Abstract: It comprises one or more cylinders with pistons therein and mutually opposed power cams connected to respective first and second rotary shafts. The reciprocating pistons act on the power cams to impart a rotating motion to the rotary shafts. An attachment device is provided for connecting the rotary shafts to each other. The attachment device includes a shifting device for changing the relative angular position of the first and second rotary shafts. The result is engine distribution and compression ratio are changed dynamically.

Abstract: A bi-directional tractor exhaust system with ground speed detection includes a downwardly directed exhaust pipe, an upwardly directed exhaust pipe, and an intermediate exhaust pipe connected to the outlet of a diesel particulate filter. An exhaust pipe valve may be opened or closed by an actuator to direct exhaust through the downwardly directed exhaust pipe during regeneration of the diesel particulate filter if a signal from a ground speed sensor indicates ground speed above a first speed, or through the upwardly directed exhaust pipe if the ground speed is below a second speed.

Abstract: The invention relates to a method for storing energy by converting the energy into thermal energy and then generating power by means of a gas turbine set with a compressor (1), an expander (6) and a power generator (8), comprising at least one (3) and a second (4) low-temperature storage unit, where the electric energy is stored only in form of high-temperature heat (above the turbine outlet temperature TOT) in a thermal storage unit (5). Depending on the requirements, a compressed gas from the compressor (1) is heated to a temperature approximating the turbine outlet temperature TOT in a low-temperature storage unit (3, 4) and then heated to a temperature level of at least turbine inlet temperature TIT in a high-temperature storage unit (5) using stored heat from electric energy and supplied to a gas turbine (6) in order to generate power.

Abstract: A system for providing hydrogen enriched fuel includes first and second gas turbines. The second gas turbine receives a fuel from a fuel supply and portion of compressed working fluid from the first gas turbine and produces a reformed fuel, and a fuel skid provides fluid communication between a turbine in the second gas turbine and a combustor in the first gas turbine. A method for providing hydrogen enriched fuel includes diverting a portion of a first compressed working fluid from a first compressor to a second compressor and providing a second compressed working fluid from the second compressor. Mixing a first portion of a compressed fuel with the second compressed working fluid in a reformer to produce a reformed fuel, flowing a second portion of the compressed fuel to a second turbine for cooling, and flowing the reformed fuel through the second turbine to cool the reformed fuel.

Abstract: A turbine engine is provided that includes a turbo-compressor, a combustor section, a flow path and a recuperator. The turbo-compressor includes a compressor section and a turbine section. The combustor section includes a combustor and a plenum adjacent the combustor. The flow path extends through the compressor section, the combustor section and the turbine section. The recuperator is configured with the flowpath between the combustor section and the turbine section. An inlet duct to the recuperator is fluidly coupled with the flow path upstream of the plenum. An outlet duct from the recuperator is fluidly coupled with the plenum.

Abstract: A turbine engine is provided that includes a turbo-compressor and a combustor section. The turbo-compressor includes a compressor section and a turbine section. The combustor section is fluidly coupled between the compressor section and the turbine section. The compressor section includes a first number of stages. The turbine section includes a second number of stages that is different than the first number.

Abstract: A device for cooling of an annular wall of a turbomachine combustion chamber provided with micro-perforations, and in particular the cooling of a region of the wall facing a wake induced by an ignition plug, the device includes, a deflector designed to divert air immersing the ignition plug towards a median plane of the wake and towards the annular wall of the combustion chamber, so as to increase the air pressure within the wake in proximity to the annular wall.

Abstract: A nose cone may have a spinner including a main portion and an axially extending stepped portion. The nose cone may also have an annular aft support ring radially secured to the axially extending stepped portion. The nose cone may further include a fairing, which may be secured to the stepped portion.

Abstract: A turboprop includes a rotary propeller upstream from an engine and an air intake that is not coaxial to the propeller, said air intake defining a conduit for supplying air to the engine and further defining a bypass to said conduit, the bypass having an outlet oriented substantially axially towards the downstream of the engine. The turboprop further includes a nacelle surrounding the engine and the air intake, wherein the air intake is secured to a housing of the engine and is not rigidly connected to the nacelle, so as to allow, during operation, relative movements between the air intake and the nacelle. The outlet is connected by a flexible link to an intake of an air circuit carried by the nacelle.

