MXPA06008711A - Engine speed stabilization using fuel rate control - Google Patents

Abstract

Idle speed stability is imparted to a compression ignition engine by processing data values for actual engine speed and desired engine speed to yield a data value for engine speed error;processing (22) the data value for engine speed error according to a governor algorithm for yielding a data value for a mass fuel rate for governed fueling of the engine;c) processing (24) the data value for mass fuel rate for governed fueling of the engine and the data value for actual engine speed to yield a data value for a quantity of fuel to be injected into an engine cylinder during an ensuing stroke of a piston within the cylinder;and d) injecting (30) that quantity of fuel into the cylinder during that stroke.

Description

ENGINE SPEED STABILIZATION USING CONTROL OF FUEL REGIME Field of the Invention This invention relates generally to internal combustion engines. More specifically, it is related to a novel strategy to improve the speed stability of the engine, particularly in compression ignition engines. BACKGROUND OF THE INVENTION The low vacuum speed stability that arises from changes in engine load, even small ones, has been recognized as a seemingly inherent operating characteristic of a basic diesel engine. The instability of speed is manifested by oscillation and / or migration of motor speed as a result of a change in load, - instead of quickly stabilizing at a constant speed. Various devices, special ball regulators for example, have been added to diesel engines in efforts to ensure better speed stability. While some improvements have been made over the many years that diesel engines have been in existence, the inventors believe it is fair to state that none has been able to achieve complete success in overcoming this seemingly inherent and undesirable characteristic of such engines. Vacuum engine speed control in a regulated diesel engine has historically been based on controlling the amount of fuel introduced in each cylinder during the stroke of a reciprocating piston inside a cylinder, ie, a fuel quantity base per career. By observing that a diesel engine is capable of operating at any of multiple different speeds using approximately the same amount of fuel per race, the inventors believe that a regulation strategy that controls the speed in a vacuum by strictly using amount of fuel per race does not can provide an effective solution for vacuum speed control. That a known vacuum speed regulator that modalizes a known regulation algorithm that acts to control the supply of motor fuel through known devices and hardware is prone to instability when operating on a fuel quantity basis per stroke, is illustrated for the following situations. If the idle speed governor is subjected to a particular amount of fuel per stroke in order to run the engine at a desired idle speed, any change that decreases the engine speed, such as a change in engine load because of an engine-driven accessory is activated, it will necessarily reduce the fuel supply to the engine. In other words, because the engine becomes slow, there will be fewer races per unit of time while the amount of fuel per race remains unchanged. This is exactly the opposite of what the engine actually needs in order to maintain the desired idle speed, and consequently the idle speed becomes unstable, at least temporarily. If the idle speed governor is subjected to the same particular amount of fuel per stroke in order to run the engine at the same desired idle speed, any change that increases the engine speed, such as a change in engine load due to Since a motor-driven accessory is being de-energized, it will necessarily increase the rate of fuel supply to the engine. In other words, because the engine accelerates, there will be more races per unit of time while the amount of fuel per race remains unchanged. This is exactly the opposite of what the engine actually needs in order to maintain the desired idle speed, and consequently the idle speed becomes unstable, at least temporarily. While the advent of electronic control systems has provided significant advances in diesel engine control technology and the resulting engine performance, control strategies have continued based on quantity per race as 1 basis for vacuum speed control. The evolution of diesel engine electronic control systems has resulted in the use of separate electronic modules for engine control and fuel control, and their presence has created additional complications for idle speed regulation. An occasional motor control module is referred to as an ECM, and a control module as an ICM (injector control module), and even when they are able to communicate with each other, each has its own separate processing system. The use of separate ECM and ICM modules has imposed added demand on the idle speed controller, tending to make vacuum speed stabilization more difficult. This is essentially due to communications and delays in programming between the different modules that create phase shift between the time point at which the engine speed is measured and the time at which the resulting fuel supply change can occur consequently to a change of engine speed.

