Abstract: The present invention relates to a method and apparatus for three dimensional calibration of an on-board diagnostics system. In one embodiment, the present invention is a method for calibrating an on-board diagnostic system for an automobile including the steps of generating a three dimensional surface corresponding to an engine operating under a first condition, generating a three dimensional surface corresponding to the engine operating under a second condition, and generating a three dimensional threshold surface using the three dimensional surface corresponding to the engine operating under the first condition and the three dimensional surface corresponding to the engine operating under the second condition.

Abstract: A system for measuring in-cylinder parameters utilizing an image charge measured in an engine cylinder by an in-cylinder pressure sensor due to chemi and or thermal ionization in Engine. The in-cylinder pressure sensor includes a sensing element, which is a metal sensor probe with a selective coating (e.g., metal, oxides of metal, native oxides, semiconductor, oxides of semiconductors, ceramics, glass, dielectric, etc., in the form of a coating on the metallic probe, tube, etc) in order to function in harsh, corrosive and/or elevated temperature environments. The output of the sensor can be connected to a signal-conditioning unit, which includes a low noise differential charge amplifier with an auto offset correction circuit to measure fast varying signals. The signal out from the conditioning unit can be acquired utilizing a high-speed microcontroller-based data acquisition system with suitable software to analyze and estimate parameters such as, for example, in cylinder pressure and knocking.

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: An object of the present invention is to provide an abnormality detection device that is used with an internal combustion engine having a valve drive mechanism capable of halting the drive of at least one of an intake valve and an exhaust valve, and able to detect the abnormalities of a valve drive halt function. The internal combustion engine includes a knock sensor capable of sensing the seating sound of the intake valve and/or the exhaust valve. An ECU detects whether a control signal given to the valve drive mechanism is a valve drive signal or a valve halt signal. In accordance with the result of detection by the ECU and the presence of the seating sound in an output of the knock sensor, the abnormality detection device judges whether or not the valve drive mechanism is abnormal.

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 method of preventing a pre-ignition event within a cylinder (20) of a spark ignition engine (100) involves taking in-cylinder measurements and using the measurements to determine the instantaneous heat being released within the cylinder (20) as a function crank angle. If significant heat is being released before the intended spark timing, additional fuel is injected into the cylinder (20) immediately following the detection of early heat release (pre-ignition) within the same engine cycle, preferably within 45 crank angle degrees following the detection of pre-ignition. The additional fuel quenches the heat released within the cylinder (20) to prevent a pre-ignition event.

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: 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 system for controlling combustion phasing in an internal combustion engine is provided that includes, but is not limited to a first sensor positioned within a first variable volume combustion chamber and a vibration sensor positioned outside of the first and second variable volume combustion chambers. A first signal from the first sensor is used to control the combustion process in the first variable volume combustion chamber and a combination of the first signal from the first sensor and the second signal from the vibration sensor is used to control the combustion process in the at least one second variable volume combustion chamber.

Abstract: An engine ECU executes a program that includes: calculating a median value and a standard deviation based on a calculated value based on the detected vibration of the engine; and subtracting a product of the standard deviation and a coefficient from the median value to calculate a magnitude of mechanical vibration specific to the engine. Knocking determination is carried out by comparing a knock magnitude calculated by dividing the magnitude value of the peak magnitude of the detected vibration of the engine by the magnitude of mechanical vibration specific to the engine with a predetermined determination value. Based on the knocking determination result, ignition timing of the engine is controlled.

Abstract: A device and associated method for controlling ignition timing of an internal combustion engine are provided. By comparing a determination value and knock magnitude, determination of knocking is made, and ignition timing is advanced or retarded. The device includes an operation unit that sets a correction amount of the determination value to a value corresponding to a degree of change of the determination value over time. The operation unit calculates, at a first timing, a first value related to an average value of the determination values; and calculates, at a second timing later than the first timing, a second value related to the average value of the determination values. The degree of change of the determination value is calculated as a difference between the first value and the second value.

