With Fuel Injection Control Patents (Class 123/406.47)
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Patent number: 6718944Abstract: The method and the device are used for cylinder shut-off in an internal combustion engine (10), in particular of a vehicle, using a control unit (15) in effective operational contact with the cylinders (11, 12, 13, 14) of the internal combustion engine (10), which has a monitoring unit (21), a knock regulating unit (20) and a fuel injector shut-off unit (22). At the same time the provision is made that the fuel injector shut-off unit (22) is operationally linked to the knock regulating unit (20) to achieve coordinated cylinder shut-off. The fuel injector shut-off unit (22) is provided with a memory medium (23) for storing a cylinder shut-off program.Type: GrantFiled: November 8, 2002Date of Patent: April 13, 2004Assignee: Robert Bosch GmbHInventors: Steffen Franke, Axel Heinstein
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Patent number: 6712042Abstract: The invention is directed to a method and an arrangement for equalizing at least two cylinder banks of an internal combustion engine wherein a control parameter is corrected. The control parameter influences the torque contributions of the cylinder banks when a deviation in the quantities is determined. These quantities represent the torque contributions of the cylinder banks.Type: GrantFiled: October 27, 2000Date of Patent: March 30, 2004Assignee: Robert Bosch GmbHInventor: Mario Kustosch
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Patent number: 6705288Abstract: A starting control apparatus for an internal combustion engine capable of ensuring proper starting performance with a fuel injection quantity of a lean air-fuel ratio while reducing HC discharge quantity in an engine start phase with high reliability. During a period from the start of cranking to occurrence of complete explosion in the engine starting phase, the fuel injection quantity charged to individual cylinders on a cylinder-by-cylinder basis and the ignition timing for igniting the fuel are properly set for each of the individual combustion strokes taking place sequentially among plural cylinders. An optimal combination of the fuel injection quantity and the ignition timing is realized for thereby producing required torque just enough in the individual combustion strokes.Type: GrantFiled: April 30, 2002Date of Patent: March 16, 2004Assignee: Mitsubishi Denki Kabushiki KaishaInventors: Hitoshi Inoue, Hideaki Tani
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Publication number: 20040040535Abstract: During a multiple discharges operation, a micro computer changes a discharge period of each discharge in accordance with a pressure transition in a combustion chamber of an internal combustion engine. Thus, energy amount consumed at each discharge of multiple discharges operation is suppressed toward the minimum requirement, and consumption of energy accumulated in the ignition device is appropriately controlled. As a result, discharge energy is efficiently consumed at the multiple discharges, thereby compacting the ignition device. Further, the number of multiple discharges is not restricted.Type: ApplicationFiled: August 26, 2003Publication date: March 4, 2004Applicant: Denso CorporationInventors: Tetsuya Miwa, Hideki Kawamura, Tomonari Chiba
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Publication number: 20040025839Abstract: A fuel injection and ignition system for an internal combustion engine adapted to apply a power source voltage to an injector, an ignition circuit, an electronic control unit and a fuel pump from a single voltage regulating power source circuit having as a power source a generator driven by the internal combustion engine through a power line and to control a drive current of the fuel pump in a pulse width modulating mode (PWM mode) so as to keep the power line voltage at a value higher than a reference voltage, which is set slightly higher than a voltage corresponding to one higher among the minimum operation voltages for the injector and that for the ignition circuit, in the course where the internal combustion engine starts.Type: ApplicationFiled: July 3, 2003Publication date: February 12, 2004Inventors: Kazuyoshi Kashibata, Yuichi Kitagawa, Hiroyasu Sato
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Patent number: 6681741Abstract: During an operation to warm up a catalyst at an early time, an engine control apparatus adjusts an intake valve to a target opening position, which is set to provide a sufficient flow velocity of a flow of intake air flowing through the intake valve. Thus, fuel stuck on the intake passage is evaporated and, in addition, mixed gas in a combustion chamber is well agitated. Furthermore, the engine control unit controls a fuel injection period, a fuel injection timing and an ignition timing in accordance with the opening timing of the intake valve. Therefore, an amount of stuck fuel is reduced according to increase in the flow velocity of intake air.Type: GrantFiled: December 4, 2001Date of Patent: January 27, 2004Assignee: Denso CorporationInventors: Yoshihiro Majima, Toyoji Yagi
