Abstract: Methods and systems are provided for adjusting an anticipatory controller of an exhaust gas sensor coupled in an engine exhaust. In one embodiment, the method comprises adjusting fuel injection responsive to exhaust oxygen feedback from the anticipatory controller of the exhaust gas sensor and adjusting one or more parameters of the anticipatory controller responsive to a type of oxygen sensor degradation. In this way, the anticipatory controller may be adapted based on the type and magnitude of the degradation behavior to increase performance of the air-fuel control system.

Abstract: In a fuel injection controller, a first throttle opening TH0 is defined at a specific time P2. The P2 is a specific time later than the peak value of an intake pipe internal pressure PB of a previous cycle. In the cycle, P3 is a specific time that is set immediately before the calculation of the injection time. A second throttle opening TH2 is defined at P3. The fuel injection controller corrects a fuel injection amount based on variation in correction time ta0 at the first throttle opening TH0 to correction time ta1 at the second throttle opening TH1. The time P2 is later than time P1, which is the peak value of the intake pipe internal pressure of the previous cycle. Accordingly, the fuel injection amount correction is completely unaffected or only slightly affected by the intake pipe internal pressure, thus ensuring close-to-ideal correction.

Abstract: A fuel injection controller includes an increase control portion applying the boost voltage to the coil to increase a coil current to a first target value, and a constant current control portion applying a voltage to the coil to hold the coil current to a second target value. A threshold is an energization time period that is necessary to reach a boundary point between a seat throttle area of a property line and an injection-port throttle area of the property line from an energization start time point. An initial-current applied time period is from the energization start time point that the boost voltage starts to be applied to the coil to a time point that the coil current is decreased to the second target value. The increase control portion controls the coil current such that the initial-current applied time period is less than the threshold.

Abstract: A control system for an engine is presented. The control system can include a transition period waveform monitor module, a stuck fuel injector detection module, and a fuel injection control module. The transition period waveform monitor module measures an electrical signal of a fuel injector upon deactivation of the fuel injector. The stuck fuel injector detection module detects a stuck fuel injector when an accumulated deviation of the electrical signal from a parameterized estimated reference waveform is outside of a predetermined range. The fuel injection control module controls fuel injection in the engine based on the detection of the stuck fuel injector.

Abstract: Provided is a control unit (1) for an internal combustion engine (10) including a direct injector (11) directly injecting fuel into a cylinder (20) and a port injector (12) injecting fuel into an intake port (17). The control unit (1) includes an injection volume calculator (5) to calculate a volume of the fuel injected from the direct injector (11), a port injection controller (2) to control a volume of the fuel injected from the port injector (12), an overlap period controller (4) to control an overlap period during which both an intake valve (27) and an exhaust valve (28) are open, and a changer (6) to vary both the volume of the port injection from the port injector (12) and the overlap period based on the volume of the direct injection.

Abstract: In a dual-fuel injection operation, when a fuel injection time by a direct injector as determined on the basis of a direct fuel pressure is less than a minimum value, a dual-injection is performed with a duel injection rate such that the amount of fuel injected by the direct injector is greater than when the dual-injection is performed with a duel injection rate which is determined in accordance with an engine operation state. Thus, the amount of fuel injected by the direct injector is increased, so that the high-temperature fuel that has remained in a high-pressure fuel pipe connected to the injector is rapidly injected and consumed. As a result, the direct fuel pressure can be rapidly lowered, whereby the fuel injection time by the direct injector for implementing an amount of fuel injection in accordance with a direct injection command value can be rapidly increased to the minimum value.

Abstract: A system and method is provided for controlling the amount of fuel delivered during an injection event by measuring the drain fuel flow from a valve that controls the injection event.

