Abstract: A variety of methods and arrangements are described for determining a pilot injection mass during skip fire operation of an internal combustion engine.

Abstract: Methods and systems are provided for operating an engine having a plurality of notch settings. One example method comprises, during a first notch setting, adjusting engine injection timing in a first proportion to an increasing temperature, and during a second notch setting higher than the first notch setting, adjusting engine injection timing in a second proportion to the increasing temperature, the second proportion lower than the first proportion.

Abstract: A reference heater energization delay time is established according to an engine conditions (shift range, cooling water temperature, intake-air temperature, ambient temperature, and oil temperature) during starting period. An extension delay time is established according to an engine condition after starting period. A final heater energization delay time is established by adding the extension delay time to the reference heater energization delay time. Until an elapsed time after starting period of engine reaches the final heater energization delay time, an energization of a heater of an exhaust gas sensor is inhibited. When the elapsed time after starting period of engine reaches the final heater energization delay time, the energization of the heater is started to heat a sensor element.

Abstract: In the calibration of a lambda sensor (26), inaccuracies occur during a fuel cut-off overrun phase depending on the temperature. A method is proposed for correcting an output signal of a lambda sensor (16) of an internal combustion engine (1), having the following steps: detection of a fuel cut-off overrun phase of the internal combustion engine (1), sensing of an exhaust-gas composition by the lambda sensor (16) during the fuel cut-off overrun phase, sensing of a temperature which represents a measure of the intake air of the internal combustion engine (1), calibration of the lambda sensor (16) based on the second temperature.

Abstract: A method to determine degradation of a humidity sensor used for controlling an engine of a vehicle, the humidity sensor exterior to a passenger compartment of the vehicle, the method comprising determining whether to enable monitoring of the sensor based on a duration since vehicle operation; and in response to a determination to enable monitoring, comparing a signal from a second humidity sensor to a signal from the humidity sensor exterior to said passenger compartment of the vehicle to determine whether either of sensors has degraded.

Abstract: An internal combustion engine (1), which generates power by burning a mixture of fuel and air in each combustion chamber (3), is provided with an in-cylinder pressure sensor (15) that is located in the combustion chamber (3) for detecting an in-cylinder pressure, and an ECU (20). ECU (20) calculates a heat quantity of air Qair in the combustion chamber (3) and a heat generation quantity of fuel Qfuel provided into the combustion chamber (3), based upon the in-cylinder pressure detected by the in-cylinder pressure sensor (15) and calculates an air-fuel ratio AF in the combustion chamber (3) based upon the heat generation quantity Qfuel of the fuel and the heat quantity of the air Qair.

Abstract: A control system for controlling a valve in a fuel system of engine including an engine airflow sensor that senses a mass engine airflow (Mengair), a barometric pressure sensor that senses a barometric pressure (Pbaro), and an ambient temperature sensor that senses an ambient temperature (Tamb). An actuator determination module determines an effective area (Aeff) of the valve based on at least one of the Mengair, the Pbaro, and the Tamb. A duty cycle (DC) calculation module that determines a first duty cycle (DC) of the valve based on the Aeff.

Abstract: A control system for estimating the performance of a compressor is disclosed. The control system has a compressor fluidly connected to an inlet manifold of a power source. The control system also has a power source speed sensor to provide an indication of a rotational speed of the power source, an inlet pressure sensor to provide an indication of a pressure of a fluid within the inlet manifold, an inlet temperature sensor to provide an indication of a temperature of the fluid within the inlet manifold, an atmospheric pressure sensor to provide an indication of an atmospheric pressure, and a control module in communication with each of the sensors. The control module is configured to monitor an engine valve opening duration and an exhaust gas recirculation valve position, and estimate a compressor inlet pressure based on the provided indications, the monitored duration, and the monitored position.

Abstract: A system and method for utilizing a humidity sensor with an internal combustion engine of a vehicle is described. Specifically, information from the humidity sensor is used to adjust a desired air-fuel ratio to reduce engine misfire while improving vehicle fuel economy. Further, such information is also used to adjust timing and/or lift of the valve in the engine cylinder. Finally, diagnostic routines are also described.

Abstract: A system and method for utilizing a humidity sensor with an internal combustion engine of a vehicle is described. Specifically, information from the humidity sensor is used to adjust a desired air-fuel ratio to reduce engine misfire while improving vehicle fuel economy. Further, such information is also used to adjust timing and/or lift of the valve in the engine cylinder. Finally, diagnostic routines are also described.

Abstract: A system for controlling exhaust emissions produced by an internal combustion engine includes an engine controller having an emission manager configured to produce a base emission level cap command, corresponding to a maximum allowable emission level of the engine, as a function of at least altitude and ambient temperature. The emission manager may also include one or more auxiliary emission control devices (AECDs), and the emission manager is further operable in such cases to determine a maximum allowable emission level associated with each active AECD. A final emission level cap command is determined as a function of the base emission level cap command and the maximum allowable emission level associated with each active AECD. The emission manager is further operable to produce a protection state data structure that includes information relating to the operational status of each AECD.

Abstract: A process for providing a real-time estimation of in-cylinder NOx production rates during a combustion process in an internal combustion engine. The process employs a model that takes into account fundamental in-cylinder variables such as temperature, pressure and oxygen content. The process can be used with calibrated or uncalibrated internal combustion engines and can be used to capture the effects in variations of engine speed, engine torque, EGR, injection timing, and engine boost levels.

Abstract: The invention comprises at least two independent intake ports 14a, 14b connected to a combustion chamber 15, two intake valves 12a, 12b, and two exhaust valves 13a, 13b. A first fuel injection valve 31a is provided in the first intake port 14a and a second intake control valve 26 is provided for opening and closing the second intake port 14b. When the engine is in the cold condition, the second intake control valve 26 is slightly opened and fuel is injected from the first fuel injection valve 31b. Air-fuel mixture from the first intake port 14a and a smaller amount of fresh air from the second intake port 14b are introduced [into the combustion chamber], and the overall air-fuel ratio inside the combustion chamber is controlled to become slightly lean.

Abstract: Provided is a control apparatus for a fuel priority type internal combustion engine, including a means of directly or indirectly detecting a variation in air density, for correcting a maximum value of the desired fuel volume on a basis of a result of the detection so as to adjust the relationship between an accelerator opening degree and the desired fuel volume, or a shaft torque value and a desired fuel volume are determined in accordance with a fuel volume corresponding to an internal loss and a fuel volume corresponding to a maximum value of the desired fuel volume.

Abstract: A method to calculate valve timing commands for an engine with variable valve timing is hereby disclosed. The method includes determining a valve feedforward term based on an engine performance command and an environmental conditions signal, calculating a valve feedback term based on the engine performance command and an engine performance feedback, and calculating a valve timing command based on the valve feedforward term and the valve feedback term.

Abstract: A method to calculate valve timing commands for an engine with variable valve timing is hereby disclosed. The method includes determining a valve feedforward term based on an engine performance command and an environmental conditions signal, calculating a valve feedback term based on the engine performance command and an engine performance feedback, and calculating a valve timing command based on the valve feedforward term and the valve feedback term.

Abstract: An engine fuel injection control device for performing prescribed pilot injection and main injection on the basis of the operating state of the engine. The control device includes a pilot injection correction unit for correcting a pilot injection quantity (PQ) on the basis of an ambient temperature (TA). Therefore, the pilot injection quantity (PQ) can be selected in accordance with the ambient temperature (TA). Noise and white smoke can be kept within prescribed limits when the ambient temperature is low.