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An add-on fuel injector control system and method for modifying a fuel injector pulse width for an electronically-controlled internal combustion engine is provided, which intercepts a pulse from an engine control unit (ECU) to a fuel injector, determines the optimal operational band, and either send

An add-on fuel injector control system and method for modifying a fuel injector pulse width for an electronically-controlled internal combustion engine is provided, which intercepts a pulse from an engine control unit (ECU) to a fuel injector, determines the optimal operational band, and either sends a modified or unmodified control signal pulse width to the fuel injector, depending on the band determination. The pulse width is increased by a total fuel adder. If the ECU control signal is determined to be in the auto-tune band, the controller modifies the output pulse width based on a comparison of current and previous values correlated to the rate of change of acceleration and whether the previous total fuel adder included an addition or subtraction of an auto-tune adder.

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1. A method to provide a control signal to a fuel injector comprising: receiving, from an electronic engine control unit (ECU), ECU pulses; wherein each of said ECU pulses comprises ECU pulse characteristics comprising at least an ECU control signal pulse width and a leading edge;accepting input ope

1. A method to provide a control signal to a fuel injector comprising: receiving, from an electronic engine control unit (ECU), ECU pulses; wherein each of said ECU pulses comprises ECU pulse characteristics comprising at least an ECU control signal pulse width and a leading edge;accepting input operational mode settings;determining a value correlated to a current revolutions per minute (rpm) of an engine's crankshaft;determining a selected operational band from a plurality of operational bands based on said value correlated to said current rpm, said ECU pulse characteristics, and said operational mode settings; wherein said plurality of operational bands comprise an auto-tune band;modifying, when in said auto-tune band, an amount of fuel delivered by said fuel injector to an internal combustion engine by increasing said ECU control signal pulse width of a current one of said ECU pulses by adding a current total fuel adder to said ECU control signal pulse width to calculate an output pulse width;calculating a value correlated to the rate of change of acceleration, wherein said value correlated to the rate of change of acceleration comprises the second derivative of a period {Δ(Δ[period]/ΔT)ΔT};determining a value of said current total fuel adder based on said value correlated to the rate of change of acceleration; andoutputting said output pulse width to said fuel injector. 2. The method to provide a control signal to a fuel injector, as recited in claim 1, wherein said plurality of operational bands further comprise a pass-through band, a cruise band, and an acceleration band, said method further comprising: maintaining, unmodified, said amount of fuel delivered by said fuel injector to an internal combustion engine by passing said current one of said ECU pulses to said fuel injector unmodified, if said selected operational band is determined to be said pass-through band;modifying said amount of fuel delivered by said fuel injector to an internal combustion engine by increasing said ECU control signal pulse width of said current one of said ECU pulses by adding said current total fuel adder to said ECU control signal pulse width, if said operational band is determined to be one of said cruise band, said acceleration band or said auto-tune band; wherein, when in said auto-tune band, said current total fuel adder comprises an auto-tune-entering adder that is incremented or decremented by an auto-tune fuel adder; anddetermining, when in auto-tune band, whether to add said auto-tune fuel adder to said auto-tune-entering adder or to subtract said auto-tune fuel adder from said auto-tune-entering adder based on a comparison of a current one of said value correlated to the rate of change of acceleration and a previous one of said value correlated to the rate of change of acceleration. 3. The method to provide a control signal to a fuel injector, as recited in claim 2, wherein: said operational mode settings comprise a minimum cruise rpm threshold value, a cruise pulse-width threshold value, an acceleration pulse-width transition threshold value, an auto-tune pulse-width transition threshold value, and an auto-tune rpm threshold value;said cruise band is selected based on at least said minimum cruise rpm threshold value and said cruise pulse-width threshold value;said acceleration band is selected based on said acceleration pulse-width transition threshold value; andsaid auto-tune band is selected based on said auto-tune pulse-width transition threshold value and said auto-tune rpm threshold value. 4. The method to provide a control signal to a fuel injector, as recited in claim 3, wherein said operational mode settings further comprise a threshold value of initial fuel injection cycles, the method further comprising: at initial startup, selecting said pass-through band;at initial startup, counting ECU fuel injection cycles to determine an initial fuel injection cycle running total; andmaintaining said pass-through band until said ECU control signal pulse width is greater than said cruise pulse-width threshold value, said value correlated to said current rpm is greater than said minimum cruise rpm threshold value, and said initial fuel injector cycle running total is greater than said threshold value of initial fuel injection cycles. 