Abstract: Methods and systems are provided for performing expansion combustion in an engine of a start-stop vehicle. In one example, a method may include, responsive to receiving an auto-start request to restart an engine from an auto-stop, determining a fuel mass to inject into a cylinder for an expansion combustion event based on a duration of the auto-stop, and actuating a spark plug of the cylinder after injecting the determined fuel mass to perform the expansion combustion event. In this way, an air-fuel ratio of the expansion combustion event may be more accurately controlled, resulting in more robust expansion combustion engine restarts.

Abstract: A method for operating an engine system that includes an internal combustion engine and an exhaust aftertreatment device. The method includes: carrying out a filling control in order to regulate a filling level of the exhaust aftertreatment device as a function of a predefined filling level setpoint value, a lambda setpoint value for a lambda regulation being predefined as a manipulated variable, adapting the filling control with the aid of an adaptation variable that indicates a correction value for the lambda setpoint value, and storing an adaptation value as a function of an operating range of the engine system, the adaptation value in question being updated with the value of the adaptation variable for the instantaneous operating range.

Abstract: Methods and systems are provided for controlling engine operation in a hybrid electric vehicle equipped with stop/start capabilities under conditions where requested power or torque is in a hysteresis region between an engine pull up threshold and an engine pull down threshold. In one example, a method comprises obtaining an adjusted engine pull down threshold upon the requested power or torque remaining in the hysteresis region for more than a threshold duration, and commanding the engine deactivated in response to the adjusted engine pull down threshold being equivalent to the requested power or torque. In this way, a motor/generator may be used to meet the requested torque response rather than the engine under such conditions, which may improve fuel economy.

Abstract: Provided is a fuel injection control device that makes it possible to precisely estimate an amount of fuel remaining in an air intake passage at a start-up of an engine, and to precisely set an fuel injection amount during start-up operation. In the fuel injection control device of the present invention, in a process in which the engine is transferred from operation state to a stop state, engine stop information is acquired and stored in a nonvolatile memory, the engine stop information including, at least an information indicating whether the current engine stop is an intended stop accompanied by fuel cutting. During the start-up of the engine, judgement is made as to whether the last engine stop was the intended stop or not, based upon the engine stop information and a fuel injection amount during start-up operation is determined with reference to the result of the judgement.

Abstract: The present disclosure is directed toward a method that includes logging offset data of a machine over a period of operational time having varying thermal conditions, comparing the logged offset data against a thermal model, estimating offsets for the machine based on the comparing, and adjusting offsets of the machine during operation.

Abstract: To secure detection accuracy of a temperature sensor in a general purpose engine. A general purpose engine includes an engine main body (21), an output shaft (22) that outputs a rotation force of the engine main body, a cooling fan (40) that is rotated and driven by the output shaft, a cooling cover (50) that is fixed to the engine main body to define a cooling air passage (CP) which guides cooling air generated by the cooling fan along an exterior wall (21e) of the engine main body, and a temperature sensor (60) that is fixed to the engine main body in a region away from the cooling air passage (CP). Accordingly, it is possible to measure a temperature of the engine main body with high accuracy and perform electronic control of fuel injection with high accuracy.

Abstract: One or more techniques and/or systems are disclosed for mitigating the effect of electrical noise on electrical-based hardware components. Electrical noise can be generated by an igniter adjacent to one or more of the components. In lieu of, or in addition to, shielding, hardening, and other noise prevention techniques, methods and systems can be used to mask the effects of electrical noise upon other hardware components. State data for a target component can be stored in volatile memory. Upon a reset of microprocessor controlling the component, the stored state data can be read and matched with known state data stored in non-volatile memory. After the reset, the target component can be placed in the state that matches the state data indicated by the stored data.

Abstract: A method of controlling a laser unit in order to negate heat build-up caused by a laser modulation current, and eliminating artifacts caused by image related thermal effects. Upon receipt of an activation signal, an activation current is applied which causes lasing of the laser unit. Upon receipt of a deactivation signal, the method ceases lasing by selectively applying either an idle current below the activation current, or a cooling current below the idle current.