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Patent number: 6679223Abstract: An engine control system executes fuel injection and ignition in accordance with a detected engine rotational position. The engine control system has a crank sensor on a crankshaft and a cam sensor on a camshaft. The crank sensor generates a first reference position signal at intervals of 360 degrees CA. The cam sensor generates a second reference position signal at a rotational position different from the crank sensor. The engine control system also includes a means for controlling the engine on the basis of the first reference position signal and a means for controlling the engine on the basis of the second reference position signal. When the engine is started, either of the signals is detected so that it is possible to control the engine in accordance with a rotational position of the engine early. The cam sensor is also used in control of a variable valve timing unit.Type: GrantFiled: April 22, 2002Date of Patent: January 20, 2004Assignee: Denso CorporationInventor: Koji Sakakibara
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Patent number: 6662782Abstract: The present invention is directed to provide a controller for an internal combustion engine, capable of suppressing deterioration in drivability of an engine. A controller for an internal combustion engine has lean control means for calculating a torque margin from a reference engine speed and an actual engine speed and setting a combustion air-fuel ratio of an internal combustion engine to the lean side on the basis of the torque margin. In addition to correction of a fuel injection amount by the lean control means, the fuel injection amount is further corrected on the basis of a final correction value for reducing deterioration in drivability. The final correction value is set by selecting either a correction value which is set on the basis of an engine speed fluctuation amount or a final correction value of last time, which suppresses deterioration in drivability more. Thus, the operation of setting the air-fuel ratio to the lean side while considering deterioration in drivability can be performed.Type: GrantFiled: July 16, 2002Date of Patent: December 16, 2003Assignee: Denso CorporationInventors: Hisashi Iida, Jun Hasegawa, Yoshiyuki Okamoto, Tomoaki Nakano
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Publication number: 20030221671Abstract: A method is disclosed for controlling operation of an engine coupled to an exhaust treatment catalyst. Under predetermined conditions, the method operates an engine with a first group of cylinders combusting a lean air/fuel mixture and a second group of cylinders pumping air only (i.e., without fuel injection). In addition, the engine control method also provides the following features in combination with the above-described split air/lean mode: idle speed control, sensor diagnostics, air/fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, default operation, and exhaust gas and emission control device temperature control. In addition, the engine control method also changes to combusting in all cylinders under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.Type: ApplicationFiled: June 4, 2002Publication date: December 4, 2003Applicant: Ford Global Technologies, Inc.Inventors: David Karl Bidner, Gopichandra Surnilla
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Publication number: 20030213468Abstract: An engine control system in a vehicle including a variable displacement internal combustion engine, an intake manifold coupled to the variable displacement internal combustion engine, a controller for controlling the displacement of the variable displacement internal combustion engine, and where the controller varies the spark for a reactivating cylinder during the transition from deactivation to reactivation.Type: ApplicationFiled: May 16, 2002Publication date: November 20, 2003Inventors: Allen B. Rayl, William R. Aro, Gregory Paul Matthews
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Patent number: 6644275Abstract: An apparatus for controlling an engine responds to the switching of combustion mode from stoichiometric combustion to lean-fuel combustion to vary the target throttle opening in step-wise fashion, causing the quantity of intake air to increase in a fashion of first-order delay. The base fuel injection quantity and base ignition timing are computed based on the response of intake air quantity. Consequently, the torque shock can be reduced and the quick combustion mode switching can be performed. Based on the quick passage of the air-fuel ratio zone in which a large amount of NOx arises, the amount of NOx emission can be reduced.Type: GrantFiled: March 11, 2002Date of Patent: November 11, 2003Assignee: Denso CorporationInventor: Wakichi Kondo
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Publication number: 20030172908Abstract: A control method adjusts fuel injection into an engine having a variable compression ratio. The method determines the cylinder air amount based on various sensors and the current compression ratio. The disclosed fuel injection method can perform both open loop and closed loop control. A method is also disclosed for putting the compression ratio to a base value during engine shutdown so that subsequent engine starts occur with a consistent compression ratio.Type: ApplicationFiled: April 4, 2003Publication date: September 18, 2003Inventor: John D. Russell
