Abstract: A system and method for distributing control over a drone and an active-payload carried by the drone to loosely coupled drone controller and payload controller, are disclosed. The active-payload includes a self-embedded payload controller and at least one controllable thrust source or moving weight. The drone controller identifies a current active-payload type that is coupled to the drone for performing one or more tasks and selects a control-type, which defines degrees of freedom (DOFs) to be controlled by the drone controller and released DOFs to be controlled by the payload controller, accordingly. The drone and active-payload perform the one or more task, wherein the drone controller controls maneuver instructions in drone controller controlled DOFs and simultaneously and asynchronously the payload controller controls maneuver instructions in the released DOFs by exerting controllable force or torque in the released DOFs by the at least one thrust source and/or moving weight.

Abstract: A method of controlling an ignitor for a spark-ignition engine includes receiving, by a controller, at least one of fuel quality data regarding a fuel for the spark-ignition engine or a characteristic regarding the ignitor for the spark-ignition engine. The method additionally includes controlling, by the controller, an ignition energy characteristic of the ignitor in response to the at least one of the fuel quality data regarding the fuel or the characteristic regarding the ignitor for the spark-ignition engine.

Abstract: Systems and methods for providing spark to an engine are described. In one example, engine knock limited spark timing is expressed as a straight line that is determined in response to engine knock, spark timing, and engine load. The method and system described herein may be performed without extensive engine calibration and mapping.

Abstract: A method and a device are provided for controlling an internal combustion engine, a knock sensor being provided for acquiring combustion signals of the internal combustion engine. Devices are also provided that, during running operation of the internal combustion engine, select operating ranges of the internal combustion engine that are suitable for a determination of fuel quality, and carry out a determination of the fuel quality in these ranges on the basis of signals of the knock sensor.

Abstract: A method for diagnosing a water injection into a combustion chamber of an internal combustion engine, a knock susceptibility of the internal combustion engine being ascertained from signals of a knock sensor and the knock susceptibility being evaluated in order to diagnose the water injection.

Abstract: A method for controlling a mild hybrid vehicle may include determining, by a controller, whether an engine of the mild hybrid vehicle operates based on a demand torque of a driver of the mild hybrid vehicle; determining, by the controller, a torque of a starter-generator of the mild hybrid vehicle that assists a torque of the engine according to the demand torque of the driver based on a temperature of a turbocharger of the mild hybrid vehicle when the engine is operated; and operating, by the controller, the starter-generator to assist the torque of the engine based on the determined torque of the starter-generator.

Abstract: Methods and systems are provided for mitigating knock and/or pre-ignition. Each of a spark timing retard, cylinder enrichment, and engine load limiting is adjusted based on a knock sensor output generated in a single defined crank angle window, and not based on knock sensor output generated outside the defined crank angle window. A severity of the mitigating actions is adjusted in proportion to the knock sensor output intensity with the severity of the mitigating action increased as the knock sensor output intensity increases.

Abstract: A system and method for configuring parameters for a variable gaseous appliance, comprise a sensor for detecting a composition of the gaseous fuel in a fuel tank. A first set of instructions are executable on a processor for receiving a signal from the sensor and analyzing the gaseous fuel based on the Wobbe Index, methane index, and inert gas percentage, to produce a gaseous fuel analysis. A second set of instructions are executable on the processor for producing a signal for configuring parameters of the engine for running the engine based on the gaseous fuel analysis.

Abstract: A method for controlling an internal combustion engine operating on at least partly gaseous fuel is disclosed. The method may include providing a desired burn rate profile corresponding to a desired operation of the internal combustion engine. The method may further include selecting first operating parameters such that an operation of the internal combustion engine with a first gas composition produces a first burn rate profile that corresponds to the desired burn rate profile. The method may also include operating the internal combustion engine with the first operating parameters using a second gas composition. The method may include determining that the second burn rate profile differs from the desired burn rate profile. In addition, the method may include adjusting an operating parameter from among the first operating parameters of the internal combustion engine to approach the desired burn rate profile.

Abstract: A system and method for mitigating the possibility of missing ignition coil commands is presented. In one example, one or more ignition coils may not be charged and/or discharged during a cylinder cycle in response to the absence of a voltage pulse forming at least a portion of an ignition coil command.