Abstract: In a fuel injection system of an internal combustion engine in which a first fuel, which has a property to inhibit the adsorption of exhaust gas components by an exhaust gas purification catalyst, and the second fuel, which has a property not to inhibit the adsorption of the exhaust gas components by the exhaust gas purification catalyst, are able to be selectively used, the present invention has a task to decrease an amount of consumption of the second fuel in a suitable manner. In order to solve this task, the fuel injection system of an internal combustion engine according the present invention is constructed such that the second fuel is first supplied to the internal combustion engine when the exhaust gas purification catalyst is in a cold state, and a change from the second fuel to the first fuel is then made before the exhaust gas purification catalyst subsequently rises in temperature to an activation temperature thereof.

Abstract: A control unit for an internal combustion engine includes a load detector to detect a load on the engine, an injection volume calculator to calculate a cylinder injection volume indicating a volume of fuel injected from a direct injector, a first controller to perform a first control for increasing the frequency of the injection by the direct injector upon a reduction in the cylinder injection volume, a second controller to perform a second control for increasing a port injection volume indicating a volume of fuel injected from a port injector upon a reduction in the cylinder injection volume, and a switching controller to switch between the first control with the first controller and the second control with the second controller depending on the load.

Abstract: A method for controlling an internal combustion engine, an internal combustion engine, and a vehicle equipped with the same which reduce roll vibrations due to a power plant including a multi-cylinder internal combustion engine and a support apparatus during start of the internal combustion engine without impairing its startability. A control apparatus of a multi-cylinder internal combustion engine includes: a device for determining whether or not a rotational speed of the engine is within a resonance-rotational-speed region around a resonance rotational speed at which resonance occurs due to the rotational speed, a power plant including the engine, and rubber mounts of the power plant; and a device for controlling injectors such that fuel injection amounts of respective cylinders become uneven when the rotational speed is within the resonance-rotational-speed region.

Abstract: A fuel delivery system for a vehicle includes a fuel injector that meters fuel flow and provides for preheating fuel to aid combustion. A control circuit including a synthetic inductor drives a heated element within the fuel flow.

Abstract: Disclosed is a fuel injection system that is used with an internal-combustion engine to reliably perform a requested fuel injection operation a requested number of times even when a boost voltage is lowered. The fuel injection system monitors the boost voltage immediately before the start of fuel injection, and varies a valve open time in accordance with the monitored boost voltage. Even when the boost voltage is lowered, the fuel injection system performs a fuel injection operation the requested number of times.

Abstract: A power supply diagnostic circuit includes a switching power supply that generates a voltage for powering a fuel injector. An injector control module selectively applies the voltage to the fuel injector and monitors a resultant electrical current flow through the fuel injector. The switching power supply includes a dual path circuit comprising two inductors, two MOSFETs, and two diodes. The injector control module determines whether one path of the dual path circuit is defective based on the electrical current flow.

Abstract: Methods are provided for controlling an engine in response to a pre-ignition event. A pre-ignition threshold and a pre-ignition mitigating action are adjusted based on a rate of change of cylinder aircharge. As a result, pre-ignition events occurring during transient engine operating conditions are detected and addressed different from pre-ignition events occurring during steady-state engine operating conditions.

Abstract: The disclosure describes an engine system having liquid and gaseous fuel systems, each of which injects fuel directly into an engine cylinder. A controller controls the pumping of a liquefied natural gas (LNG) in the gaseous fuel system using variable speeds for reciprocally moving a pumping piston of a pumping element with a drive assembly. The controller adjustably controls the drive assembly of the pump system to vary a time period for the pump cycle based upon a comparison of a pressure measured in the accumulator and a target pressure condition. When the accumulator pressure satisfies the target pressure condition, the controller is adapted to control the drive assembly such that the pumping element is in a creep mode in which the pumping piston continues to move, but produces no more than a nominal amount of compressed LNG.

Abstract: A fuel system is provided for use with a variable speed dual fuel engine. The fuel system comprises a first fuel injector configured for supplying diesel fuel to the engine, a second fuel injector configured for supplying natural gas to the engine, and a fuel controller configured to implement a diesel injection schedule and a natural gas injection schedule based on at least a fuel map, an optimal engine speed and a current engine speed.