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Publication number: 20030164155Abstract: An electronic control unit for controlling a fuel injection amount of a two-cycle internal combustion engine with an exhaust control valve wherein the electronic control unit comprises an injection amount determination means for determining the fuel injection amount at various control conditions, a valve abnormality detection means for detecting an abnormality of operation of the exhaust control valve, and an injector driving means for driving an injector so as to inject fuel of the amount determined by the injection amount determination means from the injector. The injection amount determination means determines the injection amount so that when the valve abnormality detection means detects the abnormality of operation of the exhaust control valve, an air-fuel mixture is made in a rich state.Type: ApplicationFiled: December 30, 2002Publication date: September 4, 2003Inventors: Yoshinobu Arakawa, Kouji Sasaki, Yoshikazu Tsukada, Mitsugu Koike
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Publication number: 20030139872Abstract: To simplify a constitution of an engine control device operated using-another fuel different from a predetermined fuel. The engine control device includes: a main computer 1 to output a signal on the supposition that the predetermined fuel is used; and a sub computer 2 to calculate and output only an injection signal on the supposition that another fuel is used. The sub computer conducts injection control on another fuel according to the injection signal or ignition signal outputted from the main computer and further according to the output of a sensor. Control, except for injection control, is conducted according to a signal outputted from the main computer.Type: ApplicationFiled: June 11, 2002Publication date: July 24, 2003Inventor: Akira Miki
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Patent number: 6595187Abstract: A control method adjusts fuel injection into an engine having a variable compression ratio. The method determines the cylinder air amount based on various sensors and the current compression ratio. The disclosed fuel injection method can perform both open loop and closed loop control. A method is also disclosed for putting the compression ratio to a base value during engine shutdown so that subsequent engine starts occur with a consistent compression ratio.Type: GrantFiled: August 6, 2001Date of Patent: July 22, 2003Assignee: Ford Global Technologies, LLCInventor: John D. Russell
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Patent number: 6584956Abstract: In an electronically controlled fuel injection apparatus of a speed density type, a new air intake efficiency correction value for correcting an intake pressure is calculated based on the intake pressure, an engine rotation speed, and an advance angle amount of valve timing.Type: GrantFiled: August 10, 2001Date of Patent: July 1, 2003Assignee: Unisia Jecs CorporationInventor: Kenichi Machida
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Patent number: 6581564Abstract: An ignition time controller for an internal combustion engine is provided for setting an ignition time such that it can rapidly converge to an appropriate value in accordance with a change in intake characteristics associated with a change in cam phase in either of a uniform combustion mode and a stratified combustion mode in a direct injection type internal combustion engine having a cam phase changing mechanism.Type: GrantFiled: September 20, 2001Date of Patent: June 24, 2003Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Ken Ogawa, Kazuhiro Ueda, Hiroshi Tagami
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Patent number: 6581565Abstract: This invention relates to an engine torque controller for spark ignition internal combustion engines and more specifically for direct injection engines. The invention provides a torque controller and a method of controlling torque for an engine in which torque is controlled in dependence upon a filtered difference signal where the filtered difference signal is the difference between a desired torque signal and a signal representing an estimate of the current torque.Type: GrantFiled: July 9, 2002Date of Patent: June 24, 2003Assignee: Visteon Global Technologies, Inc.Inventors: Garon Nigel Heslop, Jon Dixon, Richard Stephen Blachford
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Patent number: 6557526Abstract: An internal combustion engine (1) causes an air-fuel mixture produced in a combustion chamber (23) to burn by means of ignition using a spark plug (24). A programmable controller (20) calculates a reaction probability expressing the combustibility of the air-fuel mixture inside the combustion chamber (23) and the combustion rate of the air-fuel mixture on the basis of the operating conditions of the engine 1 (S13, S27, S32). An air-fuel mixture combustion period is calculated on the basis of the volume of the combustion chamber at the combustion start timing, the reaction probability, and the combustion rate (S29, S34). On the basis of this combustion period, a target ignition timing of the spark plug (24) can be accurately set under a small calculation load.Type: GrantFiled: October 4, 2002Date of Patent: May 6, 2003Assignee: Nissan Motor Co., Ltd.Inventor: Masato Hoshino
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Patent number: 6557528Abstract: A method of controlling detonation in an internal combustion engine is provided with the steps of: combusting a fuel and air mixture within a combustion cylinder; sensing a plurality of pressures at discrete points in time within the combustion cylinder; determining a pressure profile of the plurality of pressures; detecting detonation within the combustion cylinder; and acting upon the detonation, dependent upon where said detonation occurs on the pressure profile.Type: GrantFiled: August 30, 2001Date of Patent: May 6, 2003Assignee: Caterpillar Inc.Inventor: Joel D. Hiltner
