The present invention provides a catalyst diagnosis device that enables precisely grasping a variation of AFR and diagnosing a deteriorated condition of the catalyst based on the variation. A timer counts elapsed time Tosc until downstream AFU (AFRd) meets a predetermined threshold condition when the fuel injection quantity is corrected by increasing or decreasing it so that as to the AFRu, the transition from either of leanness or richness to the other is repeated with the stoichiometric area between the leanness and the richness. An OSA calculating section calculates an Oxygen Storage Amount (OSA) as a function of the AFR, Mfuel, Ne and Tosa. An OPA calculating section calculates an Oxygen Purge Amount (OPA) as a function of the AFR, Mfuel, Ne and Topa. A deterioration diagnosing section diagnoses a deteriorated condition of the catalyst C on the basis of at least one of the OSA and OPA.

An engine air-fuel ratio control device is configured to be used in a vehicle including a power transmission device configured to transmit power between an output shaft of an engine and an input shaft of a transmission and to execute a lean-burn control that puts an air-fuel ratio of the engine into a lean state. An engine controller executes a fuel injection feedback control such that the air-fuel ratio becomes a lean target value after the power transmission device is released during a deceleration of the vehicle. An engine stall predictor predicts a stall of the engine on a basis of a deceleration indicator that is correlated with a deceleration degree of the vehicle in a state in which the power transmission device is released. A lean-burn control canceler cancels the lean-burn control in a case in which the engine is predicted to stall.

A method of controlling a low-pressure fuel pump may include: identifying a fuel consumption amount of the low-pressure fuel pump in response to a feedforward fuel control; determining a motor driving base duty based on the fuel consumption amount; and identifying a target fuel pressure based on the pressure of fuel.

A first intake air amount an engine is calculated based on a detected value of an intake air flow rate of an air flowmeter. A second intake air amount is calculated based on any one of a detected value of an intake pipe pressure and a throttle opening degree instead of the detected value of the intake air flow rate. When it is determined that the intake pulsation is not large, a difference amount of the second intake air amount from the first intake air amount is calculated. A corrected second intake air amount, which is a sum of the second intake air amount and the difference amount, is set as an intake air amount calculated value when it is determined that the intake pulsation is large.

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.

Disclosed is a method for managing the starting of a combustion engine of a hybrid drive system including a combustion engine and an electric machine, as well as a drive shaft, the electric machine producing torque to start the combustion engine and drive the drive shaft at least during an initial phase of the start. In a transient starting phase, the combustion engine drives the drive shaft and the electric machine is stopped. The electric machine is regulated, during the initial phase and transient phases, with a first engine speed setpoint. The transient phase begins when the drive shaft reaches the first engine speed setpoint and remains steady. Torque control produced by the electric machine during the transient starting phase being configured so that the electric machine is stopped as soon as the control determines that the torque produced by the electric machine is tending toward zero torque.

A control apparatus for an engine includes a rotation detector, a fuel injection device, and an output controller. The output controller calculates an emission amount of the pollutant and calculates an accumulated emission amount of a pollutant for a period of time. The output controller calculates a maximum allowable emission amount of the pollutant for a period of time. The output controller calculates a difference between the accumulated emission amount of pollutant and the maximum allowable emission amount of the pollutant. The output controller calculates a first output index by dividing the difference by the period of time. The output controller sets the allowable range for the output of the engine so that the emission amount of pollutant becomes equal to or less than the first output index.

A throttle valve 11 that adjusts an amount of air flowing into an intake passage of an internal combustion engine 1, a fuel injection valve 9 that injects fuel into the internal combustion engine 1, and a generator-motor 6 that drives the internal combustion engine 1 via a drive belt 5 are controlled by an internal combustion engine control unit 13. The internal combustion engine control unit 13 opens the throttle valve 11 to a first throttle opening after detecting a request to start the internal combustion engine 1, then causes the fuel injection valve 9 to inject fuel while maintaining the first throttle opening, and then opens the throttle valve 11 to a second throttle opening that is larger than the first throttle opening.

The fuel injection timing IT is changed based operation and environmental condition of the engine. If the injection timing IT is changed, the rate of fuel passing through meshes of the mesh member (i.e., the mesh passing rate) changes. If the mesh passing rate changes, the set-off position (i.e., the ignition position of the air-fuel mixture) is extended or shortened. Based on this, under the condition of high ignition performance (i.e., the second condition), the mesh passing rate is controlled to increase thereby the set-off position is extended. On the other hand, under the condition of low ignition performance (i.e., the first condition), the mesh passing rate is controlled to decrease thereby the extension of the set-off position is suppressed or prohibited.

A method, and associated device, for controlling a module for heating a plurality of fuel injectors of an engine of a vehicle, the heating module including a plurality of electromagnetic induction elements each connected to an injector of the plurality of fuel injectors and being configured, when an electric excitation current passes through the electromagnetic induction elements, to heat the injector by induction, the method including a step of generating an electric supply current and a step of generating, from the electric supply current, a plurality of electric excitation currents phase shifted relative to one another and materialized by electric excitation current signals, each of the electric excitation currents intended to supply one of the electromagnetic induction elements. The method being notable in that the electric excitation current signals are phase shifted such that the sum of the absolute values of the amplitudes of the signals is constant.