Abstract: The control device (50) operates to: calculate the ignition timing of each cylinder (101) of an engine (100) based on whether or not knocking is occurring; set, as a reference ignition timing, the ignition timing of any of the cylinders (101) for which the ignition timing is on the advanced angle side relative to the most retarded angle ignition timing on the most retarded angle side and on the retarded angle side relative to the most advanced angle ignition timing on the most advanced angle side; set an allowable timing difference range that is a range of an allowable timing difference with reference to the reference ignition timing; and when determining that the ignition timing of a cylinder (101) falls outside the allowable timing difference range, correct the ignition timing so that the timing difference with respect to the reference ignition timing falls within the allowable timing difference range.

Abstract: Provided is an ignition system including: a main primary coil; a main IC configured to switch a main primary coil mode between an energization mode and a de-energization mode; a sub primary coil; a sub IC configured to switch a sub primary coil mode between an energization mode and a de-energization mode; a secondary coil; a detection unit configured to detect a state of the main primary coil; and a control unit configured to determine whether a state of a sub primary current path is normal or abnormal based on the state of the main primary coil detected by the detection unit, the sub primary current path being a current path of a sub primary current flowing through the sub primary coil.

Abstract: A calibration table usable in operating an autonomous driving vehicle (ADV) is updated. The operations comprise: determining a first torque value at a first time instant prior to executing a control command; determining a control command based on a speed of the ADV, a desired acceleration, and an associated entry in the calibration table; executing the control command; determining a second torque value at a second time instant subsequent to executing the control command; determining a torque error value as a difference between the first and second torque values; updating the associated entry in the calibration table based at least in part on the torque error value; and generating driving signals based at least in part on the updated calibration table to control operations of the ADV.

Abstract: Systems and methods for operating a driveline of a hybrid vehicle are described. In one example, a torque of an engine is adjusted in response to an error between an actual electric machine torque and a minimum electric machine torque plus an offset torque. The reduction of engine torque may be performed when a driveline is operating in a speed control mode.

Abstract: To provide a controller and a control method for an internal combustion engine capable of calculating a target value of controlled variable of internal combustion engine which realizes the target torque, while reducing the number of calculations using a torque characteristics function. A controller and a control method for an internal combustion engine calculates ignition sample numbers of ignition corresponding torques corresponding to the respective ignition sample numbers of ignition timings, by using a torque characteristics function relationship in which a relationship between driving condition and output torque is preliminarily set; and calculates an ignition torque approximated curve approximating a relationship between the ignition sample numbers of the ignition timings and the ignition sample numbers of the ignition corresponding torques; and calculates a target ignition timing corresponding to the target torque.

Abstract: Methods and systems for the absolute high-resolution measurement of angle of rotation of a shaft, which allow for concurrent measuring of axial displacement and/or encoded identification information, are disclosed. Included is a method for measuring characteristics of a rotating shaft comprising obtaining optical signals by optically probing one or more patterns having a leading edge and a series of symbols disposed at one or more circumferences of the shaft; oversampling the optical signals; measuring time of arrival for the leading edges and determining therefrom an amount of time between arrival of two or more of the leading edges; interpolating and extrapolating the amount of time between arrival of the leading edges; and determining therefrom one or more of shaft twist, angle of rotation and/or axial loading, translation, or displacement. The methods include optically probing a pattern disposed around the circumference of a shaft that comprises a series of wedge-shaped symbols.

Abstract: A method for controlling an engine of a vehicle includes: monitoring, by a controller, engine operation data including a crank position and an engine rotation speed; obtaining, by the controller, a measured air amount flowing into to a specific cylinder; calculating, by the controller, an expected air amount at an intake valve closing time based on the measured air amount; calculating, by the controller, a fuel amount based on the expected air amount; calculating, by the controller, an ignition timing based on the engine rotation speed and the expected air amount; and injecting, by the controller, the calculated fuel amount and performing ignition at the ignition timing.

Abstract: An engine system comprises a fuel tank, an internal combustion engine, a generator, a recoil starter, a control unit, an injector, a fuel pump, an ignition apparatus, and a detection unit that detects a number-of-rotations of the internal combustion engine. The control unit, in a starting period of the internal combustion engine using the recoil starter, determines whether or not the internal combustion engine can perform self-sustaining rotation based on the number-of-rotations, and if the internal combustion engine cannot perform self-sustaining rotation. Electric power is not supplied to the ignition apparatus, the injector, and the fuel pump when the internal combustion engine cannot perform self-sustaining rotation. The electric power is supplied to them when the internal combustion engine can perform self-sustaining rotation.

