Abstract: A torque control system for an engine includes a throttle plate having an adjustable throttle position to regulate a first mass air flow into the engine. A control module determines a first mass air flow into the engine and monitors an engine speed. The control module calculates a volumetric efficiency of the engine based on the first mass air flow and the engine speed and calculates the desired MAP based on the volumetric efficiency.

Abstract: A control system for a low cost, light duty combustion engine, where the control system generally utilizes engine speed and/or temperature input signals and independent operating sequences to determine a desired ignition timing and air-to-fuel ratio for a combustible mixture. There are several independent operating sequences, each one of which is designed to optimally control the engine under certain conditions. These operating sequences include a Cranking sequence that commences after the engine is initially turned on, a Warm Up sequence which follows the Cranking sequence, a Normal Mode sequence for typical operating conditions, an Acceleration sequence for certain increases in engine speed, a Come Down sequence for when a sufficient engine speed is followed by a certain decrease in speed, and a Recovery Bump sequence for when the engine speed dips below a predetermined level.

Abstract: Disclosed herein are methods of generating an active crank series of signals that is derived from at least two series of signals, wherein one or both of the series of signals have been modulated to produce two series of signals that resemble each other. Also disclosed herein is a crankshaft positioning system for determining the rotational position of a crankshaft of an engine that utilizes at least two crank angle sensors 10 and 12. The signal information from the two crank angle sensors 10 and 12 is processed by a signal processor 150 such that the series of signals 220 from the second crank angle sensor 12 emulates the series of signals 210 from the first crank angle processor 10. The signal processor generates an active crank series of signals 230 based on the two series of signals 210, 220. The active crank series of signals 230 is sent to an engine control processor 120 which directs the injection and/or ignition of fuel into cylinders of an engine.

Abstract: A control apparatus for controlling an internal combustion engine includes a flow rate sensor that detects an intake air flow rate that represents a flow rate of air admitted into a combustion chamber of the internal combustion engine, a pressure sensor that detects a pressure of the air admitted into the combustion chamber of the internal combustion engine, a characteristic change estimation unit that estimates a characteristic change in the internal combustion engine in accordance with the intake air flow rate detected by the flow rate sensor and the intake air pressure detected by the pressure sensor, and a control unit capable of correcting a control amount of the internal combustion engine so as to compensate the characteristic change thereof in accordance with an estimation performed by the characteristic change estimation unit.

Abstract: In a method for operating an internal combustion engine, the air-fuel ratio in a combustion chamber is a function of the operating conditions and/or the operating state of the internal combustion engine. It is provided that, with the aid of a data model, a variable expressing a target air-fuel ratio is ascertained from a target torque and an air mass determined with the aid of a model or a measured value, and in addition a setpoint fuel quantity to be injected into the combustion chamber is determined and, using the same data model, a setpoint air mass to be conveyed to the combustion chamber is determined from the target torque and a variable expressing a predefined air-fuel ratio in the combustion chamber.

Abstract: A fuel injection control system for an engine comprising: accelerating/decelerating state detection means which samples an intake pipe pressure of the engine at each sample timing which comes every time a very short time is passed from a timing at which a signal generator generates a signal at a reference crank angle position of the engine, and detects whether the engine is in an accelerating state or in a decelerating state when a difference between the intake pipe pressure sampled at each sample timing and an intake pipe pressure sampled at the corresponding sample timing one combustion cycle before exceeds a set value; and injector drive means which decides a fuel amount to be injected from an injector so as to be suitable for the detected state when the accelerating state or decelerating state is detected and drives the injector so as to inject the decided amount of fuel.

Abstract: An electronic control unit (ECU) of an injection control system of an internal combustion engine determines that a load of a fuel pump is stabilized when a pressure-feeding operation delay elapses since a command pressure-feeding quantity outputted to the fuel pump reaches a certain pressure-feeding quantity necessary to maintain a target injection pressure. The ECU permits a single injection when a waiting period necessary to measure rotation speeds once for each cylinder before the single injection is performed elapses since the load of the fuel pump is stabilized. Thus, the single injection timing is determined based on the time point when the command pressure-feeding quantity is stabilized, the pressure-feeding operation delay, and the waiting period. Therefore, an injection quantity learning operation can be performed highly accurately in a short period.

