Abstract: The invention relates to a method and an arrangement for correcting a fuel quantity which is supplied to an internal combustion engine. The correction is carried out in dependence upon a first corrective value for a start phase of the engine and a second corrective value for a restart of the engine. In this way, a precise fuel precontrol can be carried out.

Abstract: The invention relates to a method for controlling an internal combustion engine during a cold start operation. The engine is supplied with a substantially constant, lean air/fuel ratio immediately after the engine is started, while the engine has an idle speed that is allowed to vary as a function of the difference between a target air/fuel ratio and an actual air/fuel ratio. The invention further relates to an arrangement for carrying out the method.

Abstract: An ECU executes a determination process determining whether the rate of increase in the engine speed is above a prescribed rate immediately after the engine start, and if so, delays the ignition timing.

Abstract: A starting method of an LPI engine in a partial cool-down state wherein an engine is allowed to start with ample fuel pressure obtained in a fuel line when an LPI engine is in a partial cool-down state, thereby enabling the engine to start smoothly, and a fuel pump is driven at a maximum speed for a prescribed period of time within the scope of not generating noise even after starting of the engine has been performed, thereby enabling a stable engine operation.

Abstract: A method to deliver fuel during a start for an internal combustion engine is described. The method provides individual cylinder fuel control based on the number of fueled cylinder events. The method offers improved engine emissions while maintaining engine run-up performance.

Abstract: A carburetor arrangement is provided for an internal combustion engine that is to be started with a pull cord. A fuel channel that is connected with a fuel-filled storage space opens into and supplies fuel to an intake channel portion as a function of the underpressure in the intake channel portion. The underpressure in the intake channel portion is increased during the start-up process via a start-up mechanism. To keep the engine ready to run with the start-up mechanism engaged, a control valve is disposed between the storage space and where the fuel channel opens into the intake channel portion. The control valve is opened or closed by a control unit as a function of the speed of the internal combustion engine.

Abstract: During a start, particularly during a cold start, of an internal combustion engine without additional auxiliary drive, a precisely metered fuel mass is introduced into a combustion chamber. In the case of an internal combustion engine having direct fuel injection, a rail pressure prevailing in a high-pressure accumulator is frequently only insufficiently built up during a start, which has an unfavorable effect on the mixture formation. To improve the start performance of the internal combustion engine, the injection pressure available in the high-pressure accumulator is monitored during the start, and fuel from the high-pressure accumulator is first injected into the at least one combustion chamber when the injection pressure has reached or exceeded a specifiable threshold value. This ensures that the rail pressure is high enough, in order to inject a sufficient quantity of fuel into the combustion chamber so that an ignitable air/fuel mixture is formed.

Abstract: An engine control system and method for a displacement on demand internal combustion engine includes a throttle preload signal generator that outputs a throttle preload area signal having a base portion and ramp out portion. A combining circuit combines the throttle preload area signal with a current throttle area signal to generate a throttle preload difference signal that adjusts throttle area to smooth transitions during at cylinder deactivation. The engine control system smoothes the transition between activated and inactivated modes by increasing throttle area and manifold pressure when transitioning between activated and deactivated modes.

Abstract: A fuel supply and injection system includes a fuel tank, a single electric pump unit, a plurality of fuel injection valves and a piping arrangement. The pump unit is provided in the fuel tank and includes an inlet for taking the fuel in the fuel tank and an outlet for discharging the fuel. The injection valves are secured to an engine main body. Each fuel injection valve includes a nozzle, which is disposed in a corresponding one of combustion chambers and injects the fuel supplied from the pump unit directly into the corresponding one of the combustion chambers. The piping arrangement connects between the electric pump unit and each fuel injection valve. The pump unit is the only pump for supplying the fuel to the fuel injection valves.

Abstract: The aim of the invention is to reduce exhaust emission during the staring phase of a direct-injection internal combustion engine. For this purpose, at least one first injection per working cycle takes place when the internal combustion engine is cold, especially during the starting and/or warm-up phase, thereby producing a substantially homogeneous, combustible fuel/air mixture (56) in the combustion chamber (12). In the same working cycle at least one further injection is supposed to take place which produces a substantially rich fuel/air mixture (64) in the zone of the ignition device (34). The lambda value of the fuel/air mixture (64) produced by the second injection in the zone of the ignition device (34) is smaller than the lambda value of the fuel/air mixture (56) present in the remaining combustion chamber.

