Abstract: A turbocharger control system is disclosed. The control system may have an engine and a fuel system configured to regulate fuel flow into the engine. The control system may further have an air induction system configured to regulate air flow into the engine and a sensor situated to sense a speed value of the air induction system. The controller may also have a controller configured to receive the speed value and regulate fuel flow into the engine as a function of the speed value.

Abstract: A method for determining fuel volatility and consequently performing cold starting of an internal combustion engine; in the event of cold starting, the method provides for the determination of an enrichment percentage as a function of a stored value for fuel volatility; the determination of a predicted value for starting quality before performing starting; the starting of the engine using the previously determined enrichment percentage; the determination of a measured value for starting quality; the determination of a correction value of the stored value for fuel volatility as a function of the comparison between the measured value for starting quality and the predicted value for starting quality; and the updating of the stored value for fuel volatility by applying the correction value to said stored value, so consequently modifying the amount of enrichment in force.

Abstract: An abnormality diagnosing system for an internal combustion engine including a first fuel injection valve that injects fuel into a cylinder, and a second fuel injection valve that injects fuel into an intake passage is provided which has a control device controls an injection pattern of the first fuel injection valve and the second fuel injection valve. The control device stores engine operating conditions when an abnormality occurs in the engine, and make a return-to-normal determination as to whether the engine returns to a normal operating state when similar operation conditions that are the same as or within predetermined ranges of the stored operating conditions are established. The injection pattern is selected from patterns in which the fuel is injected solely from the first fuel injection valve, solely from the second fuel injection valve, and from both of the first and second fuel injection valves.

Abstract: A fuel injection control device (ECU) for controlling injection supply of fuel to a target engine includes a program for sequentially sensing fuel pressure fluctuating with injection of a predetermined injector of each cylinder of a multi-cylinder engine based on an output of a fuel pressure sensor, a program for detecting a diagram as a profile of a transition of a fuel quantity injected from the injector per unit time (i.e., an injection rate) at a present time based on the sequentially sensed fuel pressure transition, and a program for varying an injection command to the injector based on the diagram that is the profile of the injection rate transition and that is detected by the latter program and a predetermined basic diagram such that the diagram as the actual profile of the injection rate transition belongs to the basic diagram.

Abstract: In a method or a device for forming an electric control signal for an injection impulse of a position-controlled fuel injector, particularly of a common-rail or pump-nozzle injection system, he course of the electric control signal can be selected freely in regard to the pulse edges (injection rate changes Q), the holding period (?t) and the injection rate (Q). This offers the advantage that the combustion process can be better optimized with respect to low emissions, low consumption and for meeting tightened legal regulations.

Abstract: A method for operating an internal combustion engine having a fuel system which feeds fuel at a given pressure to a metering valve provides that a controller defines the opening time and the closing time of the metering valve and correspondingly actuates the metering valve so that the metering valve opens and closes at the defined times. In order to permit precise metering of fuel even in high-speed internal combustion engines there is provision for the controller to define at least one of the times for the opening or closing of the metering valve while taking into account the counterpressure actually prevailing at the outlet opening of the metering valve.

Abstract: A control scheme is disclosed for performing both an adaption routine and carbon canister purging. In adaption, parameters for estimating air-fuel ratio from flow sensors and actuators are adjusted against an air-fuel ratio under closed-loop control using an EGO sensor. The two processes cannot run simultaneously. In vehicles in which the engine is operating from the time of key on until key off, the adaption occurs shortly after starting and then periodically thereafter. In vehicles in which the engine is turned on and off frequently such as with HEVs, the adaption routine may be run every time the engine is turned on, which is more frequent than necessary and doesn't allow enough time for purging. According to the disclosed control scheme, the time since last adaption and time in adaption is saved when the engine is turned off so that the adaption routine is conducted only when needed.

