Abstract: In a control apparatus for a vehicle, an ECU includes an operation reception unit that receives depression of a power switch (i.e., a vehicle system activation operation is performed) in a “ready-off state” as a non-drivable state, and a control execution unit that executes, when the vehicle system activation operation is received by the operation reception unit during running of a hybrid vehicle HV and an engine is started, a startability improvement control for improving startability of the engine as compared with the startability thereof when the vehicle system activation operation is received by the operation reception unit during stop of the hybrid vehicle HV and the engine is started.

Abstract: A vehicle engine start control device controls a crank angle such that the crank angle falls within a predetermined crank angle stop range when an engine is automatically stopped, the vehicle engine start control device starting the automatically stopped engine if a predetermined engine start condition is satisfied, the vehicle including an automatic transmission making up a portion of a power transmission path between the engine and drive wheels, and the vehicle engine start control device providing engine rotation resistance control such that rotation resistance of the engine generated due to a change in air pressure in a combustion chamber of the engine is made larger during an automatic stop period of the engine that the engine is automatically stopped and during a change in gear ratio in a shift of the automatic transmission as compared to the time of engine start.

Abstract: A method of actively controlling pattern factor in a gas turbine engine includes the steps of issuing fuel into a combustion chamber of a gas turbine engine through one or more circumferentially disposed fuel injectors, determining an initial circumferential pattern factor in the combustion chamber, and adjusting fuel flow through one or more selected fuel injectors based on the initial circumferential pattern factor, to yield a modified circumferential pattern factor in the combustion chamber. The step of determining the circumferential pattern factor can include the steps of detecting a chemiluminescent signature within the combustor, correlating the chemiluminescent signature to an equivalence ratio, and computing the initial circumferential pattern factor based on the equivalence ratio.

Abstract: A control system for a locomotive having at least a first engine and a second engine is provided. The control system may include a controller in communication with the first engine, the second engine, and a throttle. The controller may be configured to start the first engine when the throttle is moved from an idle position to a first position and determine if the locomotive is operating in a yard mode or a line-haul mode. The controller may also be configured to start the second engine if the locomotive is operating in the line-haul mode and the throttle is moved from the first position to a second position and delay start of the second engine if the locomotive is operating in the yard mode and the throttle is moved from the first position to the second position.

Abstract: A control system for the starter assembly of an engine includes a first field effect transistor (FET) electrically connected between an electrical power supply and the starter motor and a second FET electrically connected between the power supply and the solenoid. A control unit is electrically connected to the gate of each FET and is configured to selectively apply a voltage to each gate, wherein the FET provides a current to the respective starter motor and solenoid as a function of the applied voltage. The control unit can selectively apply the gate voltages for cold start, soft start, and start-stop operation of the engine, and in response to sensor signals received by the control unit, such as ring gear rotational speed.

Abstract: The internal combustion engine (1) has a throttle (23) for controlling an intake air amount and performs start-up through cranking. The starter switch (36) detects cranking initiation, and the crank angle sensor (33, 34) detects the number of revolutions of the engine. The controller (31) drives the throttle (23) in a closed position along with the cranking initiation. The controller (31) can obtain both the intake negative pressure for promoting vaporization of fuel and the intake air amount necessary to maintain the idle rotation speed by counting the number of strokes or the number of revolutions of the internal combustion engine (1) from the cranking initiation and opening the throttle (23) from the closed position as the count number reaches a predetermined number.

Abstract: A method for operating a cold start emission control of an internal combustion engine, a combustion chamber pressure in at least one cylinder of the internal combustion engine being initially detected, at least one characteristic variable for a combustion process of the internal combustion engine being determined based on the detected combustion chamber pressure, a setpoint value being established for the characteristic variable, a deviation of the characteristic variable from the setpoint value being determined, and an error entry being generated as a function of the determined deviation.

Abstract: An engine fuel injection control apparatus includes a variable valve device that at least varies an intake valve open timing of an intake valve. A controller adjusts the variable valve device and a fuel injection timing of a fuel injection valve. The controller controls a fuel injection end timing in accordance with an overlap amount of the intake valve and an exhaust valve. The controller adjusts the fuel injection timing such that the fuel injection end timing is more advanced than the intake valve open timing and such that as an amount by which the overlap amount exceeds a prescribed overlap amount becomes larger, a time interval between the fuel injection end timing and the intake valve open timing is set to become increasingly larger, upon determining that the engine is being cold started and the overlap amount is larger than the prescribed overlap amount.

