Abstract: A method for controlling a direct injection fuel system of a vehicle, the method comprising generating fuel pressure via an electronically controlled lift pump and a second pump, the electronically controlled lift pump actuated responsive to a command during an initial start-up duration, translating the fuel pump command via a first mapping to drive the fuel pump, where the first mapping includes mapping a default signal to active pump operation and after the initial start-up duration, translating the fuel pump command via a second mapping to drive the fuel pump where the second mapping includes mapping the default signal to pump deactivation. This method may achieve near immediate lift pump actuation upon system power-up while preserving favorable degradation modes and maintaining a simple, cost-effective inter-module communication scheme.

Abstract: Disclosed is a direct-injection spark-ignition engine designed to promote catalyst activation during cold engine operation. A fuel injection timing for a fuel injection period in an compression stroke (second fuel injection period F2) is set to allow a first fuel spray Ga injected from a first spray hole 40a to enter a cavity 34 in a piston crown surface 30, and allow a second fuel spray Gb to impinge against a region of the piston crown surface 30 located closer to an injector than the cavity 34, so as to cause the second fuel spray Gb having a lowered penetration force due to the impingement to be pulled toward the cavity 34 by a negative pressure generated in the cavity 34 as a result of passing of the first fuel spray Ga therethrough.

Abstract: An engine control system for a vehicle comprises a combustion control module and an engine startup module. The combustion control module selectively controls a spark timing and airflow into an engine based on a counter value. The engine startup module, when the counter value is one of greater than and less than a predetermined final value, controls an equivalence ratio (EQR) of an air/fuel mixture provided to the engine during an engine cranking period based on a fuel rail pressure and controls the EQR during an engine running period based on the fuel rail pressure and an engine runtime period. The counter value is set to the predetermined final value after the engine is started for a first time after the engine is assembled.

Abstract: A method for starting an internal combustion engine having direct fuel injection, comprising of adjusting a number of direct injections per combustion cycle based on a cylinder event number from a first cylinder event.

Abstract: There is described a method for operating an automation system which comprises at least two measuring modules, each connected to a higher order processing unit in order to communicate therewith. The higher order processing unit is informed of an event that is recorded by one of the at least two measuring modules. The processing unit then informs any available measuring module of the event.

Abstract: The invention relates to a method for starting an internal combustion engine associated with a starter for driving the engine when starting the latter and to means for adapting the amount of injected fuel. According to the invention, the method comprises the following steps: during a first start operation, counting the number of revolutions (PMH) of the engine when it is driven by the starter; during a second starting operation following the first operation, adapting the amount (Q) of injected fuel based on the number of revolutions (PHM) counted during the first starting operation.

Abstract: A method of starting an engine is provided. A starter is initiated to impart a first engine speed to a crankshaft of the engine. Fuel injects at a first rate into at least one cylinder of the engine. Fuel in the at least one cylinder of the engine combusts to operate the engine at generally the first speed imparted to the crankshaft of the engine by the starter until a predetermined oil pressure develops within the engine.

Abstract: An engine control system comprises a current control module and a solenoid actuator module. The current control module determines a duty cycle based on a desired current through a solenoid of an engine system and a resistance of the solenoid and corrects the resistance based on an actual current through the solenoid. The solenoid actuator module actuates the solenoid based on the duty cycle.

Abstract: In known methods for carrying out a high-pressure start of an internal combustion engine, inconvenient starting behavior can sometimes occur. In a method for carrying out a high-pressure start of an internal combustion engine (1), a high-pressure pump (22) is used to feed fuel from a fuel tank (17) to a pressure accumulator (20) and a pressure adjuster (23) is used to control the pressure in the pressure accumulator (20), wherein the high-pressure pump (22) is operated before carrying out a fuel injection into a combustion chamber of the internal combustion engine (1), and the pressure adjuster (23) is activated in such a way that, during the operation of the high-pressure pump (22), the pressure build-up in the pressure accumulator (20) above a pressure limit value pTHRES, upon the exceedance of which the fuel injection is enabled, is delayed.