Abstract: A lubrication circuit for a gas turbine engine includes a bearing compartment, an air inlet connected to the bearing compartment, a lubricant inlet, and a lubricant outlet. The air inlet fluidly connects the bearing compartment to an environment external to the compartment. The lubricant inlet and outlet are connected to the bearing compartment. A scavenge valve is operatively connected between the lubricant outlet and a scavenge pump that is responsive to bearing compartment pressure for controlling pres sure drop across the air inlet.

Abstract: A field of turbine engines, and more particularly to an engine including a compressor; a combustion chamber; a first turbine connected to the compressor by a first rotary shaft; an actuator device for actuating the first rotary shaft in order to keep the first turbine and the compressor in rotation while the combustion chamber is extinguished; and a lubrication circuit for lubricating the engine. The circuit passes through at least one heat source suitable for heating the lubricant in the lubrication circuit while the first turbine and the compressor are rotating with the combustion chamber extinguished.

Abstract: A gas turbine engine comprises a main compressor section having a high pressure compressor with a downstream discharge, and more upstream locations. A turbine section has a high pressure turbine. A tap taps air from at least one of the more upstream locations in the compressor section, passes the tapped air through a heat exchanger and then to a cooling compressor. The cooling compressor compresses air downstream of the heat exchanger, and delivers air into the high pressure turbine. The cooling compressor includes a downstream connection that delivers discharge pressure air to an upstream location in the high pressure turbine and a second tap from an intermediate pressure location within the cooling compressor. The second tap is connected to a downstream location within the high pressure turbine. An intercooling system for a gas turbine engine is also disclosed.

Abstract: A system includes a gas turbine system, including an air intake system that includes a housing, a first plurality of air conditioning coils, a second plurality of air conditioning coils that is downstream relative to the first plurality, and a baffle extending between each of the first and second pluralities of air conditioning coils, wherein the baffle is configured to direct an air flow through the first or second pluralities of air conditioning coils in a closed position, and the baffle is configured to enable air flow to bypass the first and second pluralities of coils in an opened position.

Abstract: A gas turbine engine comprises a compressor including a disk and a blade. A turbine rotor has a disk and a blade. Turbine conditioning air is supplied to the turbine rotor. The turbine conditioning air passes across the disk of the compressor to condition the disk. A method of operating a gas turbine engine is also disclosed.

Abstract: The present application and the resultant patent provide an intercooled gas turbine engine. The intercooled gas turbine engine may include a low pressure compressor configured to produce a compressed flow of air, an intercooler, a low pressure compressor configured to produce a compressed flow of air, a high pressure compressor, a second air line positioned between the intercooler and the high pressure compressor and configured to direct the first portion of the compressed flow of air toward the high pressure compressor, and a bypass air line positioned between the low pressure compressor and the high pressure compressor and configured to direct a second portion of the compressed flow of air to the second air line. A related method of controlling a temperature of an incoming flow of air supplied to a core engine of an intercooled gas turbine engine also is provided.

Abstract: Aa gas turbine engine comprises a main compressor section having a high pressure compressor with a downstream discharge, and more upstream locations. A turbine section has a high pressure turbine. A tap taps air from at least one of the more upstream locations in the compressor section, passes the tapped air through a heat exchanger and then to a cooling compressor. The cooling compressor compresses air downstream of the heat exchanger, and delivers air into the high pressure turbine. An intercooling system for a gas turbine engine is also disclosed.

Abstract: A gas turbine engine comprises a main compressor section having a high pressure compressor with a downstream discharge, and more upstream locations. A turbine section has a high pressure turbine. A tap taps air from at least one of the more upstream locations in the compressor section, passes the tapped air through a heat exchanger and then to a cooling compressor. The cooling compressor compresses air downstream of the heat exchanger, and delivers air into the high pressure turbine. A core housing has an outer peripheral surface and a fan housing defining an inner peripheral surface. At least one bifurcation duct extends between the outer peripheral surface to the inner peripheral surface. The heat exchanger is received within the at least one bifurcation duct.

Abstract: A gas turbine engine comprises a main compressor section having a high pressure compressor with a downstream discharge, and more upstream locations. A turbine section has a high pressure turbine. A tap taps air from at least one of the more upstream locations in the compressor section, passing the tapped air through a heat exchanger and then to a cooling compressor, which compresses air downstream of the heat exchanger, and delivers air into the high pressure turbine. The cooling compressor rotates at a speed proportional to a speed of at least one rotor in the turbine section. The cooling compressor is allowed to rotate at a speed that is not proportional to a speed of the at least one rotor under certain conditions. An intercooling system for a gas turbine engine is also disclosed.

