Abstract: A fuel metering control system for an internal combustion engine having a plurality of cylinders. The system includes an air/fuel ratio sensor and engine operating condition detecting means for detecting engine operating conditions at least including engine speed and engine load. The basic quantity of fuel injection is determined by retrieving mapped data according to the engine speed and engine load. An adaptive controller is provided to calculate a first feedback correction coefficient to correct the quantity of basic fuel injection such that the detected air/fuel ratio is brought to a desired value, and second feedback loop is provided for calculating feedback correction coefficients to correct the quantity of fuel injection. The desired air/fuel ratio is corrected by a second air/fuel ratio installed downstream of a catalytic converter.

Abstract: A control device of a lean-burn engine has an electronic control unit. Upon start of switching from stoichiometric driving to lean driving, the control unit (10) derives, from a map, a target pressure (P0) and a basic opening degree (D0) of an idling speed control valve, serving as an air bypass valve, based on the throttle opening degree (TPS) and the engine rotation speed (Ne) at the start of the switching. The control unit supplies driving pulses (N) of a number corresponding to the basic opening degree (D0) to a stepper motor (32) of the idling speed control valve. Then, the control unit supplies the stepper motor with driving pulses of a number corresponding to an opening degree correction amount (D1) which in turn corresponds to a deviation between the target intake pressure (P0) and an actual intake pressure (PB), to thereby suppress a change in the torque at the time of switching between the rich driving, including the stoichiometric driving, and the lean driving of the lean-burn engine.

Abstract: A system for controlling fuel metering for an internal combustion engine provided with a first feedback loop that calculates a first feedback correction coefficient using an adaptive control law to correct a quantity of fuel injection such that a detected air/fuel ratio is brought to a desired air/fuel ratio, a second feedback loop that calculates a second coefficient using a PID control law to similarly correct the quantity of fuel injection, and a third feedback loop that calculates a third coefficient using a PID controller to correct the quantity of fuel injection such that air/fuel ratio variance among the cylinders decreases. Either of the first or second coefficient is selected and based on the selected coefficient, the feedback gains of the third feedback loop are determined.

Abstract: An arrangement and a method for configuration of a combustion engine control system, the control system including a distributed computer network having a main computer ECU and a number of node computers, CCU 1/CCU 2/CCU 3. Each node computer is arranged closely to a selected group of cylinders (11, 12/13, 14/15, 16) of the combustion engine and controls at least the fuel supply (22) of each respective group of cylinders. The main computer and the node computers are connected to a common communication loop (1) transmitting control data from the main computer to the node computers and information from the node computers to the main computer. By using dual switch devices (30, 31-32/51a-b, 52a-b, 53a-b ) at each node computer, the main computer as well as each individual node computer can be configured for the present engine type, and the node computers can be configured for the specific cylinders. The switch device preferably constitutes a number of rotary switches of the BCD-type.

Abstract: A device for load determination in an internal combustion engine with a turbo engine is described, wherein the auxiliary load signal determined from the throttle flap angle and the rpm is subjected to a compression compensation, wherein this compression compensation is performed in different operational ranges of the internal combustion engine with a turbocharger in different ways, wherein factors are respectively defined which are multiplied by the uncorrected auxiliary load signal.

Abstract: A system for controlling fuel metering for a multi-cylinder internal combustion engine having a feedback loop which has an adaptive controller and an adaptation mechanism coupled to said adaptive controller for estimating controller parameters .theta.. The adaptive controller calculates a feedback correction coefficient using internal variables that include the controller parameters .theta., to correct a basic quantity of fuel injection to bring a detected air/fuel ratio to a desired air/fuel ratio determined earlier from the detected air/fuel ratio by a dead time d'. The dead time d' is properly determined to be corresponding to a time k at which the air/fuel ratio is detected. Alternatively, the dead time may be determined to be longer than the proper value to eventually improve vehicle drivability, or determined to be shorter than the proper value to compensate for insufficient fuel adhesion correction.

