Abstract: An exhaust purification system including a NOx catalyst 32 provided in an exhaust passage of an internal combustion engine 10 and purifying NOx in exhaust; a MAF sensor 40 for acquiring an air flow-rate of the internal-combustion engine 10; a control unit 60, 70 that execute catalyst regeneration treatment of recovering a NOx purification ability of the NOx catalyst 32 by performing, in combination, air-based control of reducing air flow-rate of the internal-combustion engine 10 to a predetermined target air flow-rate and injection-based control of increasing a fuel injection amount, wherein, in a case of executing the catalyst regeneration treatment, the control unit 60, 70 starts with the air-based control and starts the injection-based control when the air flow-rate acquired by the MAF sensor 40 is reduced to the target air flow-rate.

Abstract: Provided is a control device for controlling an internal combustion engine including a fuel injection valve, an ignition device, and a variable valve operating device configured to switch between a base opening/closing mode of an intake valve and a continuous valve opening mode. The control device is configured to execute a cold start control at a cold start. The cold start control includes: a startability improvement processing executed in a predetermined number of cycles after the start of cranking; and a combustion start processing executed after this predetermined number of cycles. In the startability improvement processing, the continuous valve opening mode is selected in at least an expansion stroke and an exhaust stroke, and fuel injection is executed without ignition. In the combustion start processing, the base opening/closing mode is selected continuously during one cycle, and ignition is executed.

Abstract: A control apparatus for a compression autoignition engine controls compression autoignition by ignition. The control apparatus includes an injector, a spark plug, and a controller. The controller controls the injector so that fuel is injected by a plurality of divided injections, and thereafter, outputs a control signal to the spark plug at predetermined ignition timing so that, by ignition, unburned air-fuel mixture combusts by autoignition. Control is performed so that, when load on the engine is high, an amount of fuel injected at later timing among the plurality of injections becomes larger than when the load is low.

Abstract: A control apparatus for a compression autoignition engine includes an engine, a state quantity setting device, a spark plug, and a controller. After the spark plug ignites air-fuel mixture to start combustion, unburned air-fuel mixture is combusted by autoignition. The controller changes, according to an operation state of the engine, a heat amount ratio that represents an index associated with a ratio of an amount of heat generated by air-fuel mixture being combusted by flame propagation, to a total amount of heat generated by air-fuel mixture in the combustion chamber being combusted.

Abstract: Fuel management system for enhanced operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder. It is preferred that the direct injection occur after the inlet valve is closed. It is also preferred that stoichiometric operation with a three way catalyst be used to minimize emissions. In addition, it is also preferred that the anti-knock agents have a heat of vaporization per unit of combustion energy that is at least three times that of gasoline.

Abstract: A control system for a compression-ignition engine is provided, which includes an engine having a combustion chamber, an injector configured to supply fuel into the combustion chamber, a spark plug, a swirl valve provided to an intake passage of the engine, and a controller connected to the injector, the spark plug and the swirl valve to control them. The controller includes a processor configured to execute a swirl adjusting module to adjust an opening of the swirl valve to generate a swirl flow inside the combustion chamber, a fuel injection timing controlling module to control a fuel injection timing and control the injector to retard the fuel injection timing as an engine speed increases, and a combustion controlling module to control the spark plug to ignite at a given ignition timing after the swirl generation and the fuel injection, so that partial compression-ignition combustion is performed.

Abstract: Methods and systems are provided for mitigating issues related to sluggish engine performance. In one example, a method comprises, responsive to an indication of degradation of one or more cylinders in the engine, reducing carbon buildup associated with the one or more cylinders via injecting a diesel exhaust fluid into an intake manifold of the engine while the engine is combusting air and fuel. In this way, a water content of the diesel exhaust fluid may be vaporized in the one or more engine cylinders, which may effectively reduce the carbon buildup.

