Abstract: A totally closed value of the throttle valve of an engine having a fast idle function will be rendered capable of being correctly detected. The throttle valve can be opened and closed by the motor during a fast idle operation. The opening indicated value IACV to be supplied to the motor is a value obtained by adding the water temperature correction value and the atmospheric pressure correction value to the totally closed reference value. A value obtained by subtracting the water temperature correction value and the atmospheric pressure correction value from the actual opening to be detected by the throttle sensor is set to the totally closed value. At the totally closed value, there is provided a dead zone. When the value obtained by subtracting the water temperature correction value and the atmospheric pressure correction value from the actual opening goes out of the dead zone, the totally closed value is replaced with the value obtained by subtracting both correction values from the actual opening.

Abstract: A marine engine has an air intake device that includes an air regulator (e.g., a throttle valve) and fuel injectors. A control system controls an actuator of the air regulator. A first sensor detects an intake pressure in the intake device. A second sensor detects a state of the actuator. A third sensor detects an engine speed of the engine. A control device controls an amount of fuel sprayed by the fuel injectors relative to an amount of the intake air. The control device controls the amount of the fuel based upon a signal of the third sensor and a signal of the first sensor in a first actuation range of the actuator in which the intake pressure is variable. The control device controls the amount of the fuel based upon a signal of the third sensor and a signal of the second sensor in a second actuation range of the actuator in which the intake pressure is invariable.

Abstract: A system is provided for limiting engine exhaust temperature to a maximum temperature limit. The system is operable to limit either a first or a second fueling parameter in accordance with an engine exhaust temperature estimation model. An engine exhaust temperature-limited fueling command is computed from the respective fueling parameter, and fuel supplied to the engine is limited thereby in order to maintain the actual engine exhaust temperature below the maximum temperature limit. In one embodiment, the engine exhaust temperature model is based on current values of engine speed, intake manifold temperature, mass charge flow, default fuel command parameters, and a first set of model constants. In an alternative embodiment, the engine exhaust temperature model is based on current values of engine speed, intake manifold temperature, intake manifold pressure, mass charge flow, default fueling parameters, and a second set of model constants including a lower heating value of fuel constant.

Abstract: A method and apparatus controls an internal combustion engine having electromagnetically driven valves. A target cylinder torque required of one of a plurality of cylinders is individually calculated in accordance with a target engine torque, and a timing for opening and closing each of a plurality of intake and exhaust valves in each of the plurality of cylinders is determined in accordance with the target cylinder torque. Thereby the torque of the internal combustion engine is individually controlled for each of the plurality of cylinders.

Abstract: To enable accurate detection of the alternative ambient pressure when the correction of fuel supply is carried out by the used of the value of the ambient pressure substituted by the negative pressure in the inlet pipe. The difference between the calculated alternative ambient pressure and the estimated ambient pressure (offset) is set as a plurality of functions of the number of engine revolutions and the throttle opening, and stored in the area determination section with a plurality of areas divided by each offset value. In which area the condition of the engine resides is determined from the number of engine revolution and the throttle opening and the offset corresponding to the area is supplied. The calculation section calculates the calculation base value by the use of the negative pressure PB and the offset.

Abstract: A system for controlling a vehicle drivetrain in a fuel-efficient manner includes, in one embodiment, a control computer operable to determine a number of engine load/engine speed boundary conditions as functions of brake specific fuel consumption (BSFC) contours in relation to an engine output characteristics map and define therefrom an undesirable engine operation region U. As long as the engine is engaged with at least one of the gear ratios of the vehicle transmission, the control computer is operable to maintain or encourage engine operation outside of the region U. In another embodiment, the control computer is operable to define a contour from substantially zero engine load to substantially full engine load, wherein the contour preferably corresponds to a fuel-efficient path from no-load to full-load engine operating conditions. With change gear transmissions, the control computer is operable to control transmission shift points about the contour.

Abstract: A control device and a control method capable of eliminating a torque variation in changing an air/fuel ratio and establishing a compatibility of promotion in fuel economy with promotion in drivability is provided. The device includes an outer environment detector for detecting an outer environment in running a vehicle, a running environment determining device for predicting a current running environment in accordance with the outer environment, a data storage device for storing data for changing a driving characteristic, a selecting device for selecting the data, a control quantity calculator for calculating a control quantity based on the data, and a control actuator for controlling a control object.