Abstract: A system associated with an internal combustion engine is disclosed. The system may be configured to inject fuel at a current fuel injection flow rate and to direct exhaust at a current EGR flow rate. A controller may be configured to determine a maximum fuel injection flow rate and a maximum EGR flow rate based on a first and second group of operating parameters, wherein the first and second group may comprise at least common operating parameter including an oxygen-to-fuel ratio limit. Additionally, the controller may set the current fuel injection flow rate to the maximum fuel injection if a fuel injection flow request, associated with a fuel injector, is greater than the maximum fuel injection flow rate and set the current EGR flow rate to the maximum EGR flow rate if an EGR flow request, associated with an EGR valve, is greater than the maximum EGR flow rate.

Abstract: A spark ignition internal combustion engine is equipped with a fuel pressure sensor for detecting a viscosity of fuel supplied to a fuel injector based on a variation in a fuel pressure. In a case of stratified combustion by a spray guided injection, an ECU advances a fuel injection start timing of the fuel injector 4 according to the detected viscosity of the fuel. Thus, even if the viscosity of the fuel is significantly high, the fuel-rich area is well formed at a vicinity of the discharge electrode so that a preferable combustion condition can be maintained.

Abstract: An injection valve is hydraulically coupled to a high-pressure accumulator in order to supply a fluid. The injection valve has a longitudinal axis, an injection needle, and an actuator. The actuator is designed to act on the injection needle. A pre-defined amount of electrical energy is supplied to the actuator in order to modify an axial length of the actuator in such a way that the injection needle moves out of the closed position. Once the pre-defined amount of electrical energy has been supplied, a first voltage value and a second voltage value are detected and/or determined by the actuator at respectively different pre-defined moments. On the basis of the first and second voltage values, a differential voltage value is determined, on the basis of which a first pressure is determined, which represents a pressure in the high-pressure accumulator.

Abstract: A system for an engine includes a motor driver module, a target phase angle module, and a correlation control module. The motor driver module controls an electric motor of a camshaft phaser based on a target angle defined by a crankshaft position and a camshaft position. The target phase angle module selectively sets the target angle to a first phase angle before a deceleration fuel cutoff (DFCO) event and selectively transitions the target angle to a predetermined phase angle during the DFCO event. The correlation control module selectively compares a value of the crankshaft position with a predetermined crankshaft position range during the DFCO event.

Abstract: The present technology relates generally to mechanical motion amplification for fuel injectors. In some embodiments, an injector for introducing gaseous or liquid fuel into a combustion chamber includes an injector body having a base portion configured to receive fuel into the body and a valve coupled to the body. The valve can be movable to an open position to introduce fuel into the combustion chamber. The injector further includes a valve operator assembly. The valve operator assembly can include a valve actuator coupled to the valve and movable between a first position and a second position, and a prime mover configured to generate an initial motion. The valve operator assembly can also include a mechanical stroke modifier configured to alter at least one of a direction or magnitude of the initial motion and convey the altered motion to the valve actuator.

Abstract: A method of determining an air:fuel ratio based on information from an oxygen sensor exposed to exhaust gases of a combustion process, and related systems. A constant current is supplied to an oxygen sensor that has both an n-type sensing circuit and a p-type sensing circuit that share a common electrode. The currents in the respective sensing circuits is determined and a temperature value representative of a temperature of the oxygen sensor is determined. Then, an air:fuel ratio is determined based on the determined currents and the temperature value. The combustion process may then be controlled based on the air:fuel ratio. The air:fuel ratio may be determined, using the same oxygen sensor, across a range of air:fuel values in both the rich and lean regions; as such, the oxygen sensor may act as a wideband oxygen sensor.

Abstract: A device for controlling an injection valve actuator for an internal combustion engine has a voltage source, the voltage of which is high compared to the voltage of a vehicle battery and which is connected to the actuator by way of at least one controllable switch. A switching controller can be connected to the vehicle battery at the input end and it is connected to the voltage source at the output end to generate the high voltage from the voltage of the vehicle battery. The switching controller is designed in such a way that the high voltage of the voltage source is regulated to a higher value as the temperature increases.

