Abstract: The invention relates to a method for operating an internal combustion engine comprising: determining a first set point value of a volume of air to be taken into the combustion chamber of the internal combustion engine within one working cycle thereof by retrieving the first set point value from a first characteristic map stored in a memory device of an electronic computing device as a function of a current engine speed of the internal combustion engine and as a function of a torque to be provided by the internal combustion engine; and determining a second set point value by retrieving the second set point value from a second characteristic map stored in the memory device of the electronic computing device as a function of a current engine speed of the internal combustion engine and as a function of a current volume of air supplied to the combustion chamber.

Abstract: A method for identifying a fuel injector characteristic may include generating a signal to supply electrical current to the fuel injector, and monitoring the electrical current supplied to the fuel injector. The method may also include identifying the characteristic of the fuel injector based on the electrical current, the characteristic including a type of fuel injector, and performing a corrective action based on the type of fuel injector which was identified based on the electrical current.

Abstract: A reuse system includes: a key generation device; an in-vehicle computer that is detached from a first vehicle and is installed in a second vehicle; and a data security device that is installed in the second vehicle. The key generation device includes a vehicle interface, and a key generation unit that generates a first key that is the same as a key stored in the in-vehicle computer from a time when being installed in the first vehicle by using an in-vehicle computer identifier, and a master key that is common to the first and second vehicles, and transmits the first key to the second vehicle. The data security device includes a first interface unit, and a first cryptographic processing unit that encrypts first data, which is applied to the in-vehicle computer, with the first key to generate encrypted first data, and transmits the encrypted first data to the in-vehicle computer.

Abstract: An increase control unit causes to apply a first voltage to a coil of a fuel injection valve to increase a driving current of the coil to a peak value. A holding control unit stops application of the first voltage, when the driving current increases to the peak value, and subsequently switches between a first holding control and a second holding control. The first holding control is to apply a second voltage lower than the first voltage to the coil based on at least one of the peak value, the second voltage, and a fuel pressure, to hold the driving current at a target current. The second holding control is to apply the first voltage to the coil to hold the driving current at the target current. The holding control unit performs one of the first holding control and the second holding control which is switched.

Abstract: Methods and systems are provided for injector correction learned while a direct injector delivers fuel as a group of fuel injections per cylinder event. The correction is learned using a pressure based injector balancing approach while relies on a sensed pressure drop across the group of fuel injections. Errors for individual pulses of the group of injections is learned as a function of inter-injection spacing and individual pulse-width commands.

Abstract: A programmable clock divider having reset circuits configured to receive a DP count comprises a first flip-flop having a clock input, a first output, and one of the DP inputs configured to receive a clock signal, a plurality of flip-flops connected to form a ripple counter configured to each receive a DP input, a clock input, and a reset input to provide a first output coupled to the clock input of a subsequent flip-flop of the plurality of flip-flops, each subsequent flip-flop having its clock input coupled to the first output of the preceding flip-flop, a first reset circuit coupled to the flip-flops configured to provide an out signal in response to the flip-flops obtaining the DP count, and a second reset circuit configured to provide a reset signal to the reset input of the plurality of flip-flops in response to the out signal from the first reset circuit.

Abstract: A fuel injection control device includes an electric controller controlling an opening and closing of an injector by energizing a coil in the injector, and a booster circuit boosting a battery voltage to generate a boost voltage. The electric controller includes a valve-opening control unit applying the boost voltage and then applying the battery voltage to the coil to execute a valve-opening control to generate a required valve-opening force, an open valve maintenance control unit applying the battery voltage to the coil to execute an open valve maintenance control to generate an open valve maintenance force and is smaller the required valve-opening force, after the valve-opening control, and a current correction control unit executing a current correction control to correct a maximum value of a current flowing through the coil when the boost voltage is applied in the valve-opening control, according to a decreasing quantity of the battery voltage.

Abstract: A method for generating an allowed input data trajectory for a physical system to be tested or measured, including providing an input data trajectory in an input data space; determining an allowed operating range; and replacing at least one segment of the provided input data trajectory, which is outside of the allowed operating range, by a trajectory segment within the allowed operating range, in order to obtain the allowed input data trajectory.

Abstract: A device for predicting an exhaust gas recirculation rate of an internal combustion engine, which comprises an inlet system and at least one exhaust gas recirculation valve, is described. The device comprises a sensor arranged in the inlet system for determining the composition of the gas, a sensor for determining the position of the exhaust gas recirculation valve, and an evaluation apparatus. The evaluation apparatus is configured to determine and output a prediction of the exhaust gas recirculation rate based on a corrected estimate of the exhaust gas recirculation rate, wherein the estimate is based on the position of the exhaust gas recirculation valve and is corrected based on the composition of the gas as determined using the sensor.