Abstract: In an internal combustion engine, the fuel reaches the combustion chamber of the engine via a fuel-injection device which includes a piezo actuator (50). In order to be able to optimally inject the fuel, it is suggested that the desired level (U_DES) of the drive energy (U) and/or the desired gradient (dU_DES) of the drive energy (U), with which the piezo actuator (50) is driven, is dependent upon a plurality of influence quantities (T, t, n, dx, dh) which influence the operating behavior of the piezo actuator (50).

Abstract: A control device for an internal combustion engine including fuel injection valves which are disposed at an air intake port for the internal combustion engine and inject fuel from the air intake port toward respective cylinders for the internal combustion engine; and an air flow velocity accelerating means which accelerates air flow velocity in the air intake port, wherein the fuel injection time from the fuel injection valves is controlled in synchronism with and during an air intake stroke for the internal combustion engine as well as respective injection ports of the fuel injection valves are positioned at or near an accelerated air flow portion formed by the air flow velocity accelerating means. Thereby, in a multi point fuel injection system quality and spatial formation of air fuel mixture in the respective cylinders is enhanced and transportation time delay due to atomization of injected fuel droplet diameter is eliminated.

Abstract: A required injection time tau is calculated at intervals of 60° CA, and an injection start timing is determined according to the required injection time tau at that time at intervals of 180° CA so that fuel is taken in the cylinder by a first injection end regulation value (ATDC 60° CA). After that, at the injection start timing, the fuel injection for the (latest) required injection time tau calculated just before the start of injection is started. During the fuel injection, the required injection time tau is also calculated at intervals of 60° CA. When the calculated required injection time tau is different from the value of last time, the fuel injection time is extended or shortened according to the change amount.

Abstract: An atmospheric pressure detecting method for controlling an internal combustion engine, which can detect atmospheric pressure and takes the atmospheric pressure as one of control conditions of the internal combustion engine without using a throttle sensor and an atmospheric pressure sensor, is provided; wherein a maximum value and a minimum value of intake pipe pressure generating while the internal combustion engine performs one combustion cycle are detected; wherein an absolute value of a difference between the maximum value and the minimum value of the intake pipe pressure is detected as an intake pipe pressure change quantity; and wherein the maximum value of the intake pipe pressure is taken as a detection value of atmospheric pressure when the intake pipe pressure change quantity is equal to or less than a set value.

Abstract: An air flow rate measuring apparatus generates a flow rate signal with a nonlinear characteristic from a flow rate detecting unit provided with a heat generating resistor and converts that into a signal with a linear characteristic by a linearizing circuit. Then, the flow rate signal is smoothed by a filter circuit to obtain a signal in which the measurement error due to a flow rate ripple is suppressed. Thereafter, the flow rate signal is again formed into a signal with a nonlinear characteristic by a nonlinear-form converting circuit to suppress resolution lowering due to analog-to-digital conversion.

Abstract: An apparatus and method for causing a fuel injector to overcome its inherent fuel injection pressure threshold long enough to completely inject a predetermined volume of fuel during each fuel shot associated with a particular fuel injection event. The fuel injector is in electrical communication with an electronic controller for receiving control signals of pre-calculated timing and duration therefrom. Furthermore, the fuel injector is in mechanical communication with a cam follower. A camshaft has a cam profile in mechanical communication with the cam follower, the cam profile including at least one lobe operable to generate pressure within the fuel injector sufficient to overcome the fuel injection pressure threshold in predetermined intervals in conjunction with the control signal of the electronic controller.

Abstract: A method is provided for controlling an internal combustion engine in a vehicle. The method includes adjusting a fuel injection amount during engine crank based on a barometric pressure. The barometric pressure is determined from at least one signal received from at least one transmitter external from the vehicle.

