Abstract: An injection control method for controlling a “common rail” fuel injection system in a diesel engine is described. The method includes the following steps: an initializing step for acquiring engine control parameters; and a main adjustment cycle for adjusting operational variables of the engine. The injection control method also includes an interrupting step for adjusting an injection procedure proper of the injection system by variation of all the characteristic parameters of the injection procedure. Also described is an injection control system for a diesel engine based on the above method.

Abstract: A control unit assembly is disclosed including a housing, at least one processor to control operation of an engine, and a voltage regulator configured to regulate a voltage of at least one rail of the engine. The at least one processing unit and the voltage regulator reside on a common circuit board.

Abstract: A control unit calculates a quantity of air that is taken into an engine from an output current from an air flow meter that is located downstream from a throttle valve. The control unit then determines the quantity of fuel to be injected for this quantity of air. A value obtained by multiplying by two an integral value of the quantity of air from the rise point of the quantity of air until the quantity of air reaches a peak value is used for calculating the injection quantity. This value is taken as the total integrated air intake quantity of an intake stroke, and this is then divided by a predetermined air-fuel ratio so as to provide the quantity of fuel to be injected.

Abstract: An injection timing for supplying a fuel by one injection per two rotations to a single-cylinder four-cycle engine of a fixed spark advance ignition system is decided on the basis of a simple system. With respect to ignition signals A1, B1, A2, B2, . . . generated every one rotation of the engine, an intake pipe pressure lowering state exists in one ignition signal cycle A1-B2, and the intake pipe pressure lowering state does not exist in the next ignition signal cycle B2-A2. The signal B1 corresponds to a terminal phase of an exhaust stroke and the signal A2 corresponds to a terminal phase of a compression stroke if these two conditions are established, and an injection timing is decided on the basis of the determination in such a manner that the fuel injection burnt by the ignition of A2 is executed at one time during two rotations.

Abstract: A fuel-injection system in an internal-combustion engine is provided with an electroinjector (1) comprising an injection nozzle (5), and a needle (7) mobile along an opening stroke and a closing stroke for opening/closing the nozzle (5) under the control of an electroactuator device (8). The opening stroke of the needle (7) is controlled by a rod (14) pushed by the pressure of the fuel in a control chamber (15), in such a way as to keep the needle (7) normally in the position for closing the nozzle (5). The control chamber (15) is equipped with an inlet duct (18) having a pre-set diameter (D4) and with an outlet passage (24) having a diameter (D5) and controlled by a control valve (16).

Abstract: A valve assembly having a position control characteristic that is represented by an N-th order polynomial equation includes a valve housing a valve element, and a valve characterization circuit. The valve housing has at least a fluid inlet, a fluid outlet, and a flow passage between the fluid inlet and fluid outlet. The valve element is mounted on the valve housing, is disposed at least partially within the valve housing flow passage, and is movable between a closed position and an open position. The valve characteristic circuit is mounted on the valve housing, and includes a plurality of resistors. Each resistor has a resistance value representative of at least one digit in the N-th order polynomial equation.

Abstract: A method is described for estimating cylinder airflow in engines that operate with manifold pressure near atmospheric pressure to compensate for degraded sensor response at such conditions. The method uses an adaptive approach that is updated under preselected engine operating conditions to thereby allow improved accuracy across a variety of engine operation.

Abstract: An engine ECU executes a program including the steps of calculating an in-cylinder injector's injection ratio; if the ratio is 1, calculating an amount of cold state spark advance by employing a function f(1) having the engine's temperature as a parameter; if the ratio is 0, calculating an amount of cold state spark advance by employing a function f(2) having the engine's temperature as a parameter; and if the ratio is larger than 0 and smaller than 1, calculating an amount of cold state spark advance by employing a function f(3) having the engine's temperature and the ratio as parameters.

Abstract: An engine ECU executes a program including the steps of: detecting a fuel pressure in a high-pressure fuel system (S130) if a lock-up clutch is not in a released state (NO at S100) and if a tip end temperature of an in-cylinder injector is equal to or lower than a temperature threshold value (NO at S120); calculating fuel pressure lowering ?P as a result of fuel injection from the in-cylinder injector (S140); calculating fuel shortage amount ?Q corresponding to fuel pressure lowering shortage (S170) if ?P is smaller than a fuel pressure threshold (YES at S150); and injecting fuel from an intake manifold injector in an amount obtained by adding ?Q to an amount of fuel injection from the intake manifold injector of a cylinder (S180).