Abstract: An engine includes an exhaust gas recirculation system with a high pressure exhaust gas recirculation loop and a low pressure exhaust gas recirculation loop, and an air charging system. A method of controlling the air charging system includes monitoring an actual exhaust gas recirculation rate, operating conditions of a compressor and turbine in the air charging system. A compressor flow is determined based on a target exhaust gas recirculation rate, a target intake manifold pressure and the actual exhaust gas recirculation rate. A power requested by the compressor is determined based on the compressor flow, the target intake manifold pressure, and the monitored operating conditions of the compressor. A power to be generated by the turbine is determined based upon the power requested by the compressor. A turbine flow is determined based upon the power to be generated by the turbine and the monitored operating conditions of the turbine.

Abstract: A method and a unit for operating or for the operation of a fuel metering system of an internal combustion engine, in particular in a motor vehicle, and it being provided, in particular, that at least one operating variable of the internal combustion engine is detected, a dynamic operating state of the internal combustion engine is detected based on the at least one detected operating variable, and a dynamic correction to the fuel metering system of the internal combustion engine is carried out for a detected dynamic operating state of the internal combustion engine, taking into account the efficiency of an NOx exhaust gas aftertreatment system.

Abstract: Upon a valve rotation angle of a flow rate control valve exceeding a radiator-flow-path closed position during changing of the valve rotation angle of the flow rate control valve in an opening direction of a radiator flow path from a closed state of the radiator flow path, a cooling water starts to circulate through the radiator flow path, and an outlet water temperature or an inlet water temperature of an engine starts to drop. The radiator-flow-path closed position is learned as a valve rotation angle of the flow rate control valve immediately before the outlet water temperature or the inlet water temperature starts to drop during changing of the valve rotation angle of the flow rate control valve in the opening direction of the radiator flow path from the closed state of the radiator flow path.

Abstract: A boost-control valve in a turbocharger system can be configured to update a wastegate status. The wastegate can discharge exhaust gases from a turbine chamber in the turbocharger, for example based on a pressure detected in a compressor chamber of the turbocharger. In an example, a processor circuit can be coupled to an OEM ECU, and can receive a first control signal from an OEM ECU. The first control signal can include a PWM signal having a first frequency and a first duty cycle. The processor circuit can generate a second control signal for controlling the boost-control valve. The second control signal can have the same first duty cycle and a different second frequency. In an example, the different second frequency is greater than the first frequency. In an example, the second control signal includes a DC signal having a variable amplitude.

Abstract: Techniques for driving a plurality of inductive actuators are described herein. According to these techniques, a driver unit includes a clock terminal that receives an external clock signal used by an external control unit. The driver unit further includes a serial bus interface configured to communicate with the external control unit via a serial bus. The serial bus is configured to communicate both of trigger commands synchronized to the external clock signal that indicate to at least one of a plurality of programmable control circuits (PCUs) to generate drive signals in response to the trigger commands that are synchronized with the external clock signal and data associated with at least one of the plurality of PCUs and synchronized with the external clock signal, wherein the data is used by the at least one of the plurality of PCUs to generate the drive signals in response to the trigger commands.

Abstract: In an internal combustion engine an air-fuel ratio is switched between at least two target values without generating torque fluctuations, while a deterioration in fuel consumption performance and exhaust performance is suppressed. When a condition for switching a combustion mode from stoichiometric combustion to lean combustion and a condition that the amount of change in a target torque is less than or equal to a predetermined value are satisfied, a target EGR rate is increased towards an EGR limit prior to switching the target air-fuel ratio. The target air-fuel ratio is maintained at the stoichiometric air-fuel ratio until the target EGR rate reaches the EGR limit, and in response to the target EGR rate reaching the EGR limit, the target air-fuel ratio is changed towards a lean air-fuel ratio.

Abstract: An engine includes an exhaust gas recirculation system with a high pressure exhaust gas recirculation loop and a low pressure exhaust gas recirculation loop, and an air charging system. A method of controlling the air charging system includes monitoring an actual exhaust gas recirculation rate, operating conditions of a compressor and turbine in the air charging system. A compressor flow is determined based on a target exhaust gas recirculation rate, a target intake manifold pressure and the actual exhaust gas recirculation rate. A power requested by the compressor is determined based on the compressor flow, the target intake manifold pressure, and the monitored operating conditions of the compressor. A power to be generated by the turbine is determined based upon the power requested by the compressor. A turbine flow is determined based upon the power to be generated by the turbine and the monitored operating conditions of the turbine.