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: A required fuel amount for an engine is calculated at a predetermined calculation cycle. A fuel injection amount to be injected from an upstream injection valve and a fuel injection amount to be injected from a downstream injection valve are then calculated. After fuel injection on the basis of the calculated fuel injection amounts, a lack of fuel delivered by the fuel injection amounts immediately before re-calculation of a required fuel amount at the calculation cycle until the end of an intake stroke (end of an intake valve opening period), is calculated by subtracting the fuel injection amounts from the re-calculated required fuel amount. The calculated lack of fuel amount is injected from the downstream injection valve during the intake stroke, e.g., in stages 6 and 7.

Abstract: A method for controlling a fuel system of a multiple injector engine provides a primary fuel injector and a secondary fuel injector which are both connected in fluid communication with an air stream flowing to a combustion chamber of the engine. Based on the total magnitude of fuel required to be injected into the air stream and as a function of the engine speed and percent load of the engine, first and second shares of the total magnitude of fuel are determined for the primary and secondary fuel injectors. The primary and secondary fuel injectors are then caused to inject their respective shares of the total fuel magnitude into the air stream, with the primary and secondary shares being determined as a function of engine speed and percent load of the engine.

Abstract: A fuel injection system for an engine includes an improved construction and provides a method for releasing a needle valve which has adhered to a valve seat in a fuel injector. The fuel injector is a normally closed type and the valve is activated by a solenoid to part from the valve seat to inject fuel. A first power supply unit is provided to supply electric power to the solenoid under an ordinary operating condition of the engine. A second power supply unit is additionally provided to supply electric power greater than the power supplied by the first power supply unit. In one embodiment, the second power supply unit includes a booster to raise the voltage. A switchover mechanism, such as detachable couplers, are provided to switch over between the first power supply unit and the second power supply unit.

Abstract: A fuel injection control device for an internal combustion engine is provided, which comprises: a rpm sensor for detecting an engine speed; an intake pressure sensor for detecting an intake pressure; a throttle sensor for detecting the throttle opening degree; a first basic fuel injection volume calculating device for calculating a first basic fuel injection volume according to a fuel volume calculated by using the engine speed and the intake pressure as parameters; a second basic fuel injection volume calculating device for calculating a second basic fuel injection volume according to a fuel volume calculated by using the engine speed and the throttle opening degree as parameters; and a ratio calculating device for performing arithmetic operations on the first basic fuel injection volume and the second basic fuel injection volume at a desired mixture ratio, and the ratio calculating device gradually changes the mixture ratio at regular time intervals.

Abstract: In the case of a method for operating an internal combustion engine (10), in particular of a motor vehicle, fuel is supplied under pressure via at least one injection valve (18). The injected fuel quantity is influenced by the injection time of injection valve (18). In order to be able to provide optimum operating comfort and good component reliability even in the event of an incorrect fuel pressure (pr), it is proposed to determine a maximum allowable torque (mimxth) of the internal combustion engine (10) that is dependent on the instantaneous fuel pressure (pr).

Abstract: To provide a fuel injection control device for an internal combustion engine which can suppress body vibrations, shocks, etc. and can control the fuel injection quantities during transitional periods easily and effectively in a simple manner.

Abstract: A system and a method for controlling water injection of an internal combustion engine are disclosed. A proper amount of water is injected into the internal combustion engine serving as a core carrier to enlarge the contact area of the gasoline fuel with the combustion-supporting air, and reduce the overall temperature of the combustion chamber. The system monitors the revolving rate of the engine to control the water intake timing. Giving a car engine as an example, when the driver releases the accelerator significantly, no water is required to enter the combustion chamber of the engine practically. Therefore, the control system stops to inject water into the car engine once it detects a quick drop of the revolving rate of the engine.

Abstract: For reductions of toxic components in exhaust gases of internal combustion engines, particularly of nitrogen oxides in motor vehicles, a portion of the exhaust gases, essentially operating as inert gases, are recirculated into the combustion chamber of the engine for the purpose of reducing the peak combustion temperature. In the air intake region the engine is fed an adjustable mixture of partially recirculated exhaust gas and air, wherein the mass of in-flowing air and the mass of exhaust gas recirculated from the engine following its cleaning and cooling are fed respectively to its own flow rate sensor. From the determined mass flow amounts of in-flowing air and recirculated exhaust gas, an actual value signal is formed and compared with a target value signal dependent upon the respective performance specification. A regulation deviation of the actual value signal leads to an adjustment signal, which intervenes into the exhaust gas recirculation for the purpose of adjusting the amount recirculated.

