Abstract: Provided is a control device and a control method of a high-efficiency internal combustion engine capable of stabilizing combustion and suppressing NOx emissions without unnecessarily increasing a mounting load on an ECU. Therefore, the control device of the internal combustion engine for controlling the internal combustion engine includes an ignition plug that ignites an air-fuel mixture of fuel and air in the combustion chamber, a combustion pressure estimation sensor that detects a combustion pressure in the combustion chamber, and a crank angle sensor that detects a crank angle of a crankshaft. An MBT region is set based on an ignition delay period from an ignition timing of the ignition plug calculated from a detection value of the combustion pressure estimation sensor and a detection value of the crank angle sensor to a combustion start timing in the combustion chamber, and a combustion period from the combustion start timing to a set amount combustion end timing when a set amount of combustion ends.

Abstract: An apparatus for controlling a low-pressure EGR system may include a driving information detector configured to detect a vehicle driving state, an EGR amount detector configured to detect an amount of external EGR controlled by a low-pressure EGR valve, and a controller configured to control the low-pressure EGR valve and intake and exhaust valves of an engine, based on the result detected by the driving information detector and the EGR amount detector, wherein the controller controls timings of the intake and exhaust valves to decrease an amount of internal EGR introduced into a cylinder through an exhaust port for a predetermined time when the amount of external EGR is decreased.

Abstract: A system for project planning for an engine for determining an operating behavior of the engine to be expected under defined operating conditions of the engine includes: a plurality of sensors configured to measure respective ones of the defined operating conditions of the engine; and a knocking intensity prediction tool configured to determine the knocking intensity of the engine to be expected under the defined operating conditions of the engine.

Abstract: Methods and systems for diagnosis and control of an internal combustion engine using vibration data obtained from a vibration sensor mounted on the engine includes filtering vibration data within a predetermined engine combustion time period, where the vibration data is indicative of a vibration of an internal combustion engine, determining a peak cylinder pressure (PCP) of a combustion cycle of the internal combustion engine based on the filtered vibration data, determining a location of peak cylinder pressure (LPP) of the combustion cycle of the internal combustion engine based on the filtered vibration data, where the PCP and the LPP are indicative of a performance characteristic of the combustion cycle, and modifying an ignition timing of the internal combustion engine based on the determined PCP and LPP.

Abstract: A system for controlling propulsion of a marine vessel by a marine drive is provided, the marine drive having a marine engine that effectuates rotation of propulsor through a shift system that shifts amongst at least a forward gear position, a reverse gear position, and a neutral position. The system includes a remote control having a lever movable to provide a throttle demand input for controlling the marine engine and a shift demand input for controlling the shift system. A shift demand sensor measures a shift demand lever position to provide the shift demand input, and a throttle demand sensor measures a throttle demand lever positions to provide the throttle demand input. A control module is configured to detect shift demand sensor failure based on the shift demand lever position values and assign a predetermined throttle demand lever position as shift command position.

Abstract: In an ignition control system, a primary current control unit performs discharge generation control one or more times during a single combustion cycle. The discharge generation control allows a spark plug to generate a discharge spark. A parameter calculating unit successively calculates a parameter correlated with energy of a discharge spark. An energy density calculating unit successively calculates energy density that is energy per unit length of the discharge spark. When the energy density is greater than a predetermined value during a predetermined period after a primary current is interrupted during a single combustion cycle, an integrated value calculating unit calculates an integrated value by integrating the parameter during the predetermined period. The primary current control unit performs the discharge generation control again when the integrated value calculated by the integrated value calculating unit is less than a predetermined determination threshold.

Abstract: A control device for an internal combustion engine is programmed, during a catalyst warm-up control, to perform first fuel injection by an injector in an intake stroke, control an ignition device so as to generate a discharge spark in a predetermined period in an expansion stroke, and perform second fuel injection, at a timing retarded from a compression top dead center, such that its injection period overlaps with at least a part of the predetermined period and an end timing of the injection period is advanced from an end timing of the predetermined period. Further, the control device is programmed, during the catalyst warm-up control, to control an actual tumble ratio depending on a result of determination using a first index value representing a speed of initial combustion accompanying an ignition by the ignition device and a second index value representing a speed of main combustion accompanying the ignition.

Abstract: Methods and systems are provided for optimal operation of a gasoline particulate filter coupled to an engine exhaust system. Based on engine operating conditions, a target soot level on the GPF may be determined, and one or more engine operating parameters may be adjusted to maintain the actual GPF soot level at the target level. In one example, if the actual GPF soot level is lower than the target level, one or more of a fuel injection timing and a fuel rail pressure may be adjusted to increase soot generation, and if the actual GPF soot level is higher than the target level, the GPF may be regenerated until the actual soot level reaches the target level.

