Abstract: A pressure-reducing regulator for CNG fuel includes a high pressure sensor that detects fuel pressure at an inlet, a filter element that filters fuel, an orifice that provides access to a pressure reduction chamber, and a movable pintle located within the orifice, such that a flow rate of fuel through the orifice varies according to a position of the pintle within the orifice. The pressure-reducing regulator further includes a motor that moves the pintle, a low pressure sensor that detects fuel pressure at an outlet and a control unit comprising a processor. The process is configured for reading data from the high pressure sensor, data from the low pressure sensor and vehicle data from an engine, calculating a desired position of the pintle based on the sensor data and the vehicle data, and transmitting a signal to the motor for moving the pintle to the desired position.

Abstract: An internal combustion engine includes a variable mechanism that changes a working angle of an intake valve. A controller diagnoses whether there is an abnormality that an intake air amount reduces during idle operation. The controller changes an abnormality determination threshold for diagnosing an abnormality on the basis of a mode in which the working angle is changed by the variable mechanism.

Abstract: A system according to the principles of the present disclosure includes a desired injection duration module, a fuel control module, and a throttle control module. The desired injection duration module determines a desired injection duration. The fuel control module compares the desired injection duration to an injection duration limit and controls a fuel injector of an engine based on the injection duration limit when the desired injection duration is greater than the injection duration limit. The throttle control module controls a throttle of the engine based on the injection duration limit when the desired injection duration is greater than the injection duration limit.

Abstract: A control apparatus for an internal combustion engine is configured to execute an air-fuel ratio control based on an output of an air-fuel ratio detector provided in an exhaust passage through which exhaust gas from a plurality of cylinders flows. The control apparatus includes an abnormal lean deviation detection portion configured to detect whether an abnormal lean deviation is occurring in at least one specific cylinder among the plurality of cylinders, the exhaust gas from the at least one specific cylinder influencing the air-fuel ratio detector more strongly than the exhaust gas from each of a rest of the plurality of cylinders; and an enriching control portion configured to execute an enriching control for the at least one specific cylinder when the abnormal lean deviation detection portion detects that the abnormal lean deviation is occurring in the at least one specific cylinder.

Abstract: A method of stoichiometrically operating a diesel-fueled internal combustion engine. During a main (conventional) fuel injection event, fuel is injected into the cylinders. The air-fuel ratio during this main fuel injection event is stoichiometric. The cylinders are operated by either advancing the exhaust valve closing or modifying the phasing of the exhaust and intake valve lift events, to achieve a negative valve overlap period between the end of the exhaust phase and the beginning of the intake phase of the engine cycle. Fuel is injected into the cylinders during the negative valve overlap period, which results in highly reactive fuel and reduces ignition delay during the main fuel injection event.

Abstract: Methods and systems for adjusting fuel injection of an internal combustion engine are disclosed. In one example, a change in fuel pressure is scheduled when a number of pilot fuel injections provided by a fuel injector to a cylinder transitions from a first number during a first engine cycle to a second number during a second engine cycle. The methods and systems may reduce engine emissions and improve engine noise characteristics.

Abstract: A control device for an internal combustion engine performs rich control when a fuel cutoff operation is terminated and fuel supply to a combustion chamber is restarted, and the engine includes a plurality of the combustion chambers and a fuel supply cycle is repeated. The control device includes a controller configured to set a first moment and a second moment such that the fuel supply cycle which includes the first moment is different from the fuel supply cycle which includes the second moment, the first moment being a moment at which the rich control is started in a first combustion chamber of the plurality of combustion chambers, and the second moment being a moment at which the rich control is started in a second combustion chamber of the plurality of combustion chambers that is different from the first combustion chamber.

