Abstract: Embodiments for crankshaft tooth sensing are provided. A method may include identifying a first tooth characteristic of a tooth of a plurality of teeth on the crank pulse wheel. The first tooth characteristic is identified by a first sensor element sensing along a first axis of a magnetic field and identifying a second tooth characteristic of the tooth with a second sensor element sensing along a second axis of the magnetic field. The method also includes identifying a tooth type for the tooth based on the first tooth characteristic and the second tooth characteristic. The method further includes identifying a sliding buffer for a set of N teeth of the plurality of teeth on the crank pulse wheel. A buffer value is calculated for the sliding buffer corresponding to the N set of teeth. The angular position of the crank pulse wheel is determined based on the buffer value.

Abstract: A method for controlling a mild hybrid vehicle is disclosed. The method includes determining, by a controller, whether a state of charge (SOC) of a first battery that supplies electric power to a starter-generator exceeds a reference value. The method further includes operating, by the controller, the starter-generator and a starter that is separate from the starter-generator and receives electric power from a second battery at a voltage lower than that of the first battery. A combustion engine of the mild hybrid vehicle is started using the starter-generator and the starter when it is determined that the state of charge of the first battery exceeds the reference value and it is determined that an ambient air temperature of the engine exceeds a temperature reference value.

Abstract: A system includes a cylinder, a piston, a sensor configured to detect vibrations of the cylinder, piston, or both that correspond with varying pressures within the cylinder, and a controller coupled to the sensor. The controller is configured to receive a first signal from the sensor corresponding with first vibrations of the cylinder and to deduce from the first signal a first operating value of a parameter indicative of peak firing pressure at a first time, to compare the first operating value with a baseline value of the parameter indicative of peak firing pressure to detect a change in peak firing pressure, to receive a second signal from the sensor corresponding with second vibrations of the cylinder and to deduce from the second signal a second operating value of the parameter indicative of peak firing pressure at a second time, and to compare the second operating value with the baseline value to confirm the change in peak firing pressure.

Abstract: An apparatus for starting an engine of a mild hybrid electric vehicle may include: an ignition switch including a plurality of contact points; an external temperature detector configured for detecting an external temperature of the mild hybrid electric vehicle; an SOC detector configured for detecting a state of charge (SOC) of a battery; a mild starter & generator (MHSG) including a stator and a rotor disposed inside the stator, and starting the engine or generating electricity according to an output of the engine; a starter starting the engine; an MHSG wheel rotating integrally with the rotor, and having at least three teeth on a circumference thereof; an MHSG position detector configured for detecting positions of the teeth; and a controller determining a top dead center (TDC) of a predetermined cylinder based on a signal of the MHSG position sensor.

Abstract: An apparatus for starting an engine of a mild hybrid electric vehicle may include: an ignition switch including a plurality of contact points; a mild hybrid starter & generator (MHSG) including a stator and a rotor internally disposed within the stator, and starting the engine or generating electricity according to an output of the engine; an MHSG wheel rotating integrally with the rotor, and having at least three teeth on a circumference thereof; an MHSG position detector configured for detecting positions of the teeth; and a controller configured for determining a top dead center (TDC) of a predetermined cylinder according to a signal of the MHSG position detector, and rotating the MHSG to start the engine.

Abstract: When the concentration of alcohol is high, the timing of ignition is controlled upon the lapse of a delay time Tig from a reference timing t as a timing when a reference angle ?ref that is more advanced than a top dead center is detected. It should be noted, however, that the timing of ignition is controlled to a timing when a retarded angle aop is detected, if it is determined that a misfire has occurred.

Abstract: The compression self-ignition engine fuel injection control device is configured to, during one combustion stroke, perform multiple fuel injections to induce multiple combustions in a cylinder. The fuel injection control device comprises a PCM (70) configured to set an interval between a pre-injection and a main injection in the multiple fuel injections, so as to allow valley regions of a curve indicative of a frequency characteristic of a combustion pressure wave generated by the multiple combustions to fall within respective ranges of a plurality of resonant frequency bands of a structure of an engine body of the engine, wherein the PCM is operable to increase a fuel injection amount of the pre-injection more largely as an engine load becomes lower at the same engine speed.

