Abstract: An incremental correction coefficient K.sub.TW is set according to the temperature Tw of cooling water of an engine and is used to incrementally correct the quantity of fuel injected into the engine. The coefficient K.sub.TW is adjusted according to detected surge torque. An incremental correction coefficient KACC is used during acceleration in the engine, to incrementally correct the quantity of the fuel to be injected and a decremental correction coefficient KDEC is used during deceleration in the engine, to decrementally correct the quantity of the fuel to be injected. The coefficients KACC and KDEC are adjusted according to the degree of the adjustment done on the coefficient K.sub.TW. Not only the coefficient K.sub.TW based on the water temperature but also the coefficients KACC and KDEC based on the acceleration and deceleration are thus corrected to proper levels for the fuel.

Abstract: A control system for an internal combustion engine estimates an amount of adherent fuel adhering to the inner surface of the intake passage, as well as an amount of carried-off fuel evaporated form fuel adhering to the inner surface of the intake passage and carried into combustion chambers, determines an amount of supply fuel to be supplied to the engine, based upon operating conditions of the engine, the estimated adherent fuel amount, and the estimated carried-off fuel amount, and supplies the determined supply fuel amount into the intake passage. The control system calculates an amount of exhaust gases to be recirculated from the exhaust passage to the intake passage, and corrects the estimated adherent fuel amount and the estimated carried-off fuel amount, based upon the calculated exhaust gas recirculating amount, based upon the calculated exhaust gas recirculating amount.

Abstract: A misfiring detecting apparatus for an internal combustion engine avoids misidentification of misfiring in the engine in certain operating conditions thereof, thus providing for improved misfiring determination. Angular velocities of a crankshaft of the engine are detected at two crank positions both after top dead center of the engine or respectively before and after thereof. The occurrence of misfiring in the engine is determined on the basis of a deviation between the angular velocities thus detected. Misfiring determination is disabled if the rotational speed of the engine is greater than a predetermined value, or if an engine load is less than a predetermined value, or if the engine is in an engine starting period.

Abstract: An electronic engine controller (EEC) controls the delivery of fuel to an internal combustion engine via one or more fuel injectors by generating a base fuel value and modifying it with a transient fuel compensation value. The EEC determines the transient fuel compensation value by measuring a temperature value indicative of the temperature of the induction system of the engine and determining a valve effect value indicative of the effect of intake valve temperature on the vaporization of fuel in the induction system. A transient fuel compensation value is then generated in response to the temperature value and the valve effect value. The base fuel value, generated under any of a variety of known engine control methods, including open-loop control and closed-loop control, is altered in response to the transient fuel compensation value to generate a fuel injector control signal for controlling the amount of fuel delivered by the fuel injectors.

Abstract: A fuel supply control system which controls an amount of fuel supplied to an internal combustion engine. An ECU detects a value related to an amount of combustion ions generated within cylinders. The detected value is compared with a predetermined value, and the amount of fuel supplied to the engine is corrected based upon the comparison result, when the engine is in a transient operating condition, such as acceleration and deceleration, whereby the responsiveness of the air-fuel ratio feedback control is enhanced to improve drivability and exhaust emission characteristics.

Abstract: A system for controlling fuel metering in an internal combustion engine using a fluid dynamic model and the cylinder air flow past the throttle is determined therefrom. Based on the observation that the difference between a steady-state engine operating condition and a transient engine operating condition can be described as the difference in the effective throttle opening areas, the amount of fuel injection is determined from the product of the ratio between the areas and a basic fuel injection amount under the steady-state engine operating condition obtained by mapped data retrieval and by subtracting a correction amount corresponding to an air flow filling a chamber between the throttle and the cylinder from the product. Under steady-state engine operation, the correction amount becomes zero.