Abstract: A gas turbine engine comprises a main compressor section having a high pressure compressor with a downstream discharge, and more upstream locations. A turbine section has a high pressure turbine. A tap taps air from at least one of the more upstream locations in the compressor section, passing the tapped air through a heat exchanger and then to a cooling compressor. The cooling compressor compresses air downstream of the heat exchanger, and delivers air into the high pressure turbine. The heat exchanger also receives air to be delivered to an aircraft cabin. An intercooling system for a gas turbine engine is also disclosed.

Abstract: A gas turbine engine comprises a main compressor section having a high pressure compressor with a downstream discharge, and more upstream locations. A turbine section has a high pressure turbine. A tap taps air from at least one of the more upstream locations in the compressor section, passes the tapped air through a heat exchanger and then to a cooling compressor. The cooling compressor compresses air downstream of the heat exchanger, and delivers air into the high pressure turbine. The cooling compressor is connected to be driven with at least one rotor in the main compressor section. A source of pressurized air is selectively sent to the cooling compressor to drive a rotor of the cooling compressor to rotate, and to in turn drive the at least one rotor of the main compressor section at start-up of the gas turbine engine. An intercooling system is also disclosed.

Abstract: A temperature control device includes a temperature difference calculation unit that calculates a temperature difference between an inlet and an outlet of a boost compressor on the basis of a pressure ratio of the inlet and the outlet of the boost compressor and an IGV opening degree of the boost compressor, the boost compressor outputting cooling air obtained by cooling compressed air from a compressor to a cooling target; a temperature information calculation unit that calculates temperature information for feedback control for at least one of the inlet and the outlet of the boost compressor on the basis of the temperature difference between the inlet and the outlet of the boost compressor; and a control unit that performs feedback control by using the temperature information for feedback control such that at least one of an inlet temperature and an outlet temperature of the boost compressor approaches a setting value.

Abstract: A fuel injector (10) such as an injector for an annular combustion chamber of a turbine engine, comprising a downstream head (16) having a central outlet (22) and an annular peripheral outlet (24) surrounding the central outlet (22), and an injector arm (12) upstream of the head (16) comprising coaxial central channel (18) and annular channel (20), characterised in that the central channel (18) is in fluid communication with the peripheral outlet (24) and the annular channel (20) is in fluid communication with the central outlet (22).

Abstract: The present application and the resultant patent provide improved gas turbine component sealing. In one example embodiment, a gas turbine segment seal assembly may include a first tapered segment seal with a first tapered portion having a first tapered surface and a first taper angle. The gas turbine segment seal assembly may include a second tapered segment seal with a second tapered portion having a second tapered surface and a second taper angle. The gas turbine segment seal assembly may include a seal pin positioned in between the first tapered segment seal and the second segment seal and adjacent to the first tapered surface and the second tapered surface.

Abstract: A bleed valve includes inlet and outlet housings, a hollow shaft defining a valve axis, and a full-area piston. The shaft includes a first end mounted to an inner diameter portion of the inlet housing and a second end mounted to an end cap of the outlet housing. The piston is slidably mounted to the shaft. A first chamber is defined between an upstream side of the piston and the inner diameter portion of the inlet housing. A second chamber is defined between a downstream side of the piston and the end cap of the outlet housing. An area of an upstream surface of the piston at an angle with respect to the valve axis is in fluid communication with the first chamber, and is substantially equal to an area of a downstream surface of the piston at an angle with respect to the valve axis and in fluid communication with the second chamber.

Abstract: A gas turbine engine comprises a fan rotor having blades with an outer diameter. The outer diameter is greater than or equal to 77 inches (196 centimeters) and less than or equal to 135 inches (343 centimeter). The fan rotor has less than or equal to 26 fan blades, and is driven by a fan drive turbine through a gear reduction. The gear reduction has a gear ratio of greater than 2.6:1. The fan rotor delivers air into a bypass duct as bypass air, and into a duct leading to a compressor rotor as core air. A ratio of bypass air to the core air is greater than or equal to 12:1. An upstream turbine rotor is upstream of the fan drive turbine and drives a compressor rotor. The upstream turbine rotor has at least two stages, and the fan drive turbine rotor has at least three stages. The turbine blades in at least one stage of the fan drive turbine rotor are provided with a performance enhancing feature, which is at least one of the blades being manufactured by a directionally solidified blade material.

