6659 results about "Engine control unit" patented technology

A drilling device prevents recurrence of an overload condition after occurrence of the overload condition, thereby improving operability and safety in the drilling device. A motor for rotating a drill is connected to an AC power source through a motor control unit, a current detector, and a power switch. A magnet is also connected to the AC power source through the power switch and a full-wave rectifier. The motor control unit rotationally drives the motor on the basis of a signal sent from a main control unit according to a state in which a motor start switch is on. The main control unit controls the motor control unit to gradually reduce a supply voltage to the motor when the motor becomes overloaded, to gradually increase the voltage to the normal power supply condition when the overload condition is vanished, and to stop power supply to the motor if the overload condition continues for a predetermined period.

This invention is intended to control the amount of power to be supplied to a fusing heater below a maximum applicable current value. The engine controller supplies electricity to both of two heating bodies at the same fixed duty D1. At a phase angle al corresponding to the fixed duty D1, pulse signals ON1 and ON2 are issued in response to a ZEROX signal as a trigger. A current value I1 is detected based on a HCRRT signal from the current detection circuit. The engine controller calculates an upper limit of applicable power duty Dlimit based on the detected current value I1, the fixed duty D1 and the preset applicable current value Ilimit. Then, a PI temperature control is performed at a duty below the upper-limit duty Dlimit.

In various described embodiments skip fire control is used to deliver a desired engine output. A controller determines a skip fire firing fraction and (as appropriate) associated engine settings that are suitable for delivering a requested output. In one aspect, the firing fraction is selected from a set of available firing fractions, with the set of available firing fractions varying as a function of engine speed such that more firing fractions are available at higher engine speeds than at lower engine speeds. The controller then direct firings in a skip fire manner that delivers the selected fraction of firings.

A control unit controls a vehicle having a body to allow a user to step on, a power generator arranged to generate power that drives the body, and a first sensor and a second sensor. Each sensor preferably outputs a load value representing a load that has been applied to the body. The control unit preferably includes a processor arranged to output a command value associated with a bias of the load based on first and second load values that have been respectively detected by the first and second sensors, and a drive controller arranged to control the power generator in accordance with the command value.

In various described embodiments skip fire control is used to deliver a desired engine output. A controller determines a skip fire firing fraction and (as appropriate) associated engine settings that are suitable for delivering a requested output. In one aspect, the firing fraction is selected from a set of available firing fractions, with the set of available firing fractions varying as a function of engine speed such that more firing fractions are available at higher engine speeds than at lower engine speeds. The controller then direct firings in a skip fire manner that delivers the selected fraction of firings.

This invention is intended to control the amount of power to be supplied to a fusing heater below a maximum applicable current value. The engine controller supplies electricity to both of two heating bodies at the same fixed duty D1. At a phase angle α1 corresponding to the fixed duty D1, pulse signals ON1 and ON2 are issued in response to a ZEROX signal as a trigger. A current value I1 is detected based on a HCRRT signal from the current detection circuit. The engine controller calculates an upper limit of applicable power duty Dlimit based on the detected current value I1, the fixed duty D1 and the preset applicable current value Ilimit. Then, a PI temperature control is performed at a duty below the upper limit duty Dlimit.

A vehicular powertrain includes operatively coupled engine, electrically variable transmission and driveline. During normal operation when all motors are operating as expected, the engine is operated in a torque control mode in accordance with a torque command provided by a system controller to an engine controller and engine speed is controlled by the motors. During operation when all motors are not operating as expected, the engine is operated in a speed control mode in accordance with a speed command provided by the system controller to the engine controller and engine load torque is controlled by the operative motors.

A video screen enclosure is disclosed for housing a flat panel video display unit (“FPD”), comprising a housing and a front panel member joined to the housing with an airtight seal. An environmental control unit (“ECU”) within housing includes means to internally circulate air within said enclosure to maintain a temperature within a range suitable for operation of said display, and a control system to maintain the interior temperature within said enclosure within a selected range suitable for operation of said FPD. The enclosure may form a sealed unit with interior air being recirculated through said ECU, or ambient air may be circulated through the enclosure.