Abstract: An engine electronic control unit is inserted through a through hole provided in an intake pipe and mounted in an intake air passage in a direction substantially perpendicularly with respect to a plane of the intake pipe forming the intake air passage. This unit is then secured to the intake pipe using a fixing flange provided at a connector portion. A fixing rail is protruded inside the intake pipe and leading edges of a metal base and a metal cover of the unit are inserted into this rail, thereby securing in position an end opposite to a side of the connector portion of the unit. This realizes an engine electronic control unit offering an outstanding heat radiation performance and vibration resistance, without having to provide special heat radiating parts or without involving an increase in an intake air resistance within the intake air passage. By using such an engine electronic control unit, it is possible to provide a low-cost, compact engine air intake system.

Abstract: An engine ECU executes a program including the steps of calculating an in-cylinder injector's injection ratio; if the ratio is 1, calculating a cold state increase value by employing a function f(1) having the engine's temperature as a parameter; if the ratio is 0, calculating a cold state increase value by employing a function f(2) having the engine's temperature as a parameter; and if the ratio is larger than 0 and smaller than 1, calculating a cold state increase value by employing a function f(3) having the engine's temperature and the ratio as parameters.

Abstract: A system, an apparatus, and a method for starting an engine. The system, apparatus, and method include determining a first quantity of fuel based on engine temperature, providing the first quantity of fuel to the engine during a first cycle of the engine, determining a second quantity of fuel based on engine temperature, providing the second quantity of fuel to the engine subsequently, and transitioning to an alternative fueling strategy.

Abstract: An internal combustion engine is operated with a predetermined fixed A/F ratio in an operating range where the amount of intake air is not larger than a predetermined value but, in an operating range where the amount of intake air is larger than the predetermined value, the internal engine is operated with a variable lean A/F ratio which increases from the fixed A/F ratio as the amount of intake air increases. To achieve this, in a throttle valve (7a) whose opening is controlled based on a signal from an accelerator pedal position sensor (17), control is performed so that the correspondence ratio between the accelerator pedal position and the throttle valve opening increases as the A/F ratio increases. In the operating range where the engine is operated with a variable lean A/F ratio, the amount of intake air is increased by using a turbocharger (2).

Abstract: A method for monitoring an internal combustion engine is described in which fuel is injected directly into at least one combustion chamber in at least two partial injections via at least one final controlling element, in which an actual torque is determined at least on the basis of one fuel mass that is to be injected and/or has been injected, such actual torque being compared with a permitted torque of the internal combustion engine and an error response being initiated if the actual torque is in a predefined ratio to the permitted torque. A corresponding application of the method for monitoring an internal combustion engine as well as a corresponding device are also described.

Abstract: A control unit calculates a quantity of air that is taken into an engine from an output current from an air flow meter that is located downstream from a throttle valve. The control unit then determines the quantity of fuel to be injected for this quantity of air. The control unit determines a rise in the air intake as being when the quantity of air is on an increasing trend and has exceeded a predetermined threshold value. In contrast, the control unit determines a fall in the air intake as being when the quantity of air is on a decreasing trend and has exceeded a predetermined threshold value. An injection of fuel starts from a rise in the air intake and is ended at an earlier timing than the end of the air intake.

Abstract: A method and a device for operating an internal combustion engine are provided, which allow a continuous limiting of the output of the internal combustion engine upon attaining a maximally possible injection duration of an injection valve. The internal combustion engine has at least one actuator for influencing the output of the internal combustion engine and at least one injection valve for supplying fuel to the combustion engine. A maximally possible injection duration for an injection procedure of the at least one injection valve is determined. A variable characterizing the output of internal combustion engine is limited as a function of the maximally possible injection duration by corresponding adjustment of the at least one actuator.

