Abstract: In one embodiment, a determination is made of whether or not in a condition in which a compressed gas temperature will reach a fuel self-ignition temperature by only a compression operation in the compression stroke, and in a case where the compressed gas temperature will reach the fuel self-ignition temperature, pilot injection is judged to be unnecessary, so this pilot injection is prohibited.

Abstract: An engine control system for a homogeneous charge compression ignition (HCCI) engine includes a position determination module, a position correction module, and a valve control module. The position determination module determines an initial position of an exhaust gas recirculation (EGR) valve based on a predetermined function of a desired EGR flow, intake manifold pressure, exhaust manifold pressure, and exhaust gas temperature. The position correction module determines a position correction for the EGR valve based on pressure in a cylinder of the HCCI engine. The valve control module commands the EGR valve to the initial position during a transition from spark ignition (SI) combustion to HCCI combustion, and commands the EGR valve to a final position within a predetermined period after the transition, wherein the final position includes a sum of the initial position and the position correction.

Abstract: Various systems and methods are described for controlling operation of a motor vehicle based on a sensor. One example method comprises receiving sensed parameter data from the sensor, receiving calibration data from the sensor, and adjusting a vehicle operating parameter in response to the sensed parameter data and the calibration data.

Abstract: The present invention relates to a method of improving vaporization of a fuel injecting an engine that can work at least a conventional mode during a high load and an at least partly homogeneous mode with an intake, compression, combustion and exhaust phase during the high load, said engine comprising at least one cylinder, a combustion chamber, at least one intake valve associated with an intake pipe, at least one exhaust valve with an exhaust pipe, control means for controlling opening-closing of the at least one valve and fuel injection means.

Abstract: An internal-combustion engine can be operated in a homogeneous charge compression ignition mode at least under certain operating conditions. The combustion mixture present in the combustion chamber reaches auto-ignition conditions and ignites itself. The internal-combustion engine includes a triggering unit for triggering the auto-ignition during the homogeneous charge compression ignition mode before the auto-ignition conditions have been reached. The triggering unit is constructed as a corona ignition system and can be operated for triggering the auto-ignition during the homogeneous charge compression ignition mode, particularly by generating a non-thermal plasma.

Abstract: A method for operating a direct-injection internal combustion engine includes unevenly distributing load among a plurality of cylinders by operating a portion of the plurality of cylinders in a spark ignition mode and the remaining portion of the plurality of cylinders in a homogeneous charge compression ignition mode.

Abstract: Provided is a control device of a direct injection engine, the control device that can prevent the amount of emission of soot from increasing and the exhaust performance from worsening when a restart request is made before an engine is stopped after an idle stop condition is satisfied. When a restart request is made before an engine is stopped after an idle stop condition is satisfied, at least one of the number of fuel injections in one combustion cycle and the air/fuel ratio of an air fuel mixture used for combustion is changed for each cylinder according to a piston position at that time.

Abstract: A method for operating a hybrid drive of a motor vehicle in particular. An internal combustion engine is connected to a generator via a force-conducting connection. In a learning mode, the generator is operated as a motor and drives the internal combustion engine. In this learning mode, a so-called zero quantity calibration is performed.

Abstract: A control system and method for operating an engine includes an HCCI mode control module operating an engine in a homogeneous charge compression (HCCI) mode. The control system also includes a difference module determining an actual difference between a desired torque amount and a spark ignition (SI) threshold. An SI mode control module operates the engine in a SI state when the actual difference is above a threshold band. A HCCI mode control module operates the engine in the HCCI mode for a predetermined time when the actual difference is within the torque threshold band. The HCCI mode control module operates the engine in the HCCI mode when the actual difference is below the torque threshold band.

Abstract: A control system and method for operating an engine includes a transition module that commands engine control from a first homogeneous charge compression ignition (HCCI) mode to a second HCCI mode. The control system also includes a fuel delivery module that operates the engine in a stratified charge operation mode after commanding engine control from the first HCCI mode to the second HCCI mode and discontinues the stratified charge operation thereafter.