In any feedback control system, the electronic motor regulator being an example, the phase shift is commonly a limiting factor in tuning the gain of the control circuit. Increasing the phase shift tends to make the control less stable and ultimately unstable if the phase shift becomes too large. The combination of vacuum speed instability that is inherently inherent in a diesel engine and the added phase shift that results from the use of separate electronic modules is believed to be counterproductive to the goal of optimizing vacuum speed control in a controller. motor. 'If the control circuit gain is detuned for stability, the motor responds poorly when the motor load changes. If the gain is increased for better response, the system tends towards instability. The inventors believe that a fundamental change in the strategy to control the engine idle speed in a controlled diesel engine is essential for achieving the best possible way to optimize the vacuum speed control of the engine. SUMMARY OF THE INVENTION The present invention relates to an improvement in diesel engine control system strategy to avoid instability in vacuum speed. A generic aspect of the present invention relates to a method for controlling a compression ignition engine. The method comprises a) processing data values for actual motor speed and desired motor speed to provide a data value for motor speed error; b) processing the data value for engine speed error in accordance with a controller algorithm to provide a data value for a mass fuel regime for controlled fuel supply of the engine; c) processing the data value for mass fuel regime for controlled fuel supply of the engine and the data value for actual engine speed to provide a data value for a quantity of fuel to be injected into a cylinder of engine during a subsequent stroke of a piston inside the cylinder; and d) injecting that amount of fuel into the cylinder during that race. Another generic aspect relates to a compression ignition internal combustion engine comprising multiple cylinders to which a fuel supply system injects fuel during engine cycles, an engine control system comprising a controller to control the engine , and a data processing system to process various useful data when controlling the motor. Including data values for real motor speed and desired motor speed. The data processing system repeatedly i) processes the data values for actual motor speed and desired motor speed to provide data values for motor speed error, ii) processes the data values for motor speed error of conformity with an algorithm to provide data values for mass fuel regime for engine fuel supply, iii) process data values for mass fuel regime for engine fuel supply and data values for actual engine speed. engine to provide data values for quantities of fuel to be injected into the engine cylinders during subsequent strokes of pistons within the respective cylinders; and iv) causes the fuel supply system to inject those amounts of fuel into the respective cylinders during respective subsequent races. Still another generic aspect is related to the control system just described. Still another generic aspect relates to a method for controlling the idle speed of a compression ignition engine. The method comprises a) processing data values for real motor speed and idle speed desired to provide a data value for speed error; b) processing the data value for speed error in accordance with an algorithm to provide a data value for a mass fuel regime for engine fuel supply; c) processing a data value for mass fuel regime, for fuel supply of the engine and the data value for real engine speed to provide a data value for a quantity of fuel to be injected into a cylinder of engine during a subsequent stroke of a piston inside the cylinder; and d) injecting that amount of fuel into the cylinder during that race. Another generic aspect relates to a compression ignition internal combustion engine comprising multiple cylinders to which a fuel supply system injects fuel during engine cycles and a motor control system comprising i) an idle regulator. under which to control the supply of engine fuel to run the engine at low idle speed by issuing a fuel supply order measured in units of measurement fuel supply regime, ii) a conversion function to convert the fuel supply command fuel from measurement units of fuel supply rate to quantity units per measurement stroke, and iii) an accelerator to accelerate the low speed motor in vacuum by issuing a fuel supply order measured in units of measurement of quantity per stroke . When the engine is running at low idle speed, the fuel is injected into the cylinders in amounts per stroke set by the conversion function, and when the engine accelerates at low idle speed the throttle fuel supply knob is used to establish the quantities per race Injected towards the cylinders. Another generic aspect relates to the control system just described. Yet another generic aspect relates to the modalized method in the control system to regulate the engine at low idle speed and then accelerate the engine. The foregoing, together with other features and advantages of the invention. will be seen in the following discussion of a currently preferred embodiment of the invention which illustrates the best mode contemplated at this time to carry out the invention. This specification includes drawings, which are now briefly described as follows. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a general diagram of a prior regulation structure for diesel engine idle speed control. Figure 2 is a regulation strategy diagram in accordance with the principles of the present invention. Figure 3 is a more detailed diagram of a portion of the strategy of Figure 2. Figure 3A is a detailed example for Figure 3. Figure 4 is a useful graph plot to understand how the inventive strategy differs from the previous. Figure 5 is a graph plot showing engine fuel supply and engine speed during the start and initial stroke of a motor operating in accordance with the regulation strategy of the present invention. Figure 6 is a diagram showing a form of inventive regulation strategy containing certain improvements. DESCRIPTION OF THE PREFERRED EMBODIMENT Figure 1 shows a known regulation strategy 10 for a diesel engine. The strategy can be implemented by a processor-based engine control system that uses an appropriate algorithm to regulate the engine idle speed. The strategy 10 comprises processing data values for actual motor speed and desired motor idle speed to provide a data value for motor speed error that forms a data input to a regulator 12. Regulator 12 is implemented, in an ECM for example, as an appropriate regulatory algorithm programmed into the ECM processing system. The regulator 12 processes the data value for motor speed error in accordance with the algorithm to provide a data value for motor fuel supply in terms of amount per st, such as mass of fuel per st in any unit of measurement appropriate, such as milligrams per race. That data value is communicated to the fuel injector driver logic 14 that is present, in an ICM for example, to control the fuel injectors of the engine fuel supply system. The drive logic 14 converts the quantity data value by st into an appropriate algorithm programmed to its processing system in electrical signals that when applied to the fuel injectors cause the fuel quantity corresponding to the data value of the regulator 12 is injected into each cylinder at the appropriate time in the engine cycle. Figure 2 presents a regulation strategy 20 in accordance with the principles of the present invention. The strategy is implemented in an ECM where a regulator 22 is implemented as a programmed regulator algorithm towards the processing system. As the regulator 12, the regulator 22 processes the data value for motor speed error, but unlike the regulator 12, the regulator 22 provides a data value for motor fuel supply in terms of fuel speed, such as mass fuel regime, in any appropriate unit of measurement, such as pounds per hour or grams per second. That data value for motor fuel provisioning measured in terms of fuel rate forms an input to a fuel regime conversion logic 24. Another input to the conversion logic 24 is the data value for real motor speed. The conversion logic 24 processes the data value for mass fuel regime for regulated fuel supply of the engine and the data value for real engine speed to provide a data value for a quantity of fuel to be injected towards an engine cylinder during a subsequent st of a piston inside the cylinder. In contemporary processing systems, different strategies typically execute different regimes, some more frequently than others. It should be understood that the use of the term "actual engine speed" means a very recent update of instantaneous engine speed by a strategy that measures the speed of the engine. Figure 3 shows the specific processing performed by the conversion logic 24. A division function 26 divides the data value for mass fuel regime. for regulated fuel supply of the engine by the data value for real engine speed. The quotient is a data value that is subsequently processed by a multiplication function 28 that operates to multiply the quotient by a conversion constant. The product is the data value for the amount of fuel that will be injected during the subsequent race. The strategy 20 then communicates that the data value to the logic 30 of the fuel injector impeller. which can be contained in an ICM separate from the ECM. The drive logic 30 comprises an appropriate algorithm programmed into its processing system that ultimately operates each fuel injector through a respective electrical signal so as to cause the amount of fuel corresponding to the data value of the conversion logic 24 to be inject into the respective cylinder during a subsequent stroke. Figure 3A shows a detailed example of the conversion processing of Figure 3. The data value for parameter MFF_GOV represents the mass-regulated fuel flow rate provided by the regulator as measured in pounds of fuel per hour.

An algorithm function 36 divides that data value between the product of data values for the parameters FQG__NUM_CYL, which represent the number of engine cylinders, and FQG_N_LIM, which represents engine speed, limited to avoid a possible situation of dividing by zero. The data value for FQG_N_LIM is established by a function 38 that selects the highest speed N of real motor, as measured in revolutions per minute, and the number 100. The result is then multiplied by the conversion constant 15117 so that the data value for MFGOV_MFF representing the mass of fuel per stroke is given in units of milligrams per stroke. If the regulator is subjected to a particular fuel regime, an increase in engine load that slows the engine will result in an increase in the amount of fuel per stroke, which is what the engine needs to handle the increased load. Also, a decrease in engine load that accelerates the engine will result in a decrease in the amount of fuel per race. In both cases the motor will adjust to an equilibrium speed without instability. The strategy that uses the fuel regime, rather than the amount of fuel per stroke, as the basis for idle speed control of a diesel engine makes the inherently stable idle speed control. This allows the motor to react to load applications or load gaps without over compensation or excessive delay. The motor can handle load changes with reduced motor speed inclination or clogging. The strategy also allows front power compensation to be applied more effectively to idle speed control without risking runaway or loss of engine speed. Because the idle speed control does not have to provide artificial stability under vacuum, the motor is less prone to opposition in off-vacuum operation.