Abstract: When a driver of a vehicle brings his/her detection part close to a case, a sensor detects a pulse of the driver at the detection part with an optical method, and takes an image of the detection part. An individual certification means determines whether the driver of the vehicle is an authorized person or not based on the image of the detection part taken by the sensor. An alcohol concentration determiner calculates an index value of a blood alcohol concentration of the driver based on the pulse detected at the detection part by the sensor, and determines whether the index value exceeds a criterial value of a drinking assessment. When it is determined that the driver of the vehicle is an authorized person and the index value does not exceed the criterial value of the drinking assessment, a permission means permits the driver to start an engine of the vehicle.

Abstract: A system for remotely turning on and off a vehicle's ignition, locking and unlocking a vehicle's doors, and controlling the temperature inside the vehicle. The system features a cellular phone adapted to communicate with a wireless module. The wireless module is installed in the vehicle and is connected to the vehicle's ignition s system, lock system, and temperature control system. By pressing various buttons on the cellular phone's programmed application, a user can manipulate the ignition, doors, and temperature of the vehicle.

Abstract: Systems and methods for isolating a performance anomaly within one or more line replaceable units (LRUs) on a gas turbine engine by monitoring the start up transient are presented. The system comprises a set of sensors, an anomaly detector and a fault isolation reasoner. Each sensor of the set monitors at least one operating parameter of at least one engine component. The anomaly detector is configured to detect an anomaly in a component by comparing a particular value of an operating parameter to a base line value of that parameter. The specific cause of the startup anomaly is isolated utilizing a set of component reasoners that is based on the nature of the detected anomaly. The key events during the engine startup are identified by the combination of monitoring physically relevant phases of a startup and monitoring the engine control schedule. The values at these key events are used for comparing at the anomaly detector.

Abstract: A method for improving exhaust after treatment initial warm up during engine starting is presented. In one example, the method adjusts an engine air flow amount to a level where a desired substantially constant heat flux is provided by the engine to an exhaust after treatment device. The method may reduce fuel consumption and a need for a vacuum pump to provide vacuum to vacuum consumers of a vehicle during exhaust after treatment heating.

Abstract: A remote starter is installed in a vehicle for executing starting control of a driving apparatus of the vehicle, and executes the starting control of the driving apparatus in response to a request for starting received from an information processor that is located outside the vehicle. The remote starter includes a communicator that communicates with the information processor by transmitting and receiving information and a controller that obtains time information at a time of starting the driving apparatus. The communicator transmits the time information at the time of starting to the information processor at the time of starting the driving apparatus in response to the request for starting received from the information processor.

Abstract: In a fuel flexible vehicle (FFV) which is not equipped with an ethanol sensor, even in a state in which it is difficult to start an engine such as a situation in which the concentration of ethanol was not correctly determined or a situation in which a fuel with a different composition from the previously refueled fuel is pumped into the FFV, the starting of the engine can be ensured, which increases the reliability and commercial quality of the vehicle.

Abstract: A start-up method for a hybrid powertrain in which hydraulic pressure is generated in a casual start-up by an electric oil pump motor where certain predetermined conditions are satisfied and the casual start-up is abandoned and hydraulic pressure is generated by an engine where the predetermined conditions are not satisfied. The casual start-up is also abandoned where a vehicle operator seeks propulsion shortly after start-up and before an oil pump is rotating within a predetermined threshold of an oil pump target RPM.

Abstract: An internal combustion engine 1 at a standstill of a vehicle after cold starting can switch its combustion mode to a homogenous combustion mode or a stratified combustion mode. An operation range of the stratified combustion at the standstill of the vehicle after cold starting is expanded relative to an operation range of the homogenous combustion at the standstill of the vehicle after cold starting as an inclination of the vehicle decreases. With this technique, the operation range of the stratified combustion can be expanded while assuring an intake air negative pressure required for achieving the brake performance, so that HC reduction at the standstill of the vehicle after cold starting is obtained.

Abstract: Provided is a control device for an engine which is capable of purifying NOx with high efficiency at a restart after an idle stop without deteriorating purification efficiency of HC and CO. At the restart after the idle stop, an air-fuel ratio is controlled to be rich, and an atmosphere inside of a catalyst is estimated on the basis of a required time ?T from a time point at which an output value (VO2—2) of first oxygen concentration detection means upstream of the catalyst exceeds a predetermined value A1 to a time point at which an output value (VO2—2) of second oxygen concentration detection means downstream of the catalyst exceeds a predetermined value A2, whereby an air-fuel ratio at next and subsequent restarts is corrected so that the atmosphere inside of the catalyst is optimized at the next and subsequent restarts.