Abstract: There are provided a control system and method and an engine control unit for an internal combustion engine including two types of variable valve mechanisms capable of changing a camp phase and a cam profile, respectively, which system is capable of determining an amount of fuel to be injected as a value suited to charging efficiency at the time by simplified calculation processing, thereby performing the fuel injection control properly in a simplified manner. The fuel injection control system includes an ECU. The ECU searches a map for a multiplier term Ati for a high-speed cam or low-speed cam based on the rotational speed of the engine and the cam phase, and a map for an addend term Bti for the high-speed cam or the low-speed cam based on the rotational speed of the engine and the cam phase. The ECU calculates a basic fuel injection time period Tibase as the sum of the product of an intake pipe absolute pressure PBA and the multiplier term Ati and the addend term Bti (Ati×PBA+Bti).

Abstract: A method and system of adjusting a drive signal to a fuel injector or other electromagnetic device having an electromagnetic coil and an armature. The system includes an amplifier coupled to the electromagnetic coil by a link. A sensor is coupled to the link to measure the electric signal travelling through the link and produces an output signal based on the sensed electric signal. A controller coupled to the amplifier and to the sensor produces a drive signal for the electromagnetic coil. The controller determines the position of the armature based on the output signal of the sensor, and modifies the drive signal based on the position of the armature. The method includes sending a drive signal to a fuel injector, sensing whether the armature contacts the body of the fuel injector, running the injector with the drive signal if no contact is detected, and upon sensing contact between the armature and the body, modifying the drive signal.

Abstract: An output timing of an opening degree command value &phgr;total is delayed by a predetermined delay time Tdly. A predictive throttle opening change &Dgr;&thgr;, calculated by using an electronic throttle model M4, is added to a present throttle opening degree &thgr; to obtain a predictive throttle opening degree &thgr;f at an intake valve close timing. Then, a provisional predictive charged air amount Gcf is calculated based on the predictive throttle opening degree &thgr;f by using an intake system mode M5. Then, a predictive change &Dgr;Gc of the charged air amount at the intake valve close timing is calculated by derivative and integral processing the provisional predictive charged air amount Gcf until the intake valve close timing. Then, the predictive change &Dgr;Gc is added to a base charged air amount Gbase calculated by a base intake system model M8 to obtain a final predictive charged air amount Gc.

Abstract: A method for controlling an engine during sensor degradation uses a remaining active sensor. The engine has an exhaust gas recirculation system utilizing pressure sensors upstream and downstream of an orifice. The downstream pressure sensor is coupled to the engine intake manifold and is also used for engine air-fuel ratio control.

Abstract: In fuel injection control apparatus and method for an engine having a variably operated engine valve in which at least a closure timing of an intake valve is variably controlled, a controller determines whether an actual closure timing of the intake valve is in a steady state, calculates a volume of a cylinder calculated from a target control value of the closure timing of the intake valve when determining that the actual closure timing is in the steady state and a fresh-air rate within the cylinder, calculates a mass air quantity sucked into the cylinder on the basis of a mass air quantity within an intake manifold calculated by income and outgo calculations of inflow and outflow quantities of a mass air within the intake manifold and a volume of the manifold, and calculates a fuel injection quantity on the basis of the mass air quantity sucked into the cylinder.

Abstract: The apparatus and method of regulating a control valve for a Diesel injection system comprises a fuel injector having a pressure amplifier preceded by the control valve (10), the slide (20) of the control valve (10) being moved by two spatially separated magnet coils (30, 32). During an electrical triggering of one of the two magnet coils (30, 32) with a control current, the respective other magnet coil (32, 30) is switched as a sensor, detecting the current induced in the sensor by a motion of the valve slide (20).

Abstract: An air-fuel mixture control device 12 controlling a combustible air-fuel mixture to be supplied to a combustion chamber 19 of an engine 11. This device 12 is constructed of an injector 35 used for fuel supply, a fuel pump, a fuel filter, a fuel pressure regulator, and an electronic control unit (ECU) 64, which are united as an assembly with respect to a throttle body 26 including an intake passage 24 and a throttle valve 25. A memory incorporated in the ECU 64 stores a correction value with respect to the fuel injection quantity dispersion preliminarily experimentally determined on an assembly-by-assembly basis. The ECU 64 corrects the fuel injection quantity based on the correction value stored in the memory to control the fuel injection quantity.