Abstract: A method for controlling an internal combustion engine includes monitoring an engine operating state and selectively operating the engine in a multiple-injection, multiple-ignition combustion mode comprising three injection events based upon the engine operating state. The selective operation includes controlling a first injection during a recompression period of the combustion cycle, controlling a second injection event effective to establish a homogeneous fuel charge prior to a main combustion, and controlling a third injection late in the compression phase of the combustion cycle.

Abstract: For providing a combustion control device capable of decreasing unburned HC caused by a fuel attaching to a bore wall of a cylinder and unburned HC/CO produced by excessive diffusion of the fuel in premixed charge compression ignition combustion, an injector control unit controls an injector so as to start an initial fuel injection when a crank angle corresponds to an initial fuel injection start time when a piston arrives at such a position that the fuel injected from the injector reaches a lip but falls short of reaching a bore wall face of a cylinder, and terminate a final injection when the crank angle corresponds to a final fuel injection end time, when the piston arrives at such a position that the fuel injected from the injector reaches the lip but falls short of reaching a region below the lip in a cavity.

Abstract: A method and a device for operating an internal combustion engine and an internal combustion engine are described, the fuel being injectable directly into a combustion chamber in particular via at least one first injector and also being injectable into an intake manifold in particular via at least one second injector. For injection of fuel in a full-load operating state of the internal combustion engine, a first selection is made from the at least one first injector and the at least one second injector having a first metering range, including a full-load injection quantity required for the full-load operating state. For injection of fuel in a partial-load operating state of the internal combustion engine, a second selection is made from the at least one first injector and the at least one second injector having a second metering range, including the adjustment of a minimum fuel injection quantity required for operating the internal combustion engine.

Abstract: An engine is transitioned from a first combustion mode to a second combustion mode. Phase and lift of the intake and exhaust valves are sequentially adjusted corresponding to intake air cylinder volume and residual gas cylinder volume corresponding to the first and second combustion modes.

Abstract: In a fuel injection valve used for an internal combustion engine, a valve closing lag time due to fluid resistance in a fuel path is shortened to decrease a minimum injection limit. More specifically, in the fuel injection valve in which an anchor is attracted to an end face part of a stationary core having a fuel path formed at a center part thereof by means of electromagnetic force, and in which a fuel injection hole is opened and closed by controlling a valve disc driven in conjunction with the anchor, there are provided a fuel reservoir part at a center part of an upper end face part of the anchor, a through hole extending axially in a fashion that an end part thereof is open to the fuel reservoir part, and a fuel path extending radially outward from the fuel reservoir part so that fuel is fed to a magnetic attraction gap between an upper end face part of the anchor and a lower end face part of the stationary core.

Abstract: An ECU controls to inject a small amount of fuel in an expansion/exhaust stroke under constraint of the minimum fuel injection capability of an injector at the time of warming-up of a catalyst. The ECU controls injection of fuel in expansion/exhaust strokes (expansion/exhaust stroke injection) at the time of warming-up of a catalyst. Fuel injection control is performed so that when temperature of the catalyst becomes higher than a predetermined temperature, fuel injection in the expansion/exhaust strokes is performed for a period of a predetermined ratio in a selected cycle period. The expansion/exhaust stroke injection is not performed in the other period. By effectively utilizing oxygen absorbed on the catalyst, while suppressing slip HC, the activation time of the catalyst can be shortened.

Abstract: A control system and method for operating an engine includes a spark ignited (SI) control module controlling the engine in a spark ignited mode, a pre-homogeneous charge compression (HCCI) module controlling the engine in an HCCI mode after the spark ignited mode, and an HCCI module controlling the engine in an HCCI mode after the pre-HCCI mode. The SI module controls the engine in the SI mode after the HCCI mode.

