Abstract: A method of determining and controlling misfire in an engine. The method and device sense combustion pressure in a combustion chamber of an engine while the engine is operated; calculate MFB (a ratio of the amount of combustion heat at a specific point of time to the total amount of combustion heat), MFB50 (a point of time at which the amount of combustion heat is 50% of the total amount of combustion heat), MFB50 COV (Coefficient of Variation), IMEP (Indicated Mean Effective Pressure) and IMEP COV, from the combustion chamber; set a desired MFB50; and determine that there is misfire when a crank angle is delayed at 5 degrees or more, the MFB50 COV is 20% or more, or the IMEP COV is 20% or more, by comparing the calculated MFB50 with the desired MFB50; and then advance an injection time such that the MFB follows the desired MFB.

Abstract: A vehicle is disclosed that has multiple coolant paths selected by control of a valve. A valve system is configured to direct coolant from an engine to a heat exchanger according to a difference between a temperature associated with the engine and a temperature associated with the heat exchanger. The valve system is also configured to direct coolant from the engine to an electric heater and to, in response to a heat demanded from the heat exchanger being greater than a heat capability of the electric heater, request the engine to run. A method is disclosed for controlling a valve to change from an isolation position in which the valve isolates coolant circulating through an electric heater and the valve from coolant circulating through an engine to a non-isolation position in which the valve directs coolant from the engine to the electric heater.

Abstract: A method of operating an internal combustion engine, wherein the engine is operated in an injector learning mode in which an injection parameter associated with a nominal fuel quantity of a pilot injection is learned, includes performing a learning pilot injection based on a candidate value for the injection parameter to influence injection of the nominal fuel quantity and determining a parameter indicative of the actually injected fuel quantity based on the in-cylinder pressure during combustion of the learning pilot injection. The learning pilot injection is operated at an early timing such that combustion thereof complete occurs within a learning window positioned before combustion TDC and before the next combustion starts. The pressure is measured over the learning window, so that the determination of the parameter indicative of the actually injected fuel quantity takes into account essentially the entire combustion event of the learning pilot injection.

Abstract: A method of operating a compression ignition engine, which includes at least one combustion chamber containing a piston, and a mechanically operated fuel injection pump apparatus. The method includes sensing the engine operating temperature with a first sensor, and providing input to a controller. The controller operates the fuel injection pump apparatus to deliver fuel to each of the combustion chambers according to a first timing regime when the engine operating temperature is above a threshold temperature, and according to a second, advanced timing, regime when the engine operating temperature is below the threshold temperature. The method further includes sensing the pressure in the combustion chambers with a second sensor. When the controller is operating the fuel injection pump apparatus according to the second timing regime and the combustion chamber pressure exceeds a desired pressure, the method includes changing operation from the second timing regime to the first timing regime.

Abstract: A method for operating an internal combustion engine includes monitoring signal output from a high-resolution torque sensor configured to monitor engine torque during ongoing operation, monitoring states of engine operating and control parameters associated with engine input parameters, and estimating a mass air charge for each cylinder event corresponding to the signal output from the high-resolution torque sensor and the states of engine operating and control parameters associated with the engine input parameters.

Abstract: A torque estimating system for an internal combustion engine includes a plurality of cylinders and estimates torque for each cylinder. A cylinder pressure of a cylinder pressure sensor (CPS) mounted cylinder #1 is acquired. Measured indicated torque Te1 resulting from an explosion in the CPS-mounted cylinder #1 is calculated based on the cylinder pressure. A first angular acceleration d?1/dt and a second angular acceleration d?2/dt are calculated. Estimated indicated torque Te2 resulting from an explosion in a CPS-less cylinder #2 is calculated using the measured indicated torque Te1 of the CPS-mounted cylinder #1 and a difference value between the second angular acceleration d?2/dt and the first angular acceleration d?1/dt.

Abstract: A diesel engine is provided, which includes an engine body to be supplied with fuel containing diesel fuel as its main component, a geometric compression ratio being set to 15:1 or below, a fuel injection valve arranged in the engine body so as to be oriented toward a cylinder of the engine body and for directly injecting the fuel into the cylinder, and a control module for controlling a mode of injecting the fuel into the cylinder through the fuel injection valve. The control module performs a main injection where the fuel is injected to cause a main combustion mainly including a diffusion combustion and performs a plurality of pre-stage injections where the fuel is injected prior to the main injection to cause a pre-stage combustion prior to the main combustion. The control module controls the injection mode of the injections to adjust a heat release rate.