Method for minimizing driver perceptible drive train disturbances during take-off in a hybrid electric vehicle when maximized power is often desired is disclosed. The method includes sensing an actual state-of-charge (SOC) value of a battery in a hybrid electric vehicle and a traveling velocity of the vehicle during take-off operation. The sensed actual SOC value is compared with a SOC reference value and computing a delta SOC value as a difference therebetween. A velocity-based SOC calibration factor is looked up that corresponds to the traveling velocity of the vehicle. A combination is utilized of the delta SOC value and the SOC calibration factor as a SOC feedback engine speed control instruction to an engine controller of the hybrid electric vehicle. A driver's desired vehicular acceleration is sensed based on accelerator position. Maximum possible engine power generatable at the sensed vehicle speed is determined, as is a required power value from the power train of the vehicle to meet the driver's desired vehicular acceleration. The maximum possible engine power generatable at the sensed vehicle speed is compared with the required power value and computing a delta power train requirement value as a difference therebetween. A velocity-based and accelerator position-based power calibration factor is looked-up that corresponds to the traveling velocity of the vehicle and the accelerator position. A combination of the delta power train requirement value and the power calibration factor is utilized as a power requirement feed-forward engine speed control instruction to an engine controller of the hybrid electric vehicle.

A digital engine controller compatible with multiple variants of gas turbine engine is programmed to receive identification of a variant of gas turbine engine coupled to the digital controller and thereafter to automatically determine and adjust inputs to the engine, according to the received identification of engine variant, to meet user-specified output.

Disclosed herein are a NFC-enabled mobile communication terminal and a method of controlling the same. The NFC-enabled mobile communication terminal is capable of performing short-range wireless communication with at least one NFC tag in reader mode. The NFC-enabled mobile communication terminal includes an NFC antenna for transmitting and receiving data recorded in the tag, an NFC controller for receiving the data the NFC antenna, a function control unit for receiving the data from the NFC controller and analyzing the data, and a terminal control unit for causing at least one function of the mobile communication terminal to be performed. The data is function control data including a command to perform the function. The function control unit extracts the command from the function control data, applies the command to the terminal control unit, and executes the command, thereby compulsorily controlling the function of the mobile communication terminal.

In various described embodiments skip fire control is used to deliver a desired engine output. A controller determines a skip fire firing fraction and (as appropriate) associated engine settings that are suitable for delivering a requested output. In one aspect, the skip fire controller is arranged to select a base firing fraction that has a repeating firing cycle length that will repeat at least a designated number of times per second at the current engine speed. Such an arrangement can be helpful in reducing the occurrence of undesirable vibrations.

A battery management system (BMS) manages a battery for a hybrid vehicle including an engine control unit and a motor generator controlled by the engine control unit and connected to a battery including at least one battery pack, each pack including a plurality of battery cells. The BMS includes a sensor and an MCU unit. The sensor detects temperature, current, and open circuit voltage (OCV) of the battery. The MCU receives the detected temperature, current, and OCV, calculates a key-off time period which is a period between a time point when a battery key-on state ends and a time point when a subsequent battery key-on state begins, calculates an OCV error range corresponding to an SOC error range detected at the key-off time point, and infers an initial SOC of the battery.

System and method for modifying the operation of an engine comprising an engine control unit coupled to the engine, a command module coupled to the engine control unit, wherein the command module is operable to modify operating characteristics of the engine by reconfiguring the function of the engine control unit. The engine control unit further comprises software and / or firmware, and the command module reconfigures the function of the engine control unit by altering the software and / or firmware. The command module may modify the engine operation, for example, based upon environmental conditions, topographic conditions, and / or traffic conditions.