Abstract: A method of controlling fuel injection in an internal combustion engine including a crankshaft, a fuel injector, and a control unit for outputting a signal causing a fuel injection event, with a minimum time delay between the output of the signal and initiation of the fuel injection event, the method comprising the steps of sensing crankshaft position, outputting the signal, and providing an additional time delay between the output of the signal and initiation of the fuel injection event so that the signal must be output at an earlier crankshaft position than would be necessary without the additional time delay, whereby changing crankshaft speed has a greater effect on the difference between the desired crankshaft position of the fuel injection event and the actual crankshaft position of the fuel injection event.

Abstract: A method and system for generating a fuel pulse output signal to control fuel delivery from a fuel injector to a cylinder of an internal combustion engine. A plurality of holding registers asynchronously receive a plurality of fuel pulse data from a processor. The plurality of holding registers are memory-mapped and store the plurality of fuel pulse data until subsequent fuel pulse data is received from the processor. A plurality of match registers are coupled to the plurality of holding registers for comparing the fuel pulse data with a reference signal and generating a fuel pulse output signal based on the comparison between the fuel pulse data and the reference signal.

Abstract: A device for determining a load signal indicating the actual air mass per stroke in an internal combustion engine based on signals which indicate the respective instantaneous air flow rate in the intake pipe, these signals being indirectly or directly summed up over a specified angular range of the crankshaft for forming the load signal. In first predetermined ranges of speeds and throttle-valve positions, the load signal serves directly as a computational basis for the quantity of fuel to be injected. In second predetermined ranges, the last value from the first ranges is subjected to a speed-dependent correction and this corrected value is used as a substitute load signal.

Abstract: A method of operating a computer to automatically produce production control software for a natural gas engine controller (104) on a machine is provided. The controller (104) is adapted to control a natural gas engine (106). The method includes the steps of (1) as a function of user input, defining a set of controller (104); and (2) producing control software to operate the controller (104) as defined by the specifications.

Abstract: An improved fuel injection and ignition control system for an engine, wherein the fuel injectors and ignition are controlled by respective circuits mounted on a common substrate but spaced from each other. The assembly is potted in a resin for electrical and heat insulation. The resulting control box can easily be mounted in the valley of a V-type engine in the powerhead of an outboard motor.

Abstract: A fuel supply control system for an internal combustion engine calculates a basic amount of fuel to be supplied to the engine, based on the rotational speed of the engine and load on the engine. An amount of fuel adhering to the inner wall surface of the intake passage of the engine is estimated to calculate an adherent fuel-dependent correction amount. An amount of fuel carried off from the inner wall surface of the intake passage into at least one combustion chamber of the engine is estimated to calculate a carried-off fuel-dependent correction amount.

Abstract: A method and system for adaptive transient fuel compensation in a cylinder of a multi-cylinder engine estimates fuel puddle dynamics for the cylinder by determining parameters of a wall-wetting model every engine cycle of the multi-cylinder engine. Fuel delivery to the cylinder is adjusted dependent on the estimated fuel puddle dynamics.

Abstract: A control system for an internal combustion engine comprises an ECU which calculates an amount of fuel to be supplied to the engine and determines a direct supply ratio and a carry-off ratio, based on operating conditions of the engine. The direct supply ratio is a ratio of a fuel amount directly drawn into the engine in a predetermined operating cycle of the engine to the whole fuel amount injected in the same operating cycle, and the carry-off ratio is a ratio of a fuel amount carried off the inner surface of the intake pipe and drawn into the engine in the predetermined operating cycle to the whole fuel amount which adhered to the inner surface of the intake pipe in an operating cycle immediately preceding the predetermined operating cycle.

Abstract: A fuel metering control system for an internal combustion engine including a feedback loop having an adaptive controller and an adaptation mechanism that estimates controller parameters .theta.. The adaptive controller corrects the quantity of fuel injection to bring a controlled variable obtained at least based on an output of said air/fuel ratio sensor, to a desired value. Estimation error of the controller parameters are defined by an error signal e*. The system is configured such that the signal is compared with a limit value and is replaced to a predetermined value when the calculated estimation error signal exceeds the limit value. Thus, the signal is determined to be a predetermined value.