Abstract: In engine fuel control applications in which a fuel command is issued to control at least a pair of fuel injectors, fuel command compensation is provided to stabilize fuel control from injection to injection while retaining fuel delivery accuracy. Fuel control performance over a control period is modelled, and the model stabilized through modern control techniques. Non-linear compensation is applied to reduce any residual fueling error, and both synchronous and asynchronous transient compensation are provided.

Abstract: An electronic control device for an internal combustion engine having a control unit for detecting a running state of an engine, and which controls a fuel quantity or an ignition timing of the engine in accordance with the running state, where the electronic control device monitors the transient running state of the engine, and includes a fuel property sensor for detecting a fuel property, such that the fuel quantity or the ignition timing is corrected in accordance with the fuel property under the transient running state.

Abstract: A fuel injection control device controls the calculated fuel injection quantity depending upon the load condition of the engine such that the fuel injection quantity demanded by the engine can be established. This fuel injection quantity is determined based upon engine speed, intake air temperature, engine temperature, the atmospheric pressure of the intake air, and the throttle opening. When the detected intake air temperature is high for a high load condition of the engine, an intake air temperature correction factor is set such that the intake air temperature is less influential upon the establishment of the fuel injection quantity. Moreover, during acceleration, an acceleration incremental fuel injection quantity is calculated based upon different water temperature correction factors. When an engine temperature is low, the fuel injection quantity demanded by the engine is very large.

Abstract: A spark timing control system includes an engine state detecting device for detecting a state of an internal combustion engine. A vehicle vibration detecting device serves to detect a vibration of a vehicle in a longitudinal direction with respect to the vehicle. A target vehicle vibration value calculating device serves to calculate a target vehicle vibration value on the basis of one of results of detections by the engine state detecting device and the vehicle vibration detecting device. A control quantity setting device serves to set a control quantity of a spark timing so as to control the result of detection by the vehicle vibration detecting device at the target vehicle vibration value by use of an optimal feedback gain which is determined according to a dynamic model of the engine.

Abstract: Data for engine conditions such as engine speed (r.p.m.), a flow rate of air taken in each of a plurality of cylinders of the engine, etc. are detected by various sensors; an amount of fuel to be injected into each engine cylinder is calculated repeatedly on the basis of the detected data at fixed time intervals; the calculated amount of fuel is injected into each engine cylinder, wherein the calculated fuel injection amount is injected each cylinder at an optimum fuel injection time in an engine cycle and the calculated fuel amount can be renewed at least once in a time from starting of fuel injection until completion of the fuel injection in an load operation of the engine in which an engine load is larger than in idling.

Abstract: A learning control method for an electronic engine control system in which a variable concerning the adhesion of injected fuel onto a wall surface of an intake manifold, the evaporation of adhered fuel or the runaway of fuel to a cylinder is determined on the basis of a detection value of the operating state of an engine in accordance with a predetermined relational expression and the quantity of fuel injection is controlled on the basis of the determined value of the variable so that a target air/fuel ratio is realized, comprises the steps of determining the degree of deviation of an air/fuel ratio from the target value after the engine has been turned from a steady operating state into a transient operating state, determining a range in which the detection value of the engine operating state as the base of determination of the variable has changed upon occurrence of a fuel injection quantity control error which causes the deviation of the air/fuel ratio from the target value, and correcting a corresponding

Abstract: To determine a correction quantity (KM) of fuel injected in dynamic transition operation, the filter constants (A, B, C) of a filter characteristic are chosen as a function of operating parameters of the internal combustion engine.

Abstract: A stratified charge burning internal combustion engine with a fuel injection time controlling function wherein production of smoke upon high load operation of the engine can be reduced by control of the fuel injection time. Fuel injection time setting means sets a fuel injection end time and further sets a fuel injection start time from the fuel injection end time and a required fuel amount, and injector driving means drives an injector in accordance with the fuel injection times. Consequently, air fuel mixture and air from a pair of intake ports are flowed into the combustion chamber to make laminar tumble swirls so as to effect laminar combustion.