Abstract: An intake port (4) is connected to a combustion chamber (6) of an internal combustion engine (1) via an intake valve (15), and a volatile liquid fuel is injected from a fuel injector (21) provided in the intake port (4). The controller (31) calculates a suspension ratio in the combustion chamber (5) of the injected fuel according to the particle diameter of the injected fuel (52–56), calculates an amount of fuel burnt in the combustion chamber (6) based on the suspension ratio (57), calculates a target fuel injection amount based on the burnt fuel amount (75, 76), and controls a fuel injection amount of the fuel injector (21) based on the target fuel injection amount (76). Precise fuel injection control can be performed without performing adaptation experiments, based on particle diameter data for different fuel injectors by taking the particle diameter as a parameter.

Abstract: A system for controlling fuel injection in an engine. The engine includes an intake passage, an intake passage injector, a cylinder having a combustion chamber, and a cylinder injector for injecting a target amount of fuel into the combustion chamber. The system includes a controller for controlling the intake passage and cylinder injectors to permit fuel injection, each with an injection ratio, while said engine operates in a condition in which said engine permits fuel injection from said cylinder injector, a sensor for sensing the amount of fuel injected from the cylinder injector, a detector for detecting the difference between the target injection amount and the amount of fuel injected and an adjuster for adjusting the injection ratio based on the result of the detection by the detector so that the intake passage injector performs fuel injection together with the fuel injection performed by the cylinder injector.

Abstract: An amount-of-air detecting time period Ti is preset based on an intake time period Tr during which intake air is actually drawn into a cylinder chamber. An intake air amount average value Qa during a time period, other than the time period Ti, between intake strokes is calculated. After confirmation that one half or more of an amount-of-air detecting time period Ti(n+1) has elapsed, an integrated value of the intake air amount is multiplied by a correcting coefficient Ka, and divided by the amount-of-air detecting time period Ti(n+1), thereby calculating an intake air amount Qin during the amount-of-air detecting time period Ti(n+1). The average value Qa of the intake air amount is subtracted from the amount Qin during the amount-of-air detecting time period Ti(n+1), thereby calculating an estimated amount Qp of intake air introduced into the cylinder chamber.

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

Abstract: The present invention provides a control system for an internal combustion engine for detecting a torque variation based on a rotational speed of the engine and suppress the torque variation. The system includes a detector for detecting a rotational speed of the engine, a memory for storing a variation pattern of the rotational speed of the engine when a torque of the internal combustion engine is excessive and a controller for calculating a variation component of the rotational speed based on the detected rotational speed, The controller calculates the correlation between the variation component and the variation pattern that is read out from the memory and then determines a torque variation state of the engine based on the correlation.

Abstract: A method and a device for storing and/or reading out data of a fuel metering system, in particular a fuel pump or an injector, as described. Data on the fuel pump and/or the injector is assigned to at least one electronic component. The data is taken into account by a control unit in controlling the fuel metering system. The component is mechanically and/or electrically connected to the control unit during a first interval of time and is mechanically and/or electrically detached from the control unit and/or the fuel metering unit during a second interval of time.

Abstract: A method of reducing emissions from a large, medium speed fuel injected diesel engine of the type used on locomotives subject to transient modes of engine operation in which the engine is accelerated or increased loads are applied. The method comprises: monitor at least one operating parameter of the diesel engine; determining, based on such operating parameter, whether the diesel engine is in a transient mode; and controlling a timing of fuel injection to cylinders of the engine, to retard the timing when the diesel engine is in a transient mode relative to the timing of fuel injection when the diesel engine is not in a transient mode of operation.