Abstract: A starter includes a pinion gear that can be engaged with a ring gear coupled to a crankshaft of an engine, an actuator to move the pinion gear to a position where the pinion gear is engaged with the ring gear in a driven state, and a motor to rotate the pinion gear. When the engine is started in response to a driver's start intention, any mode of an engagement mode in which the actuator causes the pinion gear to engage with the ring gear before the motor is driven and a rotation mode in which the motor is driven before the actuator is driven is selected. When the engine is started not in response to a driver's start intention, the engagement mode is selected.

Abstract: Disclosed is a system and method for controlling an engine of a hybrid vehicle that continuously detects an output required power with the engine of the hybrid vehicle in an Off state, and determines whether the required power exceeds a preset engine delayed ignition power. Then a determination is made as to whether the required power exceeds a preset engine non-delayed ignition power; and when the required power exceeds the engine non-delayed ignition power within a first set time starting the engine, after the required power exceeds the engine delayed ignition power, so that the fuel efficiency and the output efficiency of a hybrid vehicle according to the present invention may be improved.

Abstract: A vehicle has an engine as a driving source. The vehicle has a charge system which generates electric power by using a part of rotational output of an engine, and charges a battery by the generated electric power. Optimal shaft efficiency points are combinations of revolution speed and torque of the engine for maximizing the shaft efficiency. Optimal shaft efficiency line passes through the optimal shaft efficiency points for each engine output level. Warming-up operation line is defined by shifting the optimal shaft output efficiency line to a side to increase heat loss. An engine controller stores the lines. The engine controller performs a warming-up operation by operating the engine at a revolution speed and a torque on the warming-up operation line. The engine controller controls the battery to reduce possibilities of a full charge at a next warming-up.

Abstract: A vehicle is disclosed, including a startup switch electrically connected to the ECU. Actuation of the startup switch causes a signal to be sent to the ECU indicative of a desired operation of the vehicle. A display device is disposed forwardly of the seat for displaying information to the rider. Actuation of a confirmation switch causes a confirmation signal to be sent to the ECU indicative of a display of information to a rider. Upon actuation of the startup switch, the ECU prevents the vehicle from moving until information is displayed by the display device and the confirmation signal is received by the ECU. A method of operating a vehicle is also disclosed.

Abstract: An internal combustion engine (1) has a control arrangement (18) which regulates at least one control parameter for operating the engine (1). The control arrangement (18) includes a non-volatile memory (20) and a main memory (21). During operation of the engine (1), an operating value (xOperating) for the control parameter is continually stored in the non-volatile memory (20). When starting the engine (1), an initial value for the control parameter is determined. According to at least one criterion, a determination is made as to whether the operating value (xOperating) stored in the non-volatile memory (20) or a standard value (xStandard) is used as the initial value for the control parameter.

Abstract: The present invention relates to a system and a method for starting control of a hybrid vehicle which secures robust drivability when the hybrid vehicle starts. A method for starting control of a hybrid vehicle according to another aspect of the present invention may include: deciding a target torque according to starting demand; analyzing an engaging state of a clutch; calculating a clutch slip torque in a case that the clutch slips; requesting correction of an engine output torque according to the clutch slip torque; and correcting the engine output torque through control of air amount and feedback control of ignition timing according to the correction request of the engine output torque.

Abstract: A method of controlling an automatic switch-off and switch-on procedure of a drive unit in a motor vehicle via a start-stop device is provided, by which, when the motor vehicle stops, the drive unit is automatically switched off if predefined switch-off conditions have been met, and by which an automatically switched-off drive unit is automatically switched on if at least one driver-side or system-side switch-on request is made. When a system-side switch-on request takes place, the automatic switch-on procedure will be suppressed at least temporarily if a delay condition exists.

Abstract: An engine start control system is provided that includes a controller configured to perform an idle stop control to stop an engine based on an establishment of a condition. The system further includes a motor configured to reverse-rotationally drive a crankshaft to a predetermined position for normal-rotational or reverse-rotational driving, after engine stop. The controller includes a reverse-rotational drive controller configured to reverse-rotationally drive the motor at a rewinding control duty ratio immediately after the engine is stopped. The controller further includes a reverse-rotation stop condition processor configured to detect whether the crankshaft is rewound to the predetermined position by the reverse-rotational drive controller. Further, the controller includes a motor brake controller configured to apply a brake to the crankshaft by reverse-rotationally driving the motor when it is detected that the crankshaft is rewound to the predetermined position.