Abstract: A method and an apparatus for control of engine fuel injection are characterized by detecting the state of the acceleration of the engine and also judging whether or not the engine is in a specific acceleration state, by, when the engine is judged to be in a specific state of acceleration, using such a value as a crank shaft angle obtained in advance in order to predict the air mass flow rate of the air flowing into a specific cylinder having undergone a fuel injection, by using the predicted air mass flow rate or the crank shaft angle to determine a proper asynchronous fuel injection quantity for the above-mentioned acceleration state for the specific cylinder, and then by performing an asynchronous injection.

Abstract: A pulse width modulated controller for N.sub.2 O and enrichment fuel delivery includes a system control logic section which processes signals from sensors for throttle position, engine speed and a number of other user-selectable parameters and a driver section controls electrically operated injectors or solenoid valves. The driver section allows the injectors to open only when all of the parameters sensed in the control section are met. Moreover, the driver section activates injectors according to a pulse generated by a pulse width modulation section which determines how long the injectors will remain activated. The pulse width modulation section receives signals based on the present throttle position and engine speed and adjusts these values according to values for N.sub.2 O and enrichment fuel based on engine speed and throttle position set by the user in a tuning section and thereby continuously provides the driver section with a pulse having a width proportional to the proper amount of N.sub.

Abstract: A correction factor K for the transition correction of the quantity of fuel to be injected on acceleration or deceleration depends upon a pressure change in the intake pipe .DELTA.p which lies in a characteristic field depending on the throttle valve position .alpha. and the rotation speed n.

Abstract: A control system for an internal combustion engine corrects an amount of supply fuel to the engine based upon operating conditions of the engine as well as an estimated amount of adherent fuel adhering to the inner surface of the intake passage and an estimated amount of fuel carried off fuel adhering to the intake passage inner surface and carried into combustion chambers. The correction of the supply fuel amount is limited when the engine is operating in an idling condition. According to a further aspect of the invention, the adherent fuel amount and the carried-off fuel amount are corrected based upon a calculated amount of exhaust gases and a detected operating mode or valve timing of at least one of intake valves and exhaust valves.

Abstract: In a fuel injection system for an internal combustion engine, the system calculates the pulse width of the angle-synchronous fuel injection pulses from a main load sensor, such as an inlet manifold pressure sensor (22) or a hot film or hot wire air mass meter (24). Under rapidly-changing load conditions of the engine, the signal from the main load sensor is not sufficiently accurate to maintain a closely stoichiometric mixture. The present invention provides a throttle valve angle sensor for monitoring the degree of opening of an engine throttle (18), and changes the calculation of the basic angle-synchronous fuel injection signal when the measured rate of change of the throttle valve angle reaches a predetermined valve.

Abstract: An electronic control system for fuel metering in an internal combustion engine includes, inter alia, means for determining a basic injection-quantity signal and a transition compensation signal for adapting the quantity of fuel metered-in in the case of acceleration and deceleration, in which, for the purpose of transition compensation, a wall-film quantity signal and a discharge factor signal (Tk) are formed as a function of load and rotational speed, and the transition compensation signal takes into account both the wall-film quantity signal and the discharge factor signal. The discharge factor signal can either be read from a characteristic map or assume two discrete values. The proposed system serves the purpose of achieving a transitional behavior which is as optimum as possible with respect to the exhaust gas.

Abstract: A fuel injection control system for an internal combustion engine wherein the fuel control operates on load range strategies and wherein the amount of fuel is adjusted either by changing the duration or timing of injection during certain transient conditions so as to improve running and prevent stalling.

Abstract: An electronic control fuel injection apparatus for a crank chamber compression type 2-cycle engine which compensates a fuel injection amount predetermined by an opening degree of an engine intake air system and an engine speed in response to a fuel amount reduction rate allocated by using a opening degree of the engine intake air system and an engine speed if the engine speed enters an acceleration loss region during a predetermined deceleration and or re-acceleration of the engine while a deceleration of the engine is detected.