Abstract: A fuel injection control apparatus for a multi-fuel engine can optimize a fuel injection quantity, using only one basic injection map, irrespective of alcohol concentration of a fuel. An E-concentration determining apparatus determines alcohol concentration of a fuel, based on a measured oxygen amount in exhaust. Basic injection quantities are stored in a basic injection map. E-concentration coefficients are stored in an E-concentration coefficient table for a plurality of alcohol concentrations in the fuel. A basic injection quantity, corresponding to a current rotary engine speed and a throttle opening, is selected from the basic injection map. A concentration coefficient, corresponding to the alcohol concentration and the basic injection quantity, is selected from the E-concentration coefficient table. A fuel injection quantity calculator determines an applied fuel injection quantity by multiplying the basic injection quantity by the concentration coefficient.

Abstract: An internal combustion engine is provided with at least one modulator for adjusting an air mass in a cylinder. It is also provided with an injection valve for metering fuel to which fuel is supplied via a fuel supply device. A maximum fuel quantity which can be metered to the cylinder per working stroke is determined. Depending on the maximum meterable fuel quantity, a maximum producible torque is determined. An air mass flow is determined depending on an air/fuel ratio to be adjusted and the maximum meterable fuel quantity is adjusted by controlling the at least one modulator for adjusting the air mass. The injection valve is controlled in accordance with the maximum meterable fuel quantity when the required torque is greater or equal the maximum producible torque.

Abstract: A machine is disclosed. The machine may have an engine having a combustion chamber. The machine may also have a first sensor configured to generate a first signal indicative of a speed of the combustion engine. Additionally, the machine may have a second sensor configured to generate a second signal indicative of a desired supplied fuel quantity. The machine may also have a counter configured to generate a third signal indicative of a count. Additionally, the machine may have a fuel injection system having a controller. The controller may be configured to, based on the first, second, and third signals, select one of a plurality of shot modes and generate a corresponding fourth signal. The fuel injection system may also have a fuel injector configured to, based on the fourth signal, inject a quantity of fuel into the combustion chamber.

Abstract: On incompletion of port learning, an auto stop-permitting water temperature is set to a temperature which is higher than a temperature set on completion of the port learning and is higher than a port injection temperature as an upper limit temperature that enables an engine to be driven in a port injection drive mode. This arrangement increases the opportunity of continuing the operation of the engine with fuel injection from a port fuel injection valve without an auto stop, thus increasing the opportunity of the port learning.

Abstract: The fuel injection control apparatus includes a function of making a determination of whether learning conditions are satisfied to allow a fuel injection amount learning to be performed, a function of directing a commanded fuel injection amount in the fuel injection amount learning to a fuel injection valve if result of the determination is affirmative, a function of setting an upper limit value of an injection pressure in the fuel injection amount learning, a function of setting a target injection pressure in the fuel injection amount learning, a function of setting the injection pressure to the target injection pressure, a function of detecting an actual fuel injection amount, and a function of correcting an amount of fuel injected by the fuel injection valve on the basis of a difference between the commanded fuel injection amount and the actual fuel injection amount at the target injection pressure.

Abstract: A device for correcting the injection behavior of at least one injector includes an apparatus for storing information relating to the at least one injector and means for controlling the at least one injector. The device takes the stored information into account in the correction, the information having been ascertained by comparing setpoint values with actual values individually at a plurality of test points of the at least one injector, the information being activation times for an activation time correction map of the at least one injector.

Abstract: A method for operating an internal combustion engine, in which fuel is injected using an injection device into a combustion chamber of a cylinder of the internal combustion engine, a fuel quantity to be injected being ascertained as a function of individual properties of the injection device, and in which functional monitoring is performed, in which an actual torque is ascertained on the basis of performance quantities of the internal combustion engine and monitored for a deviation from a permissible torque. The individual properties of the injection device are taken into consideration when ascertaining the actual torque, where the functional monitoring is improved.

Abstract: A fuel injection control apparatus for an internal combustion engine is provided. A controller directs a fuel injector to spray a learning injection quantity of fuel and determines a resulting increase in speed of the engine. The controller determines the quantity of the fuel actually sprayed from the fuel injector based on the increase in speed of the engine and calculates a correction factor which compensates for a difference between the learning injection quantity and the actual injection quantity. The controller also determines a variation in load acting on a driving member of a torque transmission mechanism. When such a variation is great undesirably, the controller stops spraying the learning injection quantity. The controller may determine the increase in speed of the engine based on the degree of the variation in load. This ensures the accuracy in calculating the correction factor regardless of the variation in load.