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.

Abstract: A fuel injection control system for an internal combustion engine comprises an ECU which calculates a direct supply ratio and a carry-off ratio, and detects a predetermined operating condition of the engine in which an increased amount of fuel is to be supplied to the engine. When the predetermined operating condition is detected, a plurality of fuel injection amounts to be sequentially injected by at least one fuel injection valve are calculated based on operating conditions of the engine, the direct supply ratio and the carry-off ratio. Then, an amount of fuel adhering to the intake system of the engine is calculated based on the total sum of the calculated plurality of fuel injection amounts, as well as on the calculated direct supply ratio and the calculated carry-off ratio. At least one of the calculated plurality of fuel injection amounts is corrected based on the calculated amount of fuel adhering to the intake system.

Abstract: An engine control system that is configured to be attached to the intake port or intake manifold of a reciprocating engine. The system can be designed to allow installation as original equipment or as a retrofit unit. In either case, the system provides the engine with a dual ignition and electronically controlled fuel-injection. The system includes a master control unit (MCU) that utilizes a firmware operated microprocessor. The MCU is connected to a plurality of sensors that sense critical system parameters that determine the engine settings. All system parameters are user-controlled by three system command switches that are located on a control display unit (CDU). The CDU is attached to the MCU by an electrical cable and is positioned on the vehicle to provide easy accessibility.

Abstract: A fuel injection control apparatus has a pressure regulator with a fuel return pipe installed within a fuel tank. The pressure regulator regulates pressure of fuel supplied to a fuel injector to be constant relative to an atmospheric pressure or an in-tank pressure. An electronic control unit drives the fuel injector by adding an invalid injection time to a required injection time determined based on engine operating conditions. The invalid injection time, which compensates for the response delays of the fuel injector, is determined by a battery voltage and a pressure difference between the fuel pressure and a selected pressure which is lower than the atmospheric pressure. The selected pressure may be a minimum pressure which an intake pressure of the engine becomes during fuel injection operation.

Abstract: Described are a fuel injection control system and method, which are suitable for use in an engine of the system that fuel is injected in an intake pipe. It is the object of these system and method to perform good control on the injection quantity of fuel by precisely grasping evaporation characteristics of the fuel. To achieve this object, a direct feed rate at which a quantity of fuel out of a basic injection quantity is directly fed to a combustion chamber is set and further, an indirect feed quantity of fuel, said fuel being to evaporate from an adhered liquid layer of fuel in an intake port and then to be fed into the combustion chamber, is calculated as the sum of plural partial feed quantities of different evaporation characteristics.

Abstract: An automatic transmission control system for a transmission which is installed in a vehicle and whose torque converter is provided with a lockup mechanism; comprising a vehicle weight estimation device for estimating the weight of the vehicle; a gradient estimation device for estimating a gradient on which the vehicle is running; a standard lockup line selector for storing therein standard lockup lines which correspond respectively to the specified gear shift ratios of a speed change gear included in the transmission, and for selecting that one of the stored standard lockup lines which corresponds to the gear shift ratio in the present state of the vehicle; a lockup line corrector for correcting the selected standard lockup line in accordance with the estimated vehicle weight and the estimated gradient; and a lockup signal output device for deciding a timing of lockup "ON" or lockup "OFF" by the use of the corrected lockup line, and for delivering a lockup signal to the lockup mechanism (a lockup solenoid) at

Abstract: Disclosed is a device for calculating an amount of an air introduced to a cylinder of an engine. An air-intake passage introduces the air to the cylinder. An air-exhaust passage exhausts gas from the cylinder. Both passages respectively have an intake valve and an exhaust valve. Both valves are respectively driven by an intake valve drive mechanism and an exhaust valve drive mechanism in accordance with a rotation of a crank shaft to alternatively and selectively open and close, and simultaneously open during a valve overlap period to open the passages to the cylinder. A variable valve timing mechanism controls an operational timing of the valve drive mechanisms with respect to the crank shaft in accordance with a running condition of the engine to vary a timing of the valve driven by the valve drive mechanisms. The calculating device comprises a first detecting device, which detects a rotational speed of the crank shaft. A second detecting device detects an intake pressure in the air-intake passage.