Abstract: A method for detection of abnormal combustion for internal combustion engines is disclosed. A physical model is chosen that describes, as a function of the angle ? of rotation of the engine crankshaft, the development of pressure in the cylinder during combustion without any pre-ignition phenomenon. The cylinder pressure Pe(?) is estimated using this model and the intake pressure is measured. The beginning of abnormal combustion is detected by comparing a first value of a variable calculated using the measurement of the cylinder pressure, to a second value of the variable calculated using the estimation of the cylinder pressure. The amplitude of the pre-ignition is determined by repeating these steps for a defined number of crankshaft angles. Then the progress of the abnormal combustion detected in the combustion chamber is controlled as a function of the amplitude of the pre-ignition phenomenon.

Abstract: A method is provided for determining an index representing the crank angle at which a given fuel mass fraction has been burnt in a cylinder of the engine during an engine cycle. The method includes, but is not limited to sampling the pressure within the cylinder during the engine cycle, using the pressure samples for determining the heat release rate curve during the engine cycle, using the heat release rate curve for determining the cumulative heat release curve during the engine cycle, determining a minimum value and a maximum value of the cumulative heat release curve, using the given fuel mass fraction for calculating a target value of the cumulative heat release between the minimum and maximum values, finding a goal point of the cumulative heat release curve that corresponds to the target value, assuming the crank angle corresponding to the goal point as the index.

Abstract: A bi-fuel engine is selectively operable in a first operation mode that uses liquid fuel and a second operation mode that uses gas fuel. A controller for the engine is configured to start a depressurizing process that supplies at least one of the cylinders with gas fuel as pressure of the gas fuel becomes greater than or equal to an initiation determination value when the engine is operating in the first operation mode.

Abstract: This disclosure provides a control device for a diesel engine. When the engine is within a particular operating range with a low engine speed and a partial engine load and in a low temperature state where a cylinder temperature at a compression stroke end is lower than a predetermined temperature, a forced induction system sets a forcibly inducting level higher than a predetermined level that is higher than that in a high temperature state where the cylinder temperature is above the predetermined temperature. At least within the particular operating range, an injection control module performs a main injection where a fuel injection starts at or before a top dead center of the compression stroke to cause main combustion mainly including diffusion combustion and performs a pre-stage injection where the fuel injection is performed at least once prior to the main injection to cause pre-stage combustion before the main combustion starts.

Abstract: A control system for an internal combustion engine comprises pressure sensing means, memory means, processing means, and fuel injection control means. Pressure sensing means generate in-cylinder pressure data used to calculate total heat generated during combustion cycle. Memory means store predetermined crank angle data, such as CA50 crank angle data, for variety of engine operating conditions. A CA50 crank angle is a crank angle position where fifty percent of total heat is generated. Memory means 38 additionally stores allowable start of injection crank angle data. Processing means determine an observed CA50 crank angle. Processing means conducts comparison of at least one of the predetermined CA50 crank angle data against the observed CA50 crank angle to generate a start of fuel injection crank angle which impacts the observed CA50 crank angle during subsequent combustion cycle. Fuel injection control means controls start of fuel injection crank angle generated by the processing means.

Abstract: An engine governor calculates the amount of fuel supplied to an engine based on the difference in speed between the target engine speed (Nset) and actual engine speed (Nact). The amount of fuel supplied to the engine is adjusted based on the calculation results. When the difference in speed between the target engine speed (Nset) and low idle engine speed (Nlow) is equal to or less than a first predetermined speed, the difference in speed between the actual engine speed (Nact) and target engine speed (Nset) is equal to or greater than a second predetermined speed, and the calculation results are equal to or less than the minimum value of the actual engine speed (Nact), the P gain is set at a value equal to or greater than the normal value, and in cases where the I component is a negative value, the I component is set to zero.

Abstract: A control device applied to a system having an engine configured such that an expansion ratio can be changed is characterized to comprise an expansion ratio acquisition part for acquiring the expansion ratio, and a temperature estimation part for estimating a temperature of an exhaust gas discharged from the engine or a member positioned in a passage for the exhaust gas.