Abstract: A control apparatus for an internal combustion engine includes a crankshaft, a camshaft for actuating an intake valve of the engine, a crank position sensor that outputs a crank signal every time the crankshaft rotates 10° of crank angle, an electric motor that is coupled to the camshaft, and an engine control computer that, based on the crank signal, controls the engine every time the crankshaft rotates 30° of crank angle. The motor includes a rotor and three rotation sensors. Each sensor outputs a signal corresponding to induced voltage generated by rotation of the rotor. The computer controls the rotating motor based on the signals from the rotation sensors. When the crank position sensor malfunctions, the computer controls the engine every time the crankshaft rotates 30° of crank angle based not on the crank signal but on a rotation pulse train generated based on the signals from the rotation sensors.

Abstract: A control apparatus for an internal combustion engine provided with a fuel supply mechanism capable of adjusting a fuel supply amount includes a flow rate sensor that detects an intake air flow rate that represents a flow rate of air admitted into a combustion chamber of the internal combustion engine, a pressure sensor that detects a pressure of the air admitted into the combustion chamber of the internal combustion engine, a characteristic change estimation unit that estimates a characteristic change of the internal combustion engine in accordance with the intake air flow rate detected by the flow rate sensor and the intake air pressure detected by the pressure sensor, and a fuel supply mechanism control unit that controls the fuel supply mechanism. The fuel supply mechanism control unit controls the fuel supply mechanism such that the characteristic change in the internal combustion engine is compensated in accordance with an estimation performed by the characteristic change estimation unit.

Abstract: Provided is a fuel injection control device for an internal combustion engine capable of setting an overexcitation current time period which allows injectors to be reliably driven even when a fuel pressure sensor is in an abnormal state. A fuel supply control portion is equipped with an injector-valve opening signal generating unit, a first driving current supply signal generating unit, a first driving current supplying unit, a second driving current supplying unit, and a fuel pressure sensor malfunction detecting unit. When a malfunction in the fuel pressure sensor is detected, the first driving current supply signal generating unit sets a first driving current supply time period to a fixed time period which allows injectors to be opened even when a fuel pressure in the internal combustion engine is at its maximum.

Abstract: Calculation models (22, 24) for an in-cylinder air charge amount determine an estimated intake air pressure (Pe) based on an intake air flow rate (Ms), and then determine an air charge amount (Mc) from the estimated intake air pressure (Pe). A correction execution module (26) corrects, while a vehicle is traveling, the calculation model based on the relationship between the estimated intake air pressure (Pe) and a measured intake air pressure (Ps).

Abstract: An engine control unit (ECU) monitors an idling rotation speed of a diesel engine and predicts a tendency of an increase in an injection quantity occurring until an increasing rate of the injection quantity converges based on an initial tendency of an increase in the idling rotation speed. If the idling rotation speed exceeds a predetermined reference rotation speed, the ECU performs correction (counter control) for reducing the injection quantity. Thus, an increase in the injection quantity due to changes in hardware with time can be eluded, and an increase in an engine output due to the increase in the injection quantity can be inhibited. Therefore, damages to the diesel engine due to an excessive increase in the engine output can be prevented.

Abstract: A bar code for a component, wherein the bar code has characteristics of the component encoded therein. The characteristics may have performance indicia for the component, which may be retrieved by a bar code scanner. Accordingly, the bar code may provide ready access to the characteristics for a variety of applications, such as an assembly process.

Abstract: A method is provided for controlling fuel injection in an internal-combustion engine provided with an electroinjector, including an electroactuator, an injection nozzle, and a pin, which is movable along an opening stroke and a closing stroke for opening/closing the nozzle under the control of the electroactuator and according to the supply pressure of the fuel into the electroinjector. The method supplies to the electroactuator a first electrical command and at least a second electrical command, which are sufficiently close to one another as to displace the pin with a profile of motion without any discontinuity in time, and such as to cause the pin to perform a first opening displacement and, respectively, a second opening displacement.

Abstract: Electronic control apparatus for a vehicle, in particular a heavy goods vehicle, which apparatus includes an electronic control unit (ECU) adapted to control actuation of vehicle brakes. The ECU has a non volatile storage memory for storing braking related control parameters particular to the vehicle and a discretely programmable storage device to carry operating data for one or more auxiliary functions of the vehicle. The ECU is operable to check one or more incoming and outgoing variables and control algorithms against a predefined list such as to safeguard the braking function against error modes.