Abstract: A control system of a compression-ignition engine is provided, which includes an engine configured to cause combustion of mixture gas inside a combustion chamber, a spark plug, and a controller configured to operate the engine. The combustion is performed in a given mode in which, after the spark plug ignites the mixture gas to start combustion, unburned mixture gas combusts by self-ignition. The controller has a heat amount ratio changing module configured to change, according to an engine operating state, a heat amount ratio as an index relating to a ratio of a heat amount generated when the mixture gas combusts by flame propagation with respect to a total heat amount generated when the mixture gas inside the combustion chamber combusts. The controller causes the changing module to increase the heat amount ratio at a high engine speed than at a low engine speed.

Abstract: The present connection structure of an intake pipe is a connection structure of an intake pipe for an engine head. The connection structure includes a partition wall member partitioning an intake passage along its axial direction and being inserted into the engine head, and an elastic gasket having a frame shape provided between the engine head and the intake pipe to seal therebetween. The intake pipe is provided at its connection end portion with an elastic body that presses the partition wall member in its insertion direction.

Abstract: A valve train assembly includes a rocker arm assembly, and axial shifting cam assembly, and a lost motion device. The axial shifting cam assembly is movable between a first axial position and a second axial position on a camshaft, the cam assembly having a first cam having a first lobe, and a second cam having a second lobe. The first and second lobes are configured to each selectively engage the rocker arm assembly to respectively perform a first and a second discrete valve lift event. The lost motion device is operably associated with the rocker arm assembly and configured to perform a third discrete valve lift event, distinct from the first and second valve lift events.

Abstract: The invention describes a method for adjusting the pressure in a pumping system (10) of a motor vehicle with an internal combustion engine. The pumping system (10) comprises one or more pumps, wherein each pump is provided with a respective driving motor, and at least one programmable electronic control unit (12). The method comprises the steps of adjusting or mapping the programmable electronic control unit (12) of the pumping system (10), carried out by setting a set of predefined operating parameters of each pump in the programmable electronic control unit (12) of the pumping system (10), and of controlling the operation of the pumping system (10), wherein such control is an open-loop control and wherein the control action is independent from the values of the output parameters of the pumping system (10).

Abstract: An internal combustion engine (10), including a cylinder (15) with a cylinder wall (12) defining a combustion chamber (32), a piston (13) reciprocally disposed within the combustion chamber (32) a crankcase (16) including a crankshaft (11) rotatably disposed therein, the piston (13) being connected to the crankshaft (11) by a connecting rod (17), a first scavenger duct (3) extending between the combustion chamber (32) and the crankcase (16), the first scavenger duct (3) including a top port (31a) and a bottom port (31b), a fuel and air inlet channel (22) in fluid communication with the crankcase (16) by way of a piston ported fuel and air inlet port (23) so that the fuel and air inlet channel (22) delivers a fuel and air mixture to the crankcase (16), and an airhead channel (6) in fluid communication with the first scavenger duct (3) by way of a first piston ported air inlet port (7), characterized in that the fuel and air inlet channel (22) is in fluid communication with the airhead channel (6) so that the f

Abstract: A control system of a compression-ignition engine is provided, which includes an engine, an injector, a spark plug, and a controller connected to the injector and the spark plug, and configured to operate the engine by outputting a control signal to the injector and the spark plug. After the spark plug ignites mixture gas to start combustion, unburned mixture gas combusts by self-ignition. The controller outputs the control signal to the injector to perform a first-stage injection of fuel and then a second-stage injection in which fuel is injected to at least form the mixture gas around the spark plug. The controller also outputs the control signal to the injector to control a ratio of the injection amount of the second-stage injection with respect to the injection amount of the first-stage injection to be higher at a high engine speed than at a low engine speed.

Abstract: Disclosed herein is a fuel injection control device for a direct injection engine including an engine body (engine 1) and a fuel injection control unit (engine controller 100). The fuel injection control unit injects a fuel in a predetermined injection mode into a combustion chamber (17) such that while the engine body is warm, an air-fuel mixture layer and a heat-insulating gas layer, surrounding the air-fuel mixture layer, are formed in the combustion chamber at a point in time when an air-fuel mixture ignites, and changes the injection mode of the fuel into the combustion chamber such that while the engine body is cold, the lower the temperature of the engine body is, the thinner the heat-insulating gas layer becomes.