Abstract: A required fuel amount for an engine is calculated at a predetermined calculation cycle. A fuel injection amount to be injected from an upstream injection valve and a fuel injection amount to be injected from a downstream injection valve are then calculated. After fuel injection on the basis of the calculated fuel injection amounts, a lack of fuel delivered by the fuel injection amounts immediately before re-calculation of a required fuel amount at the calculation cycle until the end of an intake stroke (end of an intake valve opening period), is calculated by subtracting the fuel injection amounts from the re-calculated required fuel amount. The calculated lack of fuel amount is injected from the downstream injection valve during the intake stroke, e.g., in stages 6 and 7.

Abstract: A four-cycle engine is provided with valve timing adjusters for adjusting opening and closing timing an and an exhaust valve. In medium- to high-speed ranges in medium- to high-load regions of the engine, a closing point (ExC) of the exhaust valve defined as a point of transfer from an acceleration portion to a constant speed portion on its valve lift characteristics curve is set to a point a specific period before an intake top dead center, and an opening point (InO) of the intake valve defined as a point of transfer from a constant speed portion to an acceleration portion on its valve lift characteristics curve is set to a point after the intake top dead center. In addition, the period from the closing point (ExC) of the exhaust valve to the opening point (InO) of the intake valve is made longer in the medium-speed range than in the high-speed range in the medium- to high-load regions of the engine.

Abstract: The invention relates to a method for rotational position determination of an internal combustion engine having a camshaft to which a camshaft sensor is assigned and having a crankshaft to which a crankshaft rotational position transducer is assigned. A control apparatus for controlling the engine includes at least one configurable control apparatus input. After detecting a fault function of the crankshaft rotational position transducer, the control apparatus input of the control apparatus switches to the evaluation of one of the flanks (9.1, 10.1, 11.1, 12.1; 9.2, 10.2, 11.2, 12.2) or of all flanks (9.1, 10.1, 11.1, 12.1; 9.2, 10.2, 11.2, 12.2) of pulse segments (A, C, E, G). Thereafter, an injection of fuel takes place into the cylinders of the engine until an rpm gradient is detected which makes possible a position determination of the rotational position of the crankshaft of the engine.

Abstract: A fuel injection device mounted on a main body of an air-fuel mixture generating device including an electromagnetic driving-type fuel injection valve for injecting, at predetermined times, fuel into an air-intake passageway of an intake system of an internal combustion engine, and a collision plate operationally coupled to the fuel injection valve adapted to be disposed in the air-intake passageway for enabling the injected fuel to collide therewith.

Abstract: In an internal combustion engine control system for controlling an internal combustion engine, comprising a fuel injection control means for controlling fuel injection quantity to be injected by a fuel supply system for supplying fuel to the internal combustion engine, and fuel injection timing, and a variable valve control means for continuously or gradually varying at least opening timing, closing timing or lift of a intake valve or an exhaust valve for sealing up a combustion chamber of the internal combustion engine, the fuel injection control means controls at least fuel injection quantity or fuel injection timing on the basis of a value of a controlled variable provided by the variable valve control means. Since air quantity can be regulated by a variable valve timing mechanism, pumping loss and fuel consumption can be reduced.

Abstract: An apparatus for accurately detecting the amount of engine intake air based on the amount of air flowing past an air flow meter in an internal combustion engine equipped with a variable intake air control mechanism capable of varying the operating condition of an intake air control valve that controls the flow of intake air into a combustion engine. A smoothing factor is computed in such a manner that the smoothing factor is reduced to increase the degree of smoothing when volumetric efficiency decreases depending on the operating condition of the intake air control valve. The amount of engine intake air is computed by smoothing the flow rate of air measured by the air flow meter, based on the smoothing factor. Further, volumetric efficiency is computed based on engine load and engine speed as well as on the operating condition of the intake air control valve, and the smoothing factor is calculated based on the thus computed volumetric efficiency.