Abstract: A method and an arrangement for detecting the end of a start operation in an internal combustion engine (1) of a motor vehicle make it possible to distinguish the start operation from a steady-state condition of the engine (1) even for starters having a high starter rpm. At least one operating variable of the engine is determined which is different from the rpm thereof. The at least one operating variable is compared to a pregiven threshold value. The end of the start operation is detected when the at least one operating variable reaches or exceeds the threshold value.

Abstract: An electronically controlled engine management system for an outboard motor, which determines the temperature of the engine and manipulates the engine management parameters to allow the engine to operate smoothly and efficiently. The engine temperature detection permits an efficient starting environment as well as an smooth starting to normal running transition period.

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

Abstract: In response to start of cranking in an internal combustion engine by a starter, a fuel injection control starts. When an initial combustion of the fuel injected into the internal combustion engine is detected based on a rotational speed of a crankshaft, it is determined that the internal combustion engine in a warm-up period, and a control for reducing a fuel injection period is executed. When it is detected that the rotational speed of the crankshaft exceeds a predetermined rotational speed, it is determined that the internal combustion engine is in a start-up promotion period, and a control for extending the fuel injection period is executed.

Abstract: Engine cranking control is ended when it is detected that the battery voltage for driving the starter is lowered to at least as low as a starter drive judgment value and thereafter, returns to at least a starter stop judgment value during the engine cranking control that is started on condition that an engine is rotating. A start for driving a starter and a stop of driving the starter can be distinguished based on battery voltage where the battery voltage recovers due to a rapid reduction of consuming current and a rapid increase of a generating current when a driver recognizes an engine combustion completion and stops a starter driving. As a result, on increase of an engine friction, the cranking control is accurately ended, preventing deterioration of a fuel economy and excess exhaust gas emission.

Abstract: A fuel delivery system having an electronically controlled throttle valve operatively disposed in an intake manifold. An idle speed control valve is operatively disposed within a bypass gas flow passageway. A control system controls the actuation of both the throttle valve and idle speed control valve to control the delivery of a combustible charge to the internal combustion engine to maximize engine efficiency and minimize noxious emissions.

Abstract: An engine system includes an engine, a fuel system that communicates with the engine, and a controller that communicates with the fuel system. The controller controls a first quantity of liquid fuel to the engine at a first A/F ratio and a second quantity of vapor fuel to the engine at a second A/F ratio during a predetermined period after start-up. The liquid and vapor fuel mixture has a third A/F ratio. The controller determines an available A/F ratio of vapor fuel within the fuel tank and performs a comparison with a target A/F ratio range. The second quantity is set to zero if the A/F ratio of the vapor fuel is outside of the target A/F ratio range. The controller adjusts the first and second quantities based on a comparison between an exhaust A/F ratio and a target exhaust A/F ratio.

Abstract: An electronic control system for an internal combustion engine comprising a controller having a fuel injection control section to control an injector of a fuel injection unit to supply fuel to the engine and an electric power source section to apply a driving power from a generator driven by the engine to the fuel injection unit and the controller, the controller having a first injection command generation section to generate an injection command when an output voltage of the generator reaches a set value whereby a first fuel injection at a start of the engine is made when the first fuel injection command generation section generates the injection command.

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

Abstract: A method for remote start of a vehicle engine is disclosed. Immediately upon engine start the volatility characteristics of the fuel are determined and this information used to adjust the quantity of fuel injected into the cylinders of the engine during open-loop fuel injection control. Passenger compartment electrical loads are turned off until the catalytic exhaust system is heated to permit closed-loop fuel control. Thereafter, pending operator intervention, the fan, A/C, defroster, and the like, are sequentially turned on and operated for a limited time to prepare the passenger compartment for the absent driver. The method results in minimum emissions, and reduces fuel consumption during extended idle operation while maintaining smooth engine start operation.

