Abstract: A air-fuel ratio control apparatus, applied to an internal combustion engine having a catalyst disposed in an exhaust passage of the engine, includes a downstream air-fuel ratio sensor (oxygen concentration cell type oxygen concentration sensor) disposed at a position downstream of the catalyst, and air-fuel ratio control means for controlling, based on an output value of the downstream air-fuel ratio sensor, an air-fuel ratio of a mixture supplied to the engine so as to change an air-fuel ratio of a catalyst inflow gas. Further, the air-fuel ratio control means controls the air-fuel ratio of the mixture supplied to the engine.

Abstract: Systems and methods of operating an engine with a varying fuel composition. In one example, a split injection is performed during engine cranking with at least some fuel injected in the intake stroke and some fuel injected in the compression stroke. Further, a split ratio of the injection is adjusted based on the alcohol content of the injected fuel.

Abstract: A control system for a direct-injection four-stroke internal combustion engine having at least one cylinder, an intake passage supplying air to the cylinder, and an exhaust passage removing exhaust gas from the cylinder, the control system including a mass air flow meter configured to detect a mass air flow upstream of the cylinder and a control unit. The control unit is configured to detect an intake air density in the cylinder, calculate an in-cylinder trapped intake air amount based on a cylinder volume and the detected intake air density, and estimate a difference between the intake air amount detected by the mass air flow meter and the in-cylinder trapped intake air amount, the estimated difference being an estimated scavenging amount representing a fresh air blowby amount passing from the intake passage into the exhaust passage.

Abstract: A system for a parallel intake engine includes first, second, third, and fourth modules. The first module estimates a total mass air flow (MAF) into the engine based on a cross-sectional area of a throttle and a pressure ratio across the throttle. The second module estimates first and second MAFs through first and second induction paths, respectively, based on the estimated total MAF and a factor. The third module calculates first and second differences between the estimated first and second MAFs and first and second MAFs measured by first and second MAF sensors, respectively. The fourth module detects failures of the first and second MAF sensors based on the first and second differences and first and second thresholds, respectively.

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: An engine efficiency system for a vehicle includes an electromechanically operated oil distribution device disposed proximate an oil environment of the vehicle. Also included is a current detection system for detecting a current change rate of the electromechanically operated oil distribution device, wherein the current change rate corresponds to a viscosity of an oil disposed in the oil environment of the vehicle. Further included is at least one efficiency device activated over a range of the viscosity of the oil.

Abstract: When the ratio of the amount of vaporized fuel (purge amount) to be introduced into an intake passage of an engine from a fuel tank through a purge passage pipe, a purge control valve, etc. to the total amount of fuel (total fuel amount) to be supplied to the engine is large, an abnormality determination system acquires, as a parameter Pon, the air-fuel ratio imbalance index value that increases as the difference between the air-fuel ratios of the respective cylinders increases. When the purge amount is small relative to the total fuel amount, the determination system acquires the air-fuel ratio imbalance index value as a parameter Poff. When the difference between the parameters Pon and Poff is less than a predetermined value and at least one of these parameters is greater than a predetermined threshold value, the determination system determines that an inter-cylinder air intake amount variation abnormality is occurring.

Abstract: A closed-loop system having a controllable variable is monitored to detect the off-nominal behavior and raise an alert when fault is detected. The faults show up in such a way that the tracking error signal is impacted and this impact manifests itself as a change in the frequency components. A filter isolates a band of frequency components of the tracking error signal that are more impacted than others by deviation caused by a fault to be detected. The filter can effectively amplify the section of the error tracking signal that contains the frequency components having impact. In addition, the filter will also have the characteristics to attenuate the impact of other frequency components. An accumulated error signal is generated from the filtered tracking error signal, compared with a predetermined fault threshold characteristic, and a fault alert is provided if a predetermined threshold is satisfied.