Methods and systems are provided for controlling exhaust emissions by adjusting a fuel injection into an engine cylinder from a plurality of fuel injectors based on the fuel type of the injected fuel and further based on the soot load of the engine. Soot generated from direct fuel injection is reduced by decreasing an amount of direct injection into a cylinder as the engine soot load increases.

A system for an engine, comprising a cylinder, a first injection subsystem for injecting a first substance into the cylinder, a second injection subsystem for injecting a second substance into the cylinder, and an electronic engine controller configured to control a plurality of operating parameters of the engine, where the electronic engine controller is configured to cause variation of at least one of the operating parameters in response to a shortfall condition of the second injection subsystem.

The present invention introduces a congestion control mechanism for constant bit rate (CBR) multimedia data flows in cable operator IP networks. A flow drop method within a congestion control unit of the present invention chooses a subset of multimedia data flows to drop, in whole, to alleviate a congestion condition. After the congestion condition is detected and the congestion control unit begins dropping multimedia data flows, the remaining multimedia data flows are no longer degraded for the end user, as compared to conventional congestion management systems.

The invention belongs to the technical field of power batteries of vehicles, and particularly relates to a heating control method of a power battery pack of an electric vehicle. The heating control method is implemented by a whole vehicle instrument, a whole vehicle control unit, a power battery system, a motor control system and a driving motor, wherein the whole vehicle instrument is connected with the whole vehicle control unit, the whole vehicle control unit is connected with the power battery system and the motor control system respectively, and the motor control system is connected with the power battery system and the driving motor respectively. According to the method, power batteries are heated by virtue of an original electric drive system of the electric vehicle, the energy of the power batteries is mainly used for the self heating of the power batteries, so that the temperature of the power batteries can be rapidly raised without extra cost, and the heating efficiency is high.

In resin-molded engine control unit, a coil, an electrolytic capacitor, a microprocessor, electronic parts and a connector terminal are mounted on a board. Inside a cover fixed on the board, a resin-free region is formed. The coil, the electrolytic capacitor and the microprocessor, which should not be sealed with resin, are mounted in the resin-free region, while the board and the electronic parts which are not capped by the cover are sealed with a resin.

A system and method for enhanced combustion control in an internal combustion engine is disclosed. A fuel supply system has a fuel injector positioned to directly inject fuel into a combustion chamber, and it is capable of performing a split injection wherein a first fuel injection in each engine cycle precedes a second fuel injection that occurs during compression stroke in the same engine cycle. A spark plug produces a spark to ignite a first air / fuel mixture portion created due to the second fuel injection, initiating a first stage combustion. The first stage combustion raises temperature and pressure high enough to cause auto-ignition of a second air / fuel mixture portion surrounding the first air-fuel mixture portion, initiating a second stage combustion. An engine controller is programmed to perform control over initiation timing of the second stage combustion in response to at least one of the engine speed and load. This control is accomplished by varying at least one of a fuel injection timing of the first fuel injection, a fuel injection timing of the second fuel injection, spark timing, a proportion of fuel quantity of the second fuel injection to the total fuel injected in each engine cycle, and an EGR rate in response to at least one of engine speed and load.

The invention discloses a range extended electric vehicle control system, and relates to a whole vehicle control system. The range extended electric vehicle control system comprises an engine controlled by the conventional throttling valve, a generator which is integrally connected with a crank shaft of the engine and has functions of generating power and driving, a vehicle-mounted power battery, a whole vehicle controller, a range extender controller, a battery management system, a battery direct current sensor, an engine controller unit, a generator controller unit, a generator end direct current sensor and a permanent magnet synchronous driving motor, wherein the permanent magnet synchronous driving motor, the power battery and the generator are connected to a power line and used for driving wheels, a motor controller, a motor direct current sensor, the throttling valve and a crank shaft position sensor; the range extender controller communicates with the engine controller unit and the generator controller unit and sends a control instruction; and the range extender controller manages power generation energy and controls an auxiliary system according to a demand of a driver and a state of a range extender system. The invention also discloses a range extended electric vehicle control method. The range extended electric vehicle control system and the range extended electric vehicle control method can be used for electric automobiles.