Abstract: Methods and systems are provided for improving combustion stability, in particular during transient operations such as tip-out to lower load conditions, when EGR is being purged. Until a desired LP-EGR rate is achieved, fuel may be delivered as a split injection with at least an intake stroke injection and a compression stroke injection. Subsequently, single fuel injection may be resumed.

Abstract: A vehicle has an engine, an exhaust aftertreatment system, an electric machine, and a controller configured to, in response to an actual engine torque output being less than an inferred engine torque, shut down the engine. A vehicle has an engine, an exhaust aftertreatment system, an electric machine, and a controller configured to, in response to an actual engine torque output being less than a first threshold and a torque request to the engine being greater than a second threshold, set a diagnostic code. A method includes receiving an actual engine torque output, receiving an engine torque request, and shutting down the engine when the actual engine torque output is less than a first threshold and the engine torque request is greater than a second threshold for a predetermined time period to limit temperature increase of a catalyst.

Abstract: Provided is a control apparatus for an internal combustion engine which can favorably achieve a good balance between the prevention of an excessive increase in the piston temperature and the prevention of deterioration of various performances of the internal combustion engine as a result of execution of abnormal combustion suppression control, even when abnormal combustion occurs continuously or substantially continuously over a plurality of cycles. An in-cylinder pressure sensor (34) is provided to obtain the in-cylinder pressure P of an internal combustion engine (10). When continuous pre-ignition is detected using the in-cylinder pressure sensor (34), the control apparatus makes it more difficult for continuous pre-ignition suppression control to be executed when the Pmax at the time of pre-ignition is low than when the Pmax at the time of pre-ignition is high.

Abstract: Embodiments for a turbocharged engine are provided. In one example, a method for operating a supercharged internal combustion engine including at least one exhaust-gas turbocharger which has a turbine arranged in an exhaust-gas discharge system and a compressor arranged in an intake system, comprises during a load increase ?pme, retarding ignition timing away from an ignition time ?Z,opt optimized with regard to efficiency and beyond an ignition time ?Z,knock, where ?Z,knock is an earliest ignition time to avoid knocking combustion.

Abstract: As one example, a fuel rail assembly for supplying pressurized fuel to a plurality of cylinders of an engine is provided. The fuel rail assembly includes a fuel rail housing defining an internal fuel rail volume having at least a first region and a second region; a fuel separation membrane element disposed within the fuel rail housing that segregates the first region from the second region. The membrane element can be configured to pass a first component of a fuel mixture such as an alcohol through the membrane element from the first region to the second region at a higher rate than a second component of the fuel mixture such as a hydrocarbon. The separated alcohol and hydrocarbon components can be provided to the engine in varying relative amounts based on operating conditions.

Abstract: A method of operating an engine including varying a level of ignition energy provided to the engine during an engine start is provided. For example, the ignition energy level may be varied responsive to the amount of alcohol in fuel delivered to the engine in order to improve cold engine starting with higher alcohol fuels.

Abstract: Methods and systems are provided for improving engine knock tolerance, in particular when rapidly ramping in LP-EGR from low levels of EGR. Until a desired LP-EGR rate is achieved, fuel may be delivered as a split injection with at least an intake stroke injection and a compression stroke injection to compensate for the transport delay in EGR filling the intake system. Subsequently, single fuel injection may be resumed.

Abstract: A method of monitoring an EGR system includes setting up an ignition timing map depending on EGR efficiency when the EGR system operates normally. An output value reflecting the driving state of a vehicle is divided into an active area and an inactive area. A detected value of ignition timing depending on the occurrence of knocking for the active and inactive areas is learned and stored. When knocking occurs in the active area, a corrected value of ignition timing influenced by only the operation of the EGR system is extracted using the difference between the detected values of ignition timing learned in the active and inactive areas. The amount of variation in the EGR efficiency influenced by the operation of the EGR system is measured by measuring the EGR efficiency by applying the corrected value of ignition timing to the ignition timing map.