Abstract: A method for setting an engine speed of an internal combustion engine in a marine propulsion system to an operator-selected engine speed includes predicting a position of a throttle valve of the engine that is needed to provide the operator-selected engine speed, and determining a feed forward signal that will move the throttle valve to the predicted position. After moving the throttle valve to the predicted position, the method next includes controlling the engine speed with a feedback controller so as to obtain the operator-selected engine speed. The feed forward signal is determined based on at least one of the following criteria: an operator-selected control mode of the marine propulsion system; and an external operating condition of the marine propulsion system. A system for setting the engine speed to the operator-selected engine speed is also described.

Abstract: Embodiments relate to valves comprising a member such as a plate or poppet, that is moveable relative to a stationary seat. The state of the member may be maintained against opposing forces with relatively little expenditure of energy. According to one embodiment, a poppet displaced from seating in the valve seat, may be held in position against opposing forces tending to close the valve, until a desired flow of gas through the valve has taken place. The poppet may then be released as desired, such that those opposing forces serve to passively close the valve. The valve may be secured in position utilizing mechanical, magnetic, electromagnetic, pneumatic, electrostatic, or hydraulic approaches. Valve embodiments may be particularly suited to controlling gas flows for compression and/or expansion in an energy storage system.

Abstract: A system and method for controlling an exhaust gas recirculation (EGR) system in a hybrid vehicle using an intrusive monitor include adjusting EGR flow through an EGR valve based on an average pressure difference between pressure measured from a manifold absolute pressure (MAP) sensor and inferred pressure determined from mass air flow (MAF) into an intake of an engine when engine speed, throttle and camshaft timing position change is below a corresponding threshold. The measured pressure and inferred pressure are determined when the EGR valve is in a closed position and an open position.

Abstract: A master bus device for a motor vehicle exchanges messages with slave bus devices via a vehicle communication bus of the motor vehicle. It is specified in the master bus device by an operating schedule which is stored in a memory of the master bus device which messages the master bus device exchanges with the slave bus devices. To utilize the vehicle communication bus more efficiently, the master bus device has a switch-over device which is designed to receive a control signal from a device-external transmitting device and, in dependence on the control signal, to switch from the memory with the operating schedule to a further memory with a maintenance schedule which differs from the operating schedule, so that the maintenance schedule is used after switching over, for exchanging messages.

Abstract: A system and method for determining an engine mass air flow (MAF) for use in an engine air to fuel ratio (AFR) calculation to operate an engine includes monitoring engine operation, determining in the electronic controller a first estimation of engine MAF based on a regression model, determining in the electronic controller a second estimation of engine MAF based on a flow model, and selecting the first or second estimation of engine MAF based on an operating state of the engine. Each estimation can use various engine parameters interchangeably to provide a robust system against sensor failures.

Abstract: A control apparatus for an internal combustion engine that can be a four-cycle engine including cylinders into which fuel is directly injected, the control apparatus includes an electronic control unit. The electronic control unit is configured to execute a fuel injection and an ignition for the cylinder in an expansion stroke on a condition that a stop of the piston in any one of the cylinders at vicinity of a top dead center after a compression stroke is predicted when the electronic control unit is configured to stop the fuel injection and the ignition for the internal combustion engine upon fulfillment of a predetermined stop condition.

Abstract: Internal combustion engine optimization in which individual adjustment processes to be carried out to achieve optimal cooperation between the sensors, actuators, control device and internal combustion engine are started and carried out on the basis of the quality achieved for each of the individual adjustment processes in relation to one another, the ambient conditions of the internal combustion engine and the system states of the internal combustion engine in connection with a control program.

Abstract: A method of identifying memory nodes includes reading a netlist of the design. For a sequential cell of the design, constraint arcs between constraint and related pins can be extracted. For each constraint arc, an original vector set including initialization waveforms can be generated. A plurality of simulations can be run using a plurality of vector sets to generate a plurality of node sets. Each simulation generates a corresponding node set that toggles based on waveforms provided by a corresponding vector set. Each vector set is derived from the original vector set. A final set of memory nodes for the sequential circuit cell can be calculated by subtracting one node set from another node set. In one embodiment, the method can further include pruning non-gate connected nodes from the final node set.