Abstract: Systems and methods for estimating when an engine event occurs is described. The system includes a controller configured to receive a first signal from at least one knock sensor coupled to a combustion engine, receive a second signal from at least one engine crankshaft sensor coupled to the combustion engine, transform the first and second signals into a plurality of feature vectors using a multivariate transformation algorithm, determine an expected window of an engine event with a statistical model, center a segment of the plurality of feature vectors around the expected window, estimate, using the statistical algorithm, a time in the expected window corresponding to when the engine event occurred, and adjust operation of the combustion engine based on the time.

Abstract: An internal combustion engine includes a piston oscillating in a cylinder linearly between a top dead centre and a bottom dead centre. A crankshaft driven by the piston via a connecting rod is connected to the rotor of a first electrical machine. The rotor co-operates electromagnetically with a stator of the first electrical machine. The stator is connected to a first current converter unit for bidirectional transmission of electrical energy. The rotor of a second electrical machine is disposed on the piston. The stator of the second electrical machine is disposed on the piston. The rotor of the second electrical machine co-operates electromagnetically with the stator of the second electrical machine. The stator of the second electrical machine is connected to a second current converter unit for unidirectional or bidirectional transmission of electrical energy. The current converter units are controlled by a control device common to the current converter units.

Abstract: A method of monitoring an operating event of a combustion engine includes receiving a noise signal sensed by a knock sensor disposed in or proximate to the combustion engine, correlating the noise signal with a fingerprint having at least an ADSR envelope indicative of the operating event, and detecting if the operating event has occurred based on the correlating of the noise signal with the fingerprint.

Abstract: An object of the present invention is to provide a technology that enables an abnormal combustion detection apparatus for a spark ignition internal combustion engine having a plurality of cylinders to detect abnormal combustion such as pre-ignition and knocking with improved accuracy. To achieve the object, according to the present invention, in an abnormal combustion detection apparatus for a spark-ignition internal combustion engine that determines or detects the occurrence of abnormal combustion by comparing a vibration intensity obtained from a measurement signal of a knock sensor and a determination threshold, when the occurrence of abnormal combustion is detected, the apparatus corrects a determination threshold for the next cylinder using as parameters the peak value of the vibration intensity at the time of the occurrence of abnormal combustion and the engine speed.

Abstract: Methods and systems are provided for improving the detection and mitigation of high speed pre-ignition. In one example, high speed pre-ignition is detected based on concurrent or sequential changes in an integrated knock sensor output in a knock window as well as a pre-ignition window. The high speed pre-ignition is addressed using cylinder fuel deactivation and/or engine load limiting to reduce the risk for run-away pre-ignition.

Abstract: A system according to the principles of the present disclosure includes a cylinder activation module and a spark timing module. The cylinder activation module selectively deactivates and reactivates a cylinder of an engine based on a driver torque request. When the cylinder is deactivated, the spark timing module selectively increases an amount by which spark timing of at least one active cylinder of the engine is retarded based on noise and vibration generated by the engine when the cylinder is deactivated.

Abstract: A turbocharger system for a vehicle comprising a turbocharger, a tank for compressed gas and an exhaust manifold conduit in fluid communication with an inlet of the turbocharger. The tank is in fluid communication with the manifold conduit and is arranged and controlled to push compressed gas into the manifold conduit during a predetermined pulse duration time period for initial compressor spin up in the turbocharger.

Abstract: A system according to the principles of the present disclosure includes a cylinder activation module and a spark control module. The cylinder activation module selectively deactivates and reactivates a cylinder of an engine. The cylinder activation module deactivates the cylinder after intake air is drawn into the cylinder and before fuel is injected into the cylinder or spark is generated in the cylinder. When the cylinder is reactivated, the spark control module selectively controls a spark plug to generate spark in the cylinder before an intake valve or an exhaust valve of the cylinder is opened.

Abstract: In a method for recognizing knocking of an internal combustion engine, solid-borne sound signals are measured and solid-borne sound features are recovered from the measured sound signals. A peak pressure for a combustion event of the internal combustion engine is estimated from the solid-borne sound features, and the estimated peak pressure is compared with a knock recognition threshold, knocking of the internal combustion engine being recognized when the knock recognition threshold is exceeded by the estimated peak pressure.