Abstract: A combustion control system for a vehicle comprises a position determination module and an ethanol determination module. The position determination module determines a crankshaft angle where a predetermined percentage of a fuel was combusted within a cylinder of an engine during an engine cycle based on one of pressure within the cylinder measured by a cylinder pressure sensor during the engine cycle and torque on a crankshaft measured by a torque sensor during the engine cycle. The ethanol determination module determines an ethanol content of the fuel based on the crankshaft angle.

Abstract: A method of operating an engine including varying a level of ignition energy provided to the engine during an engine start is provided. For example, the ignition energy level may be varied responsive to the amount of alcohol in fuel delivered to the engine in order to improve cold engine starting with higher alcohol fuels.

Abstract: During operation of a spark ignition engine, an ignition system produces an output (e.g., breakdown voltage, peak secondary coil current, and spark duration) used to combust a charge (e.g., mixture of air and fuel) in an engine cylinder. Ignition output is important to consider in engines including a second fuel with high ignitability, for example in engines with a fuel reformer system. Example methods, devices and systems are included for adjusting ignition output.

Abstract: An ignition timing controller for an engine includes basic knock-limit ignition timing calculation means that calculates a basic knock-limit ignition timing on the basis of an operating state of the engine; learning-region variation calculation means that learns the knock-limit ignition timing of the engine in two operating regions and thereby calculates a learning-region variation due to octane number and a learning-region variation due to humidity in one of the operating regions; estimated variation calculation means that estimates a variation due to octane number and a variation due to humidity in a present operating state on the basis of the learning-region variation due to octane number and the learning-region variation due to humidity; and knock-limit ignition timing calculation means that calculates the knock-limit ignition timing in the present operating state on the basis of the basic knock-limit ignition timing, the variation due to octane number, and the variation due to humidity.

Abstract: Methods and systems are provided for mitigating engine pre-ignition based on a feed-forward likelihood of pre-ignition and feedback from a pre-ignition event. In response to an indication of pre-ignition, a cylinder may be enriched while an engine load is limited. The enrichment may be followed by an enleanment to restore exhaust catalyst feed-gas oxygen levels. The mitigating steps may be adjusted based on engine operating conditions, a pre-ignition count, as well as the nature of the pre-ignition.

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: A cetane number detection device for an internal combustion engine includes: fuel injection devices that injects fuel individually into cylinders; control device that executes injection of fuel from at least one of the fuel injection devices at a predetermined injection timing when the internal combustion engine is started; combustion determination device; and detection device. The combustion state determination device determines whether the state of combustion in the combustion chamber of at least one cylinder into which fuel is injected by the at least one fuel injection device is an ignition state or a misfire state. The detection device detects the cetane number of the fuel on the basis of the state of combustion in the combustion chamber.

Abstract: An ignition control system for a spark ignition internal combustion engine has: over-advancing means for over-advancing an ignition time for a cylinder of the internal combustion engine beyond an MBT; obtaining means for obtaining an adhering fuel amount that is the amount of fuel that adheres to the inner face of the cylinder of the internal combustion engine; and controlling means for controlling the over-advancing means to execute the ignition time over-advancement when the adhering fuel amount obtained by the obtaining means is equal to or larger than a predetermined amount.

Abstract: During operation of a spark ignition engine, an ignition system produces an output (e.g., breakdown voltage, peak secondary coil current, and spark duration) used to combust a charge (e.g., mixture of air and fuel) in an engine cylinder. Ignition output is important to consider in engines including a second fuel with high ignitability, for example in engines with a fuel reformer system. Example methods, devices and systems are included for adjusting ignition output.

Abstract: A method and a device for purging an injector in a fuel injector system of use in regeneration of a particle filter. The aging of fuel is determined and compared with a fuel aging threshold value, and a purge request is activated if the threshold value is exceeded. On activating the purge request the satisfaction of the conditions of purge activation are verified and, if satisfied, the purge is activated. The purge is continued while the conditions are satisfied until the quantity of fuel purged reaches a quantity of fuel to be purged.