Abstract: A compressor that feeds intake air under pressure is attached to an intake passage of an internal combustion engine. An intercooler that cools intake air is attached to a portion of the intake passage on a downstream side of the compressor. One end of an exhaust gas recirculation passage that allows a part of exhaust air flowing in an exhaust passage to return is connected with the exhaust passage in the internal combustion engine. The other end of the exhaust gas recirculation passage is connected with a portion of the intake passage on an upstream side of the compressor. A dehumidifier that removes moisture contained in gas is attached to a portion of the intake passage from a connecting portion with the exhaust gas recirculation passage through the compressor.

Abstract: A knocking detection method includes: a step of obtaining an oscillation waveform generated by combustion in the combustion chamber; a step of setting a first time window preceding a maximum inner pressure time at which an inner pressure of the combustion chamber is at maximum in a single combustion cycle and a second time window immediately after the maximum inner pressure time, and transforming each of a first waveform portion included in the first time window and a second waveform portion included in the second time window into an expression-domain expression, of the oscillation waveform; and a step of extracting a first peak at which amplitude of the frequency domain expression of the first waveform portion is at maximum in the first frequency windows and a second value at which the amplitude of the frequency domain region of the second waveform portion is at maximum in the second frequency window and determining whether knocking has occurred on the basis of the second peak value and the first peak value.

Abstract: There is a problem of a difficulty in estimating the temporal change of the MBT for each of cylinders with light calculation load and high accuracy. An object of the present invention is to provide a control device capable of detecting a temporal change in the fuel efficiency optimum ignition timing (MBT) for each of cylinders. Therefore, the control device for internal combustion engine includes a control unit (CPU) that estimates an optimum ignition timing of each of cylinders from the relationship between the phase angle (?Tmax) at which the torque peaks and the phase angle (?Pmax) at which the in-cylinder pressure peaks with respect to the ignition timing of the cylinder.

Abstract: A method is provided for detecting autoignition in a spark-ignited internal combustion engine, wherein values for the combustion chamber pressure are measured during a compression stroke of the internal combustion engine at defined crankshaft angles within an evaluation window, a filtered pressure value is determined from the measured values for the combustion chamber pressure, and theoretical pressure values in the combustion chamber that would arise if no combustion took place in the combustion chamber are determined for the defined crankshaft angles. The value of the slope between two defined crankshaft angles for filtered pressure values is determined, the value of the slope between two defined crankshaft angles for theoretical pressure values is determined, and a difference of the slope values is calculated therefrom. This difference is compared with a specified threshold value, and, if the threshold value is exceeded, an autoignition in the combustion chamber is inferred.

Abstract: A method and a device for controlling a combustion of an internal combustion engine are provided, including an arrangement, which generates a signal for the intensity of the combustion in a combustion chamber of the internal combustion engine from a sensor signal of the internal combustion engine. The intensity is compared to a reference level, which was formed from intensities of preceding combustions in the combustion chamber by moving average calculation. An irregular combustion is detected if the intensity exceeds the reference level in a predetermined manner, and then at least one operating parameter of the internal combustion engine is shifted in the direction of an avoidance of the irregular combustion. Following an irregular combustion, the averaging for forming the reference level is accelerated for a specified duration.

Abstract: An engine system for a vehicle includes an engine comprising X cylinders (X?4) and Y deactivation mechanisms (X/2<Y<X), each of the Y deactivation mechanisms being configured to deactivate a different one of the X cylinders and wherein the Y deactivation mechanisms are arranged an optimal Y of the X cylinders for a defined firing order of the X cylinders. The engine system further includes a controller configured to: determine a torque request for the engine, determine a set of potential firing fractions of the engine, each firing fraction representing a particular Z of the X cylinders being deactivated (0<Z?Y) based on the torque request, determine an optimal firing fraction of the set of potential firing fractions, based on the optimal firing fraction, command a corresponding Z of the Y deactivation mechanisms to deactivate the determined Z of the X cylinders, and command firing of a remainder the X cylinders.