Abstract: A combustion control system includes a magnetic torque sensor disposed between an engine and a load. The magnetic torque sensor is configured to directly measure engine torque and output a torque signal indicative of the engine torque. A control unit is communicatively coupled to the magnetic torque sensor. The control unit is configured to receive the torque signal and determine one or more combustion parameters based on the torque signal. The control unit is also configured to control one or more manipulating parameters of the engine based on the one or more combustion parameters so as to control combustion in the engine.

Abstract: The present invention relates to a method and apparatus for three dimensional calibration of an on-board diagnostics system. In one embodiment, the present invention is a method for calibrating an on-board diagnostic system for an automobile including the steps of generating a three dimensional surface corresponding to an engine operating under a first condition, generating a three dimensional surface corresponding to the engine operating under a second condition, and generating a three dimensional threshold surface using the three dimensional surface corresponding to the engine operating under the first condition and the three dimensional surface corresponding to the engine operating under the second condition.

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: The present invention is an operation control method on the basis of an ion current in an internal combustion engine, the method comprising a step of detecting the ion current generated within a combustion chamber 30 so as to control an operating state of the internal combustion engine 100 on the basis of a state of the detected ion current, wherein a control at an engine start point in time on the basis of the state of the ion current is stopped for predetermined cycles just after the engine start.

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 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 for supplying two types of fuel to an engine of a vehicle is disclosed. In one embodiment, an amount of a first fuel supplied to the engine is adjusted in response to a condition of a fuel separator. The method can improve vehicle drivability at least during some conditions.

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: An engine ECU executes a program including a step of setting a search range of the crank angle of a peak value P that is the largest integrated value in a vibration waveform of an engine detected by calculating integrated values that are integrals of output voltage values of a knock sensor for every five degrees of a crank angle such that the search range may include the crank angle increasing with increase in engine speed NE, and a step of detecting the crank angle of the largest integrated value in the search range, and setting the detected crank angle as the crank angle of peak value P in the vibration waveform. At the crank angle based on the crank angle of peak value P, the vibration waveform is compared with a knock waveform model.

Abstract: A spark ignition internal combustion engine includes a variable expansion ratio mechanism which can alter the mechanical expansion ratio, and an exhaust variable valve mechanism which can alter the timing for opening an exhaust valve. The mechanical expansion ratio and the timing for opening the exhaust valve are set depending on the engine load such that the mechanical expansion ratio increases and the timing for opening the exhaust valve is retarded to the exhaust bottom dead center side as the engine load decreases. By setting the mechanical expansion ratio in such a manner depending on the engine load, thermal efficiency can be enhanced as compared with a case where the mechanical expansion ratio is set to make the actual compression rate constant for example. Consequently, a spark ignition internal combustion engine exhibiting high thermal efficiency is provided.

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 system for an engine of a vehicle includes methanol and water injection to abate engine knock. The injection is provided directly into the cylinder.

Abstract: A knock control apparatus for an engine includes: a first determination device that determines whether the engine is knocking based on an output signal of a knocking detector provided in the engine; a controller that retards an ignition timing of the engine when the first determination device determines that the engine is knocking; and a second determination device that confirms whether the engine is knocking based on an output torque of the engine that is obtained when the controller retards the ignition timing.

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency of the engine.

Abstract: A system for an engine, comprising a cylinder located in the engine, a turbocharger coupled to the engine, a first injector for injecting a first fuel into said cylinder, wherein said first injector is a direct cylinder injector where said direct cylinder injector delivers a liquid including an alcohol, a second injector for injecting a second fuel into said cylinder, wherein said second injector is a port injector, where said port injector delivers a liquid including gasoline, a catalytic device configured to receive exhaust gases produced by at least the cylinder, and a controller configured to vary an amount of said first and second fuel injection during engine operation based on operating conditions, where amounts of variation of said first and second fuels are set to maintain a substantially stoichiometric mixture, the controller further configured to increase a relative amount of injection of the second injector in response to an indication of engine knock during a first operating condition, decrease en

Abstract: An engine ECU executes a program including: the step of increasing a determination value by a correction amount if the number of knock intensities not lower than the determination value is not smaller than a threshold value among knock intensities of a plurality of predetermined number of continuous ignition cycles; and the step of increasing the determination value by a correction amount if the number of knock intensities not smaller than the determination value is not smaller than a threshold value, among knock intensities of a plurality of ignition cycles satisfying the condition that a coefficient of correlation calculated by comparing a vibration waveform and a knock waveform model is not smaller than a threshold value, of the knock intensities of a plurality of predetermined continuous ignition cycles.