Abstract: A fuel injection control system for an internal combustion engine in which a driving signal for a high pressure fuel pump is calculated by using proportional plus integral control based on a difference between a delivery pressure of the high pressure fuel pump and a target pressure thereof. A delivery pressure of a low pressure fuel pump is caused to decrease when an amount of change per unit time of an integral term shows a decreasing tendency or zero, whereas the delivery pressure of the low pressure fuel pump is caused to increase when the amount of change per unit time of the integral term shows an increasing tendency. In cases where an increase in the integral term resulting from a change in the target delivery pressure of the high pressure fuel pump has occurred, the increase in the delivery pressure of the low pressure fuel pump is prohibited.

Abstract: The present invention provides a control device for a direct injection engine, capable of reducing the amount of fuel adhesion on a piston crown and a cylinder bore wall surface and improving homogeneity of a fuel-air mixture inside the cylinder, thereby reducing the particulate number of emitted PM. The fuel injection is inhibited for a period in which a lift position of an intake valve is within a predetermined range in a single combustion cycle, more specifically, during the period in which the lift position of the intake valve is located from a middle lift position to the vicinity of a maximum lift position.

Abstract: It is possible to improve volatility of fuel in a fuel-gas mixture and improve the combustion performance of an engine by appropriately distributing the amount of fuel that is injected from two injectors disposed in two intake port, in a dual injector engine.

Abstract: A control system for a turbo charged natural gas engine. A butterfly valve used for fuel control upstream of a carburetor provides non-linear flow response during opening and closing and a flow compensator compensates for the non-linear response. A throttle valve position sensor acts in association with a controller which compares the throttle valve position signal with a predetermined set point and thereby opens or closes the waste gate of the turbo charger which affects oxygen content in the exhaust. A compensator for a throttle valve used with electronic engine controllers is also provided.

Abstract: An engine supercharging device includes are a supercharger (38) for pressurizing air introduced in an engine (E), an air cleaner (36) for purifying an ambient air, a purified air supply passage (56) for supplying a purified air (CA) from the air cleaner (36) towards the supercharger (38), a supercharged air passage (62) for supplying the supercharged air (SA) from the supercharger (38) towards an air intake passage (60) of the engine (E), and a relief valve (68) for adjusting an air pressure within the supercharged air passage (62). The relief valve (68) has a discharge port portion (68b) which is accommodated within the air cleaner (36). The engine (E) has a plurality of engine cylinders, and a downstream portion of the supercharged air passage (62) is defined by an intake air chamber (54) for supplying the sucked air to respective air intake passages (60) of the plural engine cylinders.

Abstract: An actuator unit for injecting fuel into a combustion chamber of an internal combustion engine includes an electrically conductive excitation winding, a ferromagnetic circuit having a ferromagnetic return, and a moveable armature. The armature is held in an idle position by a holding force of a spring element. A current flowing through the excitation winding produces (a) a magnetic holding force acting on the armature in the same direction as the spring holding force provided by the spring element, and (b) a magnetic motive force acting on the armature in the opposite direction as the magnetic holding force and spring holding force. The armature can be moved to a working position in which the armature adjoins the ferromagnetic return by increasing the current through the excitation winding above a predetermined value that results in the magnetic motive force exceeding the magnetic holding force combined with the spring holding force.

Abstract: Systems and methods of estimating a fluid injector tip temperature. A controller having a processor and a memory supplies a current to a coil of a fluid injector, a resistance of the coil is measured when the current is supplied to the coil, a coil temperature is determined based on the measured resistance, and a tip temperature of a fluid injector tip is estimated based on the determined coil temperature.

Abstract: An open or closed loop EFI system, integrated on a genset engine or any internal combustion engine, with an electrical sensor and crank position sensor is described. Since a genset engine's exhaust emissions and general performance are a function of spark timing, integration of electrical and crank position sensors on a genset engine provides optimal engine performance and efficiency when the electrical draws fluctuate. The electrical sensor and crank position sensor send data to the electronic control unit (ECU), and this data is used to determine the optimal air-to-fuel ratio (AFR) and optimal spark timing. The ECU varies the spark timing in accordance with the speed and load of the engine and actuates the fuel injector to send the correct amount of atomized fuel to mix with the air flow to be combusted allowing the engine to meet performance.