Abstract: Control systems and methods for a vehicle comprising an automatic transmission utilize a sensor configured to measure an operating parameter of an engine of the vehicle. A controller of the vehicle is configured to detect an imminent shift of the automatic transmission based on the measured operating parameter of the engine. In response to detecting the imminent shift of the automatic transmission, the controller is configured to decrease torque output of the engine by a desired amount by enleaning an air/fuel charge provided to a cylinder of the engine. After decreasing the torque output of the engine by the desired amount, the controller is configured to control the automatic transmission to perform the shift. The decreasing of the engine torque output provides for a smoother shift of the automatic transmission and increased engine fuel economy.

Abstract: Disclosed are model-based combustion timing systems and control logic for engine assemblies, methods for making/operating such engine assemblies, and motor vehicles with spark-ignited engine assemblies implementing model-based combustion timing. A method for controlling torque output of an engine assembly includes receiving a requested torque demand for the engine, and determining a current fuel command and valve timing for the engine's power cylinder(s). A first math model is used to determine a desired CA50 based on the requested torque demand, a power cylinder indicated mean effective pressure (IMEP), an expander cylinder IMEP, and the current fuel command/valve timing. A second math model is used to determine a maximum brake torque (MBT) CA50 based on power cylinder and expander cylinder IMEPs, and current fuel command/valve timing. An engine control unit determines a final spark timing based on a correlation between the desired CA50 and MBT CA50, modified by a spark timing gain.

Abstract: Methods and controllers for dynamically altering the phase of a firing sequence during operation of an engine are described. The described methods and controllers are particularly useful in conjunction with dynamic skip fire operation of the engine.

Abstract: The disclosure relates to a method for operating an internal combustion engine having a plurality of cylinders, the method comprising, during one working cycle, distributing fuel for each cylinder of the plurality of cylinders among a plurality of injection processes according to settable split factors which respectively define a setpoint fuel mass and/or injection duration and time setting of each respective injection process for the plurality of individual injection processes, wherein random variation is carried out for at least one injection process.

Abstract: A ramping subsystem of a control system for a dual path electronically controlled hydrostatic transmission is used to modify the commanded rate of change of pump and motor acceleration, deceleration and direction change command (performed to command machine motion from forward to reverse or vice versa) in order to achieve desired machine performance and operator feel. Pump and motor acceleration, deceleration and direction change command rates are then further modified using scaling tables based on selected maximum machine speed using operator input device.

Abstract: A vehicle control system includes an acceleration generating device (engine, T/M) that generates an acceleration applied to a vehicle, and a vehicle control device that controls the acceleration generating device, based on an accelerator pedal stroke representing an operation of an accelerator pedal by a driver, and a vehicle speed of the vehicle. In the vehicle control system or method, the vehicle control device controls the acceleration generating device, based on a required acceleration that is determined based on a relationship between the accelerator pedal stroke and the required acceleration, including, as a condition, an acceleration corresponding to a given accelerator pedal stroke, which is specified by a relationship between the vehicle speed and the acceleration when the accelerator pedal stroke is held at the given value.

Abstract: In one aspect, a method for controlling operation of an internal combustion engine is described. The engine is operated in a skip fire manner such that selected skipped working cycles are skipped and selected active working cycles are fired to deliver a desired engine output. A particular level of torque output is selected for each of the fired working chambers. Various methods, arrangements and systems related to the above method are also described.

Abstract: A method for operating an engine is disclosed. In one example, internal EGR is increased during conditions where cooled EGR is at a higher concentration during a decreasing engine load so that homogeneous compression ignition may be initiated at lower engine loads.

Abstract: A number of variations may include a method that may include providing a first part that may include a snap ring, a second part, and a retention check tool that may include an accelerometer. The method may further include assembling the first part and the second part such that the snap ring abuts the second part thereby producing vibration. The method may further include detecting the vibration of the snap ring and generating a corresponding first signal representing the vibration of the snap ring. The method may further include measuring a difference between the first signal and a predetermined baseline signal via the controller to determine a pass or fail status of the first signal. The method may further include generating a second signal representing the pass or fail status of the first signal and indicating the pass or fail status of the first signal.