Abstract: An engine (10) having a control system (24) that executes a control strategy (44) for limiting engine fueling upon deactivation of an engine retarder. Upon deactivation of the retarder, the strategy immediately shuts off fueling by setting the maximum fueling limit MFLMX to zero via setting of a latch function (42). Fueling continues to be shut off so long as the difference between a desired pressure for the hydraulic fluid used to force fuel into the engine combustion chambers and actual pressure of the hydraulic fluid (ICP—ERR) equals or exceeds a value (ICP—VRE—ERR) from a map (48) correlated both with the speed (N) at which the engine is running and with governed engine fueling (MFGOV) appropriate for the load on the engine at the engine running speed. Once that difference ceases to equal or exceed a value from the map (48), the latch function is reset, and the limit value for fueling provided by the strategy increases withtime according to a map (54).

Abstract: Apparatus for an internal combustion engine includes an estimating or controlling unit to determine an oil-diluting fuel quantity of an engine oil-diluting fuel which is fuel leaking out through a clearance between a piston and a cylinder of the engine and diluting an engine oil. The unit calculates a variation of the engine oil-diluting fuel quantity, and determines the oil-diluting fuel quantity in accordance with the variation.

Abstract: A diesel engine control system and control method capable of conducting accurate fuel injection unaffected by variations in injector performance caused by differences among individual injectors or change with aging. The diesel engine control system includes an injector for directly injecting fuel into a combustion chamber of a diesel engine, injection quantity controller for controlling fuel injection quantity by varying a period of electric current supply to the injector, estimator for estimating that an electric current supply period when a prescribed (stable) combustion state is obtained is the current supply period for injecting the amount of fuel required for the prescribed combustion state, and control data correcting device for correcting control data of the injection quantity controller based on the estimated current supply period.

Abstract: A method for cylinder-specific adjustment of the injection quantity in internal combustion engines is provided, as well as an internal combustion engine with which the method may be implemented. The injection quantity per cylinder selected by the engine management is changed in a controlled manner following an orthogonal experimental plan. The effect of this change on the excess-air factor “lambda” is analyzed, allowing the formulation of a regression polynomial to determine necessary corrections of the injection quantity, which injection quantity is adjustable individually for each cylinder with a view to optimum combustion.

Abstract: A system for controlling an engine in a fuel efficient manner includes a memory having stored therein an engine output characteristics map bounded by a maximum engine output curve. The map defines a region of undesirable operation having a first border defined as a function of engine speed and intersecting the maximum engine output curve. A control computer is configured to control engine operation in a fuel efficient manner by limiting engine operation within the map to the first border while also allowing the engine to operate anywhere on the maximum engine output curve. The control computer may be configured to so limit engine operation to the first border only if an engine or vehicle acceleration value is outside of an acceleration range, and further only if an engine work value is greater than an engine work threshold, and otherwise to allow engine operation anywhere on or within the map.

Abstract: A method and a device for controlling a drive unit, in particular, of an internal combustion engine in a vehicle, in which at least one performance quantity of the drive unit is detected and at least one actuator of the drive unit is controlled with controlled variables, depending on this performance quantity, according to predefinable or preselectable functionalities. In a controller, at least two processors process the possible functionalities, where these functionalities are defined by program code in at least one assigned program memory per processor. These possible functionalities of the processors, i.e., the program codes in the program memories assigned to the processors are identical.

Abstract: An electronic control unit (ECU) of a fuel injection system of an internal combustion engine stores correspondences defining each correspondence between an operating state and a correction value for each progression level of a change in the engine with time in advance. The ECU determines which progression level includes a present state of the change in the engine with time and selects the correspondence based on a result of the determination. Thus, even if a change in an error with time, which should be corrected, does not have an identical tendency corresponding to the operating state, the error can be suitably corrected by referring to the correspondence between the operating state and the correction value in each progression level.