Abstract: A port injection valve injects fuel into an intake passage. A controller increases a base injection amount over a predetermined period after the internal combustion engine is started and gradually decreases an increase correction ratio of the base injection amount. One of two processes, a multiple injection process and a single injection process, is selected in order to inject the increased base injection amount of fuel. The increase correction ratio is set to be a smaller value in the multiple injection process than in the single injection process.

Abstract: An internal combustion engine control device (1) includes an injector-temperature calculation unit (21a), an engine-temperature calculation unit (21b), an operating-state control unit (21c), and an integration-time calculation unit (21d). The engine-temperature calculation unit (21b) calculates an engine temperature by using an injector temperature and a fuel-injection integration time.

Abstract: An internal combustion engine is provided with a cylinder injector injecting fuel directly into a combustion chamber; an intake injector injecting fuel into an intake passage; and a control device controlling injection of fuel from these injectors. The control device is configured to perform a first control, in which an air-fuel mixture in the combustion chamber is formed by only fuel injected from the cylinder injector, until a predetermined timing after startup of the internal combustion engine, and to perform a second control, in which an air-fuel mixture in the combustion chamber is formed by fuel containing a larger amount of fuel injected from the intake injector than fuel injected from the cylinder injector, and after the predetermined timing. The air-fuel ratio of the mixture during the second control is smaller than the air-fuel ratio of the air-fuel mixture during the first control and smaller than the stoichiometric air-fuel ratio.

Abstract: An engine control system of a vehicle includes a cylinder control module configured to: determine a target sequence for at least activating and deactivating cylinders of an engine based on a torque request; and activate and deactivate the cylinders of the engine according to the target sequence. A values module is configured to determine, based on the target sequence, a plurality of coefficients and an offset value. An indicated mean effective pressure (IMEP) determination module is configured to determine an IMEP of a first cylinder based on: the plurality of coefficients; the offset value; and a plurality of engine speeds at a predetermined crankshaft positions, respectively.

Abstract: In a method for reducing particulate emissions of an internal combustion engine during a cold start of the internal combustion engine, the combustion chamber temperature and the ambient temperature are determined. A cold start condition is recognized when the combustion chamber temperature is below a first threshold temperature and the ambient temperature is below a second threshold temperature. In this case, the internal combustion engine is dragged by means of the starter, wherein air that is present in the combustion chambers is compressed and heated. This heat is discharged to the combustion chamber walls, which are likewise heated up. In this operating situation there is no fuel injection in the combustion chambers and no ignition, so that no combustion takes place in the combustion chambers and the internal combustion engine compresses solely fresh air. The combustion chambers heat up due to the compression work, thus achieving better evaporation of the fuel in the combustion chamber.

Abstract: Methods and apparatus relate to air handling for an internal combustion engine system, particularly utilizing premixed air and fuel. The engine system includes an intake air throttle (IAT) having a position set in response to the engine speed and a variable valve timing module having an intake valve timing set in response to the engine load. The variable valve timing module may be a cam phaser having a position at or between full retard and full advance positions. The engine system may operate in a transient mode or a fuel efficiency mode. The IAT position is adjusted in response to an engine speed error value or set at full throttle. The cam phaser position is adjusted in response to a pressure difference across the IAT, the engine speed, or is set to a limit position.

Abstract: A method for refueling of gas into a pressurized gas tank with repeated adjustment of a target pressure (Ptarget) for the refueling is disclosed, said method comprising the steps of: recording starting conditions for the refueling, establishing a mathematical relation between the recorded starting conditions, the actual refueling time (t_refueling) passed and the target pressure for the refueling, starting the refueling, and repeatedly calculating the target pressure corresponding to the actual refueling time passed and measuring the nozzle pressure of the refueling station, until the calculated target pressure has been reached.

Abstract: The present disclosure generally describes a method for processing a workpiece in a machine, where the method determines an offset of the machine and adjusts for the offset during production operation. In one form, the method includes logging offset data of the machine over a period of operational time having varying thermal conditions, and comparing the logged offset data against a thermal model, where the thermal model is generated based on a probing routine and dry cycling for a plurality of test cycles on a calibration artifact. Based on the comparing, the method estimates offsets for the machine and adjusts offsets of the machine during operation.

