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 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: An apparatus and method for controlling a multi-shot fuel injection signal during certain acceleration and deceleration conditions when a predetermined threshold emissions limit will be exceeded, the apparatus and method including an electronic controller coupled to the electronically controlled fuel injectors of the engine and operable to recognize the certain acceleration or deceleration conditions based upon certain sensed engine performance parameters. The controller is further operable to eliminate or disable one or more fuel shots associated with a multi-shot fuel injection signal to control emissions when the certain acceleration or deceleration conditions are recognized.

Abstract: The air flow into an engine is estimated via a speed-density calculation wherein the volumetric efficiency is estimated on-line. There are three interconnected observers in the estimation scheme. The first observer estimates the flow through the throttle based on the signal from a mass air flow sensor (MAF). The second observer estimates the intake manifold pressure using the ideal gas law and the signal from a intake manifold absolute pressure sensor (MAP). The third observer estimates the volumetric efficiency and provides an estimate of the air flow into the engine.

Abstract: A fuel transportation lag model has a fuel transportation lag element A (FTLEA) due to adhesion of an injected fuel onto wall faces and a first-order lag element B (FOLEB) for compensating a model error of the (FTLEA). A fuel correction amount has a (FTLEA) compensation term and a (FOLEB) compensation term. By a compensation term for the (FTLEA), a first wall adhesion correction amount is obtained by multiplying a deviation between the wall face adhesion fuel amount (WFAFA) in a steady driving mode and a (WFAFA) at a present time with a first reference adaptation parameter and a first correction factor. By a compensation term for the (FOLEB), a second wall adhesion correction amount is obtained by multiplying a deviation between a required fuel amount of a present time and a required fuel amount of last time with a second reference adaptation parameter and a second correction factor.

Abstract: A fuel injection control system and method for controlling a potential overlap of two fuel shots in a particular fuel injection event for an engine. A controller is coupled to a plurality of fuel injection devices associated with the engine and is operable to determine a cylinder first shot duration value based upon a predetermined nominal first shot duration value and a predetermined cylinder first shot duration trim value. The controller is further operable to retrieve a first shot advance value and a minimum second shot delay value associated with the cylinder and thereafter determine whether a first fuel shot in the particular fuel injection event will overlap in some fashion with a second fuel shot in that same fuel injection event based upon the cylinder first shot duration value and the retrieved values.

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: An internal combustion engine, especially for a motor vehicle, is described which is provided with a control apparatus. A number of functions can be executed at time intervals and/or in dependence upon the rpm of the engine. Furthermore, a quantity (RA), which defines the utilization of the control apparatus, and a quantity (N), which defines the rpm of the engine, can be determined. The number of executed functions can be reduced by the control apparatus when the quantity (RA), which defines the utilization, is greater than a utilization threshold value (ASW1).

Abstract: In a motor control method and apparatus for an internal combustion engine, a point for the beginning of injection moment and injection period for each cylinder are determined in a load-controlled way in a motor controller and supplied to the actuators for execution of the injection. To improve the response characteristic of the internal combustion engine, control information for injection of the cylinder currently to be addressed is transmitted as reserve information for the subsequent cylinder in every transmission cycle. In the event of a load increase, reserve information from the previous transmission cycle is used to control injection in the subsequent cylinder.

Abstract: An air-fuel ratio control apparatus for an internal combustion engine has an oxygen sensor, a first operational means, a second operational means, a maximum and minimum setting means, an air-fuel ratio correcting means, a maximum and minimum magnifying means, and a maximum and a minimum returning means. When an air-fuel ratio learning value calculated by the second operational means reaches a maximum or minimum limit set by the maximum and minimum setting means, an air-fuel ratio feedback correction value is measured for a predetermined time. The maximum and minimum magnifying means increases the maximum or decreases the minimum limit of the air-fuel learning value in response to a deviation of fuel injection amount from a fuel injection amount requested for maintaining a target air-fuel ratio.

Abstract: A fuel injection control system and method for trimming an internal combustion engine during a fuel injection event based upon engine operating conditions, the control system including an electronic controller in electrical communication with the engine, the controller being operable to detect the operating mode of each injector of the engine and alter each injector operating mode as desired.