Abstract: A fuel injection quantity control device includes: vehicle speed detection unit; gear position detection unit; engine revolution speed detection unit; accelerator opening degree detection unit; target acceleration value computation unit for finding a basic target acceleration value corresponding to the difference between the set limit vehicle speed and an actual vehicle speed and an upper limit value and lower limit value of the basic target acceleration value for each gear position in a map, limiting the basic target acceleration value with the upper limit value and lower limit value, and determining a target acceleration value; basic fuel injection quantity for vehicle speed limit computation unit for determining a basic fuel injection quantity for vehicle speed limit by feedback computation from the difference between the determined target acceleration value and the actual acceleration value; an accelerator required injection quantity computation unit for computing an accelerator required injection quantit

Abstract: A control system for determining the net power output of an engine associated with a work machine or other vehicle wherein parasitic loads encountered during engine operation are taken into account, the control system including an electronic controller coupled to the engine, at least one sensor coupled to the controller for inputting at least one signal representative of certain operating parameters associated with the engine, and at least one other sensor coupled to the controller for inputting at least one signal representative of the operation of any parasitic load encountered during engine operation, the controller being operable to determine the total output power of the engine and the power requirements associated with any parasitic load based upon the sensor signals.

Abstract: In an internal combustion engine, the fuel enters at least one combustion chamber of the internal combustion engine via at least one fuel injection device. A piezoelectric actuator moves a valve element of the fuel injection device. The function of the piezoelectric actuator is monitored and a malfunction is detected. To minimize the risk of damage to the internal combustion engine in the event of a malfunction of the piezoelectric actuator, the fuel mass flow to the fuel injection device is reduced if a malfunction of the piezoelectric actuator is detected.

Abstract: A method of controlling fuel injection is disclosed which enables highly accurate fuel injection and an enhanced durability of fuel injection valves in an internal combustion engine using an SPI system. The engine has a plurality of fuel injection valves disposed in an intake passage on an upstream side of a collector portion of an intake manifold of the internal combustion engine so that fuel is supplied to a plurality of cylinders of the engine by fuel injection from the fuel injection valves. The method includes alternately operating the plurality of fuel injection valves so as to supply the fuel when an intake airflow is a low flow rate equal to or less than a predetermined value, and simultaneously operating the plurality of fuel injection valves so as to supply the fuel when the intake airflow is a high flow rate more than the predetermined value.

Abstract: The invention is directed to a method and an arrangement for determining a fuel wall film mass in an internal combustion engine (1) having intake manifold injection. The method and arrangement provide a precise as possible transition compensation also for the case wherein the fuel injection into the open inlet valve (5) of a cylinder (20) takes place. The fuel wall film mass is determined starting from a fuel injection which takes place completely in advance of opening of the inlet valve (5) of the cylinder (20) of the internal combustion engine (1) into the intake manifold (10). The value so determined for the fuel wall film mass is corrected in dependence upon the ratio between the fuel mass, which is injected via the open inlet valve (5) into the combustion chamber (15) of the cylinder (20), and the total injected fuel mass.

Abstract: A method of controlling an injector or the like suitable for use in an internal combustion engine, includes providing a first data map having a plurality of first data map points, each of the first data map points representing a first data map output value, and providing a function map comprising a second data map having a plurality of second data map points, each corresponding to a respective one of the first data map points, and wherein the second data map is divided into at least a first-type data map region containing second data map points representing second data map output values only of a first type and a second-type data map region containing second data map points representing second data map output values only of a second type, wherein a portion of the second data map defines a hysteresis region.

Abstract: In this system for managing information concerning the fuel consumption of an engine fitted with a purifier of its exhaust gases and operating under the control of a controller adapted to determine a first fuel quantity for injection into the engine during normal operation and a second fuel quantity for injection into the engine in order to trigger a stage of regenerating the purifier and connected via a data transmission network to a management unit for managing fuel consumption information including a display and a calculator, the controller is associated with an emitter for acting during a stage of regenerating the purifier to emit first and second fuel quantities in succession over the network and destined for corresponding receiver means of the management unit so as to deliver the first fuel quantity to the display and the second fuel quantity to the calculator.