Abstract: A method of controlling a gas engine connected to a turbocharger including a compressor and a turbine includes: performing a knocking control operation of optimizing an ignition timing as a steady operation; and in a case where a load of the gas engine increases during the steady operation, when a degree of increase in the load is relatively small, gradually increasing an actual fuel injection amount while keeping the ignition timing, and when the degree of increase in the load is relatively great, retarding the ignition timing and then gradually increasing the actual fuel injection amount.

Abstract: When it is determined that the combustion state during the catalyst warm-up control is unstable, an additional ignition is performed on the TDC side relative to the discharge period CP. In a first countermeasure example, an additional ignition period CP2 is provided on the TDC side relative to the ignition period CP1 at the normal time while performing normal ignition and injection. A second countermeasure example is carried out when it is determined that the combustion state is still unstable despite the first countermeasure example. In the second countermeasure example, an additional ignition period CP3 which is a longer period than the additional ignition period CP2 is provided instead of the additional ignition period CP2.

Abstract: An EGR control device includes: a drive unit, a basic opening degree deriving unit, a measurement unit, a memory unit, a correction opening degree deriving unit and a control unit. The drive unit varies an opening degree of an EGR valve. The basic opening degree deriving unit derives a basic EGR valve opening degree based on an operating condition of an engine. The measurement unit measures a temperature in the downstream side of a position of where EGR gas is recirculated in an intake passage. In the memory unit, information acquired in advance is stored. The information indicates a relationship between the opening degree and a temperature difference. The correction opening degree deriving unit derives a correction opening degree with reference to the information. The control unit controls the drive unit such that the opening degree of the EGR valve becomes a target EGR valve opening degree by correcting the basic EGR valve opening degree with the correction opening degree.

Abstract: A control method for internal combustion engine includes forming an air-fuel mixture leaner than that at a stoichiometric air-fuel ratio in a cylinder by first fuel injection, performing second fuel injection to inject fuel toward the vicinity of a discharge channel of an ignition plug during a period in which the air-fuel mixture is undergoing a low temperature oxidation reaction in a compression stroke, and after the second fuel injection, performing spark ignition by the ignition plug at a timing at which a spark of the ignition plug reaches the fuel injected by the second fuel injection.

Abstract: Methods and systems are provided for fueling an engine of a vehicle during an exit from a deceleration fuel shut-off (DFSO) condition. In one example, a method may include fueling the engine using a compression stroke direct injection during the exit from the DFSO condition to reach a first engine torque threshold, and may further include increasing a separation between the compression stroke direct injection and a spark to gradually increase the engine torque to a second, higher engine torque threshold, and thereafter transitioning engine fueling from the compression stroke direct injection to an intake stroke direct injection. In this way, torque bumps may be reduced during DFSO exit.

Abstract: The subject matter of this specification can be embodied in, among other things, a method for characterizing a fluid injector that includes receiving a collection of waveform data, identifying a pull locus, determining a detection threshold level value, identifying a first subset of the collection of data representative of a selected first electrical waveform of the collection of electrical waveforms, identifying an opening value, identifying a representative closing value, identifying an anchor value, identifying a second subset of the collection of data based on the collection of data, the pull locus, the first subset, and the opening value, identifying a maximum electrical value, identifying an opening locus based the collection of data, the anchor value, and the maximum electrical value, identifying a hold value, and providing characteristics associated with the fluid injector comprising the pull locus, the opening locus, the hold value, the anchor value, and the representative closing value.

Abstract: Embodiments of the present invention prevent the occurrence of rapid or intense self-ignition of fuel in an internal combustion engine that performs diesel combustion using a fuel having a relatively high self-ignition temperature. Pre-combustion is brought about by spark ignition during the compression stroke. Thereafter, main injection by an in-cylinder injection valve is performed before the top dead center of the compression stroke. In consequence, combustion of the fuel injected by the main injection is started by flame generated by the pre-combustion, and self-ignition and diffusion combustion of fuel occurs subsequently. Moreover, in at least a part of the operation range of the internal combustion engine, middle injection is performed at a time after the spark ignition of the pre-injected fuel and before the main injection. The fuel injected by the middle injection is burned by propagation of flame.