Abstract: A fuel injection mount control system for an internal combustion engine includes an ECU which calculates a first amount of fuel directly drawn into each combustion chamber out of an amount of fuel injected into the intake passage via a corresponding fuel injection valve, a second amount of fuel carried off fuel adhering to the wall surface of the intake passage into the combustion chamber, and an amount of fuel to be injected into the intake passage, based on the first fuel amount and the second fuel amount, calculates an air-fuel ratio correction amount, based on an output form an air-fuel ratio sensor arranged in the exhaust system, and corrects the amount of fuel to be injected into the intake passage by the air-fuel ratio correction amount. Further, the ECU corrects the second fuel amount, based on the air-fuel ratio correction amount.

Abstract: The fuel delivery control system monitors engine speed and load parameters to develop a wall wetting history that is indicative of the physical state of the fuel within the intake port or intake manifold. The wall wetting history is used along with engine speed, temperature and pressure measurements to determine the pulse width of the fuel injector signal. Fuel to air ratio is thereby optimized. Transient conditions due to changes in engine load or due to acceleration and deceleration are used to generate a pulse width correction signal to optimize performance on a cycle by cycle basis. Each engine cylinder injector may be independently controlled.

Abstract: A fuel injection control system having an intelligent timer (TPU) to perform fuel injection control using the TPU even on request of asynchronous injection which is not synchronous with rotational angle signals. A central processing unit (CPU) calculates a value to be used during the execution of a synchronous injection (e.g., a fuel injection time) and an asynchronous injection time and stores these values in a parameter RAM. The CPU determines whether there is a request for an asynchronous injection from, for example, the quantity of a change in the opening of a throttle. The TPU also executes a synchronous injection if there is no asynchronous injection request. If there is an asynchronous injection request, it transmits an on output from input/output pins and causes a compare register to store a value which is the sum of the current time and an asynchronous injection time. It transmits an off output from the input/output pins if this value agrees with a value in a first free run counter.

Abstract: A fuel injection control system for an internal combustion engine calculates an amount of fuel to be injected in a manner carrying out fuel transfer delay-dependent correction based on a delay of transfer of fuel injected from the time the fuel is injected into the intake passage of the engine to the time the fuel is drawn into a corresponding one of an at least one cylinder of the engine, with a predetermined calculating repetition period, and causes fuel injection to be carried out based on a result of the calculation. The amount of fuel to be injected is corrected during execution of the fuel injection based on a newest value of the result of the calculation.

Abstract: Internal combustion engine control includes a dynamic block learn array structure which is adaptable in accord with monitored closed-loop control activity. Cells are consolidated when neighboring cells call for a substantially common control correction, with the most current block learn information replacing more obsolete block learn information. A persistent need for additional compensation despite the block learn activity triggers addition of cells to the structure, or triggers redefinition of cell boundaries to most effectively learn the appropriate compensation.

Abstract: A method and an apparatus for sensing an air flow into a cylinder of an internal combustion engine are arranged to determine a number of revolutions of the engine, determine a pressure of an intake pipe of the engine, and calculate an air flow Qc into a cylinder of the engine, based on the number of revolutions and the pressure of the intake pipe by the linear expression of Qc=.alpha.P+.beta., in which .alpha. is a coefficient indicating a gradient of a linear expression and defined according to the number of revolutions, .beta. is a coefficient indicating an offset value and defined according to the number of revolutions, and P is a pressure of the intake pipe. The method and the apparatus for controlling fuel of the internal combustion engine operate to generate a fuel flow signal according to the air flow into the cylinder determined by the above method and feed fuel to the internal combustion engine at a flow rate corresponding to a fuel flow signal.