Abstract: A snowmobile includes an engine, an engine power controller, an operation portion, an operation input detector, an operation amount detector, and a control portion. The control portion does not control the engine power controller based on an amount detected by the operation amount detector in a preliminary zone in which the operation amount detected by the operation amount detector is not more than a first operation amount. The control portion controls the engine power controller based on an operation amount detected by the operation amount detector if the operation amount is greater than the first operation amount. A second operation amount smaller than the first operation amount is set in the preliminary zone and the control portion determines whether operation of the operation portion is carried out based on whether operation corresponding to the second operation amount is detected by the operation input detector.

Abstract: An inter-cylinder air-fuel ratio imbalance abnormality determination device includes a catalyst provided in an exhaust passage of a multi-cylinder internal combustion engine; a pre-catalyst sensor; a post-catalyst sensor; an air-fuel ratio control unit that performs main air-fuel ratio control based on an output of the pre-catalyst sensor and auxiliary air-fuel ratio control based on an output of the post-catalyst sensor; a control amount calculation unit that calculates a control amount in the auxiliary air-fuel ratio control based on the output of the post-catalyst sensor; a revolution speed variation detection unit that detects a revolution speed variation of the engine; an abnormality determination unit that performs imbalance abnormality determination for determining whether an inter-cylinder air-fuel ratio imbalance abnormality has occurred based on a detected value of the revolution speed variation; and a guard range reduction unit that reduces a guard range of the control amount during the imbalance a

Abstract: A method for assessing a method of functioning of a fuel injector in response to the application of a control voltage to at least one actuator of the fuel injector, including the steps of applying the control voltage to the at least one actuator of the fuel injector for a no-torque-generating injection into an engine, determining a fuel content in an exhaust tract disposed at an engine, comparing the determined fuel content with a specified comparison value, and assessing the method of functioning of the fuel injector based on the comparison result. Furthermore, also described is an evaluation device for assessing a method of functioning of a fuel injector in response to the application of a control voltage.

Abstract: A fuel control system and fuel control method of gasoline direct injection engine can improve noise vibration harshness (NVH) by preventing fuel from flowing backward into a low pressure pump by determining whether the ignition of the engine is turned off and maintaining the operation of an inlet valve of a high pressure pump for a predetermined time when the ignition of the engine is determined to be turned off.

Abstract: Methods and systems are provided for purging condensate from a charge air cooler to an engine intake. During an engine deceleration event, airflow through a charge air cooler is temporarily increased to purge stored condensate to the engine intake. By delivering condensate while an engine is not fueled, misfire events resulting from ingestion of water are reduced.

Abstract: A control system and method for engine braking for a includes an engine braking control and at least one exhaust valve actuator responsive to demands from the braking control for causing the exhaust valve to open. The braking control is configured to command the exhaust valve actuator to substantially open and substantially close the exhaust valve at least twice during each engine cycle, a first event and a second event, when the pressure within the exhaust manifold is greater than the pressure in the cylinder. The braking control can also command the exhaust valve actuator to substantially open and substantially close during a third event between the first and second events.

Abstract: A control apparatus for an internal-combustion engine includes a diagnosis device. The diagnosis device includes a determination section and an exhaust flow rate calculator configured to calculate an exhaust flow rate that reflects a volume flow amount of exhaust gas. A filter is configured to filter a signal representing an air-fuel ratio so that a 0.5th-order frequency component of engine speed is extracted from the signal. An integrator is configured to accumulate a filtered signal for a predetermined period of time to compute an integration value. A corrector is configured to correct the integration value to compute a corrected integration value each time the integration value is computed by the integrator. The determination section is configured to determine that cylinder-to-cylinder air-fuel ratio imbalance occurs in cylinders if the corrected integration value is greater than a predetermined threshold value after the predetermined period of time has elapsed.