Abstract: An internal combustion engine can be operated in response to a received first throttle control input in a first operating regime that includes delivering a first air-fuel mixture having a first air/fuel ratio to a combustion volume to deliver a first output power in a first output power range between zero and a transition output power level. The engine can be operated in response to a received second throttle control input in a second operating regime that includes delivering a second air/fuel ratio richer than the first air/fuel ratio to the combustion volume to deliver a second output power in a second output power range between the transition output power level and a maximum output power level.

Abstract: An injector for a fuel injection system comprising: input means for receiving drive signals from an injector drive circuit for controlling operation of the injector, and an ID chip wherein the injector further comprises an electronic latch means arranged to move between a first state in which the electronic latch means is arranged to be enabled such that the ID chip is in communication with the injector drive circuit via the input means, and a second state in which the electronic latch means is arranged to be disabled such that the ID chip is not in communication with the injector drive circuit via the input means wherein the electronic latch means is arranged to move from the first state to the second state upon receipt at the injector of a drive pulse signal from the injector drive circuit.

Abstract: In a method for individually correcting injection quantities and/or times (mf1, mf2, mf . . . ; ti1, ti2, ti . . . ) in particular for a ballistic operating range of a fuel injector (1, 2, . . . ), a quantity deviation of an actual injection quantity (mf1, mf2, mf . . . ) from a nominal injection quantity (mfnom) of the fuel injector (1, 2, . . . ) during operation of the fuel injector (1, 2, . . . ) is determined, and a typical injection characteristic (fup1, fup2, fup . . . ) of the fuel injector (1, 2, . . . ) is adapted to a nominal injection characteristic (fupnom) based on the quantity deviation. Furthermore, a controller, in particular an engine controller may implement the above method.

Abstract: In a method for operating a fuel injector, a transition range of the characteristics curve of the injector is detected individually and adapted continuously, so that a monotonous characteristics curve is formed, with whose aid high metering precision of the injector is achieved.

Abstract: A master/slave arrangement of an electronic engine control device with an engine identification module. The electronic engine control device controls and regulates the internal combustion machine. The engine identification module includes at least one microprocessor and a memory building block for storing an engine identification as well as engine specifics. The electronic engine control device and the engine identification module exchange data through an engine cable harness. The engine identification module is arranged inseparably at the crank housing of the internal combustion machine. The engine identification module can be removed from the crank housing as well as from the engine cable harness only by being destroyed.

Abstract: A method is provided for operating a vehicular engine that comprises a plurality of pistons and a plurality of cylinders. The method comprises detecting an engine temperature and detecting an alcohol concentration of fuel. The method further comprises selecting an amount of fuel according to the engine temperature and the alcohol concentration and selectively dispensing the amount of fuel to the cylinders.

Abstract: A method for controlling an automotive internal combustion engine having direct fuel injection is described, with the method comprising a fuel adaption part in which a fuel quality parameter (F) is determined using a first fuel quality parameter determination procedure when the engine exhibits predetermined operation conditions and a control part which uses the value of the fuel quality parameter (F) or of a fuel combustion characteristics parameter derived from the fuel quality parameter (F) as a target value (?T) in a closed-loop control of the start of injection (SOI) at the engine, with the closed-loop control using a second fuel quality parameter determination procedure being different from the first fuel quality parameter determination procedure to determine an actual value (?A) of the fuel quality parameter (F) or of the fuel combustion characteristics parameter derived from the fuel quality parameter (F).

Abstract: Systems and methods for optimizing fuel injection in an internal combustion engine adjust start of fuel injection by calculating whether one of advancing or retarding start of fuel injection will provide a shortest path from a source angle to a destination angle. Based on the source angle and a given injection pulse width and angle increment, it is determined whether fuel injection will overlap with a specified engine event if start of fuel injection is moved in a direction of the shortest path. A control circuit increments start fuel injection in the direction of the shortest path if it is determined that fuel injection will not overlap with the specified engine event, or increments start fuel injection in a direction opposite that of the shortest path if it is determined that fuel injection will overlap with the specified engine event.

Abstract: In a method for reading and/or storing injector-specific data for controlling an injection system of an internal combustion engine, an injector is charged by a control unit according to a predeterminable voltage curve and, depending on the case, is discharged directly by the control unit or by a power element located on a data storage medium and the voltage is measured by the control unit and by the data storage medium. Dependent upon a predeterminable voltage curve, a predeterminable amount of data is stored or read on a memory unit of the data storage medium.