Abstract: A method for determining the phasing of the angular position of a four-stroke internal combustion engine with indirect injection and time-controlled sequential reinjection/sequential injection cutoff, characterized in that it includes, with the engine running, the following steps: observing the curve (3, 4) of engine speed (1) as a function of time (2) during a phase of sequential reinjection and/or sequential injection cutoff, performed in accordance with the expected oscillations of the transmission, discriminating, according to the shape of the curve (3, 4), a substantially linear shape (3) being indicative of correct phasing, whereas a substantially sinusoidal shape (4) is indicative of incorrect phasing.

Abstract: A fuel injection controller supplies a valve-opening voltage VF1 to a fuel injector. In order to obtain a small injection quantity, the controller terminates a supply of the valve-opening voltage before the fuel injector is fully opened. A bias-control portion supplies a bias voltage to the fuel injector instead of the valve-opening voltage. A valve-close detecting portion detects a valve-closing time by detecting an inflection point on a waveform of an electric current flowing through the coil. A correction-amount computing portion computes a correction amount based on the detected valve-closing time. A correction portion corrects an electric supply period based on the correction amount.

Abstract: A compression ignition engine (10) operates to fuel an engine cylinder (12) to create an in-cylinder air-fuel charge and to cause that charge to autoignite. A fuel injector (20) operates to inject fuel into the engine cylinder for substantially the entire duration of a first phase (24) of fuel injection at substantially the maximum injection pressure that the fuel injector can deliver to create a premixed fraction of the in-cylinder air-fuel charge prior to autoignition. As the first phase ends, fuel injection transitions to a second phase (26) which commences in advance of autoignition. During the second phase, the fuel injector injects fuel into the engine cylinder at a rate of injection that is significantly less than the rate of injection used during the first phase.

Abstract: A fuel injection controller is provided with a detection control portion which detects a valve-opening time. The detection control portion supplies the low valve-opening voltage to the fuel injector from a low voltage supply. An electric current flowing through a coil is gradually increased. When the fuel injector is fully opened, an inflection point appears on a waveform of an electric current. A valve-open detecting portion detects the inflection point and identifies a valve-opening time. A correction-amount computing portion computes a correction amount of a fuel injection quantity due to an error of the valve-opening time. In a succeeding fuel injection, the correction portion corrects an electric supply period. As a result, the error of the fuel injection quantity due to an error of valve-opening time is corrected.

Abstract: A fuel injection controller has terminals which can be connected to the coil of the fuel injector. A first valve-open control portion supplies the valve-opening voltage to the terminals for opening the fuel injector. The first valve-open control portion stops supplying the electric supply to the coil before the fuel injector is positioned at a full-open position. Before the fuel injector is fully dosed, a small injection quantity can be obtained. A demagnetization portion forms a demagnetization circuit for demagnetizing the magnetism remaining in the coil. A normal-injection portion controls the fuel injector at full-open position.

Abstract: In a fuel injection apparatus for an internal combustion engine, capable of changing a pressure of fuel that is supplied to a fuel injection valve (21A), the fuel injection valve (21A) has an upper nozzle hole group (25U) including a plurality of nozzle holes (25u) and located on an upper side in a direction of a central axis of a cylinder, and a lower nozzle hole group (25D) including a plurality of nozzle holes (25d) and located on a lower side in the direction of the central axis, and is configured such that a fuel density downstream of the lower nozzle hole group (25D) in an injection direction is higher than that downstream of the upper nozzle hole group (25U) in an injection direction. The fuel injection valve (21A) is configured such that a flow rate of fuel injected from the lower nozzle hole group (25D) is higher than that of fuel injected from the upper nozzle hole group (25U).

