Abstract: In fuel reservoir injection systems also known as common rail fuel-injection systems (1) for motor vehicles the problem exists that for a defined quantity of fuel that is about to be injected it is necessary to take into account not only the predominant pressure of the fuel but also its temperature. It is difficult to install and use a temperature sensor to detect the fuel temperature. The invention therefore proposes a method and a device for determining the temperature (T) from the pressure (P) measured by the pressure sensor (4) and the sound-propagation velocity (V) of a shock wave triggered at the moment of injection.

Abstract: In a device for controlling the fuel quantity supplied to an internal combustion engine via a fuel supply line and an injection nozzle which includes a nozzle needle and an actuator for controlling the position of the nozzle needle, wherein a sensor for the detection of injection parameters is provided which supplies injection parameter data to a control unit for determining, on the basis of the sensor data, control parameters for the actuator of the injection nozzle, the sensor is a mass flow sensor arranged in the fuel supply line.

Abstract: Determining a fuel injection amount of an engine system having a crank sensor and airflow sensor includes computing a speed change of engine revolutions per minute and computing a speed change of an intake-air amount. Comparing the speed change of the engine rpm and the speed change of the intake-air amount with reference values, and if vibration and reverse-flow are determined to occur in the intake manifold, correcting the intake-air amount into the present engine speed and computing the present intake-air amount. The fuel injection amount is then determined by using the above computed intake-air amount. This improves the accuracy of determining the credible range of the airflow sensor and increases the range using the airflow sensor.

Abstract: A fuel supply apparatus for an internal combustion engine includes a rotation position detection unit for outputting a rotation position signal of the internal combustion engine, a control unit for controlling a electromagnetic valve by the rotation position signal so that the discharge amount corresponds to an operation state, and an error estimation means for estimating the attachment error of a high pressure fuel pump and a pump driving cam on the basis of a fuel pressure change position where the fuel pressure in a delivery pipe is changed by a discharge start of the high pressure fuel pump and a rotation position of the internal combustion engine, in which the control unit controls the control signal to the electromagnetic valve according to the attachment error estimated by the error estimation means.

Abstract: A throttle area compensation system for use with an electronic throttle control of a vehicle includes a compensation datastore of compensation values indexed by pre-compensated throttle area. A compensation vector learning module receives a pre-compensated throttle area and at least one sensed vehicle condition, and informs the compensation datastore based on the pre-compensated throttle area and the sensed vehicle condition. A throttle area compensation module communicates with the compensation datastore, receives the pre-compensated throttle area, and determines a compensated throttle area based on the pre-compensated throttle area and a corresponding compensation value of the compensation data store.

Abstract: An engine of an outboard motor includes a fuel injection system that is configured to increase the accuracy of fuel pressure measurements and more precisely control the amount of fuel injected. In a preferred mode, the fuel injection system can include a pressure dampening device that is connected to the direct fuel injected system. The system can also include a vibration dampening apparatus that protects a pressure sensor from damage that can be caused by engine vibrations.

Abstract: An internal combustion engine (18) has an intake pipe (34) which extends from an internal combustion engine main body (19) and an intake passageway (33) formed in the interior thereof communicates with an intake passageway (27) formed in the internal combustion engine main body (19), a fuel supply means (36) for supplying fuel to the internal combustion engine main body (19), an intake negative pressure sensor (43) for detecting an intake negative pressure (P) in the intake passageway (33) within the intake pipe (34), and a control unit (44) for controlling the supply of fuel to the internal combustion engine main body (19) by the fuel supply means (36) based on a detection signal of the intake negative pressure sensor (43). The intake negative pressure sensor (43) is adapted to detect an intake negative pressure at a downstream end (42) of the intake passageway (33) within the intake pipe (34).

Abstract: A control a control for an injector includes an energizing device actuated by a fluid pressure during an injection event to provide a monitoring voltage. The control unit is used with an injector and is capable of monitoring the variables of the injector such as opening and closing times of the spool valve by using a pressure of the working fluid. The control unit can control the opening and closing of the injector by determining the opening times based on a generated voltage.