Abstract: An ignition timing controller for an engine includes basic knock-limit ignition timing calculation means that calculates a basic knock-limit ignition timing on the basis of an operating state of the engine; learning-region variation calculation means that learns the knock-limit ignition timing of the engine in two operating regions and thereby calculates a learning-region variation due to octane number and a learning-region variation due to humidity in one of the operating regions; estimated variation calculation means that estimates a variation due to octane number and a variation due to humidity in a present operating state on the basis of the learning-region variation due to octane number and the learning-region variation due to humidity; and knock-limit ignition timing calculation means that calculates the knock-limit ignition timing in the present operating state on the basis of the basic knock-limit ignition timing, the variation due to octane number, and the variation due to humidity.

Abstract: A device for controlling an internal combustion engine which uses, as the fuel, a heavy fuel, a light fuel, an alcohol fuel and a mixture thereof, comprising a heavy fuel/light fuel ratio detector 39 capable of detecting the ratio of the heavy fuel and the light fuel, and an air-fuel ratio detector 41 for detecting the air-fuel ratio of the exhaust gas, wherein the amount of fuel injection is calculated based on the heavy fuel/light fuel ratio detector so that the air-fuel ratio becomes a target air-fuel ratio. The heavy fuel/light fuel ratio detector is diagnosed if it is in an abnormal condition based on a difference between the target air-fuel ratio and the air-fuel ratio detected by the air-fuel ratio detector while the engine temperature is in a particular temperature region. The heavy fuel/light fuel ratio detector can be correctly diagnosed if it is in an abnormal condition even when an alcohol-mixed fuel is used.

Abstract: A method is described for identifying fuel composition from an index ratio of oxygen sensors upstream and downstream of a catalyst of the engine. Different index ratios are achieved for different fuel compositions, and thus it is possible to identify fuel composition, such as fuel alcohol content, based on changes in the index ratio.

Abstract: The invention concerns a method for determining the composition of a fuel mixture from a first and at least a second fuel for operating a combustion engine, whereby the fuel mixtures of different compositions require various air/fuel ratios to achieve a stoichiometric combustion. Thereby it is provided that the air volume that has been delivered to the combustion engine, the fuel quantity that has been delivered and the oxygen content in the exhaust gas of the combustion engine are determined during one or several stationary operating phases of the combustion engine during one or several measuring phases, and in that the composition of the fuel mixture is determined from these values. The procedure allows an accurate and reliable determination of the composition of a fuel mixture for combustion engines that are operated in flex-fuel-mode.

Abstract: A Miller cycle combustion engine capable of operating on multiple fuel types, and a method of operating the engine, is provided. The engine includes a fuel type determiner to determine the fuel type, and a compression adjustor to adjust the compression of a first cylinder of the engine to match the requirement of the determined fuel type. The compression adjustor is a variable valve timing system that provides a maximum compression when a fuel type requiring maximum compression is determined, and that advances or retards the opening of the intake valve to provide lower compression when a fuel type requiring lower compression is determined.

Abstract: A control system for an internal combustion engine, which is capable of estimating a property of fuel accurately even when the engine is in an operating condition other than idling. An in-cylinder pressure sensor detects an amount of change in pressure in a cylinder #1 of the engine as a pressure change amount. An ECU calculates an amount of heat released in the cylinder #1 as a heat release amount, according to the pressure change amount. A vehicle speed sensor, a crank angle sensor, and an accelerator pedal opening sensor detect load on the engine. The ECU estimates a cetane number of fuel based on the calculated heat release amount and the detected load on the engine.

Abstract: An ignition timing is established according to alcohol concentration of fuel detected by an alcohol concentration sensor. In a torque control where a throttle opening is controlled in such a manner that an estimated torque follows an target torque, when obtaining the estimated incylinder filling air quantity, the throttle opening is varied by correcting the estimated incylinder filling air quantity according to the detected alcohol concentration. Thereby, the variation in torque due to the correction of the ignition timing according to the alcohol concentration can be compensated by the variation in torque due to the correction of the estimated incylinder filling air quantity (the throttle opening). The variation in output torque due to difference of the alcohol concentration of the fuel is decreased.