Inherent stability allows smoother transitions immediately after engine start. It allows the engine to be better characterized during the engine development process so that a new engine can be calibrated more safely and more quickly. The larger phase shifts between separate control modules become tolerable. Figure 4 demonstrates that the inventive strategy provides inherent stability. Figure 4 is a graph plot comparing the inventive strategy of Figure 2 and 3 with the previous strategy of Figure 1. Each of the two traces 32, 34 has been normalized from test data obtained during the motor test to the point of 100 percent fuel supply at 1000 rpm engine speed. The trace 32 shows the fuel supply as a function of engine speed using the previous strategy. The trace 34 shows the fuel supply as a function of engine speed using the inventive strategy. The trace 34 has a reasonably constant positive slope so that each fuel supply value is uniquely correlated with a respective velocity value. That is not the case for trace 32.

The trace 32 has an irregular inclination that is much more pronounced and actually negative in a region. The steeper inclination means that small changes in fuel supply can create large speed changes, and the presence of a negative tilt region shows that each fuel supply value is not uniquely correlated with a respective engine speed. Figure 5 shows three traces 40, 42, 44 all during a time interval of 10 seconds at engine start. Stroke 40 represents the supply of motor fuel in terms of amount per race; trace 42, motor fuel supply in terms of mass flow rate; and stroke 44, engine speed. During that 10 second interval, the fuel flow regulator provides a smooth motor start leading to steady idle speed as the governor fuel rate command (trace 42) remains constant. The engine speed (trace 44) rises asymptotically at a steady state speed, slightly above 600 rpm in this case.

The fuel supply as measured in terms of quantity per stroke (trace 40) falls asymptotically as the engine speed increases.

The figure shows that the engine speed will remain relatively constant when it is empty with a constant fuel flow control. Motor speed disturbances, such as those due to load applications or load gaps, are inherently corrected to provide vacuum speed stability. Figure 6 presents an improved regulation strategy 50 for low vacuum and engine acceleration from vacuum. As strategy 20, strategy 50 is implemented in an ECM wherein a low vacuum regulator 52 is implemented as a low vacuum regulator algorithm programmed into the processing system. The regulator 52 processes the data value for engine speed error, to provide a data value for low engine vacuum fuel supply in terms of fuel regime, such as a mass fuel regime, in any unit of fuel. appropriate measurement, such as pounds per hour or grams per second. The data value for motor fuel provisioning measured in terms of fuel rate forms an input to a fuel regime conversion logic 54. Another input to the conversion logic 54 is the data value for real motor speed. The conversion logic 54 processes the data values for those inputs in the manner described above for the conversion logic 24 to provide a data value for a quantity of fuel to be injected into a motor cylinder during a subsequent run of a piston inside the cylinder. The term "real engine speed" continues to mean a very recent update of instantaneous engine speed by a strategy that measures engine speed. The data value provided by the conversion logic 54 is subjected to further processing before the fuel injector driver logic 30. This processing comprises a sum function 56 that adds in addition to the data value provided by the conversion logic 54 and a data value provided by a pedal position conversion logic 58. The pedal position conversion logic 58 uses the position of the accelerator pedal as an input, processing a data value derived from an accelerator position sensor (APS) which is operated by an accelerator pedal in a motor vehicle activated by an engine that employs strategy 50 when a driver of the vehicle presses the pedal. The data value provided by logic 58 is a fuel order measured as quantity per stroke in any appropriate units of measurement. When the engine is running without the accelerator pedal being depressed, the data value supplied by logic 58 does not provide additional contribution for the sum function 56 to sum with the data value provided by logic 54. Consequently, it is the data value provided by logic 54 only that it is subsequently processed by a minimum selection function 60, a function that will be explained more fully below. With the engine running in a constant state of low idle speed, the oppression of the accelerator pedal to accelerate the low idle motor changes the input of APS data to logic 58 causing logic 58 to provide a value of no. zero for sum by the summation function 56 with the data value provided by logic 54. Both addends represent respective mass fuel regimes in the same measurement units. Spreading the respective fuel controls of the low-idle regulator 52 and the logic 58 in different units of measurement, that is, mass fuel rate and amount per stroke respectively, rounding errors in the data processing by the controller 52 can be reduced and / or the processing time shortened. For low vacuum operation, the fuel command of the regulator 52 is characterized by both the rapid response to disturbances and the fine resolution that are necessary to maintain low speed in stable vacuum within a narrow speed range. To accelerate the engine from low idle to pedal-initiated fuel supply control you can expand a much more extensive scale of data values to handle the full scale of motor operation where the need for quick response such as low idle is typically absent. If the pedal-initiated fuel control were to be broadcast as a fuel speed command, the scale of values and the corresponding length of the fuel rate control data could easily be made excessive. In such a case, the pedal-controlled fuel regime would be multiplied by engine speed before it is broadcast, only to be divided by the engine speed after it has been received. Multiplying said fuel rate control initiated by pedal by the motor speed and a constant to convert a quantity measurement by stroke in a mass rate measurement does not add value, but decreases the length of the message to be spread. For that reason, the fuel rate control data initiated by pedal in strategy 50 is broadcast by logic 58 on a quantity basis per stroke and then added to the data of logic 54. The minimum selection function 60 is essentially a limiter. A limit adjustment function 62 sets a maximum limit on the supply of motor fuel, in units of measurement of quantity per stroke, based on one or more factors may request to limit fuel under certain conditions. Examples of these factors are: discharge tube smoke and limitation of torque. As long as the data value of the sum function 56 is less than or equal to the limit set by the data value of the function 62, the first one is passed to the fuel injector driver logic 30. Whenever the data value of the sum function 56 is greater than the limit set by the data value of the function 62, the latter is passed to the fuel injector driver logic 30. While a currently preferred embodiment of the invention has been illustrated and described, it should be appreciated that the principles of the invention apply to all modalities that fall within the scope of the following claims.