Abstract: An assembly at least comprising a fuel injector for dual fuel operation of an internal combustion engine. The assembly includes a nozzle holder defining a fuel circuit and provided with a nose adapted in use to be in connection with a combustion space of an internal combustion engine, and first and second nozzles in communication with the fuel circuit in the nozzle holder for directly injecting liquid fuel into the combustion space of the internal combustion engine for ignition of a combustible mixture present in the combustion space. The first and second nozzles adjacent to the nose of the nozzle holder are interconnected by a cooling channel. At each actuation of a fuel pump upstream of the first and second nozzles, substantially a full volume of fuel pumped during actuation of the fuel pump is allowed to flow through the cooling channel and via the first and second nozzles.

Abstract: A cylinder head cooling structure includes: an intake-side cooling passage, inter-cylinder cooling passages, inter-port cooling passages, first cooling water supply passages that include an upstream end connected to a cooling water supply passage provided in a cylinder block of the engine and a downstream end which joins an upstream end of the inter-cylinder cooling passage; and blocking walls that are provided in the inter-cylinder cooling passages and extend obliquely in a direction from the exhaust ports of the cylinder on an upstream side to the intake ports of the cylinder on a downstream side to divide the inter-cylinder cooling passage.

Abstract: The control apparatus operates an engine water temperature adjustment apparatus so that the temperature of cooling water that passes through an engine head enters a first temperature region in a lean mode, and operates the engine water temperature adjustment apparatus so that the temperature of the cooling water enters a second temperature region that is lower than the first temperature region in a stoichiometric mode. When knocking is detected after switching is started from the lean mode to the stoichiometric mode, the control apparatus performs any one of a first operation to operate a variable valve apparatus so as to retard the closing timing of an intake valve, a second operation to operate an oil jet apparatus so as to increase an oil jet amount, and a third operation to operate an EGR apparatus so as to increase an EGR amount.

Abstract: When it is determined that the combustion state during the catalyst warm-up control is unstable, an additional ignition is performed on the TDC side relative to the discharge period CP. In a first countermeasure example, an additional ignition period CP2 is provided on the TDC side relative to the ignition period CP1 at the normal time while performing normal ignition and injection. A second countermeasure example is carried out when it is determined that the combustion state is still unstable despite the first countermeasure example. In the second countermeasure example, an additional ignition period CP3 which is a longer period than the additional ignition period CP2 is provided instead of the additional ignition period CP2.

Abstract: An object of the invention is to reduce the amount of smoke generated and to improve the stability of diesel combustion in cases where an EGR apparatus is used in an internal combustion engine that performs diesel combustion using fuel having a relatively high self-ignition temperature. A control apparatus performs first injection at a first injection time during the compression stroke, causes spray guide combustion to occur, and starts to perform second injection at such a second injection time that causes combustion of injected fuel to be started by flame generated by the spray guide combustion, thereby causing self-ignition and diffusion combustion of fuel to occur. The apparatus changes the ratio of the first injected fuel quantity to the total fuel injection quantity and the ratio of the second injected fuel quantity to the total fuel injection quantity for the same total fuel injection quantity in one combustion cycle, based on the EGR rate in the intake air.

Abstract: A fuel injection control apparatus of an internal combustion engine, which can appropriately control the amount of fuel injection from an in-cylinder injection valve so as to achieve a desired air-fuel ratio, regardless of the operating state of the internal combustion engine, is provided. The fuel injection control apparatus comprises: an additional injection means which, when determining that the operating state of the internal combustion engine is a transient state, allows the in-cylinder injection valve to inject a fuel amount conformed to a changing intake air amount; and a subtraction means for subtracting a minimum fuel amount, injectable from the in-cylinder injection valve, from a fuel amount to be injected, before injection by the additional injection means is performed.

