Abstract: A method is provided for control of transition between combustion modes of a direct-injection engine operable in a homogeneous charge compression ignition (HCCI) mode at lower loads and a spark ignition flame propagation (SI) mode at higher loads. The engine includes a variable valve actuation system including two-step high and low lift valve actuation and separate cam phasing for both intake and exhaust valves. The method includes operating the engine at steady state, with fuel-air-exhaust gas mixtures at predetermined conditions, for each speed and load, and controlling the engine during mode changes between the HCCI mode and the SI mode by switching the exhaust and intake valves between low lift for HCCI operation and high lift for SI operation.

Abstract: A direct injection controlled auto-ignition engine is operated at steady state, within a homogeneous charge compression-ignition (HCCI) load range and with fuel-air-diluent mixtures at predetermined conditions, for each speed and load, of engine control inputs, including at least fueling mass flow rate, injection timing (FI), spark timing (SI) and exhaust recompression obtained by negative valve overlap (NVO). During load change rates below a predetermined threshold, SI, FI and NVO change rates are synchronized to current changes in the fueling mass flow rate. For fast load increases above the threshold, the cylinder charge is temporarily enriched by increasing the percentage of residual gas or reducing the percentage of fresh air mass in the charge sufficiently to maintain auto-ignition temperature during the load change. This may be done by delaying NVO action for a predetermined speed-dependent number of engine cycles.

Abstract: A direct injection controlled auto-ignition engine is operated at steady state, within a homogeneous charge compression-ignition (HCCI) load range and with fuel-air-diluent mixtures at predetermined conditions, for each speed and load, of engine control inputs, including at least injection timing (FI), spark timing (SI), throttle position, exhaust gas recirculation (EGR) valve setting and exhaust recompression obtained by negative valve overlap (NVO). During engine speed transients, the control inputs are synchronized to changes in the current engine speed, and also with any concurrent changes in the engine fueling rate. Inputs that are inactive during all or part of a speed change have a zero change rate while inactive. The method maintains robust auto-ignition combustion during speed transients with constant or variable fueling rates and with or without load changes.

Abstract: A method is provided for control of a direct-injection engine operated with controlled auto-ignition (HCCI) during load transient operations between modes of lean combustion low load (HCCI/Lean) and stiochiometric combustion medium load (HCCI/Stoich.). The method includes 1) operating the engine at steady state, within a homogeneous charge compression-ignition (HCCI) load range, with fuel-air-exhaust gas mixtures at predetermined conditions, for each speed and load, and controlling the engine during changes of operating mode between one to another of the HCCI/Stoich. medium load mode and the HCCI/Lean lower load mode by synchronizing change rates of predetermined controlled inputs to the current engine fueling change rate.

Abstract: A predictive energy management system for a hybrid vehicle that uses certain vehicle information, such as present location, time, 3-D maps and driving history, to determine engine and motor power commands. The system forecasts a driving cycle profile and calculates a driver power demand for a series of N samples based on a predetermined length of time, adaptive learning, etc. The system generates the optimal engine and motor power commands for each N sample based on the minimization of a cost function under constraint equations. The constraint equations may include a battery charge power limit, a battery discharge power limit, whether the battery state of charge is less than a predetermined maximum value, whether the battery state of charge is greater than a predetermined minimum value, motor power output and engine performance. The system defines the cost function as the sum of the total weighted predicted fuel consumed for each sample.

Abstract: A system and method for determining a commanded engine and motor torque to minimize fuel consumption and manage battery state of charge in a hybrid electric vehicle. The method includes determining a penalty factor value that dictates the usage of the battery. A cost value is determined for every feasible engine torque for a selected or demanded vehicle torque and speed request. Each cost value is determined by a fuel consumption value, a change in the battery state of charge and the penalty factor value. The change in the battery state of charge is determined from the motor power and a nominal battery state of charge. For a specific penalty factor, a look-up table for optimal engine torque is generated for different requested vehicle torques at various vehicle speeds. A separate look-up table is provided for each penalty factor.

Abstract: An HCCI engine is operated by controlling a plurality of engine operating parameters in accordance with a calibration data set representing equilibrium set-points of engine operation characterized by combustion phasing that is relatively least sensitive to cylinder charge temperature deviations.

Abstract: The present invention relates to methods for robust controlled auto-ignition and spark ignited combustion controls in gasoline direct-injection engines, including transients, using either exhaust re-breathing or a combination of exhaust re-compression and re-breathing valve strategy. These methods are capable of enabling engine operation with either lean of stoichiometric or stoichiometric air/fuel ratio for oxides of nitrogen (NOx) control, with varying exhaust gas recirculation (EGR) rates and throttle valve positions for knock control, and with a combination of homogeneous charge compression ignition (HCCI) and spark ignition (SI) combustion modes to optimize fuel economy over a wide range of engine operating conditions.

Abstract: There is provided a method and executable code for controlling operation of a vehicle. The vehicle control occurs during ongoing operation subsequent to deactivating an internal combustion engine which is effective to generate vehicle tractive torque. The method comprises: monitoring conditions external to the vehicle, and, restarting the internal combustion engine when the monitored external conditions indicate an imminent opportunity to move the vehicle in a forward direction.

Abstract: The present invention relates to methods for robust controlled auto-ignition and spark ignited combustion controls in gasoline direct-injection engines, including transients, using either exhaust re-breathing or a combination of exhaust re-compression and re-breathing valve strategy. These methods are capable of enabling engine operation with either lean of stoichiometric or stoichiometric air/fuel ratio for oxides of nitrogen (NOx) control, with varying exhaust gas recirculation (EGR) rates and throttle valve positions for knock control, and with a combination of homogeneous charge compression ignition (HCCI) and spark ignition (SI) combustion modes to optimize fuel economy over a wide range of engine operating conditions.