Abstract: A method for controlling an injector with verification that plunger movement has occurred; the method providing application of a time-variable voltage to the terminals of an injector drive circuit in order to cause a current wave to flow through said drive circuit; detection of a verification voltage between the terminals of the drive circuit once the current through the drive circuit has died away at the end of the injection phase, measurement of a verification time during which the verification voltage is greater than a first predetermined threshold value and diagnosis of the absence of plunger movement if the verification time is less than a second predetermined threshold value.

Abstract: In a single device for controlling electro-injectors and electrovalves in an internal-combustion engine, a first control circuit for each electro-injector, a second control circuit for each electrovalve, and a timing circuit, supplying timing signals to the first and second control circuits. In the second control circuit, switches selectively connect the respective electrovalve to a first voltage source in certain given operating conditions, and to a boosted voltage source, constituted by a capacitor for accumulation of energy, in certain other given operating conditions. In this way, part of the electrical energy accumulated in the electrovalve during its normal actuation is transferred to the capacitor, thus causing the latter to be recharged.

Abstract: State-of-the-art fuel injectors have an inherent time delay that is determined by an elapsed time from the time an electrical signal is received by the fuel injector from an ECU to the time that fuel is actually initially injected into the cylinder. That time is currently an average time and therefore the fuel injectors must be manufactured with very precise tolerances. The present invention includes a method and apparatus that allows the use of production fuel injectors that are more economical to manufacture by allowing wider tolerances. The invention includes determining the actual time delay for each fuel injector. The fuel injectors are supplied with a computer program and a data file containing the time delay determined especially for that particular fuel injector.

Abstract: A fuel processing device (2) is provided that produces fuel aerosol particles (5) that when mixed with combustion air, reduces or eliminates detonation (knock) in internal combustion engines, reducing fuel octane requirements and improving burning characteristics of the fuel. The device includes an adapter (10) between fuel injector (12) and port (14) for the fuel injector, the adapter being of a hollow cylindrical configuration. A plurality of plates (46) are disposed in the adapter, plates (46) provided with a central opening (50), with radially extending slots (52) extending away from the central opening (50). Each slot has one edge configured with a vane (56) that creates turbulence in the air/fuel mix passing through the adapter so that larger droplets are broken up into smaller droplets until an optimum droplet size is reached.

Abstract: A fuel injection control apparatus is capable of supplying a proper amount of fuel by improving response when the throttle position is abruptly changed. The fuel injection control apparatus includes an electronic control unit for determining a fuel injection time period for a fuel injection system, based on the engine speed and the throttle position. The electronic control unit is operable to determine a base fuel injection time period based on engine speed and throttle position to start fuel injection, and adjusts the initial fuel injection time period thereafter, based on changes in the engine speed and the throttle position.

Abstract: A fuel injection system and method for injecting fuel for an internal combustion engine having fuel injection valves arranged on the upstream side and downstream side from the throttle valve respectively which consistently supplies an adequate quantity of fuel into the combustion chamber without fuel adhering to or remaining at the throttle valve, even when the throttle valve is abruptly enclosed. Based on plural parameters including the throttle opening ?TH and the engine speed NE, the system includes means for determining the injection quantity of each of the upstream and downstream fuel injection valves, means for detecting a rate of change ??TH of the throttle opening in the injection-valve closing direction, means for stopping fuel injection of the upstream fuel injection valve when the rate of change ??TH is large, and means for reducing the injection quantity from the downstream fuel injection valve when the fuel injection of the upstream injection valve is stopped.

Abstract: In a device for controlling the fuel quantity supplied to an internal combustion engine via a fuel supply line and an injection nozzle which includes a nozzle needle and an actuator for controlling the position of the nozzle needle, wherein a sensor for the detection of injection parameters is provided which supplies injection parameter data to a control unit for determining, on the basis of the sensor data, control parameters for the actuator of the injection nozzle, the sensor is a mass flow sensor arranged in the fuel supply line.

Abstract: A method for controlling a fuel metering system of an internal combustion engine. A activation duration of at least one electrically operated injector determines the injected fuel quantity. The minimum activation duration during which fuel is only just injected being determined in certain operating states. The activation duration being increased/reduced starting at an initial value, and the activation duration during which a signal undergoes a change being stored as the minimum activation duration, in which the difference between the activation duration during which a signal undergoes a change and the stored minimum activation duration is determined, from which correction values for the fuel quantity map of the injector are determined and stored using at least one transfer function, which characterizes the relationship between the minimum injection and activation durations at several test points of the injector and/or the relationship between the activation durations at different test points of the injector.