Abstract: If improper fuel (light oil or kerosene) is mixed into fuel (gasoline) supplied to the engine, a knock limit of an ignition timing is retarded. Based on such a characteristic, every when knocking is detected based on a detection signal from a knock sensor, the ignition timing is stored as the knock occurring ignition timing and the ignition timing is retarded by a predetermined amount. After repeating the above processes, it is determined whether the knock occurring ignition timing is retarded more than a determination value (for example, a retarded limit value of the knock occurring ignition timing in a case that proper gasoline is served). When the knock occurring ignition timing is retarded more than the determination value, it is determined that the improper fuel is mixed in the fuel.

Abstract: A spark-ignition type internal combustion engine, including a main tank for storing a to-be-determined fuel having an unknown self-ignition property, an auxiliary tank for accumulating a reference fuel having a known self-ignition property, and a controller. The controller is programmed to supply to a combustion chamber a blended fuel prepared by blending the to-be-determined fuel and the reference fuel at a predetermined ratio, measure a self-ignition property of the blended fuel, and determine the unknown self-ignition property of the to-be-determined fuel based on the measured self-ignition property of the blended fuel, the known self-ignition property of the reference fuel and the ratio of the blended fuel. The controller is also programmed to introduce the to-be-determined fuel after the determination from the main tank to the auxiliary tank, and store the to-be-determined fuel in the auxiliary tank such that the to-be-determined fuel serves as a next reference fuel having a known self-ignition property.

Abstract: A hybrid vehicle propulsion system and method of operation have been provided. As one example, the system comprises an internal combustion engine including at least a combustion chamber configured to propel the vehicle via at least a drive wheel, a motor configured to propel the vehicle via at least a drive wheel, an energy storage device configured to store energy that is usable by the motor to propel the vehicle, a fuel system configured to deliver gasoline and alcohol to the combustion chamber in varying relative amounts, a control system configured to operate the motor to propel the vehicle and to vary the relative amounts of the gasoline and alcohol provided to the combustion chamber in response to an output of the motor.

Abstract: If improper fuel (light oil or kerosene) is mixed into fuel (gasoline) supplied to the engine, a knock limit of an ignition timing is retarded. Based on such a characteristic, every when knocking is detected based on a detection signal from a knock sensor, the ignition timing is stored as the knock occurring ignition timing and the ignition timing is retarded by a predetermined amount. After repeating the above processes, it is determined whether the knock occurring ignition timing is retarded more than a determination value (for example, a retarded limit value of the knock occurring ignition timing in a case that proper gasoline is served). When the knock occurring ignition timing is retarded more than the determination value, it is determined that the improper fuel is mixed in the fuel.

Abstract: When a combustion feedback correction coefficient to which a predetermined value is added in correspondence to half miss firing judgment exceeds a heavy fuel judgment value (K0), heavy fuel judgment is made, and heavy fuel corresponding control for increasing the fuel amount by a combustion feedback correction coefficient (Kfb) and by prolongation of increasing fuel amount (?) immediately after the startup is performed. When startup is consecutive startup, having a small drop width of a cooling water temperature (TH), from the last engine stop, and the number of times of ignition (Nig) accumulated during the last running is smaller than a warming judgment value (Nig0) at re-startup after running under the heavy fuel corresponding control, miss firing judgment is regarded as being impossible and alternative control for increasing the fuel amount is performed instead of the heavy fuel corresponding control.

Abstract: In an embodiment, the invention provides an internal combustion engine, including a first fuel injector that supplies a first fuel to a first predetermined region in a combustion chamber, and a second fuel injector that supplies a second fuel to a second predetermined region in the combustion chamber. The second fuel has an octane number that is different than an octane number of the first fuel, and the second predetermined region is different from the first predetermined region. An ignition device is configured to start ignition of one of the first and second fuels based on an ignition signal. An operation condition detector detects at least one engine operating condition. A controller is configured to provide the ignition signal to the ignition device and to determine which one of the first and second fuels to ignite by the ignition device based on the engine operation condition.

Abstract: A method of operating a multiple combustion chamber internal combustion engine includes advancing an ignition timing of a first subset of the combustion chambers from an operating ignition timing until a knock event is detected while concurrently operating the remaining combustion chambers at the operating ignition timing. A first knock margin of the first subset of combustion chambers is determined in relation to a difference between the operating ignition timing and the ignition timing at the knock event. A characteristic of a fuel supplied to the combustion chambers is determined in relation to at least the first knock margin.