The invention provides a USB charger, a mobile terminal using the USB charger and a charging control method of the mobile terminal. The USB charger, which is suitable for charging the mobile terminal, comprises a first logic control unit. The USB charger is suitable for realizing both-way communication with the mobile terminal through the first logic control unit. The USB charger sends a maximum output capability signal of the USB charger to the mobile terminal through the first logic control unit, receives a charging voltage request signal sent by the mobile terminal and adjusts the output voltage of the USB charger according to the charging voltage request. Two signal lines are utilized between the USB charger and the mobile terminal provided in the embodiment of the invention, and both-way synchronous communication is realized through a pulse coding and decoding protocol, so that quick and safe larger-current charging is realized, and the realization method is simple.

A wireless engine monitoring system (WEMS) includes an engine monitoring module that is mounted directly on an aircraft engine and records, stores, encrypts and transmits full flight engine data. The system preferably interfaces to the Full Authority Digital Engine Controller / Engine Control Unit (FADEC / ECU) and can record hundreds of engine parameters with a preferred sampling frequency of about one second. The engine monitoring module is preferably formed as a miniaturized module directly mounted on the aircraft engine within its cowling and has a conformal antenna. The engine monitoring module can also upload data for onboard processing.

If an IC card unit detects when an inherent IC card is inserted in an IC card slot, then the IC card unit outputs a signal to a vehicle control unit to inhibit a vehicle from being automatically driven. If the IC card unit detects when no inherent IC card is inserted in the IC card slot, then the IC card unit outputs a signal to the vehicle control unit to permit a vehicle to be automatically driven upon elapse of a predetermined period of time.

A method and apparatus for distributing control of multiple engines amongst the engines in a power generation system that has a central controller, comprises the steps of: receiving aboard each engine from the central controller a control signal representative of a desired fuel flow; metering fuel at a fuel metering point aboard each engine; sensing at least one parameter aboard each engine proximate the fuel metering point that is representative of fuel flow; adjusting the fuel metering aboard each engine to cause the sensed parameter to correlate to the desired fuel flow; and transmitting a monitoring signal from each engine to the central controller that is representative of the adjusted fuel metering.

The invention discloses an engine cooling system and a temperature control method of cooling liquid thereof. The engine cooling system comprises a heat radiator, a water pump, a circulating water jacket, an electronic thermostat, a cooling fan, a cooling liquid temperature sensor and an engine control unit, wherein the control unit determines the cooling liquid target temperature of an engine under the current operation working condition according to acquired signals, such as engine rotating speed, load, speed, air inlet temperature, and the like and ensures that the engine works under the optimal cooling liquid temperature condition by controlling the heating time of the electronic thermostat and the high and low speed running of the cooling fan.

Torque estimation techniques in the real-time basis for engine control and diagnostics applications using the measurement of crankshaft speed variation are disclosed. Two different torque estimation approaches are disclosed—“Stochastic Analysis” and “Frequency Analysis.” An estimation model function consisting of three primary variables representing crankshaft dynamics such as crankshaft position, speed, and acceleration is used for each estimation approach. The torque estimation method are independent of the engine inputs (air, fuel, and spark). Both approaches have been analyzed and compared with respect to estimation accuracy and computational requirements, and feasibility for the real-time engine diagnostics and control applications. Results show that both methods permits estimations of the indicated torque based on the crankshaft speed measurement while providing not only accurate but also relatively fast estimations during the computation processes.

System and method for modifying the operation of an engine comprising an engine control unit coupled to the engine, a command module coupled to the engine control unit, wherein the command module is operable to modify operating characteristics of the engine by reconfiguring the function of the engine control unit. The engine control unit further comprises software and / or firmware, and the command module reconfigures the function of the engine control unit by altering the software and / or firmware. The command module may modify the engine operation, for example, based upon environmental conditions, topographic conditions, and / or traffic conditions.