Abstract: A fuel injection control apparatus includes a detection part for detecting whether or not an internal combustion engine is operating in prescribed high load conditions, a fuel injection control part for increasing a fuel injection time during which an amount of fuel proportional to the fuel injection time is supplied to the engine, a delaying part for delaying increase of the fuel injection time until a prescribed delay time has elapsed since the high load conditions are detected, a heat condition measuring part for measuring a heat condition of exhaust parts of the engine prior to the detection of the high load conditions, and a delay time control part for varying the delay time of the delaying part in response to a measured heat condition of the exhaust parts, thereby preventing overheating of the exhaust parts during the high load conditions of the engine.

Abstract: An electronic system for controlling the fuel injection of an internal-combustion engine based on the load, rotational speed, and temperature, as well as at least an oxygen probe reading in the exhaust pipe. The system determines basic injection-quantity signal as well as a transition-compensation signal to adapt the injection fuel quantity in situations of acceleration and deceleration. The system stores an engine characteristics map for a wall-film-quantity signal, and dividing factors for acceleration and deceleration. The system generates a correction value (Wkor) for the wall-film quantity signal and correction factors (FWS1kor, FWS2kor) for the two dividing factors. Three methods are provided for changing the correction factors in connection with the adaptation and these are based on a direct calculation, based on an estimation of the missing quantity and incremental calculation, and based on an incremental adjustment based on the evaluation of the oxygen-probe voltage.

Abstract: A fuel supply control apparatus for an internal combustion engine on a motor vehicle which controls the fuel injection quantity to the engine in accordance with an operating state of the engine, the apparatus detects a gear-shift position in a transmission of the engine on the basis of an engine speed and a vehicle speed so as to set a pressure decision value on the basis of the gear-shift position and the vehicle speed. This pressure decision value is compared with the actual intake pipe pressure so that the decision is made such that the engine is in a high-load state when the intake pipe pressure is higher than the pressure decision value. The apparatus increases the fuel injection quantity to the engine under the decision that the engine is in the high-load state. This arrangement can accurately detects the engine high-load state so as to ensure the effective travelling of the motor vehicle.

Abstract: A control system for an internal combustion engine estimates an amount of adherent fuel adhering to the inner surface of the intake passage, as well as an amount of carried-off fuel evaporated from fuel adhering to the inner surface of the intake passage and carried into combustion chambers, determines an amount of supply fuel to be supplied to the engine, based upon operating conditions of the engine, the estimated adherent fuel amount, and the estimated carried-off fuel amount, and supplies the determined supply fuel amount into the intake passage. The control systems corrects the estimated adherent fuel amount and the estimated carried-off fuel amount, in response to an intake parameter which is changeable within the intake passage. The intake parameter includes an amount of evaporative fuel purged, valve operating characteristics of intake valves and/or exhaust valves, an amount of assist air supplied to fuel injection valves.

Abstract: A method for controlling an internal combustion engine employing an exhaust gas recirculation system wherein a fuel injection amount is controlled corresponding to a calculated cylinder air mass flow rate and the method comprises the steps of: deriving a flow rate of a recirculated exhaust gas flowing into an induction passage of the engine; predicting a partial pressure of the exhaust gas within the induction passage on the basis of the flow rate of the recirculated exhaust gas; and deriving the cylinder air mass flow rate on the basis of the predicted value of the partial pressure of the recirculated exhaust gas.

Abstract: A method and apparatus for controlling an engine involves detecting a crank angle of an engine; detecting a rotation number of the engine based on the crank angle; detecting an injection timing by a fuel injection valve; determining an acceleration state; calculating a time period from injection to acceleration initiation based on the acceleration state and the injection timing; detecting a load of the engine; determining an injection correction value based on at least the acceleration initiation timing and the rotation number of the engine; determining a fuel injection pulse width based on the injection correction value, and controlling the fuel injection valve accordingly.