Abstract: A redundant valve system to provide a regulated fluid flow includes a housing having an inlet at an inlet end which receives a pressurized fluid, and an outlet at an outlet end which provides the regulated fluid flow, a first piston assembly arranged in the housing having a first cavity, the first piston assembly configured to regulate the fluid flow, and a first fluid connection connected to the first cavity and to a point along the housing at the outlet end. The redundant valve system may further include a second piston assembly arranged in the housing downstream of the first piston assembly having a second cavity, the second cavity having a second fluid connection to a vent, an upstream valve to control the first fluid connection and control a position of the first piston assembly, and a downstream valve to control the second fluid connection and control a position of the second piston assembly.

Abstract: A method of controlling the fuel distribution among different stages of a gas turbine combustion chamber is disclosed. The combustion chamber has at least two stages for fuel supply, and the fuel distribution between the stages is determined according to the load or one or more parameters indicative of the load. In reply to a fast load change being faster than a load change during a regular transient operation, the fuel distribution is determined according to an adjusted load or one or more parameters indicative of an adjusted load.

Abstract: Method for optimising the specific consumption of a helicopter equipped with two turboshaft engines (1, 2) which each comprise a gas generator (11, 21) provided with a combustion chamber (CC), each of these turboshaft engines (1, 2) being capable of operating on its own at a continuous flight speed, the other turboshaft engine (2, 1) therefore being at a speed referred to as super-idle at zero power, and, while the combustion chamber (CC) is ignited, this super-idle speed being assisted by the shaft (AE) of the gas generator being mechanically driven in rotation at this speed, so as to reduce the operating temperature and the fuel consumption of this gas generator.

Abstract: A housing defines a bore in a tubular shape to draw intake air to an engine. A shaft is supported rotationally relative to the housing. A valve is located in the bore and affixed to the shaft. An electric actuator is configured to rotate one end of the shaft. A load generating unit is configured to apply a biasing load onto the shaft from the one end of the shaft toward the bore in a high-temperature state in which a temperature is higher than a predetermined temperature.

Abstract: A control device for a vehicle including an engine, the engine including an electric VVT mechanism, the electric VVT mechanism that changes a valve timing of at least either one of an intake valve and an exhaust valve, the control device includes an ECU. The ECU is configured to: perform a crankshaft stop position control to control a rotation stop position of a crankshaft during a stop process of stopping the engine, such that a valve opening degree in which at least either one of a first gap between the intake valve and the corresponding valve seat and a second gap between the exhaust valve and the corresponding valve seat is fully closed or becomes a predetermined gap or more is set as a target valve opening degree; and operate the electric VVT mechanism until the valve opening degree reaches the target valve opening degree, when the engine stops.

Abstract: When a difference between a target intake air amount during the reduced-cylinder operation, which is greater than a target intake air amount during the all-cylinder operation in a normal state, and an actual intake air amount is greater than an allowable deficient intake air amount, a preparatory control for increasing the actual intake air amount and shifting an ignition timing toward a retard side with respect to an ignition timing during the all-cylinder operation in the normal state. Then, at a time when the difference between the target intake air amount and the actual intake air amount becomes equal to or less than the allowable deficient intake air amount, the reduced-cylinder operation is started, wherein the allowable deficient intake air amount is set to a larger value when a current speed stage is a high speed stage than when it is a low speed stage.

Abstract: An improved fuel system for a dual-fuel internal combustion engine. During normal operation, the primary fuel passes through a pressure regulator before arriving at a primary fuel rail. Further, pressurized secondary fuel is delivered to both a secondary fuel rail and to the pressure regulator for purposes of regulating the output pressure of the primary fuel that is delivered to the primary fuel rail. When the pressure at the primary fuel supply or between the primary fuel supply and the pressure regulator drops below a minimum operating pressure, the pressure regulator is isolated from the secondary fuel and the secondary fuel continues to be pressurized until it reaches a suitable pressure for operating in a limp mode. Then, the secondary fuel, which is pressurized to greater than a normal operating pressure, may be injected at the higher pressure for improved performance of the engine in the limp mode.

Abstract: Methods and systems are provided for improving engine knock control by accounting for a drop in charge cooling efficiency of a knock control fluid at higher temperatures. In response to the prediction of an elevated temperature of a knock control fluid at a time of release from a direct injector, a pulse width of the injection is adjusted. Any knock relief deficits are compensated for using alternate engine adjustments, such as boost or spark timing adjustments.