Abstract: A first parameter correlated with a degree of fluctuation of output from an air-fuel ratio sensor is calculated, and whether or not the calculated first parameter has a value between a predetermined primary determination upper-limit value ?1H and a primary determination lower-limit value is determined. Such forced active control as reduces an air-fuel ratio shift in one of the cylinders which is subjected to a most significant air-fuel ratio shift is performed when the calculated first parameter is determined to have a value between the predetermined primary determination upper-limit value and the primary determination lower-limit value. A first parameter is calculated while the forced active control is in execution. The calculated first parameter is compared with a predetermined secondary determination value to determine whether or not variation abnormality is present.

Abstract: Controlling combustion in a spark-ignition direction-injection internal combustion engine includes providing an initial injected fuel mass timing and an initial spark ignition timing. A combustion phasing error is monitored and compared with each of the initial injected fuel mass timing and the initial spark ignition timing. An adjusted injected fuel mass timing and an adjusted desired spark ignition timing is determined based on the comparing for maintaining a desired combustion phasing.

Abstract: The control apparatus of the present invention is applied to a hybrid vehicle having an internal combustion engine that is capable, during operation, of changing over its operational mode to lean combustion or to stoichiometric combustion. The control apparatus preferentially selects an operational mode having high system efficiency in relation to the requested power, and selects the stoichiometric combustion mode (S104) when, under the specific condition that the system efficiency is higher in the lean combustion mode as compared to the EV mode and moreover is lower in the stoichiometric combustion mode as compared to the EV mode, also the temperature (Tnc) of an exhaust purification catalyst is less than or equal to a first predetermined value (T?) (S101, S102).

Abstract: Methods and systems for engine control optimization are provided. One or more operating conditions of a vehicle engine are detected. A value for each of a plurality of engine control parameters is determined based on the detected one or more operating conditions of the vehicle engine. A range of the most commonly detected operating conditions of the vehicle engine is identified and a region of optimization is defined based on the range of the most commonly detected operating conditions of the vehicle engine. The engine control optimization routine is initiated when the one or more operating conditions of the vehicle engine are within the defined region of optimization.

Abstract: In a motor vehicle having a manual transmission, for, in particular, limiting the engine speed during the start-up operation when fulfilling at least one permission criterion for the engine torque, the criterion depending on the driving state of the motor vehicle, a default engine torque is preset, which is specified according to at least one engine characteristic value and which can be reduced with regard to the set engine torque called for by the position of the accelerator pedal of the motor vehicle.

Abstract: A method and a system for correcting an engine torque based on a vehicle load may include: determining whether a vehicle load determination condition is satisfied continuously for a predetermined maintaining time, determining an average engine torque for the predetermined maintaining time if the vehicle load determination condition is satisfied continuously, determining whether the average engine torque is larger than a predetermined engine torque, determining a ratio of the average engine torque and the predetermined engine torque if the average engine torque is larger than the predetermined engine torque, determining a correction factor using the ratio of the average engine torque and the predetermined engine torque, and determining the engine torque using the correction factor and a predetermined normal torque filter.

Abstract: Methods and systems are provided for reducing late burn induced cylinder pre-ignition events. In response to a late burn combustion event in a cylinder, ignition coil dwell time is extended in the cylinder to reduce unintended combustion delays. In addition, pre-ignition mitigating actions are performed in a neighboring cylinder that may be prone to pre-ignition induced by the late combustion event.

Abstract: A method includes: retarding spark timing relative to a predetermined spark timing when an engine torque output reduction is requested for a gear shift; estimating a first torque output of an engine based on N cylinders of the engine being fueled, an engine speed, an air per cylinder (APC), and the predetermined spark timing; estimating a second torque output of the engine based on M cylinders being fueled, the engine speed, the APC, and the spark timing. determining an initial pressure ratio across a turbocharger compressor; determining an adjustment based on M and the first and second torque outputs; generating a desired pressure ratio across the turbocharger compressor based on the adjustment and the initial pressure ratio; and controlling opening of a turbocharger wastegate based on the desired pressure ratio. N is a total number of cylinders of the engine and M is less than or equal to N.

Abstract: Methods and systems are provided for enabling a smooth transmission shift in a hybrid vehicle configured with a motor hybrid transmission. During an initial part of a transmission upshift, spark timing may be advanced from MBT to expedite torque reduction. Once engine speed has sufficiently reduced, and is within a threshold range of the desired engine speed, spark timing may be retarded until the transmission shift is completed.