Abstract: An air-fuel ratio control apparatus for an internal-combustion engine includes an air-fuel-ratio sensor, a control-input calculator, an air-fuel-ratio controller, and a gain calculator. The air-fuel-ratio sensor is disposed in an exhaust channel in the internal-combustion engine and is configured to detect an air-fuel ratio in exhaust gas. The control-input calculator is configured to calculate a control input in accordance with an output value of the air-fuel-ratio sensor. The air-fuel-ratio controller is configured to perform a feedback control using the control input such that the output value of the air-fuel-ratio sensor reaches a target value. The gain calculator is configured to calculate a gain in accordance with the output value when the output value is leaner than the target value. The gain is to be used in calculating the control input.

Abstract: There is described a system and method for filling an engine fuel manifold. An adaptive filling function is used to determine a flow rate at which fuel is to be delivered to the fuel manifold. The filling function receives as an input a present measurement of the engine's speed and computes the flow rate accordingly. The fuel manifold may then be filled according to the computed flow rate so as to match the engine's speed. Appropriate fuel/air ration conditions can therefore be achieved for successful engine start.

Abstract: The invention relates to a method for checking whether an electromagnetically actuated gas injector (1) arranged in an internal combustion engine between a fuel source and a combustion chamber is in the closed end position thereof. According to said method, an electric test voltage is applied to the gas injector (1) and the discharge current (I) generated by the electric test voltage is measured.

Abstract: An engine control apparatus which may be employed in automotive vehicles. The engine control apparatus is equipped with a controlled variable arithmetic expression which defines correlations between a plurality of combustion parameters and a plurality of controlled variables of actuators for control of an operation of the engine to calculate a combination of command values to be outputted to the actuators for regulating the controlled variables needed to achieve target values of the combustion parameters. When one of the command values is produced outside an allowable operation range of a corresponding one of the actuators, the engine control apparatus corrects or limits the one of the command values to an upper or a lower limit of the allowable operation range, thereby ensuring the stability in bringing engine output characteristics close to desired values.

Abstract: A method for automatically controlling an internal combustion engine, in which an axial displacement (s(t)) and an angle of rotation (w(t)) of a gas-exchange valve are measured during a valve stroke. A displacement deviation is computed from the displacement (s(t)) relative to a reference valve, and an angle of rotation deviation is computed from an initial value and an end value of the angle or rotation. The further operation of the internal combustion engine is set on the basis of the displacement deviation and the angle of rotation deviation.

Abstract: The invention relates to a method for regulating a stationary gas motor (1). In said method, a deviation of the regulated speed is calculated from a desired speed and an actual speed, a desired moment is determined as an adjustable variable from the deviation of the regulated speed by means of a speed governor, said desired moment being limited to an air ratio-limiting moment by limiting the moment, and a desired volume flow (VSL) is determined from the limited desired moment in order to define an angle (DKW1, DKW2) of the mixture throttle valve and an angle of the gas throttle valve.

Abstract: Aspects of the present disclosure relate generally to limiting the use of an autonomous or semi-autonomous vehicle by particular occupants based on permission data. More specifically, permission data may include destinations, routes, and/or other information that is predefined or set by a third party. The vehicle may then access the permission data in order to transport the particular occupant to the predefined destination, for example, without deviation from the predefined route. The vehicle may drop the particular occupant off at the destination and may wait until the passenger is ready to move to another predefined destination. The permission data may be used to limit the ability of the particular occupant to change the route of the vehicle completely or by some maximum deviation value. For example, the vehicle may be able to deviate from the route up to a particular distance from or along the route.