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: An evaporative emission control system detects an opening failure of a purge control valve that controls the amount of purge gas flowing from a canister into an intake passage of the engine, and determines whether a significant shift occurs in an air/fuel ratio feedback factor when the opening failure is detected. If the air/fuel ratio feedback factor is shifted to the rich side, a rich-side initial value is set to a vapor concentration learned value, and, if the feedback factor is shifted to the lean side, a lean-side initial value is set to the vapor concentration learned value. These initial values give larger changes to the vapor concentration learned value than update amounts by which the learned value is updated during normal learning control.

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

Abstract: An in-cylinder ion sensor provides a signal representative of the air/fuel ratio of the charge mixture as an engine starts. The signal representative of the air/fuel ratio is used as a feedback signal for an electronic control unit to perform cold-start closed-loop control during an initial operating period from a cold-start before an on-board oxygen sensor is able to warm up. After reaching a functional operating temperature, the oxygen sensor provides a signal that is used as an adaptive calibration tool which allows the electronic control unit to calibrate the ion sensor signal and use that signal for controlling the air/fuel ratio during cold start operation.

Abstract: An engine start control system provides at least one sensor detecting engine operating conditions, an injector, and a control unit. The control unit controls the injector based on signals of the at least one sensor and it is programmed to perform a control logic comprising, determining whether an accumulated number of cases in which engine start is determined to be delayed is greater than a predetermined reference value and controlling the injector to not inject fuel for a predetermined number of engine cycles.

Abstract: In an internal combustion engine including a plurality of cylinders, a fuel injection system and method sets an amount of fuel injected into each cylinder sequentially in a first cycle of fuel injection during a normal engine start in which an engine speed increases, such that an amount of fuel to be injected into one of the cylinders where the last injection is to be performed within the first cycle is larger than an amount of fuel to be injected into another one of the cylinders in the first injection within the first cycle.

Abstract: A charge-injected internal combustion engine exhibits improved starting performance with charge-injection timing control. A charge-injected internal combustion engine has an air-fuel injection valve for directly injecting a compressed air-fuel mixture into a combustion chamber. The engine is also provided with an air pump, driven by the crankshaft for discharging compressed air, and a timing controller for setting injection timing of the air-fuel injection valve. When initial startup of the engine is detected, the controller sets the injection timing to the intake stroke. When the engine reaches a predetermined engine speed, or when the pressure of the injection air reaches a threshold pressure where injection of the air-fuel mixture is possible on the compression stroke, the timing controller switches the injection timing from the intake stroke to the compression stroke.

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 starting fuel injection control device for an internal combustion engine including a unit for estimating the starting ability of the internal combustion engine, a crank angle detecting unit for outputting a crank angle signal in synchronization with a specific crank angle position of each cylinder of the internal combustion engine and a cylinder discriminating unit for discriminating a reference crank angle of a specific cylinder. The device also includes a unit for simultaneously injecting fuel to all the cylinders before the completion of the cylinder discrimination at the starting time and a unit for starting the independent injection by turns separately for each cylinder in synchronization with the crank angle signal from the time just after the completion of the cylinder discrimination, and a unit for starting simultaneously injects fuel to another cylinder where intake is possible.

Abstract: An invention that judges whether an engine is being cranked by a starter based on the conditions that a prior cranking control has ended, the engine rotates at or less than a limit rotation velocity leading to an engine stall, and a battery voltage falls to or below a predetermined value. When such conditions are met, then engine cranking control is started. The engine can be shifted to the cranking control without an input signal from a starter switch and the engine can be promptly cranked.

Abstract: With regard to a stabilization control which is executed while compression stroke injection is executed in an engine warming-up process, an execution period of the stabilization control is limited to a period until when an elapsed time since an engine is started reaches a predetermined time. Accordingly, after the elapsed time reaches a predetermined time, it is possible to suppress an unnecessary increase in a fuel injection amount or unnecessary advance of ignition timing by the stabilization control. Also, when an increase in the temperature of a catalyst is completed in the engine warming-up process, and a fuel injection mode is switched from the compression stroke injection to intake stroke injection, the stabilization control is restarted.