Abstract: In an internal combustion engine having an in-cylinder pressure sensor provided on each cylinder, an in-cylinder pressure detection value is corrected into an absolute pressure using an absolute pressure correction value Pr by calculating the absolute pressure correction value Pr (=(P2V2??P1V1?)/(V1??V2?)) from in-cylinder pressure detection values P1 and P2, in-cylinder volumes V1 and V2, and a specific heat ratio K at predetermined crank angles ?1 and ?2 during the adiabatic compression stroke from IVC to the ignition timing. When the adiabatic compression stroke (ignition timing?IVC) is shorter than a predetermined crank angle period CAth, the ignition timing is delayed. When the adiabatic compression stroke is longer than or equal to CAth, IVC is advanced. Preferably, a torque variation is suppressed by controlling the ignition timing of each cylinder before IVC is advanced.

Abstract: Various systems and method for controlling exhaust gas recirculation (EGR) in an internal combustion engine are provided. In one embodiment, a method includes injecting fuel to a subset of cylinders that includes less than all cylinders of a first cylinder group to obtain a target EGR rate. The first cylinder group provides exhaust gas through an exhaust gas recirculation (EGR) passage structure fluidly coupled between the first cylinder group and an intake passage structure. The method further includes injecting fuel to at least one cylinder of a second cylinder group. The second cylinder group provides substantially no exhaust gas through the EGR passage structure.

Abstract: A method for operating an internal combustion engine includes determining an actual combustion heat release during ongoing engine operation, calculating an expected combustion heat release corresponding to engine operation associated with the actual combustion heat release during ongoing engine operation, determining a difference between the actual combustion heat release and the expected combustion heat release, and operating the internal combustion engine in a homogeneous-charge compression-ignition combustion mode to achieve a preferred combustion phasing during each combustion cycle in response to the difference between the actual combustion heat release and the expected combustion heat release.

Abstract: In a control device and a method for regulating a combustion process in an internal combustion engine, fuel is injected into the internal combustion engine for combustion, wherein exhaust gas is returned in an intake channel, wherein a combustion point of the combustion is detected, wherein the detected point of time is compared to a target value, wherein depending on the comparison result the injection is changed in order to move the combustion toward the target value, wherein part of the change of the injection is translated into an adaptation value for regulating the exhaust gas return in order to move the combustion in the direction of the target value.

Abstract: Methods and systems are provided for reducing late burn induced cylinder pre-ignition events. Forced entry of residuals from a late burning cylinder into a neighboring cylinder may be detected based on engine block vibrations sensed in a window during an open exhaust valve of the late burning cylinder. In response to the entry of residuals, a pre-ignition mitigating action, such as fuel enrichment or deactivation, is performed in the neighboring cylinder.

Abstract: A control system for an engine includes a knock control module and a valve control module. The knock control module adjusts a period that one or more of an intake valve and an exhaust valve of a cylinder are open based on engine knock corresponding to the cylinder. The valve control module, based on the adjusted period, controls the one or more of the intake valve and the exhaust valve using one or more hydraulic actuators.

Abstract: A method for correcting an output characteristic of an in-cylinder pressure sensor has a problem of insufficient correction precision because the measurement range required for the detection of a peak in-cylinder pressure and an ignition timing resides in a high-pressure region of an in-cylinder combustion cycle, whereas a reference pressure used for correction is measured while leaving an intake valve and an exhaust valve open, so that the reference pressure is out of the required measurement range. An apparatus for measuring an in-cylinder pressure includes: exhaust pressure detection means disposed in an exhaust port of an internal combustion engine to measure an exhaust pressure in the exhaust port; exhaust pressure recording means that records time history of the measured exhaust pressure; and peak exhaust pressure detection means that detects a peak value for each pulsation cycle of the exhaust pressure on the basis of the recorded time history of the exhaust pressure.

Abstract: An internal combustion engine includes a housing having a cylinder bore defining a bore diameter of 260 mm or greater, a fuel injector coupled to the housing, and a crankshaft rotatably coupled to the housing. A piston is coupled to the crankshaft and movable to increase a fluid pressure within the cylinder bore to an autoignition pressure, and includes a combustion face defining a plurality of valve pockets in a compound combustion bowl. Spray orifices in the fuel injector define a spray angle greater than 145°, and the combustion bowl has a diameter from 190 mm to 230 mm such that combustion of injected fuel yields a BMEP of 1600 kPa or greater and 0.25 grams particulate matter or less per bkW·h energy output of the internal combustion engine.