Abstract: A fuel injection control apparatus of the invention includes: a temperature acquisition portion that estimates the present temperature of a catalyst and the convergence temperature of the catalyst; an increase value calculation portion that calculates a base OT increase value that is an increase value for the fuel injection amount that a fuel injection valve provided in an internal combustion engine needs to inject, on the basis of the present temperature and the convergence temperature of the catalyst estimated by the temperature acquisition portion; a correction portion that calculates an OT increase correction-reflected value by correcting the base OT increase value on the basis of the present temperature and the convergence temperature if the present temperature is lower than the convergence temperature; and an increase value determination portion that selects one of the base OT increase value and the OT increase correction-reflected value as the OT increase value for the fuel injection amount that the fu

Abstract: A required intake air flow rate is converted to a post-model required intake air flow rate (BMtsm) by a base-system normative model, and the inverse model of an intake system model is used to calculate a base-system required throttle opening degree (BTA) so as to achieve the post-model required intake air flow rate (BMtsm). On the other hand, the required in-take air flow rate (Mt) is converted to a post-model required intake air flow rate (HMtsm) by a high-response-system normative model, and the inverse model of the intake system model is used to calculate a high-response-system required throttle opening degree (HTA) so as to achieve the post-model required intake air flow rate (HMTsm). Then, a target throttle opening degree (TAt) is set so as to fall within the range from the base-system required throttle opening degree (BTA) to the high-response-system required throttle opening degree (HTA) and the reduce a variation amount.

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: A control system for an internal combustion engine, which is capable of directly and properly calculating the most fuel-efficient torque according to operating conditions of the engine without setting or learning in advance operating lines indicative of the most fuel-efficient torques, thereby making it possible to reduce costs and enhance fuel economy. In the control system, when the engine is operated at a predetermined reference rotational speed, a plurality of fuel consumption ratio parameters associated with a plurality of estimated torques are calculated based on a provisional intake air amount-estimated torque relationship which is the relationship between provisional intake air amounts and estimated torques to be obtained when the provisional intake air amounts of intake air are supplied. Further, an estimated torque associated with a minimum value of the fuel consumption ratio parameters is calculated as the most fuel-efficient torque at the reference rotational speed.

Abstract: There is provided, in one aspect of the present description, an internal combustion engine system. In one example, the system comprises a controller configured to control an intake valve closing timing varying mechanism to vary a closing timing of the intake valve to regulate air charged in a combustion chamber in accordance with engine operating conditions and, in a first engine operating condition where a least volume of air is required to be charged into the combustion chamber, retard a closing timing of the intake valve to a most retarded crank angle which is after bottom dead center during a cylinder cycle and satisfies the following formulas: ???0.2685×?02+10.723×?0+15.815 and ?0?11.0, where ? is the most retarded crank angle and ?0 is a geometric compression ratio of the engine.

Abstract: Methods and systems are provided for controlling a vehicle system including an engine that is selectively deactivated during engine idle-stop conditions and selectively reactivated during engine restart conditions. One example method comprises, during an engine restart from an idle stop, performing a first combustion event in a cylinder with a piston at an engine crankshaft position that is after a crankshaft position at which said cylinder's exhaust valve opens, and before a crankshaft position at which the cylinder's intake valve closes, during a cycle of said cylinder. In this way, inaccuracies in cylinder aircharge estimation may be reduced, thereby also reducing air-fuel ratio errors and improving the quality and repeatability of engine restarts.

Abstract: A system for diagnosing a switchable roller finger follower (SRFF) and an oil control valve (OCV) includes a signal monitoring module and a fault detection module. The signal monitoring module receives at least one of an individual cylinder fuel correction (ICFC) signal and an air/fuel ratio imbalance (AFIM) signal when: an engine speed signal is within a predetermined range of speed; an engine load signal is within a predetermined range of load; and a charcoal canister vapor signal is within a predetermined range of flow rate. The fault detection module detects a fault of at least one of a SRFF and an OCV based on an exhaust gas recirculation value and at least one of the ICFC and AFIM signals. The ICFC and AFIM signals are generated based on: an engine position signal; and at least one of an oxygen signal and a wide range air fuel signal.

