Abstract: An air-fuel ratio control system of an internal combustion engine comprises a fuel amount determiner for determining a fuel command value. The fuel amount determiner has a feedback control mode in which the fuel amount determiner determines a running state reference coefficient corresponding to a running state detected by a running state detector based on a first correspondence stored in the memory, determines a running state compensation coefficient corresponding to the running state detected by the running state detector based on a second correspondence stored in the memory, determines a feedback compensation coefficient used to cause an air-fuel ratio to reach a value closer to a theoretical air-fuel ratio based on an output of the air-fuel ratio sensor, and determines the fuel command value using a formula including the determined running state reference coefficient, the determined running state compensation coefficient, and the determined feedback compensation coefficient.

Abstract: Methods and systems for controlling a fuel tank isolation valve coupled to a fuel tank in a vehicle are disclosed. In one example approach, a method comprises, in response to a refuel request, actuating a fuel tank isolation valve to vent a fuel tank for refueling; and, in response to a pressure in the fuel tank below a threshold pressure after a predetermined time duration, discontinuing actuation of the fuel tank isolation valve to seal the fuel tank.

Abstract: A method for operating an internal combustion engine is described in which a combustion air ratio (?) is determined and used to determine a deviation of this combustion air ratio from an in particular default or determined set point combustion air ratio. Spontaneous ignition of the internal combustion engine are detected based on the determined deviation (??) and used to control the operation of the engine.

Abstract: Disclosed is a control device for an internal combustion engine that is used with an internal combustion engine having an EGR catalyst and an EGR valve in an EGR path for connecting an exhaust path to an intake path, and capable of preventing the purification performance of the EGR catalyst from being degraded during EGR stoppage and purifying exhaust gas in a preferred manner upon EGR resumption. When EGR is stopped with the EGR valve closed, the control device judges whether an EGR path air-fuel ratio is richer than a threshold value. If the EGR path air-fuel ratio is judged to be richer than the threshold value, the control device sets a target air-fuel ratio for the internal combustion engine to be leaner than a stoichiometric air-fuel ratio.

Abstract: A method of controlling banks in a vehicle using cylinder deactivation (CDA) may include determining whether the CDA of an engine of the vehicle is turned on or off, determining whether a temperature of a catalyst is below a predetermined temperature if it is determined that the CDA is turned on, switching from a second bank including first, third and fifth cylinders to a first bank including second, fourth and sixth cylinders or from the first bank to the second bank if it is determined that the temperature of the catalyst is below the predetermined temperature, so that the first and second banks maintain the temperature of the catalyst above the predetermined temperature.

Abstract: A device executes a power limiting process when the number of pressure sensors determined to be normal in a second determination process made by a second processing unit is smaller than or equal to one. When only one pressure sensor is determined to be normal through the second determination process, and when that pressure sensor and a pressure sensor connected to only a first processing unit are determined to be normal in a first determination process made by the first processing unit, a process associated with fuel injection based on a detected value of the pressure sensor determined to be normal in the second determination process is executed, and a degree of limiting engine power through the power limiting process is reduced as compared with when both the pressure sensors are determined to be abnormal in the first determination process.

Abstract: An engine method, comprising delivering fuel with an octane level above a threshold to a first fuel tank and delivering fuel with an octane level below a threshold to a second fuel tank; monitoring a staleness of fuel within first fuel tank and the second fuel tank; delivering fuel with an octane level above the threshold to an engine in response to the staleness of fuel of the first fuel tank; and delivering fuel with an octane level below the threshold to the engine in response the staleness of fuel of the second fuel tank.

Abstract: A method for operating a boosted gasoline engine. The method includes diluting an intake air charge of the engine to a first level of dilution when operating at a stoichiometric air-to-fuel ratio. The method also includes, in response to a condition of excessive exhaust temperature downstream of the engine, diluting the intake air charge of the engine to a second, greater level of dilution while operating at an enriched air-to-fuel ratio.

