A method for controlling a fuel pressure valve of a vehicle may include stop entrance, of reducing a target fuel pressure below a predetermined value based on an engine RPM and increasing an allowable deviation between the target fuel pressure and an actual fuel pressure measured by a sensor when a controller determines that a current vehicle speed is equal to or lower than a reference vehicle speed, and pressing of an acceleration pedal is released, fuel pressure determination, of determining whether a deviation value between the target fuel pressure and the measured actual fuel pressure is greater than the allowable deviation, and valve control, of determining a duty value of the fuel pressure valve when the deviation value between the target fuel pressure and the measured actual fuel pressure is greater than the allowable deviation, and then controlling to open the fuel pressure valve using the determined duty value.

In an engine starting system, a first controller activates, in response to a driver's starting request, a first starting device to rotate the rotating shaft of an engine. A second controller is communicably connected to the first controller. The second controller recognizes rotation of the rotor of a second starting device resulting from an activation of the first starting device. The second controller starts a power running operation of the second starting device based on the recognition of the rotation of the rotor. The first controller determines whether the power running operation of the second starting device has been started. The first controller deactivates, when it is determined that the power running operation has been started, the first starting device before a rotational angular position of the rotating shaft of the engine arrives at a compression top dead center of the engine.

An aircraft diesel engine may be operated at a minimal fuel rate. Shaft output power of the engine may be reduced by initiating combustion during the compression stroke. Combustion may be initiated during the compression stroke by advancing fuel injection, splitting fuel injection, and/or manipulating individual injection quantities. Initiating combustion during the compression stroke may slew torque generation to the compression stroke.

The present invention discloses a method and device for controlling energy-saving sailing of a ship. The method comprises the steps of changing the operating parameters of the ship correspondingly when the resistance of the ship changes during routine sailing, controlling the current opening degree of a throttle to increase the instantaneous oil supply amount of a main engine of the ship if the resistance of the ship becomes smaller, and controlling the current opening degree of the throttle to reduce the instantaneous oil supply amount of the main engine of the ship if the resistance of the ship becomes larger. Compared with the prior art, the method and device have the advantages that energy waste is reduced greatly and the sailing cost is reduced.

The purpose of the present invention is to provide an engine control device with which it is possible to minimize decreases in combustion speed even when the EGR rate has been increased. The present invention is an engine control device for: controlling an engine provided with an injector for injecting fuel directly into a cylinder, an ignition device for igniting the injected fuel, and an EGR means capable of recycling combustion gas and varying the EGR rate of the recycling combustion gas; and commanding the injector to perform multiple injections during one cycle, wherein a command is given to perform a control for increasing the injection quantity per compression stroke relative to the total injection quantity in one cycle so that the injection quantity per compression stroke is greater when the EGR rate is high than when the EGR rate is low, and/or a control for increasing the number of injections per compression stroke relative to the total number of injections in one cycle so that the number of injections per compression stroke is greater when the EGR rate is high than when the EGR rate is low.

A surgical stapler including an anvil, a staple cartridge, and a buttress material removably retained to the anvil and/or staple cartridge. In various embodiments, the staple cartridge can include at least one staple removably stored therein which can, when deployed, or fired, therefrom, contact the buttress material and remove the buttress material from the anvil and/or staple cartridge. In at least one embodiment, the anvil can include at least one lip and/or groove configured to removably retain the buttress material to the anvil until deformable members extending from the surgical staple are bent by the anvil and are directed toward and contact the buttress material.

A vehicle has an engine, a CVT and at least one ground engaging member. A method of controlling the engine includes the steps of: determining an idle speed set point based at least in part on a first speed proportional to a driven pulley speed, the idle speed set point being less than an engagement speed when the driven pulley speed is less than a predetermined driven pulley speed and being less than an actual engine speed when the driven pulley speed is greater than the predetermined driven pulley speed; and controlling the engine to operate under conditions corresponding to the idle speed set point when a desired engine speed is less than the idle speed set point. Controlling the engine to operate under conditions corresponding to the idle speed set point causes engine braking when the driven pulley speed is greater than the predetermined driven pulley speed.

A system for establishing a torque limit for a vehicle is provided. The system uses impending terrain and speed conditions to determine an optimum torque, which improves engine efficiency and reduces fuel consumption.

Examples of the present disclosure describe systems and methods for determining a state of an air diverter valve of an air induction system of a vehicle. The determined state of the air diverter valve may be based on an intercooler-based estimated ambient air temperature and a comparison between an ambient air temperature sensor value and a pre-compressor sensor value.

A method of testing an automotive vehicle estimates acceleration for multiple time windows. Each of the time windows has a different length. A speed of the vehicle is measured. The acceleration vector is estimated, for the time windows, as a function of the speed and a test speed. A target acceleration is calculated by multiplying the acceleration vector by a driving mode vector. A target speed, of a driver model, is set as a function of a test cycle, the target acceleration, and the speed. The vehicle is controlled at the target speed.