Abstract: A vehicular damping control system that executes damping control that suppresses sprung mass vibration in the vehicle by controlling a power source mounted in a vehicle changes the control mode of the damping control according to the operating range of the power source. Changing the control mode of the damping control according to the operating range of the power source enables the vehicular damping control system to improve coordination between the damping control and other control related to the power source, for example, and thus execute appropriate damping control.

Abstract: Various methods are described for controlling engine operation for an engine having a turbocharger and direction injection. One example method includes performing at least a first and second injection during a cylinder cycle, the first injection generating a lean combustion and the second injection injected after combustion such that it exits the cylinder unburned into the exhaust upstream of a turbine of the turbocharger; and adjusting at least the first injection based on engine speed, where the at least first and second injection are performed responsive to turbocharger speed.

Abstract: A continuously variable transmission (CVT) is provided for use on a recreational or utility vehicle. The CVT is electronically controlled by at least one control unit of the vehicle. The CVT includes a primary clutch having a first sheave and a second sheave moveable relative to the first sheave. An actuator controls movement of the second sheave.

Abstract: A system and method is provided for the use of the ion current signal characteristics for onboard cycle-by-cycle, cylinder-by-cylinder measurement, for example soot measurement, load measurement such as indicated or brake mean effective pressure, or fuel consumption measurement in an internal combustion engine. The system may acquire an ion current signal, measures one or more of soot, load, fuel consumption and may control the engine operating parameters accordingly.

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: An atmospheric pressure estimating apparatus which estimates an atmospheric pressure applied to a calculation of control parameters of an internal combustion engine, is provided. An estimated intake air control valve passing air flow rate is calculated based on the estimated atmospheric pressure, the detected intake pressure, and the detected intake air control valve opening. The estimated atmospheric pressure is updated so that the estimated intake air control valve passing air flow rate coincides with the detected intake air control valve passing air flow rate. The estimated intake air control valve passing air flow rate is calculated using the updated estimated atmospheric pressure. The update of the estimated atmospheric pressure and the calculation of the estimated control valve passing air flow rate are sequentially performed. Consequently, the estimated control valve passing air flow rate follows the intake air flow rate, and the estimated atmospheric pressure follows the atmospheric pressure.

Abstract: In some cylinder deactivation modes (e.g. virtual V-four operation mode in which two cylinders of a V-six engine are deactivated), ignition/combustion may take place in operating cylinders at uneven intervals. In this case, the output torque varies between the immediately subsequent operating cylinders after the deactivated cylinders in the firing order and the other operating cylinders. A multicylinder engine includes an ignition timing adjustment unit. When the ignition takes place in the operating cylinders at uneven intervals during cylinder deactivation, the ignition timing adjustment unit adjusts ignition timing in each of the operating cylinders to smooth the output torque of the operating cylinders.

Abstract: A system and method for real-time, self-learning characterization of fuel injector performance during engine operation. The system includes an algorithm for an engine controller which allows the controller to learn the correlation between the fuel mass and pulse width for each injector in the engine in real time while the engine is running. The controller progressively perceives those pulse widths that achieve the desired fuel mass, while it can continuously adapt what it has learned based on various input variations, such as temperature and fuel rail pressure. The controller then uses the learned actual performance of each injector to command the pulse width required to achieve the desired quantity of fuel for each cylinder on each cycle.

Abstract: A control system for an engine includes a selecting module, a target air per cylinder (APC) module, and a phaser scheduling module. The selecting module: selects one of (a) target intake and exhaust cam phaser angles and (b) measured intake and exhaust cam phaser angles; and sets selected intake and exhaust cam phaser angles based on the selected one of the target intake and exhaust cam phaser angles and the measured intake and exhaust cam phaser angles, respectively. The target APC module determines a target APC based on a target spark timing and the selected intake and exhaust cam phaser angles. The phaser scheduling module determines the target intake and exhaust cam phaser angles based on the target APC and controls intake and exhaust cam phasers of the engine based on the target intake and exhaust cam phaser angles, respectively.