Abstract: When single-injection control is executed, processing for initiating full injection is executed at a crank angle immediately before initiation of each fuel injection among crank angles at crank angle intervals of 30°. When multi-injection control is executed, processing for initiating the fuel injection is executed at a crank angle immediately before the initiation of the each fuel injection among crank angles at crank angle intervals of 10°.

Abstract: Method to control the sealing of a blow-by gas breather circuit of an internal combustion engine, comprising a separator device to agglomerate the particles of finely atomised lubricating oil and to remove the solid particulate particles and having an outlet connected by a pipe to an intake pipe through which the gas purified from the lubricating oil and the particulate flows out and a pressure sensor; the method providing the following steps: acquiring the signal coming from said pressure sensor; filtering the signal coming from the pressure sensor; integrating over time the square of the filtrated signal coming from the pressure sensor; and determining the sealing of the pipe according to the integrated signal which is the combustion energy generated by the internal combustion engine.

Abstract: A system includes at least one sensor for sensing at least one of vibration, pressure, acceleration, deflection, or movement within a reciprocating engine and a controller. The controller is configured to receive a raw signal from the at least one sensor, derive a filtered knock signal using predictive frequency bands by applying a filter, derive an absolute filtered knock signal from the filtered signal, identify a maximum of the absolute filtered knock signal for each engine cycle, predict a peak pressure value of each of one or more engine cycles using the identified maximums of the absolute filtered signal and a predictive model, and adjust operation of the reciprocating engine based on the predicted peak pressure values.

Abstract: Systems and methods for increasing EGR gas temperature for an engine that includes at least one dedicated EGR cylinder. The dedicated EGR cylinder may provide exhaust gas to engine cylinders and the exhaust gas does not include exhaust gases from cylinders other than the dedicated EGR cylinder. The dedicated EGR cylinder may allow the engine to operate at higher EGR dilution levels.

Abstract: Systems and methods for diagnosing an EGR system are presented. The method provides for indicating EGR system degradation in response to a temperature at an outlet of an EGR cooler. The method may require less calibration effort than a model based diagnostic.

Abstract: A control system in a gas engine includes a water injection means which injects water toward an interior of a cylinder in the gas engine; a water injection control means which controls the water injection section; and a knocking occurrence ratio measuring means which measures a measurement value of a knocking occurrence ratio in the cylinder. The water injection control means controls the water injection means to set the amount of the water injected toward the interior of the cylinder, based on a deviation between the measurement value and a target value.

Abstract: An object of the present invention is to be able to execute motor assist only when it is necessary at a time of starting an engine, and drive a motor efficiently. An engine 10 includes a starter motor 34 for aiding in starting, and performs motor assist by the starter motor 34 in accordance with necessity when the engine is to start independently by combustion. An ECU 50 predicts a torque T1 that is generated in an initial explosion cylinder at a time of starting before actual combustion, and performs independent starting without driving the motor 34, when the prediction torque T1 is a starting request torque Ts1 or more. When the prediction torque T1 is less than the starting request torque Ts1, the ECU 50 drives the motor 34 and performs starting by motor assist. Thereby, power consumption of a battery and the like can be suppressed by decreasing wasteful drive of the motor, and the starter motor 34 can be efficiently driven while startability is secured.

Abstract: An interface for processing a variable reluctance sensor signal provided by a variable reluctance sensor including an integrator, an arming comparator and a detect circuit. The integrator includes an input for receiving the variable reluctance sensor signal and an output providing an integrated signal indicative of total flux change of the variable reluctance sensor. The arming comparator compares the integrated signal with a predetermined arming threshold and provides an armed signal indicative thereof. The detect circuit provides a reset signal after the armed signal is provided to reset the integrator. A corresponding method of processing the variable reluctance sensor signal is also described.