Abstract: A transmission control method for a continuously variable transmission for enhancing the response of a change in engine speed to a driver's accelerating/decelerating operation. In a hydraulic type continuously variable transmission, when a sport operating mode is being selected (step S1: SPORT OPERATING MODE), a target engine speed T_NE (rpm) is calculated from the vehicle velocity V (km/hr) and the position ? (degrees) of a throttle valve 60 (step S4). Further, a target angle T_A (degrees) for a motor swash plate is calculated from the vehicle velocity and the target engine speed T_NE (step S5). The motor swash plate is moved according to the difference between the actual angle A of the motor swash plate 46 and the target angle T_A.

Abstract: Even when an engine is started in various combustion states, an excessive increase in engine speed at the start of the engine is suppressed without an influence of the combustion states and with an excellent responsiveness. Ignition timing (or a combustion injection amount) at the start of an internal combustion engine is corrected in accordance with a crank angle cycle ratio which is a ratio of a combustion period crank angle cycle and a reference crank angle cycle.

Abstract: A method is disclosed for heating a liquid supplied to an engine of a motor vehicle by a pump when the temperature of the liquid is low, thereby reducing the operating efficiency of the engine. The method comprises inefficient operation of the pump by constricting flow to create heat that is transferrable to the liquid. Inefficient operation of the pump is enacted when service brakes are applied and the vehicle is decelerating to minimize negative impact on fuel economy and overall engine efficiency.

Abstract: A method of operating a vehicle powertrain, includes: sensing a vehicle velocity; selecting at least two of a plurality of control strategies; activating the at least two control strategies, said two control strategies including: (i) operating the vehicle in a stationary start-stop mode when the vehicle speed is below a first threshold; and (ii) operating the vehicle in a rolling stationary start-stop mode when the vehicle speed is above a second threshold.

Abstract: An engine system includes a first module that determines a cylinder of an engine to be in one of M prediction types and generates a distance from intake signal indicating a number of prediction steps the cylinder is away from an intake stroke. M is an integer greater than or equal to 3. A second module determines a cycle type of the cylinder. The cycle type indicates a number of combustion cycles the cylinder has experienced from a last restart of the engine. A cylinder air charge module estimates an air mass within the cylinder based on the distance from intake signal and the cycle type.

Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one embodiment, the method disengages a starter in response to a first predicted combustion in a cylinder of the engine. The method may reduce one-way clutch degradation of a starter. Further, the method may reduce current consumption during engine starting.

Abstract: Methods and systems for controlling an engine are provided. In some examples, the method includes transitioning from operating a cylinder with a first number of strokes per combustion cycle to a second, lesser, number of strokes per combustion cycle in response to boost pressure rising above a threshold boost value. For example, the cylinder may transition from four-stroke combustion cycles to two-stroke combustion cycles, and the method may further include generating the increased boost via operation of an electric machine coupled to a turbocharger of the engine. In this way, transitions to the second, lesser, number of strokes may be enhances as sufficient boost can already be present.

Abstract: In an ECU provided for idle-stop control, when a user start command is outputted from an ECU to start an engine in response to a manual start operation of a driver, transistors are turned on and a solenoid is operated to engage a pinion gear of a starter with a ring gear. After a delay period of a delay circuit, a transistor is turned on by an output of the delay circuit and an electromagnetic switch is turned on to energize a motor of the starter. A microcomputer measures an actual delay time from when the user start command is outputted to turn-on of the transistor and checks whether the measured time corresponds to a normal time of the delay time.

Abstract: The present invention provides a vehicle control system, for example for use with an emergency services vehicle such as an ambulance, fire engine, police car or the like, and which provides enhanced security, functionality and improved fuel consumption for such vehicles when at the scene of a situation such as a fire, accident, or the like, the system being operable to permit an engine of the vehicle to remaining running while simultaneously immobilising the vehicle. Furthermore when configurable parameters such as but not limited to battery levels and or internal vehicle temperatures are reached, such a control system, without any human interface, automatically shuts down the engine to reduce fuel burn, reduce emissions, reduce engine wear and maintenance and thereby promote a greener environment.