Abstract: An engine ECU executes: calculating 15-degrees integrated value integrating vibration intensity for each of six crank angle ranges; detecting an amount of change in the 15-degrees integrated value between ignition cycles; specifying two ranges having larger amounts of change; specifying a crank angle having intensity larger than that of a neighboring crank angle in a search range determined to be the same as the specified ranges; calculating a coefficient of correlation K corresponding to a difference between a vibration waveform and a knock waveform model while the specified crank angle is matched with a timing at which intensity peaks in the knock waveform model; and, if the coefficient of correlation K is larger than a threshold value K(0), determining that knock has occurred.

Abstract: Systems and methods are described, including one example method of controlling an engine having a cylinder with at least one valve operated by a variable valve mechanism (VVM) having a sensor coupled to the valve, the method comprising: adjusting at least one operating parameter in response to an indication of detonation of a combustible mixture in the cylinder, the indication based on the sensor coupled to the valve.

Abstract: An engine ECU executes a program including the steps of: calculating a correlation coefficient K based on the result of comparing a vibration waveform of an engine and a knock waveform model stored previously; calculating a magnitude value LOG(V) from the magnitude V detected based on a signal transmitted from a knock sensor; creating frequency distribution of magnitude values LOG(V) by using magnitude values LOG(V) in an ignition cycle in which the correlation coefficient K larger than a threshold K(1) is calculated; and counting knock proportion KC by using the created frequency distribution. If the vibration waveform includes a waveform of vibration of noise components, the correlation coefficient K is calculated to be smaller comparing with a case of not including it.

Abstract: Systems and methods are described, including one example method of controlling an engine having a cylinder with at least one valve operated by a variable valve mechanism (VVM) having a sensor coupled to the valve, the method comprising: adjusting at least one operating parameter in response to an indication of detonation of a combustible mixture in the cylinder, the indication based on the sensor coupled to the valve.

Abstract: An engine ECU executes a program including a step of, when it has temporarily been determined that knocking had occurred because of the presence of an integrated value greater than a product of the reference magnitude and coefficient Y among the integrated values of vibration in fourth frequency band D that includes first to third frequency bands A to C, calculating knock magnitude N using the integrated values in the synthesized waveform of first to third frequency bands A to C and correlation coefficient K calculated from a vibration waveform of fourth frequency band D. Based on a comparison between knock magnitude N and determination value V(KX), whether or not knocking has occurred is determined. If there is no integrated value greater than a product of the reference magnitude and coefficient Y, it is determined that knocking has not occurred.

Abstract: Provision is made for an internal-combustion-engine control apparatus whose knocking detectability is high regardless of the type of an engine.

Abstract: When the engine output request is increased in a state in which the valve closing timing of an intake valve (9) is before intake BDC, a target value (LT) for the maximum lift of an intake valve is changed straight away, regardless of the actual air intake amount, to a value which makes the valve closing timing of the valve become a timing which is after the BDC and is spaced away from the BDC. In this case, by drive controlling a variable valve operating mechanism (14) based upon the target value (LT), the valve closing timing of the intake valve (9) is changed straight away from before the intake BDC to after the intake BDC, which shortens the time period in which, during this changing process, the valve closing timing of the intake valve (9) is present in the vicinity of the intake BDC as much as possible.