Abstract: A rich control for temporarily declining an air-fuel ratio of exhaust gas discharged from an engine combustion chamber is performed by an additional fuel being injected into a cylinder in an expansion stroke or an exhaust stroke in a state where a throttle opening degree is switched from a base throttle opening degree to a throttle opening degree for the rich control and an EGR rate is switched from a base EGR rate to an EGR rate for the rich control. The rich control is terminated by returning the throttle opening degree (VTH) to the base throttle opening degree (VTHB), stopping the injection of the additional fuel (Qa), and temporarily increasing the amount of a main fuel (Qm). Then, an EGR control valve opening degree (VEGR) is controlled such that the EGR rate (REGR) is returned to the base EGR rate (REGRB).

Abstract: A control unit includes a scale detection unit for detecting, while the a burner provides combustion, occurrence of clogging with scale in a tube of a heat exchanger, and an output unit for outputting a result of a detection by the scale detection unit, a storage stores information including a numerical value representing how many times a surface temperature of the heat exchanger measured by a temperature measuring unit exceeds at least one of a plurality of threshold values. While the burner provides combustion when the surface temperature measured by the temperature measuring unit exceeds at least one of the plurality of threshold values the scale detection unit adds a predetermined value to the numerical value in the storage and when the numerical value attains a defined value or more the scale detection unit detects occurrence of clogging with scale.

Abstract: A system according to the principles of the present disclosure includes an engine stall module and an actuator control module. The engine stall module identifies a potential engine stall based on a speed of an engine and a rate of change in the engine speed. The actuator control module selectively adjusts an actuator of a powertrain system to prevent the engine from stalling when a potential engine stall is identified.

Abstract: A cold-time fuel increasing section calculates, as increase correction values for a required injection amount, an increase-after-startup correction value, which attenuates with an increment of the number of times of combustion carried out after startup of the internal combustion engine, and a basic warmup increase correction value, which attenuates with an increase in a temperature of coolant in the internal combustion engine. The cold-time fuel increasing section calculates the increase correction values such that the increase-after-startup correction value when the port injection mode is selected is greater than the increase-after-startup correction value when the single direct injection mode is selected, and that the basic warmup increase correction value when the port injection mode is selected is less than the basic warmup increase correction value when the single direct injection mode is selected.

Abstract: Provided is an apparatus for estimating an external temperature for monitoring a tire pressure. The apparatus includes a sensor transmitter configured to transmit stop time information which is obtained by measuring a stop time of a vehicle at certain intervals, by using wireless communication, and a sensor receiver configured to receive the stop time information through the wireless communication, and measure the external temperature by using the received stop time information.

Abstract: A vehicle information recording device includes: a first control device that continuously stores, into a data storage device, vehicle information indicative of a state of a vehicle having an engine; a first determination device that determines whether the engine is stalled; a second control device that stores engine stall information into the storage unit when the first determination device determines that the engine is stalled while the first control device is storing the vehicle information into the data storage device; and a second determination device that determines whether the engine starts. When the second determination device determines that the engine starts, and the engine stall information is stored in the storage unit, the first control device starts storing the vehicle information into the data storage device.

Abstract: A control apparatus for a four-cycle internal combustion engine that includes a plurality of cylinders into which fuel is directly injected, includes an electronic control unit. The electronic control unit is configured to: (i) execute stop control that stops rotation of a crankshaft of the internal combustion engine by stopping fuel injection and ignition in the internal combustion engine when a predetermined stop condition is fulfilled; and (ii) carry out fuel injection and ignition in a second cylinder of the plurality of the cylinders when the stop control is executed, the second cylinder being in an exhaust stroke when the internal combustion engine is stopped, when a piston of a first cylinder of the plurality of the cylinders is estimated to stop at a top dead center.