Abstract: A method of controlling a choke valve of an engine with a controller is disclosed. Also disclosed is an automatic choke performing the method, an engine having the automatic choke, and an apparatus having the engine. The controller includes an electronic circuit, such as a programmable device, and is coupled to a temperature sensor and a motor. The method includes determining a temperature value using the temperature sensor, determining a time period to hold the choke valve in a first position, keeping the choke valve at the first position for the time period, moving the choke valve from the first position toward a second position using the motor, determining a count to hold the choke valve, keeping the choke valve at the second position for the count, and moving the choke valve from the second position toward a fully open position.

Abstract: A marine vessel control apparatus is arranged and programmed to control a propulsion device including an engine and a propulsion device control unit. The marine vessel control apparatus includes a starter switch arranged to be operated by an operator to start the engine, and a main control unit arranged and programmed to receive a start command from the starter switch and to communicate with the propulsion device control unit. The main control unit includes a stand-by unit arranged to, when receiving the start command from the starter switch, stand by until information for determination of a predetermined start permission condition is acquired from the propulsion device control unit, a determining unit arranged to, after the information is acquired, determine if the start permission condition is met, and an engine start command unit arranged to, if the start permission condition is met, provide an engine start command to the propulsion device control unit.

Abstract: A vehicle system includes a stop-start command module and a cylinder control module. The stop-start command module is configured to detect an autostop request and generate a mode signal based on the autostop request. The cylinder control module is configured to sequentially disable cylinders of an engine during an autostop mode based on the mode signal. The cylinders of the engine include respective intake valves and exhaust valves. The cylinder control module is configured to maintain the intake valves in a closed state and the exhaust valves in an open state during the autostop mode and during multiple cycles of a crankshaft of the engine.

Abstract: An engine is driven by a starter including a pinion gear that can be engaged with a ring gear coupled to a crankshaft; an actuator causing, in a driven state, the pinion gear to be moved to a position where the pinion gear is engaged with the ring gear; and a motor causing the pinion gear to be rotated. The engine is provided with a rotation angle sensor for detecting rotation of the crankshaft. ECU detects the crank angle of the crankshaft based on a signal from the rotation angle sensor after the actuator is driven and the motor is driven.

Abstract: A depression force of an accelerator pedal 2 is increased than a base depression force by a predetermined amount when an accelerator opening degree becomes a predetermined accelerator opening degree threshold value at which an engine speed necessary at a start of a vehicle can be obtained by a depression of the accelerator pedal 2 in a state where a clutch 102 is disengaged at the start of the vehicle. With this, at the start of the vehicle, a driver becomes easy to hold the accelerator pedal 2 in a constant accelerator opening degree at which the engine speed necessary at the start can be obtained. It is possible to smoothly engage the clutch 102, and then to attain the smooth start of the vehicle.

Abstract: In a system for controlling a starter, the starter includes a pinion shiftable between an engagement position and a disengagement position. The starter includes an actuator configured to shift the pinion from the disengagement position to the engagement position when energized, and a motor configured to rotate the pinion when energized. The system includes a control circuit, a first switch unit configured to switch between energization and deenergization of the actuator under control of the control circuit, and a second switch unit configured to switch between energization and deenergization of the motor under control of the control circuit. The first switch unit and the second switch unit are individually arranged. The second switch unit includes a first relay configured to switch between energization and deenergization of the motor under control of the control circuit, and a second relay configured to control activation of the first relay.

Abstract: A malfunction diagnostic apparatus for intake air temperature sensors includes a coolant temperature sensor; a first determination portion that determines that a precondition for performing a malfunction diagnosis is satisfied when a process of starting an engine is started, if a detected coolant temperature is determined to be equal to an intake air temperature detected by an intake air temperature sensor provided at a portion that is likely to be cooled, and a decrease amount, by which the detected coolant temperature decreases, is equal to or larger than a preset value; a second determination portion that makes a tentative determination based on a difference between the detected intake air temperatures, if the precondition is satisfied; and a third determination portion that determines whether the tentative determination is an invalid determination or a valid determination, based on a change in the detected intake air temperatures during a given time period.

Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, fuel injection timing is selectively adjusted based on engine stop position and amount of time the engine is stopped. The method may improve engine starting and lower engine noise.