Claims (15)

1. CLAIMS 1.- A method for regulating a compression ignition engine, the method comprising: a) processing data values for actual engine speed and desired engine speed to provide a data value for engine speed error; b) processing the data value for engine speed error in accordance with a regulator algorithm to provide a data value for a mass fuel regime for regulated fuel supply of the engine; c) processing the data value for mass fuel regime for regulated fuel supply of the engine and the data value for real engine speed to provide a data value for a quantity of fuel to be injected into a cylinder of engine during a subsequent stroke of a piston inside the cylinder; and d) inject that amount of fuel into the cylinder during that race.
2. 2. - A method according to claim 1, wherein step c) comprises processing the data value for mass fuel regime for fuel supply of the engine and the data value for real engine speed so that i) an increase in the data value for real motor speed in relation to the data value for the desired motor speed causes the data value for a quantity of fuel to be injected into a motor cylinder during a subsequent stroke of a piston within the cylinder decreases, and ii) a decrease in the data value for actual engine speed relative to the data value for the desired engine speed will cause the data value for a quantity of fuel to be injected into an engine cylinder during a subsequent stroke of a cylinder piston, increase.
3. 3. - A method according to claim 2, wherein step c) comprises dividing the data value for mass fuel regime for fuel supply of the engine by the data value for real engine speed and multiplying the data value for the quotient by a multiplier, and step d) comprises injecting fuel into the cylinder during the subsequent stroke in an amount corresponding to the product of the multiplication.
4. 4. - A method according to claim 3, wherein the step of multiplying the data value for the quotient by a multiplier comprises multiplying the data value for the quotient by a constant.
5. 5. - A compression ignition internal combustion engine, comprising: a) multiple cylinders towards which a fuel supply system injects fuel during engine cycles; b) an engine control system comprising a regulator for regulating the engine and a data processing system for processing various useful data when regulating the engine including data values for actual engine speed and desired engine speed; c) wherein the data processing system repeatedly i) processes the data values for actual motor speed and desired motor speed to provide data values for motor speed error, ii) processes the data values for error of engine speed in accordance with an algorithm to provide data values for pass fuel regime for engine fuel supply, iii) process data values for mass fuel regime for engine fuel supply and data values for actual engine speed to provide data values for quantities of fuels to be injected into the engine cylinders during subsequent piston races within the respective cylinders; and iv) causes the fuel supply system to inject those amounts of fuel into the respective cylinders during respective subsequent races.
6. 6. An engine according to claim 5, in which the data processing system processes the data values for mass fuel regime for engine fuel supply and the data values for real engine speed so that i) increases in data values for speed The actual motor in relation to the data values for the desired motor speed will cause the data values for quantities of fuel to be injected into the motor cylinders during subsequent strokes of the pistons within the respective cylinders to decrease, and ii. ) and decreases in the data values for actual motor speed in relation to the data values for desired motor speed will cause the data values for fuel quantities to be injected to the motor cylinders during subsequent piston strokes inside the respective cylinders increase.
7. 7. An engine according to claim 6, wherein the data processing system processes the data values for mass fuel regime for fuel supply of the engine and the data values for real engine speed by dividing the data values for mass fuel regime for engine fuel supply between the data values for actual engine speed and multiplies the data values by quotients by a multiplier, and causes the fuel supply system to inject fuel to the respective cylinders during the respective subsequent races in amounts corresponding to the products of the multiplications.