Abstract: A self-tuning fuel injection system and method having a first long-term fuel trim correction algorithm to selectively replace an operating zone within a volumetric efficiency look-up table based with a proposed correction only if mathematical comparisons with a surrounding determinative zone reveal that the correction will not result in an abrupt discontinuity. Mathematical comparison models may include absolute values of the differences or percent differences of each proposed cell and its neighbors, the difference of each proposed cell and the mean of its eight neighbors, and standard deviation of each proposed cell and its neighbors. A second repair algorithm repairs values surrounding an operating zone that have such a dissimilar magnitude as to cause poor engine performance using linear interpolation, for example. According to the invention, either the correction or the repair algorithm, or both, are executed in series or in parallel.

Abstract: Methods and systems are provided for accurately determining cylinder fueling errors during an automatic engine restart. Fueling errors may be learned during a preceding engine restart on a cylinder-specific and combustion event-specific basis. The learned fueling errors may then be applied during a subsequent engine restart on the same cylinder-specific and combustion event-specific basis to better anticipate and compensate for engine cranking air-to-fuel ratio deviations.

Abstract: In a control apparatus for a variable valve mechanism that varies a valve characteristic of an engine valve, in a saturated state in which a calculated manipulated variable of the variable valve mechanism exceeds an outputtable manipulated variable, convergence to a desired position is achieved while suppressing a response delay and an overshoot. If a feedforward manipulated variable calculated according to a reference response exceeds an outputtable limit manipulated variable, a saturating amount (feedforward manipulated variable—limit manipulated variable) is integrated. Upon completion of the integration, the feedforward manipulated variable is corrected based on an FF manipulated variable correction amount, and the integrated value of saturating amount is replaced by a value obtained by subtracting the FF manipulated variable correction amount each time a correction is made.

Abstract: This disclosure provides a method of controlling a diesel engine, which includes executing a premix combustion pattern fuel injection containing one or more injections at a first timing, while introducing an amount of EGR gas according to an operating condition of the engine into a cylinder, when an engine load is low, to operate in a premix combustion mode, executing a diffusion combustion pattern fuel injection containing one or more injections at a second timing that is later than the first timing, when the engine load is high, to operate in a diffusion combustion mode, and executing a diffusion combustion pattern fuel injection at a third timing that is later than the second timing, while introducing the amount of EGR gas according to the operating condition of the engine into the cylinder, when shifting from the diffusion combustion mode to the premix combustion mode with a decrease in engine load.

Abstract: A method for diagnosing a condition of a system for supplying fuel to a fuel injected controlled-ignition internal combustion engine, of a type including an electric control device that makes use of an oxygen probe for closed-loop regulation of a value of an air/fuel ratio admitted to the combustion chambers of the engine, and according to which a signal delivered by the oxygen probe is analyzed, the method a) deducing from the signal a change in injection time correction factor ALPHACL_MEAN making it possible to regulate richness of exhaust gases leaving the engine; b) comparing ALPHACL_MEAN against predetermined minimum and maximum threshold values THRESHOLD_MIN and THRESHOLD_MAX; c) diagnosing a defective condition when ALPHACL_MEAN is outside of a window included between THRESHOLD_MIN and THRESHOLD_MAX.

Abstract: A method of determining an air-fuel ratio of an internal combustion engine in real-time includes: calibrating sensitivity of a universal exhaust gas oxygen sensor to a plurality of gases; inputting to a universal exhaust gas oxygen sensor controller a molecular composition of Hydrogen, Carbon, Oxygen, and Nitrogen which comprise a combustion fuel in use in the internal combustion engine; calculating with the universal exhaust gas oxygen sensor controller an air-to-fuel ratio by performing a chemical balance equation calculation based on the universal exhaust gas oxygen sensor sensitivity calibration and the input combustion fuel molecular composition; and transmitting the calculated air-to-fuel ratio to an engine control unit in real-time.