Abstract: In controlling power supply time, a variation in the fuel injection quantity caused by a variation in the fuel injection rate at the in-cylinder pressure of the engine (detected or estimated value in the running state of the internal combustion engine) relative to the fuel injection rate at a reference in-cylinder pressure (under the condition of an injector characteristic measuring benchmark test), and in addition, a variation in the fuel injection start time is corrected. In the calculation of the variation in the fuel injection quantity, a fuel injection rate changing behavior model in which changing behavior of the fuel injection rate is modeled as a trapezoid is used to calculate the areas of ?q1 and ?q2. The variation in the fuel injection start time ??d is calculated based on the rail pressure and the variation in the in-cylinder pressure.

Abstract: Various systems and methods are disclosed for carrying out combustion in a fuel-cut operation in some or all of the engine cylinders of a vehicle. Further, various subsystems are considered, such as fuel vapor purging, air-fuel ratio control, engine torque control, catalyst design, and exhaust system design.

Abstract: A Common Rail injection system of an endothermic engine, the injection system including at least one fuel pressure accumulating tank, of the rail type, having an input in fluid communication with a high-pressure pump and a plurality of outputs for feeding corresponding injectors by using pressure regulating means connected and depending on an electronic control unit. Advantageously a virtual pressure sensor includes a fluid-dynamic model of the accumulating tank suitable to estimate and to obtain fluid pressure values used by the electronic control unit for driving the injection means of the Common Rail injection system.

Abstract: In an engine control system, an accelerating condition is detected from the phase of a crankshaft and an induction air pressure. A stroke condition is detected from a rotational angle of the crankshaft and an induction air pressure. A differential pressure between induction pipe pressures detected at a predetermined crank angle on an exhaust stroke and an induction stroke and induction pipe pressures resulting at the same crank angle on the same strokes is calculated as an induction air pressure difference ?PA-MAN. When ?PA-MAN is equal to or larger than the threshold, an accelerating condition is determined to be occurring, and fuel in acceleration is immediately added to a steady-state fuel injection amount for injection. To improve accelerating condition and the induction air amount detection accuracy, a volume from a throttle valve to an induction port is made equal to or smaller than the volume of the stroke of a cylinder.

Abstract: In a combustion engine, the fuel quantity is determined as a function of the inflowing air mass. As a measure for the inflowing air mass, one uses either a main load signal, which is generated by an air-mass flow sensor and represents a measure of the inflowing air mass, or a secondary load signal, which is generated as a function of the degree of throttle of a throttle device in the intake port and of the speed of the combustion engine, to correct the secondary load signal, an air-mass compensation quantity being utilized. The air-mass compensation quantity is generated in operating phases in which the correctness of the main load signal may be assumed, by comparing the main load signal with the secondary load signal.

Abstract: A pump generates a gas flow within a measurement passage having an orifice. A differential pressure sensor detects a pressure difference between both ends of the orifice. Switching valves are disposed in the measurement passage to create a first concentration measurement state in which the measurement passage is opened at both ends thereof and the gas flowing through the measurement passage is the atmosphere, and a second concentration measurement state in which the measurement passage is in communication at both ends thereof with a canister and the gas flowing through the measurement passage is a fuel vapor-containing air-fuel mixture provided from the canister. An ECU calculates a fuel vapor concentration by based on a pressure difference detected in the first concentration measurement state and a pressure difference detected in the second concentration measurement state.

Abstract: Apparatus for an internal combustion engine includes an estimating or controlling unit to determine an oil-diluting fuel quantity of an engine oil-diluting fuel which is fuel leaking out through a clearance between a piston and a cylinder of the engine and diluting an engine oil. The unit calculates a variation of the engine oil-diluting fuel quantity, and determines the oil-diluting fuel quantity in accordance with the variation.