Abstract: A sensor reset system includes an engine control module and a sensor reset circuit. The engine control module is configured to receive a sensor pressure signal from a cylinder pressure sensor. The sensor pressure signal indicates a pressure within a cylinder of an engine. The engine control module is further configured to: control operation of the engine based on the sensor pressure signal; determine whether to reset the cylinder pressure sensor and generate a reset signal; and encode the reset signal to generate an encoded reset signal. The sensor reset circuit is configured to adjust an output of the cylinder pressure sensor based on the encoded reset signal to reset the cylinder pressure sensor.

Abstract: A control device for an internal combustion engine. An object of the present invention is to provide a control device for an international combustion engine for highly accurate absolute pressure correction irrespective of the length of an adiabatic compression stroke period. When the number of cylinders in an engine is n (n is an integer of 2 or more), an adiabatic compression stroke period of one cylinder preceding another cylinder to be corrected into its absolute pressure by a 1/n cycle (ignition timing —IVC) is compared with a threshold CATH (step 100). In the step 100, the absolute pressure correction is carried out based on PV?=constant when the adiabatic compression stroke period is longer than the threshold CATH (step 110). On the other hand, the absolute pressure correction is carried out based on a value PIP detected by an intake pipe pressure sensor when the adiabatic compression stroke period is shorter than the threshold CATH.

Abstract: In a method for operating an internal combustion engine, a computer program product, a computer program, and a control and/or regulation device for the internal combustion engine, the internal combustion engine is allowed to be operated using an enriched air/fuel mixture, without exceeding a rich combustion limit of the internal combustion engine. In the process, a setpoint value for a variable characterizing the air/fuel mixture is specified in at least one operating state of the internal combustion engine. A value of at least one variable characterizing the quality of combustion is determined. The determined value for the at least one variable characterizing the quality of combustion is compared to a first specified threshold value. If the determined value for the at least one variable characterizing the quality of combustion deviates from the first specified threshold value by an amount that exceeds a second specified threshold value, then the setpoint value is corrected.

Abstract: A method for controlling a fuel injector of a diesel engine having a predefined control time from a control start, in which a setpoint value of a combustion start of a combustion chamber charge of the diesel engine is ascertained. The method is characterized in that an ignition delay between the control start and the combustion start is estimated from performance parameters of the diesel engine using a computing model, and the control start is formed on the basis of the setpoint value of the combustion start and the estimated ignition delay. A control unit controls the sequence of the method.

Abstract: Methods and systems are provided for optimizing the operation of a multi-cylinder auto-ignition internal combustion engine. By configuring the cylinders in multiple groups based on compression ratios, and operating the cylinders in a load-dependent manner, fuel consumption may be optimized.

Abstract: The present invention provides an engine start system in a vehicle. The engine start system includes an engine and a charge system. The vehicle also includes an engine speed sensor for measuring a speed of the engine. The charge system is coupled to the engine and includes a charge pump. The vehicle further includes a control unit and a temperature sensor for sensing a temperature of fluid in the charge system. The temperature sensor is electrically coupled to the control unit. A bypass system is fluidly coupled to the charge system and includes a valve and a solenoid. The solenoid is electrically coupled to the control unit such that the control unit energizes the solenoid to control the valve in response to the speed measured by the speed sensor and the temperature sensed by the temperature sensor.

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 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: A system for controlling a continuous variable valve lift actuator of a diesel engine and a method thereof stabilize exhaust gas and improve performance by variably controlling lift and timing of intake and exhaust valves based on combustion state and driving purpose. The method may include, recognizing a driving purpose and combustion state by detecting driving conditions, temperature of exhaust gas at predetermined locations on an exhaust pipe, and NOx concentration contained in the exhaust gas, determining target position and timing of intake and exhaust valves by applying the driving purpose and the combustion state to a predetermined map table, controlling position and timing of the intake and exhaust valves by actuating a CVVA, detecting combustion pressure in a combustion chamber, and modifying fuel injection amount according to the combustion pressure.

Abstract: A control system includes a cylinder pressure sensor (CPS) that senses a cylinder pressure of an engine and generates a CPS signal based on the cylinder pressure. A CPS failure detection module selectively generates a failure signal based on characteristics of the CPS signal in a knock frequency range. A status detection module generates a CPS status signal based on the CPS signal and the failure signal.