Abstract: A supplying unit supplies energy to an actuator so that the supplied energy is kept therein, making displacement the actuator. An interrupting unit interrupts the supply of energy to cause the actuator to discharge the kept energy, making displacement the actuator. A converting unit is adapted to convert the displacement of the actuator corresponding to the kept energy into hydraulic pressure applied to the valve member, moving the valve member to open the low pressure port and close the high pressure port. The convert unit converts the displacement of the actuator corresponding to the discharged energy into hydraulic pressure applied to the valve member, moving the valve member to open the high pressure port and close the low pressure port. Energy which the actuator requires to move the valve member so as to close the high pressure port is larger than energy which the actuator requires to move the valve member so as to open the low pressure port.

Abstract: The invention relates to a method for operating an internal combustion engine (1) especially of a motor vehicle, wherein fuel, which is to be injected into a combustion chamber (4) or into an intake manifold (7) of the engine (1), is present in a pressure store (13) at a variable injection pressure (p). The injection pressure (p) in the pressure store (13) is adjusted in dependence upon the temperature (T) of the engine (1) in order to obtain an optimal operation of the engine (1) with respect to the lowest possible consumption of fuel and a lowest possible exhaust-gas emission in specific operating states of the engine (1), for example, after a cold start or during a warm-up phase. Preferably, the injection pressure (p) is increased at a temperature (T) of the engine (1) below the operating temperature thereof. In addition, the injection time point can be adjusted to later time points at low temperatures (T) of the engine (1).

Abstract: A method for controlling start of a compression ignition engine having a plurality of cylinders without a cam sensor is provided. Each cylinder includes a respective piston reciprocally movable between respective top and bottom positions along a cylinder longitudinal axis. The method comprises providing a respective fuel delivery assembly for each cylinder. In one embodiment the method further comprises retrieving from memory a set of fuel delivery assembly firing rules and then processing the firing rules so that a firing signal is delivered to each fuel delivery assembly on every crank revolution during a cranking mode of operation. The fuel delivery assembly is arranged to be responsive to any firing signal received during an injection window leading to the top position along the longitudinal axis so as to supply fuel to each cylinder during that injection window.

Abstract: An engine includes an improved sensor arrangement that can decrease the possibility of damage to sensors relating to fuel injection control. The engine includes a cylinder block defining first and second banks of cylinder bores extending separately from each other. Pistons reciprocate within the respective cylinder bores. Cylinder head members are arranged to close respective ends of the first and second banks of the cylinder bores. The cylinder head members define combustion chambers together with the cylinder bores and the pistons. An air induction system is arranged to introduce air to the combustion chambers. The induction system includes first and second intake units with the first intake unit allotted to the first cylinder bank and with the second intake unit allotted to the second cylinder bank. The first and second intake units define first and second intake passages, respectively, through which the air flows. Fuel injectors are arranged to spray fuel for combustion in the combustion chambers.

Abstract: A method and system for a misfire detection acquires (301) a series of acceleration data (302) representative of acceleration behavior of an engine. The data is sampled (304) to obtain acceleration data samples at a rate sufficient to obtain up to fourth-order perturbations of the data. The samples are filtered (322) to provide bandwidth limited samples, which are provided to at least two channels (325, 329). The samples are pattern matched (332) in a first channel to enhance harmonic phenomena and pattern canceled (330) in a second channel to enhance random phenomena. Hard and random misfires are detected (334) dependent on a magnitude of the filtered acceleration data samples. Preferably, a third channel (335) is added to detect multiple misfires.

Abstract: During the starting phase of an internal combustion engine with fuel injection so-called pilot injectors (I) are used to establish a film on the cylinder walls and at the same time to provide an ignitable mixture for the first combustion. At this point in time the cam shaft and the crankshaft are not yet synchronized and the position of the pistons is unknown. The method according to the invention allows determination of the sequence of the pilot injectors (I) depending on the possible relative positions during the stop periods of the internal combustion engine, said positions being known beforehand.