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Publication number: 20030079722Abstract: A starting control apparatus for an internal combustion engine capable of ensuring proper starting performance with a fuel injection quantity of a lean air-fuel ratio while reducing HC discharge quantity in an engine start phase with high reliability. During a period from the start of cranking to occurrence of complete explosion in the engine starting phase, the fuel injection quantity charged to individual cylinders on a cylinder-by-cylinder basis and the ignition timing for igniting the fuel are properly set for each of the individual combustion strokes taking place sequentially among plural cylinders. An optimal combination of the fuel injection quantity and the ignition timing is realized for thereby producing required torque just enough in the individual combustion strokes.Type: ApplicationFiled: April 30, 2002Publication date: May 1, 2003Applicant: MITSUBISHI DENKI KABUSHIKI KAISHAInventors: Hitoshi Inoue, Hideaki Tani
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Patent number: 6553965Abstract: A control system for an internal combustion engine is provided which is capable of controlling ignition timing, fuel injection timing and a fuel injection amount in a stable manner at any time even in an engine, or in an operating range or in an operating condition thereof, in which there are great variations in the number of revolutions per minute of the engine.Type: GrantFiled: November 29, 2001Date of Patent: April 29, 2003Assignee: Mitsubishi Denki Kabushiki KaishaInventor: Hideki Umemoto
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Publication number: 20030075142Abstract: In one embodiment, the present invention is directed to a method of igniting a fuel charge of a Gasoline Direct Injection engine. The method of this embodiment includes providing an ignition pulse to an ignitor, the pulse having a duration of at least 1 &mgr;s and an average power of at least 500W.Type: ApplicationFiled: May 16, 2002Publication date: April 24, 2003Inventor: Artur P. Suckewer
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Patent number: 6536411Abstract: In a method for operating an internal combustion engine, as a function of a desired load, wherein a desired pressure in the intake pipe of the internal combustion engine is determined and set by means of an air supply device, the ignition timing, the beginning of fuel injection and the duration of fuel injection values are determined in accordance with a predetermined relationship as a function of the desired load and the values are supplied as actuating signals to actuating elements by which the ignition and the fuel injection are adjusted to improve the engine response behavior.Type: GrantFiled: May 29, 2001Date of Patent: March 25, 2003Assignee: DaimlerChrysler AGInventors: Thomas Ganser, Thomas Kaiser, Charles R. Koch, Michael Kühn, Kurt Maute, Martin Spanninger
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Publication number: 20030029416Abstract: A method and a corresponding apparatus for operating an internal combustion engine are proposed, in which in at least one cylinder, combustion of a fuel in a fuel/air mixture introduced into the cylinder takes place. Upon the occurrence of knocking, a baseline ignition angle in the at least one cylinder is retarded in steps, using a knock control system, to an adjustment angle from the basic ignition angle. When the adjustment angle exceeds a definable threshold value, activation of the knock prevention operation mode occurs, in which context an additional action reducing the knock susceptibility of the fuel/air mixture is taken and the adjustment angle is decreased so that the baseline ignition angle is advanced.Type: ApplicationFiled: July 26, 2002Publication date: February 13, 2003Inventors: Juergen Sauler, Axel Heinstein
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Patent number: 6510834Abstract: The control system of a spark-ignited direct fuel injection internal combustion engine has a control unit for operating the internal combustion engine selectively between a homogeneous combustion mode for starting the engine or after a warm-up thereof and a stratified combustion mode for promoting an activation of a catalytic converter, in response to a request according to an engine operating condition. The control unit further adjusts a parameter that affects engine torque of the internal combustion engine so as to reduce the undesired sudden change of the engine torque when the combustion mode is converted.Type: GrantFiled: August 29, 2000Date of Patent: January 28, 2003Assignee: Nissan Motor Co., Ltd.Inventors: Masayuki Tomita, Kimiyoshi Nishizawa, Iwao Yoshida
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Publication number: 20030015175Abstract: A control system for a low cost, light duty combustion engine, where the control system generally utilizes an engine speed input signal and independent operating sequences to determine a desired ignition timing and air-to-fuel ratio for a combustible mixture. There are several independent operating sequences, each one of which is designed to optimally control the engine under certain conditions.Type: ApplicationFiled: July 1, 2002Publication date: January 23, 2003Inventors: Martin N. Andersson, Kevin P. Born, George M. Pattullo