Abstract: A knock reduction system for an internal combustion engine is provided. The system includes an engine operating zone selection module that selects a current engine operating zone from a plurality of engine operating zones based on engine speed, air per cylinder, and barometric pressure. A knock detection module generates a knock detection signal based on a detection of engine knock. An octane scaler adaptation module computes an octane scaler based on the current engine operating zone and the knock detection signal wherein engine spark is controlled based on the octane scaler.

Abstract: A knock reduction system for an internal combustion engine is provided. The system includes an engine operating zone selection module that selects a current engine operating zone from a plurality of engine operating zones based on engine speed, air per cylinder, and barometric pressure. A knock detection module generates a knock detection signal based on a detection of engine knock. An octane scaler adaptation module computes an octane scaler based on the current engine operating zone and the knock detection signal wherein engine spark is controlled based on the octane scaler.

Abstract: A control system for an internal combustion engine that has at least one fuel injection valve for injecting fuel into a combustion chamber of the engine, and burns the injected fuel by compressing an air-fuel mixture in the combustion chamber. An operating condition of the engine and/or a refueling condition of a fuel tank for supplying fuel to the engine are/is detected. At least one operating parameter of the engine is changed when at least one of the engine operating condition and the refueling condition detected by the condition detecting means satisfies a predetermined condition in a predetermined low load operating condition of the engine. A cetane number of the fuel in use is estimated according to an ignition timing of the fuel detected after changing the at least one operating parameter of the engine.

Abstract: A method of operating a multiple combustion chamber internal combustion engine includes advancing an ignition timing of a first subset of the combustion chambers from an operating ignition timing until a knock event is detected while concurrently operating the remaining combustion chambers at the operating ignition timing. A first knock margin of the first subset of combustion chambers is determined in relation to a difference between the operating ignition timing and the ignition timing at the knock event. A characteristic of a fuel supplied to the combustion chambers is determined in relation to at least the first knock margin.

Abstract: A system is described using a fuel quality sensor for controlling various aspects of engine operation. In particular, an acoustic wave sensor is utilized to measure viscosity and density of gasoline fuels. This measurement is utilized to predict engine combustion quality during an engine start. Based on the prediction, the method adjusts engine operating parameters (such as fuel injection amount and ignition timing) to achieve improved vehicle driveability and engine combustion.

Abstract: A control system used with an engine determines a fuel injection timing according to a detected engine operating condition and fuel injection is executed through a fuel injection valve. The target ignition timings of the fuel are set according to the detected engine operating condition and stored in a memory. An ignition delay of the actual ignition timing relative to the target ignition timing and a cetane number of the fuel are calculated. Control values of the recirculation amount of exhaust gases are set according to the detected engine operating condition and stored in the memory. The stored control value is retrieved and the recirculation amount of exhaust gases is controlled using the retrieved control value. A correction amount of the recirculation amount of exhaust gases is calculated according to the estimated cetane number and the recirculation amount of exhaust gases is controlled using the corrected control value.

Abstract: There is provided a combustion control system for a direct-injection spark-ignition internal combustion engine, including a fuel injection valve that injects fuel directly into a cylinder of the engine to form an air-fuel mixture in a combustion chamber of the engine cylinder, a spark plug that ignites the air-fuel mixture, and a control unit that performs combustion retard control to set an ignition timing of the spark plug at a point after compression top dead center and set an injection period of the fuel injection valve at a time after compression top dead center and before the ignition timing in such a manner that a time interval from a start point of the injection period to the ignition timing increases with decrease in a temperature in the engine cylinder at a cold start of the engine.

Abstract: An internal combustion engine includes an in-cylinder injector injecting a fuel into a cylinder and an intake port injector injecting a fuel into an intake port. In the internal combustion engine, when a fuel injection ratio between the in-cylinder injector and the intake port injector is changed such that the ratio of fuel injection from the in-cylinder injector is increased, ignition timing is retard-corrected for a prescribed period after that change.