Abstract: A method to calibrate the fuel injection in at least one combustion chamber of a Diesel engine includes: a) recording the combustion noise power or amplitude in the combustion chamber over a piston position range [?1i;?2i], b) at the same time, recording the piston position during the same piston position range [?1i;?2i], c) determining from the preceding recordings for which piston position Kmin-i the measured combustion noise power passes through a minimum Pmin-i when the piston moves from position ?1i to position ?2i, d) adjusting the fuel injection according to the determined piston position Kmin-i.

Abstract: A method for a fuel delivery system coupled to an engine is disclosed, the fuel delivery system including a lower pressure pump (LPP) fluidly coupled upstream of a higher pressure pump (HPP). The method may include during operation of both the HPP and LPP, adjusting operation of the LPP in response to pressure fluctuations at an inlet of the HPP.

Abstract: A method for improving purging of fuel vapors from a boosted engine is presented. In one embodiment, the method increases the efficiency of a venturi that supplies vacuum to purge fuel vapors from a vapor storage canister.

Abstract: An ON-ignition signal is outputted from an ignition control portion in a period from a posterior time point of the power stroke to an valve opening timing of an exhaust valve so that a capacitor is charged. Then, when it is determined that the maximum value of an ion-output value detected during a negative valve overlap period becomes greater than or equal to a threshold, it is determined that the applied voltage between an center electrode and a ground electrode of a spark plug is dropped. The ON-ignition signal is outputted again to charge the capacitor before the intake valve is opened.

Abstract: Over a diesel engine's lifetime, engine efficiency may be reduced and some of this may be attributable to sulfur deposit accumulation in the engine. A method for controlling operation of a diesel engine operating on a fuel is provided. The method may include adjusting an injection of fuel to the engine in response to a sulfur content of the fuel.

Abstract: A control method and a control system for deceleration of a vehicle including a continuous valve lift apparatus (CVVL) may include determining whether fuel cutting condition is satisfied, determining whether brake pedal input signal is detected and controlling deceleration according to brake pedal input signal by at least one of controlling throttle opening angle and controlling valve lift of the CVVL.

Abstract: An internal combustion engine control device is provided which can accurately estimate intake pipe temperature behavior during transient time even in an internal combustion engine embedded with a variable valve or a turbocharger. The internal combustion engine control device estimates transient behavior of the intake pipe temperature, on the basis of a flow rate (dGafs/dt) of gas flowing into the intake pipe, a flow rate (dGcyl/dt) of gas flowing from the intake pipe, an intake pipe pressure Pin, and a temporal changing rate (dPin/dt) of the intake pipe pressure. The device performs knocking control during transient time, on the basis of the estimated transient behavior of the intake pipe temperature.

Abstract: A variable valve timing control apparatus for an engine includes a hydraulic variable valve timing unit and an oil pressure control device. The variable valve timing unit has a plurality of control ranges and an ambiguity range. The apparatus learns a hold control amount for each of the plurality of control ranges when a predetermined condition is satisfied, and the hold control amount is required to control the oil pressure control device to maintain the actual VCT phase. When the target VCT phase is positioned in the ambiguity range, if a difference between the actual and target VCT phases is stably greater than a predetermined value, the apparatus switches the presently-used hold control amount learning value of one control range into the learning value for the other control range in order to compute the VCT control amount.

Abstract: An exhaust control system comprises a total loss determination module and a fuel control module. The total loss determination module determines a total energy loss rate of exhaust upstream of a location in an exhaust system based on a convective energy loss rate upstream of the location, a conductive energy loss rate upstream of the location, and an oxidation energy gain rate upstream of the location. The fuel control module receives a target temperature for the exhaust at the location and determines a target input energy rate based on the target temperature, a temperature of exhaust input to the exhaust system, and the total energy loss rate. The fuel control module controls a rate of fuel injection into the exhaust system upstream of an oxidation catalyst based on the target input energy rate.

Abstract: The prevention of the occurrence of a shock during acceleration is enabled without impairing acceleration response as to a control apparatus for a vehicle driving unit. By changing a control amount of a specific one or specific ones of the plurality of the control elements when a torque-up request is issued, the output torque of the vehicle driving unit is increased toward a target output torque. In this case, a torque gradient upon changing the control amount of the specific one or the specific ones of the control elements is estimated and calculated on the basis of a current output torque of the vehicle driving unit according to a calculation rule formulated in advance. The control amounts of the respective control elements including the specific one or the specific ones of the control elements are set such that the estimated torque gradient coincides with a predetermined target torque gradient.