Abstract: A fuel injection timing control system and method is provided including steps of: determining a base fuel injection timing, calculating a reference boost pressure based on a current engine operating condition, calculating a fuel injection timing compensation value based on a difference between the calculated reference boost pressure and a current boost pressure, and calculating a final fuel injection timing by compensating the base fuel injection timing with the fuel injection timing compensation value.

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: The flow meter is a device having a laser Doppler anemometer (LDA) which measures the instantaneous center line velocity of fluid flow in a pipe and processes the instantaneous velocity so obtained to compute the volumetric flow rate, mass rate, and other flow characteristics as instantaneous quantities and/or integrated over a time interval using an electronic processing method which provides an exact solution to the Navier-Stokes equations for any periodically oscillating flow. The flow meter is particularly adapted for measuring the flow characteristics of high pressure automotive fuel injection systems. Three embodiments of the flow meter are described, including a stationary stand for off-line bench testing flow rate in a fuel injection system, a portable flow meter for inline testing in a vehicle's fuel line, and an on-board flow meter sensor connected to an engine control module.

Abstract: A system is described using a fuel quality sensor for controlling various aspects of engine operation. In particular, an acoustic wave sensor is utilized to measure viscosity and density of gasoline fuels. This measurement is utilized to predict engine combustion quality during an engine start. Based on the prediction, the method adjusts engine operating parameters (such as fuel injection amount and ignition timing) to achieve improved vehicle driveability and engine combustion.

Abstract: An engine incorporates a fuel injector to supply fuel to a combustion chamber defined in an engine body. At least one fuel rail defines a fuel passage through which fuel is supplied to the fuel injector. The fuel rail is mounted to the engine body. A fuel pump pressurizes the fuel. A sensor unit is elastically mounted to the fuel rail. The sensor unit has a fuel pressure sensor that detects a pressure of the fuel pressurized by the fuel pump. The engine body has bosses that project therefrom. The engine body defines bolt holes that extend through the bosses and into the engine body adjacent to the bosses. A threaded section is formed in each bolt hole in the engine body adjacent to the corresponding boss. A bolt is screwed down into each threaded section. A portion of each bolt is spaced apart from an inner surface of a corresponding bolt hole to reduce the effects of thermal expansion of the engine body and the fuel rail.

Abstract: A method of measuring the airflow in an engine, the engine having an intake manifold, including: sampling the manifold absolute pressure in said intake manifold at a predetermined crank angle of the engine; and determining the airflow as a function of the pressure differential between atmospheric pressure and the manifold absolute pressure at said crank angle.

Abstract: A direct injection engine is coupled to a vacuum brake booster wherein vacuum created from engine pumping is used to supplement driver braking force. The brake booster is coupled through a check valve to the engine intake manifold. A method is disclosed for estimating pressure in the brake booster based on operating conditions. A method is also disclosed for estimating operating parameters based on measured brake booster pressure. Further, a method is disclosed for diagnosing degradation, or monitoring, a brake booster pressure sensor based on operating conditions. In addition, a method is disclosed for diagnosing degradation in other vehicle and engine sensors based on measured brake booster pressure.

Abstract: A direct injection engine is coupled to a vacuum brake booster wherein vacuum created from engine pumping is used to supplement driver braking force. The brake booster is coupled through a check valve to the engine intake manifold. A method is disclosed for estimating pressure in the brake booster based on operating conditions. A method is also disclosed for estimating operating parameters based on measured brake booster pressure. Further, a method is disclosed for diagnosing degradation, or monitoring, a brake booster pressure sensor based on operating conditions. In addition, a method is disclosed for diagnosing degradation in other vehicle and engine sensors based on measured brake booster pressure.

Abstract: Various embodiments of the present invention provide a flow meter device having a laser Doppler anemometer (LDA) which measures the instantaneous center line velocity of fluid flow in a pipe. The flow meter may process the instantaneous velocity so obtained to compute the volumetric flow rate, mass rate, and/or other flow characteristics (e.g., as instantaneous quantities and/or integrated over a time interval) The flow meter may use an electronic processing method. The electronic processing method may provide essentially an exact solution to the Navier-Stokes equations for any periodically oscillating flow.