Abstract: An equivalence ratio-based system for controlling transient engine fueling includes an engine controller responsive to a number of engine operating conditions to estimate a mass of oxygen trapped within a number of cylinders of an internal combustion engine. The engine controller is further operable to map current values of engine speed and commanded fueling to one of a number of predetermined maximum fuel-to-oxygen, or equivalence, ratio values (&PHgr;MAX). The engine controller is then operable to determine an oxygen/fuel control (OFC) limited fueling command (FOFCL) as a function of the estimated oxygen mass value and the maximum equivalence ratio, and to limit engine fueling based on the OFC limited fueling command FOFCL. In one embodiment, the engine controller is operable to fuel the engine according to a minimum of the OFC limited fueling command FOFCL and a default fueling command FDEF, although other fuel limiting strategies are contemplated.

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: 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 fuel-injected internal combustion engine and a method for calculating mass air flow in the fuel-injected internal combustion engine having an electronic control of the air fuel ratio employing a throttle for air flow control, including a device for sensing air pressure downstream of the throttle. The method for calculating mass air flow includes measuring the speed of the fuel-injected internal combustion engine, measuring the opening of the throttle, and, omputing total intake mass air flow using algorithms, which includes the product of two terms, a first term substantially representing a function of the downstream air pressure and a second term being substantially a function of the speed of said fuel-injected combustion engine and the throttle opening.

Abstract: A method for calibrating an electronic control unit for an internal combustion engine. The electronic control unit may have multiple channels with each channel being adapted to provide an input drive signal to a fuel delivery apparatus. A first channel is selected for calibration. A reference signal of desired and known parameters is also defined. The reference signal is defined such that it is indicative of the cyclical performance of a fuel delivery apparatus such as a fuel injection device. A command signal is generated and passed through the circuitry of the selected channel. The channel circuitry generates a drive signal in response to the command signal. A desired parameter of the drive signal is measured for comparison with the known parameter of the reference signal. If necessary, the command signal is then adjusted so as to produce a modified drive signal which has a parameter with reduced variation from the known reference parameter.

Abstract: Methods are disclosed for controlling an internal combustion engine in a vehicle which include detecting the value of a variable associated with an operating condition of the engine including the rotational speed and the load of the engine, determining a temperature value of a temperature-critical component associated with the engine, and controlling the thermal load of the engine based upon the predetermined temperature value by adding surplus fuel to the engine in a manner which gradually increases the supply of the surplus fuel based upon the value of the predetermined variable derived from the inherent thermal inertia in the temperature-critical component. Apparatus for controlling the engine in the vehicle is also disclosed.

Abstract: A fuel supply system for an internal combustion engine in a motor vehicle in particular is provided with a control unit for determining a quantity of fuel to be supplied to a cylinder. An injection valve is provided for injecting the quantity of fuel to be supplied. The control unit determines whether combustion has taken place in the cylinder. The quantity of fuel supplied to the cylinder where no combustion has taken place is determined by the control unit.

Abstract: A method and apparatus for injecting fuel into a diesel engine combustion chamber is provided wherein a pre-pilot injection is injected sufficiently prior to critical mass conditions being achievable to permit vaporization and formation of a substantially homogenous mixture before a critical mass exists. Preferably, a pilot injection is injected after the pre-pilot injection but at or before a point wherein a critical mass based on the pre-pilot quantity. This will result in a reduced heat release rate will result in a slower, smoother and more controlled build up of pressure in a combustion chamber and thereby advantageously reduce combustion noise.

Abstract: A method of controlling a direct fuel injection engine is provided. In the method, under a condition where an ignition timing which is accurately detectable is constant, a fuel injection timing is advanced and delayed to measure an average ion current, and the fuel injection timing is controlled so as to maximize the average ion current. Even when the efficiency of a solenoid is lowered to cause a variation of the fuel injection timing, the fuel injection timing can be controlled to be optimized, thus making it possible to maintain an intended efficiency of the direct fuel injection engine over a long period of usage. Particularly, the method can be realized by the use of a conventional ion current detecting device for detection of a misfire, it can be executed with an apparatus which can be attained at low cost. A direct fuel injection engine control system and a storage medium storing the control method of this invention are also provided.