Abstract: A method for closed-loop combustion control within an internal combustion engine, that includes, but is not limited to individual calculation of actual Start of Combustion (SoC) information for all cylinders of said internal combustion engine using information from a combustion sensor applied to the engine, calculation of 50% Mass Fraction Burned (MFB50) and SoC information using cylinder pressure sensor information available from at least one leading cylinder of the engine, using pressure-based MFB50 information from the at least one leading cylinder to control it in closed loop, and using pressure-based SoC information from said at least one leading cylinder as a reference value for comparison with the combustion sensor based value of SoC from the same cylinder in order to calculate the desired SoC for the other cylinders of the engine which are then controlled relative to said at least one leading cylinder.

Abstract: A system for an engine includes first, second, third, and fourth modules. The first module determines an expected response of crankshaft speed due to combustion within a cylinder of the engine. The second module determines a value based on the expected response and a measured response of crankshaft speed due to combustion within the cylinder of the engine. The third module estimates an indicated mean effective pressure (IMEP) for the cylinder of the engine based on the value. The fourth module selectively adjusts an operating parameter of the engine based in the estimated IMEP.

Abstract: A method and apparatus for providing automatic pressure balancing of an internal combustion engine. The engine includes cylinders, fuel injector valves provided to selectively deliver fuel directly into the cylinders, fuel-balancing valves each fluidly connected to the fuel injector valves for controlling the fuel delivered to the fuel injector valves and cylinder pressure sensors each mounted to one of the cylinders. The method comprises an automatic pressure balancing procedure including the steps of monitoring a cylinder pressure in each of the cylinders, determining a peak combustion pressure produced in each of the cylinders, calculating a mean peak pressure produced in all of the cylinders, calculating a pressure difference between the mean and the peak pressure and incrementally adjusting the fuel delivered by one of the fuel-balancing valves to the corresponding fuel injector valve mounted to the cylinder having the pressure difference larger than a predetermined pressure value.

Abstract: Embodiments for controlling cylinder air flow are provided. In one example, a method for controlling airflow into a cylinder of an engine comprises, if a previous cylinder airflow is different than a desired cylinder airflow, allocating flow into an intake manifold between a throttle and an EGR valve to provide the desired cylinder airflow while maintaining a desired EGR amount in the cylinder. In this way, transient air flow requests may be met without delay while maintaining desired cylinder EGR amounts.

Abstract: In an internal combustion engine having an in-cylinder pressure sensor provided on each cylinder, an in-cylinder pressure detection value is corrected into an absolute pressure using an absolute pressure correction value Pr by calculating the absolute pressure correction value Pr (=(P2V2??P1V1?)/(V1??V2?)) from in-cylinder pressure detection values P1 and P2, in-cylinder volumes V1 and V2, and a specific heat ratio K at predetermined crank angles ?1 and ?2 during the adiabatic compression stroke from IVC to the ignition timing. When the adiabatic compression stroke (ignition timing?IVC) is shorter than a predetermined crank angle period CAth, the ignition timing is delayed. When the adiabatic compression stroke is longer than or equal to CAth, IVC is advanced. Preferably, a torque variation is suppressed by controlling the ignition timing of each cylinder before IVC is advanced.

Abstract: The present invention is directed to fuel injection devices for internal combustion engines. An object of the present invention is to provide a fuel injection device for an internal combustion engine capable of identifying a non-contributing fuel quantity when port injection and cylinder injection are simultaneously performed. If an explosion count and a coolant temperature for any cycle can be acquired, they can be applied to a first map and a second map to thereby find non-contributing fuel for 100% port injection and non-contributing fuel for 100% cylinder injection, respectively. Each of these found values of the non-contributing fuel is multiplied by a corresponding injection share ratio during injection of the non-contributing fuel to thereby find non-contributing fuel that takes into account the injection share ratio. Finally, these values are added up to arrive at a non-contributing fuel requirement value.

Abstract: A method and control system are disclosed for controlling an internal combustion engine having fuel injector(s), a camshaft for actuating inlet and/or outlet valve(s), a valve-train adjusting device for controllable switchover between different valve actuating characteristics, and optionally a camshaft sensor which supplies a camshaft signal representing the camshaft angle, a crankshaft sensor which supplies a crankshaft signal representing the crankshaft angle, and a control unit which controls the fuel injectors to inject predetermined fuel quantities at predetermined injection instants, wherein these stipulations take place as a function of the switching state of the valve-train adjusting device.