Abstract: A fuel pump (14) pumps fuel in a method for operating an internal combustion engine (10). The fuel pump (14) is connected at its input end to a fuel tank (12). Fuel reaches at least one combustion chamber (22) of the engine (10) via at least one fuel-injection device (16). In order to be able to inject fuel with still greater accuracy into the combustion chamber (22) of the engine (10), the fuel quantity which arrives in the combustion chamber (22) is determined from the signal of a through-flow measuring device (18).

Abstract: An air throttle body assembly having an integrated electronic control unit, ECU, is part of robust and compact electronic fuel injection system of a combustion engine. The ECU has an internal heat sensitive microprocessor located in an environmentally protected inner compartment of the ECU defined between an external surface of thermally conductive throttle body and a circuit board of the ECU. The throttle body has a through air passage for flowing of combustion air into the piston cylinder. The relatively cool and non-laminar flow of air also serves to cool the inner compartment of the ECU through the throttle body thus protecting the microprocessor from overheating. Moreover, a thermally conductive heat sink member of the ECU is exposed within the inner compartment and directly engages various heat producing transistors for transfer of heat by thermal conduction away from internal circuitry an into the surrounding environment outward from the throttle body assembly.

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: A diagnostic function for an internal-combustion engine whose power is set by way of a power-determining signal that is determined from a first signal from a determination device, and a second signal determined by a torque controller, based on engine torque. A selection device sets either the determination device or the torque controller to be dominant for the power determining signal. When the values of the engine torque are not plausible, an error mode is set. With the setting of the error mode, the dominance is retained when the determination device is dominant. When the torque controller is dominant, a change of the dominance takes place.

Abstract: An apparatus for and method of providing improved engine performance during a change in engine load conditions reduces or eliminates engine stumbling or hesitation and/or reduces emissions levels. When an engine load change is detected (201), a compensation factor for fuel injection timing is determined (205) and combined with a base timing for fuel injection, thereby altering fuel injector timing during the transition period.

Abstract: A wall surface of a combustion chamber (5) of an internal combustion engine (1) is divided into a low temperature wall surface (5b) and a high temperature wall surface (5a, 6a, 15a) comprising other components, and behavior models of the fuel adhering to these wall surfaces are created. By determining the fuel ratio which vaporizes from the wall surfaces and burns, and the fuel ratio which is discharged without being burnt, in respective models according to the wall surface temperatures, particularly under transient conditions, these behavior models allow the fuel amount burnt in the combustion chamber (5) and the fuel amount discharged in the exhaust gas to be precisely known.

Abstract: An adaptive fuel limit function (52) for protecting an internal combustion engine. The adaptive fuel limit function is a learning function responsive to trends in an engine performance parameter such as compensated fuel consumption per unit of power produced (62). The engine performance parameter is processed through a low pass filter (64) to allow changes in a fuel limit signal (54) in response to gradual changes in the fuel demand, such as may be due to wear in the engine, while blocking changes in the fuel limit signal in response to sudden changes in the fuel demand, such as may be due to a cylinder failure. The difference between the input and the output of the low pass filter may be processed to identify a failure level (88) for providing an alarm function distinct from the learning function.

Abstract: An apparatus and method for improving the transient response of a spark-ignited fuel-injected internal combustion engine is disclosed. This is accomplished by employing one or more novel capillary fuel injectors. These devices are port fuel injectors modified by inserting one or more relatively small diameter heated tubular capillaries between the fuel line and a conventional injector. Sufficient heating can be produced so that flash vaporization occurs as the fuel exits the injector. The heaters are turned on using control algorithms that can be based on exhaust gas oxygen concentration, load on the engine, and accelerator pedal position.

Abstract: In a fuel injection system for an internal combustion engine in which fuel injectors are arranged on the upstream side and on the downstream side of the throttle valve, respectively, the throttle valve will be prevented from freezing without involving the addition of piping and the like. A fuel injection system for an internal combustion engine includes a device for determining a total injection quantity of each fuel injector, a device for determining a rate of fuel injection for each fuel injector, a device for acquiring temperature information representing the throttle valve temperature, and a device for correcting the fuel injection rate on the basis of the temperature information. The correction device decreases the injection rate of the upstream fuel injector when the throttle valve is at a low temperature.