Abstract: A fuel vapor treatment system is provided that diagnoses failure of the purge valve using one absolute pressure sensor. The fuel vapor treatment system includes a fuel tank, a canister, a drain cut valve, a purge valve, purge piping and a sensor. The canister adsorbs fuel vapor evaporated from the fuel tank. The drain cut valve controls the introduction of air into the canister. The purge valve is disposed between the canister and an intake passage into which fuel vapor flows from the canister. The purge piping communicates between the fuel tank and the intake passage via the canister. The sensor detects the absolute pressure inside the purge piping. The fuel vapor treatment system is further equipped with an atmospheric pressure setting device that sets the value detected by the sensor when the drain cut valve is open as the atmospheric pressure used for controlling the engine.

Abstract: A rotation angle detector for detecting the angular position of a shaft, i.e. a camshaft or a camshaft of an internal combustion engine, includes a rotatable detector wheel coupled to the shaft. Markings of a first type are distributed along a periphery of the detector wheel and are detectable by a sensor for determining a relative rational angle. Markings of a second type are also distributed over the periphery of the detector wheel. The markings of the second type are distinguishable from each other for determining an absolute rotational angle of the shaft or for determining selection of a combustion chamber for injection.

Abstract: A rate of cylinder-to-cylinder variations in an intake air quantity is calculated, and learned as a learning value based on an output from an airflow meter when a predetermined condition is met. The predetermined condition is set at a preferable condition for learning the rate of cylinder-to-cylinder variations. Subsequently, the rate of cylinder-to-cylinder variations is estimated based on the learning value when the predetermined condition is not met. Thus, cylinder-to-cylinder variations of an engine are accurately obtained in almost all the operating ranges, so that the measurement of the cylinder-by-cylinder intake air quantity with high degree of accuracy is achieved.

Abstract: A fuel injection system includes a fuel pressure boost pump having a pump body that defines a pump cylinder and a pump chamber. A piston structure is movable in the pump cylinder along a longitudinal axis of the piston structure. A fuel inlet conduit and a fuel outlet conduit are in flow connection with the pump chamber, the fuel inlet conduit being provided with a first one-way valve and the fuel outlet conduit being provided with a second one-way valve. A temperature sensor is in thermally conductive contact with the pump body.

Abstract: The detected values of a common rail pressure that were detected by a pressure sensor are read within crank angle periods ?t which are at least not more than half of a pumping cycle ?T of a supply pump, the values detected within one pumping cycle preceding a reading time (for example, S(1), S(0), . . . S(?4)) are averaged during each of the reading times, and the value thus obtained (for example, Pav(1)) is used as a common rail pressure after averaging processing, which is a representative value or a control value of the actual common rail pressure. The feedback control of common rail pressure is executed by using the values of common rail pressure after averaging processing thus computed by moving averaging. Consequently, the actual common rail pressure is converted into values suitable for control, and the feedback control of common rail pressure is executed with higher accuracy.

Abstract: A device and a method of monitoring a fuel metering system of an internal combustion engine, in particular a common rail system. The fuel is compressed by a pump, and a pressure variable characterizing the fuel pressure is determined. An error is detected when a filtered pressure variable deviates from a threshold value.

Abstract: To enable the detection of an accelerating condition from the phase of a crankshaft and an induction air pressure so as to obtain an acceleration feeling that corresponds to the accelerating condition so detected.

Abstract: The atmospheric pressure is detected accurately without using an atmospheric pressure sensor.

Abstract: An engine control system that identifies fuel dynamical steady state (FDSS) includes a cylinder and a controller that determines a detection period. The controller monitors a mass of fuel ingested by the cylinder during the detection period. The controller identifies FDSS if the mass of fuel remains within a predetermined range during the detection period.