Abstract: A fuel control method uses a MAP sensor output that is encoded to render fueling computations insensitive to microprocessor clock accuracy. The signal output of the MAP sensor is encoded as a pulse width modulated signal, the cylinder air mass is calculated as a function of the encoded MAP signal and the engine is fueled according to the calculated cylinder air mass. By using the same time scale to decode the pulse width of the MAP PWM signal as is used to time injector duration, the time scale becomes irrelevant to the actual fuel/air ratio attained.

Abstract: A fuel-injection method and an apparatus provides an output timing of an injection command signal so that fuel-injection timing is matched with a basic desired injection timing, to reduce exhaust gases and engine performance, by filtering waveforms of the detected common rail pressure to obtain pressure data, calculating an approximate straight line from the pressure data, spanning from a preselected time to a time T3 of at least the first smallest value after the start of the pressure drop in the common rail pressure, and defining a time, at which the difference between the pressure data and an approximate straight line Ld is the largest value, as the timing T2 of the start of the pressure drop in the common rail pressure, then calculating the time lag &Dgr;Td that spans from the output timing To of injection command signal to the fuel-injection timing

Abstract: A system (12) and method for controlling the injection of fuel into a cylinder (14) of an internal combustion engine (10) are provided. The system (12) includes a fuel injector (22), a temperature sensor (48), and an electronic control unit (ECU) (50). The fuel is parsed into a plurality of components based on the boiling points of elements of the fuel. ECU (50) stores mass fraction values for each component relative to the total mass of a sample of the fuel along with vaporization rates for each component. These values are used by the ECU (50) to account for different vaporization rates among fuel elements. In accordance with the invention, ECU (50) is further configured to adjust the mass fraction values responsive to the combustion air-fuel ratio and the engine temperature to account for the different volatility characteristics of various fuels.

Abstract: A fuel injection control apparatus for an internal combustion engine capable of expediting an initial explosion and hence enhancing an engine starting performance.

Abstract: A basic target excess air factor tLAMBDA0 and a target fresh air intake amount tQac are set base upon the operation condition of an engine (30). A target excess air factor tLAMBDA is calculated by multiplying the ratio of a real fresh air intake amount rQac as detected by a sensor (16) and the target fresh air intake amount tQac by the basic target excess air factor tLAMBDA0. A fuel injector (9) is controlled so that the amount of fuel injected thereby converges to a target fuel injection amount tQf which corresponds to the target excess air factor tLAMBDA. It is possible to prevent variation of the output torque of the engine (30) accompanying a rich spike by this control, even if the basic target excess air factor tLAMBDA0 varies abruptly, since the fuel injection amount varies in correspondence to the variation of the real fresh air intake amount rQac.

Abstract: This invention is a method and system for a hybrid electric vehicle adaptive fuel strategy to quickly mature an adaptive fuel table. The strategy adaptively alters the amount of fuel delivered to an internal combustion engine to optimize engine efficiency and emissions using engine sensors. Before the adaptive fuel strategy is permitted, an engine “on” idle arbitration logic requires the HEV to be in idle conditions, with normal battery state of charge, normal vacuum in the climate control and brake system reservoir; and, the vapor canister not needing purging. The strategy orders the engine throttle to sweep different airflow regions of the engine to adapt cells within the adaptive fuel table. In the preferred configuration, a generator attached to the vehicle drive train, adds and subtracts torque to maintain constant engine speed during the throttle sweeps.

Abstract: For reduction of toxic components in exhaust gases of internal combustion engines, particularly of nitrogen oxides in motor vehicles, a portion of the exhaust gases, essentially operating as inert gases, are recirculated into the combustion chamber of the engine for the purpose of reducing the peak combustion temperature. In the air intake region the engine is fed an adjustable mixture of partially recirculated exhaust gas and air, wherein the mass of in-flowing air and the mass of exhaust gas recirculated from the engine following its cleaning and cooling are fed respectively to its own flow rate sensor. From the determined mass flow amounts of in-flowing air and recirculated exhaust gas, an actual value signal is formed and compared with a target value signal dependent upon the respective performance specification. A regulation deviation of the actual value signal leads to an adjustment signal, which intervenes into the exhaust gas recirculation for the purpose of adjusting the amount recirculated.