Abstract: A fuel injection control device of an internal combustion engine capable of using multiple kinds of fuel includes an ECU with a ROM for storing multiple reference fuel injection quantity maps corresponding to mixture concentrations of the multiple kinds of fuels. A control program of the CPU stores which of the multiple reference fuel injection quantity map is used out of the maps in an EEP-ROM, performs starting control of an engine using the reference fuel injection quantity map which is used immediately before stopping previous time at the time of initiating the starting based on the stored maps and, at the same time, performs the starting control by gradually increasing the fuel injection quantity until the starting of an engine is finished. As a result, control of fuel supply is optimized in response to mixing different kinds of fuels, and the engine starting time is shortened.

Abstract: A vehicle including plural gas sensors assembled in plural exhaust systems, detecting an oxygen concentration in an exhaust gas, where an air-fuel ratio feedback control is carried out together with an engine control unit. Each gas sensor detects signal of oxygen concentration corresponding to a group of cylinders. The method for detecting an assembled state of the gas sensor: controls an engine control parameter affecting the air-fuel ratio of the engine, so that the values thereof are different from each other for the plural groups of cylinders corresponding to the plural exhaust systems; monitors an output from the gas sensor under the controlled state, the gas sensor being installed in each of the plural exhaust systems; and judges that the gas sensor is in a wrong assembled state if the output from the gas sensor is an abnormal output corresponding to the value of the engine control parameter.

Abstract: A fuel system has a source of fuel coupled to a plurality of fuel injectors via a fuel rail. The system is operable to disable fuel flow to the fuel rail, select one of the fuel injectors to inject fuel into the engine while inhibiting fuel injection by the remaining fuel injectors, periodically sample fuel rail pressure, activate the selected fuel injector to inject fuel into the engine, determine from the fuel rail pressure samples a first value of the fuel rail pressure when the selected fuel injector is activated, deactivate the selected fuel injector, determine from the fuel rail pressure samples a second value of the fuel rail pressure when the selected fuel injector is deactivated, and compute a drop in pressure of the fuel rail due to injection of fuel by the selected fuel injector based on the first and second fuel rail pressure values.

Abstract: An apparatus aims at learning a deviation from a reference injection characteristic of a fuel injector provided for a cylinder of an engine having an output shaft. In the apparatus, a detecting unit is configured to detect a minimum interval between temporally adjacent fuel injection periods in the plurality of fuel injection periods based on a behavior of the output shaft during execution of the plurality of fuel injections. The minimum interval maintains the temporally adjacent fuel injection periods to be non-overlapped with each other. A learning unit is configured to learn the deviation from the reference injection characteristic of the fuel injector based on the detected minimum interval.

Abstract: In an arrangement for controlling an internal combustion engine, comprising an electronic engine control unit, an injector with an injection needle for controlling the injecting of fuel into a combustion chamber of the engine and a connecting line extending between the electronic engine control unit and the injector for the transmission if signals therebetween, an intelligent electronic component is integrated into the injector including an electronic memory unit, a computation unit, an energy storage device forming an energy supply for the electronic component and also a measuring unit for opto-electronically detecting the movement of the fuel injector needle.

Abstract: A pump for a combustion engine is disclosed. The pump may have at least one pumping member movable through a plurality of displacement strokes during a single engine cycle. The pump may also have a controller in communication with the at least one pumping member. The controller may have stored in a memory thereof a map relating a speed of the combustion engine and fuel demand to a contribution factor associated with each of the plurality of displacement strokes and a total fuel delivery amount.

Abstract: A fuel injection control apparatus, for a variable-fuel engine, includes a plurality of stored maps for determining a basic fuel injection time corresponding to a state of an engine and alcohol concentration in the fuel. The apparatus includes a memory storage region which stores the fuel injection control maps. The apparatus also includes an oxygen sensor disposed in an exhaust pipe for detecting oxygen concentration in an exhaust gas; a basic fuel injection time calculator which determines the basic fuel injection time using the currently selected fuel injection control map; a correction coefficient calculator which determines an air-fuel ratio correction coefficient for correcting the basic fuel injection time; a fuel injection quantity calculator; and a map changeover part which selects the fuel injection control map of the concentration of alcohol close to the concentration of alcohol of the fuel based on the air-fuel ratio correction coefficient.