5. The method to provide a control signal to a fuel injector, as recited in claim 3, further comprising, when operating in said cruise band and wherein said current total fuel adder comprises only said cruise band fuel adder: maintaining selection of said cruise band until one of the following occur: (1.) if said ECU control signal pulse width becomes greater than said acceleration pulse-width transition threshold value, changing selection to said acceleration band;(2.) if said ECU control signal pulse width becomes less than said cruise pulse-width threshold value and said value correlated to said current rpm becomes less than said minimum cruise rpm threshold value, changing selection to said pass-through band;(3.) if said ECU control signal becomes greater than said auto-tune pulse-width transition threshold value and said value correlated to said current rpm is greater than said auto-tune rpm threshold, changing selection to said auto-tune band. 6. The method to provide a control signal to a fuel injector, as recited in claim 3, further comprising, when operating in acceleration band and wherein said current total fuel adder comprises only said cruise band fuel adder plus an acceleration band adder: maintaining operation in said acceleration band until one of the following occur: (1.) if said ECU control signal pulse width remains greater than said acceleration pulse-width transition threshold value for more than said acceleration threshold number of injection cycles, changing selection to said cruise band;(2.) if said ECU control signal pulse width becomes less than said cruise pulse-width threshold value and said value correlated to said current rpm becomes less than said minimum cruise rpm threshold value, changing selection to said pass-through band;(3.) if said ECU control signal becomes greater than said auto-tune pulse-width transition threshold value and said value correlated to said current rpm is greater than said auto-tune rpm threshold, changing selection to said auto-tune band. 7. The method to provide a control signal to a fuel injector, as recited in claim 3, further comprising, when operating in auto-tune band: maintaining operation in said auto-tune band until said ECU control signal becomes less than said auto-tune pulse-width transition threshold value or said value correlated to said current rpm becomes less than said auto-tune rpm threshold; and then reverting to said selected operational band in which said system was operating before entering said auto-tune band. 8. The method to provide a control signal to a fuel injector, as recited in claim 1, further comprising: calculating a preceding value correlated to the rate of change of acceleration;calculating a current value correlated to the rate of change of acceleration;comparing said preceding value correlated to the rate of change of acceleration to said current value correlated to the rate of change of acceleration to generate a comparison result; andincrementing or decrementing an auto-tune-entering adder by an auto-tune fuel adder based on said comparison result to generate said current total fuel adder. 9. The method to provide a control signal to a fuel injector, as recited in claim 1, further comprising, when in auto-tune band, determining whether to add an auto-tune fuel adder to an auto-tune-entering adder or to subtract said auto-tune fuel adder from said auto-tune-entering adder based on a comparison of a current one of said value correlated to the rate of change of acceleration and a previous one of said value correlated to the rate of change of acceleration. 10. The method to provide a control signal to a fuel injector, as recited in claim 1, wherein said ECU pulses comprise an n ECU pulse, an n−1 ECU pulse, an n−2 ECU pulse, an n−3 ECU pulse, and an n−4 ECU pulse, said method further comprising: receiving said n−4 ECU pulse including an n−4 ECU control signal pulse width and an n−4 leading edge from said ECU;receiving said n−3 ECU pulse including an n−3 ECU control signal pulse width and an n−3 leading edge from said ECU;receiving said n−2 ECU pulse including an n−2 ECU control signal pulse width and an n−2 leading edge from said ECU;receiving said n−1 ECU pulse including an n−1 ECU control signal pulse width and an n−1 leading edge from said ECU;receiving said n ECU pulse including an n ECU control signal pulse width and an n leading edge from said ECU;calculating the difference ΔTn−3 between said leading edge n−4 and said leading edge n−3;calculating the difference ΔTn−2 between said leading edge n−3 and said leading edge n−2;calculating the difference ΔTn−1 between said leading edge n−3 and said leading edge n−2;calculating the difference ΔTn between said leading edge n−1 and said leading edge n;calculating a preceding value correlated to the rate of change of acceleration r1 using the equation {Δ(Δ[period]/ΔT)ΔT};calculating a current value correlated to the rate of change of acceleration r2 using the equation {Δ(Δ[period]/ΔT)ΔT}; andusing a determination matrix to increment or decrement an auto-tune-entering adder by said auto-tune step value. 11. A method to provide a control signal to a fuel injector comprising: receiving, from an electronic engine control unit (ECU), ECU pulses; wherein each of said ECU pulses comprises ECU pulse characteristics comprising at least an ECU control signal pulse width and a leading edge;receiving input operational mode settings;determining a value correlated to a current revolutions per minute (rpm) of an engine's crankshaft;determining a selected operational band from a plurality of operational bands based on said value correlated to said current rpm, said ECU pulse characteristics, and said operational mode settings; wherein said plurality of operational bands comprise a cruise band, an acceleration band, and an auto-tune band;increasing said ECU control signal pulse width of said current one of said ECU pulses by adding a current total fuel adder to said ECU control signal pulse width; andwhen operating in said auto-tune band and wherein said current total fuel adder comprises an auto-tune-entering adder that is incremented or decremented by an auto-tune band adder, said method further comprising: (1.) calculating a preceding value correlated to the rate of change of acceleration, wherein said preceding value correlated to the rate of change of acceleration is calculated using the equation {Δ(Δ[period]/ΔT)ΔT};(2.) calculating a current value correlated to the rate of change of acceleration, wherein said current value correlated to the rate of change of acceleration is calculated using the equation {Δ(Δ[period]/ΔT)ΔT};(3.) comparing said preceding value correlated to the rate of change of acceleration to said current value correlated to the rate of change of acceleration to generate a comparison result; and(4.) incrementing or decrementing said auto-tune-entering adder by said auto-tune fuel adder based on said comparison result. 