Abstract: In a fuel injection control apparatus of an internal combustion engine for controlling a fuel supply quantities by making use of a fuel behavior model obtained by modeling the dynamic behavior of fuel flowing from injector 27 into combustion chamber 14 of cylinder 10 of engine 1, the fuel behavior model is configured to estimate the dynamic fuel behavior such as attachment onto and detachment from a wall surface, e.g., using separate quantities, a wall surface adhesion quantity Fwv(k) of a low boiling point component and a wall surface adhesion quantity Fwp(k) of a high boiling point component at each time k, and to control an injected fuel quantity Fi(k) so that a fuel quantity Fc(k) of fuel flowing into the cylinder becomes a target value.

Abstract: A batteryless fuel injection apparatus for a multi-cylinder internal combustion engine adapted to generate a start injection command signal for each of cylinders in predetermined order whenever a reference pulse signal is generated by a signal generation device in case that which cylinder the reference pulse signal corresponds to cannot be judged to inject a fuel from the injector for each of the cylinders and to generate the injection command signal for each of the cylinders at a regular injection start position after which cylinder the reference pulse signal corresponds to is judged.

Abstract: A system and method for controlling an internal combustion engine to improve air/fuel ratio control particularly during transient operating modes include estimating cylinder air charge during a future fuel injection event. The system and method use a dynamic airflow actuator position model to determine future actuator position which is then used by an airflow model and manifold filling model to provide the estimated future cylinder air charge. The system and method use observer-based and adaptive control to compensate for modeling errors and sensor dynamics while assuring stability and accurate prediction of airflow actuator position and airflow.

Abstract: A method and an arrangement for operating and monitoring an internal combustion engine are suggested wherein, in at least one operating state, operation is undertaken with a lean air/fuel ratio. At least one quantity, which represents the degree of actuation of the accelerator pedal, and a quantity, which represents the engine rpm, are detected and, in at least one operating state, only an operation of the engine with an approximately stoichiometric or rich mixture is permitted and/or only an operation with limited air supply is permitted. The operation is monitored on the basis of at least one operating variable of the engine.

Abstract: The variation of the A/F ratio and the deterioration of driving feeling or exhaust owing to the response delay of air intake against the fuel injection is suppressed, in an engine control apparatus for controlling an intake air flow based on the torque or the fuel injection amount. The apparatus causes the phase of fuel injection to fit to that of air intake. In order to fit the phase of fuel injection to that of air intake, an apparatus for delaying the fuel injection or an apparatus for speeding up the air intake is used.

Abstract: A fuel supply control system for controlling a fuel amount to be supplied to an internal combustion engine having an exhaust gas recirculation mechanism comprising an exhaust gas recirculation passage connected between an intake pipe and an exhaust pipe, and an exhaust gas recirculation valve provided in the exhaust gas recirculation passage, is disclosed. The fuel amount to be supplied to the engine is corrected according to a pressure difference between an intake pressure detected when opening the exhaust gas recirculation valve and an intake pressure detected when closing the exhaust gas recirculation valve.

Abstract: A stroke identifying unit, for an electronic fuel injection control system of an engine, can identify cylinder strokes without detection of the rotation of the engine's camshaft. The stroke identifying unit includes a crank pulse generator for detecting a phase of a crankshaft of the engine. In a four cylinder engine, an intake pressure sensor detects the combined intake pressures in the second to fourth intake pipes, communicating with the second to fourth cylinders. A fuel injection control unit identifies strokes of the first to fourth cylinders on the basis of a relationship between the detected phase of the crankshaft and the detected intake pressures.

Abstract: In a method for operating a combustion engine having an exhaust-gas turbocharger, it is possible to switch over between a normal operation and a special operation. In the special operation, at least one main fuel injection and at least one secondary fuel injection are provided. In response to a positive load jump, a switch-over between the normal operation and the special operation provided for increasing the exhaust gas enthalpy is performed, the secondary fuel injection in the special operation being adjusted so that it substantially burns in the combustion chamber and causes an increase in the exhaust gas enthalpy as well as an adjustment of a rich or a lean exhaust gas composition. The method according to the present invention may be used, for example, in a motor vehicle having a diesel engine.