Abstract: Systems and methods for restarting an engine are presented. In one example, spark timing during engine starting is adjusted in response to engine speed and a second control parameter. The second control parameter may be correlated with crankshaft or rod degradation. Spark may be advanced from minimum spark for best torque when engine speed is greater than desired and when the second control parameter does not provide an indication of engine degradation.

Abstract: In a method for adapting a torque model for operating an internal combustion engine, which torque model indicates an ignition angle adjustment as a function of an air charge in a cylinder of the internal combustion engine, the torque model is adapted based on a variation of an operating variable of the internal combustion engine caused by a mode switching.

Abstract: In a method and a device for operating a drive unit, a first output variable of the drive unit is restricted; a setpoint value of a second output variable of the drive unit is specified; and an actual value of the second output variable of the drive unit is determined. The setpoint value is compared with the actual value, and if it is determined that the actual value does not exceed the setpoint value, then the first output variable is restricted to a first value. If it is determined that the actual value exceeds the setpoint value, then the first output variable is restricted to a second value smaller than the first value.

Abstract: An ignition timing setting apparatus includes a pulse generator for generating crank pulses corresponding to crank angles, a crank angular speed variation calculating section for calculating a crank angular speed variation based on an interval of the crank pulses, an engine load estimating section for estimating an indicated mean effective pressure from the crank angular speed variation, and an ignition timing determining section having an ignition timing control map for determining an ignition timing advance quantity in accordance with the estimated indicated mean effective pressure and an engine temperature or an engine speed. Such ignition timing setting apparatus sets appropriate ignition timings for avoiding a knocking occurrence load range based on an accurate estimated engine load.

Abstract: An internal combustion engine control device the present invention provides is a control device that can realize both of request torque and a request A/F for each of cylinder groups with high precision, even when the request A/F differs at each of the cylinder groups. The present control device sets a reference A/F within a range from the leanest A/F to the richest A/F out of the request A/Fs to the respective cylinder groups. The present control device calculates a target air quantity for realizing the request torque under the reference A/F, based on data that defines a relation between engine output torque and an air quantity in relation to an A/F. The present control device controls a throttle opening in accordance with the target air quantity, and controls fuel injection amounts of the respective cylinders in accordance with the request A/F s to the respective cylinder groups.

Abstract: A system for a vehicle includes a mode control module and a valve control module. The mode control module selectively sets an ignition mode for an engine to one of a spark ignition (SI) mode and a homogenous charge compression ignition (HCCI) mode. In response to the ignition mode transitioning from the SI mode to the HCCI mode during a first engine cycle, the valve control module operates an exhaust valve in a high lift mode during a second engine cycle, operates an intake valve in a low lift mode during the second engine cycle, and operates the exhaust and intake valves in the low lift mode during a third engine cycle. The first engine cycle is before the second engine cycle, and the second engine cycle is before the third engine cycle.

Abstract: A control system for a homogeneous charge compression ignition (HCCI) engine includes first and second modules. The first module determines a load on the HCCI engine when the HCCI engine is operating in an HCCI combustion mode. The second module controls torque generated by the HCCI engine based on the determined load and a predetermined threshold, wherein the second module controls the torque generated by the HCCI engine by controlling fueling of the HCCI engine.

Abstract: An engine controlling apparatus includes an idle speed setting unit that sets a target idle speed upon idling of an engine mounted on a vehicle, and a target torque setting unit that sets a target torque in response to the target idle speed. The apparatus further includes an ignition timing controlling unit that controls an ignition timing and an intake air amount controlling unit that controls an intake air amount, and a steering angle detection unit that detects a steering angle. The apparatus further includes a torque value setting unit that sets a torque value in response to the steering angle. The intake air amount controlling unit controls the intake air amount in response to both the target torque and the torque value. The ignition timing controlling unit controls the ignition timing so that the engine outputs the target torque.

Abstract: A method for controlling combustion in a cylinder of a turbocharged engine in which intake air is reserved upstream of the cylinder. The method comprises decreasing an internal EGR rate in the cylinder during a tip-out condition if the temperature of the intake air is above a threshold, and increasing the internal EGR rate in the cylinder during a tip-out condition if the temperature of the intake air is below the threshold.