Abstract: An EFI-ECU determines an initial value of a correction value ekthwst for correcting an injection correction amount with reference to a non-heating initial value map if a heater is in operation, and determines the initial value of the correction value ekthwst for correcting the injection correction amount with reference to a heating initial value map if the heater is out of operation. It should be noted herein that the initial value of the correction value ekthwst is set lower under the same condition in the heating initial value map than in the non-heating initial value map.

Abstract: A fuel injection control method for an internal combustion engine includes instantaneous injection that injects fuel to a predetermined cylinder is executed immediately when it is determined that a predetermined condition is satisfied after cranking of the engine is started. A leaning influence ratio which is a ratio of a time period during which vaporized fuel supplied to the predetermined cylinder becomes lean to a instantaneous injection time period which is a time period over which fuel is injected by the instantaneous injection is estimated. A threshold value is set based on temperature of the engine. When the leaning influence ratio is larger than the threshold value, the instantaneous injection is inhibited.

Abstract: Methods and systems are provided for controlling fuel injectors for a fuel system configured to deliver fuel to an engine via each of port fuel injection and direct fuel injection. In one example, a method may include, during an engine green start condition, injecting fuel with the port injector while not injecting fuel with the direct injector, and after the green start condition, injecting with each of the port injector and the direct fuel injector at a fuel ratio determined based on engine operating conditions.

Abstract: A microcomputer determines that an abnormality has occurred in calculation functions regarding calculation of an injection amount command value and the like, based on a deviation of the injection amount command value, in an increasing manner, from a monitoring injection amount. The microcomputer calculates, based on a cooling fluid temperature of an engine, a start-up injection amount such that the start-up injection amount becomes smaller when the cooling fluid temperature is high than when the cooling fluid temperature is low, and uses the start-up injection amount as the injection amount command value immediately after the completion of start-up of the engine. Besides, the microcomputer uses the smaller one of a start-up injection amount calculated this time and a monitoring start-up injection amount calculated last time, as a monitoring start-up injection amount that is used as the aforementioned monitoring injection amount immediately after the completion of start-up of the engine.

Abstract: The disclosure provides a system and method for determining an amount of fuel injected or delivered by a single fuel injector in an internal combustion engine by generating one fuel injection event after the engine has stopped operating. The fuel delivered is statistically analyzed in comparison with a commanded fuel delivery amounts to determine the suitability of fuel injector on-time calibration for the analyzed fuel injector. If the fuel delivered deviates from the commanded amount of fuel delivery by a predetermined value, the fuel injector on-time calibration for the analyzed fuel injector is changed.

Abstract: A fuel property determination apparatus for an internal combustion engine is applied to an internal combustion engine that is equipped with an ignition plug and an ignition timing controller. An electronic control unit provided in the fuel property determination apparatus executes a determination process of making a determination on a property of a fuel supplied to the internal combustion engine based on an ignition sufficiency ratio, during a predetermined period after startup of the internal combustion engine. The electronic control unit is configured to determine that the property of the fuel is heavy when a determination index value that is obtained by subjecting the ignition sufficiency ratio to a smoothing process is equal to or larger than a predetermined threshold. The electronic control unit is configured to set a smoothing coefficient to a value corresponding to each of a first period, a second period, and a third period.

Abstract: Methods and systems are provided for adjusting spark and/or fuel injection to a cylinder based on late combustion, partial burn, or misfire in a neighboring cylinder. In one example, a method may include deactivating spark and fuel injection to a second cylinder receiving exhaust residuals from combustion in a first cylinder, the first cylinder experiencing a misfire or late combustion event. Mitigating actions are performed in the second cylinder before the occurrence of a pre-ignition event.

Abstract: A control device of an internal combustion engine calculates on the basis of the air-fuel ratio difference a correction for the estimated fuel supply amount correction for correcting the estimated fuel supply amount to make the estimated and detected air-fuel ratios correspond to each other and calculates correction values for the fuel supply difference compensation and the air amount detection difference compensation by dividing the correction value for the estimated fuel supply amount correction, using the fuel supply and air amount detection difference proportions, and performing the air-fuel ratio control, using the corrected estimated fuel supply and detected air amounts.