12. The method to provide a control signal to a fuel injector, as recited in claim 11, wherein: said operational mode settings comprise a minimum cruise rpm threshold value, a cruise pulse-width threshold value, an acceleration pulse-width transition threshold value, an auto-tune pulse-width transition threshold value, and an auto-tune rpm threshold value;said cruise band is selected based on at least said minimum cruise rpm threshold value and said cruise pulse-width threshold value;said acceleration band is selected based on said acceleration pulse-width transition threshold value; andsaid auto-tune band is selected based on said auto-tune pulse-width transition threshold value and said auto-tune rpm threshold value. 13. The method to provide a control signal to a fuel injector, as recited in claim 11, further comprising: when operating in said cruise band and wherein said total fuel adder comprises only said cruise band fuel adder, maintaining operation in said cruise band until one of the following occur: (1.) if said ECU control signal pulse width becomes greater than said acceleration pulse-width transition threshold value, changing selection to said acceleration band;(2.) if said ECU control signal pulse width becomes less than said cruise pulse-width threshold value and said value correlated to said current rpm becomes less than said minimum cruise rpm threshold value, changing selection to said pass-through band;(3.) if said ECU control signal becomes greater than said auto-tune pulse-width transition threshold value and said value correlated to said current rpm is greater than said auto-tune rpm threshold, changing selection to said auto-tune band;when operating in acceleration band and wherein said total fuel adder comprises only said cruise band fuel adder plus an acceleration band adder, maintaining operation in said acceleration band until one of the following occur: (1.) if said ECU control signal pulse width remains greater than said acceleration pulse-width transition threshold value for more than said acceleration threshold number of injection cycles, changing selection to said cruise band;(2.) if said ECU control signal pulse width becomes less than said cruise pulse-width threshold value and said value correlated to said current rpm becomes less than said minimum cruise rpm threshold value, changing selection to said pass-through band;(3.) if said ECU control signal becomes greater than said auto-tune pulse-width transition threshold value and said value correlated to said current rpm is greater than said auto-tune rpm threshold, changing selection to said auto-tune band;when operating in said auto-tune band and wherein said total fuel adder comprises at least a cruise band fuel adder plus an auto-tune band adder, said method further comprising: maintaining operation in said auto-tune band until said ECU auto-tune band control signal becomes less than said auto-tune pulse-width transition threshold value or said value correlated to said current rpm becomes less than said auto-tune rpm threshold, and then reverting to said selected operational band in which said system was operating before entering said auto-tune band. 14. The method to provide a control signal to a fuel injector, as recited in claim 11, wherein said ECU pulses comprise an n ECU pulse, an n−1 ECU pulse, an n−2 ECU pulse, an n−1 ECU pulse, and an n ECU pulse, said method further comprising: receiving said n−4 ECU pulse including an n−4 ECU control signal pulse width and an n−4 leading edge from said ECU;receiving said n−3 ECU pulse including an n−3 ECU control signal pulse width and an n−3 leading edge from said ECU;receiving said n−2 ECU pulse including an n−2 ECU control signal pulse width and an n−2 leading edge from said ECU;receiving said n−1 ECU pulse including an n−1 ECU control signal pulse width and an n−1 leading edge from said ECU;receiving said n ECU pulse including an n ECU control signal pulse width and an n leading edge from said ECU;calculating the difference ΔTn−3 between said leading edge n−4 and said leading edge n−3;calculating the difference ΔTn−2 between said leading edge n−3 and said leading edge n−2;calculating the difference ΔTn−1 between said leading edge n−3 and said leading edge n−2;calculating the difference ΔTn between said leading edge n−1 and said leading edge n;calculating r1 using the equation r1=ΔTn−3−2(ΔTn−2)+ΔTn−1;calculating r2 using the equation r2=ΔTn−2−2(ΔTn−1)+ΔTn;using a determination matrix to increment or decrement said auto-tune-entering adder by said auto-tune step value. 15. The method to provide a control signal to a fuel injector, as recited in claim 14, wherein said pulse width determination matrix comprises: (a.) if r1>r2 and if the preceding said auto-tune-entering adder was incremented by said auto-tune step value, then increment said auto-tune-entering total fuel adder by said auto-tune step value;(b.) if r1>r2 and if the preceding said auto-tune-entering adder was decremented by said auto-tune step value, then decrement said auto-tune-entering total fuel adder by said auto-tune step value;(c.) if r1