Abstract: In a device for controlling an engine, comprising combustion noise suppressor for suppressing combustion noise of a combustion chamber and controller for controlling the combustion noise suppressor, the device further includes control amount setter for setting a control amount of the combustion noise suppressor so that target combustion noise characteristics corresponding to a required amount of acceleration or deceleration exhibit a slower change in combustion noise than combustion noise characteristics corresponding to output characteristics of the engine over before and after acceleration or deceleration, wherein the controller controls the combustion noise suppressor according to the control amount set by the control amount setter. On the event of a rapid acceleration, a rapid change in the combustion noise in the initial stage of the acceleration is prevented to improve driving comfort.

Abstract: A method for triggering an internal combustion engine of a certain type according to a state machine is provided, in which a possible operating state of the engine, which is assigned to a layer n of the state machine, is first set. In an additional layer (n+1), sub-states to the previously determined operating state are specified. For triggering different type engines, the method provides that the state machine has at least two groups of layers, the first group of layers representing operating states that the engine of the certain type has in common with engines of another type, and the second group of layers representing operating states that are specific to the engine of the certain type.

Abstract: In certain embodiments, there is provided a method of providing a first fuel injection schedule having one or more injections per cylinder per compression stroke at a first discrete power level selected from a plurality of discrete power levels of an engine. The method further includes providing a second fuel injection schedule having a plurality of injections per cylinder per compression stroke at a second discrete power level selected from the plurality of discrete power levels of the engine, wherein the first and second fuel injection schedules comprise different injection characteristics from one another.

Abstract: A reliable method of sensing the inlet air flow in a combustion chamber of a cylinder of an internal combustion engine includes assessing the inlet air flow with soft-computing techniques basically exploiting a combustion pressure signal generated by a pressure sensor installed in the cylinder.

Abstract: A pump for a fuel system is disclosed. The pump has a housing defining at least one pumping chamber, and a plunger. The plunger is movable to draw a fluid into and displace the fluid from the at least one pumping chamber. The pump also has a metering valve and a controller. The metering valve has a valve element movable to selectively meter fluid drawn into the at least one pumping chamber. The controller is configured to receive an indication of a desired discharge characteristic and reference a first map to determine an inlet opening area corresponding to the desired discharge characteristic. The controller is also configured to reference a second map to determine a position of the metering valve corresponding to the determined inlet opening area, and to send a control signal to the metering valve indicative of the determined position.

Abstract: The present invention provides an injector-ignition fuel injection system for an internal combustion engine, comprising an ECU controlling a heated catalyzed fuel injector for heating and catalyzing a next fuel charge, wherein the ECU uses a one firing cycle look-ahead algorithm for controlling fuel injection. The ECU may further incorporate a look-up table, auto-tuning functions and heuristics to compensate for the rapid rotational de-acceleration that occurs near top dead center in lightweight small ultra-high compression engines as may be used with this invention. The ECU may further ramp heat input to the injector in response to engine acceleration requests and, under such circumstances, may extend its look-ahead for up to four firing cycles.

Abstract: The present invention provides a heated catalyzed fuel injector that dispenses fuel substantially exclusively during the power stroke of an internal combustion engine, wherein ignition occurs in a fast burn zone at high fuel density such that a leading surface of the fuel is completely burned within several microseconds. In operation, the fuel injector precisely meters instantly igniting fuel at a predetermined crank angle for optimal power stroke production. Specifically, the fuel is metered into the fuel injector, such that the fuel injector heats, vaporizes, compresses and mildly oxidizes the fuel, and then dispenses the fuel as a relatively low pressure gas column into a combustion chamber of the engine.

Abstract: The present invention relates to methods for robust controlled auto-ignition and spark ignited combustion controls in gasoline direct-injection engines, including transients, using either exhaust re-breathing or a combination of exhaust re-compression and re-breathing valve strategy. These methods are capable of enabling engine operation with either lean of stoichiometric or stoichiometric air/fuel ratio for oxides of nitrogen (NOx) control, with varying exhaust gas recirculation (EGR) rates and throttle valve positions for knock control, and with a combination of homogeneous charge compression ignition (HCCI) and spark ignition (SI) combustion modes to optimize fuel economy over a wide range of engine operating conditions.