Abstract: The present invention relates to a method of controlling the combustion of a spark-ignition internal-combustion engine, in particular a supercharged engine, wherein the engine comprises at least one cylinder (12) with a combustion chamber (14), intake means (16), exhaust means (22) and fuel supply means (44) allowing a fuel mixture to be achieved in said combustion chamber. According to the invention, the method consists in: establishing, between a slow engine speed (Rf) and a low engine speed (Rb), a curve (C2) of the limit values (P2) of the load of cylinder (12) above which pre-ignition of the fuel mixture is favored, evaluating the effective cylinder load, heterogenizing, between the slow engine speed (Rf) and the low engine speed (Rb), the fuel mixture when the evaluated load value is close to the limit value (P2) established.

Abstract: An internal combustion engine is selectively operative in one of a plurality of combustion modes. A method for controlling the engine includes commanding the engine operation to transition from a first combustion mode to a second combustion mode. Engine valve operation is commanded to a desired valve overlap and valve overlap is monitored. Engine operation is changed to the second combustion mode when the engine valve overlap achieves a predetermined range or threshold.

Abstract: A control apparatus which is capable of ensuring both high-level stability and accuracy of control, even when controlling a controlled object having extremal characteristics or a controlled object a controlled object model of which cannot be represented. The control apparatus 1 includes a cooperative controller 30, an onboard model analyzer 40, and a model corrector 60. The model corrector 60 calculates the model correction parameter matrix ?, so as to correct the controlled object model defining the relationship between the intake opening angle ?lin and the exhaust reopening angle ?rbl and the indicated mean effective pressure Pmi. The onboard model analyzer 40 calculates first and second response indices RI1 and RI2 representative of correlations between ?lin, ?rbl, and Pmi, based on the controlled object model corrected using ?.

Abstract: A spark ignition internal combustion engine is equipped with a fuel pressure sensor for detecting a viscosity of fuel supplied to a fuel injector based on a variation in a fuel pressure. In a case of stratified combustion by a spray guided injection, an ECU advances a fuel injection start timing of the fuel injector 4 according to the detected viscosity of the fuel. Thus, even if the viscosity of the fuel is significantly high, the fuel-rich area is well formed at a vicinity of the discharge electrode so that a preferable combustion condition can be maintained.

Abstract: For the direct re-entry in the CAI operating mode following a pull fuel cut off phase the CAI specific valve lift is maintained during its pull fuel cut off phase. Upon a request signal for the CAI re-entry after the closing time of the particular cylinder, an advance fuel injection quantity is injected in the combustion chamber and externally ignited and combusted in the following CAI interim compression phase of the exhaust stroke, as a result of which hot exhaust gas is formed in the combustion chamber, fresh air is drawn into the combustion chamber during the following intake stroke, a main fuel injection quantity is injected in a main compression phase during the following compression stroke, and the exhaust gas content brought about from the earlier auxiliary fuel injection, is mixed with the air-fuel mixture newly introduced for the main ignition to form a self-ignitable, homogenous fresh air-exhaust gas-fuel mixture.

Abstract: Procedure for the transition of an internal combustion engine, particularly a gasoline engine with direct gasoline injection and with a partially variable valve-train assembly, from an initial mode of operation into a target mode of operation, whereby the initial mode of operation and the target mode of operation are either a mode of operation with an externally-supplied ignition or one with self-ignition. The procedure comprises the procedural steps: Adaptation of the operating parameters of the initial mode of operation to the required values for the target mode of operation in a map-based pilot control phase Changeover of the mode of operation after the map-based pilot control phase Closed-loop control of the operating parameters after the changeover.

Abstract: A method for adjusting fuel injection of an engine is disclosed. In one example, fuel injection timing is adjusted to account for fuels having different cetane numbers. Operation of the engine may be improved especially during conditions where combustion phase may vary.

Abstract: A system for starting an engine is described. In one example, the engine is supplied two fuels via two injectors. The method may improve engine starting and reduce engine emissions.