Abstract: The swirl injector for an internal combustion engine is an electronic fuel injector for a direct injection engine, either gasoline or diesel. The injector has a housing defining a fluid channel, a needle valve disposed in the fluid channel with a spring biasing the valve to a closed position, and a solenoid disposed in the housing encircling the fluid channel. The injector has a nozzle with a conical valve seat and a cylindrical discharge orifice. The needle tip is ball shaped, and the needle body has a plurality of helical grooves which are rectangular in cross section having a width to depth ratio of 1.5:1 at about a 46° angle adjacent the tip. The valve lift is 50 &mgr;m in 60 &mgr;s. The penetration, swirl speed, and pitch angle are controllable through the injection pressure, providing an enhanced fuel injector for dual mode fuel injection.

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: Characteristic correction system for a fuel pressure sensor includes a high-pressure fuel pump 14 for discharging a high-pressure fuel, a high-pressure fuel pipe 15 for accumulating/pressurizing the high-pressure fuel, a fuel pressure control valve 16 for adjusting a fuel pressure of the high-pressure fuel to a given value, a fuel injection valve 2 for directly injecting into the combustion chamber 3 a high-pressure fuel, a pressure release valve 2, 16 for equalizing an internal pressure of the pipe 15, a fuel pressure sensor 18 for detecting the pipe's internal pressure, and a control unit 17 for calculating a correction value for a detected value, based on a pressure differential between the pipe's internal pressure and a known gas pressure, when the pipe's internal pressure is equalized with the known gas pressure.

Abstract: Disclosed here is a control unit employed for an internal combustion engine and provided with air flow sensor output correcting element capable of correcting a detected voltage error to occur in the air flow sensor according to a surge voltage and a supply voltage at each actuation of the thermal type air flow sensor. The thermal type air flow sensor output correcting element includes surge time measuring element for measuring a surge time in a value detected in the thermal type air flow sensor at the time of the sensor power on and supply voltage detecting means. The output correcting element thus calculates a warming-up characteristic correction amount for the thermal type air flow sensor according to the measured surge time and the detected supply voltage.

Abstract: A fuel injection system having a fuel injection valve in which an injection valve member is urged in an opening direction counter to a closing force by pressure in a pressure chamber which generated by a high-pressure fuel pump driven by a cam. A control valve is actuated by a piezoelectric actuator triggered by an electric control unit by which a communication of the pressure chamber with a relief chamber is controlled. When the control valve is closed, the pressure chamber is disconnected from the relief chamber. The control valve has a control valve member coupled with the actuator via a hydraulic coupler. The actuator, after a charging phase, communicates with an associated voltage meter, and the voltage between the electrical terminals of the actuator is monitored for detecting the function of the control valve.

Abstract: A multi-cylinder engine includes a plurality of combustion chambers and employs an improved intake pressure sensor arrangement to control fuel injection into the combustion chambers. A plurality of intake conduits define intake passages through which air flows to the combustion chambers. An intake pressure sensor senses intake pressure within the intake passages. A plurality of first conduits are coupled with an accumulator independent of one another and a second conduit is also coupled with the accumulator. The first conduits connect the accumulator to the respective intake passages. The second conduit connects the accumulator to the intake pressure sensor. A control device controls the amount of fuel injected into the combustion chambers based upon at least a signal from the intake pressure sensor.

Abstract: A fuel supply system for a vehicle, the fuel supply system being comprised of a fuel tank, a fuel pump installed in the fuel tank, a fuel level detection unit which is comprised of a float and a sensor member which detects a vertical displacement of the float, and a pressing member which presses with elasticity the sensor member against the inside bottom of the fuel tank.

Abstract: An electronically-controlled fuel injector includes a pressurized fluid chamber that communicates high pressure fluid to first and second pressure control chambers. A direct-operated check moves between closed and open positions in response to a difference in fluid pressure in the first and second pressure control chambers. A first thermally pre-stressed bender actuator is used to operate a control valve that controls fluid communication between the fluid chamber and a fluid source. A second thermally pre-stressed bender actuator is used to operate a control valve that controls the fluid pressure in the first pressure control chamber to effectively control opening and closing of the check during portions of an injection sequence.