Abstract: A method and system for controlling the fuel mass to be delivered to an individual cylinder of an internal combustion engine during engine transients caused by intake control device transitions. The method and system compensates for fuel transport dynamics and the actual fuel injected into the cylinder. A plurality of engine parameters are sensed, including cylinder air charge. An initial base desired fuel mass is determined based on the plurality of engine parameters. An initial transient fuel mass is also determined based on prior injection history which, in turn, is modified based on the transition of the intake control device for that cylinder. A desired injected fuel mass to be delivered to the cylinder is determined based on the initial base desired fuel mass and the initial transient fuel mass. These same calculations are then used to compensate for changes to the base desired fuel mass while the fuel injection is in progress, resulting in an updated desired injected fuel mass.

Abstract: An arrangement and a method for calibration or monitoring a combustion process in a combustion engine, wherein an injection device injects fuel into a combustion chamber of the combustion engine. A noise-detecting sensor at the engine detects a parameter which derives from the noise generated during the combustion process. A control unit receives signal values representing the parameter from the sensors and receives information on the rotation position of a crankshaft in the combustion engine. The control unit determines the crankshaft position when the fuel is injected into the combustion chamber. Thereafter the injection device can be calibrated. Detecting the noise from combustion also makes it possible to assess whether combustion takes place at the intended time.

Abstract: A fuel supply amount control apparatus for an internal combustion engine uses an idling control amount QISC obtained by reducing an idling control amount Qa by an idling control amount correction value KQISC, when determining the amount of fuel injected for the lean combustion when the vehicle is running. Therefore, during the lean combustion with the D range is selected, there is substantially no difference between the road load amount of fuel injected during the idling state and the road load amount of fuel injected during a low-speed running of the vehicle. Hence, an increase in the amount of fuel injection during the low-speed running of the vehicle based on the lean combustion achieved upon a fuel increase request does not result in an excessively great output torque of the engine, so that the low-speed running of the vehicle becomes stable and good drivability can be maintained.

Abstract: With a composition where there are provided an injection valve installed on each cylinder and a high-atomizing injection valve installed in the upstream, it is aimed to prevent worsened start-up performance and unburnt gas exhaust resulting from adhesion of the fuel on the suction air passage as a result of reduced air for atomization during the start-up cranking.

Abstract: A computer-assisted method for controlling the delivery of fuel to an engine. The method includes receiving an input signal indicative of a sensed speed of the engine, validating that the engine is in a cruise power mode based on the input signal, and providing an output signal based on a sensed engine operating condition for adaptively controlling the fuel delivery to the engine when the engine is operating in the cruise power mode. Also, a fuel control module. The fuel control module includes a first portion configured for receiving an input signal indicative of a sensed speed of an engine, a second portion configured for validating that the engine is operating in a cruise power mode based on the input signal, and a third portion configured for providing an output signal based on a sensed engine operating condition for controlling fuel delivery to the engine when the engine is operating in the cruise power mode.

Abstract: In an internal combustion engine equipped with a pair of intake ports for each cylinder and capable of controlling a quantity of air entering the engine by controlling an intake valve open timing and an intake valve closure timing of each of a pair of intake valves located in the respective intake ports, a two-intake-valve operating mode is used in a high-load, high-speed operating range, whereas a one-intake-valve operating mode isused in predetermined low- and mid-load, low- and mid-speed operating ranges to create a great gas flow within the cylinder. A fuel injector is located in a first one of the intake ports to allow air flow through the first intake port over all operating ranges.

Abstract: The present invention relates to a system for controlling loading of an internal combustion engine based on a an adjusted load bias signal produced by an engine control computer. The engine control computer is responsive to engine speed and commanded fueling to produce a load bias signal, is responsive to engine speed, engine intake air pressure and the load bias signal to produce an acceleration-adjusted load bias value, and is responsive to engine speed, a reference engine speed and the load 10 bias signal to produce a deceleration-adjusted load bias value. The engine control computer is thereafter operable to compare the load bias value, the acceleration-adjusted load bias value and the deceleration-adjusted load bias value and produce the adjusted load bias signal as one of these three signals based on a comparison therebetween. The adjusted load bias signal is provided to an external load generator operable to control loading of the engine based thereon.