Abstract: An engine control system for a homogenous charge compression ignition (HCCI) engine includes a fuel injector temperature determination module and a fuel injector control module. The fuel injector temperature determination module determines a temperature of a tip of a fuel injector based on a first temperature model when the HCCI engine is operating in an HCCI combustion mode, and determines the temperature of the tip of the fuel injector based on a second temperature model when the HCCI engine is operating in a spark ignition (SI) combustion mode. The fuel injector control module controls a fuel injector pulse width based on the determined temperature and a predetermined temperature threshold, wherein the fuel injector pulse width increases when the determined temperature is greater than the predetermined temperature threshold.

Abstract: A premixed compression ignition type engine is operated while change over between spark ignition combustion and compression ignition combustion. This engine has a negative overlap period during steady operation under compression ignition combustion. In the same cylinder, a valve-closing timing of an exhaust valve during steady operation under spark ignition combustion is retarded with respect to the valve-closing timing thereof after the change over. In a case where an intake valve is first changed over after start of the change over from spark ignition combustion to compression ignition combustion, the valve-opening timing of the intake valve during a change over period from spark ignition combustion to compression ignition combustion is in an advanced state with respect to the valve-opening timing thereof during steady operation under spark ignition combustion.

Abstract: An internal combustion engine includes two-step variable lift control mechanisms configured to control magnitude of valve lift of intake and exhaust valves to one of two discrete steps including low-lift valve open positions and high-lift valve open positions. A method for operating the engine includes commanding a transition from a first combustion mode to a second combustion mode. Upon commanding the transition, closing of a plurality of secondary throttle valves configured to control intake airflow to a plurality of intake runners upstream of a plurality of intake valves is initiated. Positions of the plurality of secondary throttle valves are then adjusted to achieve a preferred air charge. The two-step variable lift control mechanisms are then commanded to switch from a first of the two discrete steps to a second of the two discrete steps.

Abstract: A method for controlling a powertrain includes selectively initiating an ammonia generation cycle, including injecting fuel into a combustion chamber of an engine before a primary combustion event to a calibrated air fuel ratio in a range lean of stoichiometry based upon generation of NOx within the combustion chamber, injecting fuel into the combustion chamber after the primary combustion event based upon an overall air fuel ratio in a range rich of stoichiometry and resulting generation of molecular hydrogen, and utilizing a catalyst device between the engine and a selective catalytic reduction device to produce ammonia.

Abstract: The invention relates to a method for determining the ignitability of fuel, particularly of diesel, biodiesel, gas-to-liquid or biomass-to-liquid fuel, with an unknown fuel quality for an internal combustion engine. Provision is made for the density of the fuel to be ascertained and for the ignitability to be derived from this.

Abstract: A method for adjusting fuel injection timing in an internal combustion engine including a cylinder and configured to operate multiple fuel injections in the cylinder per combustion cycle includes monitoring in-cylinder pressure through a first combustion cycle, determining actual combustion phasing metrics based upon the in-cylinder pressure, monitoring a baseline fuel injection timing comprising a first injection timing and a second injection timing, providing expected combustion phasing metrics based upon the baseline fuel injection timing, comparing the actual combustion phasing metrics to the expected combustion phasing metrics, and adjusting the baseline fuel injection timing in a second combustion cycle based upon the comparing.

Abstract: A method for designing internal combustion engines can include selecting a compression ratio that produces a compression temperature just below the autoignition temperature of a fuel/air mixture, selecting a fuel equivalence ratio that produces a combustion temperature below the threshold temperature at which NOx formation or autoignition of the mixture occurs, and selecting an expansion ratio greater than the compression ratio.

Abstract: An engine controller capable of reducing torque fluctuation and the like in change between spark ignition combustion and homogeneous charge compression ignition combustion is provided. Spark ignition burning mode or homogeneous charge compression ignition burning mode is selectively set as burning mode according to the operating state of an engine. In spark ignition burning mode, a spark plug is used. In homogeneous charge compression ignition burning mode, fuel is burned utilizing pressure rise in a combustion chamber in conjunction with the ascent of a piston. The burning mode is changed between these modes. In transition for change between the spark ignition burning mode and the homogeneous charge compression ignition burning mode, the following measure is taken: a period during which the lift amount and/or the valve opening period (IVevent) of an intake valve is made smaller than a set value for the homogeneous charge compression ignition burning mode is provided.