Abstract: Although a method for changing a combustion method taking place in an internal combustion engine depending on running condition is proposed, it can be considered that conditions under which a combustion noise occurs naturally differ with different methods. A detection method of prior art is not compatible with different combustion methods and the accuracy of combustion noise detection was low. Accurate combustion noise detection is enabled by identifying a combustion mode taking place in the internal combustion engine, selecting a sensed frequency or frequency band of a combustion noise sensor that detects a combustion noise in a combustion chamber of the internal combustion engine according to the combustion mode, and detecting a combustion noise.

Abstract: An internal-combustion engine achieves much higher thermodynamic cycle efficiency than it is possible to achieve in other engines of the same type. It achieves this by operating with a much higher expansion ratio, without an increase in effective compression ratio. The engine geometric compression ratio is considerably larger than it is in conventional engines of the same type. It operates unthrottled most of the time, and the control of the volume of the intake air retained in the cylinder is performed by varying the timing of the intake valve closure. Ignition timing is after the top-dead-center most of the time. Suitable coordination of ignition timing control with intake valve timing control insures that the peak combustion pressure and temperature remain within acceptable limits.

Abstract: Methods and systems are provided for selecting a group of cylinders for selective deactivation, in a variable displacement engine system, based at least on a regeneration state of an exhaust catalyst. The position of one or more valves and throttles may be adjusted based on the selective deactivation to reduce back-flow through the disabled cylinders while also maintaining conditions of a downstream exhaust catalyst. Pre-ignition and knock detection windows and thresholds may also be adjusted based on the deactivation to improve the efficiency of knock and pre-ignition detection.

Abstract: A method for setting an exhaust gas recirculation rate in an engine system having an internal combustion engine, the exhaust gas recirculation rate indicating the portion of the exhaust gas recirculated into one cylinder of the internal combustion engine with regard to the total gas quantity present in the cylinder, including: operating the internal combustion engine according to an input for the exhaust gas recirculation rate, an ignition of an air/fuel mixture being carried out in the cylinder at a certain ignition timing; adjusting the ignition timing in the cylinder of the internal combustion engine; correcting the input for the exhaust gas recirculation rate as a function of a change in an operating behavior of the internal combustion engine due to the ignition timing adjustment.

Abstract: An internal combustion engine operates in a homogeneous-charge compression-ignition combustion mode. A method for controlling the internal combustion engine in response to a fast transient event from a low-load state to a high-load state includes operating the engine with a negative valve overlap between an intake valve and an exhaust valve, and determining a preferred combustion phasing responsive to the high-load state. A preferred EGR mass and a preferred intake valve timing corresponding to the preferred combustion phasing are determined. A first intake valve timing is determined in response to a difference between the preferred EGR mass and an actual EGR mass. The intake valve timing is controlled in response to a difference between the preferred intake valve timing and the first intake valve timing.

Abstract: A knock control apparatus for internal combustion engine includes: a knock signal normalization unit that normalizes a knock signal extracted from an output signal of a knock sensor; a knock determination threshold setting unit that sets a knock determination threshold on the basis of the normalized knock signal; a knock intensity computation unit that calculates knock intensity on the basis of the normalized knock signal and the set knock determination threshold; a knock determination unit that determines a presence or absence of a knock on the basis of the calculated knock intensity; and a knock correction amount computation unit that calculates a knock correction amount to correct the calculated knock intensity in a case where an occurrence of a knock is determined. The knock signal normalization unit normalizes a standard deviation of the knock signal by dividing the knock signal by an average value of the knock signal.

Abstract: An ignition timing control device (31) has a knocking detection device (41) that detects knocking of internal combustion engine (1) and an ignition timing adjustment device (43) that receives a knocking signal outputted from the knocking detection device (41) and a signal concerning the ignition timing of internal combustion engine (1) outputted from an external electronic control unit (37) and adjusts the ignition timing of internal combustion engine (1) according to the knocking signal and the signal concerning the ignition timing. Further, the knocking detection device (41) and the ignition timing adjustment device (43) are electrically connected and formed integrally with each other.

Abstract: When preignition is detected, and an engine speed is less than a predetermined value (Nex), an air/fuel ratio is enriched (S22), and then, when the preignition is detected even after enriching the air/fuel ratio, an effective compression ratio of an engine is reduced (S23), whereafter, when the preignition is detected even after reducing the effective compression ratio, a part of injection fuel is injected in a compression stroke (S24). On the other hand, when preignition is detected, and an engine speed is equal to or greater than the predetermined value (Nex), the air/fuel ratio is enriched (S31), and then, when the preignition is detected even after enriching the air/fuel ratio, a part of the fuel is injected in the compression stroke (S32). This makes it possible to effectively suppress the occurrence of preignition while maximally avoiding deterioration in emission performance and lowering in engine power output.