Abstract: A plural fuel system for internal combustion engines in which the efficiency of the engine is raised by burning fuels singly or in combination with other liquid, gasified, or gaseous fuels, which best meet the load, speed, and environmental demands placed on the engine. A microprocessor-controlled air compressor adjusts the volume of air entering the engine cylinders, adjusting the effective compression ratio and charge density of the engine in accordance with the fuel or fuels being burned, while maintaining precise air/fuel ratios. Environmental conditions such as air temperature, altitude, coolant temperature, etc. are also sensed, processed, and adjusted by the microprocessor through various input and output devices in real time.

Abstract: A fuel injection control system suitable for use with internal combustion vehicle engines fueled by compressed natural gas or the like. A conventional liquid-fuel closed-loop injection timing controller establishes the desired fuel delivery rate which is then translated into value which controls the duration of each injection command signal. The rate-to-duration translation is performed by accessing stored values which specify the current operating characteristics of the injectors as determined by sensed fuel pressure, fuel temperature and injector actuation voltage values.

Abstract: An A/D conversion control apparatus includes a control circuit for controlling various actuators and an A/D converter having a plurality of signal input channels. The control circuit and the A/D converter are packed in different IC packages and perform communication of a handshake system therebetween. Because the control of the A/D converter is performed based on channel start signals which are sequentially transmitted from a time synchronous register, complicated control such as schedule control in software is not required. A start signal stored in an asynchronous register is transmitted in response to a signal generated at an asynchronous timing and therefore can be processed at a different timing.

Abstract: The method and associated apparatus ascertain an air value which is used in the mixture preparation in the event of pulsations of air in the intake tube of an internal combustion engine. During each intake stroke of a cylinder of the engine, a maximum value and a minimum value of an air flow are ascertained from measured values furnished by an air flow rate meter. A differential value is formed from a magnitude of the two extreme values. And the differential value is compared with a predeterminable threshold value. For air/fuel mixture is prepared on the basis of the air value. If certain conditions apply, the processor switches over from the measured values furnished by the air flow rate meter to predetermined substitute values from a substitute performance graph.

Abstract: Automotive internal combustion engine air/fuel ratio control accuracy improvement is provided through correction of engine cylinder volumetric efficiency to account for variation in engine intake air temperature away from volumetric efficiency calibration intake air temperature, and to account for heating of the intake air passing through engine intake air passages prior to entry to the engine cylinders. Change in air density and change in airflow dynamics occurring in engine intake air passages are accounted for in the volumetric efficiency correction so that engine control commands more accurately account for actual engine cylinder intake air mass.

Abstract: Conventional control modules, such as vehicle control modules, VCM, powertrain control modules, PCM, or engine control modules, ECM, provided with diagnostic and/or emulation ports, or simply with portions of the wiring harnesses which are devoted to diagnostic or emulation functions, are retrofitted with an adapter module which allows the originally manufactured control module to be reconfigured to operate in a dramatically different protocol without any system redesign. The memory within the originally manufactured control module can be disabled, bypassed or rewritten to store a new program contained in one of a plurality of programs in an adapter memory or contained in one of a plurality of memories in the adapter module. One application includes retrofitting conventionally manufactured gasoline or diesel vehicles to run on alternative fuel, such as propane, compressed natural gas or liquefied natural gas and the like.

Abstract: Dynamic adjustment of the impact of automotive vehicle accelerator pedal position on engine inlet air valve position in which a gain is varied in accord with vehicle speed and a limit varied in accord with vehicle speed, the gain being applied in a transfer function between sensed accelerator pedal position and desired inlet air valve position, and the limit being applied to the desired inlet air valve position, with the transfer function varying in accord with an operator selection from a set of transfer functions.

Abstract: Internal combustion engine cylinder volumetric efficiency is corrected for deviations in cylinder combustion temperature away from volumetric efficiency calibration combustion temperature to account for engine cylinder intake air and fuel dynamics under conditions deviating away from calibration conditions. The significance of the combustion temperature deviation on cylinder intake air and fuel heating is evaluated in accord with engine intake mass airflow information. The corrected volumetric efficiency is applied for improved cylinder intake air mass determination and for precise cylinder air/fuel ratio control.