Abstract: An EGR system for an IC engine, wherein the IC engine includes a block defining a plurality of combustion cylinders, a plurality of multi-valve heads, each multi-valve head associated with a respective combustion cylinder and including an inlet valve and an exhaust valve, an exhaust manifold fluid coupled with each exhaust valve, and an intake manifold fluidly coupled between the exhaust manifold and each inlet valve. The EGR system includes: a plurality of EGR inlet valves and a plurality of EGR exhaust valves, wherein each multi-valve head includes at least one EGR inlet valve and at least one EGR exhaust valve; an EGR exhaust manifold fluidly coupled with each EGR exhaust valve; and an EGR intake manifold fluidly coupled between the EGR exhaust manifold and each EGR inlet valve.

Abstract: A control system for a homogeneous charge compression ignition (HCCI) engine includes a timing adjustment module and a combustion control module. The timing adjustment module, per combustion event, advances timings of N fuel injections and retards timings of M fuel injections and spark during a transition from HCCI combustion to mixed-mode combustion. The combustion control module subsequently retards the timings of the N fuel injections and advances the timings of the M fuel injections and the spark to desired timings, respectively, wherein the N fuel injections and the M fuel injections occur sequentially during each combustion event of the HCCI engine, and wherein N and M are integers greater than or equal to zero.

Abstract: An apparatus includes a parallel computation unit including an input port and an output port and a one-dimensional computational fluid dynamics model. The input port is configured to sample at a time t1 a boundary condition signal for the one-dimensional computational fluid dynamics model and the output port is configured to provide an output signal before the boundary condition signal is sampled at a time t2.

Abstract: There is provided an internal EGR control system for an internal combustion engine, which is capable of ensuring an excellent combustion state by properly controlling an internal EGR amount.

Abstract: Setting values of a fuel injection quantity for an engine having an exhaust gas recirculator (EGR) and variable nozzle turbo (VNT), and an engine speed, and measurement values of a manifold air pressure (MAP) and a mass air flow (MAF) are obtained. According to a combination of the reference values of an EGR valve opening degree and a VNT nozzle opening degree, which correspond to the setting values, or a combination of a control value of the EGR valve opening degree by a MAF controller and a control value of the VNT nozzle opening degree by a MAP controller, which correspond to the measurement values, a mode that the MAF and MAP controllers, a first interference compensator from the MAF controller to the MAP controller and a second interference compensator for the reverse direction are enabled and a mode that the MAF or MAP controller is enable are dynamically switched.

Abstract: A device (D) is dedicated to controlling the operation of an internal combustion engine (M) including at least two cylinders (Ci), each equipped with at least one inlet valve (SA) and at least one injector (IJ), and of the so-called indirect and sequential fuel injection type. This device (D) includes detection elements (MD) designed to detect an injection event phasing error relative to reference angular positions specific to the various cylinders (Ci), and control elements (MC) designed to rephase, if a phasing error of a cylinder (Ci) is detected, the command to open the injector (IJ) of this cylinder (Ci) after closure of the inlet valve (SA).

Abstract: A control system of an internal combustion engine in which a first fuel of ammonia and a second fuel which is easier to burn than ammonia are used as fuels. An ammonia ratio is usually set to a reference ammonia ratio which is determined in advance in accordance with an operating state of an engine. At the time when feed of the fuel is restarted after suspension of feed of the fuel at the time of deceleration, the ammonia ratio is temporarily made lower than the reference ammonia ratio in accordance with the operating state of the engine.

Abstract: A vehicle control apparatus includes: an accessory that adjusts torque that is output from an internal combustion engine, by giving load to the internal combustion engine; an ignition timing control portion that is provided so as to adjust ignition timing of the internal combustion engine, and that adjusts the torque output from the internal combustion engine by performing a retardation control of the ignition timing; an accessory load adjustment portion that adjusts an accessory load that is the load given from the accessory to the internal combustion engine; and a catalyst that purifies exhaust gas discharged from the internal combustion engine. The ignition timing control portion reduces the retardation of the ignition timing with increase in temperature of the catalyst. The accessory load adjustment portion increases the accessory load with increase in the temperature of the catalyst.

Abstract: A hydraulic control device for an internal combustion engine having a pressure level switch mechanism that switches the pressure level of the oil supplied to components of the engine between a high pressure level and a low pressure level is provided. The hydraulic control device has a detecting section and a determining section. The determining section outputs a command signal instructing to switch the pressure level of the oil to the high pressure level to the pressure level switch mechanism and determines that the pressure level switch mechanism has a malfunction on condition that, after the command signal has been output, the pressure of the oil detected by the detecting section is smaller than a high-pressure-level switching malfunction determination value.

Abstract: A method for operating an internal combustion engine, especially an internal combustion engine that is operable, at least in a part-load range, in an operating mode with auto-ignition, in which, at an abrupt change in load and/or at a changeover between an operating mode with auto-ignition and an operating mode without auto-ignition, a parameter of the combustion process correlating with the combustion noise is adapted stepwise over a plurality of combustion cycles from a first parameter value before the abrupt change in load or the changeover to a second parameter value after the abrupt change in load or the changeover, by influencing a combustion position of the combustion process.