Abstract: A system and method to predict engine air amount for an internal combustion engine is described. Included is a method to predict a change in engine air amount based on engine position. This method especially suited to engine starts, where engine air amount is difficult to predict due to low engine speed and limited sensor information. The system and method provides the prediction of engine air amount without extensive models or calibration. Fuel is supplied based on the predicted engine air amount.

Abstract: An internal combustion engine having one injection valve (3) per cylinder and at least one additional port injector (5) for injecting fuel into combustion air which is fed to the cylinders (2) in the intake tract (4). The port injector (5) havs two supply inlets (10, 11) which can be closed off. A control unit (8) determines the quantity of fuel which is to be delivered as a function of the operating state of the internal combustion engine (1). Separately provided starting fuel is delivered by the port injector (5) during the warm-up phase of the internal combustion engine.

Abstract: A fuel injection amount control apparatus of an internal combustion engine is arranged to start injection of a fuel into an intake passage of the engine when a certain engine start condition is satisfied, and stop the injection of the fuel when a certain engine stop condition is satisfied. The control apparatus estimates an amount of fuel deposited on an intake passage forming member that defines the intake passage, and determines a fuel injection amount based on the estimated fuel deposition amount. The control apparatus also executes a particular process for making an actual fuel deposition amount on the intake passage forming member substantially equal to zero, after the engine stop condition is satisfied and before the injection of the fuel is started under a condition that the engine start condition is satisfied.

Abstract: A system and method to predict engine air amount for an internal combustion engine is described. Included is a method to predict a change in engine air amount based on engine position. This method especially suited to engine starts, where engine air amount is difficult to predict due to low engine speed and limited sensor information. The system and method provides the prediction of engine air amount without extensive models or calibration. Fuel is supplied based on the predicted engine air amount.

Abstract: A method and device for starting an internal combustion engine in a manner which reduces the emissions occurring during starting. The method and device involving setting the throttle valve in an intake duct, accelerating the engine via a crank shaft starter alternator to a desired rotational speed, determining the suction-pipe pressure in the intake duct downstream of the throttle valve, and enabling fuel injection when the suction-pipe pressure undershoots a predetermined threshold value.

Abstract: In a method of controlling a drive unit, particularly an internal-combustion engine generator unit, in addition to first and second controlling devices, a third controlling device is provided for computing a third injection quantity. One of the controlling devices is set as dominant for controlling the rotational speed. From an operator determined charge definition, a charge injection quantity is computed, and is compared with the injection quantity of the dominant controlling device. As a function of the comparison, the dominance of the controlling device is retained or the charge definition is set to be dominant for a power-determining signal.

Abstract: A fuel injection control apparatus for an engine includes a controller. The controller controls a main fuel injection valve and an auxiliary fuel injection valve. The controller predicts whether the pressure of the pressurized fuel decreases below a permissible value, which is less than a predetermined value, during a period from a point of time after the pressure of the pressurized fuel becomes greater than or equal to the predetermined value till when fuel injected from the auxiliary fuel injection valve reaches the interior of a cylinder of the engine. When the pressure of the pressurized fuel is greater than or equal to the predetermined value, and it is predicted that the pressure of the pressurized fuel will not decrease below the permissible value during the period, the controller causes the main fuel injection valve to start injecting the pressurized fuel.

Abstract: A method to deliver fuel during a start for an internal combustion engine is described. The method provides individual cylinder fuel control based on the number of fueled cylinder events. The method offers improved engine emissions while maintaining engine run-up performance.

Abstract: A method is provided for controlling emissions in a parallel hybrid motor vehicle that includes an electric propulsion system in parallel with a combustion propulsion system. In accordance with one embodiment of the invention, manifold absolute pressure (MAP) is monitored in the intake manifold of the combustion propulsion system. The electric propulsion system is engaged to reduce the MAP to a predetermined pressure, and then fueling and combustion of the combustion propulsion system are initiated only after the MAP is reduced to a pressure less than the predetermined pressure.