Abstract: A hybrid vehicle and method of control are disclosed. An internal combustion engine and at least one traction motor are operated such that the combined output torque corresponds to one of a plurality of output torque functions, each output torque function having a distinct output torque at a maximum value of accelerator pedal position for an associated vehicle speed. The output torque function is selected based on a virtual gear number. The virtual gear number varies in response to driver activation of shift selectors or automatically in response to changes in vehicle speed.

Abstract: A hybrid powertrain includes an engine, an electric machine, and a transmission. A method to control the powertrain includes monitoring operation of the powertrain, determining whether conditions necessary for growl to occur excluding motor torque and engine torque are present, and if the conditions are present controlling the powertrain based upon avoiding a powertrain operating region wherein the growl is enabled.

Abstract: A system and method for limiting torque produced by each of piston engine driven race cars in which the engine ignition timing is set by reference to an ignition timing table and a torque table. The engine torque is sensed by a torque sensor installed in the drive train and engine speed by an RPM sensor. An ECU receives the torque and engine speed signals and sets the ignition timing in accordance with the ignition tables to produce torque levels below the maximum capacity of the engine. If the sensed torque exceeds the torque level in the torque table, the ignition table value is adjusted by the ECU to maintain the preset torque limits. If the sensed torque level declines below the preset limit, the ECU adjusts the ignition table values to increase the torque level correspondingly but only when the throttle is sensed to be fully advanced.

Abstract: A control device for an internal combustion engine provided by the present invention is a control device which can satisfy a requirement concerning exhaust gas performance of the internal combustion engine, a requirement concerning fuel economy performance, and a requirement concerning operation performance with an excellent balance by properly regulating a change speed of a required air-fuel ratio and an ignition timing. The present control device keeps the ignition timing at an optimal ignition timing if a predetermined permission condition is not satisfied. However, when the permission condition is satisfied, the present control device controls the ignition timing so as to compensate for a difference which occurs between torque which is estimated from an operation of an actuator for air quantity control and required torque by the ignition timing.

Abstract: An engine control system for an auto-stop/start vehicle, comprising: an actuator control module, a correction determination module, and a spark adjustment module. The actuator control module determines a target spark timing for a first time that is between a second time when engine cranking begins and a third time when a measured engine speed becomes greater than a predetermined engine speed after the second time. The correction determination module determines a spark timing correction for the first time based on a target engine speed and a measured engine speed. The spark adjustment module sets a spark timing for the first time based on the target spark timing and the spark timing correction.

Abstract: A system is disclosed herein for a four-stroke internal combustion engine, the system comprising: at least two cylinders; a fuel direct injection device; a variable valve timing system; an engine controller to control spark ignition and valve timing according to load; wherein, below a lower load threshold, a first cylinder is deactivated, an injection of fuel takes place into a combustion chamber of the first cylinder and an outlet valve of the first cylinder is open during a compression stroke. Fuel injected into the deactivated cylinders may enter the exhaust tract through the open outlet valves and serve as a reducing agent therein.

Abstract: A control system for an internal combustion engine is provided. In the control system, a target intake air amount is calculated according to a target output torque of the engine, and an intake air amount of the engine is controlled according to the target intake air amount. An ignition timing of the engine is controlled.

Abstract: A method of controlling torque on a vehicle wheel axle includes comparing a torque intervention request to a predetermined minimum axle torque for a current vehicle speed and a current direction of motion of the vehicle. The predetermined minimum axle torque decreases as vehicle speed in an operator-selected direction of motion increases. An arbitrated axle torque is calculated based on an operator-requested torque, the current vehicle speed, the current direction of motion, and the greater of the torque intervention request and the predetermined minimum torque. Axle torque is applied to the vehicle's wheel axle based at least partially on the arbitrated axle torque.

Abstract: An operating mode for an internal combustion engine, in particular a directly injected internal combustion engine having a plurality of combustion chambers, in particular for a directly injected gasoline engine, e.g. for a motor vehicle, having low NOx combustion (NAV). During the NAV operating mode that is the subject matter of this invention, at an ignition point (ZZP) a largely homogeneous, lean fuel/exhaust gas/air mixture having a combustion air ratio of ??1 in the respective combustion chamber is spark ignited by an ignition device, whereby the flame front combustion initiated by the ignition device (FFV) transitions to a controlled auto-ignition (RZV). The NAV operating mode enables a controlled auto-ignition to be performed in an engine load range in which a pure RZV operating mode is no longer stable enough to be implemented.