Abstract: A method for controlling pressure in a high-pressure region of an internal combustion engine includes adjusting a fuel outflow from the high-pressure region into a low-pressure region by means of an injector, which has a control valve adjusted by a piezo actuator and a control chamber. The method includes charging the piezo actuator by a first signal such that the control valve is moved from a closed position to a partially open position and fuel flows out from the high-pressure region into the low-pressure region, discharging the piezo actuator by a second signal such that the control valve is moved into the closed position, and partially discharging the piezo actuator by a third signal after the first signal and before the second signal. The method provides pressure control in the high-pressure region via an injector with high reliability even at high rail pressure.

Abstract: In a hybrid electric vehicle in which an internal combustion engine and an electric motor/generator are connected via a clutch, the controller performs the following processing before the operation of the internal combustion engine stops in a stationary state of the vehicle while the clutch is engaged. Specifically, it is determined whether or not the clutch can be disengaged within a predetermined time period. If the clutch can be disengaged within a predetermined time period, the clutch is disengaged. If the clutch cannot be disengaged within the predetermined time period, a driving torque of the internal combustion engine is lowered to an engine stoppable torque set in advance while the clutch is engaged. Then, the operation of the internal combustion engine stops. Through this control, it is possible to prevent a vibration sound or an abnormal sound that may be generated when a driver turns off the ignition button.

Abstract: A method of correcting operating set points of an internal combustion engine is disclosed. The method includes predetermining an oxygen sensor time correction factor representative of a delay between a combustion event of a fuel quantity injected into a cylinder of the engine and a measurement in the exhaust pipe of an air-to-fuel ratio produced by said combustion event; calculating a fuel injection error quantity as a difference between a nominal fuel quantity and an estimated fuel quantity injected into the cylinder, the nominal fuel quantity being determined for an injection that precedes the measurement of an air-to-fuel ratio value by the oxygen sensor time correction factor, the estimated fuel quantity being determined as a function of an air mass flow value and of the measured air-to-fuel ratio value; and correcting the operating set points of the internal combustion engine using the calculated fuel injection error quantity.

Abstract: A control apparatus for an internal combustion engine is provided that is capable of calculating a high-accuracy turbine rotational speed. A turbo supercharger which includes, in an exhaust passage, a turbine that is operated by exhaust energy of the internal combustion engine. A turbine rotational speed model which calculates a turbine rotational speed. The turbine rotational speed is corrected by an exhaust energy correction part equipped with the turbine rotational speed model.

Abstract: The present invention provides a method of determining if a fluid level in a transmission is satisfactory. The transmission includes a controller and is coupled to a powered vehicle. The method includes measuring a grade of the surface upon which the vehicle is positioned with an inclinometer and measuring the fluid level in the transmission with a fluid sensor. The method also includes communicating the measured grade and measured fluid level to the controller and determining a fluid level threshold based on the measured grade. The measured fluid level and fluid level threshold are compared and a determination is made if the measured fluid level is satisfactory based on the comparison.

Abstract: A method and a system for providing vacuum via an engine are described. In one example, introduction of a gaseous fuel is ceased in response to a request for the engine to provide vacuum to a vehicle vacuum system.

Abstract: A constant current is made to flow between sensor electrodes by a constant current circuit provided in the outside of the oxygen sensor, whereby the output characteristics of an oxygen sensor can be changed. Further, when a specified current-switching-permission condition is met, a value of current flowing between the sensor electrodes is switched and a direct current resistance value (internal resistance value) of the oxygen sensor is computed from a difference in the output of the oxygen sensor and a difference in the value of the current between before and after switching the value of the current flowing between the sensor electrodes. Then, at the time of a constant current supply in which the constant current is made to flow between the sensor electrodes, in other words, when the output characteristics of the oxygen sensor are changed, an amount of output-voltage-variation is found from a constant current value and a direct resistance value at that time.

Abstract: When a stop position of a piston resulting from the automatic stop is in a range that is on an advance side of a threshold in terms of crank angle, fuel injection is performed at beginning of the automatic restart-up in the cylinder that is in the intake stroke and an ignition is performed in a subsequent initial compression stroke in the same cylinder. When the stop position of the piston resulting is in a range that is on a retard side of the threshold in terms of crank angle, initial fuel injection is performed in the cylinder that next enters an intake stroke among the cylinders of the internal combustion engine after the beginning of automatic restart-up and initial ignition is performed in a subsequent compression stroke in the same cylinder. The threshold is determined in accordance with an amount of deviation of a crank angle.