Abstract: An engine includes a fuel injector support element to support a fuel injector and define a first opening through which the fuel injector can inject fuel. A first piston defines a substantially cylindrical inner chamber and a portal into the substantially cylindrical inner chamber. One or more second pistons are arranged to reciprocate inside the substantially cylindrical inner chamber and to define, in cooperation with the substantially cylindrical inner chamber, a combustion chamber. The first fuel injector support element and the first piston are arranged such that, during engine operation, the first piston reciprocates relative to the first fuel injector support element to thereby cause the first opening and the first portal to move in and out of alignment with one another.

Abstract: Various systems and methods are described for controlling operation of engine cylinders, where each cylinder has a first and second injector for delivering fuel. One example method maintains air-fuel ratio in the exhaust by adjusting fuel injection of a common fuel injector type among the cylinders, where different cylinders operate with different combinations of injectors.

Abstract: A method for operating an internal combustion engine having a plurality of controllable engine actuators includes operating the engine in a first combustion mode using a first control scheme while simultaneously simulating operating the engine in a second combustion mode using a second control scheme and in accordance with simulated control settings for the plurality of controllable engine actuators, and transitioning operation of the engine to the second combustion mode using the second control scheme and initially in accordance with the simulated control settings for the plurality of controllable engine actuators.

Abstract: A control system for a homogeneous charge compression ignition (HCCI) engine includes a fuel requirement estimation module, a torque estimation module, and a torque control module. The fuel requirement estimation module estimates a fuel requirement of the HCCI engine based on a desired indicated mean effective pressure (IMEP) of cylinders in the HCCI engine. The torque estimation module estimates a torque output of the HCCI engine based on the estimated fuel requirement. The torque control module adjusts the torque output of the HCCI engine based on the estimated torque output and a desired torque output.

Abstract: An internal-combustion engine can be operated in a homogeneous charge compression ignition mode at least under certain operating conditions. The combustion mixture present in the combustion chamber reaches auto-ignition conditions and ignites itself. The internal-combustion engine includes a triggering unit for triggering the auto-ignition during the homogeneous charge compression ignition mode before the auto-ignition conditions have been reached. The triggering unit is constructed as a corona ignition system and can be operated for triggering the auto-ignition during the homogeneous charge compression ignition mode, particularly by generating a non-thermal plasma.

Abstract: An engine includes an electronically controlled mixing ratio control valve with a first inlet fluidly connected to a source of gasoline, and a second inlet fluidly connected to a source of compression ignition fuel, such as distillate diesel fuel. An outlet from the mixing ratio control valve is fluidly connected to a fuel inlet of at least one fuel injector. The mixing ratio control valve varies a mixture ratio of gasoline to compression ignition fuel responsive to a control signal communicated from an electronic controller. The blended fuel may be pressurized to injection levels in the fuel injector, and injected directly into the engine cylinder. The compression ignition fuel is compression ignited, which in turn ignites the gasoline to produce a lower and better combination of undesirable emissions as a result of the combustion process.

Abstract: A system and method are disclosed for fabricating and running an engine in two modes. The first mode is an efficiency mode having a high compression ratio and efficiency for low to medium loads. The second mode is a power mode having high power density for higher loads. The system may use a lean mixture in the efficiency mode, which mixture is made richer for more power in the power mode. The system may also use ignition timing to allow the efficiency mode and the high power mode to be at the same mixture.

Abstract: A variable-geometry turbocharger and a low-pressure EGR passage are provided. The variable-geometry turbocharger includes a turbine provided in an exhaust passage, and a compressor provided in an intake passage. In the variable-geometry turbocharger, the cross sectional area of a path through which exhaust gas passes is adjusted by adjusting the opening degree of a nozzle vane. The low-pressure EGR passage connects the area of the exhaust passage downstream of the turbine to the area of the intake passage upstream of the compressor. The EGR gas is recirculated to the intake passage through the low-pressure EGR passage. The EGR gas is directed to flow through the low-pressure EGR passage when a vehicle is decelerating or when fuel supply to the internal combustion engine is cut off. The pressure in the intake passage is adjusted toward a target pressure by adjusting the opening degree of the nozzle vane when the EGR gas flows through the low-pressure EGR passage.