Abstract: A period of time from a point in time at which pilot injection is executed until an equivalence ratio in fuel spray, after exceeding a combustible equivalence ratio, falls below the combustible equivalence ratio is calculated as a physical ignition delay period. A chemical ignition delay period is calculated from the temperature and pressure inside a combustion chamber at a point in time at which the equivalence ratio in the fuel spray reached the combustible equivalence ratio. A total ignition delay period is calculated from the above-calculated ignition delay periods. The oxygen concentration and temperature inside the combustion chamber are adjusted such that the total ignition delay period matches a target ignition delay period.

Abstract: A method for controlling combustion in a direct injection internal combustion engine operable in a lean combustion mode includes monitoring in-cylinder pressure, utilizing a time-based filter to calculate an actual combustion noise based upon the monitored in-cylinder pressure, monitoring combustion control parameters utilized by the engine, determining an expected combustion noise based upon the monitored combustion control parameters, comparing the actual combustion noise to the expected combustion noise, and adjusting the combustion control parameters based upon the comparing.

Abstract: A method of operating a compression-ignition engine includes adjusting timing of fuel injection if a sensed parameter indicative of a maximum pressure within a combustion chamber varies relative to a selected pressure and if fuel injection timing is greater than a preselected timing.

Abstract: In a hybrid-electric vehicle that includes a cabin, methods and systems are provided for modifying a first curve for engine coolant temperature (ECT) warm-up trajectory. The system includes a processor configured to execute software instructions, and a memory configured to store software instructions accessible by the processor. In one embodiment, the software instructions comprise an offset lookup table that is configured to generate, based on a calculated thermal power loss across a heater core and an ambient air temperature, an offset value for modifying the first curve for ECT warm-up trajectory to produce a desired curve for ECT warm-up trajectory that is offset from the first curve. The desired curve for ECT warm up trajectory is used to adjust temperature in the cabin so that fuel consumption can be reduced.

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 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 to calibrate the fuel injection in at least one combustion chamber of a Diesel engine includes: a) recording the combustion noise power or amplitude in the combustion chamber over a piston position range [?1i;?2i], b) at the same time, recording the piston position during the same piston position range [?1i;?2i], c) determining from the preceding recordings for which piston position Kmin-i the measured combustion noise power passes through a minimum Pmin-i when the piston moves from position ?1i to position ?2i, d) adjusting the fuel injection according to the determined piston position Kmin-i.

Abstract: An ON-ignition signal is outputted from an ignition control portion in a period from a posterior time point of the power stroke to an valve opening timing of an exhaust valve so that a capacitor is charged. Then, when it is determined that the maximum value of an ion-output value detected during a negative valve overlap period becomes greater than or equal to a threshold, it is determined that the applied voltage between an center electrode and a ground electrode of a spark plug is dropped. The ON-ignition signal is outputted again to charge the capacitor before the intake valve is opened.

Abstract: Combustion pressure in a diesel combustion chamber is monitored to determine a combustion parameter as a function of the monitored pressure. A cetane number of the fuel combusted is determined as a function of a predetermined correlation between the combustion parameter and the cetane number.

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: In one exemplary embodiment of the invention an internal combustion engine includes a piston disposed in a cylinder, a valve configured to control flow of air into the cylinder and an actuator coupled to the valve to control a position of the valve. The internal combustion engine also includes a controller coupled to the actuator, wherein the controller is configured to close the valve when an uncontrolled condition for the internal engine is determined.

Abstract: In order to provide an ignition control device 30 which can efficiently control timing of thermal ignition of gaseous mixture in a combustion region 10, the peak estimation part 32, the ignition timing determination part 33, the control timing determination part 34, and the plasma control part 35 control timing of thermal ignition of the gaseous mixture in the combustion region 10 by controlling the pulse generator 36, the electromagnetic wave oscillator 37, the mixer circuit 38, and the spark plug 15 so as to increase the amount of OH radicals in the combustion region 10 during a low-temperature oxidation preparation period that occurs prior to a peak of a heat release rate before the thermal ignition of the gaseous mixture.