Abstract: A bi-fuel and dual-fuel engine variable pressure fuel system is presented facilitating individual or simultaneous use of liquid and gaseous fuels including natural gas and gasoline, through employment of a variable output pressure gaseous fuel regulator incorporating an attached hydraulic amplifying structure communicating with a relatively low pressure hydraulic servo circuit that may in turn communicate with a variable pressure automotive liquid fuel system to facilitate relatively high pressure gaseous fuel injection.

Abstract: An engine includes a normal fuel tank, fuel gas tank, an in-tank injection valve and a fuel gas supply valve. During operation of the engine, in a state where the fuel gas supply valve is closed, a fuel is injected into the fuel gas tank through the in-tank injection valve to generate a fuel gas by vaporizing the fuel. The fuel gas is stored in the fuel gas tank and is maintained in the gas phase due to the natural decompression even after the engine is stopped. To start the engine, the fuel gas supply valve is opened to supply the fuel gas in the fuel gas tank to a surge tank. Thus, compared with the case where the fuel gas is generated at the start of the engine, the fuel gas can be quickly supplied into the cylinder, so that the ability to start the engine is improved.

Abstract: Method for controlling the fuel supply in a cylinder of a four-stroke internal combustion engine with controlled ignition; the control method comprises the steps of: determining, prior to the exhaust phase, a first forecast (PPR-1) of the suction pressure during the suction phase; determining, prior to the exhaust phase, an initial programming of injection of fuel as a function of the desired air/fuel ratio ?DES and the first forecast (PPR-1) of the suction pressure during the suction phase; determining at the end of the exhaust phase, a second forecast (PPR-2) of the suction pressure during the suction phase; and determining, at the end of the exhaust phase, a final programming of the fuel injection as a function of the desired air/fuel ratio ?DES, of the second forecast (PPR-2) of the suction pressure during the suction phase and of the initial programming of the fuel injection.

Abstract: A fuel injection control method for an internal combustion engine includes instantaneous injection that injects fuel to a predetermined cylinder is executed immediately when it is determined that a predetermined condition is satisfied after cranking of the engine is started. A leaning influence ratio which is a ratio of a time period during which vaporized fuel supplied to the predetermined cylinder becomes lean to a instantaneous injection time period which is a time period over which fuel is injected by the instantaneous injection is estimated. A threshold value is set based on temperature of the engine. When the leaning influence ratio is larger than the threshold value, the instantaneous injection is inhibited.

Abstract: A system including a sensor, data storage unit to store data relating to the positioning of the accelerator pedal, a processor connected to determine if the data relating to the accelerator pedal reaches a predetermined level. If the data reaches the predetermined level, a controller sends a signal to the fuel injector requiring the fuel injector to cut the fuel to the engine. A method of the present invention including sensing by a sensor to determine the positioning of an accelerator pedal, storing data relating to the positioning of the accelerator pedal in a data storage unit, determining by a processor if the data relating to the positioning of the accelerator pedal is above a predetermined level, and sending a signal by a controller to the fuel injector to stop fuel flow if the data relating to the positioning of the accelerator pedal is above the predetermined level.

Abstract: An engine fuel pump control apparatus is provided. The engine fuel pump control apparatus is connected to an engine and a transmission. A fuel pump is interposed in a fuel conduit between a fuel tank and the engine and the fuel pump has a selectively variable fuel delivery rate. A fuel pump controller is configured to adjust a fuel delivery rate from the fuel pump to the engine in which the fuel pump controller is configured to increase the fuel delivery rate as a rotational speed of the engine increases. The fuel pump controller is further configured to adjust the fuel delivery rate as a detected vehicle speed characteristic varies.

