An apparatus and method for operating a fuel injector of an internal combustion engine is disclosed. A first energizing electrical current is supplied to an injector solenoid, causing the opening of an injector control volume and a pressure reduction in said injector control volume, for a first energizing time. The first energizing time is predetermined to avoid that the pressure in the injector control volume approximates a value which would cause an injector needle to raise up and a fuel injection to start. After the predetermined time interval, a second energizing electrical current is supplied to the injector solenoid for a predetermined second energizing time, which is a function of a rail pressure (p.sub.rail) and a fuel injection quantity.

An apparatus and method for operating a fuel injector of an internal combustion engine is disclosed. A first energizing electrical current is supplied to an injector solenoid, causing the opening of an injector control volume and a pressure reduction in said injector control volume, for a first energizing time. The first energizing time is predetermined to avoid that the pressure in the injector control volume approximates a value which would cause an injector needle to raise up and a fuel injection to start. After the predetermined time interval, a second energizing electrical current is supplied to the injector solenoid for a predetermined second energizing time, which is a function of a rail pressure (p.sub.rail) and a fuel injection quantity.

A system can include a flow measurement device positionable in a flow path for measuring a property of the fuel flowing through the flow path and a shutdown device positionable in the flow path for controlling the fuel flow through the flow path. The system can also include a computing device that is communicatively coupled to the flow measurement device for receiving the fuel flow property and from which the presence of two-phase flow or multiphase flow can be detected. The computing device is also communicatively coupled to the shutdown device for controlling fuel flow through the flow path in response to the detection of two-phase flow or multiphase flow.

A system can include a flow measurement device positionable in a flow path for measuring a property of the fuel flowing through the flow path and a shutdown device positionable in the flow path for controlling the fuel flow through the flow path. The system can also include a computing device that is communicatively coupled to the flow measurement device for receiving the fuel flow property and from which the presence of two-phase flow or multiphase flow can be detected. The computing device is also communicatively coupled to the shutdown device for controlling fuel flow through the flow path in response to the detection of two-phase flow or multiphase flow.

A crank angle sensor that outputs a crank angle signal at a predetermined crank angle by synchronizing rotation of a signal rotor fixed on a crank shaft of an internal combustion engine, an interval of the crank angle signals being longer at a specific crank angle corresponding to a position of a crank position reference part of the signal rotor, includes a backward rotation detecting function that outputs different crank angle signals in a forward rotation of the crank shaft and in a backward rotation of the crank shaft, and a control part disallows the detection of the crank position reference part when a stop request to the internal combustion engine is generated or when the backward rotation of the crank shaft is detected based on the crank angle signal, and controls the internal combustion engine by calculating the crank angle based on the crank angle of the crank position reference part detected before the detection of the crank position reference part is disallowed and the crank angle signal.

A crank angle sensor that outputs a crank angle signal at a predetermined crank angle by synchronizing rotation of a signal rotor fixed on a crank shaft of an internal combustion engine, an interval of the crank angle signals being longer at a specific crank angle corresponding to a position of a crank position reference part of the signal rotor, includes a backward rotation detecting function that outputs different crank angle signals in a forward rotation of the crank shaft and in a backward rotation of the crank shaft, and a control part disallows the detection of the crank position reference part when a stop request to the internal combustion engine is generated or when the backward rotation of the crank shaft is detected based on the crank angle signal, and controls the internal combustion engine by calculating the crank angle based on the crank angle of the crank position reference part detected before the detection of the crank position reference part is disallowed and the crank angle signal.

A vehicle includes a fuel pump configured to deliver fuel to an internal combustion engine. The vehicle also includes an accelerometer configured to detect acceleration of a vehicle component. A plurality of sensors are provided about the vehicle for detecting conditions that would indicate aggressive driving. At least one controller is provided and is in communication with the fuel pump, the accelerometer, and the sensors. The at least one controller is programmed to adjust a fuel pump shutoff threshold to an adjusted shutoff threshold in response to one or more conditions indicating aggressive driving. The at least one controller then shuts off the fuel pump in response to the acceleration exceeding the adjusted shutoff threshold.

A vehicle includes a fuel pump configured to deliver fuel to an internal combustion engine. The vehicle also includes an accelerometer configured to detect acceleration of a vehicle component. A plurality of sensors are provided about the vehicle for detecting conditions that would indicate aggressive driving. At least one controller is provided and is in communication with the fuel pump, the accelerometer, and the sensors. The at least one controller is programmed to adjust a fuel pump shutoff threshold to an adjusted shutoff threshold in response to one or more conditions indicating aggressive driving. The at least one controller then shuts off the fuel pump in response to the acceleration exceeding the adjusted shutoff threshold.

The turbocharged engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle including an accelerator pedal operation state; a torque reduction amount-deciding part for deciding a torque reduction amount based on a driving state of the vehicle other than the accelerator pedal operation state; a final target torque-deciding part for deciding a final target torque based on the decided basic target torque and the decided torque reduction amount; and an engine output control part for controlling an intake air amount so as to realize a target air amount required for an engine to output the decided final target torque, wherein the engine output control part is operable, when an operating state of the engine falls within a supercharging region, to restrict a reduction in the intake air amount corresponding to a change in the torque reduction amount.

The turbocharged engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle including an accelerator pedal operation state; a torque reduction amount-deciding part for deciding a torque reduction amount based on a driving state of the vehicle other than the accelerator pedal operation state; a final target torque-deciding part for deciding a final target torque based on the decided basic target torque and the decided torque reduction amount; and an engine output control part for controlling an intake air amount so as to realize a target air amount required for an engine to output the decided final target torque, wherein the engine output control part is operable, when an operating state of the engine falls within a supercharging region, to restrict a reduction in the intake air amount corresponding to a change in the torque reduction amount.