Abstract: A control apparatus for an internal combustion engine is configured to: calculate measured data for MFB in synchrony with crank angle based on in-cylinder pressure detected by an in-cylinder pressure sensor; execute SA-CA10 feedback control and CA50 feedback control based on a measured CA10 and a measured CA50 that are calculated based on the measured data; execute engine control based on a degree of correlation between the MFB measured data and the reference data that corresponds thereto; and generate reference data for a combustion period by linear interpolation and linear extrapolation based on a target CA50 and a specified CA10.

Abstract: A system comprising an engine and a controller configured to determine an air mass flow command to provide a target air mass flow value to the engine that is based on a base air mass flow value adjusted for engine operating conditions, deviations in the actual torque from a target torque, and corrected for flow conditions.

Abstract: Disclosed are vehicle control method and apparatus with transient driving condition recognition. The method may include: operating an engine; calculating a first determination reference value according to a first target boost pressure and a first actual boost pressure; determining whether a differential value of the first determination reference value over time is equal to or more than a first predetermined reference value; controlling a vehicle according to a previously stored exhaust gas reduction map if it is determined that the differential value of the first determination reference value over time is equal to or more than the first predetermined reference value (transient driving condition); and controlling the vehicle according to a previously stored fuel efficiency improvement map if it is determined that the differential value of the first determination reference value over time is less than the first predetermined reference value (a steady driving condition).

Abstract: A control system of an engine is provided. The control system includes a deceleration fuel cutoff module for performing a deceleration fuel cutoff when a deceleration fuel cutoff condition is satisfied in an engine decelerating state, a purge unit for purging by supplying a purge gas to an intake passage during the deceleration fuel cutoff, an exhaust emission control catalyst provided in an exhaust passage, an O2 sensor provided at a position of the exhaust passage downstream of the exhaust emission control catalyst, an abnormality determining module for determining an abnormality of the exhaust emission control catalyst, and a purge restricting module for restricting the purge during an immediately previous deceleration fuel cutoff.

Abstract: A requesting module generates a first torque request for an engine based on driver input. A conversion module converts the first torque request into a second torque request. A model predictive control (MPC) module determines a current set of target values based on the second torque request, a model of the engine, a tableau matrix, and a basic solution matrix. The MPC module: initializes the basic solution matrix to a predetermined matrix that is dual feasible; selectively iteratively updates the basic solution matrix and columns of the tableau matrix; determines changes for the target values, respectively, based on entries of the basic solution matrix resulting from the selective iterative updating; and determines the current set of target values by summing the changes with a last set of target values, respectively. An actuator module controls an engine actuator based on a first one of the current set of target values.

Abstract: Systems, apparatus, and methods are disclosed that include a divided exhaust engine with at least one primary EGR cylinder and a plurality of non-primary EGR cylinders. The systems, apparatus and methods control the amount of recirculated exhaust gas in a charge flow in response to EGR fraction deviation conditions.

Abstract: A controller for an internal combustion engine may comprise a first assignment unit, an observer, a calibration unit, and a second assignment unit. The first assignment unit may determine cylinder-specific measurement signals as a function of the measurement signal from a lambda probe. The observer may include a sensor model of the lambda probe arranged in a feedback branch of the observer. The calibration unit may impress a predefined interference pattern made of cylinder-specific mixture differences and adapt, in reaction to the respectively predefined interference pattern as a function of the observer output variables related to the respective cylinders, an assignment rule between the measurement signal of the lambda probe and a lambda signal. The second assignment unit may carry out, by means of the assignment rule, an assignment between the measurement signal and the lambda signal.

Abstract: An exhaust purification system includes: a diesel oxidation catalyst (DOC) provided on an exhaust passage of an engine; a diesel particulate filter (DPF) provided on the exhaust passage at a position downstream of the DOC to collect particulate matter contained in exhaust gas; electrodes that detect a capacitance of the DOC; a particulate matter accumulation estimating unit that estimates an amount of particulate matter accumulated in the DPF on the basis of the detected capacitance; and a forced regeneration control unit that injects fuel into the DOC and performs forced regeneration that burns and removes at least the particulate matter accumulated in the DPF when the estimated accumulated particulate matter amount surpasses a predetermined amount.