Abstract: In an internal combustion engine (1), air is taken into a cylinder (5) from an intake passage (30) through an intake valve (15). The amount of air taken into the cylinder (5) is controlled to a target intake air amount by having an engine controller (31) operate an intake throttle (23) in accordance with an accelerator opening (APO), taking into account a predetermined response delay (T2). The engine controller (31) calculates a predicted value (Qc1) of the intake air amount on the basis of the accelerator opening (APO), and controls a fuel injector (21) to inject fuel in a target fuel injection amount (Ti) which corresponds to this predicted value (Qc1) at a predetermined timing. In so doing, an improvement is achieved in the degree of precision with which air-fuel ratio control is performed when the internal combustion engine (1) accelerates or decelerates.

Abstract: A plurality of intake air amount control systems are provided for diagnosing a failure of each intake air amount control system. At the failure of any of them, a fail-safe control is performed using a normal intake air amount control system.

Abstract: In an engine speed control system for a snow remover, the engine speed is controlled at the desired speed by driving the throttle valve with an electric motor, the engine output power corresponding to the load acting on the snow removal mechanism or travel mechanism is estimated based on the throttle position and the engine speed, and the desired speed is increased in stepwise fashion to a higher value when the estimated engine output power exceeds first through third ascending threshold values. With this, the engine speed maintained when a small load is acting on the snow removal mechanism or travel mechanism can be set to a lower value, whereby the noise level can be reduced and fuel efficiency improved compared with the prior art wherein a mechanical governor is used to adjust the engine speed.

Abstract: A method for adjusting the duration of fuel injection through an injection valve is performed according to the temperature of the injected fuel. When in an operational mode, fuel is injected by the injection valve into a combustion chamber and non-injected fuel is discharged as a leakage flow. Fuel is supplied to the injection valve at a first high pressure. A first temperature of the fuel in the leakage flow and the pressure of the fuel in the fuel pressure store are measured. A second temperature of the fuel which is to be injected into the injection valve is determined according a function with the first temperature of the fuel in the leakage flow and the first pressure, and the duration of the fuel injection is adjusted according to the second temperature.

Abstract: A system and method to control an engine wherein at least intake valve timing is retarded relative to a crankshaft position depending on engine operating conditions. According to the method, at least a portion of the fuel is injected during the intake valve open period with retarded valve timing. The method can reduce fuel consumption, reduce transient fuel requirements, improve engine performance, and reduce CO emissions, at least under some conditions.

Abstract: A variable valve timing controller includes an intake-valve and an exhaust-valve. When the engine is started, the intake-valve and the exhaust-valve are operated in a first mode in which the exhaust-valve is closed before top dead center and then the intake-valve is opened. When a first predetermined condition is met, the intake-valve and the exhaust-valve are operated in a second mode in which the opening time of the intake-valve in the first mode is advanced before top dead center.

Abstract: Method of smoke limiting an engine. The method may include determining a minimum air/fuel (AFR) ratio and fuel limiting as a function thereof. The method may include determining a maximum fueling rate as a function of the minimum AFR and air mass flow to the engine. The method may include controlling the engine according to a requested fueling rate unless the requested fueling rate is greater than the maximum allowable fueling rate.

Abstract: A multi-cylinder four-stroke internal combustion engine enabling a method for on-the-fly switching between two or more firing orders. Switching to the new firing order is done without requiring any tear-down of the engine such as to swap camshafts. Switching can be triggered by the rider, or it can be triggered automatically per conditions such as selected gear, RPM range, track location, velocity, and the like.

Abstract: A drive device for electrical injectors of a common rail fuel injection system of an internal combustion engine has a power circuit, in turn having a drive circuit, for each electrical injector, with a number of switches controlled selectively to regulate the current flowing through the electrical injector; and a control circuit for controlling operation of the power circuit; the control circuit having a number of control modules, each for selectively controlling the switches of a respective drive circuit, and for supplying a state signal (SFLAG) indicating the operating state of the control module; and a synchronization module for receiving and processing the state signals (SFLAG) to generate a common synchronization signal (SSINC) for synchronizing the control modules; each control module synchronizing and coordinating, as a function of the synchronization signal (SSINC), the drive actions imparted to the switches of the respective drive circuit, with the drive actions imparted by the other control modules