Abstract: An engine control system establishes the injection amount of fuel based on a predicted amount of intake air at the end of an intake stroke based on a rate of change in the amounts of intake air between previous and current periods. An ignition time is based on an actual amount of intake air detected after the end of the intake stroke.

Abstract: A delta model is used to calculate a predicted manifold absolute pressure MAP for a future period and the air mass induced in each cylinder is calculated from such a predicted value and used to determine the correct amount of fuel to inject at that period. Several reference pulses generated for each crankshaft revolution establish one or more sets of equally spaced points at which measurements are made of the parameters MAP, throttle position, exhaust gas recirculation value and idle air control. A base value of MAP is calculated, trends of changes in the parameters are calculated for each set of points, and weighted values of the trends are summed with the base value to predict a value of MAP. Alternatively, mass air flow MAF is measured as well as the other parameters and mass air per cylinder MAC is calculated.

Abstract: The delay of fuel flow in an intake passage of an engine is divided into two categories, namely a short-term delay having a relatively fast time constant and a long-term delay having a relatively slow time constant. The corrections for each delay are stored separately depending on the engine running conditions. A mechanism is provided for estimating the particle diameter of the fuel spray, and either the long-term delay correction is modified so that it increases or the short-term delay correction is modified so that it decreases as the particles of fuel spray become smaller. The basic fuel injection amount during transient engine running conditions is corrected by applying the delay flow correction thereby modified, and error in the air-fuel ratio during transient conditions due to atomization of fuel particles is prevented.

Abstract: A device and method which can be applied primarily to computer controlled fuel systems for Otto engines, with sequential injection of fuel in each cylinder to the inlet valves. In order to obtain the fastest possible response with the smallest possible number of calculations of the fuel flow, the invention is characterized that it is the initiation of the opening or closing of the injection valve which immediately gives rise to a calculation of the instantaneous fuel demand. When the injector is activated for opening or closing, an interrupt is generated which, in the case of automatic opening, activates one complete calculation of the instantaneous fuel demand on the basis of the parameters which are detected at the time of opening or, at the time of closing, on the basis of a limited number of parameters which are indicative of the load enrichment requirement at the time of closing.

Abstract: A control system for an internal combustion engine calculates an amount of fuel to be supplied to the engine based on load on the engine, and estimates an amount of fuel adhering to an inner wall surface of an intake passage of the engine and an amount of fuel carried off the fuel adhering to the inner wall surface of the intake passage, based on an adherent fuel-determining parameter indicative of a fuel transfer characteristic of the engine. The amount of fuel to be supplied to the engine is corrected based on the amount of fuel adhering to the inner wall surface of the intake passage and the amount of fuel carried off the fuel adhering to the inner wall surface of the intake passage to determine a corrected amount of fuel supplied to the engine. The corrected amount of fuel to be supplied to the engine is injected into the intake passage. The timing of the fuel injection is controlled based on the adherent fuel-determining parameters.

Abstract: A fuel injection valve 15 is disposed in an intake passage 9 of an engine body 1. A combustion chamber 5 communicates with the intake passage 9 for introducing fuel injected from the fuel injection valve 15 at predetermined intake timings. A plurality of sensors are provided in the engine body 1 or fuel intake system for detecting various engine operational conditions including properties of fuel. A control unit 30 calculates a fuel quantity-of-state in the combustion chamber 5 in accordance with the engine operational conditions detected by the sensors, using an atomized fuel behavioral model representing behavior of fuel injected from the fuel injection valve 15, an intake passage fuel behavioral model representing fuel behavior in the intake passage 9 and a combustion chamber fuel behavioral model representing fuel behavior in the combustion chamber 5.

Abstract: A fuel injection system wherein a microcomputer carries out an operation of a fuel injection period using a generator mounted on an internal combustion engine as a power supply is provided, which is capable of preventing excessive feeding of fuel to the engine during restarting of the engine to ensure smooth restarting of the engine. The fuel injection system includes a charge storing circuit for carrying out charging of a charge storage element during initial starting of the engine, a discharge circuit for permitting discharge of the charge storage element to be carried out over a long period of time, and a signal generating circuit for generating an initial starting signal when the amount of charges in the charge storage element is below a predetermined level and a restarting signal when the amount reaches the predetermined level or more.