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Publication number: 20030015169Abstract: This invention relates to an engine torque controller for spark ignition internal combustion engines and more specifically for direct injection engines. The invention provides a torque controller and a method of controlling torque for an engine in which torque is controlled in dependence upon a filtered difference signal where the filtered difference signal is the difference between a desired torque signal and a signal representing an estimate of the current torque.Type: ApplicationFiled: July 9, 2002Publication date: January 23, 2003Applicant: Visteon Global Technologies, Inc.Inventors: Garon Nigel Heslop, Jon Dixon, Richard Stephen Blachford
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Patent number: 6508230Abstract: A revolution number control system includes ignition timing delay controlling means for delaying ignition timing from the ignition advance amount n at first prescribed value n2 when the engine revolution number NE is between the first prescribed value n2 and a clutch-on revolution number n4. The first prescribed value n2 is a predetermined revolution number smaller than a present revolution number and the clutch-on revolution number n4 is the present revolution number, and the revolution number control system 40 controls the revolution number by operating the ignition timing delay controlling means when a throttle opening sensor does not detect a change in the throttle opening.Type: GrantFiled: July 18, 2001Date of Patent: January 21, 2003Assignee: Honda Giken Kogyo Kabushiki KaishaInventor: Kiyoyuki Sugano
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Publication number: 20030010317Abstract: The present invention is directed to provide a controller for an internal combustion engine, capable of suppressing deterioration in drivability of an engine. A controller for an internal combustion engine has lean control means for calculating a torque margin from a reference engine speed and an actual engine speed and setting a combustion air-fuel ratio of an internal combustion engine to the lean side on the basis of the torque margin. In addition to correction of a fuel injection amount by the lean control means, the fuel injection amount is further corrected on the basis of a final correction value for reducing deterioration in drivability. The final correction value is set by selecting either a correction value which is set on the basis of an engine speed fluctuation amount or a final correction value of last time, which suppresses deterioration in drivability more. Thus, the operation of setting the air-fuel ratio to the lean side while considering deterioration in drivability can be performed.Type: ApplicationFiled: July 16, 2002Publication date: January 16, 2003Inventors: Hisashi Iida, Jun Hasegawa, Yoshiyuki Okamoto, Tomoaki Nakano
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Patent number: 6502550Abstract: An ignition and fuel control system 10 of a vehicle 18 is provided including a controller 22. The controller 22 is electrically coupled to an ignition system 14, a fuel system 16, a crankshaft position sensor 32, and a camshaft position sensor 34. The crankshaft position sensor 32 senses a crankshaft position and generates a crankshaft position signal. A camshaft position sensor 34 senses a camshaft position and generates a camshaft position signal. The controller 22 determines a crankshaft position and a camshaft position in response to the crankshaft position signal and the camshaft position signal respectively. The controller 22 identifies a reference engine cylinder in response to the crankshaft position and the camshaft position and generates a synchronization value. The controller 22 also enables the ignition system 14 and the fuel system 16 in response to the synchronization value.Type: GrantFiled: February 5, 2002Date of Patent: January 7, 2003Assignee: Ford Global Technologies, Inc.Inventors: Allan J. Kotwicki, Siamak Hashemi, Steven Joseph Szwabowski, Woong-chul Yang, Yin Chen, Yong-Wha Kim
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Publication number: 20020189588Abstract: A control system for an internal combustion engine is provided which is capable of controlling ignition timing, fuel injection timing and a fuel injection amount in a stable manner at any time even in an engine, or in an operating range or in an operating condition thereof, in which there are great variations in the number of revolutions per minute of the engine.Type: ApplicationFiled: November 29, 2001Publication date: December 19, 2002Applicant: MITSUBISHI DENKI KABUSHIKI KAISHAInventor: Hideki Umemoto
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Publication number: 20020179055Abstract: In a method for operating an internal combustion engine, as a function of a desired load, wherein a desired pressure in the intake pipe of the internal combustion engine is determined and set by means of an air supply device, the ignition timing, the beginning of fuel injection and the duration of fuel injection values are determined in accordance with a predetermined relationship as a function of the desired load and the values are supplied as actuating signals to actuating elements by which the ignition and the fuel injection are adjusted to improve the engine response behavior.Type: ApplicationFiled: May 29, 2001Publication date: December 5, 2002Inventors: Thomas Ganser, Thomas Kaiser, Charles R. Koch, Michael Kuhn, Kurt Maute, Martin Spanninger