Abstract: A method and a control device for raising and/or lowering an exhaust gas temperature of a combustion engine having an exhaust gas aftertreatment device arranged in an exhaust line sets the exhaust gas temperature for the exhaust gas aftertreatment using an electric-motor mode and/or a generator mode of an electrified exhaust turbocharger.

Abstract: A model predictive control (MPC) module performs multiple iterations to determine a current set of target values for an engine based on a torque request, a model of the engine, a tableau matrix, and a basic solution matrix. Each of the iterations includes: determining whether the basic solution matrix is not in standard form; when the basic solution matrix is not in standard form, identifying a first column of the tableau matrix based on a first entry position of the primal variable of the non-basic pair; when the basic solution matrix is in standard form and one or more primal variables of the basic solution matrix are negative, identifying the first column of the tableau matrix based on a second entry position of a dual variable of the basic pair; and selectively updating the basic solution matrix based on the first column of the tableau matrix.

Abstract: A method for controlling a reciprocating-piston engine encompassing several cylinders, including generating a discrete-time signal by measuring a state variable of the reciprocating-piston sensor by way of a sensor and an associated evaluation circuit, superimposing onto the signal a summand signal obtained by time differentiation of the signal, or filtering the signal, in such a way that an amplitude of the signal is selectively made larger or smaller at useful frequencies of the signal, and further processing the superimposed signal by way of a user function related to at least one cylinder. A corresponding apparatus, a corresponding computer program, and a corresponding storage medium are also provided.

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: A fuel injection control unit includes an injection amount detector and a correction unit. When implementing partial lift injection where a valve closing operation is started after the valve body starts a valve opening operation and before a valve body reaches a maximum valve open position, the injection amount detector detects a physical quantity (valve closing timing) having a correlation with an injection amount. When implementing the partial lift injection, the correction unit corrects an energization time of a fuel injection valve on the basis of a detection value (learning value) that was previously detected by the injection amount detector. An energization time in a small amount region longer than a predetermined time in the partial lift injection is allowed to be corrected on the basis of a value (small amount time detection value) detected in the small amount region by the injection amount detector.

Abstract: The present invention relates to a control device (26) for a turbocharger (17) for supplying compressed intake air to an internal combustion engine (1). The control device includes: a storage part (27) configured to pre-store a map (33); a detection part (28) configured to a characteristic parameter; a calculation part (29) configured to obtain an efficiency ? of the turbocharger on the basis of the detected characteristic parameter; a determination part (30) configured to determine presence of deterioration of the turbocharger by comparing the detected characteristic parameter and the obtained efficiency ? with the map (33); and an informing part (31) configured to inform a user of a maintenance request.

Abstract: An object of the invention is to provide a drive device of a fuel injection device which can increase the accuracy in an injected fuel injection amount by combining the fuel injections from a plurality of injection pulse widths. In the drive device of the fuel injection device which has a function of driving the fuel injection device such that the fuel injection is performed plural times in one combustion cycle, the fuel injection device is driven such that a fuel injection at a target opening level in which a valve element or a movable element of the fuel injection device reaches a regulation member and a fuel injection at an intermediate opening level in which the valve element does not reach the regulation member are included in the plural times of division injections performed in one combustion cycle.

Abstract: A control apparatus for an engine, the control apparatus includes an ECU. The ECU is configured to: (i) estimate a characteristic value indicating divergence from a reference value of an intake air volume, (ii) store the characteristic value as a learnt value, (iii) calculate the characteristic values for an opening degrees for which learning has not been completed, (iv) learn the characteristics of the throttle valve and reflect the characteristics in control of the intake air volume, (v) update the learnt value at which an engine rotation speed is equal to or greater than an idling rotation speed during an initial engine operation after initialization of the learnt values, (vi) update the learnt value at which an engine rotation speed is lower than an idling rotation speed, by storing a value equal to the learnt value for the smallest opening degree for which learning has already been completed.

Abstract: In a control device of an internal combustion engine, an atmospheric pressure estimation portion includes an effective opening area calculation portion calculating an effective opening area corresponding to a throttle opening, a throttle opening learning value calculation portion calculating a learning value in a relation of the effective opening area and the throttle opening, an error variation calculation portion calculating an error variation from an error from the corrected learning value, a variation range determination portion determining whether the error variation is within a predetermined range, an atmospheric pressure estimated value update portion updating an atmospheric pressure estimated value, and a target throttle opening calculation portion calculating a target throttle opening using the updated atmospheric pressure estimated value. The throttle opening is controlled to be the target throttle opening.