Abstract: An air-fuel ratio control apparatus includes: a determining part for determining a target purge ratio in accordance with operating conditions of an engine; a purge control part for controlling a flow rate of evaporated fuel, supplied from an evaporated fuel purge system into an intake passage of the engine, by actuating a purge control valve based on the target purge ratio, and for storing an evaporated fuel flow rate of the purge control valve; a fuel injection control part for generating a drive signal in accordance with a fuel injection time, and for controlling an air-fuel ratio of an air-fuel mixture to the intake passage by actuating a fuel injection valve in accordance with the drive signal; an estimating part for estimating the ratio of an evaporated fuel flow rate to an intake air flow rate based on sensed operating conditions of the engine and on the stored evaporated fuel flow rate of the purge control part; and a fuel injection time determining part for determining a fuel injection time based on t

Abstract: Fuel metering control system in an internal combustion engine utilizing adaptive control having an intake manifold wall's fuel adherence plant. In the system, an actual air/fuel ratio in the individual cylinders is accurately estimated using an exhaust manifold model with an observer. Also, an actual cylinder air flow is estimated using a fluid model. Based on them, a desired cylinder fuel flow is determined by dividing the actual cylinder air flow by a desired air/fuel ratio and an actual cylinder fuel flow is determined by dividing the actual cylinder air flow by the estimated actual air/fuel ratio. The adaptive controller operates such that the actual cylinder fuel flow constantly coincides with the desired cylinder fuel flow.

Abstract: An internal combustion engine fuel injector pulsewidth is calculated as a function of desired fuel mass and injector pressure. Accounting for variations in injection pressures provides improved accuracy of fuel mass injection.

Abstract: It is known for a central electronic control unit in a motor vehicle to exchange data through a serial data bus with other control units, e.g. those for fuel injection, ignition timing, and braking. Prior art systems transmitted these data automatically, regardless of whether all these parameters were relevant to the actual operating state of the vehicle, thereby resulting in heavy loading of the serial bus. The present invention determines which parameters are irrelevant to the current operating state and suppresses transmission, or even calculation, of these irrelevant parameters.

Abstract: An engine control is provided for compensating the fuel delivery to an internal combustion engine as a function of the energy content of the fuel. The engine control includes a fuel temperature sensor connected to an electronic controller. A memory device including a standard fuel delivery map stored therein is connected to the electronic controller. The electronic controller calculates a compensated fuel delivery map as a function of the standard fuel delivery map and the fuel temperature, and the controller issues a fuel delivery command based on the compensated fuel delivery map.

Abstract: A control system for an internal combustion engine according to one aspect of the invention calculates a total amount of evaporative fuel purged from a canister based on dynamic characteristics and concentration of purged gas. The system calculates an amount of evaporative fuel supplied to the combustion chamber of the engine based on the total amount of evaporative fuel and depending on dynamic characteristics of the purged gas. Then, the system determines a required amount of fuel to be injected by a fuel injection valve based on the amount of evaporative fuel supplied to the combustion chamber.

Abstract: A fuel injection control system for an internal combustion engine which can eliminate lean misfiring and rich misfiring at asynchronous injection and exhausting of non-combustioned HC. When the asynchronous injection is performed at engine cranking or at acceleration, a judgement is made as to whether the injected fuel will be divided by closure of an intake valve. When division is not detected, fuel injection is performed in normal manner. When division is detected, rate of the fuel division is computed. As a result of computation, fuel injection is performed when judgement is made that a predetermined amount of the injected fuel will be introduced into the cylinder. Furthermore, the amount of fuel not introduced into the cylinder is computed to reduce a corresponding amount from a fuel injection amount for the next cycle. On the other hand, when judgement is made that the predetermined amount of fuel will not be introduced into the cylinder, fuel injection does not take place.