Abstract: A remote starting system for an engine of a vehicle includes a remote start handheld unit. A remote start controller may be positioned at the vehicle for starting the engine based upon the remote start handheld unit and causing the engine to run for a run time period before shutting off the vehicle engine. The remote start controller is resettable based upon the remote start handheld unit to cause the engine to run for an additional run time period while the engine is still running and before shutting off the engine. The remote start handheld unit includes an audible indicator for providing an audible indication to a user prior to expiration of the run time period to permit a user to use the remote start handheld unit to reset the run time period while the engine is still running and before shutting off the engine.

Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine an input speed profile and an input acceleration profile based on an optimum engine speed, determine a requested output torque based on a plurality of torque limits and a desired output torque, determine first and second feedforward motor torques based on a requested output torque and the input speed and input acceleration profiles, determine first and second feedback motor torques based on a difference between the input speed profile and an actual input speed, and using the feedforward and feedback first and second motor torques to control the operation of the first and second electric motors when an engine is being turned on or off.

Abstract: An engine control section (50) is configured to: start power supply to pinion-gear moving sections (21, 22) based on an engine rpm which becomes smaller than an rpm at which the meshing engagement is possible while the engine is rotating by inertia as a result of satisfaction of an automatic stop condition; temporarily stop the power supply to the pinion-gear moving sections when an amount of change in the rpm of the engine exceeds a predetermined increase detection threshold value before time required for a pinion gear (24) to come into abutment against a ring gear (12) elapses after the start of the power supply; and restart the power supply to the pinion-gear moving sections when the amount of change in the rpm of the engine becomes smaller than a predetermined decrease detection threshold value after the power supply is temporarily stopped.

Abstract: A start control device includes a compression self-ignition engine, fuel injectors, a piston stop position detector, a starter motor and a controller for automatically stopping the engine when a predetermined automatic stop condition is satisfied, and thereafter, when a predetermined restart condition is satisfied and a compression-stroke-in-stop cylinder piston stop position is within a reference stop position range set relatively on a bottom dead center side, restarting the engine by injecting the fuel into the compression-stroke-in-stop cylinder while applying the rotational force to the engine using the starter motor. In restarting the engine, when the fuel is injected in the compression-stroke-in-stop cylinder, the controller controls the fuel injector to perform a pre-injection before a main injection and increase a total injection amount of the fuel for the pre-injection as the stop position of the compression-stroke-in-stop cylinder piston is further on a top dead center side.

Abstract: A method of controlling an engine during starting is disclosed. During cold starting and following a refueling, a default alcohol value is used to control various systems associated with the engine, including fuel injection and ignition timing. The default alcohol value is used to ensure reliable starting. During non-cold starting and following a refueling, the current alcohol value is used to minimize fuel inefficiencies.

Abstract: When a vehicle state changes from an off-road state (STEP S1) in which a current position of a vehicle is not represented in map information to an on-road state (STEP S2) in which the current position of the vehicle is represented by the map information, a vehicle navigation apparatus records as the past arrived position an off-road position in a state changed from an on-road state to an off-road state (STEP S6), under the conditions that: the vehicle is parked in the off-road state (STEP S3); an identifier of a road at the off-road position is identical to an identifier of a road at the on-road position (STEP S4); and a traveling direction of the vehicle on the road before the off-road state is opposite to a traveling direction of the vehicle on the road after the on-road state (STEP S5).

Abstract: An engine control apparatus includes a control unit configured to perform a feedback control based on a second amount of intake air until a engine speed reaches a target idle speed. The engine control apparatus then regulates the amount of intake air to an amount smaller than a predetermined second amount of intake air for a predetermined period when the engine speed exceeds the target idle speed, and then performs a feedback control based on a first amount of intake air. Such engine control apparatus minimizes variation in engine speed by reducing a convergence time of the engine speed to a target idle speed in switching control of the amount of intake air in a case where engine friction at a low temperature is high.

Abstract: A method to permit a start time of a heat engine of a vehicle to be controlled. The heat engine is mechanically coupled to a polyphase rotary electrical machine connected to an on-board electrical network. The method is of the type consisting of carrying out pre-fluxing by establishing an excitation current in the inductor for a predetermined pre-fluxing time (Tpref) before the phase currents are established. In accordance with the method, the predetermined pre-fluxing time (Tpref) is a function of the voltage (Vbat+X) of the on-board electrical network. Typically, the predetermined pre-fluxing time (Tpref) is increased when the voltage (Vbat+X) of the on-board electrical network reduces within a nominal voltage range (V 1, V2).