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Publication number: 20020166519Abstract: An electronic control unit for a combustion engine having a water coolant passageway in heat transfer adjacency to the unit and adapted to remove heat from the unit. An ECU for combustion engine, comprising: electrical input circuits, electrical control circuits, electrical fuel injection output drive circuits, electrical oil pump output drive circuits and electrical ignition circuits. An ECU is disclosed which is adapted to verify firing of the ignition coils of the engine.Type: ApplicationFiled: November 23, 1999Publication date: November 14, 2002Inventors: MARK J. SKRZYPCHAK, MICHAEL J. FRENCH, GREGRY M. REMMERS, SCOTT A. KOERNER, PHILIP J. BYLSMA, MIKE A. TANNER, DALE A. WIEGELE
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Publication number: 20020166540Abstract: A method for phase recognition of an internal combustion engine with a plurality of cylinders is preformed in an operating region of the engine having selected operating conditions. A crankshaft sensor serves to determine the angular position of the crankshaft. A control apparatus evaluates the signals of the crankshaft sensor and triggers injection and ignition impulses depending on the angular position of the crankshaft. The method includes the steps of adopting a phase relationship; changing a &lgr;-value for at least one of the cylinders; injecting at a selected time once or twice per working cycle in each cylinder; detecting speed changes of the internal combustion engine through at least one working cycle; and distinguishing whether the phase relationship of step B is correct or incorrect by the point in time of a rotational speed change or by an absence of rotational speed changes.Type: ApplicationFiled: May 1, 2002Publication date: November 14, 2002Inventor: Wolfgang Boerkel
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Publication number: 20020157641Abstract: An engine control system executes fuel injection and ignition in accordance with a detected engine rotational position. The engine control system has a crank sensor on a crankshaft and a cam sensor on a camshaft. The crank sensor generates a first reference position signal at intervals of 360 degrees CA. The cam sensor generates a second reference position signal at a rotational position different from the crank sensor. The engine control system also includes a means for controlling the engine on the basis of the first reference position signal and a means for controlling the engine on the basis of the second reference position signal. When the engine is started, either of the signals is detected so that it is possible to control the engine in accordance with a rotational position of the engine early. The cam sensor is also used in control of a variable valve timing unit.Type: ApplicationFiled: April 22, 2002Publication date: October 31, 2002Inventor: Koji Sakakibara
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Publication number: 20020124831Abstract: An apparatus for controlling an engine responds to the switching of combustion mode from stoichiometric combustion to lean-fuel combustion to vary the target throttle opening in step-wise fashion, causing the quantity of intake air to increase in a fashion of first-order delay. The base fuel injection quantity and base ignition timing are computed based on the response of intake air quantity. Consequently, the torque shock can be reduced and the quick combustion mode switching can be performed. Based on the quick passage of the air-fuel ratio zone in which a large amount of NOx arises, the amount of NOx emission can be reduced.Type: ApplicationFiled: March 11, 2002Publication date: September 12, 2002Inventor: Wakichi Kondo
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Patent number: 6431153Abstract: In a motor control method and apparatus for an internal combustion engine, a point for the beginning of injection moment and injection period for each cylinder are determined in a load-controlled way in a motor controller and supplied to the actuators for execution of the injection. To improve the response characteristic of the internal combustion engine, control information for injection of the cylinder currently to be addressed is transmitted as reserve information for the subsequent cylinder in every transmission cycle. In the event of a load increase, reserve information from the previous transmission cycle is used to control injection in the subsequent cylinder.Type: GrantFiled: January 16, 2001Date of Patent: August 13, 2002Assignees: DaimlerChrysler AG, Robert Bosch GmbHInventors: Thomas Ganser, Charles Robert Koch, Dietmar Lauffer, Kurt Maute, Andreas Schmidt, Markus Stalitza, Johannes Wehle
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Publication number: 20020088432Abstract: A motorcycle having a system for combustion knock control. The motorcycle includes a spark generating circuit having a spark plug. The spark generating circuit produces a spark across a spark gap of the spark plug in response to a sparking signal. The motorcycle further includes an ion signal circuit that provides an ion signal indicative of an ion current being generated across the spark gap, and an analysis module electrically connected to the ion signal circuit and the spark generating circuit. The analysis module generates the sparking signal in a timed sequence, receives the ion signal from the ion signal generating circuit, measures a knock intensity within the ion signal, and modifies the timing sequence when knock is present.Type: ApplicationFiled: March 15, 2002Publication date: July 11, 2002Applicant: Harley Davidson Motor CompanyInventors: V. Dennis Lodise, Eric Norppa, Frederick K. Lenhart, Michael Martin