Abstract: When it is determined that the initial combustion is unstable, the engine speed is forcibly increased. When the engine speed is forcibly increased, fluidity in the cylinder increases. When the fluidity in the cylinder rises, homogeneity of the homogeneous air-fuel mixture is improved. Therefore, it is possible to enlarge the flame kernel. When the flame kernel is enlarged, the initial flame resulting from the flame kernel is also enlarged. Then, the initial flame becomes easy to involve the closest fuel spray thereby the initial combustion can be stabilized.

Abstract: An engine includes: a piston including a cavity; a cylinder head configured so as to form a combustion chamber having a pent roof shape; a fuel injection valve configured to inject fuel from a second half of a compression stroke until a first half of an expansion stroke; and a spark plug arranged at a position corresponding to an upper side of the cavity. Injection openings which are arranged in a circumferential direction surrounding a longitudinal axis of the valve and through each of which the fuel is injected in a direction inclined relative to the longitudinal axis by a predetermined angle is formed such that when a height of a ceiling of the combustion chamber at a position corresponding to an edge end portion of the cavity in an injection direction of the injection opening is large, the injection angle of the injection opening is large.

Abstract: Provided are a work machine, a power unit, and a diesel engine of a work machine that make it possible to reduce emitted noxious substances to levels below reference values stipulated by exhaust gas regulations in advanced countries and regions while also omitting or simplifying a post-treatment device. A hydraulic pump is driven by a diesel engine that limits maximum output torque in a low revolution speed region lower than a high revolution speed region including a rated revolution speed in such a manner that the maximum output torque has a characteristic of intermediate torque lower than torque of a maximum output horsepower point at the rated revolution speed, and a hydraulic actuator is driven by hydraulic fluid delivered from the hydraulic pump.

Abstract: A control system reduces the amount of fuel injected from a second fuel injector in one cycle to an amount smaller than a second basic injection amount according to operating conditions of an internal combustion engine, and increases the amount of fuel injected from a first fuel injector in one cycle to an amount larger than a first basic injection amount according to operating conditions of the engine, during a predetermined period after a flow restricting operation is finished, so as to reduce fluctuations in the air-fuel ratio due to fluctuations in the wall temperature.

Abstract: An object of a control method to control a direct injection internal combustion engine that directly injects fuel in a cylinder is to reduce an increase in PN caused by attachment of the fuel to a fuel injection valve distal end. The control method cools the fuel before a fuel temperature when the fuel passes through an injection hole on a fuel injection valve reaches a temperature at which an amount of attached fuel to the fuel injection valve distal end increases.

Abstract: Methods and systems are provided for learning a transport delay for individual cylinders that is associated with maldistribution of water among cylinders during a water injection event. Differences in knock intensity between individual cylinders, following a water injection, are used to identify water maldistribution. Differences in the amount and timing of an engine dilution effect following a manifold water injection are learned via an intake oxygen sensor and used to reduce cylinder-to-cylinder imbalance in water delivery.

Abstract: A control system of an engine is provided. The control system includes an exhaust variable valve mechanism for changing an operation mode of an exhaust valve, a fuel injection controlling module for controlling a fuel injector to inject fuel at a fuel injection timing associated with an operating state of the engine, a variable valve mechanism controlling module for operating the exhaust valve via the exhaust variable valve mechanism in a first operation mode when the operating state of the engine is within a compression self-ignition range, and in a second operation mode when the operating state of the engine is within a spark-ignition range, and a first in-cylinder state quantity estimating module for estimating a first state quantity inside the cylinder relating to a burned gas amount within the cylinder.

Abstract: An optimized port plus direct injection (PFI+DI) fueling system for reducing DI-generated particulates from a spark ignition gasoline engine is disclosed. It uses information from a computational model that includes piston wetting. Means for DI particulate reduction include control of DI timing and duration as a function of various parameters. Illustrative computational results for decreasing particulates in various drive cycles are presented. These calculations illustrate large potential particulate reductions (e.g. 95%) that can be obtained relative to DI operation alone. The optimized PFI+DI system could provide DI generated particulate reduction, efficiency and cost advantages relative to operation of a DI alone engine with a gasoline particulate filter (GPF). Alternatively, it could be used in combination with a GPF to ease GPF operation requirements and provide additional particulate reduction. Techniques for reducing piston wetting generation of particles from use of DI alone are also described.