8. 8. An engine according to claim 7, wherein the multiplier is a constant.
9. 9. A control system for regulating a compression-ignition internal combustion engine having multiple cylinders to which a fuel supply system injects fuel during the engine cycles, the control system comprising: a) a system of data processing to process various data, including data values for actual motor speed and desired motor speed, in accordance with an algorithm to regulate the motor; c) wherein the data processing system repeatedly i) processes the data values for actual motor speed and desired motor speed to provide data values for motor speed error, ii) processes the data values for error of engine speed in accordance with an algorithm to provide data values for mass fuel regime for engine fuel supply, iii) process data values for fuel regime in pass for engine fuel supply and data values for actual engine speed to provide data values for quantities of fuel to be injected to the engine cylinders during the subsequent piston races within the respective cylinders; and iv) commands the fuel supply system to inject those amounts of fuel to the respective cylinders during respective subsequent races.
10. 10. A control system according to claim 9, in which the data processing system processes the data values for mass fuel regime for fuel supply of the engine and the data values for real engine speed. so that i) increases in the data values for actual engine speed in relation to the data values for desired engine speed will cause the data values for fuel quantities to be injected into the engine cylinders during the subsequent strokes of pistons within respective cylinders decreases, and ii) and decreases in data values for actual engine speed in relation to data values for desired engine speed will cause data values for fuel quantities that the engine cylinders will be injected during subsequent piston races within the respective cylinders, increase.
11. 11. A control system according to claim 10, wherein the data processing system processes the data values for mass fuel regime for fuel supply of the engine and the data values for real speed of fuel. engine by dividing the data values for mass fuel regime for engine fuel supply by data values for actual engine speed and by multiplying the data values for the ratios by a multiplier, and ordering the fuel supply system to inject fuel to the respective cylinders during respective subsequent runs in amounts corresponding to the products of the multiplications.
12. 12. A control system according to claim 11, wherein the multiplier is a constant.
13. 13. - A method for regulating the idle speed of a compression ignition engine, the method comprising: a) processing data values for actual engine speed and idle speed desired to provide a data value for speed error, b) processing the data value for speed error in accordance with an algorithm to provide a data value for a mass fuel regime for engine fuel supply; d) processing the data value for mass fuel regime for engine fuel supply and the actual value for actual engine speed to provide a data value for a quantity of fuel to be injected into an engine cylinder during a subsequent stroke of a piston inside the cylinder; and d) inject that amount of fuel into the cylinder during that race.
14. 14. A method according to claim 13, wherein step c) comprises processing the data value for mass fuel regime for fuel supply of the engine and the data value for real engine speed, so that i) an increase in the data value for real motor speed in relation to the data value for idle speed desired causes the data value for a quantity of fuel to be injected into a motor cylinder during a race Subsequent piston inside the cylinder, decrease, and ii) and a decrease in the data value for actual engine speed in relation to the data value for idle speed desired will cause the data value for a quantity of fuel to be will inject a motor cylinder during a subsequent stroke of a piston inside the cylinder, increase.
15. 15. A method according to claim 14, wherein step c) comprises dividing the data value for mass fuel regime for fuel supply of the engine between the data value for real engine speed and multiplying the data value for the quotient by a multiplier, and step d) comprises injecting fuel into the cylinder during the subsequent stroke in an amount corresponding to the product of the multiplication. 16, - A method according to claim 15, wherein the step of multiplying the data value for the quotient by a multiplier comprises multiplying the data value for the quotient by a constant. 17 = - A compression-ignition internal combustion engine, comprising: a) multiple cylinders towards which a fuel supply system injects fuel during engine cycles; b) an engine control system comprising a regulator for regulating the motor and a data processing system for processing various useful data when regulating the motor including data values for actual motor speed and desired idle speed; c) wherein the data processing system repeatedly i) processes the data values for actual motor speed and the desired idle speed to provide data values for idle speed error, ii) processes the data values for error of idle speed in accordance with an algorithm to provide data values for mass fuel regime for fuel supply to the engine, iii) process the data values for mass fuel regime for fuel supply of the engine and the values of data for actual engine speed to provide data values for quantities of fuel to be injected into the engine cylinders during subsequent piston races within the respective cylinders; and iv) causes the fuel supply system to inject those amounts of fuel into the respective cylinders during respective subsequent races. 