Abstract: An alcohol concentration sensor detects an alcohol concentration in fuel that is supplied to an internal combustion engine. A fuel injection quantity is controlled in accordance with a detection value of the alcohol concentration that is detected by the alcohol concentration sensor. When a temperature of the fuel, which is detected by a fuel temperature sensor or estimated from intake air temperature etc., is equal to or lower than a predetermined limit temperature, the detection value of the alcohol concentration, which is detected by the alcohol concentration sensor, is memorized as a memorized value of the alcohol concentration. When the temperature of the fuel is higher than the predetermined limit temperature, the fuel injection quantity is controlled by using the memorized value of the alcohol concentration instead of using the detection value, which is currently detected by the alcohol concentration sensor.

Abstract: The present application provides a system and method for determining a secondary fuel amount for an engine. The method comprises measuring an injector signal from an engine's Engine Control Unit (ECU) for a primary injector. A delay time of the primary injector can be determined using a lookup table. An open time can be calculated based on the delay time and the primary timing value. An amount of fuel to be injected into the engine can be calculated based on the primary injector open time. An amount of secondary fuel equivalent to the amount of primary fuel can be determined. A timing value for a secondary injector signal for the secondary injector can be calculated to deliver the amount of secondary fuel to the engine.

Abstract: A control method and a control device of an engine are introduced. During the process of the engine controlling, the control unit does the adaptive learning for the actual target value of the feedback of different aims, and following the dynamic spectrogram generation strategy optimizing compares the adaptively learning parameter of the same working status and the same time with the basic spectrogram parameter. If the compared result doesn't meet the condition, then keep the basic spectrogram parameter. And if it meets the condition, then the engine generates the dynamic spectrogram parameter. Based on the dynamic spectrogram combination strategy, the engine combines the basic spectrogram parameter and the dynamic spectrogram parameter generated to the combined spectrogram parameter instead of the basic spectrogram parameter.

Abstract: Provided is directed to reduce unnecessary fuel consumption due to unnecessary rapid acceleration when a vehicle drives between intersections, and it is an object to allow for economical driving by reducing the fuel cost, and minimize environmental pollution by minimizing the exhaust gas of vehicle, by providing an economical speed for drivers such that vehicles that have passed through an intersection in accordance with the present traffic light economically drives to the next intersection.

Abstract: A direct-injection, compression-ignition internal combustion engine control adapts nominal minimum pulsewidth parameters controlling the fuel injectors to minimize pilot fuel delivered to the cylinders required to initiate a preliminary combustion event.

Abstract: A method for operating a fuel injection system of a motor vehicle in particular is described. The fuel injection system has a fuel accumulator, capable of receiving fuel via a metering unit. In the method, an actual pressure in the fuel accumulator is affected by an I regulator, among other things. A precontrol value is generated by a precontrol characteristic map, which is used for compensating manufacturing-related differences in the components of the fuel injection system.

Abstract: An analysis tool which extracts all the available parameter identifications (i.e. PIDS) from a vehicle's power train control module for diagnostic decisions. This is done by checking these PIDS and other information (e.g., calculated PIDS, Break Points, charts and algorithms) in three states; key on engine off, key on engine cranking, key on engine running. In all three modes the tool is comparing the live data from PIDS and voltage to the other information (e.g, Break Points). If any of this data are outside the programmed values a flag is assigned to the failure or control problem. The relationship between a particular PID and its associated preprogrammed value(s) may be indicated by a light. The depth of the problem (if any) is conveyed by the color of the light. Also included are tests/charts for fuel trim, engine volumetric efficiency, simulated injector, power, catalyst efficiency, and engine coolant range.

Abstract: A method for operating an internal combustion engine is provided and at least a first map of prefixed first values is predetermined, each prefixed first value being a function of a prefixed nominal fuel quantity (Qecu—prefix). The method includes, but is not limited to the steps of determining a nominal fuel quantity (Qecu) for one injection, calculating an actual, torque forming, injected fuel quantity of the injection (QUEGO) and calculating at least one first parameter (Qdelta) which is related to the actual, torque forming, injected fuel quantity of the injection (QUEGO). After that, the nominal fuel quantity (Qecu) is modified according to the value of the at least one first parameter (Qdelta) so as to obtain a corrected fuel quantity (QecuCorr) that corresponds to the actual fuel quantity injected during the injection.

