Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode. Operation of the engine includes determining a combustion pressure parameter for each cylinder. Fueling for each cylinder is controlled responsive to a target state for the combustion pressure parameter for the corresponding cylinder. An end-of-injection timing and a corresponding spark ignition timing for each cylinder are controlled responsive to a target mass-burn-fraction point for an engine operating point.

Abstract: An engine assembly includes an internal combustion engine with an engine block having at least one cylinder. An intake manifold and an exhaust manifold are each fluidly connected to the at least one cylinder and define an intake manifold pressure (pi) and an exhaust manifold pressure (pe), respectively. A controller is operatively connected to the internal combustion engine and configured to receive a torque request (TR). The controller is programmed to determine a desired fuel mass (mf) for controlling a torque output of the internal combustion engine. The desired fuel mass (mf) is based at least partially on the torque request (TR), the intake and exhaust manifold pressures and a pressure-volume (PV) diagram of the at least one cylinder.

Abstract: An engine assembly includes an internal combustion engine with an engine block having at least one cylinder and at least one piston moveable within the at least one cylinder. A crankshaft is moveable to define a plurality of crank angles (CA) from a bore axis defined by the cylinder to a crank axis defined by the crankshaft. A controller is operatively connected to the internal combustion engine and configured to receive a torque request (TR). The controller is programmed to determine a desired combustion phasing (CAd) for controlling a torque output of the internal combustion engine. The desired combustion phasing is based at least partially on the torque request (TR) and a pressure-volume (PV) diagram of the at least one cylinder.

Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode and a spark-ignition combustion mode employing late intake valve closing. A method for operating the internal combustion engine includes determining an amount of residual gas re-inducted into a combustion chamber from a previous engine cycle and determining an amount of fresh air trapped in the combustion chamber for the present engine cycle based upon the amount of residual gas re-inducted into the combustion chamber from the previous engine cycle. Engine fueling to the cylinder for the present engine cycle is controlled based upon the amount of fresh air trapped in the combustion chamber for the present engine cycle.

Abstract: The method can control a powertrain in order to maintain the charge temperature at a desired value regardless of exhaust manifold pressure or altitude. The method includes the following steps: (a) receiving a torque request; (b) determining a desired air charge based, a least in part, on the torque request; (c) determining an actual air charge based, at least in part, on input signals from a manifold absolute pressure (MAP) sensor and a mass airflow (MAF) sensor; (d) adjusting an intake valve timing of the intake valve such that the actual air charge is equal to a desired air charge, and (e) adjusting throttle position and actuator positions of boosting devices such that the actual intake manifold pressure is equal to the desired intake manifold pressure.

Abstract: A method of igniting a fuel within a combustion chamber defined by a cylinder block of an internal combustion engine includes injecting a first portion of a fuel into the combustion chamber, and energizing a first plasma igniter. The first plasma igniter is configured for generating a first plurality of free radicals, extends through a cylinder head mated to the cylinder block, and protrudes into an intake port defined by the cylinder head that is disposable in fluid communication with the combustion chamber. After injecting the first portion, the method includes activating a second igniter configured for initiating a flame within the combustion chamber to thereby ignite the fuel. The second igniter extends through the cylinder head and protrudes into the combustion chamber. An internal combustion engine is also disclosed.

Abstract: An engine assembly includes an internal combustion engine with an engine block having at least one cylinder. An intake manifold and an exhaust manifold are each fluidly connected to the at least one cylinder and define an intake manifold pressure (pi) and an exhaust manifold pressure (pe), respectively. A controller is operatively connected to the internal combustion engine and configured to receive a torque request (TR). The controller is programmed to determine a desired fuel mass (mf) for controlling a torque output of the internal combustion engine. The desired fuel mass (mf) is based at least partially on the torque request (TR), the intake and exhaust manifold pressures and a pressure-volume (PV) diagram of the at least one cylinder.

Abstract: An engine assembly includes an internal combustion engine with an engine block having at least one cylinder and at least one piston moveable within the at least one cylinder. A crankshaft is moveable to define a plurality of crank angles (CA) from a bore axis defined by the cylinder to a crank axis defined by the crankshaft. A controller is operatively connected to the internal combustion engine and configured to receive a torque request (TR). The controller is programmed to determine a desired combustion phasing (CAd) for controlling a torque output of the internal combustion engine. The desired combustion phasing is based at least partially on the torque request (TR) and a pressure-volume (PV) diagram of the at least one cylinder.

Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode. A method for operating the internal combustion engine includes determining a desired effective charge dilution for a cylinder charge for a cylinder firing event. A desired air/fuel ratio, a desired intake air mass and a desired intake oxygen are determined to achieve the desired effective charge dilution for a combustion event. The desired air/fuel ratio is adjusted based upon a difference between the desired intake oxygen and the actual intake oxygen, and engine operation is controlled to achieve the adjusted desired air/fuel ratio.

Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode. Operation of the engine includes determining a combustion pressure parameter for each cylinder. Fueling for each cylinder is controlled responsive to a target state for the combustion pressure parameter for the corresponding cylinder. An end-of-injection timing and a corresponding spark ignition timing for each cylinder are controlled responsive to a target mass-burn-fraction point for an engine operating point.

Abstract: A method of igniting a fuel within a combustion chamber defined by a cylinder block of an internal combustion engine includes injecting a first portion of a fuel into the combustion chamber, and energizing a first plasma igniter. The first plasma igniter is configured for generating a first plurality of free radicals, extends through a cylinder head mated to the cylinder block, and protrudes into an intake port defined by the cylinder head that is disposable in fluid communication with the combustion chamber. After injecting the first portion, the method includes activating a second igniter configured for initiating a flame within the combustion chamber to thereby ignite the fuel. The second igniter extends through the cylinder head and protrudes into the combustion chamber. An internal combustion engine is also disclosed.

Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode and a spark-ignition combustion mode employing late intake valve closing. A method for operating the internal combustion engine includes determining an amount of residual gas re-inducted into a combustion chamber from a previous engine cycle and determining an amount of fresh air trapped in the combustion chamber for the present engine cycle based upon the amount of residual gas re-inducted into the combustion chamber from the previous engine cycle. Engine fueling to the cylinder for the present engine cycle is controlled based upon the amount of fresh air trapped in the combustion chamber for the present engine cycle.

Abstract: The method can control a powertrain in order to maintain the charge temperature at a desired value regardless of exhaust manifold pressure or altitude. The method includes the following steps: (a) receiving a torque request; (b) determining a desired air charge based, a least in part, on the torque request; (c) determining an actual air charge based, at least in part, on input signals from a manifold absolute pressure (MAP) sensor and a mass airflow (MAF) sensor; (d) adjusting an intake valve timing of the intake valve such that the actual air charge is equal to a desired air charge, and (e) adjusting throttle position and actuator positions of boosting devices such that the actual intake manifold pressure is equal to the desired intake manifold pressure.

Abstract: An internal combustion engine is configured to operate in a homogeneous-charge compression-ignition combustion mode. A method for operating the internal combustion engine includes determining a desired effective charge dilution for a cylinder charge for a cylinder firing event. A desired air/fuel ratio, a desired intake air mass and a desired intake oxygen are determined to achieve the desired effective charge dilution for a combustion event. The desired air/fuel ratio is adjusted based upon a difference between the desired intake oxygen and the actual intake oxygen, and engine operation is controlled to achieve the adjusted desired air/fuel ratio.

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

Abstract: A method for operating an internal combustion engine includes determining an actual combustion heat release during ongoing engine operation, calculating an expected combustion heat release corresponding to engine operation associated with the actual combustion heat release during ongoing engine operation, determining a difference between the actual combustion heat release and the expected combustion heat release, and operating the internal combustion engine in a homogeneous-charge compression-ignition combustion mode to achieve a preferred combustion phasing during each combustion cycle in response to the difference between the actual combustion heat release and the expected combustion heat release.

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

Abstract: Engine exhaust gas feedstream NOx emissions aftertreatment includes a catalytic device connected upstream of an ammonia-selective catalytic reduction device including a base metal. Engine operation can be modulated to generate an engine-out exhaust gas feedstream that converts to ammonia on the catalytic device. The ammonia is stored on the ammonia-selective catalytic reduction device, and used to reduce NOx emissions in the exhaust gas feedstream.

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.