Abstract: A control device of a fuel injection valve is capable of performing a stable fuel injection even if voltage variation takes place in battery, and performing evacuation operation against error in switching element or auxiliary power supply. The control device includes: an auxiliary power supply 6 for stepping up voltage of main power supply 1; a first switching element 20 for performing rapid power supply from auxiliary power supply 6 to electromagnetic solenoid 27; a second switching element 24 for performing continuous power feed from main power supply 1 to electromagnetic solenoid 27, and implementing ON/OFF control to perform holding power feed; a third switching element 26 for interrupting current of these power feeds; and a control device for controlling the power feeds. Power feed is normally performed in order of rapid power feed, continuous power feed and hold power feed.

Abstract: A method and apparatus for determining a parameter associated with a delivery of fuel in an engine. The method and apparatus includes determining an initial parameter value associated with the delivery of fuel, determining at least one compensation factor based on a heating effect of a fuel and a fuel system, and applying the at least one compensation factor to the initial parameter value to derive a compensated parameter value.

Abstract: Immediately following the cranking of an engine, a fuel step is provided (309). The fuel step (305) is an amount of fuel that is less than the cranking fuel amount for an engine, and is provided for a fixed time period (219) once a transition from crank to run in the engine is detected (301). Engine start-up is improved by maintaining engine speed to prevent the engine from stalling, thereby reducing the necessity to restart the engine.

Abstract: A system for estimating an auxiliary-injected fuel quantity includes a fuel injector for injecting fuel into an engine, a fuel pump supplying fuel to a fuel collection unit that then supplies fuel to the fuel injector, and a control circuit that generates an auxiliary-injected fuel quantity estimation model by disabling the fuel pump prior to fuel injection, and enabling the fuel pump to resume fuel pumping following fuel injection, by the fuel injector, determines a first pressure in the fuel collection unit after stabilization of the fuel pressure therein following disablement of the fuel pump and prior to the fuel injection, determines a second pressure in the fuel collection unit after the fuel injection and prior to resuming pumping of fuel by the fuel pump, and forms the model as a function of the first and second pressures and an injector on-time for a number of different engine operating conditions.

Abstract: A fuel injection control device for executing multiple injection includes first means for determining the total injection quantity of fuel (Qtotal), second means for determining base injection quantities (QBsub) of each auxiliary injection, and third means which, when the sum (QBsubtotal) of base injection quantities (Qsub) of each of auxiliary injections is not larger than the value obtained by multiplying the total injection quantity (Qtotal) by a coefficient (K) (0<K≦1), computes the injection quantity (QTmain) of the main injection by subtracting the sum (QBsubtotal) from the total injection quantity (Qtotal), and when the sum (QBsubtotal) is larger than the value obtained by multiplying the total injection quantity (Qtotal) by the coefficient (K), computes the injection quantity (QTmain) of the main injection by reduction correcting the base injection quantities (QBsub) of auxiliary injections so that the sum (QBsubtotal′) of injection quantities (QBsub′) of auxiliary injections after t

Abstract: A fuel injection amount control apparatus estimates an intake air amount for a present or coming suction stroke of a cylinder based on an estimated throttle opening, and calculates a pre-correction estimated necessary fuel amount based on the intake air amount. The apparatus also calculates an actual intake air amount based on an actual throttle opening at the end of the previous suction stroke, and calculates an actual necessary fuel amount based on the actual intake air amount.

Abstract: A control system for protecting an internal combustion engine from overloading. The output of the internal combustion engine is adjusted with an output-determining signal according to an input signal which characterizes the desired output. According to the invention, a differential torque is calculated from the current motor torque and a maximum permissible motor torque. The differential torque in turn determines an authoritative second signal. A first signal that is determined from an input signal characterizing the desired output and the second signal are directed to a selector which selects the first or second signal as the signal that determines the output.