Methods and systems for controlling a pneumatic starter air valve of a gas turbine engine are described herein. The starter air valve is controlled in a first mode of operation by actuating a first solenoid of the starter air valve with a steady-state input signal. Passage of the steady-state input signal to a second solenoid of the starter air valve is allowed, to actuate the second solenoid and enable pressure regulation of the starter air valve. The starter air valve is controlled in a second mode of operation by actuating the first solenoid with a pulse-width modulation input signal. Passage of the pulse-width modulation input signal to the second solenoid is prevented, to disable the pressure regulation in the second mode of operation.

An injection controller includes a control IC outputting an energization instruction signal to apply a peak current to a fuel injection valve (i.e., an instruction TQ), and a current monitor unit detecting an electric current flowing in the fuel injection valve. The control IC corrects an output OFF time of the energization instruction signal based on a difference between (i) an integrated current of an ideal current profile which serves as a target current before reaching the peak current and (ii) an integrated current of an energization current in the fuel injection valve detected by the current monitor unit (i.e., an effective TQ).

Methods and systems for controlling a pneumatic starter air valve of a gas turbine engine are described herein. The starter air valve is controlled in a first mode of operation by actuating a first solenoid of the starter air valve with a steady-state input signal. Passage of the steady-state input signal to a second solenoid of the starter air valve is allowed, to actuate the second solenoid and enable pressure regulation of the starter air valve. The starter air valve is controlled in a second mode of operation by actuating the first solenoid with a pulse-width modulation input signal. Passage of the pulse-width modulation input signal to the second solenoid is prevented, to disable the pressure regulation in the second mode of operation.

Methods and systems are provided for calibrating engine port injectors. After pressurizing a low pressure fuel rail, a lift pump may be disabled and port injector variability may be correlated with a measured fuel rail pressure drop at each port injection event by sweeping injection pressure while maintaining injection voltage, and then sweeping injection voltage while maintaining injection pressure. A port injector variability map learned as a function of injection voltage and injection pressure is then transformed into a map learned as a function of injection current and injection pressure by accounting for injector variability caused due to changes in injector temperature.

A method for actuating a fuel injector having a magnetic coil drive for an internal combustion engine of a motor vehicle is disclosed. The fuel injector has a first terminal and a second terminal, where the first terminal is connectable via a switch element to ground and the second terminal is connected to ground. The method includes the following: actuating the switch element to connect the first terminal to ground, acquiring a time curve of the current strength of a current flowing through the magnetic coil drive, and applying a voltage pulse to the magnetic coil drive to initiate an opening procedure of the fuel injection. A duration of the voltage pulse is established as a function of the acquired time curve of the current strength. Furthermore, an engine controller and a computer program are described.

Various embodiments may include a method for operating a diesel-common-rail piezo-operated servo injector comprising: partially charging the piezo-actuator from a non-charged state at 0 V (method a); partially discharging the piezo-actuator from an already charged state to a remaining limited charge (method b); measuring the piezo-voltage with both methods and comparing the results; when the comparison demonstrates correspondence within a predefined threshold, using method b in ranges in which method a cannot be carried out; and when the comparison does not demonstrate correspondence within the predefined threshold, using method a without using method b.

A pressure sensorless electronic pressure limiting and flow leveling system for an electric pump comprising a multi-mode control process for transferring fluid through a filter feeding a source consuming the fluid as the filter becomes clogged. The multi-mode control process comprising a closed loop current control mode, a pressure limiting control mode for controlling the speed of the motor as a function of a pre-calibrated profile correlating measured motor speed and voltage parameters to a predetermined value in the pre-calibrated profile utilized to set the speed of the motor driving the pump for pumping pressurized fluid through a clogging filter; and a flow leveling control mode correlating measured motor current to a predetermined value in a pre-calibrated profile utilized to set the speed of the motor driving the pump for pumping pressurized fluid as a function of clogging of the filter.

A fuel injection controller includes a discharge switch that turns ON/OFF energization of a first energization path from a boost power source of a second booster circuit when a second control IC energizes a second solenoid, a first detection element that detects a value that depends on an energization state of the discharge switch, a constant current switch that turns ON/OFF energization of a second energization path from a power source voltage that outputs a lower voltage than a boost power source voltage when the second control IC energizes the second solenoid, a second element that detects a value that depends on an energization state of the constant current switch, and an energization path controller that switches energization to the second solenoid.

Provided is a control device of a fuel injection device which can stabilize a behavior of a valve even when a voltage of a voltage source varies, and can reduce a deviation of an injection amount. The fuel injection device includes a valve and a coil which generates a magnetic attraction force to attract a movable element which drives the valve. A control device applies a predetermined voltage to the coil on the basis of an injection pulse, causes a drive current to flow to the coil until the drive current reaches a maximum current, drives the valve by attracting the movable element, and injects fuel. The drive current flowing to the coil is lowered from the maximum current before the valve reaches a desired maximum lift position, and a constant voltage lower than a predetermined voltage or 0 V is continuously applied to the coil until the valve reaches the desired maximum lift position.

A control system of an internal combustion engine comprises an air-fuel ratio sensor 40, 41 detecting an air-fuel ratio of exhaust gas, a current detecting device 61 detecting an output current of the air-fuel ratio sensor, a voltage applying device 60 applying voltage to the air-fuel ratio sensor, and a voltage control part 81 configured to control voltage applied to the air-fuel ratio sensor through the voltage applying device. The voltage control part is configured to set the applied voltage to a reference voltage determined so that the output current becomes zero when an air-fuel ratio of inflowing exhaust gas flowing into the air-fuel ratio sensor is a stoichiometric air-fuel ratio, and correct the reference voltage so that the output current detected by the current detecting device becomes zero when it is judged that the air-fuel ratio of the inflowing exhaust gas is the stoichiometric air-fuel ratio.