Abstract: An autonomous floor cleaning robot includes a transport drive and control system arranged for autonomous movement of the robot over a floor for performing cleaning operations. The robot chassis carries a first cleaning zone comprising cleaning elements arranged to suction loose particulates up from the cleaning surface and a second cleaning zone comprising cleaning elements arraigned to apply a cleaning fluid onto the surface and to thereafter collect the cleaning fluid up from the surface after it has been used to clean the surface. The robot chassis carries a supply of cleaning fluid and a waste container for storing waste materials collected up from the cleaning surface.

Abstract: A compressed natural gas (CNG) fueling system includes a CNG reservoir that can be mounted to a vehicle, a sensor arrangement that can sense an environmental condition in a vicinity of the vehicle and a condition associated with the reservoir, an electronically configurable display that can be mounted within a cabin of the vehicle, and an electronic control unit (ECU) operatively arranged with the sensor arrangement and display. The ECU generates output for the display based on the sensed conditions to provide information about the CNG fueling system.

Abstract: A method of controlling a fuel injector is provided. Engine speed is monitored. Engine torque output is monitored. It is determined if the engine speed is within one of a plurality of predefined engine speed ranges. It is determined if the engine torque output is within one of a plurality of predefined engine torque output ranges. One of a plurality of injector coking factors is assigned based on the determined predefined engine speed range and the determined predefined engine torque output range. A total injector coking factor is calculated based upon total operating time within each of the plurality of injector coking factors. A duration of a fuel injection is increased based upon the calculated total injector coking factor.

Abstract: A spark-ignition direct injection engine is provided. The engine includes an engine body, a fuel injection valve, a fuel pressure setting mechanism, an ignition plug, and a controller. Within a low engine speed operating range of a predetermined high engine load range, the fuel pressure setting mechanism sets a fuel pressure to 30 MPa or above, the fuel injection valve injects fuel between late stage of compression stroke and early stage of expansion stroke, and the ignition plug performs spark-ignition after the fuel injection completes. Within a high engine speed operating range of the high engine load range, the fuel injection valve injects fuel between intake stroke to mid-stage of compression stroke, and the ignition plug performs the spark-ignition. The ignition timing is changed according to an octane number, the changing width of the ignition timing is shorter within the low engine speed range than the high engine speed range.

Abstract: A method for modifying a vehicle to receive and utilize a secondary fuel is provided, as well as the modified vehicle. The vehicle prior to modification can use a primary fuel, and comprises signal transmitter for supplying a signal having a pulse width that varies to vary the quantity of primary fuel provided. The method involves installing a secondary fuel supply module for supplying to the engine a secondary fuel different from the primary fuel, the secondary fuel supply module comprising a secondary fuel injector. The secondary fuel supply module is configured such that the signal transmitter transmits the signal having the pulse width with the duration to the secondary fuel injector to control the secondary fuel injector to provide a suitable quantity of fuel to the engine.

Abstract: A fuel injection control device includes a throttle opening read timing setter that sets the timing at which a throttle opening is read. The setter is triggered to detect the throttle opening used for calculation of a basic injection amount by the start of calculation timing of the basic injection amount (FICAL) if the FICAL is at the position corresponding to a toothless part of a crank pulsar rotor. The setter detects the throttle opening based on crank pulse interrupt according to a crank pulse if the FICAL is at a position other than the position corresponding to the toothless part.

Abstract: A spark-ignition engine is provided. The engine includes an engine body, a fuel injection valve, an ignition plug, an EGR introduction system, and a controller for operating the engine body by controlling the fuel injection valve, the ignition plug, and the EGR introduction system. The controller controls to combust mixture gas by compressing to self-ignite within a compression self-ignition combustion applying range, and to combust the mixture gas by a spark-ignition using the ignition plug within a spark-ignition combustion applying range. Substantially throughout the spark-ignition combustion applying range, the controller controls the EGR introduction system to introduce cooled EGR gas, and within the compression self-ignition applying range, the controller controls the EGR introduction system to introduce hot EGR gas. The controller controls the EGR introduction system to introduce the hot EGR gas and the cooled EGR gas within a low engine load part of the spark-ignition combustion applying range.