Abstract: A fuel control system delivers fuel to an engine cylinder and compensates for lost fuel. The fuel control system comprises a fuel dynamics module that determines a fuel dynamics model that is indicative of fuel behavior. The fuel dynamic module determines an inverse of the fuel dynamics model, receives a fuel command, and generates an adjusted fuel command based on the fuel command and the inverse of the fuel dynamics model. A lost fuel compensation module receives the adjusted fuel command and generates a final fuel command based on the adjusted fuel command and a lost fuel factor. A control module controls fuel delivery according to the final fuel command.

Abstract: A signal modifying device, user interface, and method of modifying a signal. The signal modifying device includes a processor, a first input coupled to the processor and an output coupled to the processor. Instructions are stored within the processor that, when executed by the processor, cause the processor to provide a signal incident at the output that corresponds to a signal incident at the input.

Abstract: A signal conditioning device, user interface, and method of conditioning a signal. The signal conditioning device includes a processor, a first input coupled to the processor and an output coupled to the processor. Instructions are stored within the processor that, when executed by the processor, cause the processor to provide a signal incident at the output that corresponds to a signal incident at the input.

Abstract: It is known that performance of actual fuel injectors tends to deviate from performance of a nominal injector as a function of rail pressure and on-time, due to such factors as machining tolerances of fuel injector components. In addition, performance characteristics of fuel injectors tend to change after they have been broken in. These changes can lead to unexpected inconsistencies with other engine components. For example, for those engines which utilize smoke limiting maps, when the injectors are not performing as expected, the injection adjustments that result from use of the smoke limiting maps can sometimes become fruitless. Therefore, the present invention includes two in-chassis strategies for evaluating fuel injector performance, including a bare acceleration test and a loaded fuel injector performance test.

Abstract: The individual cylinder air to fuel ratio of an internal combustion engine varies due to the fact that the intake manifold cannot distribute airflow into the individual cylinders evenly. This feature of the present invention utilizes minimum timing for best torque MBT timing criterion provided by the ionization signals or by the in-cylinder pressure signals to balance the air to fuel ratios of the individual cylinders. The control method of the present invention comprises: calculating a mean timing coefficient, calculating a timing coefficient error, integrating the minimum timing for best torque timing coefficient error, calculating a raw fuel trim coefficient, resealing the raw fuel trim coefficient, updating a feedforward look-up table based upon the current engine operating conditions, and calculating a final fueling command.

Abstract: An automatic control method for a load application for an internal combustion engine-generator unit. The method includes computing a first injection start at a steady-state speed by an injection start input-output map and setting this first injection start as the controlling injection start. When a load application is detected, the first injection start is shifted by the injection start correction as a function of a speed control deviation.

Abstract: A controller for an internal combustion engine capable of performing a compression ignition operation. The internal combustion engine includes a combustion chamber, and a fuel injector for injecting fuel directly in the combustion chamber. The controller includes: an air pressure detecting unit configured to detect at least one of an air pressure and an exhaust air pressure; and a fuel injection control unit configured to actuate the fuel injector to control a fuel injection timing according to a detected result by the air pressure detecting unit. The fuel injection control unit puts the fuel injection timing forward as the detected result by the air pressure detecting unit is lowered.

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 combustion control system of an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine, and a combustion control section which controls combustion in the engine on the basis of the specific gravity.

Abstract: A method of estimating an injection delay of a fuel injector. A baseline injection delay curve representing an injection delay for a predetermined type of fuel injector is established for a range of rail pressures. At least one test rail pressure for the predetermined type of fuel injector is identified based on the baseline injection delay curve. An injection delay of a selected fuel injector of the predetermined type is measured at the at least one test rail pressure. The injection delay of the selected fuel injector is estimated based on the baseline injection delay curve and the measured injection delay of the selected fuel injector at the identified test rail pressure.