Abstract: A method and apparatus for controlling a diagnostic module for an exhaust gas sensor in a vehicle is provided. The exhaust gas sensor is located in an exhaust pathway in the vehicle. The diagnostic module may be configured to perform a signal range verification of an oxygen sensor portion of the exhaust gas sensor. A controller is operatively connected to the exhaust gas sensor and to the vehicle engine. The controller disables the diagnostic module when one or more entry conditions are satisfied. The entry conditions may include requiring the engine speed to be greater than a fuel cut-off threshold, the fuel cut-off threshold being the engine speed at which the fuel to the engine is terminated. The entry conditions may include: no fuel being delivered to the engine; and a vehicle exhaust brake mode being activated such that the exhaust pathway from the engine is obstructed.

Abstract: A method for monitoring an exhaust gas sensor coupled in an engine exhaust is provided. In one embodiment, the method comprises indicating exhaust gas sensor degradation based on a time delay and line length of each sample of a set of exhaust gas sensor responses collected during a commanded change in air-fuel ratio. In this way, the exhaust gas sensor may be monitored utilizing robust parameters in a non-intrusive manner.

Abstract: A method of preventing an automatic engine stop includes estimating a temperature of a volume of fluid within a hydraulic accumulator that is in selective fluid communication with a fluidly-actuated torque-transmitting device. The torque-transmitting device is coupled to an internal combustion engine and configured to selectively transmit a torque from the engine to a vehicle wheel. The method further includes comparing the estimated fluid temperature to a temperature range, and preventing the internal combustion engine from automatically stopping if the estimated fluid temperature is outside of the temperature range.

Abstract: A system and method to enable electronically controlled internal combustion engines to self-adjust parameters and operate properly on different fuels that have wide ranges of physical and chemical properties. Input from a sensor is utilized that gives a signal indicative of the combustion process. The ECU processes the signal and readjusts the engine operating parameters to achieve its operating goals.

Abstract: An engine system includes: a mixture portion capable of mixing a first liquid as a main fuel with a second liquid at a predetermined mixture ratio; an engine to which a mixed fuel produced by mixing the first liquid with the second liquid is fed from the mixture portion; and a control portion controlling the mixture ratio of the mixed fuel to be a target mixture ratio based on a driving state of the engine. The control portion controls the target mixture ratio based on a feeding period from the time when the mixed fuel is fed from the mixture portion to the time when the mixed fuel arrives at the engine.

Abstract: In a method for operating an internal combustion engine for adjusting a desired fuel/air mixture, wherein the rotary speed is determined by an operating curve based on a fuel/air mixture composition, wherein the operating curve has ascending and descending branches and a maximum, wherein a lambda value is smaller than 1 on the descending branch, it is first determined by statistic evaluation whether the operating point is on the ascending or descending branch. In a second method step, when the operating point is not on a desired branch of the operating curve desired as a starting point for a third method step, at least one operating parameter is changed until the operating point is positioned on the desired branch. In a third method step, the maximum of the operating curve is determined. Based on the determined maximum, the desired operating point of the internal combustion engine is then adjusted.

Abstract: Embodiments provide systems and methods for using a feedback correction factor to determine whether a motor vehicle should be placed in a judging or non-judging mode regarding the on-board diagnostic system. If the feedback correction factor is within a predetermined range, the vehicle is placed in a judging mode. If the feedback correction factor is outside a predetermined range, the vehicle is placed in a non-judging mode. Methods and systems for using an engine oil temperature to determine whether a motor vehicle should be placed in a judging or non-judging mode regarding the on-board diagnostic system are disclosed. If an engine oil temperature, or predicted engine oil temperature, is below a predetermined temperature, the motor vehicle is placed in a non-judging mode. If an engine oil temperature, or predicted engine oil temperature, is above a predetermined temperature, the motor vehicle is placed in a judging mode.