Abstract: A spark-ignition direct injection engine is provided. The engine includes an engine body, a fuel injection valve, a fuel pressure setting mechanism, an ignition plug, and a controller. The controller operates the engine to perform compression-ignition combustion within a first operating range, and controls the ignition plug to operate the engine to perform spark-ignition combustion within a second operating range. Within a specific part of the first range, the controller sets the fuel pressure to 30 MPa or above, and retards the compression ignition to after a compression top dead center by controlling the injection valve to inject fuel into a cylinder in a period from a late stage of compression stroke to an early stage of expansion stroke. Below the specific part, the controller controls the fuel injection valve to inject the fuel into the cylinder in a period from intake stroke to a mid-stage of the compression stroke.

Abstract: Provided is a control apparatus for an internal combustion engine, which can adequately perform the control of a fuel injection amount even when an abnormality, a disconnection or the like of a fuel pressure sensor occurs and thereby accurate fuel pressure information is not able to be obtained. A fuel injection valve (26) is provided which is capable of directly injecting fuel into a cylinder. If a target fuel injection amount is smaller than a minimum fuel injection amount that is minimum and is capable of injecting during one opening and closing operation of the fuel injection valve (26), the start timing of fuel injection is set within a period in which an exhaust valve is opened during an exhaust stroke.

Abstract: A delay time is provided in a calculation process until an instructed throttle opening is outputted after a required cylinder inside air filling efficiency is inputted. When calculation timing of a fuel injection quantity comes, an actual cylinder inside air filling efficiency which is achieved in a time ahead by the delay time from the present time is estimated by using an air response model. When a read-ahead time from the present time to closing timing of an intake valve exceeds the delay time, a change amount of the actual cylinder inside air filling efficiency which occurs by the time the read-ahead time elapses from a time point when the delay time elapses is estimated by using an air response model with a deviation between an estimated actual cylinder inside air filling efficiency after the delay time and a target cylinder inside air filling efficiency as a step input value.

Abstract: A system and method for controlling an injection time of a fuel injector. The system includes a drive circuit configured to output a drive signal having a pulse width, wherein the injection time is influenced by the pulse width and a closing electrical decay of the fuel injector. A controller is configured to determine the closing electrical decay of the fuel injector and adapt the pulse width based on the closing electrical decay to control the injection time. The closing electrical decay includes a closing response. The controller determines the closing response based on an injector signal, such as a coil voltage of the fuel injector. By determining the closing response, the pulse width can be adjusted to compensate for fuel injector part-to-part variability, fuel injector wear, variations in fuel pressure received by the fuel injector, dirt in the fuel injector, and the like.

Abstract: A control apparatus for an internal combustion engine includes: a fuel property sensor which is provided between a fuel tank and a delivery pipe and which detects a component ratio of fuel; a fuel property value calculator that calculates an injector fuel property value for each cylinder using the component ratio detected by the fuel property sensor a period of time ago, which is equal to an amount of time required for the fuel to travel from the fuel property sensor to each fuel injector, as a value corresponding to the present component ratio of the fuel near the corresponding injector; and an engine-restart-time fuel injection amount calculator that calculates a fuel injection amount for each cylinder based on an engine-off duration in a case where the internal combustion engine is restarted after the internal combustion engine is stopped when the injector fuel property value varies from cylinder to cylinder.

Abstract: The present invention includes: an injection timing correction unit 62 which repeatedly corrects a fuel injection timing in relation to a cylinder in which combustion is determined by a combustion diagnosis device 44 to be less than optimal such that a correction amount accumulates until combustion is determined to be optimal; an allowable correction range setting unit 64 which sets an allowable correction range of the fuel injection timing on the basis of data indicating past fuel injection timings of a plurality of cylinders; an injection timing determination unit 70 which determines whether or not the fuel injection timing corrected by the injection timing correction unit 62 is within the allowable correction range; and a command control unit 72 which outputs an injection command at the corrected fuel injection timing when the determination unit determines that the corrected fuel injection timing is within the allowable correction range.