Abstract: A system and process for determining fuel injection time scheduling in an internal combustion engine. The system and method uses a prediction of engine speed to compensate for the errors due to rapid speed change in fuel injection during crank/start and engine speed transition like engine tip-in and tip-out.

Abstract: A fuel injection control device of a diesel engine performs a learning injection during a no-injection period, in which a command injection quantity is zero or under. A difference between a variation in the engine rotation speed in the case where the learning injection is performed and a variation in the engine rotation speed in the case where the learning injection is not performed is calculated as a rotation speed increase. A torque proportional quantity is calculated by multiplying the rotation speed increase by the engine rotation speed at the time when the learning injection is performed. An injection correction value is calculated from a deviation between the actual injection quantity, which is estimated from the torque proportional quantity, and the command injection quantity. The command injection quantity is corrected based on the injection correction value.

Abstract: A wall film can form around a temperature sensor as a result of the temperature sensor being fitted in the intake port of the internal combustion engine, in such a manner that at least some of the fuel jet from the injection valve is sprayed onto it. The reduction in temperature that occurs as a result of the enthalpy of vaporization at the temperature sensor is measured and used as a criterion for determining the quality of the fuel supplied to the internal combustion engine. This information can be used to correct the change in injection time exclusively or in addition to adapting the starting quantity and/or using the lack-of-smoothness method.

Abstract: A combustion control system of an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine, and a combustion control section which controls combustion in the engine on the basis of the specific gravity.

Abstract: A system and process for determining fuel injection time scheduling in an internal combustion engine.

Abstract: A method and apparatus for automatic tuning of fuel injected engines includes an air-fuel ratio sensor, a load device for controlling engine RPM, a digital computer and a display device. The digital computer displays a plurality of throttle positions to an operator who sets the throttle of said engine to correspond to said display of throttle position. The digital computer varies the engine RPM over the operating range of the engine to determine corresponding map values for storage in an injector signal modifier.

Abstract: In an internal combustion engine, the fuel reaches a combustion chamber via at least one fuel-injecting device. The fuel-injecting device includes a piezo actuator. The drive energy (U), which is necessary for a specific stroke (h) of the piezo actuator, is determined from at least one function (34 to 40) which couples the stroke (h), the drive energy (U) and the drive time (t) of the piezo actuator with each other. In order to more accurately adjust the stroke of the piezo actuator, it is suggested that a function (34 to 40) be used for the determination of the drive energy (U). These functions (34 to 40) were previously determined for a typical collective load (L1, L2) to which a piezo actuator is subjected.

Abstract: A method of controlling the fuel quantity injected into an internal combustion engine having a number of injectors; for each injection, the method including the steps of determining a nominal energization time; determining a correction energization time; determining, in the event the required nominal fuel quantity is below a predetermined threshold, a corrected energization time by correcting the nominal energization time as a function of the correction energization time; and exciting an injector for the corrected energization time; the correction energization time being determined by: performing, in the presence of a predetermined series of operating conditions of the engine, a succession of energizations of the injector of gradually increasing energization times; determining a quantity related to the output torque of the engine; and calculating the correction energization time as a function of the quantity related to the output torque.

Abstract: A method and apparatus for converting a desired torque to a throttle area to generate the desired torque in an internal combustion engine including the steps of converting the desired torque to an air per cylinder value, converting the desired torque to an indicated mean effective pressure, converting the indicated mean effective pressure to a manifold pressure, and converting the manifold pressure to the throttle area.

Abstract: A method and system for adjusting the application of map limits to compensate for injector variability in an electronically controlled fuel injection system is disclosed. Fuel quantity limiting maps are stored in memory within the electronic control module of an electronically controlled fuel injector system. The application of the fuel quantity limiting maps is adjusted for individual injector performance characteristics. If a fuel injector dispenses too much fuel at a particular on time, the quantity limited in the map limit is decreased. Similarly, if a fuel injector dispenses too little fuel at a particular on time, the quantity limited in the map limit is increased. As one result, limiting maps do not unduly limit fuel quantity for an injector dispensing too little fuel at that on time due to injector variability. As another result, limiting maps properly limit fuel quantity for an injector dispensing too much fuel at that on time due to injector variability.