Abstract: In fuel injection control apparatus and method for an engine having a variably operated engine valve in which at least a closure timing of an intake valve is variably controlled, a controller determines whether an actual closure timing of the intake valve is in a steady state, calculates a volume of a cylinder calculated from a target control value of the closure timing of the intake valve when determining that the actual closure timing is in the steady state and a fresh-air rate within the cylinder, calculates a mass air quantity sucked into the cylinder on the basis of a mass air quantity within an intake manifold calculated by income and outgo calculations of inflow and outflow quantities of a mass air within the intake manifold and a volume of the manifold, and calculates a fuel injection quantity on the basis of the mass air quantity sucked into the cylinder.

Abstract: A fuel injection control apparatus includes a fuel injection device 14 and an electronic control unit (ECU) 30. The fuel injection device includes a plurality of injectors 9 mounted on a delivery pipe 10, a memory 43 which stores an injection characteristic of each injector 9 provided in the pipe 10, a driving circuit 41, and others. The ECU 30 calculates a control amount, which is equivalent to an injection amount to be injected from one injector 9 each time, based on an injector standard characteristic, refers to a memory 43 to correct characteristic data of each injector 9 corresponding to the control amount, and outputs. The driving circuit 41 of the fuel injection device 14 controls each injector 9 based on the corrected control amount to individually controls the fuel injection amount of each injector 9.

Abstract: There are disclosed a fuel injection control system, a fuel injection control method, and an engine control unit for an internal combustion engine, which are capable of accurately controlling a fuel injection amount according to changes in a valve overlap period due to changes in a cam phase, thereby ensuring proper engine performance. The fuel injection control system for an internal combustion engine which is capable of changing a valve overlap period by changing a cam phase includes an ECU. The ECU calculates a cam phase difference between the present value and the immediately preceding value of the cam phase (amount of change in the valve overlap period), calculates a wall surface temperature of intake ports, and sets a basic fuel injection time period based on an intake pipe absolute pressure and an engine rotational speed.

Abstract: A fuel injector has a body containing a mechanism that is operable to cause fuel to be injected out of the body and into an engine combustion chamber. An electric actuator operates the mechanism to initiate fuel injection and to terminate fuel injection. The injector has an identity circuit that possesses an identity characteristic identifying a calibration category into which the fuel injector has been previously categorized based on data obtained from actual operation of the fuel injector. In some embodiments the identity circuit is electrically connected in shunt with the electric actuator and imposes no significant effect on the response of the fuel injector to the initiating and terminating electric signals. In others, it is connected between engine ground and one actuator terminal.

Abstract: A fuel supply system for use in an internal combustion engine, comprising: an intake passage; a downstream fuel injection valve near the port of each cylinder of the engine and downstream of the intake passage; and a controller, wherein the intake passage includes a fuel injection/evaporation device which has an upstream fuel injection valve; a heater for evaporating injected fuel; and an air passage for supplying the injected fuel with air. The controller is adapted to control the amount of fuel injected from the downstream fuel injection valve and the upstream fuel injection valve, thereby controlling the fuel-air ratio of the injected fuel.

Abstract: An apparatus and a method of improving performance characteristics of an internal combustion engine is provided which includes electronically coupling a fuel boost controller to a fuel delivery solenoid of a fuel injector. The boost controller measures a timed release of fuel from an activated fuel delivery valve of the fuel delivery solenoid into a cylinder and activates the fuel delivery valve an extended amount of time over a programmed time for injecting additional fuel over the programmed amount into the cylinder to improve the performance characteristics.

Abstract: A structure and method for electronically minimizing or eliminating performance variation of an apparatus controllable by a control signal, such as an electronically-controlled fuel injector, is disclosed. The method includes the steps of measuring the resultant characteristics of the apparatus at a plurality of operating conditions, such as timing and delivery characteristics of the fuel injector, adjusting the control signal as a function of the measured resultant characteristics, such as by adjusting a base timing and duration or pulse width of a fuel delivery command signal for a fuel injector, and controlling the apparatus in accordance with the adjusted control signal to reduce performance variation.