Abstract: An air-fuel ratio control system for an internal combustion engine is provided which is capable of appropriately and promptly correcting variation in the air-fuel ratio of a mixture between cylinders and realizing a very robust air-fuel ratio control, even with a complicated exhaust system layout. The ECU of the system for control of the air-fuel ratio of a mixture supplied to first to fourth cylinders determines a feedback correction coefficient, calculates a cylinder-by-cylinder variation coefficient indicative of variation in air-fuel ratio between the cylinders, based on a model parameter of a model having the input of the feedback correction coefficient thereto and the output of the detected air-fuel ratio, identifies the model parameter, corrects a basic fuel injection amount such that the cylinder-by-cylinder variation parameter converges to a moving average value thereof, thereby calculating a cylinder-by-cylinder final fuel injection amount.

Abstract: A fuel delivery system includes a drop ejector for discretely ejecting drops of combustible liquid in a digital manner. A controller is configured to cause the drop ejector to provide a first air/fuel mixture to a combustion chamber for a first portion of a fuel intake period and to provide a second air/fuel mixture to said combustion chamber for a second portion of the same fuel intake period.

Abstract: A method for setting a predetermined travel of an actuator (1), in particular a piezo-electric actuator (1) for an injector of an injection system is disclosed. According to said method, a first electric state variable (Q) of the actuator (1), which determines the travel of the actuator (1), is set. Said first electric state variable (Q) is set in accordance with the temperature (TAKTOR) of the actuator (1), to avoid temperature-induced fluctuations of the actuator travel.

Abstract: A method and apparatus for controlling a fuel injector assembly of an internal combustion engine during cold operation thereof is disclosed. If a combustion-absent condition is detected in one or more of the cylinders associated with the engine, an engine control module cuts out the affected cylinders thereby preventing additional fuel from being delivered to the cylinders for a predetermined period of time, such as 4-5 seconds. During the period of time in which the cylinders are cut out, the pistons in the remaining cylinders associated with the engine continue to operate thereby heating the engine block. After the predetermined period of time, fuel is again injected into the cylinders if a combustion-present condition is detected therein.

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: Methods and apparatus for controlling an engine having a first maximum power rating based on at least a first predetermined operating condition of the engine. A first sensor transmits a first signal as a function of the engine operating at a predetermined operating condition other than the first predetermined operating condition. A control device receives the first signal and transmits a power signal to the engine as a function of the first signal. The power signal may, by itself, or in conjunction with other signals, cause the engine to produce a quantity of power in excess of the first maximum power rating.

Abstract: A rotation angle detector for detecting the angular position of a shaft, i.e. a camshaft or a camshaft of an internal combustion engine, includes a rotatable detector wheel coupled to the shaft. Markings of a first type are distributed along a periphery of the detector wheel and are detectable by a sensor for determining a relative rational angle. Markings of a second type are also distributed over the periphery of the detector wheel. The markings of the second type are distinguishable from each other for determining an absolute rotational angle of the shaft or for determining selection of a combustion chamber for injection.

Abstract: A fuel injection control system and method for an internal combustion engine and an engine control unit, for accurately determining a fuel injection period and for performing accurate and optimum control of the actual fuel injection amount. An amount of fuel demanded by the engine is determined according to the detected operating conditions of the engine. An amount of fuel deposited on walls downstream of the fuel injection valve is determined according to the detected operating conditions. A net amount of fuel to be injected from the fuel injection valve is determined based on the determined demand amount of fuel and the determined deposited amount of fuel. Pressure of fuel to be injected from the fuel injection valve is determined. The fuel injection period is determined by correcting the determined net amount of fuel according to the determined pressure of fuel.

Abstract: A system is described using a fuel quality sensor for controlling various aspects of engine operation. In particular, an acoustic wave sensor is utilized to measure viscosity and density of gasoline fuels. This measurement is utilized to predict engine combustion quality during an engine start. Based on the prediction, the method adjusts engine operating parameters (such as fuel injection amount and ignition timing) to achieve improved vehicle driveability and engine combustion.