Abstract: A direct injection controlled auto-ignition engine is operated at steady state, within a homogeneous charge compression-ignition (HCCI) load range and with fuel-air-diluent mixtures at predetermined conditions, for each speed and load, of engine control inputs, including at least fueling mass flow rate, injection timing (FI), spark timing (SI) and exhaust recompression obtained by negative valve overlap (NVO). During load change rates below a predetermined threshold, SI, FI and NVO change rates are synchronized to current changes in the fueling mass flow rate. For fast load increases above the threshold, the cylinder charge is temporarily enriched by increasing the percentage of residual gas or reducing the percentage of fresh air mass in the charge sufficiently to maintain auto-ignition temperature during the load change. This may be done by delaying NVO action for a predetermined speed-dependent number of engine cycles.

Abstract: A method is provided for control of a direct-injection engine operated with controlled auto-ignition (HCCI) during load transient operations between modes of lean combustion low load (HCCI/Lean) and stiochiometric combustion medium load (HCCI/Stoich.). The method includes 1) operating the engine at steady state, within a homogeneous charge compression-ignition (HCCI) load range, with fuel-air-exhaust gas mixtures at predetermined conditions, for each speed and load, and controlling the engine during changes of operating mode between one to another of the HCCI/Stoich. medium load mode and the HCCI/Lean lower load mode by synchronizing change rates of predetermined controlled inputs to the current engine fueling change rate.

Abstract: A direct injection controlled auto-ignition engine is operated at steady state, within a homogeneous charge compression-ignition (HCCI) load range and with fuel-air-diluent mixtures at predetermined conditions, for each speed and load, of engine control inputs, including at least injection timing (FI), spark timing (SI), throttle position, exhaust gas recirculation (EGR) valve setting and exhaust recompression obtained by negative valve overlap (NVO). During engine speed transients, the control inputs are synchronized to changes in the current engine speed, and also with any concurrent changes in the engine fueling rate. Inputs that are inactive during all or part of a speed change have a zero change rate while inactive. The method maintains robust auto-ignition combustion during speed transients with constant or variable fueling rates and with or without load changes.

Abstract: A method is provided for control of transition between combustion modes of a direct-injection engine operable in a homogeneous charge compression ignition (HCCI) mode at lower loads and a spark ignition flame propagation (SI) mode at higher loads. The engine includes a variable valve actuation system including two-step high and low lift valve actuation and separate cam phasing for both intake and exhaust valves. The method includes operating the engine at steady state, with fuel-air-exhaust gas mixtures at predetermined conditions, for each speed and load, and controlling the engine during mode changes between the HCCI mode and the SI mode by switching the exhaust and intake valves between low lift for HCCI operation and high lift for SI operation.

Abstract: A predictive energy management system for a hybrid vehicle that uses certain vehicle information, such as present location, time, 3-D maps and driving history, to determine engine and motor power commands. The system forecasts a driving cycle profile and calculates a driver power demand for a series of N samples based on a predetermined length of time, adaptive learning, etc. The system generates the optimal engine and motor power commands for each N sample based on the minimization of a cost function under constraint equations. The constraint equations may include a battery charge power limit, a battery discharge power limit, whether the battery state of charge is less than a predetermined maximum value, whether the battery state of charge is greater than a predetermined minimum value, motor power output and engine performance. The system defines the cost function as the sum of the total weighted predicted fuel consumed for each sample.

Abstract: A system and method for determining a commanded engine and motor torque to minimize fuel consumption and manage battery state of charge in a hybrid electric vehicle. The method includes determining a penalty factor value that dictates the usage of the battery. A cost value is determined for every feasible engine torque for a selected or demanded vehicle torque and speed request. Each cost value is determined by a fuel consumption value, a change in the battery state of charge and the penalty factor value. The change in the battery state of charge is determined from the motor power and a nominal battery state of charge. For a specific penalty factor, a look-up table for optimal engine torque is generated for different requested vehicle torques at various vehicle speeds. A separate look-up table is provided for each penalty factor.

Abstract: Using a plurality of engine position reference pulses for each cylinder event, several reference periods for each cylinder event are defined and the engine speed can be accurately predicted for the current reference period and for future reference periods using position data from only the current combustion interval. For speed control the start of injection and start of spark dwell are computed based on predicted engine speeds for periods after those functions are started. Adaptive prediction gains are used to update the prediction algorithms to reflect the current engine operation conditions and minimize prediction error.

Abstract: Misfire is detected in an internal combustion engine during its starting mode by analyzing the engine speed profile. Average speed is determined for 60.degree. increments of crankshaft rotation. If an increment midway between top dead center positions has a higher speed than the previous increment and a higher speed than cranking speed, combustion occurred, otherwise a misfire occurred. When misfires are detected for a particular cylinder the calculated fuel allotment for that cylinder is reduced in accordance with the number of consecutive misfires for that cylinder.

Abstract: A microprocessor based electronic spark control for an internal combustion engine is programmed to determine spark time using a prediction of engine speed during the spark period in which the next spark should occur and to make the calculations immediately prior to that period. The prediction is based upon the most recent speed information including a reference period value just prior to the next spark period. Reference pulses produced from a crankshaft driven transducer determine the measured reference periods and preferably comprise a plurality of pulses per spark event. One reference period is chosen as a base period and a weighted difference of recent periods is used to adjust the base to predict the spark period. The spark period or the corresponding engine speed is used in calculating the spark angle and the conversion to spark time. A hardware interrupt to the microprocessor causes the calculations to be made when the reference pulse nearest the next spark occurs.