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Patent number: 6411886Abstract: A method of detecting and controlling detonation, including the steps of: generating (10) a vibration signal (D) proportional to the intensity of vibration on the crankcase; wide-band-filtering (11) the vibration signal (D) to generate a first intermediate signal; rectifying (12) the first intermediate signal to generate a second intermediate signal; integrating (13) the second intermediate signal to generate a first numeric value; calculating (14) a logarithm of the first numeric value to obtain a second numeric value (Xi); calculating (16) a difference between the second numeric value (Xi) and the mean value (&mgr;i) to obtain a third numeric value (&dgr;i) with a predetermined threshold value (&dgr;o); determining (18) the presence of detonation in the event the third numeric value (&dgr;i) has a first predetermined relationship with the predetermined threshold value (&dgr;o); forming (19, 21) a detonation index (Ii) indicating the behavior of the engine in terms of detonation; and obtaining (22) a spark lType: GrantFiled: March 22, 2000Date of Patent: June 25, 2002Assignee: C.R.F. Societa Consortile per AzioniInventors: Gianluca Morra, Stefano Re Fiorentin, Paolo Tubetti, Gianpiero Einaudi
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Publication number: 20020066436Abstract: During an operation to warm up a catalyst at an early time, an engine control apparatus adjusts an intake valve to a target opening position, which is set to provide a sufficient flow velocity of a flow of intake air flowing through the intake valve. Thus, fuel stuck on the intake passage is evaporated and, in addition, mixed gas in a combustion chamber is well agitated. Furthermore, the engine control unit controls a fuel injection period, a fuel injection timing and an ignition timing in accordance with the opening timing of the intake valve. Therefore, an amount of stuck fuel is reduced according to increase in the flow velocity of intake air.Type: ApplicationFiled: December 4, 2001Publication date: June 6, 2002Inventors: Yoshihiro Majima, Toyoji Yagi
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Patent number: 6371078Abstract: A method of controlling a direct fuel injection engine is provided. In the method, under a condition where an ignition timing which is accurately detectable is constant, a fuel injection timing is advanced and delayed to measure an average ion current, and the fuel injection timing is controlled so as to maximize the average ion current. Even when the efficiency of a solenoid is lowered to cause a variation of the fuel injection timing, the fuel injection timing can be controlled to be optimized, thus making it possible to maintain an intended efficiency of the direct fuel injection engine over a long period of usage. Particularly, the method can be realized by the use of a conventional ion current detecting device for detection of a misfire, it can be executed with an apparatus which can be attained at low cost. A direct fuel injection engine control system and a storage medium storing the control method of this invention are also provided.Type: GrantFiled: August 22, 2000Date of Patent: April 16, 2002Assignee: NGK Spark Plug Co., Ltd.Inventors: Noriaki Kondo, Yasushi Sakakura
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Publication number: 20020020390Abstract: A revolution number control system includes ignition timing delay controlling means for delaying ignition timing from the ignition advance amount n at a first prescribed value n2 when the engine revolution number NE is between the first prescribed value n2 and a clutch-on revolution number n4. The first prescribed value n2 is a predetermined revolution number smaller than a preset revolution number and the clutch-on revolution number n4 is the preset revolution number, and the revolution number control system 40 controls the revolution number by operating the ignition timing delay controlling means when a throttle opening sensor does not detect a change in the throttle opening.Type: ApplicationFiled: July 18, 2001Publication date: February 21, 2002Inventor: Kiyoyuki Sugano
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Publication number: 20020017276Abstract: In an electronically controlled fuel injection apparatus of a speed density type, a new air intake efficiency correction value for correcting an intake pressure is calculated based on the intake pressure, an engine rotation speed, and an advance angle amount of valve timing.Type: ApplicationFiled: August 10, 2001Publication date: February 14, 2002Applicant: UNISIA JECS CORPORATIONInventor: Kenichi Machida