Abstract: An ignition timing control system for an internal combustion engine, which is capable of ensuring both stability of control in a steady operating condition of the engine, and an excellent follow-up property of a controlled variable to a target value in a transient operating condition of the engine, even when the controlled variable contains a lot of high-frequency noise components. In the ignition timing control system, a maximum pressure angle-calculating section calculates a maximum pressure angle based on an in-cylinder pressure and a crank angle position. A target angle-calculating section calculates a target angle. A maximum pressure angle controller calculates a maximum pressure angle correction term with a control algorithm to which is applied a sliding mode control algorithm, using a value obtained by performing ?-filtering on a switching function, such that the maximum pressure angle converges to the target angle. The ignition timing is calculated by adding corrected ignition timing to the value.

Abstract: For at least one disturbance variable of the cylinder pressure signal, which disturbance variable occurs only during specific limited time spans as the pressure profile of an operating cycle, a filter tuned to the type of disturbance variable is fixed and is assigned to the corresponding disturbance variable time window or windows (8, 9, 10) in the operating cycle. The cylinder pressure signal (2) is then filtered as a function of the crankshaft angle, in that, according to the crankshaft position, a time-tuned and type-tuned filter is applied to a current disturbance variable.

Abstract: A method for determining a point in time of a start of combustion in a cylinder of an internal combustion engine includes: providing a base compression pressure model which gives a curve of a compression pressure in the cylinder as a function of the operating point; adjusting the base compression pressure model using measured cylinder pressures of at least one operating state of the internal combustion engine at points in time at which no combustion is taking place in the cylinder, in order to obtain an adjusted compression pressure model; and determining a point in time of a start of combustion with the aid of a pressure curve determined by the adjusted compression pressure model.

Abstract: An ignition timing control system for an internal combustion engine, which is capable of properly carrying out ignition timing control over a wide control range, thereby making it possible to improve fuel economy, and is capable of suppressing combustion fluctuation, thereby making it possible to improve drivability. Ignition timing is calculated, when the engine is determined to be in an intense combustion mode, such that a largest in-cylinder pressure angle at which in-cylinder pressure becomes largest converges to a target angle, whereas when the engine is determined to be in a weak combustion mode, the same is calculated by feedback, based on the target angle and combustion state parameters indicative of a combustion state in the cylinder.

Abstract: An internal combustion engine control apparatus includes an in-cylinder pressure sensor for detecting in-cylinder pressure. A combustion start time and combustion end time, which are parameters serving as control indexes for an internal combustion engine, are determined in accordance with ignition timing. Information about a heat release amount is acquired in accordance with the in-cylinder pressures that are measured at two points by the in-cylinder pressure sensor. The in-cylinder pressure is estimated in accordance with a relationship among the heat release amount information, control index parameters, and in-cylinder pressure.

Abstract: A method of operating an engine having a plurality of cylinders, the method comprising of transitioning the engine from a first mode to a second mode, and temporarily adjusting an amount of torque produced by a cylinder of the engine for at least one cycle responsive to a difference in an amount of torque produced by a previous firing cylinder and a subsequent firing cylinder.

Abstract: An in-cylinder pressure sensor for outputting a signal corresponding to an internal cylinder pressure of an engine is provided. A first signal and a second signal are extracted from the output signal of the in-cylinder pressure sensor. The first signal has a frequency band corresponding to knocking of the engine. The second signal has a frequency band used for detecting a peak of the internal cylinder pressure. A knocking detection period is set based on the second signal. The first signal in the knocking detection period is examined to determine whether or not knocking has occurred.