18. An engine according to claim 17. wherein the data processing system processes the data values for mass fuel regime to supply fuel to the engine and the data values for real engine speed, so that i) increases in data values for actual engine speed relative to data values for desired idle speed will cause data values for fuel quantities to be injected into the engine cylinders during subsequent races of pistons within the respective cylinders decrease, and ii) decreases in the data values for actual engine speed in relation to the data values for desired idle speed will cause the data values for fuel quantities to be Injecting the engine cylinders during subsequent piston races within the respective cylinders increases. 19. An engine according to claim 18, wherein the data processing system processes the data values for mass fuel regime to fuel the engine and the data values for real engine speed by dividing the data values for mass fuel regime for engine fuel supply by data values for actual engine speed and multiplying the data values for ratios by a multiplier, and causes the fuel supply system to inject fuel towards the respective cylinders during respective subsequent runs in amounts corresponding to the products of the multiplications. 20. An engine according to claim 19, wherein the multiplier is a constant. 21. A control system for regulating a compression ignition internal combustion engine having multiple cylinders towards which a fuel supply system injects fuel during engine cycles, the control system comprising: a) a processing system of data to process various data, including data values for real motor speed and desired idle speed, in accordance with an algorithm to regulate the motor; c) wherein the data processing system repeatedly i) processes the data values for actual motor speed and idle speed desired to provide data values for idle speed error, ii) processes the data values for error of idle speed in accordance with an algorithm to provide data values for mass fuel regime to fuel the engine, iii) process the data values for mass fuel regime for engine fuel supply and data values for actual engine speed to provide data values for quantities of fuel to be injected into the engine cylinders during subsequent piston races within the respective cylinders; and iv) commands the fuel supply system to inject those amounts of fuel into the respective cylinders during respective subsequent races. 22. A control system according to claim 21. wherein the data processing system processes data values for mass fuel regime for engine fuel supply and data values for real engine speed so that i) increases in data values for actual motor speed relative to data values for desired idle speed will cause data values for quantities of fuel to be injected into the motor cylinders during subsequent runs of the pistons within the respective cylinders decreases, and ii) and the decreases in the data values for actual engine speed in relation to the data values for desired idle speed will cause the data values for quantities of fuel to be injected to the engine cylinders during subsequent piston races within the respective cylinders to increase. 23. A control system according to claim 22, wherein the data processing system processes the data values for mass fuel regime for fuel supply of the engine and the data values for real engine speed. dividing the data values for mass fuel regime for engine fuel supply by the data values for actual engine speed and multiplying the data values for the ratios by a multiplier, and ordering the fuel supply system to inject fuel to the respective cylinders during respective subsequent runs in amounts corresponding to the products of the multiplications. 24. A control system according to claim 23, wherein the multiplier is a constant. 25. A method for regulating a compression ignition internal combustion engine having multiple cylinders towards which a fuel supply system injects fuel during engine cycles, the method comprising: operating a regulator in a manner that adjusts a regime of regulated fuel flow in units measured in mass of fuel per unit of time. 26.- A method according to claim 25, which includes the additional steps of processing various useful data when controlling the engine including the data value for the regulated fuel flow rate established by the regulator and a data value for speed actual engine to provide data values, measured in mass of fuel per stroke, for quantities of fuel to be injected to the engine cylinders during subsequent piston races within the respective cylinders, and to cause, that the fuel supply system inject those amounts of fuel towards the respective cylinders during respective subsequent runs. 27.- An internal combustion engine with compression ignition, comprising: a) multiple cylinders towards which a fuel supply system injects fuel during engine cycles; and b) an engine control system comprising a regulator that establishes a regulated fuel flow rate in units measured in mass of fuel per unit time. 28. An engine according to claim 27, wherein the control system comprises a data processing system for processing various useful data when controlling the engine, including the data value for regulated fuel flow rate established by the regulator and a data value for real engine speed to provide data values, measured in mass of fuel per stroke, for quantities of fuel to be injected into the engine cylinders during subsequent strokes of pistons within the respective cylinders. 29. An engine according to claim 28, wherein the control system further causes the fuel supply system to inject those amounts of fuel into the respective cylinders during respective subsequent runs. 30.