Abstract: A control apparatus for an internal combustion engine where the inside of a combustion chamber is divided into a layer of internal EGR gas and a combustible layer to perform stratified combustion. In a port-injected engine equipped with first and second intake valves, the opening timing of the first intake valve is set before a top dead center (TDC) and the opening timing of the second intake valve is set after the TDC, and the closing timings of the first intake valve and the second intake valve are set after a bottom dead center. Then, fuel injection toward the first intake valve is started after the EGR gas, which was blown back to the intake port upstream of the first intake valve, is drawn into the combustion chamber after the top dead center.

Abstract: Various methods for inferring oil viscosity and/or oil viscosity index in an internal combustion engine are provided. In one example, a new control method comprises cranking the engine during a start mode with an electric motor connected to a substantially constant source of electrical power, inferring engine oil viscosity based at least on engine oil temperature and speed of the engine while being cranked by the electric motor during the start mode, and correcting an operating parameter of the engine based on the inferred engine oil viscosity.

Abstract: A method for the safe operation of a drive of a motor vehicle, including rotational speed monitoring in which, if an actual rotational speed (n) of an internal combustion engine exceeds a predefinable lower rotational speed threshold (n_max_lower), a fault response action is carried out, the fault response action being selected as a function of whether additional predefinable conditions are present.

Abstract: Various methods for inferring oil viscosity and/or oil viscosity index in an internal combustion engine are provided. In one aspect, a new control method comprises: after engine shutdown, learning engine oil viscosity based on time to drain the oil back into an engine sump and oil temperature during the draining, and correcting an engine operating parameter based on the learned oil viscosity.

Abstract: Methods and systems are provided for displaying a recommended engine fuel fill amount to an operator of a plug-in hybrid electric vehicle. In one example, the recommended engine fuel fill amount is determined based on an actual amount of fuel consumed over a particular duration and displayed to an operator of the vehicle with a low fuel warning.

Abstract: A fuel injection control apparatus includes a low-side driver, arranged electrically downstream of an injector and operable to drive the injector with a changeover of an ON-OFF state thereof in response to a drive signal from a CPU; a high-side driver, arranged electrically upstream of the injector and downstream of a power source, and having an ON-OFF state thereof which may be changed in response to the drive signal from the CPU; a high-side return signal detection unit and a low-side return signal detection unit. Each of the low-side and high-side drivers includes a transistor arranged inside an ECU. The CPU diagnoses a function of a drive circuit based on the presence or non-presence of return signals received from the high-side return signal detection unit and the low-side return signal detection unit with respect to predetermined driving states of both the low-side and high-side drivers.

Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode. Operating the internal combustion engine includes determining an integrated thermal state parameter from an aggregation of engine environment factors. A feed-forward engine control scheme is executed to determine states for engine control parameters. The states for the engine control parameters correspond to a preferred combustion phasing responsive to an operator torque request and the integrated thermal state parameter. Operation of the internal combustion engine is controlled to achieve the preferred combustion phasing using the states for the engine control parameters.

Abstract: A soot discharge amount is calculated by multiplying a “steady discharge amount” by a “transient correction value.” The steady discharge amount is a Soot discharge amount in a steady operation state, and is acquired through table search. For each of a plurality of factors which affect the Soot discharge amount, a steady value (value obtained through table search) of the factor and a transient value (current value) of the factor are substituted for a characteristic equation which represents a change in the Soot discharge amount with the value of the factor, whereby a steady characteristic value and a transient characteristic value are acquired. The “ratio between the steady characteristic value and the transient characteristic value” is then calculated for each factor. The transient correction value is obtained by multiplying together all values of the “ratio between the steady characteristic value and the transient characteristic value” obtained for the factors.

Abstract: A device for controlling fuel injection in an internal combustion engine of an automobile, the internal combustion engine being connected at an inlet thereof to a fresh air intake pipe and at an outlet thereof to an exhaust gas discharge pipe including a catalytic converter, an exhaust gas partial recirculation circuit connecting the discharge pipe to the fresh air intake pipe. The device includes a mechanism determining the amount of unburned fuel in the exhaust gases, a mechanism determining the amount of fresh air taken into the internal combustion engine, and an electronic controller determining the amount of fuel to be injected depending on signals received of the determined amount of unburned fuel and the determined amount of fresh air taken in.