Abstract: An air-fuel ratio control system for internal combustion engine using fuel containing alcohol corrects an amount of fuel supplied to the engine by a correction amount dependent on load on the engine when the engine is in a predetermined high load region. The concentration of alcohol in the fuel is detected, and the correction amount is decreased to a smaller value as the detected concentration of alcohol in the fuel is higher.

Abstract: A fuel control system for an engine has a fuel injector which injects fuel into an intake passage of the engine. An airflow meter detects the amount of intake air of the engine. A controller controls the amount of fuel to be injected from the fuel injection means on the basis of a dulled value by dulling a present value of the output of the airflow meter so that the preceding value of the output of the airflow meter is reflected in the dulled value in a predetermined proportion. The degree of reflection of the preceding value of the output of the airflow meter in the dulled value is reduced when the relation between the value of the output of the airflow meter and the dulled value is inverted.

Abstract: An engine load parameter-calculating system for an internal combustion engine calculates an engine load parameter indicative of an amount of intake air drawn into the engine. The system determines a value of an opening area formed by a throttle valve and reflecting an amount of intake air, a reference value of the opening area in accordance with the rotational speed of the engine, and a value of the engine load parameter from the value of the opening area and the reference value of same. An engine control system calculates a basic control amount for controlling the engine by the use of the value of the engine load parameter.

Abstract: A fuel control apparatus for an engine which comprises means for measuring an air quantity sucked to the engine and means for supplying fuel to the engine in correspondence with the air quantity sucked to the engine, said means for measuring the air quantity sucked to the engine, measuring n times in one stroke of the engine, said means for supplying fuel to the engine, supplying fuel to the engine of which quantity is based on a ratio of change of the measured value of the air quantity.

Abstract: A fuel control device of an engine which comprises: an intake pipe pressure detecting means; a crank angle signal generating means; a transient state determining means for determining a transient state of an engine; a transient state correction fuel quantity calculating means; an averaging means for averaging the pressure data in a predetermined crank angle signal period; a basic fuel quantity selecting and calculating means for calculating a basic fuel quantity after selecting an output signal of an instantaneous value of the pressure data or an output signal of the averaging means corresponding with an output level of the transient state correction fuel quantity calculating means; a fuel injection quantity determining means for calculating a fuel injection quantity by using the transient state correction fuel quantity and the basic fuel quantity; a fuel quantity measuring means for measuring a fuel quantity for supplying by injection fuel of the fuel injection quantity by the fuel injection quantity determi

Abstract: An air-fuel ratio control device for an engine, by which the air-fuel ratio of the air-fuel mixture supplied to the engine is changed. The device set the air-fuel ratio to a lean mixture when the engine load is lower than a set load value and predetermined set speed, and when the engine load become higher than the set load value, or the engine speed exceeds the set speed, the device switches the air-fuel ratio from a lean mixture to a rich mixture to obtain higher engine output. The set load value is varied in accordance with the engine speed such that it is reduced as the engine speed is increased.

Abstract: A fuel injection control apparatus for an internal combustion engine has a controller, which includes a microprocessor for executing a predetermined processing in response to fundamental parameters representing the operational condition of the engine, produces a basic fuel injection pulse on the basis of a suction air quantity and a rotational speed of the engine and corrects the basic fuel injection pulse in accordance with the degree of acceleration or deceleration required, thereby to provide a fuel injection pulse applied to a fuel injector. The microprocessor is provided with membership functions varying with respect to acceleration or deceleration and determines a correction coefficient for correcting the basic fuel injection pulse on the basis of the degree of acceleration or deceleration required in accordance with a fuzzy reasoning using the membership functions.

Abstract: An air-fuel ratio control method for an internal combustion engine, in which the air-fuel ratio of a mixture supplied to the engine is feedback-controlled to a desired air-fuel ratio in response to output from an exhaust gas ingredient concentration sensor. When the engine is in a predetermined accelerating condition, fuel supply to the engine is increased. The rate of correction of the air-fuel ratio of the mixture by the feedback control is set to a smaller value when the engine is in the predetermined accelerating condition, than values to be set when the engine is in other operating conditions.