- A control system for a compression-ignition internal combustion engine that has multiple cylinders towards which a fuel supply system injects fuel during engine cycles, the control system comprising: a regulator that establishes a regime of regulated fuel flow in units measured in mass of fuel per unit of time. 31. A control system according to claim 30, wherein the control system comprises a data processing system for processing various useful data when controlling the engine, including the data value for the fuel flow rate regulated set by the regulator and a data value for real engine speed to provide data values, measured in mass of fuel per stroke, for quantities of fuel to be injected to the engine cylinders during subsequent strokes of pistons within the respective cylinders . 32. A control system according to claim 31, wherein the control system also issues an order to cause the fuel supply system to inject those amounts of fuel into the respective cylinders during respective subsequent runs. 33.- An ignition or compression internal combustion engine, comprising: a) multiple cylinders towards which a fuel supply system injects fuel during engine cycles; and b) an engine control system comprising: i) a low-idle regulator for regulating engine fuel supply to run the engine at low idle speed by issuing a fuel supply order measured in regime metering units fuel supply, ii) a conversion function to convert the fuel supply order of fuel supply rate measurement units to quantity measurement units per stroke, and iii) an accelerator to accelerate the low speed engine in vacuum, issuing a fuel supply order measured in units of quantity measurement per stroke, which when the engine is running at low idle speed, causes the fuel to be injected into the cylinders in amounts per stroke established by the conversion function , and that when the engine accelerates at low speed idle gauge uses the throttle fuel supply order when adjusting the quantities per stroke injected into the cylinders. 34.- An engine according to claim 33, wherein the control system comprises a sum function that additively adds the quantity-per-stroke measurement established by the conversion function and the quantity-per-stroke measurement established by the accelerator , and then use the sum to establish the amount per stroke injected into a cylinder. 35.- An engine according to claim 34, wherein the control system comprises a fuel limit adjustment function for setting a maximum fuel limit and a minimum selection function that selects a maximum fuel limit of quantity per stroke set by the fuel adjustment function. fuel limit and sum, one having the same or lower value, and then use the selection to adjust the amount per stroke injected into a cylinder. 36.- A control system for a compression-ignition internal combustion engine that has multiple cylinders to which a fuel supply system injects fuel during engine cycles, the control system comprising: i) a low-pressure regulator vacuum to regulate the fuel supply of the engine to run the engine at low vacuum speed by issuing a fuel supply order measured in units of measurement of fuel supply regime, ii) a conversion function to convert the order of supply of fuel from measurement units of fuel supply rate to units of measurement of quantity per stroke, and iii) an accelerator to accelerate the low speed motor in vacuum by issuing a fuel supply order measured in units of quantity measurement by race, to cause the comb Usable is injected into the cylinders in stroke amounts set by the conversion function when the engine is running at low idle speed, and to use the throttle fuel supply command by adjusting the injected quantities per stroke to the cylinders when the The motor accelerates at low speed when empty. 37.- A control system according to claim 36, which further comprises a sum function that additively adds the quantity-per-stroke measurement established by the conversion function and the quantity-per-stroke measurement established by the accelerator, and then uses the sum to establish the amount per stroke injected into a cylinder. 38.- A control system according to claim 37, further comprising a fuel limit setting function for setting a maximum fuel limit and a minimum selection function that selects from a maximum fuel limit of quantity per race set by the fuel limit setting function and the sum, one having the same value or lower, and then use the selection to adjust the amount per race injected into the cylinder. 39.- A method to regulate under vacuum and subsequent acceleration of a compression ignition engine that has multiple cylinders towards which a fuel supply system injects fuel during engine cycles, the method comprising: a) regulating the supply of engine fuel to run the engine at low idle speed i) processing data to provide a data value for a fuel provisioning order measured in fuel supply rate measurement units to regulate the fuel supply of the engine to operating the motor at low idle speed, ii) processing data to convert the data value for the empty fuel supply order under the fuel supply rate measurement units to quantity measurement units per stroke, and iii) causing the fuel to be iny connected to the cylinders in amounts per stroke resulting from the conversion, and b) accelerating the low speed motor in vacuum i) processing data from an accelerator to provide a fuel supply order measured in units of quantity measurement per stroke, and ii) using the throttle fuel supply order when adjusting the injected quantities for the cylinders. 40.- A method according to claim 39, which further comprises additively adding the quantity measurement by 'stroke adjusted for the conversion and the quantity measurement per stroke established by the accelerator, and then use the sum to adjust the amount per stroke injected towards a cylinder. 41. A method according to claim 40, further comprising setting a maximum fuel limit of quantity per stroke and selecting from the maximum fuel limit of quantity per set stroke and the sum, one having the same value or less, and then use the selection to adjust the amount per stroke injected into a cylinder.