Abstract: A fuel injection control system for an internal combustion engine is provided which is designed to perform pilot injection of fuel into the engine through a fuel injector prior to main injection. The system monitors a combustion state parameter representing a combustion state of the fuel within a combustion chamber of the engine which has been sprayed in the event of the pilot injection. When the combustion state parameter is determined as lying out of a stable combustion range where the fuel is to burn stably, the system changes the number of pilot injections to be executed prior to the main injection and/or the quantity of the fuel to be sprayed in each pilot injection, thereby enhancing the ignitability of the fuel in the pilot injection.

Abstract: A dual fuel common rail system may be operated in a regular mode in which a relatively large charge of gaseous fuel is ignited by compression igniting a relatively small injection quantity of liquid diesel fuel. The dual fuel system may be operated in a single fuel limp home mode in which liquid diesel fuel is injected at higher pressures. When transitioning from the single fuel limp home mode to the dual fuel regular mode, accumulated leaked liquid fuel in the gaseous nozzle chamber of each fuel injector is purged and burned in the respective engine cylinder.

Abstract: A control system for an internal combustion engine, wherein in the control system, an in-cylinder oxygen amount is calculated and a compression end temperature, which is a temperature of the pressurized air-fuel mixture, is calculated according to an intake air temperature. A fuel injection parameter is determined according to the compression end temperature, the in-cylinder oxygen amount, and an engine rotational speed. The fuel injector is controlled based on the determined fuel injection parameter. By determining the fuel injection parameter according to the compression end temperature in addition to the in-cylinder oxygen amount, the combustion state is adjusted when the compression end temperature is low, thereby maintaining a stable combustion state.

Abstract: A drive circuit for driving an electromagnetic fuel-injection valve, the drive circuit varying an application sequence of a drive voltage, which is supplied from a step-up power supply to a fuel-injection valve for conducting injection multiple times in a single stroke of an internal-combustion engine, between the first injection and the second and subsequent injections, and setting the application sequence such that the consumption of power from the step-up power supply in the first injection becomes smaller than the power consumption in one of the second and subsequent injections.

Abstract: A judging device comprises a catalyst, an upstream air/fuel ratio sensor having an air/fuel ratio sensing element covered with a diffusion resistance layer, and a downstream air/fuel ratio sensor. The judging device performs main feedback control to equalize the air/fuel ratio indicated by the output value of the upstream air/fuel ratio sensor to an upstream target air/fuel ratio and sub-feedback control to equalize the output value of the downstream air/fuel ratio sensor to a downstream target value. The judging device acquires “an imbalance judging parameter” which increases with “the increase of the difference between the amount of hydrogen contained in the exhaust gas before the exhaust gas passes through the catalyst and that after the exhaust gas passes through the catalyst” according to the sub-feedback amount. When the imbalance judging parameter is larger than an abnormality judgment threshold, the judging device judges that an air/fuel ratio imbalance among the cylinders has occurred.

Abstract: Systems and methods for adjusting ignition timing to one or more cylinders of a variable displacement engine responsive to a knock indication are described herein. In one particular example, during a partial cylinder mode, ignition timing to one or more cylinders may be adjusted responsive to a knock indication based on the number of cylinders deactivated; whereas during the full cylinder mode, ignition timing for all cylinders are adjusted responsive to a knock indication. Thereby, the systems and methods described allow a larger partial cylinder operating window that has a benefit of enhancing a vehicle's fuel economy.

Abstract: A detection system for front-mounted mid-PTO driven implements includes a sensor positioned adjacent a shaft connected between a mid-PTO driveshaft and a front mounted-implement. A controller may be electrically connected to the sensor, to a fuel pump solenoid, and to a reverse sense switch that indicates to the controller if a reverse pedal is actuated. When the controller receives a signal indicating the reverse pedal is actuated, the controller does not shut off the fuel pump solenoid if the controller also receives pulse signals from the sensor within a specified frequency range based on a desired PTO speed, but shuts off the fuel pump solenoid if the controller does not receive pulse signals from the sensor or receives pulse signals from the sensor outside the specified frequency range.