Abstract: On start of an engine, a difference ?Pm between a first intake pipe pressure Pm1 and a second intake pipe pressure Pm2 is computed. Reduction correction of wall surface deposition correction is prohibited until the state that the difference ?Pm is equal to or less than a reference value ?Pmref continues over a predetermined number of strokes nref of the engine. After the state that the difference ?Pm is equal to or less than the reference value ?Pmref continues over the predetermined number of strokes nref of the engine, permission is given for the reduction correction.

Abstract: An electronic control unit includes a control portion and a soak timer. The control portion acquires first time information of a clock device when a power switch is turned off and stores the first time information in a nonvolatile storage portion. The control portion acquires second time information of the clock device when the soak timer activates the control portion or when the control portion receives an activation request. The control portion calculates a first time difference between the second time information and the first time information stored in the nonvolatile storage portion and determines an abnormality of the soak timer based a difference between the first time difference and the soak timer value of the soak timer.

Abstract: Systems and methods for restarting an engine are presented. In one example, fuel is injected to cylinder ports before the engine is stopped such that the injected fuel is not inducted into the cylinders before an engine restart is requested. The method may improve fuel vaporization during engine restarting.

Abstract: A method and system for improving starting of an engine is presented. In one example, the method selects a first cylinder to receive fuel since engine stop the cylinder's position relative to the cylinder's top-dead-center compression stroke. The method also describes adjusting a number of fuel injections for a first combustion event since engine stop.

Abstract: A fuel injection device injects fuel per each cylinder in an engine having a plurality of cylinders #1 and #2. At a time of engine actuation, start timings of fuel injections are shifted per each cylinder and times within one rotation of a crankshaft is set as the injection start timings for all cylinders. At least the initial fuel injection is performed before cylinder discrimination.

Abstract: A fuel injection controller controls a fuel injector which injects a fuel directly into a cylinder of an engine. The fuel injection controller conducts a correction to increase a fuel injection quantity injected from the fuel injector according to a fuel-adhered quantity which is an amount of the fuel adhered to an opened intake valve. Thus, even when the fuel is adhered to the intake valve, an appropriate amount of the fuel can be injected into the cylinder.

Abstract: A method and system for improving starting of an engine is presented. In one example, the method selects a first cylinder to receive fuel since engine stop based on intake valve closing time. The method also describes selecting the first cylinder to receive fuel since engine stop based on an end of fuel injection time.

Abstract: It is an object of this invention to restrain blow-by gas from reaching a catalyst during fuel cutoff, and protect the catalyst while coping with an increase in oil dilution amount resulting from the use of alcohol fuel, in an internal combustion engine that uses the alcohol fuel. An engine is equipped with a PCV mechanism that introduces blow-by gas in a crankcase into an intake system. Besides, when fuel cutoff is executed with the PCV mechanism in operation, an opening degree of a throttle valve during fuel cutoff is set on the basis of an oil dilution amount in lubricating oil. Thus, the throttle opening degree during fuel cutoff is adjusted in accordance with a generation amount of blow-by gas, so that an intake negative pressure can be appropriately reduced. Accordingly, during fuel cutoff, the amount of blow-by gas that is sucked out from the crankcase due to the intake negative pressure and introduced into the intake system can be held small.

Abstract: A working vehicle has a cooling fan provided on a first side of an engine to blow air to the engine; a muffler main body provided on a second side thereof in a position lower than an upper surface of a head cover of the engine; and an exhaust pipe exposed in a position facing an air blowing path of the cooling fan higher than the upper surface of the head cover of the engine to discharge exhaust from the muffler main body.