Abstract: A controller of an engine performing a premixed combustion operation and a diffusion combustion operation that are switchable in accordance with the traveling state of a vehicle, includes a detector detecting the gear position of the transmission mounted in the vehicle, and a changer changing the traveling conditions for performing the premixed combustion operation on the basis of the gear position detected by the detector.

Abstract: A fuel injection control device for an internal combustion engine, includes a fuel pressure sensor and circuitry. The fuel pressure sensor detects an actual fuel pressure of the fuel supplied to a cylinder fuel injection valve. The circuitry calculates a demanded amount of the fuel supplied to the internal combustion engine. The circuitry calculates a cylinder injection amount of fuel injected from the cylinder fuel injection valve. The circuitry corrects the cylinder injection amount to decrease in accordance with a degree of drop in the actual fuel pressure comparing to a target fuel pressure of the fuel supplied to the cylinder fuel injection valve such that fuel injection from the cylinder fuel injection valve ends by a target injection end timing. The circuitry calculates a port injection amount of the fuel injected from a port fuel injection valve based on the demanded fuel amount and the corrected cylinder injection amount.

Abstract: The control apparatus operates an engine water temperature adjustment apparatus so that the temperature of cooling water that passes through an engine head enters a first temperature region in a lean mode, and operates the engine water temperature adjustment apparatus so that the temperature of the cooling water enters a second temperature region that is lower than the first temperature region in a stoichiometric mode. When knocking is detected after switching is started from the stoichiometric mode to the lean mode, the control apparatus performs any one of a first operation to operate a variable valve apparatus so as to retard the closing timing of an intake valve, a second operation to operate an oil jet apparatus so as to increase an oil jet amount, and a third operation to operate an EGR apparatus so as to increase an EGR amount.

Abstract: Methods for controlling vacuum within a brake booster by modifying powertrain operation include determining an intake manifold vacuum in response to actuation of a brake pedal. Increasing the intake manifold vacuum if the brake booster vacuum is less than a desired brake booster vacuum. In some embodiments, the transmission is downshifted to increase engine speed and intake manifold vacuum.

Abstract: In a dual-fuel fuel injector comprising a first injector unit for a first injector operating mode using a first main fuel and a second injector unit for a second injector operating mode using a second main fuel and an injector-reservoir, the reservoir is connected at one end to a first main fuel supply and at the opposite end to a second main fuel supply with a separating element disposed in the injector reservoir so as to be movable between the opposite ends so that, in each operating mode, the full volume of the reservoir can be used for accommodating the respective main fuel.

Abstract: A method is disclosed for operating a low pressure EGR valve in a low pressure EGR route of an internal combustion engine equipped with an aftertreatment system having a urea injector upstream of a Selective Catalytic Reduction on Filter (SCRF). During a regeneration procedure of the SCRF, an enabling condition is monitored for opening the low pressure EGR valve of the low pressure EGR route when enabling condition is satisfied. The enabling condition may be satisfied if a urea injection is not performed.

Abstract: A control system of an engine is provided, which controls, by using a tumble flow, a behavior of fuel that is directly injected into a combustion chamber formed inside a cylinder of the engine. The control system includes a fuel injector for directly injecting the fuel into the combustion chamber, a tumble flow generator for generating the tumble flow within the combustion chamber, an ignition timing control module for controlling an ignition plug to ignite after a top dead center on compression stroke of the cylinder in a cold state of the engine, and a fuel injector control module for controlling the fuel injector to inject the fuel at an intake-stroke injection timing, a compression-stroke-early-half injection timing, and a compression-stroke-latter-half injection timing. The fuel injector control module controls the fuel injector to inject the fuel toward a vortex center of the tumble flow at the compression-stroke-early-half injection timing.

Abstract: A fuel injection valve is provided for a ceiling portion of a cylinder head. A tip of an ignition electrode is arranged in the vicinity of an injection tip of the fuel injection valve. A recess is provided for the ceiling portion. A center of a cavity is shifted with respect to a bore center of the cylinder. In a vertical cross-section of the inside of a combustion chamber taken along a plane passing through the injection tip of the fuel injection valve and the tip of the ignition electrode, a distance from the injection tip to a wall surface of the cavity at a side at which the ignition electrode is provided is longer than a distance from the injection tip to a wall surface of the cavity at an opposite side.