Abstract: A fuel injection control apparatus of an internal combustion engine is provided with a fuel injection valve that injects fuel directly into a combustion chamber and a controller. When the engine is cold started, a first fuel injection is performed and the injected fuel is spark ignited during the compression stroke, and a second fuel injection is performed during the expansion stroke. The controller selects, according to exhaust emissions, one of a first fuel injection rate and a second fuel injection rate that is lower than the first fuel injection rate as a fuel injection rate during at least the expansion stroke and injects fuel at the selected fuel injection rate. The second fuel injection rate is selected as the fuel injection rate of the second fuel injection and the start timing of the injection is advanced compared with the conventional injection start timing.

Abstract: A fuel injection control system for a motorcycle includes an ECU (Engine Control Unit) which calculates the amount of fuel to be injected by an injector based on data detected by various sensors. The fuel injection control system also includes a generator which supplies electric power to the injector and the ECU, and is driven in accordance with the engine, and a kick pedal for manually starting the engine by manually driving the generator with a user's foot. The ECU is configured to acquire data detected by the sensors at shorter intervals during a predetermined period before starting the engine than after the engine is started.

Abstract: A start control apparatus for an internal combustion engine, which takes an amount of a fuel vaporized from a heated fuel into consideration to prevent deterioration of startability due to an overrich or overlean condition caused by an excessive or insufficient amount of the vaporized fuel and to realize improvement of cold startability. The start control apparatus includes: a heater (14) for heating a fuel to be supplied to the internal combustion engine; fuel heating control unit (22) for energizing the heater when a cooling water temperature is less than an internal combustion engine start possible water temperature value to heat the fuel; and start time fuel setting unit (26) for setting a start time fuel injection amount of the internal combustion engine according to a fuel temperature after the fuel is heated by the fuel heating control unit (22), an alcohol concentration, and the cooling water temperature.

Abstract: A fuel injection control apparatus for an internal combustion engine includes a fuel injection portion that performs each of first fuel injection for performing stratified-charge combustion, and second fuel injection for performing homogeneous-charge combustion; and an injection distribution ratio control portion that controls an injection distribution ratio. The injection distribution ratio control portion controls the injection distribution ratio to a target injection distribution ratio set based on a predetermined engine condition after start of the engine. An initial injection distribution ratio is set based on an engine condition at a time of start of the engine, and a change in the injection distribution ratio is controlled by referring to the engine condition after the start of the engine, when the injection distribution ratio is changed from the initial injection distribution ratio to the target injection distribution ratio.

Abstract: An internal combustion engine is started by performing fuel supply into part of a plurality of cylinders included in the internal combustion engine. After the magnitude of the negative pressure produced in intake piping of the internal combustion engine exceeds a predetermined reference value, fuel supply into the remaining cylinder(s) is started.

Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one embodiment, the method controls a transition from split fuel injection timing during an engine start to single event fuel injection during idle speed or engine torque control modes. The method better manages vehicle launch performance when the engine is restarted while coupled to an automatic transmission that is in gear.

Abstract: A system for an engine, comprising of a cylinder of the engine; a first injector configured to inject a first substance to said cylinder; a second injector configured to inject a second substance to said cylinder; and a controller configured to commence combustion in the engine by injecting fuel into said cylinder, where said fuel is injected by only one of said first and second injectors during said start and/or warm-up.

Abstract: An engine ECU stores a map in which three regions, that is, a high-temperature region, a low-temperature region, and a region therebetween, are prescribed. The pre-feed time T set when the present condition falls in the region is the longest. An engine ECU executes a program that includes the step of detecting an engine cooling water temperature THW when the start-up of the engine is requested, the step of executing the pre-feed until the fuel pressure P becomes equal to or greater than a fuel pressure threshold value P(TH), and the step of starting the cranking when the fuel pressure P becomes equal to or greater than the fuel pressure threshold value P(TH). Thus, the bad start-up caused by fuel vapor is avoided without operating the fuel pump unnecessarily for a long time.