Abstract: An engine ECU executes a program including a step of, when an absolute value of a difference between a determination value V(KX) used for determining presence or absence of knocking and a maximum value V(MAX) of magnitude value LOG(V), which is obtained by logarithmically converting a magnitude V detected based on a signal sent from a knock sensor, is greater than the product of a standard deviation ? and a coefficient U(3) in a frequency distribution of magnitude values LOG(V) for N cycle(s), setting a value obtained by adding the product of the standard deviation ? and the coefficient U(3) to the maximum value V(MAX) of the magnitude value LOG(V) as the determination value V(KX).

Abstract: A direct injection spark ignition internal combustion engine includes a fuel injection controller preventing and/or suppressing engine knocking by retarding a fuel injection timing near an intake stroke bottom dead center. The fuel injection controller retards the fuel injection timing beyond a predetermined time by injecting a required amount of fuel through two or more split injections, and the time at which to end the last split injection is set to a time later than the predetermined time.

Abstract: An engine ECU executes a program including the steps of: determining that the condition that there is a possibility of occurrence of knocking is satisfied, based on the result of comparison between a vibration waveform of an engine and a knock waveform model; calculating a 40CA integrated value by integrating magnitudes of vibration occurring in the engine for a range of crank angle of 40°; calculating a knock magnitude N by dividing the 40CA integrated value by a BGL; determining that knocking has occurred when the knock magnitude N is larger than a determination value V(KX); and determining that knocking has not occurred when the knock magnitude N is smaller than the determination value V(KX).

Abstract: A determination is made as to whether or not knocking is actually occurring inside a combustion chamber (5), and on the basis of the knocking detection result, a knocking-correlated parameter (octane number, alcohol concentration, compression ratio of the engine), which is a parameter having a correlation with knocking, is estimated. A knocking occurrence timing in the combustion chamber (5) is then predicted on the basis of the estimated knocking-correlated parameter. A knocking limit ignition timing, which is the ignition timing furthest toward the advanced side at which knocking does not occur, is calculated on the basis of the predicted knocking occurrence timing, and an ignition device (11) is controlled to perform spark ignition at the knocking limit ignition timing.

Abstract: An apparatus for minimizing spark-knock within a combustion chamber of a spark-ignition internal combustion engine, whereby a control vane mounted inside the intake runner is arranged to direct a fuel-air charge to a region inside the combustion chamber where spark-knock has been empirically determined to occur.

Abstract: An engine ECU executes a program including a step of detecting an opening degree of an accelerator pedal and a state of a power generation command to MG, if a KCS feedback execution condition is met, and a step of detecting a KCS feedback correction amount eakcs, if the accelerator is off and if during power generation load operation, and then substituting a constant AKCSI for eakcs, if eakcs is larger than a threshold value and the ignition timing is on the advance side. Since the KCS feedback correction amount eakcs is adjusted not to be excessively on the advance side, the ignition timing can be retarded promptly at the time of accelerator on, thereby avoiding occurrence of knocking.

Abstract: An engine ECU executes a program including the steps of: calculating a magnitude value LOG(V) by logarithmically converting a magnitude V of vibration occurring in an engine, calculating a median V(50) and a standard deviation ? of magnitude values LOG(V); and setting, to the product of the standard deviation ? and a factor A, a first upper limit of a determination value V(KX) that is to be compared with a knock magnitude N for determining whether or not knocking has occurred, and setting a first lower limit of the determination value V(KX) to the product of the standard deviation ? and a factor B.

Abstract: When the engine output request is increased in a state in which the valve closing timing of an intake valve (9) is before intake BDC, a target value (LT) for the maximum lift of an intake valve is changed straight away, regardless of the actual air intake amount, to a value which makes the valve closing timing of the valve become a timing which is after the BDC and is spaced away from the BDC. In this case, by drive controlling a variable valve operating mechanism (14) based upon the target value (LT), the valve closing timing of the intake valve (9) is changed straight away from before the intake BDC to after the intake BDC, which shortens the time period in which, during this changing process, the valve closing timing of the intake valve (9) is present in the vicinity of the intake BDC_as much as possible.