Abstract: There is provided an internal combustion engine controller and a control method thereof that can accurately estimate an EGR rate even when the humidity of intake air (the atmospheric air) changes. In the internal combustion engine controller and the control method thereof, an EGR rate is calculated based on an inner-manifold water vapor partial pressure ratio calculated based on a manifold pressure, a manifold temperature, and a manifold humidity and an inner-intake-air water vapor partial pressure ratio calculated based on an intake-air pressure, an intake-air temperature, and an intake-air humidity.

Abstract: Computational models and calculations relating to trapped and scavenged air per cylinder (APC) improve scavenging and non-scavenging operational modes of internal combustion engines as well as the transition there-between. Data from sensors which include engine speed, manifold air pressure, barometric pressure, crankshaft position, and valve state are provided to a pair of artificial neural networks. A first neural network utilizes this data to calculate the nominal volume of gas, i.e., air trapped in the cylinder. A second neural network utilizes this data to calculate the trapping ratio. The output of the first network is utilized with the ideal gas law to calculate the actual mass of trapped APC. The actual mass of trapped APC is also divided by the trapping ratio calculated by the second network to determine the total APC and is further utilized to calculate the scavenged APC by subtracting the trapped APC from the total APC.

Abstract: In one embodiment, one or more tangible, non-transitory computer-readable media stores instructions. The instructions, when executed by one or more processors, are configured to receive engine rotation timing event signals for one or more components of the engine and vibration signals indicative of movement of the one or more components, to synchronize the engine rotation timing event signals and the vibration signals to generate synchronized vibration signals, to determine whether a fault exists by comparing the synchronized vibration signals to vibration signatures, and to generate a graphical user interface (GUI) that depicts the synchronized vibration signals at angular positions of the one or more components in relation to time as the one or more components rotate during operation of the engine.

Abstract: Methods and systems are provided for improving engine start roughness. In one example, a method for reducing engine start NVH includes operating the engine with a split fuel injection while advancing injection timing as engine coolant temperature increases. The method allows for a smoother engine start while also reducing false misfire incidences.

Abstract: A target first air amount for achieving a requested torque by an operation of an intake property variable actuator is calculated by using a first parameter. A target second air amount for achieving the requested torque by an operation of a turbocharging property variable actuator is calculated by using a second parameter. A value of a first parameter changes to a value that reduces a conversion efficiency of an air amount into torque in response to the requested torque decreasing to a first reference value or lower. Further, a value of the second parameter starts to change to a direction to reduce the conversion efficiency in response to the requested torque decreasing to a second reference value that is larger than the first reference value, or lower, and gradually changes to a direction to reduce the conversion efficiency in accordance with the requested torque further decreasing from the second reference value to the first reference value.

Abstract: A multicylinder engine includes a plurality of intake ports, a plurality of in-cylinder injectors, and an electronic control unit. The electronic control unit is configured to initially set a value of a control parameter of the multicylinder engine, individually for each of the cylinders, such that there is a common regularity between a distribution among the cylinders, of a difference of the value of the control parameter of each of the cylinders from the value of the control parameter of a reference cylinder, and a distribution among the cylinders, of a difference of the distance of a narrowed portion of each of the cylinders from the distance of the narrowed portion of a reference cylinder. The control parameter is a parameter that determines an air-fuel ratio of an air-fuel mixture around an ignition plug at a time of ignition in stratified charge combustion operation.

Abstract: A method for operating a spark-ignition direct-injection internal combustion engine coupled to an exhaust aftertreatment system including a catalytic converter includes monitoring an operating state of the catalytic converter. The method further includes determining if a piston of the engine is entering an intake stroke. The method further includes injecting a first quantity of fuel into a cylinder in which the piston of the engine is entering the intake stroke, and injecting a second quantity of fuel into the cylinder in which the piston of the engine is entering the intake stroke.