Abstract: A fuel injection system for a crankcase compression two cycle internal combustion engine wherein the amount of fuel supplied by the fuel injectors is decreased temporarily in the event the engine speed is accelerated after operating at a speed below a predetermined speed for a predetermined length of time. The amount of fuel reduction is determined by the length of time at which the speed has been below the predetermined speed and also the rate of opening of the throttle valve.

Abstract: An engine control device for electronically controlling fuel injection of an engine is disclosed. The engine control device includes algorithms for instantaneously calculating fueling requirements in accordance with sensory inputs corresponding to engine operating conditions and throttle position. The fueling requirements are instantaneously reflected as modifications of the duration of fueling signals supplied to the fuel injectors, so that instantaneous fueling changes are effected. Fuel is conserved, and engine responsiveness improved in the current or presently occurring fuel injection cycle as a result of the immediate responsiveness of the engine control device operation.

Abstract: An engine control apparatus has an intake air quantity detector which detects an intake air quantity to an engine, a controller which controls the engine in response to the output of the intake air quantity detector a load detecting detector which detects a load to the engine, and a clip device the output of the intake air quantity detecting means at a second value when a first time has passed after the load of engine has reached a predetermined value or higher.

Abstract: A fuel control system for an engine has a fuel injector which injects fuel into an intake manifold of the engine. A fuel injector controller determines the amount of fuel to be injected from the fuel injector so that the sum of the amount of the direct delivery part of the injected fuel which is directly fed to a combustion chamber of the engine from the injector and the amount of the drawn part fuel which has adhered to the well surface of the intake manifold, evaporates and then flows into the combustion chamber is a target amount of fuel to be actually fed to the combustion chamber and causes the fuel injector to inject the target amount of fuel.

Abstract: In order to make the quantity of fuel in a cylinder approach a requested value with high accuracy, the characteristic of fuel transport is employed by use of a model in which all injected fuel adheres onto walls of the intake manifold and then a part of the fuel adhering to the walls is sucked off into the cylinder. By use of a respective model for each cylinder, the quantity of fuel injected into each cylinder is independently controlled so that the quantity of fuel in the cylinder is established to be a requested value.

Abstract: A petrol injection system for an internal combustion engine, the system being adapted to provide additional petrol into the inlet manifold of the engine during acceleration conditions in order to compensate for the less efficient transference of vaporized fuel to the engine cylinders during acceleration conditions, the quantity of additional fuel (BA) being determined in accordance with a stored enrichment value (FBAAM) which is adjusted regularly to take into account changing engine conditions. During the warming-up phase of the engine when the normal lambda regulation is inactive, the magnitude and direction of adjustment of the acceleration enrichment value (FBAAM) is derived from the behavior of the rotational speed (n) of the engine and the .lambda. probe signal (.lambda.>1 or .lambda.<1) during an acceleration enrichment operation in that if, during an acceleration enrichment operation in the warming-up phase of the engine, it is detected that the .lambda.

Abstract: A turbocharged internal combustion engine for a spark ignition internal combustion engine using gasoline as the fuel is disclosed. An intake system is constructed for the generation of a homogeneous flow of the intake air. The turbocharger is constructed to obtain a ratio of a pressure at the output to the pressure at the input higher than at least 1.5. A lean combustible mixture is obtained at a high engine load or engine speed area whereat the turbocharger can obtain a full supercharging ability. A relationship between the degree of supercharging is such that the larger that value of the air-fuel ratio, the higher the intake pressure. A high fuel consumption efficiency is obtained while preventing an excessive increase of the exhaust gas temperature.