Abstract: With reference to the drawings and in operation, the present invention is adapted to provide a method and apparatus for dynamically controlling the injection timing of a fuel injector connected to a fuel system located within an engine. The method includes the steps of establishing a desired injection timing of the injector 104 and determining an fuel injection command delivery time in response to the desired injection timing, and responsively delivering the fuel injection command. The actual injection timing is determined, and then the injection command delivery time is modified in response to comparing the actual and the desired injection timing. Comparing the actual and desired injection timing provides for closed loop control of the injection timing of the fuel system 102.

Abstract: A fuel pressure control apparatus and method controls a pressure of fuel that is delivered from a fuel pump to a fuel pipe in an internal combustion engine of a vehicle. A controller of the fuel pressure control apparatus calculates a controlled variable based on at least an integral term that is updated in accordance with a difference between an actual fuel pressure in the fuel pipe and a target value thereof; and controls an amount of the fuel delivered from the fuel pump in a feedback manner, using the controlled variable, so that the actual fuel pressure approaches the target value. During the control of the fuel pressure, the controller inhibits updating of the integral term to a value that results in an increase in the amount of the fuel delivered from the fuel pump, when the amount of the fuel delivered is approximate to or equal to a maximum value thereof.

Abstract: A highly stable engine failure diagnosing system free from influence of purging is presented. A monitoring apparatus for monitoring a fuel feed system of an internal combustion engine is provided with an A/F ratio detector and an A/F ratio controller for performing feedback control of the A/F ratio. An A/F ratio feedback coefficient is calculated according to the output of the detector. A malfunction determination parameter is calculated based on the coefficient. A purging is suspended when the parameter reaches a first decision value. The monitoring is suspended when the parameter reaches a second decision value in a purge cutting state. A value of the malfunction determination parameter it would take if the purge cut was not carried out is estimated using the value when the parameter reached the first decision value. The monitoring is resumed when the estimated value of the malfunction determination parameter reaches the second decision value.

Abstract: A gaseous-fueled reciprocating internal combustion engine includes a carburetor having a throttle valve that is controlled by a speed governor. A proportional fuel control valve is disposed intermediate a fuel supply and the carburetor, and is controlled by an air fuel computing device. The computing device generates a control signal to adjust the fuel control valve based on a governor sensed variable indicative of engine speed, sensed engine torque, a governor output signal from the governor indicative of an opening position of the throttle valve wherein 100% corresponds to a wide open throttle position, and 0% corresponds to a closed position, and a lean combustion control map containing predetermined set point values stored in memory.

Abstract: An improved fuel compensation method for a variable cam phase engine which predicts the phase of the cam at the midpoint of valve overlap and uses the predicted cam phase to compensate a base fuel pulse for the corresponding amount of diluent. If the cam phase is in transition to a desired value, the cam phase for purposes of compensation may be predicted based on the desired cam phase, current cam phase and its rate of change; otherwise, the cam phase is predicted based on the current cam phase. In a first interval of cam phase transition characterized by nonlinear change in cam phase, the cam phase is predicted by applying a nonlinear offset to the measured cam phase. In a second interval of cam phase transition characterized by substantially linear variation of cam phase, the cam phase is predicted by linear extrapolation of the measured cam phase, and limited to range bounded by the measured cam phase and the desired cam phase.

Abstract: A control method for controlling injection of an engine having an oxygen concentration sensor generating a composition signal as a function of the oxygen difference in the exhaust gases with respect to the stoichiometric condition of the burnt air/fuel mixture, and a number of injectors for injecting fuel for an operating injection time in each operating state of the engine, and each of which is assigned, in each operating state of the engine, a respective calibration injection time determined at an initial engine calibration stage using a reference fuel.

Abstract: An engine control system for a direct injection-spark ignition type of engine which is equipped with a fuel injector for spraying fuel directly into a combustion chamber, an exhaust system having a lean NOx conversion catalyst for lowering an emission level of nitrogen oxides (NOx) in exhaust gas and an exhaust gas recirculation system divides a given amount of fuel into two parts which are intermittently delivered through early and late split injection respectively in a intake stroke and controls a fuel injector such that a midpoint between points at which the early and late split injection are timed respectively to start is before a midpoint of a intake stroke and the exhaust gas recirculation system admits exhaust gas partly into an intake air stream while the engine is in a lean homogeneous charge zone.