Abstract: A cylinder deactivation system comprises a fuel injection module and a cold start control module. The fuel injection module injects a desired amount of fuel into a cylinder of an engine during engine cranking. The cold start control module maintains an intake valve and an exhaust valve associated with the cylinder in respective closed positions while the desired amount of fuel is injected when at least one of an air temperature and a coolant temperature is less than a predetermined cold start temperature.

Abstract: To improve a restart failure during fuel vapor occurrence, in a fuel injection control apparatus for an engine that is not equipped with a battery and starts the engine by a manual operation, the fuel injection control apparatus for an engine includes: an injector that supplies fuel to the engine based on pressure of the fuel supplied by a fuel pump; a power generating section for generating power based on rotation driving of a crank shaft of the engine; a starting device for manually starting the engine; and a control section for starting with power generation voltage by the power generating section and calculating a fuel injection amount based on an operation state of the engine.

Abstract: An electronic fuel injection control device of the present invention has at least a fuel injection device for injecting a fuel devoted to a combustion, and a power source circuit for rectifying and stabilizing an alternating-current voltage generated, based on a rotation of a crank shaft; controls the fuel injection device in an internal combustion engine started by rotating the crank shaft through a manual operation; and further has a power source voltage detection mechanism for detecting a value of a power source voltage supplied to the injection device by the circuit, and an Information processing mechanism for starting an operation when receiving a supply of a direct-current voltage from the circuit, initializing itself, inputting a power source voltage value detected by the detection mechanism, and instructing a first fuel injection for the fuel injection device when the input voltage value attains a predetermined voltage 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: A fuel injection amount control apparatus controlling an amount of fuel supplied to an internal combustion engine is disclosed. An intake passage extends from the engine, and the intake passage is branched into a plurality of branch passages in an upstream section. The apparatus includes a plurality of intake air temperature sensors and an ECU. Each of the intake air temperature sensors is provided in one of the intake passages and detects an intake air temperature in the corresponding intake passage. The ECU selects an intake air temperature that most directly expresses the engine state or the environment from the intake air temperatures detected by the intake air temperature sensors. The ECU controls the amount of the fuel supplied to the engine by using the selected intake air temperature.

Abstract: A control system for an engine includes a block heater determination module, an adjustment module, and an engine control module. The block heater determination module generates a block heater usage signal based on ambient temperature, measured engine coolant temperature, and a length of time of the engine being off prior to engine startup. The adjustment module generates a temperature signal based on the ambient temperature. The engine control module determines a desired fuel mass for fuel injection at engine startup based on the temperature signal when the block heater usage signal has a first state. The engine control module determines the desired fuel mass at engine startup based on the measured engine coolant temperature when the block heater usage signal has a second state.

Abstract: A method for starting an internal combustion engine having direct fuel injection, comprising of adjusting a number of direct injections per combustion cycle based on a cylinder event number from a first cylinder event.

Abstract: A selective combustion starting system and method selectively provides a proper amount of fuel to one or more combustion chambers in an internal combustion engine. The particular combustion chambers selected depend upon the state of the piston of the combustion chamber and the volume of the combustion chamber, which is dependent upon the position of the piston. Once proper amounts of fuel have been provided to the one or more combustion chambers, the resulting fuel air mixture in the combustion chambers is ignited and combusts to rotate the crankshaft of the engine to commence normal operation of the engine.

Abstract: Provided is an engine which can certainly be started even in a very-low-temperature range. The engine comprises a plurality of cylinders, a fuel injection device which injects fuel to the respective cylinders, a combustion chamber temperature calculation means which calculates a temperature in a combustion chamber, a control means which starts the engine by normal operation which injects the fuel to all the cylinders by the fuel injection device or reduced-cylinder operation which injects the fuel to only specified cylinders by the fuel injection device. When starting the engine, the control means controls the engine to conduct the normal operation when the temperature in the combustion chamber calculated by the combustion chamber temperature calculation means is in the very-low-temperature range and to conduct the reduced-cylinder operation when the temperature in the combustion chamber comes into a low-temperature range.