Abstract: An ignition timing control system for internal combustion engines, which is capable of preventing occurrence of variation in engine speed and vibrations which can be caused due to variation in combustion state between the cylinders, to thereby improve drivability. The ECU 2 of the ignition timing control system 1 calculates a statistically processed value Pmi_ls#i according to the in-cylinder pressure Pcyl#i, and calculates an averaging target value Piav_cmd by weighted averaging of a minimum value Pmi_ls_min1 and a second minimum value Pmi_ls_min2 within a predetermined range of the statistically processed value.

Abstract: An engine control apparatus is disclosed for determining crankshaft position and engine phase of an internal combustion engine through monitoring intake air pressure fluctuations. The opening of the intake valve is mechanically linked to the crankshaft position of an engine. When the intake valve opens it creates air pressure fluctuations in the air induction system of the engine. The control apparatus is configured to determine intake air pressure fluctuations indicative of an intake air event and thus a particular crankshaft position, and their corresponding period of the engine cycle. The controller then uses this information to determine crankshaft speed and position for the purpose of fuel injection and ignition timing of the internal combustion engine. Engine phase is also determined on four-stroke engines. The engine may also include a crankshaft position sensor in combination with monitoring intake air pressure fluctuations to increase resolution in determination of crankshaft position.

Abstract: In a method for determining the rotational speed of the crankshaft of an internal combustion engine having a sensor disk which is connected to a crankshaft of the internal combustion engine, the sensor disk having a marking via a system of alternating teeth and tooth spaces, and a first sensor assigned to the sensor disk generating an electrical signal which is able to assume at least two signal levels, one of the signal levels being assigned to a tooth and the other being assigned to a tooth space, the accuracy of the rotational speed determination is increased in that the rotational speed of the crankshaft is determined by the control unit from the angle between two markings divided by the time elapsed between the two markings; additional markings may be situated between the two markings and the number of markings which are situated between the two markings is a function of the rotational speed.

Abstract: The present method and apparatus employ a signal indicative of cylinder pressure within the combustion chamber of an internal combustion engine to control combustion phasing or start of combustion (SOC) in subsequent cycles of the engine where the engine is driven by combustion of both a fuel/air premixed charge and a directly injected quantity of fuel. A ratio of signals indicative of pre-combustion pressure and post-combustion pressure within a cycle are employed to estimate SOC and then, based on a predetermined target SOC, an ignition lever is employed to adjust subsequent SOC. A preferred ignition lever is, in a pilot fuel ignited engine, pilot fuel quantity.

Abstract: A method of controlling detonation in an internal combustion engine is provided with the steps of: combusting a fuel and air mixture within a combustion cylinder; sensing a plurality of pressures at discrete points in time within the combustion cylinder; determining a pressure profile of the plurality of pressures; detecting detonation within the combustion cylinder; and acting upon the detonation, dependent upon where said detonation occurs on the pressure profile.

Abstract: A method of controlling detonation in an internal combustion engine is provided with the steps of: combusting a fuel and air mixture within a combustion cylinder; sensing a plurality of pressures at discrete points in time within the combustion cylinder; determining a pressure profile of the plurality of pressures; detecting detonation within the combustion cylinder; and acting upon the detonation, dependent upon where said detonation occurs on the pressure profile.

Abstract: A method for controlling an engine having a cylinder includes sensing cylinder pressure; comparing the cylinder pressure to a pressure threshold; and adjusting an engine control parameter when the cylinder pressure exceeds the pressure threshold. A system for controlling engine operation is also provided.

Abstract: An apparatus for predicting cylinder pressure for on-vehicle control of an internal combustion engine includes a piston sensor, a cylinder pressure sensor, and a controller. The piston sensor is coupled to a piston located in the engine. The piston sensor detects the piston position and generates a piston position signal. The cylinder pressure sensor is coupled to a cylinder located in the engine. The cylinder pressure sensor detects the cylinder pressure and generates a cylinder pressure signal. The controller receives both the piston position signal and the cylinder pressure signal. A neural network, located in the controller, uses this data to predict an undesirable cylinder pressure during a future combustion event. The controller then modifies the future combustion event in response to the predicted undesirable cylinder pressure.