Abstract: A method of controlling knocking in an internal combustion engine equipped with a device for controlling the opening of inlet valves; the control method includes the phases of: determining the occurrence of an excessive knocking in the cylinder of the internal combustion engine; and decreasing the mass of air sucked into the cylinder in which an excessive knocking has occurred by acting on the control device controlling the inlet valves of the cylinder.

Abstract: Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a knock control fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, and CMCV, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: A knock correction amount computation portion computes, on the basis of intensity of a knock in a case where the presence of an occurrence of the knock is determined, a knock correction amount by which to move a spark timing of the internal combustion engine to be on a retard side and returns the knock correction amount to be back on an advance side in a case where the absence of an occurrence of a knock is determined. In a case where a value of the knock correction amount to be on the retard side becomes equal to or exceeds a predetermined value, the knock correction amount computation portion limits and holds the knock correction amount at the predetermined value and returns the limited knock correction amount to be back on the advance side in a case where the absence of an occurrence of a knock is determined.

Abstract: A dual fuel engine operates on a gaseous fuel and a liquid fuel. The engine comprises a supply of gaseous fuel controlled by a first valve, a supply of compression ignitable liquid fuel controlled by a second valve, a control unit for controlling the supply of gaseous fuel and liquid fuel to each combustion chamber in the engine, and at least one knock sensor arranged to detect knock in each combustion chamber and to transmit an output signal proportional to the detected level of knock to the control unit. If knock is detected, the amount of gaseous fuel injected will be reduced while the amount of liquid fuel will be increased. The engine control system will subsequently adapt to the lower grade fuel and perform a calibration to operate as close as possible to the knock limit for the particular fuel.

Abstract: Methods are provided for controlling an engine in response to a pre-ignition event. A pre-ignition threshold and a pre-ignition mitigating action are adjusted based on a rate of change of cylinder aircharge. As a result, pre-ignition events occurring during transient engine operating conditions are detected and addressed different from pre-ignition events occurring during steady-state engine operating conditions.

Abstract: A control device of an internal combustion engine includes a filter processing portion which performs a filter processing on the vibration level extracted by the vibration level extraction portion, and calculates a vibration level after the filter processing; and an abnormal ignition suppression control portion which compares the vibration level after the filter processing to the abnormal ignition determination value when a retard correction equal to or greater than a predetermined value is performed by the knock control portion, in a case where it is determined that the vibration level after the filter processing is equal to or greater than the abnormal ignition determination value, determines that the abnormal ignition is generated in the internal combustion engine, corrects and controls the combustion control portion in a direction of suppressing the abnormal ignition.

Abstract: Methods and systems are provided for identifying and differentiating knock and pre-ignition using a plurality of knock sensors distributed along an engine block. By dynamically adjusting cylinder-specific assignment of the knock sensors for knock detection and pre-ignition detection based on operating conditions of each cylinder, knock and pre-ignition is more reliably identified and distinguished.

Abstract: A dual fuel engine operates on a gaseous fuel and a liquid fuel. The engine comprises a supply of gaseous fuel controlled by a first valve, a supply of compression ignitable liquid fuel controlled by a second valve, a control unit for controlling the supply of gaseous fuel and liquid fuel to each combustion chamber in the engine, and at least one knock sensor arranged to detect knock in each combustion chamber and to transmit an output signal proportional to the detected level of knock to the control unit. If knock is detected, the amount of gaseous fuel injected will be reduced while the amount of liquid fuel will be increased. The engine control system will subsequently adapt to the lower grade fuel and perform a calibration to operate as close as possible to the knock limit for the particular fuel.

Abstract: A self power circuit for ion sense circuitry is provided. The self power circuit is configured to supply the voltages required to generate and measure an ion current flow in a combustion chamber of an engine. The power circuit stores power from the current flow in the ignition coil secondary circuit during at least a portion of a sparking period for use during the ion current measurement period between sparking events. Ion current generation voltage as well as positive and negative sensor circuit power supply voltages are generated in one embodiment.

Abstract: Methods and systems are provided for improving fluid usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a knock control fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, and CMCV, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: Because opening of a flow enhancement valve affects not only a flow but also a flow rate, when the opening of the flow enhancement valve is transiently changed, if an ignition correction control is conducted on the basis of a relationship obtained in a steady operation state of the flow enhancement valve opening and the ignition timing, there occurs such a drawback that the ignition timing is set to a retard side or an advance side of the optimal point.