Abstract: A fuel control system includes a pressure comparison module that generates a pressure control signal when a fuel supply pressure is greater than a predetermined pressure value, a temperature comparison module that generates a temperature control signal when a temperature of an engine is greater than a predetermined temperature value, and a pre-crank fuel module that selectively dispenses pre-crank fuel prior to cranking the engine based on the pressure control signal and the temperature control signal. A related fuel control method is also provided.

Abstract: A method for starting an internal combustion engine that is operated with a fuel mixture made of at least two types of fuel. An injection of the fuel into combustion chambers of the internal combustion engine occurs starting at a predefined pressure threshold of the fuel in a fuel supply according to a high-pressure starting mode, and also according to a low-pressure starting mode if the predefined pressure threshold is no longer met. The pressure threshold is selected as a function of the mixture ratio of the fuel types in the fuel mixture. In this way it can be achieved that differences can be taken into consideration in the optimal mixture formation of the fuel types.

Abstract: An engine control system for a vehicle comprises a combustion control module and an engine startup module. The combustion control module selectively controls a spark timing and airflow into an engine based on a counter value. The engine startup module, when the counter value is one of greater than and less than a predetermined final value, controls an equivalence ratio (EQR) of an air/fuel mixture provided to the engine during an engine cranking period based on a fuel rail pressure and controls the EQR during an engine running period based on the fuel rail pressure and an engine runtime period. The counter value is set to the predetermined final value after the engine is started for a first time after the engine is assembled.

Abstract: An arrangement and a method for recirculation of exhaust gases of a combustion engine. A return line extends from an exhaust line for engine exhaust gases to an inlet line for air to the combustion engine. An EGR valve in the exhaust line regulates the amount of exhaust gases led through the return line. A control unit controls the EGR valve. An EGR cooler cools the exhaust gases in the return line by means of a cooling system of the combustion engine. The control unit decides whether the coolant in the cooling system is at a too low a temperature and, if it is, controls the EGR valve so that a larger amount of exhaust gases is led through the return line with extra heating.

Abstract: In a speed transition period from when an internal combustion engine is started to when an engine speed settles down to a certain speed, a compression top dead center of a cylinder first operating is set as a reference crank angle and compression top dead centers of the cylinders arriving successively after said reference crank angle in the speed transition period are set as judgment use crank angles. Reference crank angle advancing times are detected and stored in advance, wherein the reference crank angle advancing times are crank angle advancing times when a reference fuel is used, and the crank angle advancing times are times required for the crank angle to advance from the reference crank angle to the judgment use crank angles. The actual crank angle advancing times are detected.

Abstract: An internal combustion engine including an in-cylinder injection injector and an intake port-injection injector. An ECU includes a fuel injection duration calculation portion that calculates a requested fuel injection duration and a fuel injection control portion that causes the in-cylinder injection injector to inject fuel during the compression stroke during the cold start of the engine, and that causes fuel to be injected also in a manner other than the fuel injection performed by the in-cylinder injection injector during the compression stroke if the requested fuel injection duration is longer than or equal to an interval time. Therefore, even if the requested fuel injection duration is longer than or equal to the interval time, the emissions can be reduced while a startability during a cold start of the internal combustion engine is secured.

Abstract: An engine control apparatus for controlling the amount of the air flowing into each cylinder in accordance with the amount of the fuel flowing into the cylinder at the time of starting the engine is disclosed. Further, at the engine starting time, the target amount of the air flowing into the cylinder is calculated and/or the amount of the air flowing into the cylinder is controlled, based on the amount of the fuel flowing into the cylinder. The amount of the fuel remaining in the neighborhood of the engine intake port or in the intake pipe is calculated by being separated into a balanced liquid film amount and unbalanced liquid film amount. Based on the unbalanced liquid film amount, the injection fuel amount is corrected so that the amount of the fuel flowing into the cylinder is controlled with high accuracy.