Abstract: An apparatus is provided for controlling an intake valve of a vehicular internal combustion engine. The apparatus includes a variable valve operating mechanism configured to vary a valve lift and a valve phase angle of the intake valve, and a controller. The controller calculates a desired first target value at a current engine operating condition, a reacceleration estimated value based on an engine rotational speed and estimated operating load upon reacceleration, and a second target value at which engine torque is equivalent to engine torque at the first target value. The controller sets the first target value as a control target value, and then switches the control target value to the second target value when a minimum clearance between the intake valve and a piston is determined to become less than a permissible value during variation of the intake valve from the first target value toward the reacceleration estimated value.

Abstract: It is possible to suppress fluctuations of an air intake amount when the open degree of an air intake control valve is unknown. An engine includes an impulse valve common to all the cylinders arranged in the engine. The impulse valve is arranged in a communicating tube provided at the downstream side of a serge tank. An ECU executes impulse valve drive control. In the control, the ECU judges whether a rotation angle sensor which detects the open degree of the impulse valve has failed. If it is judged that the rotation angle sensor has failed, the ECU controls a drive motor and a drive circuit for driving a valve body so that a valve body of the impulse valve rotates inside the communicating tube. Here, the rotor of the drive motor which defines the rotation speed of the valve body has an rpm which is set in accordance with the mechanical rpm NE of the engine.

Abstract: A cold start emissions reduction diagnostic system for an internal combustion engine includes a coolant temperature module including a coolant temperature input, and a memory module having a coolant temperature look-up table. The cold start controller also includes a cold start emissions reduction module configured to selectively compare coolant temperature values with desired emission values in the look-up table to determine at least one of a fuel injection timing and a fuel injection quantity to establish a desired cold start emissions profile. A fuel injection monitoring module is configured and disposed to sense changes in fuel injection timing and fuel injection quantity, and an emission reduction diagnostic model module is configured and disposed to determine emission parameters based on the changes in the one of the fuel injection timing and fuel injection quantity sensed by the fuel injection monitoring module during a cold start.

Abstract: A method is provided for operating a motor vehicle having an internal combustion engine (2) that is supplied with fuel from a fuel tank (7), and having a regeneratable filter device (6) for taking up fuel vapors from the fuel tank (7). To improve properties of fuel vapor retaining systems during operation of motor vehicles, the method includes carrying out a forced start of the internal combustion engine (2) promptly after a refueling process in order to regenerate the filter device (6).

Abstract: A method and system are provided for optimizing fuel delivery to an internal combustion engine. The method and system have particular applicability to an engine having a base or OEM engine control unit (ECU) which outputs fuel injector control signals. In accordance with the method, when the engine is operating in one or more modes, such as a Power Mode, the amount of fuel delivered to the engine is modified, such as by changing the duration of the fuel injector control signals with a secondary ECU. The control signals are modified based on engine speed, and thus in direct relation to engine performance.

Abstract: In a method for operating a fuel injector, a transition range of the characteristics curve of the injector is detected individually and adapted continuously, so that a monotonous characteristics curve is formed, with whose aid high metering precision of the injector is achieved.

Abstract: Disclosed is a method of injecting LPG gas into a diesel fuel engine for combustion with diesel fuel therein. One aspect includes injecting LPG gas into an air-stream of an engine air intake or manifold, measuring the percentage of LPG gas injected into the airstream or other efficiency gauge, varying the rate of injection of LPG gas into the airstream in response to the measured percentage of LPG gas therein and injecting the LPG gas at a pre-determined rate so as to maintain an LPG gas concentration in the air intake stream in the range of 0.2% to 0.6% by volume of LPG gas.

Abstract: A system for controlling an air/fuel ratio in an engine based on catalyst deactivation includes an NH3 detector disposed downstream from the three way catalyst, and a subsystem that compares measured values of NH3 concentration with a nominal value of NH3 concentration at rich operating conditions. A subsystem adjusts the air/fuel ratio based on the measured value of NH3 concentration and estimated CO concentration.