Abstract: A stop control apparatus for an internal combustion engine is provided with: a motor (MG1) configured to output torque to a crankshaft (205) of the internal combustion engine (200); a number-of-revolutions detecting device (110) configured to detect the number of revolutions of the internal combustion engine; a crank angle detecting device (120) configured to detect a crank angle of the crankshaft of the internal combustion engine; a motor controlling device (150) configured to control the motor to output adjusting torque which adjusts the crank angle when the internal combustion engine stops to have a desired value, when the internal combustion engine stops; a throttle valve controlling device (160) configured to control an opening degree of a throttle valve (208) to be a predetermined opening degree in an intake stroke immediately before the internal combustion engine stops; and an adjusting torque determining device (140) configured, to determine the adjusting torque on the basis of the predetermined openi

Abstract: Various systems and methods are provided for controlling fuel injection to an engine. In one example, fuel injection timing of a cylinder of the engine is adjusted during a hot engine restart such that a fuel injector is open only when the cylinder pressure is greater than a threshold cylinder pressure. The threshold cylinder pressure may be adjusted responsive to a fuel rail pressure.

Abstract: Provided is a control device of a direct injection engine, the control device that can prevent the amount of emission of soot from increasing and the exhaust performance from worsening when a restart request is made before an engine is stopped after an idle stop condition is satisfied. When a restart request is made before an engine is stopped after an idle stop condition is satisfied, at least one of the number of fuel injections in one combustion cycle and the air/fuel ratio of an air fuel mixture used for combustion is changed for each cylinder according to a piston position at that time.

Abstract: In a messaging system, computer readable instructions are executable by a processor of a communications server to: detect a vehicle remote start attempt that is initiated by a mobile communications device, transmit a remote start request to the vehicle, and receive a notification corresponding to success and/or failure of the attempt. If the attempt fails, the computer readable instructions are executable by the processor to: receive a cause of the failure encoded in a dynamic error message, decode the dynamic error message, and construct a custom failure message that is indicative of the cause of the failure. If the attempt succeeds, the computer readable instructions are executable by the processor to generate a success message based upon the notification corresponding to the success of the attempt. The computer readable instructions are also executable by the processor to transmit the success or custom failure message to the mobile communications device.

Abstract: A control system and a control method of a gasoline direct injection engine may include determining whether the engine is stopped and can improve NVH of a vehicle by keeping the fuel high-pressure pump input valve of the high-pressure pump operating for a predetermined time and preventing fuel from flowing backward to the low-pressure pump.

Abstract: A method and system for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, the method adjusts a port fuel injection amount in response to engine stopping position. The engine stopping position may be indicative of a fraction of injected fuel that enters a cylinder for a first combustion event since engine stop.

Abstract: In a method for enriching the exhaust gases of a combustion engine with unburnt hydrocarbon engine operating conditions are monitored and in-cylinder post injection of unburnt hydrocarbon into one predetermined cylinder of at least two cylinders connected to an exhaust manifold is performed when the monitored engine operating conditions equal predetermined engine operating conditions. The predetermined engine operating conditions are set for resulting in a substantially zero flow of the post-injected hydrocarbon to an EGR circuit for the specific design of the engine in operation.

Abstract: Disclosed is an internal-combustion engine controller capable of improving emission characteristics at a start of an internal-combustion engine. When injection during an exhaust stroke is controlled in a port-injection engine, the engine controller ECU performs the first fuel injection during t1 to t2 according to a memory-based crank angle as illustrated in FIG. 12(b) at a fuel injection timing before determination of an actual stroke. Thus, the injected fuel has been introduced into a cylinder during the actual stroke. If fuel is not injected during t1N to t3N within the next exhaust stroke as denoted by the solid line, this causes misfire in the cylinder, so that the engine rotation at the start cannot be smooth. Thus, the ECU clears a finished fuel injection flag (F_INJ) at an incorrect crank angle storage determination timing (tJUD) as denoted by the dashed-dotted line, thereby capable of controlling the fuel injection.

Abstract: A cold start control module for a direct injection engine includes a fuel flow determination module and a cylinder activation/deactivation module. The fuel flow determination module determines a requested fuel flow. The cylinder activation/deactivation module deactivates at least one of cylinders when the requested fuel flow exceeds a maximum fuel flow of the fuel pump during cold start.

Abstract: Methods and systems are provided for injecting water based on duration of cylinder deactivation, and exhaust catalyst temperature during an engine cylinder deactivation event so as to reduce an exhaust catalyst regeneration requirement following the cylinder deactivation, and to prevent catalyst degradation.