Abstract: A method of operation of an internal combustion engine including an intake valve coupled to a combustion chamber, and a port fuel injector positioned upstream of the intake valve in an intake manifold including a throttle, the port fuel injector fluidly coupled to a fuel rail included in a fuel delivery system housing a fuel at least partially composed of alcohol. The method including, during a start-up operation when the temperature of the engine is below a threshold value and fuel is actively being injected into the intake manifold, adjusting a cone angle of a fuel spray from the port fuel injector, via adjustment of the throttle and/or fuel delivery system, based on the position of the intake valve.

Abstract: A fuel injection system (60) is provided for an internal combustion engine (62). The engine has a plurality of cylinders (70). The system includes a plurality of fuel injectors (10?) constructed and arranged to receive fuel. One fuel injector is associated with a cylinder for injecting fuel into the associated cylinder. Each fuel injector has a valve body (14), a fuel volume V, and a coil (50) to inductively heat the valve body and thus heat fuel in the fuel volume to vaporize the fuel prior to injection into the associated cylinder. A cold start fuel injector (10, 10?) is disposed in an air supply passage (72) that supplies air to the cylinders. The cold start fuel injector has a valve body (14), a fuel volume (V) and a coil (50) to inductively heat the valve body to vaporize the fuel in the fuel volume prior to injection into the supply passage.

Abstract: A fuel control system for regulating fuel to cylinders of an internal combustion engine during an engine start and crank-to-run transition includes a first module that determines a plurality of step-ahead cylinder air masses (GPOs) for a cylinder based on a plurality of GPO prediction models. A second module regulates fueling to a cylinder of the engine based on the plurality of step-ahead GPOs until a combustion event of the cylinder.

Abstract: An internal combustion engine in which intake and exhaust valve timing is varied to improve cold-start performance and emissions and to increase cylinder-out temperatures under certain operating conditions. Valve timing is controlled to modify in-cylinder conditions to enhance certain physical and chemical processes. Valve timing is preferably determined based on measurement and calculation of engine operating parameters.

Abstract: A fuel injection controlling apparatus (electronic control unit) of an internal combustion engine, which can cause first to fourth fuel injection valves of respective cylinders connected to a fuel delivery pipe to inject a fuel, which is heated after fed from a fuel pump (feed pump), is provided with a fuel pump control unit that stops a drive of the fuel pump (feed pump) until the heated fuel in the fuel delivery pipe is reduced to a predetermined amount or less.

Abstract: The invention relates to a method for starting an internal combustion engine associated with a starter for driving the engine when starting the latter and to means for adapting the amount of injected fuel. According to the invention, the method comprises the following steps: during a first start operation, counting the number of revolutions (PMH) of the engine when it is driven by the starter; during a second starting operation following the first operation, adapting the amount (Q) of injected fuel based on the number of revolutions (PHM) counted during the first starting operation.

Abstract: The description relates to an internal combustion engine, and a method for an internal combustion engine with at least one cylinder, at each of which at least one spark providing device for ignition being provided. The engine is operated, in connection to a start procedure of the engine, in a controlled self-ignition mode comprising at least one controlled combustion without spark ignition. The controlled combustion without spark ignition can comprise homogeneous charge compression ignition (HCCI).

Abstract: The present disclosure is directed to a method of operating an engine. The method may include injecting a primary fuel. The method may further include determining a need for a secondary fuel during starting of the engine and introducing the secondary fuel. The method may still further include determining an engine acceleration rate. The method may also include inhibiting the introduction of the secondary fuel when the engine acceleration rate is below an expected acceleration rate.

Abstract: An engine ECU stores a map in which three regions, that is, a high-temperature region (1), a low-temperature region (3), and a region (2) therebetween, are prescribed. The pre-feed time T set when the present condition falls in the region (2) is the longest. An engine ECU executes a program that includes the step (S400) of detecting an engine cooling water temperature THW (S200) when the start-up of the engine is requested (YES in S100), the step (S600) of executing the pre-feed until the fuel pressure P becomes equal to or greater than a fuel pressure threshold value P(TH), and the step (S700) of starting the cranking when the fuel pressure P becomes equal to or greater than the fuel pressure threshold value P(TH) (YES in S600). Thus, the bad start-up caused by fuel vapor is avoided without operating the fuel pump unnecessarily for a long time.