Abstract: A method for operating an internal combustion engine having two or more cylinders to which fuel can be supplied via an injection valve, it being possible to carry out a measurement injection for a cylinder in order to determine and/or adapt a characteristic quantity of the injection valve, and all the cylinders being ignited in the course of an ignition cycle. To improve the operating characteristics, a measurement injection is carried out for those cylinders that are contained in a specifiable selected set selected from all the cylinders.

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency or the engine.

Abstract: Systems and methods for estimating time of arrival for vehicle navigation are described. One embodiment of a method includes determining a route for a vehicle to reach a destination from a current location determining, by the computing device, an estimated time for reaching the destination from the current location. Embodiments of the method additionally include determining, by the computing device, a current range of the vehicle, based on current fuel level and vehicle fuel efficiency and determining, by the computing device and based on the current range, whether the vehicle can reach the destination without refueling. Some embodiments include revising, by the computing device, the estimated time for reaching the destination to include a waypoint to refuel in response to determining that the vehicle cannot reach the destination without refueling and providing, by the computing device, the estimated time for reaching the destination for display to a user.

Abstract: A sprung mass damping control system of a vehicle, which aims to suppress sprung mass vibration generated in a vehicle body of a vehicle provided with at least a motor-generator (first and second motor-generators) as a drive source, includes a sprung mass damping control amount calculating device that sets a sprung mass damping control amount for suppressing the sprung mass vibration, and a drive source control device (a motor-generator control device) that executes sprung mass damping control by controlling a motor-generator control amount of the motor-generator to realize the sprung mass damping control amount.

Abstract: An apparatus for detecting imbalance abnormality in an air-fuel ratio between cylinders in a multi-cylinder internal combustion engine according to the present invention increases a fuel injection quantity to a predetermined target cylinder to detect imbalance abnormality in an air-fuel ratio between cylinders at least based upon a rotation variation of the target cylinder after increasing the fuel injection quantity. The increase in the fuel injection quantity is carried out in the middle of performing the post-fuel-cut rich control. Since timing of the post-fuel cut rich control is used to increase the fuel injection quantity, the exhaust emission deterioration due to abnormality detection execution can be prevented as much as possible.

Abstract: A water jet propulsion watercraft includes a hull, an engine, a jet propulsion device, a fuel injection apparatus, an exhaust channel, and an engine control unit. The engine includes a combustion chamber arranged to combust fuel therein, an exhaust port arranged to discharge exhaust gas, an exhaust valve arranged to open and close the exhaust port, an intake port arranged for flow of air and the fuel into the combustion chamber, and an intake valve arranged to open and close the intake port. The engine control unit is arranged to control the engine to deliver the exhaust gas, retained at the intake side relative to the exhaust port, to the exhaust channel side in a state where a fuel injection amount of the fuel injection apparatus is set lower than an ordinary fuel injection amount during a predetermined period when starting of the engine is performed.

Abstract: Various methods and systems are provided for indexing an injector map and subsequently controlling fuel injection to an engine. In one embodiment, a non-transitory computer readable storage medium with memory comprises fuel injector activation data indexed in the memory according to an input parameter, instructions for determining a modified pressure value based on a determined pressure and a modified pressure function, and instructions for generating a fuel injector activation output by interpolating among the indexed fuel injector activation data with the modified pressure value as the input parameter.

Abstract: During an operation, a control device (38) for performing output control of an engine (10) determines whether or not the engine (10) and/or an exhaust gas purifying device (18) has a malfunction. If it is determined that the engine (10) and/or the exhaust gas purifying device (18) has a malfunction, a highest rotational speed of the engine (10) is controlled to a second rotational speed (Nt) higher by a predetermined amount (?) than a first rotational speed (Ns) at which an engine maximum torque (Tm) before the malfunction can be outputted. In this case, a maximum fuel injection quantity of the engine (10) is limited so that a rated torque (Tr) before the malfunction can be outputted at the first rotational speed (Ns).