Abstract: In one aspect of the present invention, fuel is injected through the injector into the internal combustion engine in non-synchronism with a predetermined crank angle or a predetermined ignition timing each time when the intake air pipe pressure traverses a predetermined set value from the smaller value side to the larger value side. In another aspect of the present invention, the fuel injection is effected in non-synchronism with the predetermined crank angle or the predetermined ignition timing when the intake air pipe pressure traverses a second predetermined value which is selected among a plurality of predetermined set values (the second predetermined value being larger in the absolute value than a first set value, and being close to the first set value) in a case that a time of traversing the first and second set values of the intake air pipe pressure is shorter than a predetermined time.

Abstract: An automotive engine is provided with a fuel control system having a fuel injector for injecting a properly controlled quantity of fuel into cylinders of the automobile engine. The control system is adapted to cause the fuel injector to inject an increased quantity of fuel when an engine control value, relative to which the automotive engine changes its speed of rotation for a decision as to whether the automotive engine is in an acceleration state, is higher than a critical level. The control system also detects the transmission coupled to the automobile engine, and changes, when a temperature of the automotive engine is lower than a preselected temperature, the critical level according to the type of transmission detected.

Abstract: A fuel injection control system derives a target fuel amount to be introduced into a combustion chamber of an internal combustion engine in each induction stroke in the engine revolution cycle, according to an engine driving condition for establishing a desired air/fuel ratio of an air/fuel mixture in the combustion chamber. The target fuel amount is modified with a fuel transferrring characteristics dependent correction value which is derived as the reverse of a fuel transferring characteristic when the injected fuel amount coincides with the fuel amount introduced into the combustion chamber. The fuel injection amount for actual fuel injection is thus derived so that the injected fuel amount coincides with the modified target fuel amount.

Abstract: A control apparatus for use in an internal combustion engine system of a motor vehicle equipped with an automatic transmission having therein a lock-up mechanism. There is included a vehicle resonance reducing section for controlling an opening degree of a throttle valve when the motor vehicle is in an acceleration state so as to reduce a vehicle resonance accompanying an operation of the engine. The vehicle resonance reducing section estimates a torque to be required for the engine on the basis of an accel-operating amount due to the vehicle drive and the engine operating state and corrects the estimated torque by using operation variables of the motor vehicle so as to calculate a target throttle opening degree. Also included in the control apparatus is a lock-up control section for compulsorily locking up the automatic transmission when the vehicle resonance reducing section is in operation.

Abstract: A fuel injection system for an internal combustion engine of the type wherein the lengths of fuel injection pulses (t.sub.i) are based on engine load signals (TL) developed from a measurement of intake manifold pressure (p) and wherein compensation is provided for the fuel injection signals during transitions between different dynamic operating conditions. Transition compensation for the inlet manifold pressure values representative of engine load is achieved by modifying the pressure values in dependence upon incremental pressure differences (.DELTA.p). The pressure difference values (.DELTA.p) used for this purpose can themselves be modified by other engine-dependent factors (F.sub.1, F.sub.2) when the measured incremental manifold pressure differences (.DELTA.p) exceed predetermined thresholds.

Abstract: An adaptive control system for categorized engine conditions is disclosed in which the engine conditions to be controlled are discriminated and classified in accordance with the driver's intent and the vehicle operating conditions. It is decided that a given engine control condition is continued or the transition is under way between different control conditions as a history judgement, and a vehicle operation parameter is determined in accordance with the determined history. At the same time, in accordance with the control condition decided and classified, an operating signal is applied to the engine with an operating parameter thus determined and the result of engine control response is observed to update the adaptive parameter.

Abstract: The present specification discloses an engine control system for controlling the acceleration response characteristics of a vehicle. The engine control system of the present invention operates generated torque of the engine by at least one of measured parameters including an intake air amount per one rotation of the engine, an intake manifold inner pressure and a throttle opening and adjusts the ignition timing in such a direction that a desired acceleration response characteristics is obtained in accordance with a generated torque value.