Abstract: A method and system for controlling a light-duty combustion engine and, more particularly, a method and system that use an engine speed governor to limit the engine speed to a level that is less than a clutch-in speed of a centrifugal clutch. If it is determined that an operator is attempting to throttle or accelerate the engine, the engine speed governor is disengaged so that normal operation can commence.

Abstract: In at least a first cycle at startup, an opening timing of an exhaust valve is controlled to 45 degrees before-bottom-dead-center of an exhaust stroke, or to a retard side of the normal closing timing that is set after warm-up is complete. Also, the closing timing of the exhaust valve is preferably controlled to an advance side of top-dead-center in a second cycle at startup and thereafter at the latest. Accordingly, the amount of unburned HC discharged during a cold start of an internal combustion engine is reduced.

Abstract: In a process of automatically stopping a diesel engine upon fulfillment of automatic engine stop conditions, an ECU cuts off fuel injection when the engine speed equals a preset first engine speed N1. The ECU limits the amount of intake air at the first engine speed N1 and, then, increases the amount of intake air at a point in time when the engine speed equals a second engine speed N2, at which point a piston in a cylinder which will be on a compression stroke at engine stop is expected to transfer to a last intake stroke, so that the piston in the compression stroke cylinder at engine stop stops at a point within a specified range closer to the bottom dead center than a piston in a cylinder which will be on an expansion stroke at engine stop.

Abstract: When it is predicted that an engine is going to be started in the near future, a heater portion of an air flow meter is energized so as to be heated in advance. Prior to the pre-heating, an intake air temperature is sensed by a temperature sensing portion of the air flow meter. After completion of start-up of an intake air temperature sensor, a difference between the intake air temperature sensed by the intake air temperature sensor and the previously sensed intake air temperature is obtained. When the difference is above a predetermined value, it is judged that the intake air temperature sensor or the air flow meter is in an abnormal condition.

Abstract: A fuel injection device of a diesel engine capable of smoothly starting the diesel engine to match an environment around the engine by saving fuel, reducing the exhaustion of carbon dioxide, and suppressing black smoke in starting the diesel engine. A rack is operated by an actuator from a lowest rack position to a starting increased fuel amount position at a lower speed than that at which the rack is operated by the actuator from the lowest rack position to the starting increased fuel amount position at the maximum operating speed. The operating speed of the rack is set in two stages, and the later operating speed of the rack is reduced less than the operating speed of the rack up to a set intermediate rack target value P2. Then, the operating amount of the rack per hour is reduced after the ignition of the engine is recognized. Also, the operating speed of the rack is controlled according to an atmospheric temperature in starting the engine.

Abstract: A method of controlling the startup of an engine using a sensor having a reference index, commanding the rotation of the crankshaft, detecting the rotation of the crankshaft, selecting a group of cylinders for which the reference index is detected less than a half-turn of the crankshaft before the piston reaches the top dead center, before the inlet valves of the selected group of cylinders closes, commanding the injectors of the selected group of cylinders, detecting the reference index, and commanding the ignition element.

Abstract: An apparatus for reducing noxious gases in the exhaust emissions of an automobile is disclosed. During engine cold start, a cold start injector having a heater downstream of the injector outlet vaporizes fuel so that a leaner air-fuel mixture can be used, thereby reducing engine emissions before the engine and catalytic converter warm up. The heater includes various configurations for swirling the fuel and exposing it to large surface areas for improving the vaporization of the fuel. A tapered bore surrounding the throttle allows for precise air flow control into the cold start device during engine warm-up.

Abstract: A method for operating a converter for the energy conversion of fuel from at least one main fuel supply, and from at least one auxiliary fuel supply for operating the converter directly and/or by operating an auxiliary unit, comprises: detecting the amount of fuel in the main fuel supply; detecting the amount of fuel in the auxiliary fuel supply, at least with respect to a predetermined minimum amount; in response to the minimum amount being reached, generating a signal that blocks at least one of a) filling of the main fuel supply, and b) startup of the converter via a control unit; and deactivating the blocking in response to the auxiliary fuel supply being replenished.