Abstract: When an electronic control unit (ECU) performs post-injection operation, the ECU intermittently implements a post-injection suspending pattern for suspending output of a post-injection command signal after outputting a normal injection command signal. The ECU implements the post-injection suspending pattern in non-overlapping cylinders and certain overlapping cylinders out of the entire overlapping cylinders. Normal injections are performed in the certain overlapping cylinders immediately before the normal injections performed in the non-overlapping cylinders. Thus, heat generation of an injection drive circuit can be reduced. Meanwhile, an injection pressure of the normal injection performed by an injector in each cylinder can be stabilized.

Abstract: A system, an apparatus, and a method for starting an engine. The system, apparatus, and method include determining a first quantity of fuel based on engine temperature, providing the first quantity of fuel to the engine during a first cycle of the engine, determining a second quantity of fuel based on engine temperature, providing the second quantity of fuel to the engine subsequently, and transitioning to an alternative fueling strategy.

Abstract: An engine electronic control unit is inserted through a through hole provided in an intake pipe and mounted in an intake air passage in a direction substantially perpendicularly with respect to a plane of the intake pipe forming the intake air passage. This unit is then secured to the intake pipe using a fixing flange provided at a connector portion. A fixing rail is protruded inside the intake pipe and leading edges of a metal base and a metal cover of the unit are inserted into this rail, thereby securing in position an end opposite to a side of the connector portion of the unit.

Abstract: An angle of spray of a fuel injection valve is narrowed when a temperature of an internal combustion engine is low, whereas the angle of spray of the fuel injection valve is widened in a low and intermediate load region where the temperature of the internal combustion engine is high. The angle of spray of the fuel injection valve is narrowed and also a spray condition is controlled so that the fuel spray comes unevenly in contact with an exhaust side portion of a valve head of an intake valve, in a high load region where the temperature of the internal combustion engine is high.

Abstract: The current guided to the piezo actuator and the voltage which is consequently established thereon is used for calculating with the help of a non-linear actuator model, the characteristics of the longitudinal variations (s) and the force (F) exerted by the actuator (F), and variables therefrom or the derived variables (dF/dt) therefrom determine the beginning of the opening (tA) of a servovalve and the duration of injection (D).

Abstract: It is known that performance of actual fuel injectors tends to deviate from performance of a nominal injector as a function of rail pressure and on-time, due to such factors as machining tolerances of fuel injector components. In addition, performance characteristics of fuel injectors tend to change after they have been broken in. These changes can lead to unexpected inconsistencies with other engine components. For example, for those engines which utilize smoke limiting maps, when the injectors are not performing as expected, the injection adjustments that result from use of the smoke limiting maps can sometimes become fruitless. Therefore, the present invention includes two in-chassis strategies for evaluating fuel injector performance, including a bare acceleration test and a loaded fuel injector performance test.

Abstract: A system and method for controlling fuel delivery through a fuel injection system to an internal combustion engine is described. An engine controller calculates a mass of fuel for delivery to one of the cylinders through one of the fuel injectors, based upon the operation of the internal combustion engine. Gas temperature in the intake runner of the cylinder is determined, and a compensation term is selected based upon the calculated mass of fuel and the determined gas temperature in the intake runner of the cylinder. The calculated mass of fuel is adjusted using the compensation term, and the controller controls open time of the fuel injector based upon the adjusted calculated mass of fuel.

Abstract: In an engine provided with a variable valve event and lift mechanism that varies a valve lift and a valve operating angle of an intake valve, a pressure of fuel supplied to a fuel injection valve is controlled according to an opening period of the intake valve, which is varied according to the valve operating angle and an engine rotation speed.

Abstract: An electronic control unit (ECU) of a fuel injection control system of an internal combustion engine feedback-controls injection timing so that a cylinder pressure maximum value coincides with a target pressure value in an operation range, in which the cylinder pressure maximum value increases as ignition timing advances and torque increases as the ignition timing advances. The ECU feedback-controls the injection timing so that the ignition timing coincides with target timing in another operation range, in which the cylinder pressure maximum value increases as the ignition timing advances but the torque decreases as the ignition timing advances. Thus, the torque can be outputted efficiently by selecting the appropriate feedback control in accordance with the operation range.