Abstract: During the starting of an internal combustion engine with fuel injection, so-called preliminary injections (I) are dispensed according to a certain preliminary injection strategy in order to build up a wall film in the cylinders and simultaneously provide an ignitable mixture for the initial combustion. To avoid a situation where the preliminary charges during the starting phase are too rich or too lean, different quantities of fuel are chosen for the preliminary injections (I), depending on the charges to be expected in the relevant cylinders.

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

Abstract: An internal combustion engine, especially of a motor vehicle, is described wherein fuel can be injected into an intake manifold or into a combustion chamber during warm up. A control apparatus is provided for determining a warm-up factor (fWL) for increasing the injected fuel quantity below an operating temperature of the engine. With the control apparatus, the warm-up factor (fWL) is determined from a base factor (fG) and a load-dependent factor (fLA).

Abstract: A system and method to predict engine air amount for an internal combustion engine is described. Included is a method to predict a change in engine air amount based on a difference in engine speed. This method is especially suited to engine starts, where engine air amount is difficult to predict due to low engine speed and limited sensor information. The system and method provides the prediction of engine air amount without extensive models or calibration. Fuel is supplied based on the predicted engine air amount.

Abstract: A fuel injection system for multi-cylinder engine has an ECU for controlling respective fuel injection amount for cylinders. The ECU adjusts each of fuel injection amounts to suppress engine revolution speed change and engine vibration caused by differences of combustion power between cylinders. The vibration suppressing control is carried out on the basis of injection correction amounts that is calculated based on deviation of the engine revolution speed in each engine cylinder. The ECU stores the injection correction amounts in a two-dimensional map defined by a cooling water temperature and a fuel temperature. In the case of an initiation of the control, the ECU looks up the map to obtain an initial value in accordance with a present temperature condition of the engine. It is possible to start or resume the control from a proper level of the injection correction amount.

Abstract: The invention is directed to a method and an arrangement for operating an internal combustion engine wherein the vapor pressure curve is determined with a pressure sensor in the fuel metering pipe during the shutoff phase of the engine and the fuel injection quantity in a subsequent start of the engine is corrected in correspondence to this pressure curve.

Abstract: A spark ignition engine (2) has a fuel injector (8) in an intake port (7). An engine rotation speed sensor (9) detects the rotation speed of the engine (2). The controller (1) determines the target fuel injection amount of the fuel injector (8) during startup of the engine (2) by correcting the basic injection amount in response to the trend in the variation in the engine rotation speed. When the rotation speed of the engine (2) decreases, the controller (1) sets the target fuel injection amount to be smaller than when the rotation speed of the engine (2) is increasing at an identical rotation speed. As a result, effects on the air-fuel ratio related to wall flow relative to fluctuations in the rotation speed of the engine (2) are eliminated and the control accuracy of the air-fuel ratio of the engine (2) is improved.

Abstract: In an internal combustion engine including a plurality of cylinders, a fuel injection system and method sets an amount of fuel injected into each cylinder sequentially in a first cycle of fuel injection during a normal engine start in which an engine speed increases, such that an amount of fuel to be injected into one of the cylinders where the last injection is to be performed within the first cycle is larger than an amount of fuel to be injected into another one of the cylinders in the first injection within the first cycle.

Abstract: The invention comprises at least two independent intake ports 14a, 14b connected to a combustion chamber 15, two intake valves 12a, 12b, and two exhaust valves 13a, 13b. Upper and lower channels 22a, 22b which are defined by a partition wall, and an intake control valve 25 for opening and closing the lower side channel 22b are provided in the interior of the first intake port 14a. An intake control valve 26 for opening and closing the first intake port 14b is also provided. The invention further comprises a controller 50 for controlling the opening and closing of the intake control valves 25 and 26, and the degree of opening of these intake control valves 25 and 26 is controlled in accordance with the operating conditions.

Abstract: It is highly likely that fuel is already adhered to the inside wall surface of the combustion chamber at the beginning of engine startup when it is estimated that the temperature at the beginning of engine stop of the most recent engine operation is low when the engine is restarted. Under these conditions, a fuel injection quantity is reduced or an intake air quantity is increased when the engine is restarted. Therefore, even if the adhered fuel vaporizes when the engine is restarted, the air-fuel ratio will not become excessively rich as a result.