Abstract: There is obtained a throttle learning control apparatus that raises the reliability of throttle fully closed and opened learning even when a self-shutoff delay abnormality occurs and can suppress various defects that occur when a throttle fully closed learning value or a throttle fully opened learning value is not updated. After a self-shutoff delay abnormality occurs, an electronic control unit implements fully closed learning 1 and fully opened learning 1 while the engine is operated in a non-engine-stall period and implements fully closed learning 2 and fully opened learning 2 for compensating the fully closed learning 1 and fully opened learning 1. Fully closed learning is completed when the fully closed learning 1 or the fully closed learning 2 has once been implemented; similarly, fully opened learning is completed when the fully opened learning 1 or the fully opened learning 2 has once been implemented.

Abstract: When an acceleration flag is not set, an amount of target rotation tvttbb1 of a variable valve mechanism is set on the basis of an amount of intake air and an engine speed. On the other hand, when the acceleration flag is set, an amount of target rotation of the variable valve mechanism is set on the basis of the engine speed, a cooling water temperature, and an atmospheric pressure. As described above, when the acceleration flag is not set, i.e., when the amount of intake air does not change excessively, the amount of target rotation based on the amount of intake air is used, so that the valve timing can be controlled appropriately.

Abstract: Provided is an information processing device that provides a user with a trajectory of positions calculated by positioning unit in a user-friendly way without displaying a map. The device includes a positioning section (60) repeatedly calculates a position, a position coordinate storage section (62) that stores a plurality of positions calculated by the positioning section, and an other-user information providing section (70) that displays letter strings indicating the positions stored in the position coordinate storage section (62) in an order that the positions are calculated. The positioning section (60) stores, in a case where a newly calculated position is at a given distance or more from the position last stored in the position coordinate storage section (62), the newly calculated position into the position coordinate storage section (62).

Abstract: An apparatus for controlling an air-fuel ratio of an internal-combustion engine includes an air-fuel ratio detector, a fluctuation signal generating device, an air-fuel ratio fluctuation device, a 0.5th-order frequency component strength calculator, a fluctuation frequency component strength calculator, a reference component strength calculator, and an imbalance fault determining device. The reference component strength calculator is configured to calculate strength of a reference component in accordance with strength of a first frequency component and strength of a second frequency component. The imbalance fault determining device is configured to make a determination of an imbalance fault in which air-fuel ratios of a plurality of cylinders vary beyond a tolerance limit on a basis of a relative relationship between strength of the 0.5th-order frequency component and the strength of the reference component.

Abstract: A control system for controlling a power output of a gas engine of the present invention includes a target value setting section for setting as a target value a restricted power output which is less than a predetermined power output when a source gas pressure of a gas fuel is less than a predetermined value required to inject the gas fuel against an intake-air pressure according to the predetermined power output, a power output setting section for setting a set value of a power output based on the target value set by the target value setting section, and a power output control section for controlling the power output so that the power output reaches the set value set by the power output setting section.

Abstract: Engine control systems having rotational sensors and controllers, and associated methods and systems, are disclosed herein. An engine control system in accordance with a particular embodiment can include a drum operably coupled to a rotating shaft of an engine. The drum can include a pattern positioned on its surface and a sensor can be positioned proximate to the drum to read the pattern and/or write a new pattern. A rod can operably couple the drum to an engine input mechanism and operate to axially move the drum. The axial movement of the drum can shift the pattern to different portions, resulting in a change in the timing for an engine event.

Abstract: The present invention is directed to a dual fuel supply system for supplying fuel to a direct-injection system of a diesel engine. The dual fuel supply system includes a diesel supply system to supply diesel to the direct-injection system; and a mixed fuel supply system that is operatively able to supply a liquid fuel premixture of diesel and liquefied gaseous fuel to the direct-injection system at a supply pressure within a fuel demand pressure range of the direct-injection system and at a corresponding temperature range that retains the fuel premixture below its vapor temperature as it flows through the fuel path of the direct-injection system and the diesel engine. The dual fuel supply system is configured to permit selective change over between the diesel supply system and the mixed fuel system to supply the direct-injection system selectively with either diesel or liquid fuel premixture respectively.

Abstract: An engine system and method for improving sampling of a port throttle pressure sensor. In one example, the port throttle pressure sensor is sampled a plurality of times during a cylinder cycle and different engine operating conditions are determined from selected samples. The system and method may improve engine air-fuel control as well as engine diagnostics.

