An injection amount variation of a plurality of fuel injection valves is reduced regardless of a state of an engine. According to one aspect of the present invention, there is provided a fuel injection control device 127 that controls a plurality of fuel injection valves having a coil for energization, including a valve body operation time detection unit 211 that detects a valve closing completion time from an end of energization of the fuel injection valve to completion of valve closing of a valve body of the fuel injection valve, a drive current correction unit 213 that corrects a drive current parameter of the fuel injection valve based on the valve closing completion time, an injection pulse width correction unit 214 that corrects an energization time of the fuel injection valve based on the valve closing completion time, and a correction method selection unit 212 that selects at least one of the drive current correction unit 213 and the injection pulse width correction unit 214 to execute correction based on a state of an engine.

Methods and systems are provided for balancing a plurality of fuel injectors. In one example, a method includes adjusting port-fuel injecting parameters in response to a learned direct injector fueling error.

A metering valve supplies fuel to and block fuel from a pressurizing chamber by moving a valve body by switching between energization and de-energization of an electromagnetic unit. An energization control unit performs a valve closing control and a valve opening control to reduce operating sound in one opening and closing period in which the valve body opens and closes. A time control unit controls, on determination that the energizing period of the electromagnetic unit exceeds the upper limit value, a moving speed of the valve body when the valve body moves to a valve closing side, such that the energization period of the electromagnetic unit in the one opening and closing period does not exceed the upper limit value, thereby to cause the energization control unit to perform both the valve closing control and the valve opening control in the one opening and closing period.

A fuel supply system includes an electronic control unit that outputs a target fuel pressure for controlling a low-pressure pump and an engine status, and a fuel pump controller (FPC) that generates a drive signal for driving the low-pressure pump based on the target fuel pressure. The FPC is configured to obtain an actual fuel pressure, to set a duty ratio and to perform a feedback control for the actual fuel pressure to follow the target fuel pressure, and to set a lower limit guard value based on the engine status. The lower limit guard setter sets a duty ratio of 0% as the lower limit guard value when the engine status indicates a stop of the engine.

A vehicle includes an engine, a fuel tank, a canister, a valve, and a damper. The canister is configured to receive and store evaporated fuel from the fuel tank. The valve is disposed between the canister and the engine. The valve is configured to open to deliver evaporated fuel from the canister to the engine. The valve is configured to close to inhibit delivering evaporated fuel from the canister to the engine. The damper is secured to valve. The damper is configured to dampen movement of the valve between open and closed positions.

An embodiment is a method including controlling a purge fuel amount of an active purge system (APS), the controlling including correcting the purge fuel amount using a primary weighting factor obtained using an ambient air temperature and a hydrocarbon (HC) concentration in purge gas fuel as input values, and correcting the corrected purge fuel amount using a secondary weighting factor due to a purge learning value. Some embodiments further include controlling of the purge fuel amount applies a purge execution condition, and the purge execution condition on the basis of a negative pressure of an intake manifold and a vehicle speed of the vehicle in which a purge flow rate exhibits as being greater than or equal to a predetermined value.

A control device controls a drive current that flows through a drive coil of a fuel injection valve that is electromagnetically driven. A control device includes a determination unit configured to determine whether a supply fuel pressure, which is a pressure of fuel supplied to the fuel injection valve, is higher than a determination pressure at which the fuel pressure is determined abnormally high; a first control unit configured to control the drive current in a first mode when the determination unit determines that the supply fuel pressure is not higher than the determination pressure; and a second control unit configured to control the drive current in a second mode that facilitates maintaining of the fuel injection valve in an open state more than in the first mode when the determination unit determines that the supply fuel pressure is higher than the determination pressure.

Electronic fuel injection control system for an internal combustion engine, the internal combustion engine being equipped with at least one fuel feeding line provided with a fuel tank, at least one throttle valve, at least one injector, at least one fuel pump, at least one fuel return line having at least one solenoid valve, at least one first fuel return duct that connects the injector to the solenoid valve, at least one overpressure valve, at least one second return conduit adapted to connect the overpressure valve and the solenoid valve with the tank, wherein the fuel return line is provided with at least one calibrator allowing at least the state of said fuel pump and relative performances thereof to be verified.

A control system of a continuously variable valve duration (CVVD) is provided. A system for controlling a CVVD by adjusting an actuator for controlling the CVVD includes an electronic control unit (ECU) configured to output a command for adjusting the actuator based on a vehicle state and a cam position sensor is configured to measure a cam revolutions per minute (RPM). A controller is configured to calculate a crank RPM from the cam RPM when a failure occurs during communication with the ECU. A target phase angle is extracted based on the calculated crank RPM, and an electric current is output that corresponds to the extracted target phase angle to the actuator.

A system for controlling a CVVD by adjusting an actuator for controlling the CVVD is provided. The system includes an electronic control unit (ECU) configured to output a command phase angle and a selection signal for controlling the actuator based on a vehicle state and a mode of operation, and an actuator controller configured to operate based on the command phase angle and the selection signal and output an electric current to adjust the actuator. The actuator controller is configured to output an electric current corresponding to the command phase angle originating from the ECU or adjust the command phase angle and then output an electric current corresponding to the corrected command phase angle based on a type of selection signal.