Abstract: A flow rate detection device of the invention comprises a flow rate meter 11 for outputting an output value Vd depending on a gas flow rate and detects the gas flow rate by calculating the gas flow rate on the basis of the output value output from the flow rate meter. In this invention, it is judged if the output value output from the flow rate meter should be corrected on the basis of the flow rate of the gas passing through the flow rate meter and its change rate. When it is judged that the output value output from the flow rate meter should be corrected, the output value output from the flow rate meter is corrected and then, the gas flow rate is calculated on the basis of this corrected output value.

Abstract: The control device for an internal combustion engine including a plurality of cylinders includes: a misfire detection unit for detecting a misfire state for each of the plurality of cylinders; a plurality of electronic throttles each provided on an intake pipe corresponding to each of the plurality of cylinders, for adjusting an intake air amount taken into each cylinder by way of a throttle opening degree; and a throttle opening degree control unit for controlling the throttle opening degree of each of the plurality of electronic throttles. When the misfire detection unit detects the misfire state in any one of the plurality of cylinders, the throttle opening degree control unit decreases a limited value of the throttle opening degree of the cylinder in the misfire state as time elapses.

Abstract: In an inductive element which is intermittently excited by a boosting opening and closing element and charges a high-voltage capacitor to a high voltage, an inductive element current proportional to a voltage across both ends of a current detection resistor and a boosted detection voltage which is a divided voltage of the high-voltage capacitor are input to a boosting control circuit portion via a high-speed A/D converter provided in an arithmetic and control circuit unit. The boosting control circuit portion adjusts the inductive element current so as to be suitable for the time from the present rapid excitation to the next rapid excitation, and controls opening and closing of the boosting opening and closing element so as to obtain a targeted boosted high voltage which is variably set by a microprocessor of an arithmetic and control circuit unit.

Abstract: The present disclosure provides embodiments directed towards a system for the control of hydraulic output by a hydraulic power source. In one embodiment, a system is provided. The system includes a hydraulic supply system having a drive, a hydraulic pump coupled to the drive, a first hydraulic output configured to supply a first flow of a hydraulic fluid from the hydraulic pump to a hydraulic lift, a second hydraulic output configured to supply a second flow of the hydraulic fluid from the hydraulic pump to a first hydraulic tool, and a controller configured to adjust a speed of the drive in response to a feedback indicative of a first load by the hydraulic lift, a second load by the first hydraulic tool, or a combination thereof.

Abstract: The present invention provides a control system for an internal combustion engine capable of, in a case where fuel is injected from an injector for a plurality of times in a divided manner based on an operation status of the internal combustion engine, controlling an injection quantity of the injector accurately in light of variation in an injection quantity of the injector based on air-fuel ratio accuracy, while preventing performance deterioration of the internal combustion engine caused by the injection of fuel. An internal combustion engine control system of the present invention includes an injector for making a valve operate and injecting fuel by applying an excitation current to a coil and injecting fuel into a combustion chamber directly in a manner dividing into a plurality of times of fuel injection, the internal combustion engine control system includes means for determining invalid and valid pulse widths of the injector.

Abstract: An electronic control means of an engine controls a system for the variable actuation of intake valves and for controlling gasoline injection into the combustion chamber. To the electronic control means there are associated memory means. The electronic means are programmed for detecting a value of a crank angle at which the intake valve is closed, controlling the end of the injection with an anticipation with respect to the closing of the intake valve controlling the start of the injection substantially according to said crank angle limit value, and regulating the injection pressure to a value which is defined as a function of the injection time to guarantee the injection of a predefined amount of gasoline.

Abstract: A control apparatus capable of improving the control accuracy and stability when controlling a controlled object with a predetermined restraint condition between a plurality of model parameters, or a controlled object having a lag characteristic, using a control target model of a discrete-time system. The control apparatus has an ECU which arranges a control target model including two model parameters such that terms not multiplied by the model parameters and terms multiplied by the same are on different sides of the model, respectively. Assuming the different sides represent a combined signal value and an estimated combined signal value, respectively, the ECU calculates onboard identified values of the model parameters such that an identification error between the signal values is minimized, and calculates an air-fuel ratio correction coefficient using the identified values and a control algorithm derived from the control target model.