Abstract: A multicylinder engine is provided with a fuel injector for each cylinder. An ECU defines a fuel injection condition of the fuel injector based on an engine driving condition and executes a fuel injection control for each cylinder based on the defined fuel injection condition. The ECU computes an engine speed with respect to each cylinder. While the engine is running, the fuel injection condition is operated in an operation cylinder. A fuel property is determined based on the engine speed of the operation cylinder and an engine speed of a non-operation cylinder.

Abstract: An internal combustion engine control apparatus includes means that detects an inlet temperature that is a temperature in a vicinity of an inlet of a purification catalyst disposed in an exhaust path and means that detects a turbine temperature that is a temperature in a vicinity of an exhaust turbine of a turbo-supercharger disposed in the exhaust path, and also includes means that controls a valve overlap that is a state in which an intake valve and an exhaust valve of the internal combustion engine are open simultaneously. When the inlet temperature is lower than an inlet high temperature reference value, and the turbine temperature is higher than a turbine high temperature reference value that is higher than the inlet high temperature reference value, the valve overlap amount is increased so as to be greater than a turbine high temperature time reference amount.

Abstract: An output control device includes a vehicle speed detection unit configured to detect a vehicle speed, an accelerator pedal opening detection unit configured to detect an accelerator pedal opening, a basic correction amount calculation unit and a first basic throttle opening calculation unit. The basic correction amount calculation unit calculates a basic correction amount, which increases with an increase in the vehicle speed. The first basic throttle opening calculation unit calculates a basic throttle opening based on the basic correction amount and the values of two virtual throttle openings.

Abstract: An engine control system for an auto-stop/start vehicle includes a mode control module and an actuator control module. The mode control module selectively initiates an engine startup event when an engine startup command is generated. The actuator control module cranks an engine during the engine startup event, provides fuel to a first cylinder of the engine while the engine is being cranked, and selectively disables fuel to a second cylinder of the engine while the engine is being cranked. The second cylinder is after the first cylinder in a firing order.

Abstract: A start control device includes a compression self-ignition engine, fuel injection valve, piston stop position detector, starter motor, and controller for stopping the engine when an automatic stop condition is satisfied, and thereafter, when a restart condition is satisfied and a compression-stroke-in-stop cylinder piston stop position is within a stop position range on a bottom dead center side, restarting the engine by injecting fuel into the compression-stroke-in-stop cylinder while applying torque to the engine. In restarting the engine, when the restart condition is not based on driver request, when the compression-stroke-in-stop cylinder piston stop position is within the stop position range, the controller restarts the engine, injecting fuel into an intake-stroke-in-stop cylinder on an intake stroke, when the cylinder reaches the compression stroke. When the restart condition is based on driver request, the controller restarts the engine, injecting fuel into the compression-stroke-in-stop cylinder.

Abstract: A system for filtering and oxidizing particulate matter produced by a gasoline direct injection engine is disclosed. In one embodiment, engine cylinder air-fuel is adjusted to allow soot to oxidize at an upstream particulate filter while exhaust gases are efficiently processed in a downstream catalyst.

Abstract: A method for determining a fuel pressure present at a direct injection valve comprising a solenoid drive comprises (a) detecting a voltage induced in the solenoid drive within a time span comprising a closing point in time of the direct injection valve, and (b) determining the fuel pressure based on the detected induced voltage. Further, a corresponding device, a common rail system, a motor vehicle, and a computer program for determining the fuel pressure of a valve comprising a solenoid drive are provided.

Abstract: An abnormality determining apparatus includes an air-fuel ratio controller, an output change period parameter calculator, an output change amount extremum calculator, and an abnormality determining device. The abnormality determining device is configured to determine an abnormality of an air-fuel ratio sensor based on a relationship between an output change period parameter and an output change amount extremum.

Abstract: Methods and systems are provided for improving the performance of a variable displacement engine. Split injection and spark retard may be used in active cylinder during a VDE mode to heat an exhaust catalyst and extend the duration of VDE mode operation. Split injection and spark retard may also be used in reactivated cylinders at a time of cylinder reactivation to improve restart combustion stability.