Abstract: An inter-cylinder air-fuel-ratio imbalance determination apparatus includes an air-fuel-ratio sensor in an exhaust passage of an engine. The air-fuel-ratio sensor functions as a limiting-current-type wide range air-fuel-ratio sensor when a voltage is applied, and functions as a concentration-cell-type oxygen concentration sensor when no voltage is applied. The determination apparatus causes the air-fuel-ratio sensor to function as the limiting-current-type wide range air-fuel-ratio sensor, and executes air-fuel ratio feedback control on the basis of the output value of the air-fuel-ratio sensor. When an imbalance determination parameter is obtained, the determination apparatus causes the air-fuel-ratio sensor to function as the concentration-cell-type oxygen concentration sensor, and obtains, as the imbalance determination parameter, a value corresponding to the differentiated value of the output value of the air-fuel-ratio sensor.

Abstract: A system for a vehicle includes a pump control module, an adjustment determination module, and an adjusting module. The pump control module selectively disables pumping of a fuel pump that is driven by a spark ignition direct injection (SIDI) engine. A predetermined period after the pumping of the fuel pump is disabled, the adjustment determination module determines a pressure adjustment for a first fuel rail pressure measured using a fuel rail pressure sensor. The adjusting module generates a second fuel rail pressure based on the pressure adjustment and the first fuel rail pressure.

Abstract: A calculation control circuit unit 110A is provided with a microprocessor 111, an auxiliary control circuit unit 190A, and a high-speed A/D converter 115 to which the detection signals of excitation currents for electromagnetic coils 81 through 84 are inputted; based on an valve-opening command signal generated by the microprocessor 111 and excitation-current setting information, the auxiliary control circuit unit 190A opening/closing-controls power supply control opening/closing devices by use of a numeral value comparator and a dedicated circuit unit, and monitors and stores at least one of the peak value of a rapid excitation current and a peak current reaching time; the microprocessor 111 performs correction control with reference to the monitoring storage data, and implements fuel injection control while reducing a rapid control load on the microprocessor 111.

Abstract: A control device for an internal combustion engine provided by the present invention is a control device which can satisfy a requirement concerning exhaust gas performance of the internal combustion engine, a requirement concerning fuel economy performance, and a requirement concerning operation performance with an excellent balance by properly regulating a change speed of a required air-fuel ratio and an ignition timing. The present control device keeps the ignition timing at an optimal ignition timing if a predetermined permission condition is not satisfied. However, when the permission condition is satisfied, the present control device controls the ignition timing so as to compensate for a difference which occurs between torque which is estimated from an operation of an actuator for air quantity control and required torque by the ignition timing.

Abstract: A control apparatus for a supercharged internal combustion engine, which can achieve a target torque accurately even if the target torque contains a high-frequency vibration component. The control apparatus determines a target air quantity and a target boost pressure from a target torque, operates an actuator for air quantity control according to the target air quantity, and operates an actuator for boost pressure control according to the target boost pressure. The target torque is formed to contain a low-frequency torque component that is set at all times based on a torque requirement from a driver and a high-frequency torque component that is set as necessary for a specific type of vehicle control. When the target torque contains only the low-frequency torque component, the target boost pressure is formed using a pressure component corresponding to the low-frequency torque.

Abstract: In an FFV (flexible fuel vehicle) on which an internal-combustion engine using alcohol blended fuel in mounted, the remaining amount of fuel vapor presumed to remain in a canister in accordance with a usual purge processing is presumed based on an alcohol concentration in the alcohol blended fuel. According to this remaining amount, the size of the tank side channel which is a channel in a canister near the connection section with a connection pathway (tank line) with a fuel tank is adjusted by a canister throttle control means, and/or, the timing of opening and closing of an intake valve is changed by a variable valve timing mechanism. Thereby, the desorption rate (the amount of desorption) of fuel vapor from adsorption material in a canister is adjusted, and the concentration of the fuel included in purge gas is adjusted.