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Patent number: 6302082Abstract: An ignition timing control system for a direct injection spark ignition internal combustion engine which is operated at an ultra-lean burn combustion or at a pre-mixture charged combustion. In the system, a desired fuel injection end timing at which injection of the determined fuel injection amount should be ended is determined. Then, the difference between the desired fuel injection end timing and the ignition timing is calculated and is determined whether the difference is less than a predetermined value (crank angle margin), and the ignition timing is corrected by the predetermined value when the difference is determined to be less than the predetermined value, thereby enabling to prevent the overlapping of the fuel injection end timing and the ignition timing from happening and avoiding the problem of misfiring or residual of unburned fuel in the cylinder from occurring.Type: GrantFiled: April 19, 2000Date of Patent: October 16, 2001Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Shuji Nagatani, Masahiro Sato, Minoru Torii
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Patent number: 6295970Abstract: To exactly obtain a volumetric efficiency or ignition timing corresponding to a shift amount in rotational angle or phase of a camshaft relative to a crank shaft operably connected therewith even if the opening/closing timing of an exhaust valve and an intake valve is changed so as to optimally control an fuel injection amount or ignition timing, the fuel injection amount or the ignition timing is controlled by calculating a fuel control parameter or an ignition timing control parameter on the basis of an intake pressure and a rpm of the engine. When the valve timing is changed, the amount of change in the valve timing is detected so that the fuel control parameter or the ignition timing control parameter is compensated for on the basis of the change amount thus detected.Type: GrantFiled: February 17, 2000Date of Patent: October 2, 2001Assignee: Mitsubishi Denki Kabushiki KaishaInventor: Takeshi Kawakami
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Publication number: 20010023679Abstract: In a motor control method and apparatus for an internal combustion engine, a point for the beginning of injection moment and injection period for each cylinder are determined in a load-controlled way in a motor controller and supplied to the actuators for execution of the injection. To improve the response characteristic of the internal combustion engine, control information for injection of the cylinder currently to be addressed is transmitted as reserve information for the subsequent cylinder in every transmission cycle. In the event of a load increase, reserve information from the previous transmission cycle is used to control injection in the subsequent cylinder.Type: ApplicationFiled: January 16, 2001Publication date: September 27, 2001Inventors: Thomas Ganser, Charles Robert Koch, Dietmar Lauffer, Kurt Maute, Andreas Schmidt, Markus Stalitza, Johannes Wehle
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Publication number: 20010013334Abstract: A drive unit for driving a fuel pump for a small-sized vehicle, which is capable of reducing the current consumption of the fuel pump. A drive unit includes an ECU for controlling the fuel injection amount of a fuel injector. The ECU drives the fuel pump on the basis of control data for controlling the fuel injection amount of the fuel injector and of a power supply voltage of the fuel pump. For example, the fuel pump is driven under pulse-width modulation (PWM) in such a manner that a pulse-width of a PWM signal is made larger with an increase in the fuel injection amount of the fuel injector and is made smaller with a decrease in the fuel injection amount of the fuel injector.Type: ApplicationFiled: April 19, 2001Publication date: August 16, 2001Applicant: Honda Giken Kogyo Kabushiki KaishaInventors: Hiroshi Tanaka, Takeshi Konno
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Patent number: 6267099Abstract: A control device for an internal combustion engine is configured to switch over at least one of fuel injection amount and ignition timing to an emergency traveling mode in the event that an electric actuator for driving a throttle valve malfunctions, at which time the throttle valve is set at a default position. At the time of the emergency traveling mode, throttle valve opening degree is set at a value larger than the opening degree when an accelerator pedal is not depressed during normal operation. Fuel amount is set to obtain necessary engine rpm for the emergency traveling mode and when the acceleration pedal is not depressed or the vehicle speed is zero, ignition timing is retarded with respect to ignition timing during normal idling operation.Type: GrantFiled: May 26, 2000Date of Patent: July 31, 2001Assignee: Hitachi, Ltd.Inventors: Hiroyuki Yamada, Yasuhiro Kamimura, Kenji Ono, Norihiro Isozaki
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Patent number: 6263856Abstract: A powertrain control method for an internal combustion engine responsive to an accelerator pedal input, the engine having at least one fuel injector responsive to a commanded fuel signal. The method comprises the steps of determining the engine speed, determining the accelerator pedal position, and generating a desired fuel quantity value as a function of the accelerator pedal position and engine speed. If the commanded fuel signal is greater than the desired fuel quantity value, the commanded fuel signal is limited to the desired value.Type: GrantFiled: January 20, 2000Date of Patent: July 24, 2001Assignee: Ford Global Technologies, Inc.Inventors: Charles Francis Weber, Allan Joseph Kotwicki, Ross Dykstra Pursifull