Abstract: An internal combustion engine control device is provided which can accurately estimate intake pipe temperature behavior during transient time even in an internal combustion engine embedded with a variable valve or a turbocharger. The internal combustion engine control device estimates transient behavior of the intake pipe temperature, on the basis of a flow rate (dGafs/dt) of gas flowing into the intake pipe, a flow rate (dGcyl/dt) of gas flowing from the intake pipe, an intake pipe pressure Pin, and a temporal changing rate (dPin/dt) of the intake pipe pressure. The device performs knocking control during transient time, on the basis of the estimated transient behavior of the intake pipe temperature.

Abstract: The apparatus of the present invention corrects a control target value of ignition timing using a multipoint learned value AGdp(n) for compensating for a change amount of the ignition timing caused by time-dependent change of the engine and a basic learned value AG(i) for compensating for a change amount of the ignition timing caused by a factor other than the aforementioned time-dependent change of the engine. In a multipoint learning range n in which the time-dependent change of the engine influences the ignition timing to a great extent, the control target is corrected using the multipoint learned value AGdp(n) and the basic learned value AG(i). In ranges other than the multipoint learning range n, the control target is corrected using only the basic learned value AG(i).

Abstract: Methods and systems are provided for improving fuel usage while addressing knock by adjusting the use of spark retard and direct injection of a knock control fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, and CMCV, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: In a method and a device which allow determination of the combustion lambda value of an internal combustion engine having at least two combustion chambers without using a lambda sensor, a predetermined first fuel quantity is metered to the first combustion chamber and a predetermined second fuel quantity is metered to the second combustion chamber, the first fuel quantity is reduced by a predetermined amount and the second fuel quantity is increased by the same predetermined amount. A first engine noise, associated with the first combustion chamber, and a second engine noise, associated with the second combustion chamber, are determined. The combustion lambda value is determined based on the first engine noise value and second engine noise value.

Abstract: Methods and systems are provided for improving fluid usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: A method is described for operating an engine of a vehicle, the engine having a combustion chamber. The method may include controlling a stability of the vehicle in response to a vehicle acceleration; and adjusting spark timing in the combustion chamber of the engine in response to a knock indication, and further adjusting spark timing in response to the vehicle acceleration to reduce surge.

Abstract: The present variable compression ratio V-type internal combustion engine is a variable compression ratio V-type internal combustion engine which joins cylinder blocks of two cylinder groups and makes the joined cylinder block move relatively to a crankcase, wherein at each relative movement position of the joined cylinder block, the intake valve closing timings of the cylinders are controlled so that the actual compression ratios of the two cylinder groups become equal and thus the temperature difference and pressure difference in the cylinders at top dead center between the two cylinder groups are reduced.

Abstract: Control apparatus for an internal combustion engine including: a second knock detection unit for detecting occurrence of a second knock due to an effective compression ratio when ignition timing is on a retard side of a predetermined value in the case where a first knock is detected; a second knock suppression unit for suppressing the second knock when the second knock is detected; a first abnormal ignition detection means for detecting occurrence of first abnormal ignition due to the pre-ignition or the post-ignition when a knock intensity of the second knock is equal to or larger than a predetermined value; and a first abnormal ignition suppression unit for suppressing the first abnormal ignition by performing fuel control for the internal combustion engine when the first abnormal ignition is detected.

Abstract: Methods and systems are provided for improving fluid usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.

Abstract: Methods and systems are provided for identifying and differentiating knock and pre-ignition using a plurality of knock sensors distributed along an engine block. By dynamically adjusting cylinder-specific assignment of the knock sensors for knock detection and pre-ignition detection based on operating conditions of each cylinder, knock and pre-ignition is more reliably identified and distinguished.

Abstract: A method is described for operating an engine of a vehicle, the engine having a combustion chamber. The method may include controlling a stability of the vehicle in response to a vehicle acceleration; and adjusting spark timing in the combustion chamber of the engine in response to a knock indication, and further adjusting spark timing in response to the vehicle acceleration to reduce surge.

Abstract: An engine control apparatus is provided with an engine, an ignition device, a valve timing changing mechanism, an intake valve close timing detecting device, a supercharger and a controller. The engine achieves a Miller cycle by the valve timing changing mechanism setting an intake valve close timing to occur after a bottom dead center timing. The controller controls an ignition timing of the ignition device, the open timing of the intake valve and the close timing of the intake valve. The controller retards the ignition timing during supercharging and when a detected value of the intake valve close timing is earlier than a target value of the intake valve close timing by at least a prescribed value in comparison with a situation in which the detected value matches the target value of the intake valve close timing.

Abstract: Methods and systems are provided for improving fluid usage while addressing knock by adjusting the use of spark retard and direct injection of a fluid based on engine operating conditions and the composition of the injected fluid. One or more engine parameters, such as EGR, VCT, boost, throttle position, are coordinated with the direct injection to reduce torque and EGR transients.