Abstract: A fuel injection control apparatus for an internal combustion engine includes a fuel injection portion that performs each of first fuel injection for performing stratified-charge combustion, and second fuel injection for performing homogeneous-charge combustion; and an injection distribution ratio control portion that controls an injection distribution ratio. The injection distribution ratio control portion controls the injection distribution ratio to a target injection distribution ratio set based on a predetermined engine condition after start of the engine. An initial injection distribution ratio is set based on an engine condition at a time of start of the engine, and a change in the injection distribution ratio is controlled by referring to the engine condition after the start of the engine, when the injection distribution ratio is changed from the initial injection distribution ratio to the target injection distribution ratio.

Abstract: Combustion mode transitions in a hybrid powertrain are managed by coordinated control of engine valve train, engine fueling and electric machine torque generation.

Abstract: A compression ignition engine uses two or more fuel charges having two or more reactivities to control the timing and duration of combustion. In a preferred implementation, a lower-reactivity fuel charge is injected or otherwise introduced into the combustion chamber, preferably sufficiently early that it becomes at least substantially homogeneously dispersed within the chamber before a subsequent injection is made. One or more subsequent injections of higher-reactivity fuel charges are then made, and these preferably distribute the higher-reactivity matter within the lower-reactivity chamber space such that combustion begins in the higher-reactivity regions, and with the lower-reactivity regions following thereafter.

Abstract: A system and a method of facilitating fuel vaporization in a directly injected internal combustion engine are provided. As one example, vaporization may be improved by coordinating the timing of the directly injected fuel with intake valve opening while also utilizing negative valve overlap between the intake and exhaust valves to generate reduced pressures within the cylinder.

Abstract: A compression-ignition internal combustion engine includes a plurality of combustion chambers operating in a four-stroke combustion cycle and is configured to operate at a geometric compression ratio greater than 10:1. A method for operating a the engine includes forming a fuel/air charge by injecting fuel into each combustion chamber during a compression stroke, wherein the injection is completed prior to any combustion within the combustion chamber. The method further includes operating the engine to manage temperature of the fuel/air charge in the combustion chamber below an auto-ignition point of the fuel/air charge, and providing a spark discharge in the combustion chamber subsequent to injecting the fuel and in advance of the fuel/air charge achieving an auto-ignition temperature.

Abstract: An engine is transitioned from a first combustion mode to a second combustion mode. Phase and lift of the intake and exhaust valves are sequentially adjusted corresponding to intake air cylinder volume and residual gas cylinder volume corresponding to the first and second combustion modes.

Abstract: A control system for an engine comprises an air per cylinder (APC) generating module that generates measured and desired APC values. A combustion transition module selectively transitions the engine from spark ignition (SI) combustion to homogeneous charge compression ignition (HCCI) combustion and from HCCI combustion to SI combustion. A spark control module selectively retards spark during the transitions based on a ratio of the measured APC value and the desired APC value. Alternately, spark retard can be based on measured and desired engine torque representing values (ETRVs).

Abstract: An internal combustion engine is operative in a spark ignition combustion mode and a controlled auto-ignition combustion mode. Operating the engine includes commanding a transition from a first combustion mode to a second combustion mode. A change in openings and closings of the intake and exhaust valves is commanded to a preferred duration of a negative valve overlap period corresponding to operating in the second combustion mode. Fuel injection parameters and spark ignition events are adjusted to effect operation in the second combustion mode only when a realized duration of the negative valve overlap period exceeds a predetermined threshold.

Abstract: An engine is operated with a first cylinder to provide a net flow of gases from the engine intake to the engine exhaust while a second cylinder returns combusted gases back to the intake to control a timing of auto-ignition combustion in the first cylinder.