Abstract: A method and system for controlling the fuel mass to be delivered to an individual cylinder of an internal combustion engine during engine transients caused by intake control device transitions. The method and system compensates for fuel transport dynamics and the actual fuel injected into the cylinder. A plurality of engine parameters are sensed, including cylinder air charge. An initial base desired fuel mass is determined based on the plurality of engine parameters. An initial transient fuel mass is also determined based on prior injection history which, in turn, is modified based on the transition of the intake control device for that cylinder. A desired injected fuel mass to be delivered to the cylinder is determined based on the initial base desired fuel mass and the initial transient fuel mass. These same calculations are then used to compensate for changes to the base desired fuel mass while the fuel injection is in progress, resulting in an updated desired injected fuel mass.

Abstract: A startup control apparatus of an internal combustion engine is provided wherein when an engine starting capability determining device determines that the engine can be successfully started even if driving of part of the fuel injector valves is stopped during engine startup, the fuel injection is stopped with respect to the part of the fuel injector valves. With this arrangement, overshoot of the engine speed that would otherwise occur upon the start of the engine can be suppressed, and unburned fuel components can be prevented from being discharged, thus assuring improved exhaust gas characteristics and improved fuel efficiency.

Abstract: Disclosed a common-rail, fuel-injection system in which an actual quantity of fuel injected is found in consideration for a quantity of dynamic fuel leakage, thereby making it possible to inject a desired quantity of fuel per cycle in accordance with the engine operating conditions. A quantity of fuel to be supplied from the common rail is found from a first mapped data defined previously, in conformity with a common-rail pressure Pch and a difference &Dgr;Pc in pressure taking place between the common-rail pressures just before and after the fuel injection. Moreover, a quantity of dynamic fuel leakage is found from a second mapped data defined previously, in conformity with a common-rail pressure Pch just before the fuel injection and a command-pulse width for controlling the fuel injection.

Abstract: A fuel injection system that can maintain a high accuracy level in adjusting the quantity of fuel injection in a system in which the first injector injects fuel in the liquid phase and the second injector injects fuel in the gaseous phase. The quantity of fuel injection of each injector is adjusted respectively in accordance with the fuel quantity required each time. The temperature of the first injector is estimated based on the temperature of the engine's cooling water and the temperature of the fuel in the fuel passage from the fuel tank to the first injector, and the quantity of vapor generated in the fuel passage is determined according to the estimated temperature and the fuel pressure in the fuel passage. The quantity of fuel injection of each injector is adjusted according to the determined quantity of vapor generated.

Abstract: In one embodiment of the present invention, an electronic device comprises a circuit board having a first side and a second side and having circuit traces formed only on the first side. The electronic device further includes a voltage regulator providing a regulated voltage via a regulated voltage output terminal and having a regulated voltage return terminal. Additionally, the electronic device includes a microcontroller mounted to the first side of the circuit board and having a plurality of regulated voltage input terminals and corresponding microcontroller voltage return terminals. The electronic device also comprises a bus comprising a first circuit trace coupled to the regulated voltage output terminal and a second circuit trace coupled to the regulated voltage return terminal, the first circuit trace and the second circuit trace running substantially parallel to one another.

Abstract: An engine control program is divided into an application layer and a platform layer. The application layer defines a program which is independent of a hardware and is provided under an object-oriented design. The platform layer defines a program which is dependent on the hardware and is provided under the object-oriented design, and divided into three layers, that is, an upper layer, an intermediate layer and a lower layer. The upper layer, intermediate layer and the lower layer includes a sensor/actuator layer, a device driver layer and a virtual MPU layer, respectively.

Abstract: A control device for controlling an air-to-fuel ratio when fuel is injected in an internal combustion engine, comprises: a state detecting unit for detecting parameters representing operating states of the internal combustion engine; a counting unit for counting the number of times of explosion in a cylinder just after the engine starts; and a unit for estimating an air-to-fuel ratio just after the engine starts from the operating state parameters and the number of times of explosion.

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.