an amount of fuel to the engine based at least in part on a desired output of the engine, which is based at least in part on a driver input. The electric machine is commanded to control the engine speed based at least in part on the driver input. An output error of the engine is determined based at least in part on the command to the electric machine. The amount of fuel provided to the engine is adjusted when at least one predetermined condition is met, including the output error of the engine being greater than a predetermined amount.

Abstract: A method for closed-loop speed control of an internal combustion engine that is provided as a generator drive or a marine propulsion unit, including the steps of: computing a first control deviation (dR1) from a speed variance comparison; computing a first set injection quantity (qV0) from the first control deviation (dR1) by a speed controller; determining a second set injection quantity (qV) from the first set injection quantity (qV0) and another input variable (E) by a minimum value selector for the closed-loop speed control of the internal combustion engine, wherein in a first, steady operating state of the internal combustion engine, the input variable (E) corresponds to a first injection quantity (qV1) (E=qV1), which is computed via a first characteristic curve, and in a second, dynamic operating state of the internal combustion engine, the input variable (E) corresponds to a second injection quantity (qV2) (E=qV2), which is computed via a second characteristic curve; and changing from the first charact

Abstract: A cruise control system is configured to cancel/prohibit cruise control depending on the operating state of the wipers. When the wipers are in a continuous operation mode and low speed following cruise control is in progress, execution of the low speed following cruise control is continued. When the wipers are in a continuous operation mode and high speed following cruise control is in progress, execution of the high speed following cruise control is continued if the vehicle speed is in the vehicle speed overlap region or if a preceding vehicle is detected (i.e., even if the vehicle speed is not in the vehicle speed overlap region). When the wipers are in a continuous operation mode and high speed following cruise control is in progress, the high speed following cruise control is canceled if the vehicle speed exceeds the vehicle speed overlap region and a preceding vehicle is not detected.

Abstract: Idle speed stability is imparted to a compression ignition engine by processing data values for actual engine speed and desired engine speed to yield a data value for engine speed error; processing (22) the data value for engine speed error according to a governor algorithm for yielding a data value for a mass fuel rate for governed fueling of the engine; c) processing (24) the data value for mass fuel rate for governed fueling of the engine and the data value for actual engine speed to yield a data value for a quantity of fuel to be injected into an engine cylinder during an ensuing stroke of a piston within the cylinder; and d) injecting (30) that quantity of fuel into the cylinder during that stroke.

Abstract: A method for automatically controlling an internal combustion engine-generator unit, in which, in a generator installation with closed-loop load equalization control, a speed limitation curve can be varied as a function of a speed set value (nM(SL)).

Abstract: A cruise control system for motor vehicles is described, having a sensor device for measuring the vehicle's performance characteristics and for measuring the distance to a target object ahead of the vehicle, and a controller which is used to control the vehicle's speed or acceleration as a function of the measured performance characteristics and distance data and has a stop function for automatically braking the vehicle to a standstill as well as at least one standstill state in which the vehicle is held in a stationary position by automatic brake activation, and from which it may only drive off again via an operational command by the driver, the operational command becoming effective only when a confirmation signal is present in addition to the operational command.

Abstract: A method of operating an internal combustion engine is provided which includes the step of determining a desired intake manifold pressure or gas density, based at least in part on a value indicative of a difference between a desired engine speed and an actual engine speed. The method further includes the steps of determining a value indicative of an intake manifold pressure, and adjusting the intake manifold pressure, based at least in part on a difference between the desired intake manifold pressure and the determined value indicative of intake manifold pressure. A software control algorithm for operating an internal combustion engine is provided. The control algorithm includes a first closed loop algorithm for determining a desired intake manifold pressure or gas density, and a second closed loop algorithm for adjusting throttle position, based at least in part on a difference between the desired intake manifold pressure or density and a determined value indicative thereof.

Abstract: An actual run-up ramp is measured for internal combustion engine-generator unit during a starting process. The actual run-ramp is then set as the set run-up ramp. In this way, the closed-loop control of the internal combustion engine-generator unit adapts itself to the on-site conditions.

Abstract: A method for regulating the speed of an internal combustion engine. According to the invention, a second regulation difference (dR2) is calculated by a second filter in the event of dynamic changes of state. In this way, in the event of dynamic changes of state, a speed regulator defines a power-determining signal (ve) according to a first regulation difference (dR1) and the second regulation difference (dR2). The inventive method thus increases the dynamics of the control loop.

Abstract: A system (400) and method of determining fuel demands of a locomotive engine (10) based upon engine speed and power produced by the engine at a given time, so to optimize the engine's power output for a load while reducing engine emissions. The engine control architecture comprises three interrelated control loops (100–300). A primary feedback control loop (100) employs integral type control with gain scheduling to regulate engine speed to commanded slew rated based upon the locomotive's operator commands. A second control loop (200) provides an active, feed forward or predictive control consisting of a plurality of correction functions each utilizing a Taylor series having coefficients for each term in the series, the coefficients being modified to adapt the system to the engine with which it is used.

Abstract: A fuel feed device of a gas engine of non-supercheged type for feeding air and fuel to an intake port without mixing by amixer, wherein fuel gas is fed into the intake port by utilizing a negative pressure generated in the intake port in an intake stroke.

Abstract: A cruise control system is adapted to a vehicle equipped with an internal combustion engine and a manual transmission which are disengageably connected through a clutch. The cruise control system is arranged to calculate a first vehicle operation indicative quantity based on an engine speed detected by an engine speed sensor, to calculate a second vehicle operation indicative quantity based on a wheel speed detected by a wheel speed sensor, to determine whether a deviation between the first vehicle operation indicative quantity and the second vehicle operation indicative quantity is greater than a predetermined value, and to cancel the cruise control when the deviation is greater than the predetermined value.