Abstract: An engine ECU executes a program including a step of, when an absolute value of a difference between median value V(50) of magnitude values LOG(V), which is obtained by logarithmically converting a magnitude V detected based on a signal sent from a knock sensor, and a determination value V(KX) used for determining presence or absence of knocking is greater than the product of a standard deviation ? and a coefficient U(3) in a frequency distribution of magnitude values LOG(V) for N cycle(s), setting a value obtained by adding the product of the standard deviation ? and the coefficient U(3) to the median value V(50) of magnitude values LOG(V) as the determination value V(KX).

Abstract: An engine ECU executes a program including the steps of: calculating a correlation coefficient K based on the result of comparing a vibration waveform of an engine and a knock waveform model stored previously; calculating a magnitude value LOG(V) from the magnitude V detected based on a signal transmitted from a knock sensor; creating frequency distribution of magnitude values LOG(V) by using magnitude values LOG(V) in an ignition cycle in which the correlation coefficient K larger than a threshold K(1) is calculated; and counting knock proportion KC by using the created frequency distribution. If the vibration waveform includes a waveform of vibration of noise components, the correlation coefficient K is calculated to be smaller comparing with a case of not including it.

Abstract: A method for controlling spark timing in an internal combustion engine. The method includes determining, in response to a knock sensor mounted to the engine, a spark offset to the scheduled spark timing for the engine at relatively low engine speed which is applied to the scheduled spark timing at relatively high engine speeds. This offset is applied in conjunction with a time-varying spark retardation bias. The offset is removed at a rate proportional to the time varying spark retard bias. The bias increases if either a relatively large torque is demanded from the engine or the engine is at the relatively high speed and relatively high air charge condition; otherwise, the bias is decreased with time.

Abstract: An ignition timing control apparatus can obtain high output torque without generating output torque loss, and avoid the deterioration of audibility due to successive knock occurrences. A cylinder specific ignition timing setting section includes a reference ignition timing control section, and a cylinder specific correction value setting section having correction values of the same number as that of engine cylinders. The reference ignition timing control section calculates reference ignition timing common to all the cylinders and uniformly controls the ignition timings of all the cylinders to a retard angle side to prevent the occurrence of successive knocks.

Abstract: Fuel management system for efficient operation of a spark ignition gasoline engine. Injectors inject an anti-knock agent such as ethanol directly into a cylinder of the engine. A fuel management microprocessor system controls injection of the anti-knock agent so as to control knock and minimize that amount of the anti-knock agent that is used in a drive cycle. It is preferred that the anti-knock agent is ethanol. The use of ethanol can be further minimized by injection in a non-uniform manner within a cylinder. The ethanol injection suppresses knock so that higher compression ratio and/or engine downsizing from increased turbocharging or supercharging can be used to increase the efficiency of the engine.

Abstract: An engine ECU executes a program including a step of calculating a correlation coefficient K representing a degree of agreement between a vibration waveform and a knock waveform model, a step of calculating a knock magnitude N by dividing a peak value P of magnitude in the vibration waveform by BGL, a step of determining whether knocking has occurred based on a combination of the correlation coefficient K and the knock magnitude N, in such a manner as to determine that knocking has not occurred in at least one of the case where the correlation coefficient K is smaller than a threshold value K(1) and the case where the knock magnitude N is smaller than a threshold value N(1), and a step of retarding ignition timing by a retarding amount corresponding to the combination of the correlation coefficient K and the knock magnitude N, if knocking has occurred.

Abstract: An engine ECU executes a program including a step of, when an absolute value of a difference between median value V(50) of magnitude values LOG(V), which is obtained by logarithmically converting a magnitude V detected based on a signal sent from a knock sensor, and a determination value V(KX) used for determining presence or absence of knocking is greater than the product of a standard deviation ? and a coefficient U(3) in a frequency distribution of magnitude values LOG(V) for N cycle(s), setting a value obtained by adding the product of the standard deviation ? and the coefficient U(3) to the median value V(50) of magnitude values LOG(V) as the determination value V(KX).