Abstract: A method can determine diesel engine airflow in a diesel internal combustion engine using a late intake valve closure (LIVC) strategy. The method includes monitoring the air temperature in an intake manifold to determine an intake manifold air temperature; monitoring a coolant temperature; and determining the air temperature in an intake port of a diesel internal combustion engine. The method includes monitoring the air pressure in the intake manifold and monitoring the engine speed of the diesel internal combustion engine. Moreover, the method includes determining the air density in the diesel internal combustion engine and determining a diesel engine airflow; and determining an intake valve closure crank angle. The method additionally includes determining an adjusted diesel engine airflow based on the diesel engine airflow, engine speed, and intake valve closure crank angle.

Abstract: A fuel injection control device for an engine executes a split injection constructed by a fixed injection and a variable injection. A required injection amount of the fixed injection is set in a low range. A required injection amount of the variable injection is set in a high range. An injection amount in the high range is larger than that of the low range. The required injection amount of the variable injection is changed within the high range while the required injection amount of the fixed injection is fixed when a load of the engine is varied while the split injection is performed. An injection control characteristic is corrected based on an actual air-fuel ratio detected before the load is varied and an actual air-fuel ratio detected after the load is varied.

Abstract: A direct-injection internal combustion engine includes an intake camshaft with a low-lift intake cam and a high-lift intake cam, a variable lift control for selectively operating an intake valve in one of a low-lift intake valve profile with the low-lift intake cam and a high-lift intake valve profile with the high-lift intake cam, a variable cam phase control operative on the intake camshaft for simultaneously controlling the phase of the low-lift intake cam and the high-lift intake cam, an ignition spark control, a fuel injection control, an exhaust gas recirculation control, and an intake throttle control.

Abstract: Various methods and systems are provided for initiating and executing a fuel routine for a vehicle. In one embodiment, a method comprises sending from a controller of a vehicle a fuel request to a fuel tender to reduce a pressure of gaseous fuel on the fuel tender and adjusting one or more vehicle operating parameters to allow consumption of the gaseous fuel at an engine of the vehicle when the pressure of the gaseous fuel is below a threshold supply pressure.

Abstract: By providing an electrically-controlled turbocharger (ECT) on a compression-ignition (CI) engine, the engine can be provided a desired lambda and a desired EGR fraction over the range of operating conditions. When lambda in the exhaust is leaner than the desired lambda, electrical energy to the electric motor of the ECT is reduced to bring actual lambda to desired lambda. Analogously, when lambda in the exhaust is richer than the desired lambda, electrical energy to the ECT is increased.

Abstract: A system is described for modeling various states of an operating engine and the adjustment of one or more operating characteristics of the engine based upon such modeling. A representative rate of change of a system mass for an engine is determined based upon, at least in part, a first state equation. A first representative mass flow approximating a mass flow across a throttle is determined based upon, at least in part, a second state equation. A second representative mass flow approximating a mass flow across an exhaust gas recirculation valve is determined based upon, at least in part, a third state equation. Determining the first representative mass flow includes specifying a throttle time constant modifier for the second state equation. Determining the second representative mass flow includes specifying an exhaust gas recirculation valve time constant modifier for the third state equation.

Abstract: Methods and systems are provided reusing processed sensor data to identify multiple types of sensor degradation. In one example, a central peak of a distribution, such as a generalized extreme value distribution, of sensor readings is re-used to identify asymmetric sensor degradation and stuck in-range sensor degradation.

Abstract: The present invention relates to a method and an apparatus for estimating an alcohol concentration in an alcohol fuel mixture supplied to an internal combustion engine, wherein the operation of the internal combustion engine supplied with the alcohol fuel mixture is operated in a stoichiometric condition, a first parameter is determined on the basis of a signal from a pressure sensor sensing the pressure inside a combustion chamber of the internal combustion engine being controlled in the stoichiometric condition, and the alcohol concentration of the alcohol fuel mixture is determined on the basis of the determined first parameter and a relation between the first parameter and the alcohol concentration of the alcohol fuel mixture.