Abstract: According to various embodiments of the invention, a map of injection pin profiles is experimentally determined at various locations spanning an engine operating plane. Injector pin profiles at points within the continuum spanned by the experimentally determined profiles are determined by interpolating between surrounding experimentally determined injector pin profiles. Various methods are used to adjust the interpolation procedure in cases where one injector pin profile has more or fewer points than the other injector pin profile.

Abstract: A system for improving the performance of a combustion engine comprising a system control unit is disclosed. The system control unit comprises an input module, a transform module and a control module all interconnected to each other. The input module obtains a first set of combustion parameters of the engine through at least one sensor. The transform module transforms the first set of combustion parameters into a second set of combustion parameters. The control module controls fuel injection of the engine based on the second set of combustion parameters, and controls oxyhydrogen production and injection based on the second set of combustion parameters. The controlled fuel injection and the controlled oxyhydrogen production and injection contribute to an improved performance of said engine during combustion. A method of improving the performance of a combustion engine and a method of injecting oxyhydrogen into a combustion engine are also disclosed.

Abstract: An engine control system comprises a fuel quality calculation module and a fueling module. The fuel quality calculation module calculates a fuel quality value for fuel provided to an engine based on at least one operating parameter of the engine. The fueling module selectively increases an amount of fuel provided to the engine based on the fuel quality value.

Abstract: A method for adjusting a lookup table that includes preset on-time values for an injector of an engine linked to fuel injection quantity values (?). The following steps are executed in a situation when the output shaft of the engine is disconnected from the output shaft of the gearbox. A torque loss value (Tloss) and a combustion efficiency value (?F) are determined or received. An actual fuel injection quantity value (?actual) is calculated, based on the torque loss value and the combustion efficiency value. An on-time value (tg) linked to the actual fuel injection quantity value is determined from the lookup table and the on-time value is compared with a presently applied on-time value (tb) that is established by an engine control with the aid of a regulator and the lookup table. The lookup table is adjusted based on the result of the comparison.

Abstract: A method for controlling an automotive internal combustion engine (1) having direct fuel injection is described, with the method comprising a fuel adaption part in which a fuel quality parameter (F) is determined using a first fuel quality parameter determination procedure when the engine exhibits predetermined operation conditions and a control part which uses the value of the fuel quality parameter (F) or of a fuel combustion characteristics parameter derived from the fuel quality parameter (F) as a target value (?T) in a closed-loop control of the start of injection (SOI) at the engine (1), with the closed-loop control using a second fuel quality parameter determination procedure being different from the first fuel quality parameter determination procedure to determine an actual value (?A) of the fuel quality parameter (F) or of the fuel combustion characteristics parameter derived from the fuel quality parameter (F).

Abstract: A method for operating a fuel injection system of a motor vehicle in particular is described. The fuel injection system has a fuel accumulator, capable of receiving fuel via a metering unit. In the method, an actual pressure in the fuel accumulator is affected by an I regulator, among other things. A precontrol value is generated by a precontrol characteristic map, which is used for compensating manufacturing-related differences in the components of the fuel injection system.

Abstract: In a method and a device for controlling the fuel pressure in the pressure accumulator of a common-rail injection system, the difference between the actual engine speed and a target engine speed is established, and an injection time is determined based on the determined difference. The fuel pressure is controlled according to the determined injection time.

Abstract: In a vehicle in which an output of an engine is transmitted to a driving wheel through a transmission, an engine control device stops fuel injection of the engine, when engine rotational speed is above a preset specific fuel cut-off rotational speed while the vehicle is coasting; and restarts the fuel injection, when the engine rotational speed falls below a recovery rotational speed while the fuel injection is stopped, wherein the recovery rotational speed is below the specific fuel cut-off rotational speed. When determining that an operating state allows the stop and restart of fuel injection to be repeated, the engine control device sets a hunting-preventing fuel cut-off rotational speed based on an input shaft rotational speed of the transmission, wherein the hunting-preventing fuel cut-off rotational speed replaces the specific fuel cut-off rotational speed.

Abstract: A method for providing a virtual sensor network based system. The method may include obtaining project data descriptive of a virtual sensor network to be used in a control system of a machine; establishing a virtual sensor network including a plurality of virtual sensors based on the project data. Each virtual sensor may have a model type, at least one input parameter, and at least one output parameter. The method may also include recording model information, measurement data, and performance information of the virtual sensor network including the plurality of virtual sensors; creating one or more calibration certificates of the virtual sensor network including a plurality of virtual sensors based on the model information, the measurement data, and the performance information; and generating a documentation package associated with the virtual sensor network.